Engine Control Module --, 2017 MY

DTC / Description	Monitor Strategy Description	Malfunction Criteria and Threshold Value	Secondary Parameters with Enable Conditions	Monitoring Time Length	MIL Illumination	Component Diagnostic Procedure
P000A "A" Camshaft Position Slow Response Bank 1	Variable Valve Timing (VVT) Intake Actuator slow response	Adjustment angle difference >= 3.0; 15.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Set point change > 29.0° CRK Camshaft position not calibrated Dynamic diagnosis timer >= 0.95 - 4.0 s	0 (FTP75: 300.0) s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1	Variable Valve Timing (VVT) Intake Actuator Open Circuit	Output voltage lower range 1.92 - 2.21 V Output voltage upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0011 "A" Camshaft Position - Timing Over - Advanced or System Performance Bank 1	Variable Valve Timing (VVT) Intake Actuator target error	Camshaft position deviation > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position n.a. Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK*s	0 (FTP75: 250.0) s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A	Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor Adaptation Value Monitoring	Adapted value for each edge of the target wheel -14.0° CRK Adapted value for each edge of the target wheel > 14.0° CRK	Camshaft position adaptation (exhaust side) active Engine speed 288 - 4, 000 RPM Modeled oil temperature >= -15° C Modeled oil temperature = 160° C Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge 2.0° CRK Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s CKP stalling not detected Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s CKP stalling not detected Case 3: Backwards rotation not detected CKP stalling not detected Case 4: Engine speed >= 400 RPM Engine stopped	720.0° CRK Multiple	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, Checking .
P0030 HO2S Heater Control Circuit Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Open Circuit	O2S front heater voltage lower range 1.92 - 2.21 V O2S front heater voltage upper range 2.85 - 3.25 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Short To Ground	O2S front heater voltage 1.92 - 2.21 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Short To Battery Plus	O2S front heater driver temperature > 160.0 - 200.0° C Or O2S front heater driver output current > 8.0 - 12.0 A	Modeled EGT @ O2S front >= -273° C Actuator commanded on	2.5 s Continuous .	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0033 Turbocharger/Supercharger Bypass Valve "A" Control Circuit	Turbocharger Bypass (TCBY) Open Circuit	Voltage lower range 1.92 - 2.21 V Voltage upper range 2.85 - 3.25 V (hardware values)	Actuator commanded off	1.0 s Continuous .	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, Checking .
	Turbocharger Bypass (TCBY) Short To Battery Plus	Current > 4.0 - 7.0 A Temperature > 160 - 200° C (hardware values)	Actuator commanded on	1.0 s Continuous .	2 DCY
P0034 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Low	Turbocharger Bypass (TCBY) Short To Ground	Voltage 1.92 - 2.21 V (hardware values)	Actuator commanded off	1.0 s Continuous .	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, Checking .
P0036 HO2S Heater Control Circuit Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Open Circuit	O2S rear heater voltage lower range 1.92 - 2.21 V O2S rear heater voltage upper range 2.85 - 3.25 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Short To Ground	O2S rear heater voltage 1.92 - 2.21 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0038 HO2S Heater Control Circuit High Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Short To Battery Plus	O2S rear heater driver temperature > 160.0 - 200.0° C O2S rear heater driver output current > 8.0 - 12.0 A	Modeled EGT @ O2S rear >= 300° C Actuator commanded on Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0045 Turbocharger/Supercharger Boost Control "A" Circuit/Open	Turbocharger (TC) Boost Pressure Control Open Circuit	Bypass valve driver load resistance > 200 kΩ	Deviation between actual and filtered boost pressure actuator position = 5.0% Boost pressure control not active Time delay > 1.0 s	0.4 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0049 Turbocharger/Supercharger "A" Turbine Overspeed	Turbocharger (TC) Boost Pressure Control Out Of Range High	1.8L Turbocharger speed >= 240, 002 RPM 2.0L Turbocharger speed >= 213, 000 RPM IAT @ throttle >= 336° C 1.8L For time >= 6.0 s 2.0L For time >= 25.5 s	Engine running	2.6 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0068 MAP/MAF - Throttle Position Correlation	Manifold Absolute Pressure (MAP) Sensor Large Leakage Detection	Diff. MAP set point vs. actual MAP -15.0 - -10.0 kPa	Fast throttle adaptation finished MAP gradient -200.00 - 200.00 kPa/s Vehicle speed = 2 km/h Time after engine start > 5.0 s Engine speed lower range > 576 RPM Engine speed upper range 3, 000 RPM IAT @ manifold > -48° C ECT @ cylinder block > -48° C Pressure quotient @ throttle 0.10 - 0.60 [-] Load dynamic conditions: Dynamic engine speed 8, 160 RPM Dynamic air mass 25.01 mg/stk	5.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0068 MAP/MAF - Throttle Position Correlation	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation -60.0% Lambda correction included controller and adaptation -28.0 - 28.0% Lambda controller active	Intake manifold modeled adaptation active (by throttle opening area) Throttle position 0.000 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.27 - 0.60 [-] Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous	2 DCY
P0070 Ambient Air Temperature Sensor Circuit "A"	COM: Ambient Air Temperature (AAT) Sensor Short To Battery / Open Circuit	AAT sensor voltage (hardware values) > 4.50 V		2.0 s Continuous	2 DCY	-- Refer to appropriate service information for proper diagnosis for the Outside Air Temperature Sensor -G17-.
P0071 Ambient Air Temperature Sensor Circuit "A" Range/Performance	Ambient Air Temperature (AAT) Sensor Cross Check	High side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 20.0 K Diff. AAT @ cold start vs. ECT @ cylinder block @ cold start not calibrated [K] Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K Min. amount of faulty reference measurements to detect defective sensor 2.00 [-] OR Low side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 20.0 K Diff. ECT @ cylinder block @ cold start vs. AAT @ cold start not calibrated [K] Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 20.0 K Min. amount of faulty reference measurements to detect defective sensor 2.00 [-]	Engine off time >= 360.00 [min] Engine off time plausible Time after engine start 6553.5 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY 256.0 K Diff. actual ECT @ cylinder block vs. ECT @ cylinder block @ start of DCY not calibrated [K] Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY 256.0 K Diff. actual AAT vs. AAT @ start of DCY 256.0 K For time >= 0.1 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.00 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 20 km/h For time >= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold 4.5 K Diff. actual ECT @ cylinder block vs. min. ECT @ cylinder block not calibrated [K] Diff. actual AAT vs. min. AAT 4.5 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet 4.5 K	0.1 s Once / DCY	2 DCY	-- Refer to appropriate service information for proper diagnosis for the Outside Air Temperature Sensor -G17-.
P0072 Ambient Air Temperature Sensor Circuit "A" Low	COM: Ambient Air Temperature (AAT) Sensor Short To Ground	AAT sensor voltage 0.10 V (hardware values)		2.0 s Continuous	2 DCY	-- Refer to appropriate service information for proper diagnosis for the Outside Air Temperature Sensor -G17-.
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel Rail Pressure (FRP) Out Of Range Low	Deviation between reference fuel pressure set point and current fuel pressure > 2, 000.10 kPa Case 1: Deviation lambda of controller included adaptation -50.0 - 50.0% High pressure controller output > 30 mg Fuel pressure 2, 500.0 kPa Case 2: Fuel pump at max limit Mass fuel flow set point not calibrated mg/stk Fuel pressure not calibrated kPa	General: Engine speed > 608 - 6, 816 RPM Fuel mass set point 15.01 - 1, 389.0 mg/stk Time after engine start > 5.0 s Engine warm-up not calibrated Catalyst heating not active Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated EVAP purge functionality diagnosis not calibrated Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range 100.32 - 172.41 mg/stk Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk For time >= 1.2 s Depending on canister purge: Canister load not calibrated [-] EVAP purge valve not calibrated	2.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel Rail Pressure (FRP) Rationality Check Low	Deviation lambda of controller included adaptation -50.0 - 50.0% High pressure controller output > 35 mg Deviation between fuel pressure set point and current fuel pressure > 2, 000.10 kPa Fuel pressure 2, 500.0 kPa		5.0 s Continuous	2 DCY
P0088 Fuel Rail/System Pressure - Too High Bank 1	Fuel Rail Pressure (FRP) Out Of Range High	Deviation between fuel pressure set point and current fuel pressure -2, 000.10 kPa Deviation lambda of controller included adaptation -50.0 - 50.0% Case 1: High pressure controller output -30 mg Case 2: Flow control valve open Mass fuel flow set point > 15.01 mg/stk	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 15.01 - 1, 389.0 mg/stk Time after engine start > 5.0 s Engine warm-up not calibrated Catalyst heating not active Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated EVAP purge functionality diagnosis not calibrated Duel pressure set point gradient = 200.06 [kPa] And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range 100.32 - 172.41 mg/stk Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk For time >= 1.2 s Depending on canister purge: Canister load not calibrated [-] EVAP purge valve not calibrated [-]	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Voltage high side 1.87 - 2.26 V Voltage low side > 2.78 - 3.33 V	Engine speed 0 RPM Fuel cut off active Actuator commanded off	0.2 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to.Fuel Pressure Regulator Valve -N276-, Checking
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Low and high side off: Voltage low side > 2.78 - 3.33 V Voltage high side 1.87 - 2.26 V Low and high side on: Current low side 12.2 - 15.0 A Current high side 13.5 - 16.5 A	Engine speed > 600 RPM Fuel cut off not active Actuator commanded on	0.2 s Continuous	2 DCY
P0091 Fuel Pressure Regulator 1 Control Circuit Low	Fuel Volume Regulator Control Short To Ground (High Side)	Current high side > 13.5 - 17.0 A	Ignition on Ignition off (during ECM keep alive-time) Actuator commanded on	0.2 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to.Fuel Pressure Regulator Valve -N276-, Checking
P0091 Fuel Pressure Regulator 1 Control Circuit Low	Fuel Volume Regulator Control Short To Ground (Low Side)	Voltage low side 1.87 - 2.26 V (hardware values)	Ignition on Ignition off (during ECM keep alive-time) Actuator commanded off	0.2 s Continuous	2 DCY
P0092 Fuel Pressure Regulator 1 Control Circuit High	Fuel Control Valve Short To Battery Plus (Low Side)	Current low side > 13.5 - 17.0 A	Ignition on Ignition off (during ECM keep alive-time) Actuator commanded on	0.2 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to.Fuel Pressure Regulator Valve -N276-, Checking
P0092 Fuel Pressure Regulator 1 Control Circuit High	Fuel Control Valve Short To Battery Plus (High Side)	Voltage high side 2.78 - 3.33 V (hardware values)	Ignition on Ignition off (during ECM keep alive-time) Actuator commanded off	0.2 s Continuous	2 DCY
P00AF Turbocharger/Supercharger Boost Control "A" Module Performance	Turbocharger (TC) Boost Pressure Control Functional Check - Transient Check	Boost pressure actuator position controller output > 98.0%	Time after engine start >= 4.0 s ECT > -40° C AAT > -40° C Catalyst heating not active Boost pressure control active	0.4 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
		Boost pressure actuator position controller output -98.0%
	Turbocharger (TC) Boost Pressure Control Functional Check	Deviation boost pressure actuator position controller > 12.0 - 100.0%	Time after engine start >= 4.0 s ECT > -40° C AAT > -40° C Boost pressure control active
P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range/Performance	Manifold Absolute Pressure (MAP) Sensor Engine Standing: Cross Check	Case 1: Charged engine Diff. BARO vs. MAP > 7.50 kPa Diff. Turbocharger boost pressure vs. MAP > 7.50 kPa Diff. BARO vs. Turbocharger boost pressure = 7.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value n.a. kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) n.a. kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) n.a. kPa Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time n.a. kPa Diff. BARO mean value vs. MAP mean value n.a. kPa	Case A: engine stop during DCY Engine stopped Vehicle speed 1 km/h Engine @ driving cycle n.a. For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed 1 km/h Engine @ driving cycle n.a.	3.0 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .-- If there is no fault found with the Charge Air Pressure Sensor -G31- or wiring, check for any related TSB's. The Altitude (Baro) sensor is located within the ECM and will require replacement of the ECM if faulty. Check the Baro reading with a scan tool vs. actual Baro for the area. If Baro is off by more than 10%, replace the Engine Control Module -J623-.
	Manifold Absolute Pressure (MAP) Sensor ECM Keep Alive-Time: Cross Check	Case 1: Charged engine Diff. BARO vs. MAP > 7.50 kPa Diff. BARO vs. Turbocharger boost pressure = 7.50 kPa Diff. Turbocharger boost pressure vs. MAP > 7.50 kPa Case 2: Non charged engine Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time > n.a. kPa	Engine stopped Vehicle speed 1 km/h ECM keep alive time 10.0 - 6, 553.5 s Time after engine stop >= 5.0 s BARO sensor voltage 0.20 - 4.80 V MAP sensor voltage 0.20 - 4.80 V Boost pressure sensor voltage 0.20 - 4.80 V	3.0 s Continuous
	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation > 40.0% Lambda correction included controller and adaptation -28.0%	Intake manifold modeled adaptation active (by throttle opening area) Throttle position 0.000 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.27 - 0.60 [-] Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous
	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation 40.0% Lambda correction included controller and adaptation > 28.0%		5.0 s Continuous
P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low	Manifold Absolute Pressure (MAP) Sensor Short To Ground	Intake manifold pressure sensor voltage 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High	Manifold Pressure Sensor Short To Battery Plus	Intake manifold pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1	Intake Air Temperature (IAT) Sensor Cross Check	High side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 20.0 K Diff. IAT @ manifold @ cold start vs. ECT @ cylinder block @ cold start not calibrated [K] Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K Min. amount of faulty reference measurements to detect defective sensor 2.00 [-] OR Low side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 20.0 K Diff. ECT @ cylinder block @ cold start vs. IAT @ manifold @ cold start > 20.0 K Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 20.0 K Min. amount of faulty reference measurements to detect defective sensor 2.00 [-]	Engine off time >= 360.00 [min] Engine off time plausible Time after engine start 6553.5 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY 256.0 K Diff. actual ECT @ cylinder block vs. ECT @ cylinder block @ start of DCY not calibrated [K] Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY 256.0 K Diff. actual AAT vs. AAT @ start of DCY 256.0 K For time >= 0.1 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.00 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 20 km/h For time >= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold 4.5 K Diff. actual ECT @ cylinder block vs. min. ECT @ cylinder block not calibrated [K] Diff. actual AAT vs. min. AAT 4.5 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet 4.5 K	0.1 s Once / DCY	2 DCY
P0112 Intake Air Temperature Sensor 1 Circuit Low Bank 1	Intake Air Temperature (IAT) Sensor Short To Ground	IAT sensor voltage 0.10 V		2.0 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, Checking .
P0113 Intake Air Temperature Sensor 1 Circuit High Bank 1	Intake Air Temperature (IAT) Sensor Open Circuit	IAT sensor voltage > 4.50 V		2.0 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, Checking .
P0116 Engine Coolant Temperature Sensor 1 Circuit Range/Performance	Engine Coolant Temperature (ECT) Sensor No Change On Signal	Difference between maximum and minimum temperature of ECT @ cylinder block 2° C	ECT @ cylinder block > -256° C IAT @ throttle -48 - 143° C Depending on thermostat control: ECT @ cylinder block = 82° C or ECT @ cylinder block >= 98° C Engine running And Engine part load Or Engine full load Engine speed > 1300 RPM Vehicle speed >= 50 km/h Engine load > 6.00 % For time >= 30.0 - 60.0 s Engine idle Vehicle speed 255 km/h Or Fuel cut off active Or Engine stop for time >= 30.0 - 60.0 s Time after engine start > 100.0 s	120.0 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, Checking .
	Engine Coolant Temperature (ECT) Sensor @ Cylinder Block Rationality Check Low	Difference between modeled and measured cylinder block temperature > 10° C	ECT @ cylinder block -128 - 127° C Time after engine start > 60.0 s	10.0 s Continuous
	Engine Coolant Temperature (ECT) Sensor @ Cylinder Block Rationality Check Inappropriately Low	Diff. min temperature of cross check sensors vs. ECT @ cylinder block @ engine start >= 10° C	Cross checks finished	1.0 s Once / DCY
	Engine Coolant Temperature (ECT) Sensor @ Cylinder Block Rationality Check High	ECT @ cylinder block @ engine start > 40 - 80° C	Cross checks finished Engine running Engine off time >= 240.00 min Valid AAT signal for time >= 2.0 s Valid engine stop signal for time >= 3.0 s	1.0 s Once / DCY
P0117 Engine Coolant Temperature Sensor 1 Circuit Low	Engine Coolant Temperature (ECT) Sensor Short To Ground	ECT sensor voltage 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, Checking .-- Check the coolant thermostat.
P0118 Engine Coolant Temperature Sensor 1 Circuit High	Engine Coolant Temperature (ECT) Sensor Short To Battery / Open Circuit	ECT sensor voltage > 4.90 V	IAT at throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, Checking .-- Check the coolant thermostat.
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance	Throttle Position Sensor (TPS) 1 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 1 >= 1.0 [-] Relative mass air flow integral from TPS 1 > 60.0 [-]	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.01 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
	Throttle Position Sensor (TPS) 1 Rationality Check	Difference between TPS 1 and TPS 2 > 6.499° TPS		0.3 s Continuous	2 DCY
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low	Throttle Position Sensor (TPS) 1 Short To Ground	Throttle position sensor 1 voltage 0.17 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High	Throttle Position Sensor (TPS) 1 Short To Battery Plus	Throttle position sensor 1 voltage > 4.83 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Short To Ground	O2S sensor voltage 0.15 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Short To Battery Plus	O2S sensor voltage > 5.20 - 5.35 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Dynamic Path Response Check	Average check Mean value of normalized signal amplitude >= 1.0 [-] Ratio check Ratio of failed diagnostic cycle not calibrated [-]	Conditions range 1: (standard parameters) General conditions: Time after engine start not calibrated s ECT >= -48° C Vehicle speed not calibrated km/h Integrated air mass after gear change not calibrated kg MAF 0.0 - 1, 389.0 mg/stk Integrated air mass per cylinder not calibrated kg Static conditions: O2S front ready Lambda stimulation active Lambda control value -35.0 - 35.0% Engine speed 928 - 3, 008 RPM MAF to activate diagnosis function 150.0 - 600.0 mg/stk MAF per segment > 18.0 kg/h Normalized integrated fuel mass in oil 255.0 [-] Catalyst purge not active Limited dynamic conditions: Integrated air mass after dynamic conditions are fulfilled not calibrated g Dynamic engine speed 150 RPM Dynamic MAF not calibrated mg/stk Dynamic MAF per segment 30.0 kg/h Dynamic lambda not calibrated % Change of dynamic torque 0.07 [-] Conditions range 2: (Diagnosis carried out together with the catalyst efficiency diagnosis) General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1344 - 3008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop 0.25 [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temperature conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S rear = 1, 201° C Air mass conditions: Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated % Low dynamic conditions: Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions Case 1: EVAP purge valve not calibrated Case 2: Canister load calculation not calibrated EVAP purge valve not calibrated Case 3: Canister load not calibrated EVAP purge valve not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass to start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	4.4 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Delay Path Response Check	Normalized lambda controller value vs. modeled lambda value >= 1.0 [-]	General conditions O2S front ready Time after engine start not calibrated s MAF to activate diagnosis function not calibrated mg/stk Integrated air mass per cylinder >= 0.42 - 2.0 kg Vehicle speed not calibrated km/h Static condition Engine speed 1, 056 - 3, 008 RPM MAF per cylinder 15.0 - 150.0 kg/h Vehicle speed not calibrated km/h Dynamic conditions Dynamic engine speed 288 RPM Dynamic torque 80.0 Nm Absolute dynamic MAF 70.0 kg/h Activation due to canister purge Canister purge no purge Canister purge not active Canister purge wait ramp open Canister purge min purge Canister load known Canister purge n.a. Moving mean value canister load = 1.80 [-]	4.4 s Once / DCY	2 DCY
P0135 O2 Sensor Heater Circuit Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Functional Check	O2S ceramic temp. 730° C	O2S heater commanded on For time >= 10.0 s	20.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P0137 O2 Sensor Circuit Low Voltage Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Short To Ground	O2S sensor voltage 0.15 V	O2S heater active	0.6 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Short To Battery	O2S sensor voltage > 5.2 - 5.35 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P013A O2 Sensor Slow Response - Rich to Lean Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Rich To Lean Transition Response Check	Gradient sensor voltage 1, 000.0 mV/s (arithmetic average)	General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1, 344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop \| 0.25 \| [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks 2.0 [-] Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temp. conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S rear = 1, 201° C Air mass conditions: Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions: Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	86.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P013B O2 Sensor Slow Response - Lean to Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Lean To Rich Transition Response Check	Gradient sensor voltage 650.0 mV/s (arithmetic average)	General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1, 344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop \| 0.25 \| [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks 2.0 [-] Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temp. conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S rear = 1, 201° C Air mass conditions: Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions: Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	86.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P013E O2 Sensor Delayed Response - Rich to Lean Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Rich To Lean Transition Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 0.9 s (arithmetic average)	General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1, 344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop \| 0.25 \| [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks 2.0 [-] Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temp. conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S rear = 1, 201° C Air mass conditions: Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions: Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	86.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P013F O2 Sensor Delayed Response - Lean to Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Lean To Rich Transition Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 0.9 s (arithmetic average)	General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1, 344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop \| 0.25 \| [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks 2.0 [-] Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temp. conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S rear = 1, 201° C Air mass conditions: Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions: Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	86.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0140 O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Open Circuit	Internal resistance of O2S (binary) > 65, 534.0 Ω		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0141 O2 Sensor Heater Circuit Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Out Of Range High	Internal resistance of O2S (binary) 700.0 - 65, 534.0 Ω	O2S heater commanded on For time >= 10.0 s	20.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P0149 Fuel Timing Error	Fuel Injection Valves Out Of Range Low	Boost voltage 30.0 V	Engine running >= 0.3 s	3.6 s Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Fuel Injection Valves Out Of Range Low	Boost voltage = 50.0 V
	Fuel Injection Valves Out Of Range High	Boost voltage > 75.0 V
P0171 System Too Lean Bank 1	Fuel System Too Lean	Lambda controller output > 35.0%	Lambda control closed loop Air mass > 60.00 mg/stk Engine speed > 576 RPM 1.8L ECT @ cylinder block > 55° C 2.0L ECT @ cylinder block > 60° C IAT @ manifold > -48° C AAT > -48° C EVAP purge valve closed Canister load = 1.20 [-] EVAP purge flow at max. value Depending on canister purge min: Lower limit of lambda controller output not calibrated Upper limit of lambda controller output not calibrated EVAP purge flow at min. value	60.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the intake system visually for leaks, or engine gaskets, oil cap loose/missing that can allow air in via the PCV system.-- Check the vacuum lines visually for leaks
P0172 System Too Rich Bank 1	Fuel System Too Rich	Lambda controller output -35.0%	Lambda control closed loop Air mass > 60.00 mg/stk Engine speed > 576 RPM 1.8L ECT @ cylinder block > 55° C 2.0L ECT @ cylinder block > 60° C IAT @ manifold > -48° C AAT > -48° C Oil dilution not detected EVAP purge valve closed Canister load = 1.20 [-] EVAP purge flow at max. value Depending on canister purge min: Lower limit of lambda controller output n.a. Upper limit of lambda controller output n.a. EVAP purge flow at min. value	60.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .
P0190 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Pressure (LP) Sensor Short To Battery / Open Circuit	High fuel pressure sensor voltage > 4.80 V		2.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1	Fuel Rail Pressure (FRP) Out Of Range High	Fuel pressure > 27, 900.09 kPa	Engine speed > 608; 8, 160 RPM Time after engine start > 5.0 s	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .
P0192 Fuel Rail Pressure Sensor Circuit Low Bank 1	Fuel Pressure (LP) Sensor Short To Ground	High fuel pressure sensor voltage 0.20 V		2.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance	Fuel Rail Pressure (FRP) Sensor rationality check low	Deviation lambda of controller included adaptation -45.00 % And High pressure controller output > 8 mg	General: Engine speed 608 - 1, 088 RPM Fuel mass set point 1.99 - 20.01 mg/stk Time after change to DFI not equipped [s] Time after engine start > 5.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control closed loop EVAP purge functionality diagnosis not active Fuel pressure set point gradient = 200.06 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range 100.32 - 172.41 mg/stk Fuel mass set point gradient -1389.00 - 2.20 mg/stk For time >= 1.2 s And depending on canister purge: Canister load = 0.70 - Or EVAP purge valve not active or closed	10.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance	Fuel Rail Pressure (FRP) Sensor rationality check high	Deviation lambda of controller included adaptation > 30.00 % And High pressure controller output -10 mg	General: Engine speed 608 - 1, 088 RPM Fuel mass set point 4.01 - 29.99 mg/stk Time after change to DFI not equipped [s] Time after engine start > 5.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control closed loop EVAP purge functionality diagnosis not active Fuel pressure set point gradient = 200.06 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range 100.32...172.41 mg/stk Fuel mass set point gradient -1389.00...2.20 mg/stk For time >= 1.2 s And depending on canister purge: Canister load = 0.70 - Or EVAP purge valve not active or closed	10.0 s Continuous	2 DCY
P0201 Cylinder 1 Injector "A" Circuit	Fuel Injection Valves Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Fuel Injection Valves Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase 0.064 ms
	Fuel Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected And Injector low side voltage 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage 2.0 V Injector high side switch current > 25.0 A Or Injector low side voltage 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 Or Injector voltage 2.0 V Injector low side switch current > 25.0 A Or Injector voltage 2.0 V Injector low side switch current (hardware values)> 9.0 - 14.0 Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 A or Power stage temperature > 150° C	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s
P0202 Cylinder 2 Injector "A" Circuit	Fuel Injection Valves Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Fuel Injection Valves Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase 0.064 ms
	Fuel Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected Injector low side voltage 2.0 V Injector low side switch current driver stage internal value Injector low side voltage 2.0 V Injector high side switch current driver stage internal value Injector low side voltage 2.0 V Injector low side switch current (hardware values) driver stage internal value Injector voltage 2.0 V Injector low side switch current driver stage internal value Injector voltage 2.0 V Injector low side switch current (hardware values) driver stage internal value Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current driver stage internal value Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current driver stage internal value	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s
P0203 Cylinder 3 Injector "A" Circuit	Fuel Injection Valves Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Fuel Injection Valves Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase 0.064 ms
	Fuel Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected Injector low side voltage 2.0 V Injector low side switch current driver stage internal value Injector low side voltage 2.0 V Injector high side switch current driver stage internal value Injector low side voltage 2.0 V Injector low side switch current (hardware values) driver stage internal value Injector voltage 2.0 V Injector low side switch current driver stage internal value Injector voltage 2.0 V Injector low side switch current (hardware values) driver stage internal value Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current driver stage internal value Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current driver stage internal value	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s
P0204 Cylinder 4 Injector "A" Circuit	Fuel Injection Valves Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Fuel Injection Valves Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase 0.064 ms
	Fuel Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected Injector low side voltage 2.0 V Injector low side switch current driver stage internal value Injector low side voltage 2.0 V Injector high side switch current driver stage internal value Injector low side voltage 2.0 V Injector low side switch current (hardware values) driver stage internal value Injector voltage 2.0 V Injector low side switch current driver stage internal value Injector voltage 2.0 V Injector low side switch current (hardware values) driver stage internal value Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current driver stage internal value Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current driver stage internal value	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s
P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance	Throttle Position Sensor (TPS) 2 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 2 >= 1.0 [-] Relative mass air flow integral from TPS 2 > 60.0 [-]	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.01 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low	Throttle Position Sensor (TPS) 2 Short To Ground	Throttle position sensor 2 voltage 0.17 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High	Throttle Position Sensor (TPS) 2 Short To Battery Plus	Throttle position sensor 2 voltage > 4.83 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0234 Turbocharger/Supercharger "A" Overboost Condition	Turbocharger (TC) Boost Pressure Control Out Of Range High	Boost pressure > calculated max. plausible value Boost pressure deviation 209.90 - 265.0 kPa Turbocharger protection active	Engine running Accelerator pedal value > 0.0% Fuel cut off n.a. Difference between boost pressure and barometric pressure >= 20.0 kPa	1.3 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance	Turbocharger (TC) Boost Pressure Sensor Engine Standing: Cross Check	Diff. Turbocharger boost pressure vs. MAP > 7.50 kPa Diff. BARO vs. Turbocharger boost pressure > 7.50 kPa Diff. BARO vs. MAP = 7.50 kPa	Case 1: engine stop during DCY Engine stopped Vehicle speed 1 km/h Engine @ driving cycle n.a. For time >= 10.0 s Case 2: engine stop @ start of DCY Engine stopped Vehicle speed 1 km/h Engine @ driving cycle n.a.	3.0 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
	Turbocharger (TC) Boost Pressure Sensor ECM Keep Alive-Time: Cross Check		Engine stopped Vehicle speed 1 km/h ECM keep alive-time 10.0 - 6, 553.5 s Time after engine stop >= 5.0 s BARO sensor voltage 0.20 - 4.80 V MAP sensor voltage 0.20 - 4.80 V Boost pressure sensor voltage 0.20 - 4.80 V	3.0 s Continuous	2 DCY
P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low	Turbocharger (TC) Boost Pressure Sensor Short To Ground	Turbocharger boost pressure sensor voltage 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High	Turbocharger (TC) Boost Pressure Sensor Short To Battery Plus	Turbocharger boost pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P025A Fuel Pump Module "A" Control Circuit/Open	Fuel Pump (FP) Open Circuit	Signal voltage lower range > 1.92 - 2.21 V Signal voltage upper range (hardware values) 2.84 - 3.25 V	Commanded PWM 9.80 - 92.20% Fuel pump commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P025C Fuel Pump Module "A" Control Circuit Low	Fuel Pump (FP) Short To Ground	Signal voltage 1.92 - 2.21 V (hardware values)	Commanded PWM 9.80 - 92.20% Fuel pump commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P025D Fuel Pump Module "A" Control Circuit High	Fuel Pump (FP) Short To Battery Plus	Power stage temperature > 160.0 - 200.0° C Signal current > 100 - 180 mA	Commanded PWM 9.80 - 92.20% Fuel pump commanded on	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P0261 Cylinder 1 Injector "A" Circuit Low	Fuel Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Ground (Low Side)	Injector driver voltage 2.0 V Injector driver high side switch current 25.0 A Injector driver low side switch current 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Fuel Injection Valves Short To Ground (High Side)	Injector driver voltage 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0262 Cylinder 1 Injector "A" Circuit High	Fuel Injection Valves Short To Battery Plus	Fault pattern for short to battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V Injector driver low side switch current > 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0264 Cylinder 2 Injector "A" Circuit Low	Fuel Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Ground (Low Side)	Injector driver voltage 2.0 V Injector driver high side switch current 25.0 A Injector driver low side switch current 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Fuel Injection Valves Short To Ground (High Side)	Injector driver voltage 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0265 Cylinder 2 Injector "A" Circuit High	Fuel Injection Valves Short To Battery Plus	Fault pattern for short to battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V Injector driver low side switch current > 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0267 Cylinder 3 Injector "A" Circuit Low	Fuel Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Ground (Low Side)	Injector driver voltage 2.0 V Injector driver high side switch current 25.0 A Injector driver low side switch current 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Fuel Injection Valves Short To Ground (High Side)	Injector driver voltage 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0268 Cylinder 3 Injector "A" Circuit High	Fuel Injection Valves Short To Battery Plus	Fault pattern for short to battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V Injector driver low side switch current > 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0270 Cylinder 4 Injector "A" Circuit Low	Fuel Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Ground (Low Side)	Injector driver voltage 2.0 V Injector driver high side switch current 25.0 A Injector driver low side switch current 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Fuel Injection Valves Short To Ground (High Side)	Injector driver voltage 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0271 Cylinder 4 Injector "A" Circuit High	Fuel Injection Valves Short To Battery Plus	Fault pattern for short to battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V Injector driver low side switch current > 25.0 A	Engine running ECT @ cylinder block >= -30° C Engine speed 7, 000 RPM Injection time not calibrated ms	720° CRK Continuous
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0299 Turbocharger/Supercharger "A" Underboost Condition	Turbocharger (TC) Boost Pressure Control Out Of Range Low	Boost pressure calculated min. plausible value Boost pressure deviation > 5.0 kPa	Engine running Turbo charger bypass valve closed For time >= 1.0 s Pressure ratio before charger set point > 1.30 [-] For time >= 1.2 - 1.9 s Engine speed > 2, 208 - 2, 750 RPM Barometric pressure > 73.0 kPa ECT > -10° C No cylinder is shut off Fuel tank level not calibrated %	4.0 s Continuous	2 DCY	-- Check the charge air system for proper seal. -- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P0299 Turbocharger/Supercharger "A" Underboost Condition	Intake Manifold Adaptive Value Check	Turbo charger actuator set point >= 17.0 - 20.0%	Engine running Conditions: For time >= 0.5 s Difference between filtered boost pressure and basic boost pressure > 40.01 kPa Difference between filtered boost pressure set point and basic boost pressure > 40.01 kPa Boost pressure control deviation 20.0 kPa Boost pressure set point 16.0 kPa Actual boost pressure 30.0 kPa Difference between current boost pressure set point and basic boost pressure > 3.0 kPa ECT > -20° C IAT @ throttle > 0° C Engine speed 2, 500 - 6, 800 RPM Conditions: For time >= 5, 000.0 ms Difference between actual turbocharger speed and maximum turbocharger speed set point > 9, 003 RPM Conditions: For time >= 1, 000.0 ms No gear shift Fuel cut off not active	0.01 s Continuous	2 DCY
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft Speed Fluctuation (Multiple)	Number of cylinders with emission threshold misfire within 4, 000 revolutions >= 2.0 [-] Or Number of cylinders with emission threshold misfire within 1, 000 revolutions >= 2.0 [-]	Emission threshold misfire detected	1, 000 rev Continuous	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check for an engine mechanical fault with a cylinder compression test. -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft Speed Fluctuation (Multiple)	Number of cylinders with catalyst damaging misfire >= 2.0 [-]	Catalyst damaging misfire detected	200 rev Continuous	Immediately
P0301 Cylinder 1 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: 1.8L Catalyst damaging misfire rate > 4.72 - 20.83 % 2.0L Catalyst damaging misfire rate > 5.00 - 31.25 %	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed 6, 848 RPM Time after engine start not calibrated s 1.8L Engine load > 5.26 - 44.49 % 2.0L Engine load > 4.36 - 47.00 % Depending on ECT @ cylinder block @ start ECT @ cylinder block @ engine start = -48° C Then activation if ECT @ cylinder block >= 20° C ECT @ cylinder block @ engine start > -48° C Fuel cut off not active Single fuel cut off not active Number of fade out cylinders 2.0 [-] Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s Dynamic of engine load not calibrated % Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Dynamic of ignition angle not calibrated ° CRK Rough road not detected	200 rev Continuous	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check for an engine mechanical fault with a cylinder compression test. -- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 2.25 %		1, 000 rev Continuous
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 2.40 %		4 x 1, 000 rev Continuous
P0302 Cylinder 2 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 4.72 - 20.83 %	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed 6, 848 RPM Time after engine start not calibrated s Engine load > 6.54 - 43.0% Depending on ECT @ cylinder block @ start ECT @ cylinder block @ engine start = -48° C Then activation if ECT @ cylinder block >= 20° C ECT @ cylinder block @ engine start > -48° C Fuel cut off not active Single fuel cut off not active Number of fade out cylinders 2.0 [-] Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s Dynamic of engine load not calibrated % Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Dynamic of ignition angle not calibrated ° CRK Rough road not detected	200 rev Continuous	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check for an engine mechanical fault with a cylinder compression test. -- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 2.25 %		1, 000 rev Continuous
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 2.40 %		4 x 1, 000 rev Continuous
P0303 Cylinder 3 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 4.72 - 20.83 %	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed 6, 848 RPM Time after engine start not calibrated s Engine load > 6.54 - 43.0% Depending on ECT @ cylinder block @ start ECT @ cylinder block @ engine start = -48° C Then activation if ECT @ cylinder block >= 20° C ECT @ cylinder block @ engine start > -48° C Fuel cut off not active Single fuel cut off not active Number of fade out cylinders 2.0 [-] Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s Dynamic of engine load not calibrated % Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Dynamic of ignition angle not calibrated ° CRK Rough road not detected	200 rev Continuous	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check for an engine mechanical fault with a cylinder compression test. -- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 2.25 %		1, 000 rev Continuous
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 2.40 %		4 x 1, 000 rev Continuous
P0304 Cylinder 4 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 4.72 - 20.83 %	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed 6, 848 RPM Time after engine start not calibrated s Engine load > 6.54 - 43.0% Depending on ECT @ cylinder block @ start ECT @ cylinder block @ engine start = -48° C Then activation if ECT @ cylinder block >= 20° C ECT @ cylinder block @ engine start > -48° C Fuel cut off not active Single fuel cut off not active Number of fade out cylinders 2.0 [-] Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s Dynamic of engine load not calibrated % Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Dynamic of ignition angle not calibrated ° CRK Rough road not detected	200 rev Continuous	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check for an engine mechanical fault with a cylinder compression test. -- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 2.25 %		1, 000 rev Continuous
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 2.40 %		4 x 1, 000 rev Continuous
P0326 Knock/Combustion Vibration Sensor 1 Circuit Range/Performance Bank 1 or Single Sensor	Knock Sensor (KS) Rationality Check Low	For time >= 3.0 s Difference between knock sensor signal and average knock sensor signal 0.0 - 0.12 V	ECT @ cylinder block > 60° C Air mass > 229.0 mg/stk	4.3 s Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, Checking .
P0327 Knock/Combustion Vibration Sensor 1 Circuit Low Bank 1 or Single Sensor	Knock Sensor (KS) Out Of Range	Sensor signal 0.12 - 0.31 V	ECT @ cylinder block > 60° C Air mass > 229.0 mg/stk Engine speed > 2, 016 RPM	4.0 s Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, Checking .
P0335 Crankshaft Position Sensor "A" Circuit	Crankshaft Position (CKP) Sensor Activity Check	Case 1: Counted exhaust camshaft signals without synchronization >= n.a. [-] Counted intake camshaft signals without synchronization n.a. [-] Case 2: Counted exhaust camshaft signals without synchronization >= n.a. [-] Counted intake camshaft signals without synchronization >= 17.0 [-]	Signal edges @ selected camshaft signal detected Choice of: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Synchronization test incorrect Engine speed >= 380 RPM Engine running Engine stalling >= 5.0 s Backwards rotation not detected Engine speed >= 400 RPM Engine stop active	0.01 s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0335 Crankshaft Position Sensor "A" Circuit	Crankshaft Position (CKP) Sensor CPDD - Crankshaft Position Out Of Range	Pulse width backwards 62; > 150 μs For number of pulse widths outside tolerance > 1.0 [-] Pulse width forwards 15; > 62 μs For number of pulse widths outside tolerance > 1.0 [-]	Engine speed > 0.0; = 3, 000 RPM	1, 800.0° CRK Continuous	2 DCY
P0336 Crankshaft Position Sensor "A" Circuit Range/Performance	Crankshaft Position (CKP) Sensor Rationality Check	Crankshaft reference gap not detected	General conditions: Reference gap of relucter wheel detected And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	2, 160.0° CRK Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
	Crankshaft Position (CKP) Sensor Rationality Check	Counted teeth vs. reference >= \|1\|... = \|2\| [-]	General conditions: Engine speed > 320 RPM And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	1, 800.0° CRK Continuous
	Crankshaft Position (CKP) Sensor Tooth Period Rationality Check	Case 1: Engine speed > 3000 RPM Time between falling signal edges 0 - 50 μs Case 2: Engine speed = 3000 RPM Time between signal edges 30 μs	Engine speed >= 400 RPM	45, 720.0° CRK Continuous
	Crankshaft Position Sensor Out Of Range	Counted teeth vs. reference >= 1000000; = 1000 μs	Engine running	3600.00° CRK Continuous
	Crankshaft Position Sensor Out Of Range	Segment adaptation >= 0.70 %	Fuel cut off active Delay time >= 5760.00° CRK And Diff. actual air mass vs. previous air mass = 20.01 - 39.99\| mg/stk Engine load = 20.00 % Dynamic throttle position = 269.50 - 398.40° TPS/s Rough road not detected Engine roughness signal not valid Segments in fuel cut-off mode >= 32.00 [-] Segment adaptation finished Engine speed 2, 016 - 5, 024 RPM 6 cylinder engine: Diff. between adapted value of cylinder 1 and cylinder 6 not calibrated [%] Diff. between adapted value of cylinder 4 and cylinder 2 not calibrated [%] Diff. between adapted value of cylinder 3 and cylinder 5 not calibrated [%] 4 cylinder engine: Diff. between adapted value of cylinder 1 and cylinder 3 0.70 % Diff. between adapted value of cylinder 2 and cylinder 4 0.70 %	180.00 [°CRK] Continuous
P0340 Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor	Camshaft Position (CMP) Intake Sensor Signal Activity Check	No change on signal >= 3.00 [-]	Engine speed >= 400 RPM	2, 520.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
P0341 Camshaft Position Sensor "A" Circuit Range/Performance Bank 1 or Single Sensor	Camshaft Position (CMP) Intake Sensor Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio 0.36 [-] Or Offset between camshaft and crankshaft -79.00° CRK Or Offset between camshaft and crankshaft > 15.00° CRK	Engine speed 400 - 8160 RPM	990.00° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
	Camshaft Position (CMP) Intake Sensor Out of Range	Offset between camshaft and crankshaft -79.0° CRK Or Offset between camshaft and crankshaft > 15.00° CRK	Engine synchronization not validated Failure by exhaust camshaft sensor detected	450.0° CRK Once / DCY
	Camshaft Position (CMP) Intake Sensor Signal Activity Check	Segment time value 50 μs	Engine speed 400 - 8, 160 RPM	1, 440.0° CRK Continuous
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Torque limitation factor 0.90 [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, Checking .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, Checking .-- Check the fuel quality. -- Check the spark plugs. -- Check the combustion chamber of the respective cylinder for heavy coking, these deposits are typically found on spark plugs, bowls in the combustion chamber, exhaust valves, and large radii in the combustion chamber.
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold = 0.41 - 0.59 [-] Case 2: Ratio between normalized engine roughness and misfire detection threshold n.a. [-] Case 3: Ratio between filtered engine roughness and misfire detection threshold n.a. [-] Ratio between normalized engine roughness and misfire detection threshold n.a. [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Misfire detection active Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Torque limitation factor 0.90 [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, Checking .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, Checking .-- Check the fuel quality. -- Check the spark plugs. -- Check the combustion chamber of the respective cylinder for heavy coking, these deposits are typically found on spark plugs, bowls in the combustion chamber, exhaust valves, and large radii in the combustion chamber.
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold = 0.41 - 0.59 [-] Case 2: Ratio between normalized engine roughness and misfire detection threshold n.a. [-] Case 3: Ratio between filtered engine roughness and misfire detection threshold n.a. [-] Ratio between normalized engine roughness and misfire detection threshold n.a. [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Misfire detection active Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Torque limitation factor 0.90 [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, Checking .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, Checking .-- Check the fuel quality. -- Check the spark plugs. -- Check the combustion chamber of the respective cylinder for heavy coking, these deposits are typically found on spark plugs, bowls in the combustion chamber, exhaust valves, and large radii in the combustion chamber.
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold = 0.41 - 0.59 [-] Case 2: Ratio between normalized engine roughness and misfire detection threshold n.a. [-] Case 3: Ratio between filtered engine roughness and misfire detection threshold n.a. [-] Ratio between normalized engine roughness and misfire detection threshold n.a. [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Misfire detection active Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Torque limitation factor 0.90 [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, Checking .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, Checking .-- Check the fuel quality. -- Check the spark plugs. -- Check the combustion chamber of the respective cylinder for heavy coking, these deposits are typically found on spark plugs, bowls in the combustion chamber, exhaust valves, and large radii in the combustion chamber.
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold = 0.41 - 0.59 [-] Case 2: Ratio between normalized engine roughness and misfire detection threshold n.a. [-] Case 3: Ratio between filtered engine roughness and misfire detection threshold n.a. [-] Ratio between normalized engine roughness and misfire detection threshold n.a. [-]	Engine running ECT @ cylinder block > 60° C Engine speed 1, 216 - 6, 400 RPM Engine load n.a. % Air mass > 403.0 - 501.0 mg/stk Misfire detection active Dynamic engine speed not active Delay time not calibrated seg	900.0° CRK Continuous	2 DCY
P0410 AIR System "A"	Secondary Air Injection (AIR) Functional Check	Diff. pressure value after secondary air injection vs. pressure value before secondary air activation > 5.0 kPa	General: AIR pump ready Catalyst heating active AIR finished MAF = 140.0 kg/h ECT @ cylinder block >= -10; 115° C IAT @ manifold >= -10; 100° C Modeled catalyst temperature 700° C Relative barometric pressure > 0.73 - Diff. BARO vs. MAP n.a. kPa Engine n.a.	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P0413 AIR System Switching Valve "A" Circuit Open	Secondary Air Injection (AIR) Valve Open Circuit	Output voltage, lower range >= 1.92 - 2.21 V Output voltage, upper range = 2.85 - 3.25 V	Engine running Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P0414 AIR System Switching Valve "A" Circuit Shorted	Secondary Air Injection (AIR) Valve Short To Ground	Output voltage 1.92 - 2.21 V	Engine running Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P0414 AIR System Switching Valve "A" Circuit Shorted	Secondary Air Injection (AIR) Valve Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 1.0 - 2.0 A	Engine running Actuator commanded on	0.5 s Continuous	2 DCY
P0418 AIR System Control "A" Circuit	Secondary Air Injection (AIR) Pump Relay Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range (hardware values) = 2.85 - 3.25 V	Engine running Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P0420 Catalyst System Efficiency Below Threshold Bank 1	Catalyst System NMOG / NMHC / NOX Conversion Capability	Arithmetic average Catalyst efficiency not calibrated [-] EWMA filtered Catalyst efficiency not calibrated [-] Arithmetic average, corrected with measured delay and transition time of oxygen sensors rear Catalyst efficiency > 1.0 [-] EWMA filtered, corrected with measured delay and transition time of oxygen sensors rear Catalyst efficiency not calibrated [-]	General conditions: Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear ready O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop 0.25 [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temperature conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S rear = 1, 201° C Air mass conditions: Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active For arithmetic average value calculation: Number of checks required for valid result >= 2.0 [-] For RWMA filter: Minimum number of tests per DCY required not calibrated Step change detection will initiate multiple tests per DCY Conditions for step change detection: Relative deviation between new measured value and old EWMA filtered value not calibrated [-] Number of checks not calibrated [-]	86.5 s Once / DCY	2 DCY	-- Check the Three Way Catalytic Converter (TWC). Refer to Three Way Catalytic Converter, TWC Checking .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P043E EVAP System Leak Detection Reference Orifice Low Flow	Evaporative Emission (EVAP) System Out Of Range High	EVAP pump current during reference measurement > 40.0 mA	Barometric pressure > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed 1 km/h Time since engine start in preceding dcy >= 600.0 s Difference between ECT and AAT @ start not calibrated K Propulsion off time >= 21, 600.0 s Engine stop (during ECM keep alive-time) Airbag not activated	624.0 s Once / DCY	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P043F EVAP System Leak Detection Reference Orifice High Flow	Evaporative Emission (EVAP) System Out Of Range Low	EVAP pump current during reference measurement 15.0 mA	Barometric pressure > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed 1 km/h Time since engine start in preceding dcy >= 600.0 s Difference between ECT and AAT @ start not calibrated K Propulsion off time >= 21, 600.0 s Engine stop (during ECM keep alive-time) Airbag not activated	624.0 s Once / DCY	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P0441 EVAP System Incorrect Purge Flow	Evaporative Emission (EVAP) Canister Purge Valve Functional Check: Stuck Close	Ratio actual intake manifold pressure and modeled set point intake manifold pressure 0.05 [-]	ECT @ cylinder block > 58° C BARO > 73.0 kPa AAT > 5° C AAT @ start >= 5° C Diff. BARO vs. filtered MAP >= 33.0 kPa Diff. BARO vs. filtered MAP > 33.0 - 40.0 kPa Engine speed 2, 200 RPM Ratio MAF @ manifold and MAF max > 0.07...0.09 [-] Engine speed 1, 180 RPM Coasting function not calibrated Vehicle speed >= 5 km/h Diff. engine speed vs. filtered engine speed 90 RPM Diff. ratio MAF @ manifold and MAF max vs. ratio filtered MAF @ manifold and MAF max 0.15 [-] Diff. modeled MAP vs. filtered modeled MAP 1.50 kPa Integrated air mass since engine start >= 0.0 - 5, 000.0 g Lambda conditions fulfilled Lambda control active Lambda control value -30.0 - 30.0% O2S front 0.95 - 1.05 [-] Fuel cut off not calibrated Case 1: Integrated air mass @ canister purge valve per driving cycle not calibrated g Case 2: Ratio MAF @ canister purge and MAF per cylinder not calibrated [-] Canister purge sampling rate >= 40.0% Integrated air mass @ canister purge valve >= 2.1 g Depending on AAT: AAT >= 20° C Canister load = 0.17 [-] Or AAT >= 30; 20° C Canister load = 0.17 [-] AAT 30° C Canister load = 0.17 [-]	8.5 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P0442 EVAP System Leak Detected (Small Leak)	Evaporative Emission (EVAP) System Small Leak Rationality Check	Difference pump current vs. rough leak reference current 0.0 mA And For time >= 600.0 s	Barometric pressure > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed 1 km/h Time since engine start in preceding dcy >= 600.0 s Difference between ECT and AAT @ start not calibrated K Propulsion off time >= 21, 600.0 s Engine stop (during ECM keep alive-time)	624.0 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P0444 EVAP System Purge Control Valve "A" Circuit Open	Evaporative Emission (EVAP) Canister Purge Valve Open Circuit	Output voltage lower range >= 1.92 - 2.21 V Output voltage upper range (hardware values) = 2.85 - 3.25 V	Engine start not active Engine running EVAP purge valve opening signal (PWM) > 3.13; = 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .
P0445 EVAP System Purge Control Valve "A" Circuit Shorted	Evaporative Emission (EVAP) Canister Purge Valve Short To Ground	Output voltage (hardware values) 1.92 - 2.21 V	Engine start not active Engine running EVAP purge valve opening signal (PWM) = 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .
P0445 EVAP System Purge Control Valve "A" Circuit Shorted	Evaporative Emission (EVAP) Canister Purge Valve Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine start not active Engine running EVAP purge valve opening signal (PWM) >= 3.13% Actuator commanded on	2.0 s Continuous	2 DCY
P0447 EVAP System Vent Control Circuit Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage lower range 1.85 - 2.28 V Output voltage upper range (hardware values) 2.75 - 3.36 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P0448 EVAP System Vent Control Circuit Shorted	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground	Output voltage (hardware values) 1.85 - 2.28 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P0448 EVAP System Vent Control Circuit Shorted	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus	Actuator temperature > 155 - 185° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	2.0 s Continuous	2 DCY
P0456 EVAP System Leak Detected (Very Small Leak)	Evaporative Emission (EVAP) System Very Small Leak Rationality Check	Difference pump current vs. small leak reference current 0.0 mA And Pump current measurement time > 600.0 s And Pump current gradient >= 0.30; = 0.01 mA/s	Barometric pressure > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed 1 km/h Time since engine start in preceding dcy >= 600.0 s Difference between ECT and AAT @ start not calibrated K Propulsion off time >= 21, 600.0 s EVAP purge adaptation 0.30 [-] Engine stop (during ECM keep alive-time)	624.0 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
		Pump current gradient 0.002 mA/s
		Difference pump current vs. small leak reference current >= 0.0 mA And Pump current gradient 0.002 mA/s And Ratio between actual pump current and small leak reference pump current 1.10 [-]
		Difference pump current vs. small leak reference current >= 0.0 mA And Pump current gradient >= 0.30; = 0.01 mA/s
P0491 AIR System Insufficient Flow Bank 1	Secondary Air Injection (AIR) Functional Check	Case 1: 1.8L Blockage: Ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] 0.51 [-] 2.0L Blockage: Ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] 0.65 [-] Leakage: Ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis] 0.51 [-] Case 2: Diff. expected integrated secondary air pressure pulsations and actual integrated secondary air pressure pulsations n.a. kPa/s Case 3: Blockage: Ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] 0.03 [-] Leakage: Ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis] 0.03 [-]	General: AIR pump active Catalyst heating active AIR active MAF = 140.0 kg/h ECT @ cylinder block >= -10; 115° C IAT @ manifold >= -10; 100° C Modeled catalyst temperature 700° C Relative barometric pressure > 0.73 [-] Diff. BARO vs. MAP not calibrated kPa Engine not calibrated	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Combination Valve visually. If any concerns, replace it. -- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance	COM: Vehicle Speed Sensor (VSS) Communication With VSS	Speed sensor fault value: out of range high failure		0.5 s Continuous	2 DCY	-- Check vehicle speed signal. Refer to Vehicle Speed Signal, Checking .
		Speed sensor fault value: out of range low failure
		Speed sensor fault value: rationality check high failure
		Speed sensor fault value: rationality check low failure
P0502 Vehicle Speed Sensor "A" Circuit Low	Vehicle Speed Sensor (VSS) Short To Ground	Diagnostic signal from output driver failure		0.5 s Continuous	2 DCY	-- Check vehicle speed signal. Refer to Vehicle Speed Signal, Checking .
	Vehicle Speed Sensor (VSS) Open Circuit
	Vehicle Speed Sensor (VSS) Short To Battery Plus
P0506 Idle Control System RPM - Lower Than Expected	Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point -100 RPM Integrated I-part of idle speed controller n.a.	General conditions: Vehicle speed = 0 km/h Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow 8.0 kg/h Engine running Time after engine start not calibrated s Clutch switch n.a. Barometric pressure > 70.0 kPa Catalyst heating not active ECT @ cylinder block > -48° C Set point change n.a. RPM For time n.a. s Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 km/h Engine load 30.47% (M/T only) For time not calibrated s	10.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P0507 Idle Control System RPM - Higher Than Expected	Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point > 100 RPM Integrated I-part of idle speed controller n.a.	General conditions: Vehicle speed = 0 km/h Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow 8.0 kg/h Engine running Time after engine start not calibrated s Clutch switch n.a. Barometric pressure > 70.0 kPa Catalyst heating not active ECT @ cylinder block > -48° C Set point change n.a. RPM For time n.a. s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 km/h For time not calibrated s	10.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P050A Cold Start Idle Control System Performance	Cold Start Monitoring Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point > 200 RPM Integrated I-part of idle speed controller n.a.	General conditions: Vehicle speed = 0 km/h Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow 8.0 kg/h Engine running Time after engine start not calibrated s Clutch switch n.a. Barometric pressure > 70.0 kPa Catalyst heating active ECT @ cylinder block > -10° C Set point change n.a. RPM For time n.a. s Additional after dynamic conditions fulfilled: For time n.a. Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 km/h For time not calibrated s	10.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P050A Cold Start Idle Control System Performance		Diff. actual engine speed vs. engine speed set point -100 RPM Integrated I-part of idle speed controller n.a.	General conditions: Vehicle speed = 0 km/h Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow 8.0 kg/h Engine running Time after engine start not calibrated s Clutch switch n.a. Barometric pressure > 70.0 kPa Catalyst heating active ECT @ cylinder block > -10° C Set point change n.a. RPM For time n.a. s Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 km/h Engine load 30.47% (M/T only) For time not calibrated s	10.0 s Continuous	2 DCY
P050B Cold Start Ignition Timing Performance	Ignition Control (IC) Ignition Timing Monitor @ Idle	Difference between commanded ignition timing efficiency vs. actual value > 20.0%	Engine idle speed Ignition angle efficiency set point = 0.80 [-] Modeled pressure quotient = 1.00 [-] Barometric pressure > 73.00 kPa Catalyst heating active Engine start temperature 5 - 45° C Time after engine start > 2.0 s Vehicle speed 0 km/h And Diff. air mass set point vs. filtered air mass set point for load dynamic detection not calibrated [mg/stk] For time not calibrated [s] And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection not calibrated [RPM] For time not calibrated [s]	6.0 s Once / DCY	2 DCY	-- Check for any Engine Speed sensor or Ignition Coil faults and diagnose them first. If NO other codes are set, replace the Engine Control Module -J623-.
P052A Cold Start "A" Camshaft Position Timing Over - Advanced Bank 1	Cold Start Monitoring Variable Valve Timing (VVT) Intake Actuator Rationality Check	1.8L Camshaft position deviation > 9.0° CRK 2.0L Camshaft position deviation > 9.90° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating active Camshaft position deviation integrator (actual vs. set point position) >= 9.0° CRK*s	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P053F Cold Start Fuel Pressure Performance Bank 2	Cold Start Monitoring Fuel System Out Of Range Low	Deviation between set point and actual fuel pressure > 1, 500.2 kPa For time >= 3.0 s	General: Engine speed > 608 RPM Time after engine start > 3.0 s Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range = 100.32 - 172.41 mg/stk Fuel mass set point gradient -1, 389.0 - 2.2 mg/stk For time >= 1.2 s Additional for catalyst heating: Catalyst heating active ECT @ cylinder block > -48° C Fuel mass set point lower range >= 5.0 mg/stk For time >= 3.0 s	5.0 s Once / DCY	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Regulator Valve -N276-. Refer to.Fuel Pressure Regulator Valve -N276-, Checking
P053F Cold Start Fuel Pressure Performance Bank 2	Cold Start Monitoring Fuel System Out Of Range High	Deviation between set point and actual fuel pressure -1, 500.2 kPa For time >= 3.0 s		5.0 s Once / DCY	2 DCY
P056E Cold Start Turbocharger/Supercharger Boost Control "A" Performance	Turbocharger (TC) Boost Pressure Control Valve Cold Start Functional Check - Slow Response	Boost pressure actuator position controller output > 98.0%	Time after engine start >= 4.0 s ECT > -10° C AAT > -10° C Catalyst heating active Boost pressure control active	0.4 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
		Boost pressure actuator position controller output -98.0%
	Turbocharger (TC) Boost Pressure Control Valve Cold Start Functional Check	Deviation boost pressure actuator position controller > 16.0 - 100.0%	Time after engine start >= 4.0 s ECT > -10° C AAT > -10° C Difference between actuator position set point in normal mode and during catalyst heating > 0.0% Catalyst heating active Boost pressure control active
P05A0 Active Grille Air Shutter "A" Stuck On	Active Grille Air Shutter Functional Check	Blocked active grille air shutter detected	AAT not calibrated ° C	0.3 s Continuous	2 DCY	--
P05A0 Active Grille Air Shutter "A" Stuck On	Active Grille Air Shutter Functional Check	Uncontrolled adjustment detected		0.3 s Continuous	2 DCY	--
P05A2 Active Grille Air Shutter "A" Control Circuit/Open	Active Grille Air Shutter Open Circuit	Signal voltage lower range > 1.92 - 2.21 V Signal voltage upper range 2.85 - 3.25 V		0.5 s	2 DCY	--
P05A3 Active Grille Air Shutter "A" Control Circuit Range/Performance	Active Grille Air Shutter Functional Check	Internal logic failure detected		0.3 s Continuous	2 DCY	--
	Active Grille Air Shutter Functional Check	Initialization failure detected		0.0 s Continuous
	Active Grille Air Shutter Activity Check	Active grille air shutter controller feedback signal failed		24.0 s Continuous
P05A4 Active Grille Air Shutter "A" Control Circuit High	Active Grille Air Shutter Short To Battery Plus	Power stage temperature > 160.0 - 200.0° C Or Signal current > 4.0 - 7.0 A		0.5 s Continuous	2 DCY	--
P05A5 Active Grille Air Shutter "A" Control Circuit Low	Active Grille Air Shutter Short To Ground	Signal voltage 1.92 - 2.21 V	Recording time of signal voltage > 3.3 s Active grille air shutter feedback failure not detected	0.5 s Continuous	2 DCY	--
P05C0 Active Grille Air Shutter Module "A" Over Temperature	Active Grille Air Shutter Functional Check	Internal overvoltage detected Internal over temperature detected		0.3 s Continuous	2 DCY	--
P0601 Internal Control Module Memory Checksum Error	Engine Control Module (ECM): Checksum Verification	Calibration checksum incorrect		1.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-.
P0601 Internal Control Module Memory Checksum Error	Engine Control Module (ECM): Checksum Verification	Software checksum incorrect		1.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-.
P0603 Internal Control Module Keep Alive Memory (KAM) Error	Engine Control Module (ECM): Communication Check	Device 1: SPI communication with ATIC failure		2.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-.
		Device 2: SPI communication with ATIC failure			2 DCY
		SPI communication with ATIC failure			1 DCY
					1 DCY
					2 DCY
	Engine Control Module (ECM): Fuel Injection Valves Internal Hardware Check	Hardware vs. software version check during initialization failure		4.9 s Once / DCY

		Calibration during initialization failure

		Hardware during initialization failure

		Time reference from micro controller during initialization missing		1.8L 4, 320.0° CRK 2.0L 2, 880.0° CRK Continuous



		Time reference from micro controller during initialization failure		4.9 s Once / DCY
		Communication between micro controller and SDI-Driver power stage failure		1.8L 4, 320.0° CRK 2.0L 2, 880.0° CRK Continuous
				1.8L 4, 320.0° CRK 2.0L 2, 880.0° CRK Continuous
P0606 Control Module Processor	Barometric Pressure (BARO) Sensor Engine Standing: Cross Check	Case 1: charged engine Diff. BARO vs. MAP > 7.50 kPa Diff. BARO vs. Turbocharger boost pressure > 7.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value not calibrated kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa	Case A: engine stop during DCY Engine stopped Vehicle speed 1 km/h Engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed 1 km/h Engine @ driving cycle not calibrated	3.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-.
	Barometric Pressure (BARO) Sensor ECM Keep Alive-Time: Cross Check	Diff. BARO vs. MAP > 7.50 kPa Diff. BARO vs. Turbocharger boost pressure > 7.50 kPa	Engine stopped Vehicle speed 1 km/h ECM keep alive-time 10.0 - 6, 553.5 s Time after engine stop >= 5.0 s BARO sensor voltage 0.20 - 4.80 V MAP sensor voltage 0.20 - 4.80 V Boost pressure sensor voltage 0.20 - 4.80 V	3.0 s Continuous
	Barometric Pressure Sensor Out Of Range Low	Measured barometric pressure 45.0 kPa		5.0 s Continuous
	Barometric Pressure Sensor Out OF Range High	Measured barometric pressure > 115.0 kPa		5.0 s Continuous
	Knock Control Internal Hardware Check	Knock control malfunction: signal acquisition error	Engine running	6.4 s Continuous
	Engine Control Module (ECM): EEPROM Check	EEPROM information failure		1.0 s Continuous
		Decryption of NVMCrypt failed		1.0 s Once / DCY
		Finished NVMCrypt integrity error
		Communication between sample software and production hardware error
	Engine Control Module (ECM): RAM Internal Hardware Check	RAM error detected	Micro controller failure Reset counter > 1.0 [-]	0.04 s Once / DCY
	ECM: Random Access Memory (RAM) Functional Check	Monitoring module check failed		0.5 s Continuous
	Engine Control Module (ECM): Analog / Digital Converter Function Monitoring: A/D Converter	Diff. A/D channel 1 vs. A/D channel 2 > 0.30 V		0.5 s Continuous
	Engine Control Module (ECM): Communication Check	SPI communication with ATIC failed	Time after ignition on >= 1.0 s	10.0 s Continuous
	Engine Control Module (ECM): Communication Check	SPI communication with ATIC implausible	Time after ignition on >= 1.0 s	10.0 s Continuous
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Torque	Monitoring of difference between actual and set point torque value Engine torque overflow > 45.0 - 350.0 Nm	Throttle actuator commanded on	0.5 s Continuous
		Monitoring of torque difference integration Integrated engine torque > 550.0 Nm	Throttle actuator commanded on	0.01 s Continuous
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Engine Speed Limitation	Engine speed > 1, 760 RPM	Engine speed limitation active Injection active	0.5 s Continuous
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: A/D Converter	Internal check failed		0.5 s Continuous
P0607 Control Module Performance	Barometric Pressure (BARO) Sensor Short To Ground	Barometric pressure sensor voltage 0.20 V		0.5 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-.
P0607 Control Module Performance	Barometric Pressure (BARO) Sensor Short To Battery Plus	Barometric pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-.
P0634 Control Module Internal Temperature "A" Too High	Turbocharger (TC) Boost Pressure Control Over Temperature	Bypass valve driver temperature (hardware values) > 170 - 190° C	Control valve commanded on	0.4 s Continuous	2 DCY	-- If an injector circuit code exists, perform diagnosis for that code first as a short will set this fault. If no injector circuit code is present, replace the Engine Control Module -J623-.
P0638 Throttle Actuator Control Range/Performance Bank 1	Throttle Actuator Adaptation Value Monitoring	Battery voltage = 9.04 V	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active	0.01 s Once per lifetime	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
	Throttle Actuator Adaptation Value Monitoring	Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V	Throttle adaptation demanded Accelerator pedal value 99.9% Engine speed 64 RPM Vehicle speed 2 km/h IAT > 5° C ECT 5 - 120° C	0.01 s Once / DCY
	Throttle Actuator Adaptation Value Monitoring	Actual TPS - ref. point > 0.503° TPS
	Throttle Actuator monitoring of position	Actual TPS - ref. point > 0.503° TPS	Throttle adaptation demanded Accelerator pedal value 99.9% Engine speed 64 RPM Vehicle speed 2 km/h IAT > 5° C ECT 5 - 120° C
	Throttle Actuator monitoring of position	Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
	Throttle Actuator monitoring of position	Actual TPS 1 or 2 voltage - voltage ref. point > 0.25 V
	Throttle Actuator Adaptation Value Monitoring	Accelerator pedal value > 99.9% Engine speed > 64 RPM Vehicle speed > 2 km/h IAT @ throttle 5° C ECT @ cylinder block 5° C ECT @ cylinder block > 120° C	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active	0.01 s Once per lifetime
	Throttle Actuator Adaptation Value Monitoring	Actual TPS - ref. point > 0.503° TPS	Throttle adaptation demanded Accelerator pedal value 99.9% Engine speed 64 RPM Vehicle speed 2 km/h IAT > 5° C ECT 5 - 120° C	0.01 s Once per lifetime
P0642 Sensor Reference Voltage "A" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 1 supply voltage 4.62 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-.
P0643 Sensor Reference Voltage "A" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 1 supply voltage > 5.43 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-.
P0652 Sensor Reference Voltage "B" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 2 supply voltage 4.62 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-.
P0653 Sensor Reference Voltage "B" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 2 supply voltage > 5.43 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-.
P0657 Actuator Supply Voltage "A" Circuit/Open	Engine Components Supply Voltage Relay Open Circuit	Output voltage lower range >= 1.90 - 2.30 V Output voltage upper range (hardware values) = 2.80 - 3.20 V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, Checking .
P0658 Actuator Supply Voltage "A" Circuit Low	Engine Components Supply Voltage Relay Short To Ground	Output voltage (hardware values) 1.90 - 2.30 V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, Checking .
P0659 Actuator Supply Voltage "A" Circuit High	Engine Components Supply Voltage Relay Short To Battery Plus	Output current > 1.0 - 2.3 A Actuator temperature (hardware values) > 175 - 195° C	Actuator commanded on	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, Checking .
P0686 ECM/PCM Power Relay Control Circuit Low	Main Relay Rationality Check During Engine Off	Sensed circuit voltage > 6.0 V	Main relay commanded off For time >= 0.3 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, Checking .
P0686 ECM/PCM Power Relay Control Circuit Low	Main Relay Short To Ground	Output voltage 1.85 - 2.28 V (hardware values)	Relay commanded off For time > 40.0 ms	0.2 s Continuous	2 DCY
P0687 ECM/PCM Power Relay Control Circuit High	Main Relay Rationality Check During Engine Running	Sensed circuit voltage 5.0 V	Main relay commanded on For time >= 0.1 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, Checking .
P0687 ECM/PCM Power Relay Control Circuit High	Main Relay Short To Battery Plus	Main relay driver temperature > 175 - 195° C Or Main relay output current > 1.0 - 2.3 A	Main relay commanded on For time >= 0.4 s	0.2 s Continuous	2 DCY
P0698 Sensor Reference Voltage "C" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 3 supply voltage 4.62 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-.
P0699 Sensor Reference Voltage "C" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 3 supply voltage > 5.43 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-.
P12A1 Fuel Rail Pressure Sensor Inappropriately Low	Fuel Rail Pressure (FRP) Sensor Rationality Check Low	Deviation lambda of controller included adaptation -45.0% High pressure controller output > 8 mg	General: Engine speed > 608 - 1, 088 RPM Fuel mass set point 1.99 - 20.01 mg/stk Time after change to DFI not equipped s Time after engine start > 5.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated. Lambda control closed loop EVAP purge functionality diagnosis not active Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range 100.32 - 172.41 mg/stk Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk For time >= 1.2 s Depending on canister purge: Canister load = 0.7 [-] EVAP purge valve not active or closed	10.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to.Fuel Pressure Regulator Valve -N276-, Checking
P12A2 Fuel Rail Pressure Sensor Inappropriately High	Fuel Rail Pressure (FRP) Sensor Rationality Check High	Deviation lambda of controller included adaptation > 30.0% High pressure controller output -10 mg	General: Engine speed > 608 - 1, 088 RPM Fuel mass set point 4.01 - 29.99 mg/stk Time after change to DFI not equipped s Time after engine start > 5.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control closed loop EVAP purge functionality diagnosis not active Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range 100.32 - 172.41 mg/stk Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk For time >= 1.2 s Depending on canister purge: Canister load = 0.7 [-] EVAP purge valve not active or closed	10.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to.Fuel Pressure Regulator Valve -N276-, Checking
P13EA Cold Start Ignition Timing Performance Off Idle	Ignition Control (IC) Ignition Timing Monitor @ Part Load	Ratio between ignition angle efficiency integral and time at part load > 0.12 [-]	Engine part load Ignition angle efficiency set point = 0.88 [-] % Vehicle speed > 2 km/h Barometric pressure > 73.00 kPa Catalyst heating active Engine start temperature 5 - 45° C Time after engine start > 2.0 s Diff. air mass set point vs. filtered air mass set point for load dynamic detection not calibrated [mg/stk] For time not calibrated [s] Diff. engine speed vs. filtered engine speed for engine speed dynamic detection not calibrated [RPM] For time not calibrated [s]	1.8L 5.0 s 2.0L 6.0 s Once / DCY	2 DCY	-- Check for any Engine Speed sensor or Ignition Coil faults and diagnose them first. If NO other codes are set, replace the Engine Control Module -J623-.
P1545 Throttle Actuator "A" Control Motor Circuit Range/Performance	Throttle Actuator Out Of Range	Control duty cycle > 98.0%	Throttle position not at min. value Throttle adaptation not active Throttle actuator commanded on	0.7 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
	Throttle Actuator Rationality Check	Difference between throttle position set point and throttle flap opening angle for electronic throttle control > 2.998 - 24.982° TPS	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active Throttle actuator commanded on Diff. throttle position set point vs. throttle flap opening angle = 1.999; > -1.999° TPS	0.5 s Continuous	2 DCY
P1609 Crash Shut-Off Was Triggered	Airbag Safety Measures Due To Crash With Airbag Activation	Airbag(s) activated		0.0 s Continuous	2 DCY	-- After proper repair of damage, erase the Engine Control Module -J623- DTC. Refer to DIAGNOSTIC MODE 04 - ERASE DTC MEMORY .
P169A Loading Mode Active	Engine Control Module (ECM): Transport Mode Function Monitoring: Mode Change	Transport mode active	Vehicle speed 5 km/h Max trip mileage since initial vehicle start-up 100.0 km During ECM keep alive-time after ignition off Engine speed 0 RPM Production mode not active For hybrid: Drive motor off	0.01 s Continuous	1 DCY	-- After proper repair of damage, erase the Engine Control Module -J623- DTC. Refer to DIAGNOSTIC MODE 04 - ERASE DTC MEMORY .-- Perform readiness check. Refer to READINESS CODE .
P2004 Intake Manifold Runner Control Stuck Open Bank 1	Intake Manifold Runner Control (IMRC) Actuator Stuck Open	Signal voltage > 1.89 V For time >= 1.5 s	Flap commanded off Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, Checking .
P2006 Intake Manifold Runner Control Stuck Closed Bank 1	Intake Manifold Runner Control (IMRC) Actuator Stuck Close	Signal voltage 3.10 V For time >= 1.5 s	Flap commanded on Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, Checking .
P2008 Intake Manifold Runner Control Circuit/Open Bank 1	Intake Manifold Runner Control (IMRC) Actuator Open Circuit	Output voltage lower range >= 1.92 - 2.21 V Output voltage upper range (hardware values) = 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, Checking .
P2009 Intake Manifold Runner Control Circuit Low Bank 1	Intake Manifold Runner Control (IMRC) Actuator Short To Ground	Output voltage (hardware values 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, Checking .
P2010 Intake Manifold Runner Control Circuit High Bank 1	Intake Manifold Runner Control (IMRC) Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine running Actuator commanded on	2.0 s Continuous .	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, Checking .
P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1	Intake Manifold Runner Control (IMRC) Actuator Short To Ground / Open Circuit	Intake manifold runner flap position sensor voltage 0.20 V	Engine start not active	0.04 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, Checking .
P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1	Intake Manifold Runner Control (IMRC) Actuator Short To Battery Plus	Intake manifold runner flap position sensor voltage > 4.80 V	Engine start not active	0.04 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, Checking .
P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1	Variable Valve Timing (VVT) Intake Actuator Short To Ground	Output voltage (hardware values) 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1	Variable Valve Timing (VVT) Intake Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Output current > 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2096 Post Catalyst Fuel Trim System Too Lean Bank 1	Fuel System Out Of Range Low	adaptation value -0.05 [-]	2nd lambda control n.a. Catalyst purge not active Injection mode change (DFI/MFI) not active Engine speed >= 704 RPM Counter of integrated mass for fuel in oil 255.0 [-] Choice of: O2S rear (binary) check not active O2S rear (binary) check finished	81.0 s Continuous	2 DCY	-- Check exhaust system for leaks first and correct as necessary. -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P2097 Post Catalyst Fuel Trim System Too Rich Bank 1	Fuel System Out Of Range High	adaptation value > 0.05 [-]	2nd lambda control n.a. Catalyst purge not active Injection mode change (DFI/MFI) not active Engine speed >= 704 RPM Counter of integrated mass for fuel in oil 255.0 [-] Choice of: O2S rear (binary) check not active O2S rear (binary) check finished	81.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P2100 Throttle Actuator "A" Control Motor Circuit/Open	Throttle Actuator Open Circuit	Electronic throttle valve driver load resistance > 200.0 kΩ	Difference between measured and filtered throttle position = 119.50° TPS Throttle actuator commanded off	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P2101 Throttle Actuator "A" Control Motor Circuit Range/Performance	Throttle Actuator Over Temperature	Electronic throttle valve driver temperature (hardware values) > 170.0 - 190.0° C	Throttle actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P2103 Throttle Actuator "A" Control Motor Circuit High	Throttle Actuator Short Circuit	Electronic throttle valve driver current > 9.3 - 15.0 A	Throttle actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, Checking .
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low	Accelerator Pedal Position (APP) Sensor 1 Out Of Range Low	Signal voltage sensor 1 0.39 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High	Accelerator Pedal Position (APP) Sensor 1 Out Of Range High	Signal voltage sensor 1 > 4.86 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low	Accelerator Pedal Position (APP) Sensor 2 Out Of Range Low	Signal voltage sensor 2 0.19 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High	Accelerator Pedal Position (APP) Sensor 2 Out Of Range High	Signal voltage sensor 2 > 2.80 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation	Accelerator Pedal Position (APP) Sensor 1 and 2 Rationality Check	Difference between signal voltage sensor 1 and sensor 2 > 0.10 - 0.12 V		0.4 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2177 System Too Lean Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean @ Part Load	Adaptive value >= 28.0%	Air mass > 60.0 mg/stk 1.8L ECT @ cylinder block > 55° C 2.0L ECT @ cylinder block > 60° C IAT @ manifold > -48° C AAT > -48° C Lambda set point 0.92 - 1.05 [-] Lambda control closed loop Integrated air mass >= 5.0 - 200.0 g Fuel mass 17.99 - 51.02 mg/stk Engine speed 1, 280 - 4, 000 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection 100 - 175 RPM Diff. air mass vs. averaged air mass for load dynamic detection 30.01 - 60.0 mg/stk Diff. between reference and actual fuel pressure, high side not calibrated kPa Integrated air mass > 5.0 g EVAP purge valve closed Canister load = 1.20 [-] EVAP purge flow at max. value Dependence on canister purge min: Lower limit of lambda controller output n.a. Upper limit of lambda controller output n.a. EVAP purge flow at min. value	5.0 s Continuous .	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the intake system visually for leaks (false air).-- Check the vacuum lines visually for leaks.
P2178 System Too Rich Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich @ Part Load	Adaptive value = -25.0%	Air mass > 60.0 mg/stk 1.8L ECT @ cylinder block > 55° C 2.0L ECT @ cylinder block > 60° C IAT @ manifold > -48° C AAT > -48° C Lambda set point 0.92 - 1.05 [-] Lambda control closed loop Integrated air mass >= 5.0 - 200.0 g Fuel mass 17.99 - 51.02 mg/stk Engine speed 1, 280 - 4, 000 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection 100 - 175 RPM Diff. air mass vs. averaged air mass for load dynamic detection 30.01 - 60.0 mg/stk Diff. between reference and actual fuel pressure, high side not calibrated kPa Integrated air mass > 5.0 g EVAP purge valve closed Canister load = 1.20 [-] EVAP purge flow at max. value Dependence on canister purge min: Lower limit of lambda controller output not calibrated Upper limit of lambda controller output not calibrated EVAP purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .
P2181 Cooling System Performance	Engine Cooling System Cooling System Performance Not In The Expected Range	Case 1: Cooling system temperature too low after a sufficient mass air flow (indication by a mass air flow based temperature model) 66 - 76° C Or Case 2: Filtered ECT decreases under a threshold value after reaching a high temperature level 61° C For time not calibrated [s]	Case 1: ECT @ first start (lower threshold) >= -10° C ECT @ first start (upper threshold) = 47 - 57° C AAT > -10° C Start of fault decision: Modeled ECT > 66 - 76° C Conditions at fault decision: Accum. fuel cut off time since first engine start = 10.20 % Accum. start-stop time since first engine start = 16.00 % Accum. minimum load and maximum load time since first engine start = 39.80 % For relative MAF > 40.00 % Or Relative MAF = 2.50 % Accum. Maximum vehicle speed time since first engine start = 14.80 % For vehicle speed > 120 km/h Case 2: ECT exceeds a threshold value > 65° C AAT > -10° C ECT @ first start (lower threshold) >= -40° C ECT @ first start (upper threshold) = 215° C Conditions for time: relative MAF > 5.00 % Vehicle speed not calibrated km/h Modeled ECT > 65° C Engine stop counter 255.00 [-] For time >= 15.0 s	0.0 (Unified 430.0) s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, Checking .-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, Checking .-- Check the After-Run Coolant Pump -V51-. Refer to After-Run Coolant Pump -V51-, CHECKING .-- Check the coolant thermostat.
P2183 Engine Coolant Temperature Sensor 2 Circuit Range/Performance	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Cross Check	High side: reference measuring Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 20.0 K Diff. ECT @ radiator outlet @ cold start vs. ECT @ cylinder block @ cold start not calibrated [K] Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 20.0 K Min. amount of faulty reference measurements to detect defective sensor 2.00 [-] Or Low side: reference measuring Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K Diff. ECT @ cylinder block @ cold start vs. ECT @ radiator outlet @ cold start not calibrated [K] Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K Min. amount of faulty reference measurements to detect defective sensor 2.00 [-]	Engine off time >= 360.00 min Engine off time plausible Time after engine start = 6553.5 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY 256.0 K Diff. actual ECT @ cylinder block vs. ECT @ cylinder block @ start of DCY not calibrated [K] Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY 256.0 K Diff. actual AAT vs. AAT @ start of DCY 256.0 K For time >= 0.1 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.00 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 20 km/h For time >= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold 4.5 K Diff. actual ECT @ cylinder block vs. min. ECT @ cylinder block not calibrated [K] Diff. actual AAT vs. min. AAT 4.5 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet 4.5 K	0.1 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, Checking .
P2184 Engine Coolant Temperature Sensor 2 Circuit Low	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Ground	Sensor voltage = 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, Checking .
P2185 Engine Coolant Temperature Sensor 2 Circuit High	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Battery / Open Circuit	Sensor voltage > 4.90 V	IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, Checking .
P2187 System Too Lean at Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean @ Idle	Case 1: Adaptive value >= 2.40 mg/stk Case 2: Adaptive value not calibrated kg/h	Air mass > 60.0 mg/stk ECT @ cylinder block > 55° C IAT @ manifold > -48° C AAT > -48° C Lambda set point 0.92 - 1.05 [-] Lambda control closed loop Integrated air mass >= 5.0 - 200.0 g Vehicle speed 6 km/h Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection 100 - 175 RPM Diff. air mass vs. averaged air mass for load dynamic detection 30.01 - 60.0 mg/stk Diff. between reference and actual fuel pressure, high side not calibrated kPa Integrated air mass > 5.0 g Fuel mass upper range 0.0 - 17.0 mg/stk Fuel mass lower range not calibrated mg/stk Engine speed 704 - 992 RPM Engine not calibrated EVAP purge valve closed Canister load = 1.20 [-] EVAP purge flow at max. value Depending on canister purge min: Lower limit of lambda controller output not calibrated Upper limit of lambda controller output not calibrated EVAP purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the intake system visually for leaks (air not metered through the MAF).-- Check the vacuum lines visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P2188 System Too Rich at Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich @ Idle	Case 1: Adaptive value = -2.40 mg/stk Case 2: Adaptive value n.a. kg/h	Air mass > 60.0 mg/stk 1.8L ECT @ cylinder block > 55° C 2.0L ECT @ cylinder block > 60° C IAT @ manifold > -48° C AAT > -48° C Lambda set point 0.92 - 1.05 [-] Lambda control closed loop Integrated air mass >= 5.0 - 200.0 g Vehicle speed 6 km/h Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection 100 - 175 RPM Diff. air mass vs. averaged air mass for load dynamic detection 30.01 - 60.0 mg/stk Diff. between reference and actual fuel pressure, high side not calibrated kPa Integrated air mass > 5.0 g Fuel mass upper range 0.0 - 17.0 mg/stk Fuel mass lower range not calibrated mg/stk Engine speed 704 - 992 RPM Engine n.a. EVAP purge valve closed Canister load = 1.20 [-] EVAP purge flow at max. value Depending on canister purge min: Lower limit of lambda controller output not calibrated Upper limit of lambda controller output not calibrated EVAP purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, Checking .-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, Checking .
P2195 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Rationality Check - Upstream And Downstream Oxygen Sensor Signal	Lambda value > 1.15 [-] O2S signal rear >= 0.88 V	O2S front ready O2S rear ready ECT >= -48° C Limited dynamic conditions active Mass air flow > 15.0; 300.0 kg/h Catalyst purge not active Engine speed > 1, 152 RPM Exhaust gas temperature at O2S rear > -273; 800° C Combustion mode change not active	72.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P2196 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Rationality Check - Upstream And Downstream Oxygen Sensor Signal	Lambda value 0.85 [-] And O2S rear voltage = 0.25 V	O2S front ready O2S rear ready ECT >= -48° C Limited dynamic conditions active Mass air flow > 15.0; 300.0 kg/h Catalyst purge not active Engine speed > 1, 152 RPM Exhaust gas temperature at O2S rear > -273; 800° C Combustion mode not active	72.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value unweighted -13.0% Cylinder 2: adaptation value unweighted -13.0% Cylinder 3: adaptation value unweighted -13.0% Cylinder 4: adaptation value unweighted -13.0%	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0% Dynamic ignition angle 0.10 [-] Additional conditions Misfire on currently lean shifted cylinder not detected	4 times Once / DCY	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, Checking .-- Check the intake system visually for leaks, or engine gaskets, oil cap loose/missing that can allow air in via the PCV system.-- Check the vacuum lines visually for leaks.
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value weighted -10.0% Cylinder 2: adaptation value weighted -10.0% Cylinder 3: adaptation value weighted -10.0% Cylinder 4: adaptation value weighted -10.0%		4 times Once / DCY	2 DCY
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value unweighted -13.0% Cylinder 2: adaptation value unweighted -13.0% Cylinder 3: adaptation value unweighted -13.0% Cylinder 4: adaptation value unweighted -13.0%	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1, 440 - 3, 008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0% Dynamic ignition angle 0.10 [-] Additional conditions Misfire on currently lean shifted cylinder not detected	4 times Once / DCY	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, Checking .-- Check the intake system visually for leaks, or engine gaskets, oil cap loose/missing that can allow air in via the PCV system.-- Check the vacuum lines visually for leaks.
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value weighted -10.0% Cylinder 2: adaptation value weighted -10.0% Cylinder 3: adaptation value weighted -10.0% Cylinder 4: adaptation value weighted -10.0%		4 times Once / DCY	2 DCY
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value unweighted -13.0% Cylinder 2: adaptation value unweighted -13.0% Cylinder 3: adaptation value unweighted -13.0% Cylinder 4: adaptation value unweighted -13.0%	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0% Dynamic ignition angle 0.10 [-] Additional conditions Misfire on currently lean shifted cylinder not detected	4 times Once / DCY	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, Checking .-- Check the intake system visually for leaks, or engine gaskets, oil cap loose/missing that can allow air in via the PCV system.-- Check the vacuum lines visually for leaks.
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value weighted -10.0% Cylinder 2: adaptation value weighted -10.0% Cylinder 3: adaptation value weighted -10.0% Cylinder 4: adaptation value weighted -10.0%		4 times Once / DCY	2 DCY
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value unweighted -13.0% Cylinder 2: adaptation value unweighted -13.0% Cylinder 3: adaptation value unweighted -13.0% Cylinder 4: adaptation value unweighted -13.0%	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0% Dynamic ignition angle 0.10 [-] Additional conditions Misfire on currently lean shifted cylinder not detected	4 times Once / DCY	2 DCY	-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, Checking .-- Check the intake system visually for leaks, or engine gaskets, oil cap loose/missing that can allow air in via the PCV system.-- Check the vacuum lines visually for leaks.
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Fuel System Predicted Adaptation Out Of Range Low	Cylinder 1: adaptation value weighted -10.0% Cylinder 2: adaptation value weighted -10.0% Cylinder 3: adaptation value weighted -10.0% Cylinder 4: adaptation value weighted -10.0%		4 times Once / DCY	2 DCY
P2237 O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Pump Voltage (VIP)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) = 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated Ω	O2S front (linear) ready O2S ceramic temperature > 785° C For time >= 10.0 s	2.3 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P2243 O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Nernst Voltage (VN)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) = 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) -0.10 V Or Pump current > 11.5 mA Measurement O2S front label resistor not calibrated Ω	O2S front (linear) ready O2S ceramic temperature > 785° C For time >= 10.0 s	2.3 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P2251 O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Virtual Ground (VG)	Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated Ω And Choice of: Diff. pump voltage (VIP) vs. virtual ground voltage (VG) = 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) = 1.20 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.20 V	O2S front (linear) ready O2S ceramic temperature > 785° C For time >= 10.0 s	2.3 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P2257 AIR System Control "A" Circuit Low	Secondary Air Injection (AIR) Pump Relay Short To Ground	Output voltage 1.92 - 2.21 V	Engine running Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P2258 AIR System Control "A" Circuit High	Secondary Air Injection (AIR) Pump Relay Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 1.0 - 2.0 A	Engine running Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P2261 Turbocharger/Supercharger Bypass Valve "A" - Mechanical	Turbocharger Bypass (TCBY) Functional Check: Stuck Close	Case 1: Integrated boost pressure deviation between PUT and filtered PUT n.a. kPa*s Case 2: Counter PUT crosses filtered PUT > 5.0 [-] Operational sequence for incrementing counter in case 2: 1.8L Positive difference between PUT and filtered PUT > 0.80 kPa 2.0L Positive difference between PUT and filtered PUT > 0.41 kPa After Negative difference between PUT and filtered PUT (first count: only positive difference) -2.0 kPa	External torque request not demanded IAT @ throttle > -11° C Barometric pressure > 73.0 kPa Intake overpressure protection not active Active turbocharger protection leading to opening of the waste gate not active Activations conditions: Recirculation actuator position set point 100.0% Time since last valve closed activation > 1, 200 ms Gradient accelerator pedal value = -97.70%/s Max boost pressure variation = 50.0 kPa	0.1 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, Checking .
P2263 Turbocharger/Supercharger Boost System Performance	Turbocharger (TC) Position Sensor First adaptation Monitoring: Functional Check	No adaptation of boost pressure actuator sensor in actual driving cycle (no previous adaptation occurred)	Time after engine start > 0.3 s Pressure upstream throttle 0.00 - 543.40 kPa AAT >= -48° C ECT -40 - 120° C	0.0 s Once / DCY	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .
P2270 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Signal Range Check	Case 1: Max. O2S rear voltage 0.87 V And Oxygen load during peak max detection > 4.0 g Or Case 2: Max. O2S rear voltage 0.87 V And Oxygen load during peak max detection > 3.8 g And Counter in case of suspected Peak Max error > 5, 000.0 [-]	General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1, 344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of secondary fuel control loop 0.25 [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Temperature conditions: ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temp. conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT @ O2S front = 1, 201° C Air mass conditions Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output = 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2: Canister load calculation not calibrated EVAP purge flow not calibrated Case 3: Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	86.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P2271 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Signal Range Check	Case 1: Min. O2S rear voltage > 0.25 V And Oxygen load during peak min detection > 2.6 g Or Case 2: Min. O2S rear voltage > 0.25 V And Oxygen load during peak min detection > 2.5 g And Counter in case of suspected peak min error > 5, 000.0 [-]	General conditions Vehicle speed >= 10 km/h BARO not calibrated kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear = 700.0 Ω Time after a catalyst purge phase >= 0.02 s Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ Time after engine start > 230.0 - 1, 000.0 s 1.8L Engine speed 1, 280 - 3, 008 RPM 2.0L Engine speed 1, 344 - 3, 008 RPM Lambda control value 50.0% Deviation of lambda controller output @ start diagnosis 10.0% Deviation of lambda controller output during diagnosis 8.0 - 15.0% Fast trim control not calibrated Proportional part of trim control 0.25 [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Temperature conditions ~~ Signal (tmot) > 60° C ~~ Signal (tans) > -48° C Modeled catalyst temperature once after engine start > 550° C Modeled catalyst temperature @ start of diagnosis 500 - 700° C Modeled catalyst temperature during diagnosis 470 - 730° C Integrated air mass, catalyst temp. conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K Modeled EGT at O2S rear = 1, 201° C Air mass conditions Air mass @ start of diagnosis 125.01 - 580.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h MAF per cylinder during diagnosis 35.0 - 135.0 kg/h Load conditions: Air mass set point 125.01 - 580.0 mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s Low dynamic conditions Dynamic engine speed 20 RPM Dynamic air mass 25.01 mg/stk Dynamic lambda controller output 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass @ start diagnosis not calibrated g O2S front dynamic diagnosis separate not active	86.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, Checking .
P2279 Intake Air System Leak	Intake Air (IA) System Rationality Check	Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure > 35.0% Lambda correction included controller and adaptation -50.0 - 50.0% Lambda controller active	Intake manifold modeled adaptation active (by turbocharger boost pressure) Throttle position > 4.50° TPS Engine speed 1, 216 - 6, 000 RPM Pressure quotient @ throttle 0.63 - 0.90 [-] Engine running Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Boost pressure 135.0 kPa BARO 73.0 - 107.5 kPa	5.0 s Continuous	2 DCY	-- Check for air leaks between MAF and throttle body, oil fill cap not tight or oil dipstick not seated in tube. Also any engine gaskets that can cause additional air to enter the crankcase can set this fault as the PCV system is not metered. If a vacuum leak or crankcase gasket sealing is at cause, the idle may be rough or unstable.
P2279 Intake Air System Leak	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation > 50.0% Lambda correction included controller and adaptation -28.0 - 28.0% Lambda controller active	Intake manifold modeled adaptation active (by throttle opening area) Throttle position 0.000 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.27 - 0.60 [-] Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbo charger boost pressure 135.0 kPa BARO 73.0 - 107.5 kPa	5.0 s Continuous	2 DCY
P2300 Ignition Coil "A" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in on state > 50 - 100 mA	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V (hardware values)	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Output current in on state > 100...180 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.8 s Continuous	2 DCY
P2302 Ignition Coil "A" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in off state lower range >= 1.92 - 2.21 V Output voltage in off state upper range = 2.85 - 3.25 V (hardware values)	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2303 Ignition Coil "B" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in on state > 50 - 100 mA	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V (hardware values)	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Output current in on state > 100...180 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.8 s Continuous	2 DCY
P2305 Ignition Coil "B" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in off state lower range >= 1.92 - 2.21 V Output voltage in off state upper range = 2.85 - 3.25 V (hardware values)	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2306 Ignition Coil "C" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in on state > 50 - 100 mA	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V (hardware values)	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Output current in on state > 100...180 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.8 s Continuous	2 DCY
P2308 Ignition Coil "C" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in off state lower range >= 1.92 - 2.21 V Output voltage in off state upper range = 2.85 - 3.25 V (hardware values)	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2309 Ignition Coil "D" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in on state > 50 - 100 mA	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P230A Cylinder 1 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System Misfire Monitoring Rationality Check	Cylinder misfire counter > 10.0 [-]	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0 % Dynamic ignition angle 0.10 [-] Additional conditions Cylinder balancing diagnosis of all cylinders active	4 times Once / DCY	2 DCY	-- If a fuel system lean code is also set, perform diagnostics for that code first.-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P230B Cylinder 2 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System Misfire Monitoring Rationality Check	Cylinder misfire counter > 10.0 [-]	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0 % Dynamic ignition angle 0.10 [-] Additional conditions Cylinder balancing diagnosis of all cylinders active	4 times Once / DCY	2 DCY	-- If a fuel system lean code is also set, perform diagnostics for that code first.-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P230C Cylinder 3 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System Misfire Monitoring Rationality Check	Cylinder misfire counter > 10.0 [-]	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0 % Dynamic ignition angle 0.10 [-] Additional conditions Cylinder balancing diagnosis of all cylinders active	4 times Once / DCY	2 DCY	-- If a fuel system lean code is also set, perform diagnostics for that code first.-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P230D Cylinder 4 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System Misfire Monitoring Rationality Check	Cylinder misfire counter > 10.0 [-]	Modeled catalyst temperature = 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Fuel cut off not active ECT 60 - 143° C AAT >= -48° C Barometric pressure not calibrated kPa Mass fuel flow set point 12.0 - 29.99 mg/stk Segment adaptation completed Lambda control closed loop Catalyst purge not active Canister load = 2.0 [-] No gear shift For segments 90.0 [-] Segments after start not calibrated [-] Time after engine start not calibrated s Integrated mass air flow >= 0.75 - 7.0 kg Rough road not detected 1.8L Engine speed 1, 248 - 2, 816 RPM 2.0L Engine speed 1440 - 3008 RPM Dependence on oxygen sensor diagnosis Oxygen sensor dynamic diagnosis finished n.a. Oxygen sensor delay diagnosis finished n.a. Diagnosis at gear 1st gear not active 2nd gear not active 3nd gear not active 4nd gear active 5nd gear active 6nd gear active 7nd gear active 8nd gear not active Limited dynamic conditions Dynamic engine speed 75 RPM Dynamic MAF 29.99 mg/stk Dynamic torque request 0.10 [-] Dynamic window lambda control 5.0 % Dynamic ignition angle 0.10 [-] Additional conditions Cylinder balancing diagnosis of all cylinders active	4 times Once / DCY	2 DCY	-- If a fuel system lean code is also set, perform diagnostics for that code first.-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the Fuel Injectors -N30, N31, N32, N33, -. Refer to Fuel Injectors --, Checking .-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V (hardware values)	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis_by_inactive_low side switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Output current in on state driver stage internal value (hardware values)	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.8 s Continuous	2 DCY
P2311 Ignition Coil "D" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in off state lower range >= 1.92 - 2.21 V Output voltage in off state upper range = 2.85 - 3.25 V (hardware values)	Engine speed > 512 RPM ECT @ cylinder block > -30° C Engine stop not active	0.8 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage -N70, N127, N291, N292-. Refer to.Ignition Coils With Power Output Stage --, Checking
P2400 EVAP System Leak Detection Pump Control Circuit/Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P2401 EVAP System Leak Detection Pump Control Circuit Low	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground	Output voltage 1.92 - 2.21 V (hardware values)	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P2402 EVAP System Leak Detection Pump Control Circuit High	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus	Actuator temperature > 160...200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P2407 EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic	Evaporative Emission (EVAP) System Signal Check	Pump current oscillation > 1.5 mA And Number of aborted leak measurements due to pump current oscillations > 0.0 [-]	Time after measurement start > 4.0 s (during ECM keep alive-time)	624.0 s Once / DCY	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P240A EVAP System Leak Detection Pump Heater Control Circuit/Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage lower range 1.85 - 2.28 V Output voltage upper range 2.75 - 3.36 V (hardware values)	Actuator commanded off	0.3 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P240B EVAP System Leak Detection Pump Heater Control Circuit Low	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground	Output voltage 1.85 - 2.28 V (hardware values)	Actuator commanded off	0.3 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P240C EVAP System Leak Detection Pump Heater Control Circuit High	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus	Actuator temperature > 155 - 185° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.3 s Continuous	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Rationality Check	Pump current correction > 1.2 mA (nernst-cell)	O2S front ready Fuel cut off not active Injection mode change not active Depending on engine state: Engine part load Engine full load Engine idle For time >= 3.0 s	10.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, Checking .
P2431 AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1	Secondary Air Injection (AIR) Pressure Sensor Rationality Check	Difference between AIR pressure and barometric pressure > 6.0 kPa And Difference between AIR pressure and intake manifold pressure > 6.0 kPa	Engine stop For time not calibrated [s]	0.1 s Multiple	2 DCY	-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, Checking (Early Build) .
P2432 AIR System Air Flow/Pressure Sensor Circuit Low Bank 1	Secondary Air Injection (AIR) Pressure Sensor Out Of Range Low	Sensor voltage 0.50 V		0.1 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, Checking (Early Build) .
P2433 AIR System Air Flow/Pressure Sensor Circuit High Bank 1	Secondary Air Injection (AIR) Pressure Sensor Out Of Range High	Sensor voltage > 4.50 V		0.1 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, Checking (Early Build) .
P2440 AIR System Switching Valve Stuck Open Bank 1	Secondary Air Injection (AIR) Valve Functional Check	1.8L Ratio relative pressure phase 1 and relative pressure phase 2 > 1.50 [-] 2.0L Ratio relative pressure phase 1 and relative pressure phase 2 > 1.30 [-]	General: AIR pump active Catalyst heating active AIR active MAF 140.0 kg/h ECT @ cylinder block >= -10; 115° C IAT @ manifold >= -10; 100° C Modeled catalyst temperature 700° C Relative barometric pressure > 0.73 [-] Diff. BARO vs. MAP not calibrated kPa Engine not calibrated	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, Checking .
P2450 EVAP System Switching Valve Performance/Stuck Open	Evaporative Emission (EVAP) System Rationality Check	Time after measurement start > 2.0; 2.5 s And Drop of EVAP pump current 3.0 mA	Barometric pressure > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed 1 km/h Time since engine start in preceding dcy >= 600.0 s Difference between ECT and AAT @ start not calibrated K Propulsion off time >= 21, 600.0 s Engine stop (during ECM keep alive-time) Airbag not activated	0.5 s Once / DCY	2 DCY	-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, Checking .
P2563 Turbocharger Boost Control Position Sensor "A" Circuit Range/Performance	Turbocharger (TC) Position Sensor Adaptation Monitoring: Functional Check	Boost pressure actuator sensor voltage > 4.52; 2.73 V	Gradient of boost pressure >= -2.98%/s	0.3 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low	Turbocharger (TC) Position Sensor Short To Ground / Open Circuit	Turbocharger boost control position sensor voltage 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P2565 Turbocharger Boost Control Position Sensor "A" Circuit High	Turbocharger (TC) Position Sensor Short To Battery Plus	Turbocharger boost control position sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, Checking .
P2610 ECM/PCM Engine Off Timer Performance	Engine Off Time Rationality Check	Difference between engine-off time and ECM keep alive-time > 12.0 s	Monitor Entry Conditions: ECM keep alive time active Delay time >= 1.0 s Last ECM activation time >= 2.0 s Time after last engine stop 48 h Case 1: For time (after entry conditions fulfilled) >= 65.0 s Case 2: For time (after entry conditions fulfilled) 65.0 s Ignition key transition off to on	10.0 ms Once / DCY	2 DCY	-- Check power and ground inputs to ECM first. Refer to Wiring Diagrams for pin locations. If all power/grounds to ECM are present, replace the Engine Control Module -J623-.
	Engine Off Time Rationality Check	1.8L Difference between engine-off time and ECM keep alive-time >= 12.0 s 2.0L Difference between engine-off time and ECM keep alive-time >= 50.0 s	Time after engine stop 86, 400.0 s Engine off time plausible Engine off time monitoring not finished Engine off time signal valid Time after reset 2.0 s Case 1: Engine off timer not calibrated Engine off time not calibrated s Case 2: ECM internal timer active SPI communication failure after reset detected	0.01 s Once / DCY
	Engine Off Time ECM Internal Timer Check	ECM internal timer failure ECM internal timer signal not calibrated ECM internal timer not calibrated Time after last engine stop not calibrated h	SPI initialization finished	1.3 s Continuous
P3043 Fuel Pump Mechanical Malfunction	COM: Fuel Pump Control Module (FPCM) functional check: pump blocked	Phase current > 20 A		1.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P3044 Fuel Pump "A" Control Circuit Low	COM: Fuel Pump Control Module (FPCM) short circuit	Phase current > 25 A		1.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P3045 Fuel Pump Electronics Faulty	COM: Fuel Pump Control Module (FPCM) functional check: electronics	Internal check failed		1.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P3073 Fuel Pump "A" Control Circuit/Open	COM: Fuel Pump Control Module (FPCM) open circuit	Phase current 0.8 A		1.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, Testing .
P334A Charge Pressure Actuator Electrical Error	Turbocharger (TC) Boost Pressure Control Short Circuit	Bypass valve driver current> 9.3 - 15.0 A	Boost pressure control active	0.4 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465-. Refer to Charge Pressure Actuator -V465-, Checking .
U0001 High Speed CAN Communication Bus	CAN: Powertrain BUS Reading Back Sent Message Powertrain	Message no feedback	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0002 High Speed CAN Communication Bus Performance	CAN: Powertrain Bus Communication Check	Global timeout >= 0.4 s	Time after ignition on >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0101 Lost Communication with TCM	COM: Transmission Control Module (TCM) Communication With TCM	Received message no message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module	COM: Brake System Control Module (BSCM) Communication With BSCM	Received message no message	Time after ignition on >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0140 Lost Communication With Body Control Module	COM: Body Control Module (BCM) Communication With BCM	Received message no message	Time after ignition on 0.5 s	2.0 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0146 Lost Communication With Gateway "A"	COM: Gateway Communication With Gateway	Received CAN message no message	Time after ignition on >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module	COM: Instrument Panel Cluster IPC Communication With IPC	Received CAN message no message	Time after ignition on >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U0302 Software Incompatibility With Transmission Control Module	Engine Control Module (ECM): Coding Code Check Of ECM Concerning TCM	Received AT vehicle data TCM signal		50.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the DSG Transmission Mechatronic -J743-.
U0323 Software Incompatibility With Instrument Panel Control Module	COM: Ambient Air Temperature (AAT) Sensor Communication With IPC	Ambient temperature sensor: Source configuration failure	Time after ignition on > 1.2 s	1.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. Check the circuitry between the Outside Air Temperature Sensor -G17- and the instrument cluster. If the circuitry and the Outside Air Temperature Sensor -G17- are OK, then replace the Instrument Cluster Control Module -J285-.
U0402 Invalid Data Received From TCM	COM: Transmission Control Module (TCM) Communication With TCM	Received data from TCM implausible message	Time after ignition on 0.5 s	0.3 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the DSG Transmission Mechatronic -J743-.
U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module	COM: Vehicle Speed Sensor (VSS) Communication With VSS	Speed sensor signal: sensor error 327.42 km/h	Time after ignition on > 500.0 ms	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
		Speed sensor signal: initialization error 327.08 km/h
		Speed sensor signal: low voltage error 327.25 km/h
		Speed sensor signal: range error 326.40 - 327.07 km/h Speed sensor signal: range error 327.09 - 327.24 km/h Speed sensor signal: range error 327.26 - 327.41 km/h Speed sensor signal: range error 327.43 - 327.67 km/h
	COM: Brake System Control Module (BSCM) Communication With BSCM	Received data from TCS implausible message	Time after ignition on >= 0.5 s
	Vehicle Speed Sensor (VSS) Rationality Check High	Vehicle speed > 325 km/h		2.0 s Continuous
U0423 Invalid Data Received From Instrument Panel Cluster Control Module	COM: Instrument Panel Cluster IPC Communication With IPC	Received data from IPC implausible message	Time after ignition on >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the Outside Air Temperature Sensor -G17-. -- If no fault is found, replace the Instrument Panel Cluster (IPC).
	COM: Ambient Air Temperature (AAT) Sensor Communication With AAT Sensor	Ambient air temperature signal failure	Time after ignition on > 0.5 s	0.6 s Continuous
	COM: Ambient Air Temperature (AAT) Sensor Communication With IPC	Ambient temperature sensor: source in reset failure	Time after ignition on > 1.2 s Engine running	2.0 s Continuous
U0447 Invalid Data Received From Gateway "A"	COM: Gateway Communication With Gateway	Received data from gateway implausible message	Time after ignition on >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN Bus terminal resistance. Refer to CAN BUS Terminal Resistance, Checking .
U1103 Production Mode Active	Engine Control Module (ECM): Production Mode Function Monitoring: Mode Change	Production mode active	Vehicle speed 5 km/h Max trip mileage since initial vehicle start-up 100 km During ECM keep alive-time after ignition off Engine speed 0 RPM For hybrid: Drive motor off	0.01 s Continuous	1 DCY	-- Vehicle in production mode. Refer to appropriate service information for resolution.