| P000A
"A" Camshaft Position Slow Response Bank 1 |
Variable Valve Timing (VVT) Intake Actuator Slow Response |
- Difference between target position vs. actual position > 3.0° CRK
- For time > 2.3 - 3.5 s
- Adjustment angle > 3.0° CRK
- Number of checks 6 times
|
- Time after engine start > 10.0 s
- Modeled oil temperature -48 - 150° C
- Engine speed 600 - 6, 000 RPM
- Camshaft position adjustment active
- Catalyst heating not active
- Change of target position > 10.0° CRK
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-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P000B
"B" Camshaft Position Slow Response Bank 1 |
Variable Valve Timing (VVT) Exhaust Actuator Slow Response |
- Difference between target position vs. actual position > 3.0° CRK
- For time > 2.0 - 3.5 s
- Adjustment angle > 3.0° CRK
- Number of checks 6 times
|
- Time after engine start > 10.0 s
- Modeled oil temperature -48 - 150° C
- Engine speed 600 - 6, 000 RPM
- Camshaft position adjustment active
- Catalyst heating not active
- Change of target position > 7.0° CRK
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-- Check the Exhaust Cam Adjustment Valve 1 -N318-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1 |
Variable Valve Timing (VVT) Intake Actuator Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
|
|
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-- Check the Engine Speed Sensor -G28-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P0011
"A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 |
Variable Valve Timing (VVT) Intake Actuator Target Error |
- Difference between target position vs. actual position > 3.0° CRK
- For time > 2.3 - 3.5 s
- Adjustment angle <= 3.0° CRK
- Number of checks 6 times
|
- Time after engine start > 10.0 s
- Modeled oil temperature -48 - 150° C
- Engine speed 600 - 6, 000 RPM
- Camshaft position adjustment active
- Catalyst heating not active
- Change of target position > 10.0° CRK
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-- Check the Engine Speed Sensor -G28-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P0013 "B" Camshaft Position Actuator "A" Control Circuit/Open Bank 1 |
Variable Valve Timing (VVT) Exhaust Actuator Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
|
|
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-- Check the Exhaust Cam Adjustment Valve 1 -N318-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P0014
"B" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 |
Variable Valve Timing (VVT) Exhaust Actuator Target Error |
- Difference between target position vs. actual position > 3.0° CRK
- For time > 2.0 - 3.5 s
- Adjustment angle <= 3.0° CRK
- Number of checks 6 times
|
- Time after engine start > 10.0 s
- Modeled oil temperature -48 - 150° C
- Engine speed 600 - 6, 000 RPM
- Camshaft position adjustment active
- Catalyst heating not active
- Change of target position > 7.0° CRK
|
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-- Check the Exhaust Cam Adjustment Valve 1 -N318-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A |
Intake Camshaft Position (CMP) Sensor Angular Offset Check |
- Permissible deviation < -11.01° CRK
- Permissible deviation > 11.01° CRK
|
- Camshaft adaptation not completed
- Engine speed > 80 RPM
|
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-- Check the Engine Speed Sensor -G28-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P0017 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor B |
Exhaust Camshaft Position (CMP) Sensor Angular Offset Check |
- Permissible deviation < -11.01° CRK
- Permissible deviation > 11.01° CRK
|
- Camshaft adaptation not completed
- Engine speed > 80 RPM
|
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-- Check the Engine Speed Sensor -G28-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
. |
| P0030 HO2S Heater Control Circuit Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Heater Front Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
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-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Heater Front Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
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-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Heater Front Circuit High |
- Signal current >= 8.50 - 12.50 A
|
- Actuator commanded on
- Battery voltage 9.0 - 16.0 V
- Duty cycle > 4.0%
|
. |
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P0033 Turbocharger/Supercharger Bypass Valve "A" Control Circuit |
Turbocharger (TC) Actuator Over-Load Circuit |
- Actuator diagnostic signal: over load error detected
|
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. |
|
-- Check the Turbocharger Recirculation Valve -N249-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| Turbocharger (TC) Actuator Open Circuit |
- Load resistance > 50.0 kΩ
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| P0034 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Low |
Turbocharger (TC) Actuator Circuit Low |
- Signal current >= 8.6 - 14.40 A
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. |
|
-- Check the Turbocharger Recirculation Valve -N249-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P0035 Turbocharger/Supercharger Bypass Valve "A" Control Circuit High |
Turbocharger (TC) Actuator Circuit High |
- Signal current >= 8.4 - 14.0 A
|
|
. |
|
-- Check the Turbocharger Recirculation Valve -N249-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P0036 HO2S Heater Control Circuit Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Heater Rear Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Engine speed >= 0 RPM
- Actuator commanded off
- Battery voltage >= 8.90 V
|
|
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-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Heater Rear Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Engine speed >= 0 RPM
- Actuator commanded off
- Battery voltage >= 8.90 V
|
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-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P0038 HO2S Heater Control Circuit High Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Heater Rear Circuit High |
- Signal current >= 8.50 - 12.50 A
|
- Engine speed >= 0 RPM
- Time since dew point exceeded 10.0 s
- Actuator commanded on
- Battery voltage >= 8.90 V
|
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-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P003A Turbocharger/Supercharger Boost Control "A" Position Exceeded Learning Limit |
Turbocharger (TC) Actuator Signal Range Check @ Mechanical Stop Low |
- Position sensor signal voltage < 2.70; > 4.50 V
|
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-- Check the Charge Air Pressure Actuator -V465-. Refer to
.-- Check the Turbocharger Recirculation Valve -N249-. Refer to
. |
| P0068 MAP/MAF - Throttle Position Correlation |
Intake Air (IA) System Load Survey Below Threshold |
- Plausibility with fuel system
- Load calculation < -50.0%
|
- Engine speed 920 - 5, 040 RPM
- ~~ Signal (tmot) > 60° C
- ~~ Signal (tans) < 90° C
- MAF 20.0 - 250.0 kg/h
- Engine load not 5.0 - 50.0%
- Ratio MAP to BARO < 0.90 [-]
- Evap purge valve closed
- Lambda control closed loop
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-- Check the Throttle Valve Control Module -GX3-. Refer to
.-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| Intake Air (IA) System Load Survey Above Threshold |
- Plausibility with fuel system
- Load calculation > 50.0%
|
| P0070 Ambient Air Temperature Sensor Circuit "A" |
COM: Ambient Air Temperature (AAT) Sensor Communication With AAT Sensor |
- AAT signal: circuit high error detected
|
- Time after ignition on > 500.0 ms
|
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-- Check the Outside Air Temperature Sensor -G17-. Refer to
.-- Check the CAN-Bus terminal resistance. Refer to
. |
| P0071 Ambient Air Temperature Sensor Circuit "A" Range/Performance |
Ambient Air Temperature (AAT) Sensor Cross Check |
- Deviation count
- Counter of detected temperature deviations >= 2.0 [-]
- And
- Counter of detected temperature deviations of the other involved temperature sensors < 5.0 [-]
- Required temperature deviation to increment counter
- AAT vs. ECT not equipped K
- AAT vs. ROT > 25.0 K
- AAT vs. ECT @ cylinder head not equipped K
- AAT vs. ~~CC_IAT_1 > 25.0 K
- AAT vs. ~~CC_IAT_2 not equipped K
- AAT vs. ~~CC_IAT_3 not equipped K
- AAT vs. ~~CC_IAT_4 not equipped K
- AAT vs. EOT not equipped K
- AAT vs. heating circuit temperature not equipped K
- AAT vs. inverter coolant temperature not equipped K
- AAT vs. EOT @ cylinder head not equipped K
- AAT vs. ECT @ cylinder block not equipped K
|
- Engine / vehicle (HEV) off time > 21, 600.0 s
- Retained-heat detection after driving conditions not equipped
- Retained-heat detection after driving conditions with combustion checked
- Retained-heat detection after purge manifold checked
- (Referenced)
|
|
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-- Check the Outside Air Temperature Sensor -G17-. Refer to
.-- Check the CAN-Bus terminal resistance. Refer to
. |
| P0072 Ambient Air Temperature Sensor Circuit "A" Low |
COM: Ambient Air Temperature (AAT) Sensor Communication With AAT Sensor |
- AAT signal: circuit low error detected
|
- Time after ignition on > 500.0 ms
|
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|
-- Check the Outside Air Temperature Sensor -G17-. Refer to
.-- Check the CAN-Bus terminal resistance. Refer to
. |
| P0087 Fuel Rail/System Pressure - Too Low Bank 1 |
Fuel Rail Pressure (FRP) Control Valve Functional Check: Stuck Open |
- Filtered rail pressure < 1.20 MPa
|
- Time after engine start > 10.0 s
- Lambda control closed loop
- Fuel cut off not active
- Relative fuel mass 5.02 - 240.0%
- Time after fuel cut off > 2.0 s
|
|
|
-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| Fuel Volume Regulator HP Control Functional Check |
- Filtered diff. target pressure vs. actual pressure > 2.0 MPa
|
- Time after engine start > 13.0 s
- Time after fuel cut off > 6.0 s
- Fuel cut off not active
- Catalyst heating not active
- Fuel volume regulator control active
- Relative fuel mass 5.02 - 240.0%
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| P0088 Fuel Rail/System Pressure - Too High Bank 1 |
Fuel Rail Pressure (FRP) Control Valve Functional Check: Stuck Close |
- Filtered rail pressure > 27.0 MPa
|
- Time after engine start > 10.0 s
- Lambda control closed loop
- Fuel cut off not active
- Relative fuel mass 5.02 - 240.0%
- Time after fuel cut off > 2.0 s
|
|
|
-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
. |
| Fuel Volume Regulator HP Control Functional Check |
- Filtered diff. target pressure vs. actual pressure < -2.0 MPa
|
- Time after engine start > 13.0 s
- Time after fuel cut off > 6.0 s
- Fuel cut off not active
- Catalyst heating not active
- Fuel volume regulator control active
- Relative fuel mass 5.02 - 240.0%
|
| P0090 Fuel Pressure Regulator 1 Control Circuit/Open |
Fuel Volume Regulator Control Open Circuit |
- Voltage @ high side pin > 3.0 V
- Voltage @ low side pin < 1.50 V
|
- Actuator commanded off
- Battery voltage 7.50 - 16.0 V
|
|
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-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Fuel Pressure Regulator Valve -N276-. Refer to
. |
| Fuel Volume Regulator Control Circuit Low (Low Side) |
- Voltage @ low side pin < 3.50 V
|
- General condition
- Battery voltage 7.50 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < 3.0 V
- Voltage @ low side pin < 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Volume Regulator Control Circuit Low (High Side) |
- Voltage @ low side pin >= 3.50 V
|
| Fuel Volume Regulator Control Circuit High (Low Side) |
- Current @ low side path > 2.35 A
- Within time 14 us
|
- General condition
- Battery voltage 7.50 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin > (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Volume Regulator Control Circuit High (High Side) |
| Fuel Volume Regulator Control Short Between High Side And Low Side |
- Current @ low side path > 2.35 A
- Within time 14 us
|
- General condition
- Battery voltage 7.50 - 16.0 V
- Step 1: conditions @ fault suspicion
- Actuator commanded on
- Actual current > 6.12 A
- For time > 100 us
- Step 2: conditions after actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 3: conditions @ fault decision
- Actuator commanded on
|
| P00AF Turbocharger/Supercharger Boost Control "A" Module Performance |
Turbocharger (TC) Actuator Functional Check: Stuck Open |
- Difference between target and actual position < -15.0; > 15.0%
|
- Engine running
- Position sensor signal from max. range < 89.0%
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-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
- Engine running
- Catalyst heating active
- Position sensor signal from max. range < 89.0%
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| Turbocharger (TC) Actuator Functional Check: Stuck Close |
- Difference between target and actual position < -15.0; > 15.0%
|
- Engine running
- Position sensor signal from max. range > 89.0%
|
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- Engine running
- Catalyst heating active
- Position sensor signal from max. range > 89.0%
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| P00B7 Engine Coolant Flow Low/Performance |
Engine Cooling System: Bypass Actuator Functional Check: Stuck Open |
- Difference between target and actual position < -3.50; > 3.50%
- Engine cooling system bypass valve position < 37.0%
|
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-- Check the Engine Temperature Control Module -GX33-. Refer to
. |
| Engine Cooling System: Bypass Actuator Functional Check: Stuck Closed |
- Difference between target and actual position < -3.50; > 3.50%
- And
- Engine cooling system bypass valve position >= 37.0%
|
| P00FE EVAP System Tank Vapor Line Restricted/Blocked |
Evaporative Emission (EVAP) System Intrusive Monitor Rationality Check: Blocked Line |
- High pass filtered DMTL pump current >= 1.3 mA
- For time > 3.0 s
|
- Previous ECM keep alive time
- Reference measurement of small leak monitor finished
- High pass filtered DMTL pump current >= 1.3 mA
- During time after reference measurement <= 16.0 s
- Actual DCY
- ~~ Signal (tmot) @ start >= 4° C
- AAT 4 - 35° C
- BARO > 73.95 kPa
- Battery voltage >= 10.90; <= 16.10 V
- Time since engine start >= 600.0 s
- ~~ Diff. between signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- Initial vehicle speed > 10 km/h
- Vehicle speed > 5 km/h
- Vehicle speed deviation <= 30 km/h
- Engine speed 1, 000 - 6, 000 RPM
- Engine speed deviation <= 2, 000 RPM
- Purge flow adaptation factor <= 20.0 [-]
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-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
.-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0100 Mass or Volume Air Flow Sensor "A" Circuit |
Mass Air Flow (MAF) Sensor Internal Check |
|
- Engine speed > 20 RPM
- Battery voltage > 10.70 V
|
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-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| P0101 Mass or Volume Air Flow Sensor "A" Circuit Range/Performance |
Mass Air Flow (MAF) Sensor Rationality Check Mass Air Flow |
- MAF vs. lower threshold model < 5.0 - 480.0 kg/h
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-- Check the Throttle Valve Control Module -GX3-. Refer to
.-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
- MAF vs. upper threshold model > 30.0 - 660.0 kg/h
|
| Mass Air Flow (MAF) Sensor Rationality Check Load Survey |
- Load calculation > 24.01%
- Fuel system (mult.) < -24.01%
|
- Engine speed 960 - 5, 040 RPM
- ~~ Signal (tmot) > 60° C
- ~~ Signal (tans) < 90° C
- MAF 0.0 - 250.0 kg/h
- Engine load 5.0 - 50.0%
- Ratio MAP to BARO < 0.90 [-]
- Evap purge valve closed
- Lambda control closed loop
|
- Load calculation < -24.0%
- Fuel system (mult.) > 24.01%
|
| P0102 Mass or Volume Air Flow Sensor "A" Circuit Low |
Mass Air Flow (MAF) Sensor Circuit Low |
- MAF sensor signal < 65 μs
|
- Engine speed > 20 RPM
- Battery voltage > 10.70 V
|
|
|
-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Intake Manifold Sensor -GX9-. Refer to
. |
| P0103 Mass or Volume Air Flow Sensor "A" Circuit High |
Mass Air Flow (MAF) Sensor Circuit High |
- MAF sensor signal > 1, 065 μs
|
- Engine speed > 20 RPM
- Battery voltage > 10.70 V
|
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-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Intake Manifold Sensor -GX9-. Refer to
. |
| P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range/Performance |
Manifold Absolute Pressure (MAP) Sensor Cross Check |
- Diff. manifold pressure to average value of all pressure sensors @ start < -3.75 kPa
|
- Engine shut-off-time > 8.0 s
- Engine speed < 450 RPM
|
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|
-- Check the Throttle Valve Control Module -GX3-. Refer to
.-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Intake Manifold Sensor -GX9-. Refer to
. |
- Diff. manifold pressure to average value of all pressure sensors @ start > 3.75 kPa
|
| Manifold Absolute Pressure (MAP) Sensor Rationality Check |
- Manifold pressure signal: variation between state 1 and 2 < 1.0 kPa
|
- Diagnostic state 1:
- Engine speed < 3, 000 RPM
- Throttle angle > 18.02%
- (Conditions fulfilled):
- For time > 2.0 s
- Diagnostic state 2:
- Engine speed > 1, 500 RPM
- Throttle angle < 8.01%
- (Conditions fulfilled):
- For time > 2.0 s
- General:
- Engine temperature @ engine start > 5° C
- ~~ Signal (tmot) > 30° C
- Time above limit > 100.0 s
|
|
| P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low |
Manifold Absolute Pressure (MAP) Sensor Out Of Range Low |
- Manifold pressure signal < 8.0 kPa
|
- Delay time > 0.2 s
- Engine speed > 80 RPM
- Engine angle position synchronized
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|
-- Check the Throttle Valve Control Module -GX3-. Refer to
.-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| Manifold Absolute Pressure (MAP) Sensor Circuit Low |
|
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| P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High |
Manifold Absolute Pressure (MAP) Sensor Out Of Range High |
|
- Delay time > 0.2 s
- Engine speed > 80 RPM
- Engine angle position synchronized
|
|
|
-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| Manifold Absolute Pressure (MAP) Sensor Circuit High |
|
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| Manifold Absolute Pressure (MAP) Sensor Out Of Range @ Start |
- Manifold pressure > 140.0 kPa
|
- Engine off time > 8.0 s
- Engine speed < 450 RPM
|
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| P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1 |
Intake Air Temperature (IAT) Sensor 1 Cross Check |
- Deviation count
- Counter of detected temperature deviations >= 2.0 [-]
- Counter of detected temperature deviations of the other involved temperature sensors < 5.0 [-]
- Required temperature deviation to increment counter
- ~~CC_IAT_1 vs. ECT not equipped K
- ~~CC_IAT_1 vs. ROT > 25.0 K
- ~~CC_IAT_1 vs. ECT @ cylinder head not equipped K
- ~~CC_IAT_1 vs. AAT > 25.0 K
- ~~CC_IAT_1 vs. ~~CC_IAT_2 not equipped K
- ~~CC_IAT_1 vs. ~~CC_IAT_3 not equipped K
- ~~CC_IAT_1 vs. ~~CC_IAT_4 not equipped K
- ~~CC_IAT_1 vs. EOT not equipped K
- ~~CC_IAT_1 vs. heating circuit temperature not equipped K
- ~~CC_IAT_1 vs. inverter coolant temperature not equipped K
- ~~CC_IAT_1 vs. EOT @ cylinder head not equipped K
- ~~CC_IAT_1 vs. ECT @ cylinder block not equipped K
|
- Engine / vehicle (HEV) off time > 21, 600.0 s
- Retained-Heat Detection after driving conditions not equipped
- Retained-Heat Detection after driving conditions with combustion checked
- Retained-Heat Detection after purge manifold checked
- (Referenced)
|
|
|
-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| P0112 Intake Air Temperature Sensor 1 Circuit Low Bank 1 |
Intake Air Temperature (IAT) Sensor @ Manifold Circuit Low |
|
- Monitor entry conditions
- Engine speed not calibrated RPM
- Ratio of boost pressure and BARO not calibrated [-]
- Case 1: for exceeding of the monitoring conditions
- Engine speed not calibrated RPM
- Ratio of boost pressure and BARO not calibrated [-]
- For time not calibrated s
- Case 2: after exceeding of the monitoring conditions
- Engine speed not calibrated
- Ratio of boost pressure and BARO not calibrated [-]
- For time not calibrated s
|
|
|
-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| P0113 Intake Air Temperature Sensor 1 Circuit High Bank 1 |
Intake Air Temperature (IAT) Sensor @ Manifold Circuit High |
|
- Case 1:
- ~~ Signal (tmot) @ start not calibrated ° C
- Case 2:
- ~~ Signal (tmot) >= 60° C
- MAF <= 24.0 kg/h
- Vehicle speed <= 10 km/h
- For time >= 20.0 s
|
|
|
-- Check the Intake Manifold Sensor -GX9-. Refer to
.-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| P0116 Engine Coolant Temperature Sensor 1 Circuit Range/Performance |
Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Low |
- ECT downstream engine @ start vs. minimum temperature from cross check < -15.0 K
|
- Cross check (temperature) finished
|
|
|
-- Check the Engine Coolant Temperature Sensor -G62-. Refer to
.-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to
. |
| Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check High |
- ECT downstream engine @ start > 46 - 85° C
|
- Engine off time > 21, 600.0 s
- Engine running
- For time >= 3.0 s
|
|
| Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check: Stuck Sensor Signal |
- Diff. max. vs. min. ECT downstream engine < 1.5 K
|
- Monitor entry conditions:
- Case 1:
- Engine off time not calibrated s
- Case 2:
- ~~ Signal (tmot) @ start not calibrated ° C
- Case 3:
- Engine off time > 10, 800.0 s
- ~~ Signal (tmot) @ start > 110; < 78° C
- Driving condition H (low cooling performance, substantial engine warm-up):
- Vehicle speed 0 - 25 km/h
- MAF (lower threshold) 4.0 kg/h
- MAF (upper threshold) 4.0 - 180.0 kg/h
- Reference model ECT > -40° C
- For time required > 20.0 s
- Frequency 1 times
- Driving condition L (high cooling performance, low engine warm-up):
- Vehicle speed 30 - 150 km/h
- MAF (lower threshold) 4.0 kg/h
- MAF (upper threshold) 36.0 - 152.0 kg/h
- Fuel cut off active
- For time required > 20.0 s
- Frequency 3 times
|
- 0.0 (FTP75: 80.0) s
- Once / DCY
|
| P0117 Engine Coolant Temperature Sensor 1 Circuit Low |
Engine Coolant Temperature (ECT) Sensor Downstream Engine Circuit Low |
|
|
|
|
-- Check the Engine Coolant Temperature Sensor -G62-. Refer to
.-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to
. |
| P0118 Engine Coolant Temperature Sensor 1 Circuit High |
Engine Coolant Temperature (ECT) Sensor Downstream Engine Circuit High |
|
|
|
|
-- Check the Engine Coolant Temperature Sensor -G62-. Refer to
.-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to
. |
| P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance |
Throttle Position Sensor (TPS) 1 Rationality Check |
- Absolute value of deviation between throttle position from TPS 1 and throttle position from TPS 2 > 5.0 - 6.25 %
- Absolute value of deviation between throttle position from TPS 1 and modeled throttle position > 9.02%
|
- Throttle adaptation not active
- Actuator commanded on
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low |
Throttle Position Sensor (TPS) 1 Circuit low |
|
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High |
Throttle Position Sensor (TPS) 1 Circuit High |
|
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Circuit Low: Under Voltage Check, HW: Comparators, SW: Measured Voltages |
- Voltage at sensor pump current, virtual ground, trim current or nernst current < -0.15 V
- Internal check of voltages at calibration resistance < -0.12 V
|
- Battery voltage 10.70 - 16.10 V
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Circuit High: Over Voltage Check, HW: Comparators, SW: Measured Voltages |
- Voltage at sensor pump current, virtual ground, trim current or nernst current > 9.8 V
- Voltage at calibration resistance > 4.0 V
- Internal check of voltages at calibration resistance > 0.12 V
|
- Battery voltage 10.70 - 16.10 V
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P0133
O2 Sensor Circuit Slow Response Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Intrusive Monitor O2S Signal Dynamic Check |
- Delayed response (arithmetic filter)
- Time @ lean to rich transition > 0.5 s
- Time @ rich to lean transition > 0.5 s
- Slow transition (arithmetic filter)
- Time @ lean to rich transition > 0.7 s
- Time @ rich to lean transition > 0.7 s
- Delayed response (EWMA filter)
- Time @ lean to rich transition not calibrated s
- Time @ rich to lean transition not calibrated s
- Slow transition (EWMA filter)
- Time @ lean to rich transition not calibrated s
- Time @ rich to lean transition not calibrated s
- Delayed response (while avoiding controller oscillations)
- Adaptation time @ lean to rich transition > 1.0 s
- Adaptation time @ rich to lean transition > 1.0 s
- Slow transition (while avoiding controller oscillations)
- Adaptation time @ lean to rich transition > 1.5 s
- Adaptation time @ rich to lean transition > 1.5 s
- Delayed response and slow transition (while avoiding controller oscillations)
- Sum of adaptation times (delay and slow response) @ lean to rich transition > 1.5 s
- Sum of adaptation times (delay and slow response) @ rich to lean transition > 1.5 s
|
- Monitor entry conditions
- Active lambda diagnosis (referenced) - general conditions checked
- Delay after switching cam profile > 0.0 s
- BARO > 0.0 kPa
- For time > 0.0 s
- Other short trip not active
- Deviation engine load < 10.01%
- Engine load (normal operation mode) 0.0 %
- Engine load (cylinder deactivation) not calibrated %
- Change of exhaust gas mass flow 0.0 - 3, 276.70 kg/h/s
- For time > 0.0 s
- Conditions for avoiding controller oscillations
- Online identification (referenced) checked
- For arithmetic average value calculation
- Number of checks required for valid result >= 3.0 [-]
- For EWMA-filter
- Minimum number of tests per DCY required not calibrated [-]
- Step change detection will initiate multiple tests per DCY conditions for step change detection
- Deviation between new measured value and old EWMA filtered value (delayed response) not calibrated s
- Deviation between new measured value and old EWMA filtered value (slow transition) not calibrated s
- Number of checks not calibrated [-]
- Deviation between new measured value and old EWMA filtered value (delayed response) not calibrated s
- Deviation between new measured value and old EWMA filtered value (slow transition) not calibrated s
- Number of checks not calibrated [-]
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P0135
O2 Sensor Heater Circuit Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Heater Front Out Of Range |
- O2S ceramic temperature < 725° C
- Requested heater voltage >= 10.80 V
- For time >= 55.0 s
|
- Modeled EGT >= 550° C
- Fuel cut off not active
- For time >= 40.0 s
- Heater control active
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
- O2S ceramic temperature < 690° C
- For time >= 12.0 s
|
- Modeled EGT >= 350° C
- Fuel cut off not active
- For time >= 50.0 s
|
|
| Oxygen Sensor (O2S) Heater Front Rationality Check (Sensor Heating Up) |
- O2S ceramic temperature < 725° C
- Time after O2S heater on >= 40.0 s
|
- ~~ Signal (tmot) @ start >= -273° C
- Fuel cut off not active
- Delay time <= 20.0 s
|
|
| P0137 O2 Sensor Circuit Low Voltage Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear O2S Signal Check - Circuit Continuity (Short To Ground, Core Connection Signal Wires) |
- Signal voltage < 0.10 V
- For time > 0.0 s
- Difference of sensor voltage with load pulse and voltage without load pulse (mean value of 3 measurements) < 0.01 V
|
- General conditions
- Engine running
- Dew point exceeded
- Fuel cut off not active
- Catalyst purge not active
- Case 1: sensor ready for operation
- Sensor voltage <= 1.25 V
- Sensor voltage 1.90 V
- Time after protection heating mode finished > 15.0 s
- Sensor voltage <= 0.32 V
- Internal resistance <= 700.0 Ω
- Time after protection heating mode finished > 15.0 s
- Above conditions for case 1 must be fulfilled
- For time > 0.2 s
- Case 2 (sensor ready for operation expected)
- Time after protection heating mode finished > 15.0 s
- Additional delay time 30.0 s
- Internal resistance check successful
- Signal error during previous DCY not detected
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear O2S Signal Check - Out Of Range High (Short To Battery Plus) |
- Signal voltage > 1.90 V
- For time > 0.2 s
|
- General conditions
- Engine running
- Dew point exceeded
- Lambda set value > 0.995 [-]
- Case 1: sensor ready for operation
- Sensor voltage <= 1.25 V
- Sensor voltage 1.90 V
- Time after protection heating mode finished > 15.0 s
- Sensor voltage <= 0.32 V
- Internal resistance <= 700.0 Ω
- Time after protection heating mode finished > 15.0 s
- Internal resistance <= 700.0 Ω
- Protection heating mode finished
- Above conditions for case 1 must be fulfilled
- For time > 0.2 s
- Case 2 (sensor ready for operation expected)
- Time after protection heating mode finished > 15.0 s
- Additional delay time 30.0 s
- Internal resistance check successful
- Signal error during previous DCY not detected
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P013A
O2 Sensor Slow Response - Rich To Lean Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear Intrusive Monitor Check Of Transient Time At Rich To Lean Transition |
- Arithmetic average value
- Time at rich to lean transition > 1.0 s
- EWMA filter value transient
- Time at rich to lean transition not calibrated s
|
- Active diagnosis
- Conditions for active lambda diagnosis (referenced) checked
- Passive diagnosis
- Conditions for passive lambda diagnosis during fuel cut off (referenced) not calibrated
- For arithmetic average value calculation
- Number of checks required for valid result >= 3.0 [-]
- For EWMA-filter
- Minimum number of tests per DCY required not calibrated
- Step change detection will initiate multiple tests per DCY
- Conditions for step change detection
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
- Additional conditions:
- ~~soot mass conditions
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P013B
O2 Sensor Slow Response - Lean To Rich Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear Intrusive Monitor Check Of Transient Time At Rich To Lean Transition |
- Arithmetic average value
- Time at lean to rich transition > 1.1 s
- EWMA filter value transient
- Time at lean to rich transition not calibrated s
|
- Monitor entry conditions
- Conditions for active lambda diagnosis (referenced) checked
- For arithmetic average value calculation
- Number of checks required for valid result >= 3.0 [-]
- For EWMA-filter
- Minimum number of tests per DCY required not calibrated
- Step change detection will initiate multiple tests per DCY
- Conditions for step change detection
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P013E
O2 Sensor Delayed Response - Rich To Lean Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear Intrusive Monitor Delayed Response Monitoring, Delay Measurement |
- Arithmetic average value
- Time at rich to lean transition > 0.7 s
- Or
- EWMA filter value transient
- Time at rich to lean transition not calibrated s
|
- Monitor entry conditions
- Conditions for active lambda diagnosis (referenced) checked
- For arithmetic average value calculation
- Number of checks required for valid result >= 3.0 [-]
- For EWMA-filter
- Minimum number of tests per DCY required not calibrated
- Step change detection will initiate multiple tests per DCY
- Conditions for step change detection
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P013F
O2 Sensor Delayed Response - Lean To Rich Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear Intrusive Monitor Delayed Response Monitoring, Delay Measurement |
- Arithmetic average value
- Time at lean to rich transition > 0.7 s
- EWMA filter value transient
- Time at lean to rich transition not calibrated s
|
- Monitor entry conditions
- Conditions for active lambda diagnosis (referenced) checked
- For arithmetic average value calculation
- Number of checks required for valid result >= 3.0 [-]
- For EWMA-filter
- Minimum number of tests per DCY required not calibrated
- Step change detection will initiate multiple tests per DCY
- Conditions for step change detection
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
- Deviation between new measured value and old EWMA filtered value not calibrated s
- Number of checks not calibrated [-]
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P0140 O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear O2S Signal Check - Circuit Continuity (Sensor Signal Line Open Circuit) |
- Case 1
- Signal voltage 1.25 - 1.90 V
- For time > 3.0 s
- And
- Difference of sensor voltage with load pulse and voltage without load pulse (mean value of 3 measurements) >= 2.80 V
- Case 2
- Internal resistance > 40, 000.0 Ω
- Exhaust temperature > 600° C
|
- General conditions
- Engine running
- Dew point exceeded
- Case 1: sensor ready for operation
- Sensor voltage <= 1.25 V
- Sensor voltage 1.90 V
- Time after protection heating mode finished > 15.0 s
- Sensor voltage <= 0.32 V
- Internal resistance <= 700.0 Ω
- Time after protection heating mode finished > 15.0 s
- Internal resistance <= 700.0 Ω
- Protection heating mode finished
- Above conditions for case 1 must be fulfilled
- For time > 0.2 s
- Case 2 (sensor ready for operation expected)
- Time after protection heating mode finished > 15.0 s
- Additional delay time 30.0 s
- Internal resistance check successful
- Signal error during previous DCY not detected
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P0141
O2 Sensor Heater Circuit Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Heater Rear Out Of Range (During Normal Heater Operation After Dew Point Is Exceeded) |
- Internal resistance > 700.0 Ω
|
- General conditions:
- O2S heated up for time >= 45.0 s
- Modeled EGT 250 - 700° C
- Modeled EGT valid
- ~~ Signal (tans or tandk) > -48° C
- Engine off-time > 60.0 s
- Counter for engine shut off time valid
- Engine running
- Battery voltage 10.70 - 16.10 V
- Number of valid internal resistance checks > 10.0 [-]
- Fuel cut off not active
- O2S heater commanded on
- Conditions after long stop phase:
- Time after engine stop not calibrated s
- Time after next engine start not calibrated s
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P0169 Incorrect Fuel Composition |
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Direct Fuel Injection |
- Corrections of fuel mass on single cylinders incorrect
|
- Internal engine speed > 1, 200 RPM
|
|
|
-- Check for contaminated/aged fuel or possible high concentration of alcohol in fuel (above 15%). Poor quality fuel will also increase consumption. Replace with fresh fuel if believed to be contaminated. Refer to appropriate Service Information.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Multiport Fuel Injection |
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Coordination Of Fuel Injection Mode MFI / DFI |
- Correction of fuel injection mode on single cylinders incorrect
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Multiport Fuel Injection |
- Injection cut off incorrect
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Load Plausibility |
- Abs. difference between predicted and real air mass > 11.30%
|
- Engine speed >= 1, 200 RPM
|
| P0171 System Too Lean Bank 1 |
Fuel System Too Lean |
- Low pass filtered lambda controller output > 33.0%
- For time > 25.0 s
|
- General:
- Number of injections after engine start >= 200.0 [-]
- ~~ Signal (tmot) >= 50° C
- Lambda control closed loop
- High PCV purge load due to oil dilution not detected
- MAF from brake booster to manifold not detected
- Case 1:
- Evap purge not active
- Case 2:
- Integrated EVAP purge mass >= 2.0 g
- Case 3:
- Evap purge controller limitation >= 1.0 [-]
- Evap purge flow <= 0.30 kg/h
|
|
|
-- Check the intake system visually for leaks (false air).-- Check the vacuum lines visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| P0172 System Too Rich Bank 1 |
Fuel System Too Rich |
- Low pass filtered lambda controller output < -23.0%
- For time > 25.0 s
|
- General:
- Number of injections after engine start >= 200.0 [-]
- ~~ Signal (tmot) >= 50° C
- Lambda control closed loop
- High PCV purge load due to oil dilution not detected
- MAF from brake booster to manifold not detected
- Case 1:
- Evap purge not active
- Case 2:
- Integrated EVAP purge mass >= 2.0 g
- Case 3:
- Evap purge controller limitation >= 1.0 [-]
- Evap purge flow <= 0.30 kg/h
|
|
|
-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| P0190 Fuel Pressure Regulator 1 Control Circuit/Open |
SENT: Fuel Rail Pressure (FRP) Sensor Internal Check |
- Sensor signal: electrical check error detected
- Sensor signal: initialization check error detected
|
|
|
|
-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
. |
| P0191 Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1 |
Fuel Rail Pressure (FRP) Sensor Out Of Range Low |
- Actual pressure < 0.020 MPa
|
|
|
|
-- Check the Fuel Pressure Sensor -G247-. Refer to
. |
| Fuel Rail Pressure (FRP) Sensor Out Of Range High |
- Actual pressure > 33.50 - 34.50 MPa
|
- Engine speed 920 - 5, 000 RPM
|
| P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance |
Fuel Rail Pressure (FRP) Sensor Rationality Check Inappropriately Low (Negative Offset) |
- General:
- Rail pressure bank 1 @ engine start < 0.10 MPa
- Choice of:
- Fuel system too rich @ part load not calibrated %
- Fuel system too rich @ idle not calibrated %
- Fault fuel system too rich @ part load not calibrated
- Fault fuel system too rich @ idle not calibrated
- Misfire fault not calibrated
- Sum of lambda adaptation and lambda controller deviation < 0.75 [-]
- Or
- Lambda control at min limit
|
- General:
- ~~ Signal (tmot) @ engine shut-off > -48° C
- Modeled ECT @ engine shutoff > 80° C
- ~~ Signal (tmot) @ start <= 35° C
- ~~ Diff. between Signal (tmot) @ start and Signal (tans) > -9.8; <= 9.8 K
- Engine off time >= 21, 600.0 s
- Engine speed 0 RPM
- ~~ Diff. between AAT and Signal (tmot) @ start -9.8 - 9.8 K
- ~~ Diff. between AAT and Signal (tans) @ start -9.8 - 9.8 K
- Conditions optional
- Lambda control active
- DFI mode active
- Catalyst heating not active
- ~~ Signal (tmot) >= 50° C
- ~~ Signal (tans) <= 90° C
- Engine torque < 30.0 - 40.0%
- Lambda set point 0.95 - 1.05 [-]
- Additional conditions:
- ~~Soot mass conditions
|
|
|
-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
. |
| Fuel Rail Pressure (FRP) Sensor Rationality Check Inappropriately High (Positive Offset) |
- General:
- Rail pressure bank 1 @ engine start > 2.50 MPa
- Choice of:
- Fuel system too lean @ part load not calibrated %
- Fuel system too lean @ idle not calibrated %
- Fault fuel system too lean @ part load not calibrated
- Fault fuel system too lean @ idle not calibrated
- Misfire fault not calibrated
- Sum of lambda adaptation and lambda controller deviation > 1.40 [-]
- Lambda control at max limit
|
| P0201 Cylinder 1 Injector "A" Circuit |
Fuel Injector Open Circuit |
- Voltage @ high side pin > 3.0 V
- Voltage @ low side pin < 1.50 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| Fuel Injector Circuit Low (Low Side) |
- Voltage @ low side pin < 3.50 V
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < 3.0 V
- Voltage @ low side pin < 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit Low (High Side) |
- Voltage @ low side pin >= 3.50 V
|
| Fuel Injector Circuit High (Low Side) |
- Current @ low side path > 2.35 A
- Within time 14 us
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit High (High Side) |
| Fuel Injector Short Between High Side And Low Side |
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ fault suspicion
- Actuator commanded on
- Actual current > 11.70 A
- For time < 10 us
- Step 2: conditions after actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 3: conditions @ fault decision
- Actuator commanded on
|
| P0202 Cylinder 2 Injector "A" Circuit |
Fuel Injector Open Circuit |
- Voltage @ high side pin > 3.0 V
- Voltage @ low side pin < 1.50 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| Fuel Injector Circuit Low (Low Side) |
- Voltage @ low side pin < 3.50 V
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < 3.0 V
- Voltage @ low side pin < 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit Low (High Side) |
- Voltage @ low side pin >= 3.50 V
|
| Fuel Injector Circuit High (Low Side) |
- Current @ low side path > 2.35 A
- Within time 14 us
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit High (High Side) |
| Fuel Injector Short Between High Side And Low Side |
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ fault suspicion
- Actuator commanded on
- Actual current > 11.70 A
- For time < 10 us
- Step 2: conditions after actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 3: conditions @ fault decision
- Actuator commanded on
|
| P0203 Cylinder 3 Injector "A" Circuit |
Fuel Injector Open Circuit |
- Voltage @ high side pin > 3.0 V
- Voltage @ low side pin < 1.50 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| Fuel Injector Circuit Low (Low Side) |
- Voltage @ low side pin < 3.50 V
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < 3.0 V
- Voltage @ low side pin < 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit Low (High Side) |
- Voltage @ low side pin >= 3.50 V
|
| Fuel Injector Circuit High (Low Side) |
- Current @ low side path > 2.35 A
- Within time 14 us
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit High (High Side) |
| Fuel Injector Short Between High Side And Low Side |
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ fault suspicion
- Actuator commanded on
- Actual current > 11.70 A
- For time < 10 us
- Step 2: conditions after actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 3: conditions @ fault decision
- Actuator commanded on
|
| P0204 Cylinder 4 Injector "A" Circuit |
Fuel Injector Open Circuit |
- Voltage @ high side pin > 3.0 V
- Voltage @ low side pin < 1.50 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| Fuel Injector Circuit Low (Low Side) |
- Voltage @ low side pin < 3.50 V
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < 3.0 V
- Voltage @ low side pin < 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit Low (High Side) |
- Voltage @ low side pin >= 3.50 V
|
| Fuel Injector Circuit High (Low Side) |
- Current @ low side path > 2.35 A
- Within time 14 us
|
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 2: conditions @ fault decision
- Actuator commanded on
|
| Fuel Injector Circuit High (High Side) |
| Fuel Injector Short Between High Side And Low Side |
- General condition
- Battery voltage 9.0 - 16.0 V
- Step 1: conditions @ fault suspicion
- Actuator commanded on
- Actual current > 11.70 A
- For time < 10 us
- Step 2: conditions after actuator commanded off
- Voltage @ high side pin < (Ubatt - 1.5) V
- Voltage @ low side pin > 1.5 V
- Step 3: conditions @ fault decision
- Actuator commanded on
|
| P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance |
Throttle Position Sensor (TPS) 2 Rationality Check |
- Absolute value of deviation between throttle position from TPS 1 and throttle position from TPS 2 > 5.0 - 6.25%
- Absolute value of deviation between throttle position from TPS 2 and modeled throttle position > 9.02%
|
- Throttle adaptation not active
- Actuator commanded on
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low |
Throttle Position Sensor (TPS) 2 Circuit Low |
|
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High |
Throttle Position Sensor (TPS) 2 Circuit High |
|
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0234 Turbocharger/Supercharger "A" Overboost Condition |
Turbocharger (TC) Boost Pressure Control Rationality Check High |
- Diff. set point vs actual boost pressure < -25.0 - -100.0 kPa
|
- General conditions:
- Max. set point of boost pressure variation not calibrated kPa
- For time not calibrated s
- Max. actual boost pressure variation not calibrated kPa
- For time not calibrated s
- Boost pressure control deviation not calibrated kPa
- Throttle position not calibrated %
- Boost pressure set point > 90.0 - 130.0 kPa
- IAT @ throttle not calibrated ° C
- BARO not calibrated kPa
- In case of CNG engine:
- Change of fuel mode not calibrated
- In case of no cylinder deactivation but VVT system installed:
- Engine speed not calibrated RPM
- In case of other system constellations:
- Engine speed 2, 250 - 6, 100 RPM
- ECT not calibrated ° C
- Gear shifting not active
- For time > 1.0 s
- Selected gear >= 1
- Time since engine start > 5.0 s
- Boost pressure control active
- Boost pressure control not calibrated
- For time not calibrated s
- TC compressor actuator not active
- In case of cylinder deactivation
- Transition between cylinder deactivation (CD) and normal operation mode not calibrated
- For time not calibrated s
- ESP / TCS not active
- Boost pressure control adaptation not calibrated
- Diagnosis for stationary boost pressure control deviation not calibrated
- For time not calibrated s
- Boost pressure control not calibrated
- Boost control actuator duty cycle not calibrated %
- Boost pressure conditions:
- Boost pressure control not calibrated
- Boost pressure control not calibrated
- Accelerator pedal position not calibrated %
- Engine speed not calibrated RPM
- Boost pressure set point not calibrated kPa
- VVT intake CAM condition:
- Change of camshaft position not active
- For time > 1.0 s
- VVT exhaust CAM condition:
- Change of camshaft position: not calibrated
- For time not calibrated s
- Boost pressure control deviation not calibrated kPa
|
|
|
-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance |
Turbocharger (TC) Boost Pressure Sensor Cross Check |
- Diff. pressure in front of throttle to average value of all pressure sensors @ start < -6.30 kPa
|
- Engine shut-off-time > 8.0 s
- Engine speed < 450 RPM
|
|
|
-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
- Diff. pressure in front of throttle to average value of all pressure sensors @ start > 6.30 kPa
|
| Turbocharger (TC) Boost Pressure Sensor Rationality Check Low |
- Diff. boost pressure signal vs. barometric sensor signal < -12.0 kPa
|
|
|
- Diff. boost pressure signal vs. barometric sensor signal @ engine start < -22.0 kPa
|
| Turbocharger (TC) Boost Pressure Sensor Rationality Check High |
- Diff. boost pressure signal vs. barometric sensor signal > 22.0 kPa
|
- Engine speed < 1, 000 RPM
- Throttle position < 11.50%
|
|
- Diff. boost pressure signal vs. barometric sensor signal @ engine start > 22.0 kPa
|
| P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low |
Turbocharger (TC) Boost Pressure Sensor Circuit Low |
|
- Engine speed > 300 RPM
- Engine angle position synchronized
|
|
|
-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High |
Turbocharger (TC) Boost Pressure Sensor Circuit High |
|
- Engine speed > 300 RPM
- Engine angle position synchronized
|
|
|
-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P025A Fuel Pump Module "A" Control Circuit/Open |
Fuel Pump Control (FPC) Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P025C Fuel Pump Module "A" Control Circuit Low |
Fuel Pump Control (FPC) Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P025D Fuel Pump Module "A" Control Circuit High |
Fuel Pump Control (FPC) Circuit High |
- Signal current >= 0.60 - 1.40 A
|
- Actuator commanded on
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P0299 Turbocharger/Supercharger "A" Underboost Condition |
Turbocharger (TC) Boost Pressure Control Rationality Check Low |
- Diff. set point vs actual boost pressure > 25.0 - 100.0 kPa
|
- General conditions:
- Max. set point of boost pressure variation not calibrated kPa
- For time not calibrated s
- Max. actual boost pressure variation not calibrated kPa
- For time not calibrated s
- Boost pressure control deviation not calibrated kPa
- Throttle position not calibrated %
- Boost pressure set point > 90.0 - 130.0 kPa
- IAT @ throttle not calibrated ° C
- BARO not calibrated kPa
- In case of CNG engine:
- Change of fuel mode not calibrated
- In case of no cylinder deactivation but VVT system installed:
- Engine speed not calibrated RPM
- In case of other system constellations:
- Engine speed 2, 250 - 6, 100 RPM
- ECT not calibrated ° C
- Gear shifting not active
- For time > 1.0 s
- Selected gear >= 1
- Time since engine start > 5.0 s
- Boost pressure control active
- Boost pressure control not calibrated
- For time not calibrated s
- TC compressor actuator not active
- In case of cylinder deactivation
- Transition between cylinder deactivation (CD) and normal operation mode not calibrated
- For time not calibrated s
- ESP / TCS not active
- Boost pressure control adaptation not calibrated
- Diagnosis for stationary boost pressure control deviation not calibrated
- For time not calibrated s
- Boost pressure control not calibrated
- Boost control actuator duty cycle not calibrated %
- Boost pressure conditions:
- Boost pressure control not calibrated
- Boost pressure control not calibrated
- Accelerator pedal position not calibrated %
- Engine speed not calibrated RPM
- Boost pressure set point not calibrated kPa
- VVT intake CAM condition:
- Change of camshaft position not active
- For time > 1.0 s
- VVT exhaust CAM condition:
- Change of camshaft position: not calibrated
- For time not calibrated s
- Boost pressure control deviation not calibrated kPa
|
|
|
-- Check the Charge Air Pressure Sensor -G31-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P02CC Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit Low |
- Adaptive injection time < -200 μs
- Injection close time out of range high > 580 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02CD Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit High |
- Adaptive injection time > 200 μs
- Injection close time out of range low < 200 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02CE Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit Low |
- Adaptive injection time < -200 μs
- Injection close time out of range high > 580 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02CF Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit High |
- Adaptive injection time > 200 μs
- Injection close time out of range low < 200 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02D0 Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit Low |
- Adaptive injection time < -200 μs
- Injection close time out of range high > 580 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02D1 Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit High |
- Adaptive injection time > 200 μs
- Injection close time out of range low < 200 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02D2 Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit Low |
- Adaptive injection time < -200 μs
- Injection close time out of range high > 580 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02D3 Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit |
Fuel System Adaptation Monitoring Adaptive Value Limit High |
- Adaptive injection time > 200 μs
- Injection close time out of range low < 200 μs
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02EE Cylinder 1 Injector Circuit Range/Performance |
Fuel System Adaptation Monitoring Functional Check - No Activity |
- Injection close time not detected
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02EF Cylinder 2 Injector Circuit Range/Performance |
Fuel System Adaptation Monitoring Functional Check - No Activity |
- Injection close time not detected
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02F0 Cylinder 3 Injector Circuit Range/Performance |
Fuel System Adaptation Monitoring Functional Check - No Activity |
- Injection close time not detected
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P02F1 Cylinder 4 Injector Circuit Range/Performance |
Fuel System Adaptation Monitoring Functional Check - No Activity |
- Injection close time not detected
|
- Rail pressure > 2.0 MPa
- ~~ Signal (tmot) not calibrated ° C
- Engine speed 0 - 4, 500 RPM
- DFI active
|
|
|
-- Check the Fuel Injectors --. Refer to
-->. |
| P0300 Random/Multiple Cylinder Misfire Detected |
Misfire Crankshaft Speed Fluctuation (Single Or Multiple) |
- Emission threshold misfire rate (MR) > 3.60%
|
- Case 1:
- ~~ Signal (tmot or tcylh) @ start >= -48° C
- Case 2:
- ~~ Signal (tmot or tcylh) @ start < -48° C
- ~~ Then activation if Signal (tmot or tcylh) > -48° C
- General:
- Active after engine start idle - 150 RPM + 1 camshaft rev
- Time after engine start > 0.0 s
- Engine torque >= 0 Nm
- Fuel cut off not active
- Rough road not detected
|
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
- Catalyst damage misfire rate (MR) > 5.88 - 20.0%
|
|
|
| P0301
Cylinder 1 Misfire Detected |
Misfire Crankshaft Speed Fluctuation (Single Or Multiple) |
- Emission threshold misfire rate (MR) > 3.60%
|
- Case 1:
- ~~ Signal (tmot or tcylh) @ start >= -48° C
- Case 2:
- ~~ Signal (tmot or tcylh) @ start < -48° C
- ~~ Then activation if Signal (tmot or tcylh) > -48° C
- General:
- Active after engine start idle - 150 RPM + 1 camshaft rev
- Time after engine start > 0.0 s
- Engine torque >= 0 Nm
- Fuel cut off not active
- Rough road not detected
|
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
- Catalyst damage misfire rate (MR) > 5.88 - 20.0%
|
|
|
| P0302
Cylinder 2 Misfire Detected |
Misfire Crankshaft Speed Fluctuation (Single Or Multiple) |
- Emission threshold misfire rate (MR) > 3.60%
|
- Case 1:
- ~~ Signal (tmot or tcylh) @ start >= -48° C
- Case 2:
- ~~ Signal (tmot or tcylh) @ start < -48° C
- ~~ Then activation if Signal (tmot or tcylh) > -48° C
- General:
- Active after engine start idle - 150 RPM + 1 camshaft rev
- Time after engine start > 0.0 s
- Engine torque >= 0 Nm
- Fuel cut off not active
- Rough road not detected
|
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
- Catalyst damage misfire rate (MR) > 5.88 - 20.0%
|
|
|
| P0303
Cylinder 3 Misfire Detected |
Misfire Crankshaft Speed Fluctuation (Single Or Multiple) |
- Emission threshold misfire rate (MR) > 3.60%
|
- Case 1:
- ~~ Signal (tmot or tcylh) @ start >= -48° C
- Case 2:
- ~~ Signal (tmot or tcylh) @ start < -48° C
- ~~ Then activation if Signal (tmot or tcylh) > -48° C
- General:
- Active after engine start idle - 150 RPM + 1 camshaft rev
- Time after engine start > 0.0 s
- Engine torque >= 0 Nm
- Fuel cut off not active
- Rough road not detected
|
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
- Catalyst damage misfire rate (MR) > 5.88 - 20.0%
|
|
|
| P0304
Cylinder 4 Misfire Detected |
Misfire Crankshaft Speed Fluctuation (Single Or Multiple) |
- Emission threshold misfire rate (MR) > 3.60%
|
- Case 1:
- ~~ Signal (tmot or tcylh) @ start >= -48° C
- Case 2:
- ~~ Signal (tmot or tcylh) @ start < -48° C
- ~~ Then activation if Signal (tmot or tcylh) > -48° C
- General:
- Active after engine start idle - 150 RPM + 1 camshaft rev
- Time after engine start > 0.0 s
- Engine torque >= 0 Nm
- Fuel cut off not active
- Rough road not detected
|
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
- Catalyst damage misfire rate (MR) > 5.88 - 20.0%
|
|
|
| P0321 Ignition/Distributor Engine Speed Input Circuit Range/Performance |
Crankshaft Position (CKP) Sensor Rationality Check |
- Counted teeth vs. reference > 300.0 [-]
- Monitoring reference gap failure
|
- Vehicle speed < 1; > 25 km/h
- Engine speed > 550 RPM
- Actual engine state not calibrated
- Engine speed gradient > -8, 000.0 RPM/s
|
|
|
-- Check the Engine Speed Sensor -G28-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
. |
| P0322 Ignition/Distributor Engine Speed Input Circuit No Signal |
Crankshaft Position (CKP) Sensor Signal Activity Check |
- Camshaft signals > 3.0 [-]
- Crankshaft signals no signal
|
- Vehicle speed < 1; > 25 km/h
- Engine speed > 550 RPM
- Actual engine state not calibrated
- Engine speed gradient > -8, 000.0 RPM/s
|
|
|
-- Check the Engine Speed Sensor -G28-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Camshaft Position Sensor -G40-. Refer to
. |
| P0324 Knock/Combustion Vibration Control System Error |
Knock Control Internal Hardware Check |
- Signal fault counter (combustion) > 24.0 [-]
|
- Engine speed gradient < 1, 000.0 RPM/s
- Number of expected measured values in measurement window <= 200.0 [-]
- Engine speed > 1, 000 RPM
|
|
|
-- Check the Knock Sensor 1 - G61-. Refer to
. |
- Signal fault counter (measuring window) > 2.0 [-]
|
- Engine speed > 1, 000 RPM
|
|
| P0327 Knock/Combustion Vibration Sensor 1 Circuit Low Bank 1 or Single Sensor |
Knock Sensor (KS) Out Of Range Low |
- Reference voltage integral < 0.0 - 0.05 V*ms
|
- Engine speed > 2, 000 RPM
- ~~ Signal (tmot) > 40° C
- Engine load > 40.50 - 60.0%
|
|
|
-- Check the Knock Sensor 1 - G61-. Refer to
. |
| Knock Sensor (KS) Circuit Low Port A |
|
- Engine speed > 1, 000 RPM
|
|
| Knock Sensor (KS) Circuit Low Port B |
| P0328 Knock/Combustion Vibration Sensor 1 Circuit High Bank 1 or Single Sensor |
Knock Sensor (KS) Out Of Range High |
- Reference voltage integral > 0.11 - 0.61 V*ms
|
- Engine speed > 1, 800 RPM
- ~~ Signal (tmot) > 40° C
- Engine load > 35.30 - 60.0%
|
|
|
-- Check the Knock Sensor 1 - G61-. Refer to
. |
| Knock Sensor (KS) Circuit High Port A |
|
- Engine speed > 1, 000 RPM
|
|
| Knock Sensor (KS) Circuit High Port B |
| P0341 Camshaft Position Sensor "A" Circuit Range/Performance Bank 1 or Single Sensor |
Intake Camshaft Position (CMP) Sensor Rationality Check |
- Signal pattern incorrect
- Defect counter 12.0 [-]
|
|
|
|
-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P0342 Camshaft Position Sensor "A" Circuit Low Bank 1 or Single Sensor |
Intake Camshaft Position (CMP) Sensor Rationality Check |
- Signal voltage permanently low
- Crankshaft signals 8.0 [-]
|
|
|
|
-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P0343 Camshaft Position Sensor "A" Circuit High Bank 1 or Single Sensor |
Intake Camshaft Position (CMP) Sensor Rationality Check |
- Signal voltage permanently high
- Crankshaft signals 8.0 [-]
|
|
|
|
-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P0351 Ignition Coil "A" Primary Control Circuit/Open |
Ignition Coil Open Circuit |
- Signal current <= 0.25 - 2.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P0352 Ignition Coil "B" Primary Control Circuit/Open |
Ignition Coil Open Circuit |
- Signal current <= 0.25 - 2.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P0353 Ignition Coil "C" Primary Control Circuit/Open |
Ignition Coil Open Circuit |
- Signal current <= 0.25 - 2.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P0354 Ignition Coil "D" Primary Control Circuit/Open |
Ignition Coil Open Circuit |
- Signal current <= 0.25 - 2.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P0366 Camshaft Position Sensor "B" Circuit Range/Performance Bank 1 |
Exhaust Camshaft Position (CMP) Sensor Rationality Check |
- Signal pattern incorrect
- Defect counter 12.0 [-]
|
|
|
|
-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P0367 Camshaft Position Sensor "B" Circuit Low Bank 1 |
Exhaust Camshaft Position (CMP) Sensor Rationality Check |
- Signal voltage permanently low
- Crankshaft signals 8.0 [-]
|
|
|
|
-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P0368 Camshaft Position Sensor "B" Circuit High Bank 1 |
Exhaust Camshaft Position (CMP) Sensor Rationality Check |
- Signal voltage permanently high
- Crankshaft signals 8.0 [-]
|
|
|
|
-- Check the Camshaft Position Sensor 3 -G300-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P039B Cylinder 1 Pressure Too High |
Autoignition Crankshaft Speed Fluctuation |
- Cyl. 1 - no dynamic:
- Relative angular crankshaft deceleration > 7, 000 - 9, 000 1/s2
- Cyl. 1 - medium dynamic:
- Relative angular crankshaft deceleration > 10, 500 - 13, 500 1/s2
- Cyl. 1 - high dynamic:
- Relative angular crankshaft deceleration > 14, 000 - 18, 000 1/s2
|
- Engine load > 60.0%
- Engine speed < 6, 000 RPM
- Clutch closed
- Gear shift not active
- Fuel cut off not active
- Diff. set point vs. actual rail pressure < 10.0 MPa
- Tooth angle adaptation finished
- Diff. basic vs. current ignition timing < 191.25° CRK
- No dynamic
- Engine speed gradient <= 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient <= 125.0 - 1, 000.0 kPa/s
- Medium dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
- High dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
|
|
|
-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P03A5 Cylinder 2 Pressure Too High |
Autoignition Crankshaft Speed Fluctuation |
- Cyl. 2 - no dynamic:
- Relative angular crankshaft deceleration > 7, 000 - 9, 500 1/s2
- Cyl. 2 - medium dynamic:
- Relative angular crankshaft deceleration > 10, 500 - 14, 250 1/s2
- Cyl. 2 - high dynamic:
- Relative angular crankshaft deceleration > 14, 000 - 19, 000 1/s2
|
- Engine load > 60.0%
- Engine speed < 6, 000 RPM
- Clutch closed
- Gear shift not active
- Fuel cut off not active
- Diff. set point vs. actual rail pressure < 10.0 MPa
- Tooth angle adaptation finished
- Diff. basic vs. current ignition timing < 191.25° CRK
- No dynamic
- Engine speed gradient <= 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient <= 125.0 - 1, 000.0 kPa/s
- Medium dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
- High dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
|
|
|
-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P03AF Cylinder 3 Pressure Too High |
Autoignition Crankshaft Speed Fluctuation |
- Cyl. 3 - no dynamic:
- Relative angular crankshaft deceleration >= 6, 500 - 7, 000 1/s2
- Cyl. 3 - medium dynamic:
- Relative angular crankshaft deceleration >= 9, 750 - 10, 500 1/s2
- Cyl. 3 - high dynamic:
- Relative angular crankshaft deceleration >= 13, 000 - 14, 000 1/s2
|
- Engine load > 60.0%
- Engine speed < 6, 000 RPM
- Clutch closed
- Gear shift not active
- Fuel cut off not active
- Diff. set point vs. actual rail pressure < 10.0 MPa
- Tooth angle adaptation finished
- Diff. basic vs. current ignition timing < 191.25° CRK
- No dynamic
- Engine speed gradient <= 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient <= 125.0 - 1, 000.0 kPa/s
- Medium dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
- High dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
|
|
|
-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P03B9 Cylinder 4 Pressure Too High |
Autoignition Crankshaft Speed Fluctuation |
- Cyl. 4 - no dynamic:
- Relative angular crankshaft deceleration > 7, 000 - 9, 000 1/s2
- Cyl. 4 - medium dynamic:
- Relative angular crankshaft deceleration >= 10, 500 - 13, 500 1/s2
- Cyl. 4 - high dynamic:
- Relative angular crankshaft deceleration > 14, 000 - 18, 000 1/s2
|
- Engine load > 60.0%
- Engine speed < 6, 000 RPM
- Clutch closed
- Gear shift not active
- Fuel cut off not active
- Diff. set point vs. actual rail pressure < 10.0 MPa
- Tooth angle adaptation finished
- Diff. basic vs. current ignition timing < 191.25° CRK
- No dynamic
- Engine speed gradient <= 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient <= 125.0 - 1, 000.0 kPa/s
- Medium dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
- High dynamic
- Engine speed gradient > 500.0 - 1, 200.0 RPM/s
- Set point MAP gradient > 125.0 - 1, 000.0 kPa/s
|
|
|
-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to
.-- Check the Engine Speed Sensor -G28-. Refer to
. |
| P0410
AIR System "A" |
Secondary Air Injection (AIR) Rationality Check Directly After Catalyst Heating |
- Diff. of measured AIR pressure before AIR injection vs. AIR pressure after AIR injection > 2.0 kPa
|
- ~~ Signal (tmot or tcylh_w) -3, 550 - 3, 004° C
- ~~ Signal (tans or tandk) -273 - 1, 263° C
- Modeled catalyst temperature < 900° C
- MAF 7.0 - 210.0 kg/h
- For time > 1.0 s
- Difference engine load -10.0 - 7.5 %/rev
- For time > 1.0 s
- BARO > 0.0 kPa
- AIR system commanded off
|
|
|
-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to
.-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to
.-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to
. |
| P0413 AIR System Switching Valve "A" Circuit Open |
Secondary Air Injection (AIR) Valve Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to
. |
| P0418 AIR System Control "A" Circuit |
Secondary Air Injection (AIR) Pump Relay Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to
. |
| P041F AIR System Switching Valve "A" Circuit Low |
Secondary Air Injection (AIR) Valve Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to
. |
| P0420
Catalyst System Efficiency Below Threshold Bank 1 |
Catalyst System Intrusive Monitor Measure Of OSC Compared To OSC Of Borderline Catalyst |
- Ratio of measured corrected OSC / OSC of borderline catalyst
- Arithmetic average value of OSC ratio < 1.0 [-]
- EWMA filtered value of OSC ratio not calibrated [-]
|
- Monitor entry conditions
- Conditions for active lambda diagnosis (referenced) checked
- For arithmetic average value calculation
- Number of checks required for valid result >= 3.0 [-]
- For EWMA-filter
- Minimum number of tests per DCY required not calibrated
- Step change detection will initiate multiple tests per DCY
- Conditions for step change detection
- Deviation between new measured value and old EWMA filtered value not calibrated [-]
- Number of checks not calibrated [-]
- Deviation between new measured value and old EWMA filtered value not calibrated [-]
- End of measurement window:
- Number of checks not calibrated [-]
- Additional conditions:
- ~~Soot mass conditions
|
|
|
-- Check the Three Way Catalytic Converter (TWC). Refer to
.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P043E EVAP System Leak Detection Reference Orifice Low Flow |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Out Of Range High |
- Evap pump current during reference measurement > 40.0 mA
|
- ~~ Signal (tmot) @ start >= 4° C
- ~~ Diff. between Signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Time since engine start in current dcy >= 600.0 s
- Change of BARO <= 256.0 kPa
- During 300.0 s
- Change in battery voltage during monitoring < 1.0 V
- Engine off time >= 5.0 s
- Vehicle speed 0 km/h
- Deviation of filtered evap pump current during reference measurement within range <= 3.0 mA
- (During ECM keep alive-time after ignition off, max. time) < 900.0 s
- Airbag not activated
- Battery voltage 10.90 - 16.10 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P043F EVAP System Leak Detection Reference Orifice High Flow |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Out Of Range Low |
- During engine off:
- Evap pump current during reference measurement < 15.0 mA
|
- ~~ Signal (tmot) @ start >= 4° C
- ~~ Diff. between Signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Time since engine start in current dcy >= 600.0 s
- Change of BARO <= 256.0 kPa
- During 300.0 s
- Change in battery voltage during monitoring < 1.0 V
- Engine off time >= 5.0 s
- Vehicle speed 0 km/h
- Deviation of filtered evap pump current during reference measurement within range <= 3.0 mA
- (During ECM keep alive-time after ignition off, max. time) < 900.0 s
- Airbag not activated
- Battery voltage 10.90 - 16.10 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0441
EVAP System Incorrect Purge Flow |
Evaporative Emission (EVAP) Canister Purge Valve Intrusive Monitor Functional Check: Stuck Close |
- Drop of evap pump current < 0.8 - 1.2 mA
- Within time 12.0 s
|
- ~~ Signal (tmot) > 60° C
- ~~ Signal (tmot) @ start < 60° C
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Battery voltage >= 10.90; <= 16.10 V
- Time since engine start >= 600.0 s
- Integrated EVAP purge mass since last purge stop > 2.0 g
- Integrated EVAP purge mass since last monitoring run > 0.0 g
- Evap purge adaptation <= 64.0 [-]
- Intake manifold vacuum > 20.0 kPa
- Modeled vacuum in high pressure purge line not calibrated kPa
- Modeled ratio of purge mass flow into intake manifold not calibrated [-]
- Vehicle speed < 120; >= 0 km/h
- Delta vehicle speed <= 30 km/h
- Fuel volume flow <= 5.0 ml/s
- Engine load <= 60.0; >= 10.01%
- At least one leak detection monitor during engine off preceding
- Increase of evap pump current from idle state >= 0.3 mA
- Within time < 17.0 s
- Engine speed > 20 RPM
- Fuel cut off not active
- Gear shift not active
- Engine stop not active
- Lambda control closed loop
- O2S front ready
- Evap purge valve commanded on
|
|
|
-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
.-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0442
EVAP System Leak Detected (Small Leak) |
Evaporative Emission (EVAP) System Small Leak Intrusive Monitor Pressure Check |
- Modeled pressure from pump current < 0.85 kPa
|
- ~~ Signal (tmot) @ start >= 4° C
- ~~ Diff. between Signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Time since engine start in current dcy >= 600.0 s
- Change of BARO <= 256.0 kPa
- During 300.0 s
- Change in battery voltage during monitoring < 1.0 V
- Engine off time >= 5.0 s
- Vehicle speed 0 km/h
- No sudden change in evap pump current (filling event) < 1.5; > -0.3 mA
- Deviation of filtered evap pump current during reference measurement within range <= 3.0 mA
- Change in relative evap pump current during monitoring not calibrated [-]
- Within time not calibrated s
- (During ECM keep alive-time after ignition off, max. time) < 900.0 s
- EVAP vent valve not calibrated
- Airbag not activated
- Battery voltage 10.90 - 16.10 V
|
|
|
-- Check the EVAP System for Leaks. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
.-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0444 EVAP System Purge Control Valve "A" Circuit Open |
Evaporative Emission (EVAP) Canister Purge Valve Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage 7.0 - 16.0 V
|
|
|
-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
.-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0447 EVAP System Vent Control Circuit Open |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Evap pump solenoid valve commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0448 EVAP System Vent Control Circuit Shorted |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Evap pump solenoid valve commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit High |
- Signal current >= 2.2 - 4.0 A
|
- Evap pump solenoid valve commanded on
- Battery voltage >= 8.90 V
|
| P044F AIR System Switching Valve "A" Circuit High |
Secondary Air Injection (AIR) Valve Circuit High |
- Signal current >= 8.0 - 12.50 A
|
- Actuator commanded on
- Engine speed >= 0 RPM
- Battery voltage >= 8.90 V
|
|
|
-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to
. |
| P0456
EVAP System Leak Detected (Very Small Leak) |
Evaporative Emission (EVAP) System Very Small Leak Intrusive Monitor Rationality Check |
- EVAP-system leakage area calculated from pump current curve > 0.14 mm2
|
- ~~ Signal (tmot) @ start >= 4° C
- ~~ Diff. between Signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Time since engine start in current dcy >= 600.0 s
- Change of BARO <= 256.0 kPa
- During 300.0 s
- Change in battery voltage during monitoring < 1.0 V
- Engine off time >= 5.0 s
- Vehicle speed 0 km/h
- Evap purge adaptation < 5.0 [-]
- Integrated purge mass flow since last purge stop not calibrated g
- No sudden change in evap pump current (filling event) < 1.5; > -0.3 mA
- Deviation of filtered evap pump current during reference measurement within range <= 3.0 mA
- Change in relative evap pump current during monitoring not calibrated [-]
- Within time not calibrated s
- (During ECM keep alive-time after ignition off, max. time) < 900.0 s
- EVAP vent valve not calibrated
- Airbag not activated
- Battery voltage 10.90 - 16.10 V
|
|
|
-- Check the EVAP System for Leaks. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
.-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P0458 EVAP System Purge Control Valve "A" Circuit Low |
Evaporative Emission (EVAP) Canister Purge Valve Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Battery voltage 7.0 - 16.0 V
|
|
|
-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| P0459 EVAP System Purge Control Valve "A" Circuit High |
Evaporative Emission (EVAP) Canister Purge Valve Circuit High |
- Signal current >= 2.20 - 4.0 A
|
- Actuator commanded on
- Battery voltage 7.0 - 16.0 V
|
|
|
-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| P0462 Fuel Level Sensor "A" Circuit Low |
COM: Fuel Level (FL) Sensor 1 Communication With IPC |
- IPC module signal: signal range check error detected
|
|
|
|
-- Check the circuitry between the fuel level sensor and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic. -- Check the CAN-Bus terminal resistance. Refer to
. |
- IPC module signal: circuit low error detected
|
| P0463 Fuel Level Sensor "A" Circuit High |
COM: Fuel Level (FL) Sensor 1 Communication With IPC |
- IPC module signal: circuit high error detected
|
|
|
|
-- Check the circuitry between the fuel level sensor and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic. -- Check the CAN-Bus terminal resistance. Refer to
. |
| P0491
AIR System Insufficient Flow Bank 1 |
Secondary Air Injection (AIR) Flow Check During Catalyst Heating |
- Case 1:
- Blockage: relative AIR pressure measured with AIR pressure sensor vs. modeled < 0.10 [-]
- Leakage: relative AIR pressure measured with AIR pressure sensor vs. modeled < 0.10 [-]
- Case 2:
- Blockage: relative AIR pressure measured with AIR pressure sensor vs. modeled < 0.53 - 0.55 [-]
- Leakage: relative AIR pressure measured with AIR pressure sensor vs. modeled < 0.53 - 0.55 [-]
- Case 3:
- Average pressure difference between absolute value and filtered not calibrated kPa
|
- ~~ Signal (tmot or tcylh_w) -3, 550 - 3, 004° C
- ~~ Signal (tans or tandk) -273 - 1, 263° C
- Modeled catalyst temperature < 900° C
- MAF 7.0 - 210.0 kg/h
- For time > 1.0 s
- Difference engine load -10.0 - 7.5 %/rev
- For time > 1.0 s
- BARO > 0.0 kPa
- AIR system commanded on
|
|
|
-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to
.-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to
.-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to
. |
| P0496
EVAP System High Purge Flow |
Evaporative Emission (EVAP) Canister Purge Valve Intrusive Monitor Functional Check: Stuck Open |
- Actual evap pump current difference between reference measurement to idle > 1.60 [-]
- Divided by pump current difference from the last leak detection phase during engine off
|
- ~~ Signal (tmot) > 60° C
- ~~ Signal (tmot) @ start < 60° C
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Battery voltage >= 10.90; <= 16.10 V
- Time since engine start >= 600.0 s
- Integrated EVAP purge mass since last purge stop > 2.0 g
- Integrated EVAP purge mass since last monitoring run > 0.0 g
- Evap purge adaptation <= 64.0 [-]
- Intake manifold vacuum > 20.0 kPa
- Vehicle speed < 120; >= 0 km/h
- Delta vehicle speed <= 30 km/h
- Fuel volume flow <= 5.0 ml/s
- Engine load <= 60.0; >= 10.01%
- At least one leak detection monitor during engine off preceding
- Engine speed > 20 RPM
- Fuel cut off not active
- Gear shift not active
- Engine stop not active
- Lambda control closed loop
- O2S front ready
- Evap purge valve commanded off
|
|
|
-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| P0501 Vehicle Speed Sensor "A" Circuit Range/Performance |
Vehicle Speed Sensor (VSS) Rationality Check |
|
- Fuel cut off active
- Engine speed 1, 520 - 4, 520 RPM
- ~~ Signal (tmot) > 40° C
|
|
|
-- Check the vehicle speed signal. Refer to
.-- Check the CAN-Bus terminal resistance. Refer to
. |
| COM: Vehicle Speed Sensor (VSS) Communication With BSCM |
- VSS signal: rationality error detected
|
|
|
| P0502 Vehicle Speed Sensor "A" Circuit Low |
COM: Vehicle Speed Sensor (VSS) Communication With BSCM |
- VSS signal: open circuit error detected
|
|
|
|
-- Check the vehicle speed signal. Refer to
.-- Check the CAN-Bus terminal resistance. Refer to
. |
- VSS signal: short to battery plus error detected
|
- VSS signal: short to ground error detected
|
| P0506 Idle Control System RPM - Lower Than Expected |
Idle Speed Control (ISC) Out Of Range Low |
- Engine speed deviation > 100 RPM
- RPM controller torque value not calibrated Nm
|
- Time after engine start >= 0.0 s
- BARO > 0.0 kPa
- ~~ Signal (tmot) -48 - 143° C
- ~~ Signal (tans) > -48° C
- Torque safety limitation not active
- Conditions vehicle speed:
- Vehicle speed 0 km/h
- Engine running and decoupled from powertrain (for hybrid) not equipped
- Conditions driver request:
- Accelerator pedal released by driver
- For time > 0.0 s
- For manual transmission:
- Engine load < 19.99 - 63.0%
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P0507 Idle Control System RPM - Higher Than Expected |
Idle Speed Control (ISC) Out Of Range High |
- Engine speed deviation < -200 RPM
- RPM controller torque value not calibrated Nm
- Integrated number of fuel cut off transitions >= 10.0 [-]
|
- Time after engine start >= 0.0 s
- BARO > 0.0 kPa
- ~~ Signal (tmot) -48 - 143° C
- ~~ Signal (tans) > -48° C
- Torque safety limitation not active
- Conditions vehicle speed:
- Vehicle speed 0 km/h
- Engine running and decoupled from powertrain (for hybrid) not equipped
- Conditions driver request:
- Accelerator pedal released by driver
- Engine running and decoupled from powertrain (for hybrid) not equipped
- For time > 0.0 s
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P050A Cold Start Idle Control System Performance |
Cold Start Monitoring Idle Speed Control (ISC) Out Of Range Low |
- Engine speed deviation > 100 RPM
- RPM controller torque value not calibrated Nm
|
- Catalyst heating active
- Time after engine start >= 0.0 s
- BARO > 0.0 kPa
- ~~ Signal (tmot) -48 - 143° C
- Torque safety limitation not active
- Conditions vehicle speed:
- Vehicle speed 0 km/h
- Engine running and decoupled from powertrain (for hybrid) not equipped
- Conditions driver request:
- Accelerator pedal released by driver
- Engine running and decoupled from powertrain (for hybrid) not equipped
- For time > 0.0 s
- For manual transmission:
- Engine load not calibrated %
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| Cold Start Monitoring Idle Speed Control (ISC) Out Of Range High |
- Engine speed deviation < -200 RPM
- RPM controller torque value not calibrated Nm
- Integrated number of fuel cut off transitions not calibrated [-]
|
- Catalyst heating active
- Time after engine start >= 0.0 s
- BARO > 0.0 kPa
- ~~ Signal (tmot) -48 - 143° C
- Torque safety limitation not active
- Conditions vehicle speed:
- Vehicle speed 0 km/h
- Engine running and decoupled from powertrain (for hybrid) not equipped
- Conditions driver request:
- Accelerator pedal released by driver
- Engine running and decoupled from powertrain (for hybrid) not equipped
- For time > 0.0 s
|
| P050B Cold Start Ignition Timing Performance |
Cold Start Monitoring Ignition Control (IC) Idle Ignition Timing Monitor |
- Diff. commanded vs. actual spark timing > 20.0%
|
- General:
- Commanded spark retard during catalyst heating < 80.0%
- Catalyst heating active
- For time > 3.0 s
- Fuel cut off not active
- BARO > 0.0 kPa
- Idle condition active
- Diff. relative engine load vs. filtered relative engine load <= 6.0%
- (For relative engine load dynamic detection)
- Diff. engine speed vs. filtered engine speed <= 750 RPM
- (For engine speed dynamic detection)
- Relative engine load <= 75.0 - 100.01%
- Conditions vehicle speed:
- Vehicle speed 0 km/h
- Engine running and decoupled from powertrain (for hybrid) not equipped
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
.-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P052A Cold Start "A" Camshaft Position Timing Over-Advanced Bank 1 |
Cold Start Monitoring Variable Valve Timing (VVT) Intake Actuator Target Error |
- Diff. target vs. actual position > 6.0° CRK
|
- Time after engine start not calibrated s
- Modeled oil temperature -10 - 200° C
- Engine speed > 520 RPM
- Camshaft position adjustment intake active
- Catalyst heating active
- Commanded camshaft timing correction for catalyst heating active
|
|
|
-- 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
. |
| P053F Cold Start Fuel Pressure Performance Bank 2 |
Cold Start Monitoring Fuel Volume Regulator HP Control Functional Check |
- Filtered diff. target pressure vs. actual pressure < -2.0 MPa
|
- Time after engine start > 13.0 s
- Fuel cut off not active
- Time after fuel cut off > 6.0 s
- Catalyst heating active
- Fuel volume regulator control active
- Relative fuel mass for DFI 5.02 - 240.0%
|
|
|
-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Pressure Regulator Valve -N276-. Refer to
. |
- Filtered diff. target pressure vs. actual pressure > 2.0 MPa
|
|
| P054A Cold Start "B" Camshaft Position Timing Over-Advanced Bank 1 |
Cold Start Monitoring Variable Valve Timing (VVT) Exhaust Actuator Target Error |
- Diff. target vs. actual position > 6.0° CRK
|
- Time after engine start not calibrated s
- Modeled oil temperature -10 - 200° C
- Engine speed > 520 RPM
- Camshaft position adjustment exhaust active
- Catalyst heating active
- Commanded camshaft timing correction for catalyst heating active
|
|
|
-- 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 Exhaust Cam Adjustment Valve 1 -N318-. Refer to
. |
| P0562 System Voltage Low |
Battery Voltage ECM Power Supply Check |
- Signal voltage <= 1.5 - 2.0 V
|
- ECM initialization active
|
|
|
-- Check the powers and grounds to the Engine/Motor Control Module -J623-. If ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P056E Cold Start Turbocharger/Supercharger Boost Control "A" Performance |
Turbocharger (TC) Actuator Functional Check |
- Difference between target and actual position > 14.0%
|
- Engine running
- Catalyst heating active
|
|
|
-- Check the Charge Air Pressure Actuator -V465-. Refer to
.-- Check the Charge Air Pressure Sensor -G31-. Refer to
. |
- Difference between target and actual position < -14.0%
|
| P0572 Brake Switch "A" Circuit Low |
Brake Light Switch Functional Check |
- Brake light switch not active
- Brake test switch active
|
|
|
|
-- Check the brake light switch and its associated electrical circuit. Refer to appropriate electrical manual. |
| P0606 Control Module Processor |
Turbocharger (TC) Actuator Under Voltage |
- Actuator diagnostic signal: under voltage error detected
|
|
|
|
-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: A/D Converter |
|
|
- Test voltage check failed
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Accelerator Position |
- Comparison voltage sensor 1 with sensor 2 implausible
|
| Engine Control Module (ECM): Electronic Throttle Control Module Monitoring Module |
- Function controller check failed
- Monitoring module check no failure
|
- SPI - interface no failure
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Injection Quantity Limitation |
- Injection power stage deactivation failed
- CAN / FlexRay transreceiver deactivation failed
|
|
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Hardware Watch Dog |
- Over voltage detection failure
|
|
- Hardware check
- Injection deactivation line failure
|
- Hardware check
- Error pin line failure
|
|
|
| Engine Control Module (ECM): Ignition Control (IC) Communication Check |
- SPI communications check identifier error detected
|
- Engine speed not calibrated RPM
|
| Cold Start Monitoring Engine Control Module (ECM): Multi Injection Rationality Check |
- Ratio injection fault counter and number of requested injections > 0.10 [-]
|
- General conditions
- Engine running
- Injection mode for catalyst heating active
- Injection on all cylinders active
- Catalyst heating active
- Conditions at fault decision
- Catalyst heating finished
- Required monitoring time > 10.0 s
|
|
| Engine Control Module (ECM): RAM Controller RAM Check |
- RAM error memory checksum error
|
- Initialization phase active
|
|
| Engine Control Module (ECM): Sensor Integrated Circuit Internal Self Test |
|
|
|
| P060C Internal Control Module Main Processor Performance |
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Direct Fuel Injection Mass Ratio |
|
- Internal engine speed > 1, 200 RPM
|
|
|
-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Direct Fuel Injection Mixture Control |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Multiport Fuel Injection Mass Ratio |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Multiport Fuel Injection Mixture Control |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Direct Fuel Injection |
- Injection cut off incorrect
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Engine Speed Deviation |
- Difference between calculated and internal engine speed > 400 RPM
|
- Internal engine speed > 600 RPM
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Ignition Angle |
|
- Internal engine speed > 1, 200 RPM
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Injection Rate Limitation |
- System reaction incorrect
|
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Intern |
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Input Signals For Torque Monitoring |
|
- Internal engine speed > 400 RPM
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Injection Mode |
- Internal engine speed > 1, 200 RPM
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Speed Control |
- Torque interventions from speed control incorrect
|
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Maximum Torque Comparison |
- Monitoring detects that actual level 1 torque set point is greater than torque set point plus offset incorrect
|
- Monitoring detects that actual torque is greater than torque set point plus offset incorrect
|
| Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Coding |
|
|
| P0634 Control Module Internal Temperature "A" Too High |
Fuel Pump Control (FPC) Over-Temperature Power Stage |
- Power stage temperature >= 155 - 165° C
|
- Actuator commanded on
- Battery voltage 9.0 - 16.0 V
|
|
|
-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| Turbocharger (TC) Actuator Over Temperature |
- Power stage temperature > 175° C
|
|
| Turbocharger (TC) Actuator Over Current |
- Power stage temperature >= 150 - 175° C
|
| P0638 Throttle Actuator Control Range/Performance Bank 1 |
Throttle Actuator Rationality Check |
- Absolute value of difference between actual throttle position and limp home position > 3.0%
|
- Return spring check opening direction active
|
|
|
-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| Throttle Actuator Adaptation Value Monitoring |
- Diff. between adapted sensor value at bottom limit and sensor value at limp home position > 0.49 V
|
- Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active
|
|
- Diff. between adapted sensor value at bottom limit and sensor value at limp home position < 0.07 V
|
| Throttle Actuator Functional Check @ Throttle Valve Limp Home Position Drift |
- Absolute value of difference between actual adaption value of throttle valve limp home position and last adaption value of throttle valve limp home position > 0.42 V
|
- Throttle adaptation active
|
|
| Throttle Actuator Functional Check @ Throttle Valve Limp Home Position Absolute Drift |
- Absolute value of difference between initial adapted voltage at sensor 1 limp home position and actual voltage at sensor 1 limp home position >= 0.49 V
- Absolute value of difference between initial adapted voltage at sensor 2 limp home position and actual voltage at sensor 2 limp home position >= 0.49 V
|
| Throttle Actuator Rationality Check |
- Absolute value of difference between actual throttle position and limp home position > 3.0%
|
- Return spring check closing direction active
|
|
- Diff. between actual throttle position and limp home position < 15.0%
|
|
| Throttle Actuator Adaptation Value Monitoring |
- Engine speed > 300 RPM
- Or
- Vehicle speed > 1 km/h
- ~~ Signal (tans) < 5; > 143° C
- ~~ Signal (tmot) < 5; > 100° C
|
- Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active
|
|
| Throttle Actuator Rationality Check |
- Diff. between actual throttle position and bottom limit > 1.0%
|
- Return spring check opening direction active
|
|
| P0642 Sensor Reference Voltage "A" Circuit Low |
Engine Control Module (ECM): Sensor Reference Circuit A Circuit Low |
- Output current > 200.0 - 600.0 mA
|
|
|
|
-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Sensor Reference Circuit A Undervoltage Detection |
- Signal voltage < 4.6 - 5.0 V
|
| P0643 Sensor Reference Voltage "A" Circuit High |
Engine Control Module (ECM): Sensor Reference Circuit A Overvoltage Detection |
- Signal voltage > 5.0 - 5.4 V
|
|
|
|
-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P0652 Sensor Reference Voltage "B" Circuit Low |
Engine Control Module (ECM): Sensor Reference Circuit B Undervoltage Detection |
- Signal voltage < 4.6 - 5.0 V
|
|
|
|
-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Sensor Reference Circuit B Circuit Low |
- Signal voltage -1.0 - 4.9 V
- Output current 200.0 - 600.0 mA
|
| P0653 Sensor Reference Voltage "B" Circuit High |
Engine Control Module (ECM): Sensor Reference Circuit B Overvoltage Detection |
- Signal voltage > 5.0 - 5.4 V
|
|
|
|
-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P0657 Actuator Supply Voltage "A" Circuit/Open |
Engine Components Supply Voltage Relay Open Circuit |
- Signal voltage > 2.74 - 3.26;<= 4.70 - 5.40 V
|
|
|
|
-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to
. |
| P0658 Actuator Supply Voltage "A" Circuit Low |
Engine Components Supply Voltage Relay Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
|
|
|
-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to
. |
| P0659 Actuator Supply Voltage "A" Circuit High |
Engine Components Supply Voltage Relay Circuit High |
- Signal current >= 0.6 - 1.4 A
|
|
|
|
-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to
. |
| P0698 Sensor Reference Voltage "C" Circuit Low |
Engine Control Module (ECM): Sensor Reference Circuit C Undervoltage Detection |
- Signal voltage < 4.6 - 5.0 V
|
|
|
|
-- 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/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Sensor Reference Circuit C Circuit Low |
- Output current > 200.0 - 600.0 mA
|
| P0699 Sensor Reference Voltage "C" Circuit High |
Engine Control Module (ECM): Sensor Reference Circuit C Overvoltage Detection |
- Signal voltage > 5.0 - 5.4 V
|
|
|
|
-- 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/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P06D1 Internal Control Module Ignition Coil Control Performance |
Engine Control Module (ECM): Ignition Control (IC) Communication Check |
- Internal check error detected
|
- Engine speed not calibrated RPM
|
|
|
-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P112F Cam Adjuster, Inlet "A" Cylinder 4 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Modified Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P114E Cam Adjuster, Inlet "A" Cylinder 3 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Modified Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P114F Cam Adjuster, Inlet "A" Cylinder 2 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Modified Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P116D Cam Adjuster, Inlet "A" Cylinder 1 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Modified Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11A1 Cam Shift Actuator "A" Cylinder 1 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Modified Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11A2 Cam Shift Actuator "A" Cylinder 1 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Modified Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11A3 Cam Shift Actuator "B" Cylinder 1 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Standard Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11A4 Cam Shift Actuator "B" Cylinder 1 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Standard Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11A5 Cam Shift Actuator "A" Cylinder 2 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Modified Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11A6 Cam Shift Actuator "A" Cylinder 2 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Modified Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11A7 Cam Shift Actuator "B" Cylinder 2 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Standard Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11A8 Cam Shift Actuator "B" Cylinder 2 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Standard Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11A9 Cam Shift Actuator "A" Cylinder 3 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Modified Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11AA Cam Shift Actuator "A" Cylinder 3 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Modified Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11AB Cam Shift Actuator "B" Cylinder 3 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Standard Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11AC Cam Shift Actuator "B" Cylinder 3 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Standard Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11AD Cam Shift Actuator "A" Cylinder 4 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Modified Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11AE Cam Shift Actuator "A" Cylinder 4 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Modified Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P11AF Cam Shift Actuator "B" Cylinder 4 Circuit/Open |
Variable Valve Lift (VVL) Intake Actuator Open Circuit @ Standard Valve Lift |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P11B0 Cam Shift Actuator "B" Cylinder 4 Range/Performance |
Variable Valve Lift (VVL) Intake Actuator Functional Check @ Switch To Standard Valve Lift |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) successful
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
- Actuator feedback signal voltage permanently low
- Correction run (switches into the opposite direction) failed
|
|
| P13EA Cold Start Ignition Timing Performance Off Idle |
Cold Start Monitoring Ignition Control (IC) Part Load Ignition Timing Monitor |
- Diff. commanded vs. actual spark timing > 20.0%
|
- General:
- Commanded spark retard during catalyst heating < 80.0%
- Catalyst heating active
- For time > 3.0 s
- Fuel cut off not active
- BARO > 0.0 kPa
- Diff. relative engine load vs. filtered relative engine load <= 6.0%
- (For relative engine load dynamic detection)
- Diff. engine speed vs. filtered engine speed <= 750 RPM
- (For engine speed dynamic detection)
- Idle condition not calibrated
- Conditions vehicle
- Vehicle speed not calibrated km/h
- Vehicle speed > 3 km/h
- Additional (only for hybrid):
- Engine running and decoupled from powertrain not equipped
|
|
|
-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| P1609 Crash Shut-Off Was Triggered |
COM: Airbag Communication With Airbag |
- Received data: crash intensity for shutdown fuel injection detected
|
|
|
|
-- After proper repair of damage, erase the Engine/Motor Control Module -J623- DTC. Refer to
. |
| P169A Loading Mode Active |
Engine Control Module (ECM): Transport Mode Function Monitoring: Mode Change |
|
- For activation:
- During ECM keep alive-time after ignition off
- Vehicle speed <= 5 km/h
- Engine speed 0 RPM
- Max trip mileage since initial vehicle start-up < 100 km
- Production mode not active
- For hybrid:
- Drive motor off
|
|
|
-- Vehicle is in Transport Mode (Loading Mode). It can be turned off with a scan tool or will automatically switch off after approximately 100 km (62.15 miles) have accumulated on the vehicle. May need to perform readiness check. Refer to
. |
| P16C0 Heater Support Pump Short Circuit To B+ |
Supplementary Coolant Pump Circuit High |
- Signal current >= 2.2 - 4.0 A
|
- Actuator commanded on
- Battery voltage > -655.36 V
|
|
|
-- Check the Heater Support Pump -V488-. Refer to
. |
| P16C1 Heater Support Pump Open Circuit |
Supplementary Coolant Pump Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage > -655.36 V
|
|
|
-- Check the Heater Support Pump -V488-. Refer to
. |
| P16CB Heater Support Pump Supply Voltage |
COM: Supplementary Coolant Pump Actuator Internal Check (Supply Voltage) |
- Time duration of ground signal sent by pump > 300.0; < 700.0 ms
- Pause time between ground signal sent by pump > 8.0; < 11.0 s
|
- Actuator commanded on
- Ground key monitoring active
|
|
|
-- Check the Heater Support Pump -V488-. Refer to
. |
| P18FA Camshaft Adjuster, Inlet "B" Cylinder 1 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Standard Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P18FB Camshaft Adjuster, Inlet "B" Cylinder 2 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Standard Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P18FC Camshaft Adjuster, Inlet "B" Cylinder 3 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Standard Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P18FD Camshaft Adjuster, Inlet "B" Cylinder 4 Short Circuit To B+ |
Variable Valve Lift (VVL) Intake Actuator Circuit High @ Standard Valve Lift |
- Signal current >= 2.2 - 4.0 A
|
|
|
|
-- Check the Cam Actuators --. Refer to
-->. |
| P19A0 Transmission Coolant Valve Short Circuit To B+ |
Transmission Oil Heating Actuator Circuit High |
- Signal current > 2.2 - 4.0 A
|
- Actuator commanded on
- Battery voltage > -655.36 V
|
|
|
-- Check the Transmission Coolant Valve -N488-. Refer to
. |
| P19A1 Transmission Coolant Valve Short Circuit To Ground |
Transmission Oil Heating Actuator Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Battery voltage > -655.36 V
|
|
|
-- Check the Transmission Coolant Valve -N488-. Refer to
. |
| P19A2 Transmission Coolant Valve Open Circuit |
Transmission Oil Heating Actuator Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Battery voltage > -655.36 V
|
|
|
-- Check the Transmission Coolant Valve -N488-. Refer to
. |
| P19AE Engine Temperature Management Actuator Faulty |
SENT: Engine Cooling System: Bypass Actuator Position Sensor Communication With Bypass Valve Position Sensor |
- Received message implausible message
|
|
|
|
-- Check the Engine Temperature Control Module -GX33-. Refer to
.-- Check the Coolant Shut-Off Valve -N82-. Refer to
. |
| P2008 Intake Manifold Runner Control Circuit/Open Bank 1 |
Intake Manifold Runner Control (IMRC) Actuator Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Actuator commanded off
- Actuator active (at least once/dcy) detected
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
|
|
|
-- Check the Intake Manifold Runner Control Valve -N316-. Refer to
.-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to
. |
| P2009 Intake Manifold Runner Control Circuit Low Bank 1 |
Intake Manifold Runner Control (IMRC) Actuator Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Actuator active (at least once/dcy) detected
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
|
|
|
-- Check the Intake Manifold Runner Control Valve -N316-. Refer to
.-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to
. |
| P2010 Intake Manifold Runner Control Circuit High Bank 1 |
Intake Manifold Runner Control (IMRC) Actuator Circuit High |
- Signal current > 0.60 - 12.50 A
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- Actuator commanded on
- Actuator active (at least once/dcy) detected
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
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-- Check the Intake Manifold Runner Control Valve -N316-. Refer to
.-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to
. |
| P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1 |
Intake Manifold Runner Control (IMRC) Position Sensor Circuit Low |
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-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to
.-- Check the Intake Manifold Runner Control Valve -N316-. Refer to
. |
| P2015 Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance Bank 1 |
Intake Manifold Runner Control (IMRC) Actuator Functional Check |
- Difference between target position vs. actual position > 25.0%
- Actual position < 0.0; > 100.0%
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-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to
.-- Check the Intake Manifold Runner Control Valve -N316-. Refer to
. |
| Intake Manifold Runner Control (IMRC) Actuator Functional Check Low |
- Difference between target position vs. actual position > 25.0%
- Actual position 0.0 - 100.0%
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| Intake Manifold Runner Control (IMRC) Actuator Functional Check High |
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| P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1 |
Intake Manifold Runner Control (IMRC) Position Sensor Circuit High |
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-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to
.-- Check the Intake Manifold Runner Control Valve -N316-. Refer to
. |
| P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1 |
Variable Valve Timing (VVT) Intake Actuator Circuit Low |
- Signal voltage > 2.74 - 3.26 V
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- Actuator commanded off
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
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-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
. |
| P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1 |
Variable Valve Timing (VVT) Intake Actuator Circuit High |
- Signal current >= 8.5 - 12.50 A
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- Actuator commanded on
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
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-- Check the Camshaft Position Sensor -G40-. Refer to
.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to
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| P2090 "B" Camshaft Position Actuator Control Circuit Low Bank 1 |
Variable Valve Timing (VVT) Exhaust Actuator Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
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- Actuator commanded off
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
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-- Check the Exhaust Cam Adjustment Valve 1 -N318-. Refer to
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| P2091 "B" Camshaft Position Actuator Control Circuit High Bank 1 |
Variable Valve Timing (VVT) Exhaust Actuator Circuit High |
- Signal current >= 8.5 - 12.50 A
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- Actuator commanded on
- Engine speed >= 0 RPM
- Battery voltage > 8.90; < 16.10 V
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-- Check the Exhaust Cam Adjustment Valve 1 -N318-. Refer to
. |
| P2096 Post Catalyst Fuel Trim System Too Lean Bank 1 |
Fuel System Out Of Range Low |
- Case 1: general conditions
- Adapted I-part of 2nd lambda control loop (O2S front fuel trim) < -0.045 [-]
- Adapted I-part of 2nd lambda control loop (O2S front offset) >= -0.070 [-]
- Case 2: pending fault fuel trim monitor from previous DCY
- Adapted I-part of 2nd lambda control loop (O2S front offset) < -0.070 [-]
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- Condition for lambda split operation
- Catalyst heating not calibrated
- Case 1: general conditions
- Increase of adapted I-part of 2nd lambda control loop between previous and actual DCY < 0.02 [-]
- If no pending fault (offset or fuel trim monitor) from previous DCY then
- O2S rear control loop (i-part, referenced) active
- For time >= 100.0 s
- O2S front offset adaptation (referenced), final conditions: heal debounce fulfilled
- Else pending fault (offset or fuel trim monitor) from previous DCY
- O2S rear control loop (i-part, referenced) active
- For time >= 140.0 s
- O2S front offset adaptation (referenced), final conditions: fault debounce fulfilled
- Case 2: pending fault fuel trim monitor from previous DCY
- O2S rear control loop (i-part, referenced) active
- For time >= 140.0 s
- O2S front offset adaptation (referenced), final conditions: fault debounce fulfilled
- Additional conditions: pending fault fuel trim and O2S front offset monitor from previous DCY
- O2S rear control loop (i-part, referenced) active
- For time >= 100.0 s
- Additional conditions: soot mass conditions
- ~~Soot mass conditions
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-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P2097 Post Catalyst Fuel Trim System Too Rich Bank 1 |
Fuel System Out Of Range High |
- Case 1: general conditions
- Adapted I-part of 2nd lambda control loop (O2S front fuel trim) > 0.045 [-]
- Adapted I-part of 2nd lambda control loop (O2S front offset) <= 0.070 [-]
- Case 2: pending fault fuel trim monitor from previous DCY
- Adapted I-part of 2nd lambda control loop (O2S front offset) > 0.070 [-]
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- Condition for lambda split operation
- Catalyst heating not calibrated
- Case 1: general conditions
- Decrease of adapted I-part of 2nd lambda control loop between previous and actual DCY < 0.02 [-]
- If no pending fault (offset or fuel trim monitor) from previous DCY then
- O2S rear control loop (i-part, referenced) active
- For time >= 100.0 s
- O2S front offset adaptation (referenced), final conditions: heal debounce fulfilled
- Else pending fault (offset or fuel trim monitor) from previous DCY
- O2S rear control loop (i-part, referenced) active
- For time >= 140.0 s
- O2S front offset adaptation (referenced), final conditions: fault debounce fulfilled
- Case 2: pending fault fuel trim monitor from previous DCY
- O2S rear control loop (i-part, referenced) active
- For time >= 140.0 s
- O2S front offset adaptation (referenced), final conditions: fault debounce fulfilled
- Additional conditions: pending fault fuel trim and O2S front offset monitor from previous DCY
- O2S rear control loop (i-part, referenced) active
- For time >= 100.0 s
- Additional conditions: soot mass conditions
- ~~Soot mass conditions
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-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P2100 Throttle Actuator "A" Control Motor Circuit/Open |
Throttle Actuator Open Circuit |
- Load resistance > 50.0 kΩ
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-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| P2101 Throttle Actuator "A" Control Motor Circuit Range/Performance |
Throttle Actuator Out Of Range |
- Absolute value of control duty cycle > 80.0%
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- Throttle adaptation not active
- Actuator commanded on
- Absolute value of difference between throttle position set point and throttle flap opening angle for electronic throttle control < 5.0%
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-- Check the Throttle Valve Control Module -GX3-. Refer to
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| Throttle Actuator Functional Check |
- Absolute value of difference between throttle position set point and throttle flap opening angle for electronic throttle control > 5.0%
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- Throttle adaptation not active
- Actuator commanded on
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| P2106 Throttle Actuator Control System - Forced Limited Power |
Throttle Actuator Short Circuit |
- Signal current >= 6.7 - 11.5 A
- Position deviation error active
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- Throttle adaptation not active
- Actuator commanded on
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-- Check the Throttle Valve Control Module -GX3-. Refer to
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| Engine Control Module (ECM): Electronic Throttle Control Module Functional Check |
- Actuator diagnostic signal: internal error failure
- Position deviation error active
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- Throttle actuator not active
- Actuator commanded on
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| Throttle Actuator Functional Check |
- Power stage temperature > 150 - 165° C
- Position deviation error active
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- Throttle adaptation not active
- Actuator commanded on
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| P2119 Throttle Actuator "A" Control Throttle Body Range/Performance |
Throttle Actuator Out Of Range Low |
- Throttle position sensor (TPS) 1 voltage < 0.21 V
- Throttle position sensor (TPS) 2 voltage < 4.14 V
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- Throttle adaptation active
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-- Check the Throttle Valve Control Module -GX3-. Refer to
. |
| Throttle Actuator Out Of Range High |
- Throttle position sensor (TPS) 1 voltage > 0.87 V
- Or
- Throttle position sensor (TPS) 2 voltage > 4.84 V
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| P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low |
Accelerator Pedal Position (APP) Sensor 1 Circuit Low |
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-- Check the Accelerator Pedal Module -GX2-. Refer to
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| P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High |
Accelerator Pedal Position (APP) Sensor 1 Circuit High |
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-- Check the Accelerator Pedal Module -GX2-. Refer to
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| P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low |
Accelerator Pedal Position (APP) Sensor 2 Circuit Low |
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-- Check the Accelerator Pedal Module -GX2-. Refer to
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| P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High |
Accelerator Pedal Position (APP) Sensor 2 Circuit High |
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-- Check the Accelerator Pedal Module -GX2-. Refer to
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| P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation |
Accelerator Pedal Position (APP) Sensor 1 and 2 Rationality Check |
- Signal voltage sensor 1 vs. 2 > 0.17 - 0.70 V
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- Signal voltage sensor 1 > 445.0 mV
- Signal voltage sensor 2 > 445.0 mV
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-- Check the Accelerator Pedal Module -GX2-. Refer to
. |
| P2177 System Too Lean Off Idle Bank 1 |
Fuel System Direct Fuel Injection System Too Lean @ Part Load |
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- General:
- Number of injections after engine start > 1, 200.0 [-]
- Engine speed 1, 060 - 5, 040 RPM
- Engine load 25.0 - 180.0%
- ~~ Signal (tans) < 90° C
- Lambda control closed loop
- Lambda set point 0.80 - 1.06 [-]
- Engine warmup correction < 1.03 [-]
- Modeled oil temperature not calibrated ° C
- Evap purge valve closed
- High PCV purge load due to oil dilution not detected
- Ratio MAP to BARO > 0.0 [-]
- Valve overlap < 511.98° CRK
- Case 1
- Integrated air mass > 1.50 kg
- ~~ Signal (tmot) > 50° C
- Case 2
- ~~ Signal (tmot) > 60° C
- Additional conditions:
- ~~Soot mass conditions
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- 0.0 (FTP75: 200.0) s
- Continuous
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-- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
. |
| P2178 System Too Rich Off Idle Bank 1 |
Fuel System Direct Fuel Injection System Too Rich @ Part Load |
|
- General:
- Number of injections after engine start > 1, 200.0 [-]
- Engine speed 1, 060 - 5, 040 RPM
- Engine load 25.0 - 180.0%
- ~~ Signal (tans) < 90° C
- Lambda control closed loop
- Lambda set point 0.80 - 1.06 [-]
- Engine warmup correction < 1.03 [-]
- Modeled oil temperature not calibrated ° C
- Evap purge valve closed
- High PCV purge load due to oil dilution not detected
- Ratio MAP to BARO > 0.0 [-]
- Valve overlap < 511.98° CRK
- Case 1
- Integrated air mass > 1.50 kg
- ~~ Signal (tmot) > 50° C
- Case 2
- ~~ Signal (tmot) > 60° C
- Additional conditions:
- ~~Soot mass conditions
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- 0.0 (FTP75: 197.0) s
- Continuous
. |
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-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
. |
| P2181 Cooling System Performance |
Engine Cooling System Performance Not In The Expected Range |
- Cooling system temperature too low after a sufficient MAF integral < 55 - 69° C
- For time >= 1.0 s
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- Monitor entry conditions:
- ~~ Signal (tmot) @ start -10 - 49° C
- AAT -10 - 3, 004° C
- ~~ Signal (tans) not calibrated ° C
- Begin of air mass integration:
- ~~ Signal (tmot) > 10° C
- Conditions for diagnosis:
- MAF < 3, 276.70 kg/h
- Delta BARO < 3, 276.70 kPa
- Delta AAT < 3, 003.6 K
- Accum. time required not calibrated s
- Accum. integrated air mass < 1.0 - 2.50 kg
- Accumulation enable if
- Fuel cut off active
- Engine load not calibrated %
- Engine load < 15.0 - 60.0%
- Start of fault decision:
- Integrated air mass > 3.0 - 9.0 kg
- Conditions at fault decision:
- (Average values since start)
- MAF (lower threshold) >= 20.0 - 77.0 kg/h
- MAF (upper threshold) <= 50.0 - 180.0 kg/h
- Vehicle speed (lower threshold) >= 30 - 37 km/h
- Vehicle speed (upper threshold) <= 120 km/h
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- 0.0 (Unified 550.0) s
- Once / DCY
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-- Check the Engine Coolant Temperature Sensor -G62-. Refer to
.-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to
.-- Check the Heater Support Pump -V488-. Refer to
.-- Check the Coolant Shut-Off Valve -N82-. Refer to
.-- Check the engine coolant thermostat. Refer to appropriate Service Information. |
- Cooling system temperature too low after a sufficient MAF integral < 55 - 69° C
- For time >= 1.0 s
- Or
- ~~ Filtered Signal (tmot) decreases under a threshold value after reaching high temperature level < 50 - 64° C
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- Monitor entry conditions:
- ~~ Signal (tmot) @ start -10 - 49° C
- AAT -10 - 3, 004° C
- ~~ Signal (tans) not calibrated ° C
- Begin of air mass integration:
- ~~ Signal (tmot) > 10° C
- Conditions for diagnosis:
- MAF < 3, 276.70 kg/h
- Delta BARO < 3, 276.70 kPa
- Delta AAT < 3, 003.6 K
- Accum. time required not calibrated s
- Accum. integrated air mass < 1.0 - 2.50 kg
- Accumulation enable if
- Fuel cut off active
- Engine load not calibrated %
- Engine load < 15.0 - 60.0%
- Start of fault decision:
- Integrated air mass > 3.0 - 9.0 kg
- Conditions at fault decision:
- (Average values since start)
- MAF (lower threshold) >= 20.0 - 77.0 kg/h
- MAF (upper threshold) <= 50.0 - 180.0 kg/h
- Vehicle speed (lower threshold) >= 30 - 37 km/h
- Vehicle speed (upper threshold) <= 120 km/h
- Deactivated after first fault detection Mil illumination (2 dcy) with diagnosis above
- ~~ Signal (tmot) > 55 - 69° C
- ~~ Signal (tmot) @ start (lower threshold) > -10° C
- ~~ Signal (tmot) @ start (upper threshold) < 3, 004° C
- Time since last engine start > 10.1 [s]
- Engine stop counter < 65, 535.0 [-]
- Single engine stop-time < 21, 474, 836.5 s
- Engine load > 30.0%
- Fuel cut off not active
- Engine running
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| P2183 Engine Coolant Temperature Sensor 2 Circuit Range/Performance |
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Cross Check |
- Deviation count
- Counter of detected temperature deviations >= 2.0 [-]
- And
- Counter of detected temperature deviations of the other involved temperature sensors < 5.0 [-]
- Required temperature deviation to increment counter
- ROT vs. ECT not equipped K
- ROT vs. ECT @ cylinder head not equipped K
- ROT vs. AAT > 25.0 K
- ROT vs. ~~CC_IAT_1 > 25.0 K
- ROT vs. ~~CC_IAT_2 not equipped K
- ROT vs. ~~CC_IAT_3 not equipped K
- ROT vs. ~~CC_IAT_4 not equipped K
- ROT vs. EOT not equipped K
- ROT vs. heating circuit temperature not equipped K
- ROT vs. inverter coolant temperature not equipped K
- ROT vs. EOT @ cylinder head not equipped K
- ROT vs. ECT @ cylinder block not equipped K
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- Engine / vehicle (HEV) off time > 21, 600.0 s
- Retained-heat detection after driving conditions not equipped
- Retained-heat detection after driving conditions with combustion checked
- Retained-heat detection after purge manifold checked
- (Referenced)
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-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to
. |
| P2184 Engine Coolant Temperature Sensor 2 Circuit Low |
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Circuit Low |
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-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to
. |
| P2185 Engine Coolant Temperature Sensor 2 Circuit High |
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Circuit High |
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-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to
.-- Check the Engine Coolant Temperature Sensor -G62-. Refer to
. |
| P2187 System Too Lean at Idle Bank 1 |
Fuel System Direct Fuel Injection System Too Lean @ Idle |
|
- General:
- Number of injections after engine start > 1, 200.0 [-]
- Engine speed 600 - 960 RPM
- Engine load 7.0 - 33.0%
- ~~ Signal (tans) < 90° C
- Part load adaptation completed
- Lambda control closed loop
- Lambda set point 0.80 - 1.06 [-]
- Engine warmup correction < 1.03 [-]
- Modeled oil temperature not calibrated ° C
- Evap purge valve closed
- High PCV purge load due to oil dilution not detected
- Ratio MAP to BARO > 0.0 [-]
- Valve overlap < 511.98° CRK
- Case 1
- Integrated air mass > 1.50 kg
- ~~ Signal (tmot) > 50° C
- Case 2
- ~~ Signal (tmot) > 60° C
- Additional conditions:
- ~~Soot mass conditions
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- 0.0 (FTP75: 340.0) s
- Continuous
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-- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to
.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
. |
| P2188 System Too Rich at Idle Bank 1 |
Fuel System Direct Fuel Injection System Too Rich @ Idle |
|
- General:
- Number of injections after engine start > 1, 200.0 [-]
- Engine speed 600 - 960 RPM
- Engine load 7.0 - 33.0%
- ~~ Signal (tans) < 90° C
- Part load adaptation completed
- Lambda control closed loop
- Lambda set point 0.80 - 1.06 [-]
- Engine warmup correction < 1.03 [-]
- Modeled oil temperature not calibrated ° C
- Evap purge valve closed
- High PCV purge load due to oil dilution not detected
- Ratio MAP to BARO > 0.0 [-]
- Valve overlap < 511.98° CRK
- Case 1
- Integrated air mass > 1.50 kg
- ~~ Signal (tmot) > 50° C
- Case 2
- ~~ Signal (tmot) > 60° C
- Additional conditions:
- ~~Soot mass conditions
|
- 0.0 (FTP75: 255.0) s
- Continuous
|
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-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Fuel Pressure Regulating Valve -N276-. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| P2195
O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Out Of Range High |
- Adapted I-part of 2nd lambda control loop (O2S front offset) > 0.07 [-]
|
- Condition for lambda split operation
- Catalyst heating not calibrated
- Pending fault from previous DCY O2S front offset monitor
- O2S rear control loop (i-part, referenced) checked
- For time >= 100.0 s
- O2S front offset adaptation (referenced), final conditions: fault debounce fulfilled
- Additional conditions:
- ~~Soot mass conditions
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-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
. |
| P2196
O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Out Of Range Low |
- Adapted I-part of 2nd lambda control loop (O2S front offset) < -0.07 [-]
|
- Condition for lambda split operation
- Catalyst heating not calibrated
- Pending fault from previous DCY O2S front offset monitor
- O2S rear control loop (i-part, referenced) checked
- For time >= 100.0 s
- O2S front offset adaptation (referenced), final conditions: fault debounce fulfilled
- Additional conditions:
- ~~Soot mass conditions
|
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-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
| P219C
Cylinder 1 Air-Fuel Ratio Imbalance |
Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range Low |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase < 0.85 [-]
|
- Camshaft adjustment not calibrated
- Engine roughness signal valid
- Engine speed 1, 360 - 2, 800 RPM
- Engine load 28.50 - 80.30%
- BARO > 0.0 kPa
- AAT > -48° C
- ~~ Signal (tmot) 50 - 3, 004° C
- Modeled catalyst temperature 400 - 880° C
- Fuel adaptation not calibrated
- Electrical check of O2S completed
- Fuel trim diagnosis not calibrated
- Lambda control closed loop
- Homogeneous stoichiometric lambda operation active
- Catalyst heating not active
- Ratio fuel mass from evap purge system to fuel mass through injectors < 0.30 [-]
- Selected gear >= 4.0 [-]
- Rough road not detected
- Integrated air mass >= 1.0 - 7.0 kg
- Misfire on currently lean shifted cylinder not detected
- Signal jump O2S rear not calibrated
|
- 20.0 (does not run in FTP) s
- Once / DCY
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range High |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase > 1.11 [-]
|
| P219D
Cylinder 2 Air-Fuel Ratio Imbalance |
Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range Low |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase < 0.85 [-]
|
- Camshaft adjustment not calibrated
- Engine roughness signal valid
- Engine speed 1, 360 - 2, 800 RPM
- Engine load 28.50 - 80.30%
- BARO > 0.0 kPa
- AAT > -48° C
- ~~ Signal (tmot) 50 - 3, 004° C
- Modeled catalyst temperature 400 - 880° C
- Fuel adaptation not calibrated
- Electrical check of O2S completed
- Fuel trim diagnosis not calibrated
- Lambda control closed loop
- Homogeneous stoichiometric lambda operation active
- Catalyst heating not active
- Ratio fuel mass from evap purge system to fuel mass through injectors < 0.30 [-]
- Selected gear >= 4.0 [-]
- Rough road not detected
- Integrated air mass >= 1.0 - 7.0 kg
- Misfire on currently lean shifted cylinder not detected
- Signal jump O2S rear not calibrated
|
- 20.0 (does not run in FTP) s
- Once / DCY
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range High |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase > 1.11 [-]
|
| P219E
Cylinder 3 Air-Fuel Ratio Imbalance |
Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range Low |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase < 0.85 [-]
|
- Camshaft adjustment not calibrated
- Engine roughness signal valid
- Engine speed 1, 360 - 2, 800 RPM
- Engine load 28.50 - 80.30%
- BARO > 0.0 kPa
- AAT > -48° C
- ~~ Signal (tmot) 50 - 3, 004° C
- Modeled catalyst temperature 400 - 880° C
- Fuel adaptation not calibrated
- Electrical check of O2S completed
- Fuel trim diagnosis not calibrated
- Lambda control closed loop
- Homogeneous stoichiometric lambda operation active
- Catalyst heating not active
- Ratio fuel mass from evap purge system to fuel mass through injectors < 0.30 [-]
- Selected gear >= 4.0 [-]
- Rough road not detected
- Integrated air mass >= 1.0 - 7.0 kg
- Misfire on currently lean shifted cylinder not detected
- Signal jump O2S rear not calibrated
|
- 20.0 (does not run in FTP) s
- Once / DCY
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range High |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase > 1.11 [-]
|
| P219F
Cylinder 4 Air-Fuel Ratio Imbalance |
Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range Low |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase < 0.85 [-]
|
- Camshaft adjustment not calibrated
- Engine roughness signal valid
- Engine speed 1, 360 - 2, 800 RPM
- Engine load 28.50 - 80.30%
- BARO > 0.0 kPa
- AAT > -48° C
- ~~ Signal (tmot) 50 - 3, 004° C
- Modeled catalyst temperature 400 - 880° C
- Fuel adaptation not calibrated
- Electrical check of O2S completed
- Fuel trim diagnosis not calibrated
- Lambda control closed loop
- Homogeneous stoichiometric lambda operation active
- Catalyst heating not active
- Ratio fuel mass from evap purge system to fuel mass through injectors < 0.30 [-]
- Selected gear >= 4.0 [-]
- Rough road not detected
- Integrated air mass >= 1.0 - 7.0 kg
- Misfire on currently lean shifted cylinder not detected
- Signal jump O2S rear not calibrated
|
- 20.0 (does not run in FTP) s
- Once / DCY
|
|
-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in
and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to
-->.-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| Fuel System Intrusive Monitor A/F Cylinder Imbalance: Out Of Range High |
- Individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase > 1.11 [-]
|
| P2227 Barometric Pressure Sensor "A" Circuit Range/Performance |
Barometric Pressure (BARO) Sensor Cross Check |
- Diff. BARO to average value of all pressure sensors @ start < -1.50 kPa
|
- Engine shut-off-time > 8.0 s
- Engine speed < 450 RPM
|
|
|
-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
- Diff. BARO to average value of all pressure sensors @ start > 1.50 kPa
|
| Barometric Pressure (BARO) Sensor Rationality Check |
- Signal gradient > 0.38 kPa/s
|
|
|
- Signal gradient < -0.38 kPa/s
|
- Diff. barometric sensor vs. last driving cycle > 15.0 kPa
- Diff. barometric sensor signal vs. boost pressure signal > 9.0 kPa
|
- Time after engine start < 5.0 s
- Engine speed < 1, 000 RPM
- Throttle position < 8.01%
|
|
- Diff. barometric sensor vs. last driving cycle > 15.0 kPa
- And
- Diff. barometric sensor signal vs. boost pressure signal < -9.0 kPa
|
| P2228 Barometric Pressure Sensor "A" Circuit Low |
Barometric Pressure (BARO) Sensor Internal Hardware Check |
- Circuit low detected
- SPI communication error detected
|
|
|
|
-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Barometric Pressure (BARO) Sensor Out Of Range Low |
|
|
| P2229 Barometric Pressure Sensor "A" Circuit High |
Barometric Pressure (BARO) Sensor Out Of Range High |
|
|
|
|
-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| COM: Barometric Pressure (BARO) Sensor Internal Check (Rationality) |
- Sensor signal: rationality check error detected
|
|
|
| Engine Control Module (ECM): Barometric Pressure (BARO) Sensor Internal Hardware Check |
- Circuit high detected
- Internal checksum failed
- SPI communication error detected
|
|
|
| P2237 O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Pump Cell Transition Check - Circuit Continuity |
- Measured calibration resistance @ pump cell < 180.0 Ω
- Measured calibration resistance @ nernst cell >= 180.0 Ω
|
- ECM - diagnosis for sensor integrated circuit finished
- O2S - diagnosis for internal self test finished
- O2S diagnosis report released
- Diagnosis @ low battery voltage permitted
- Battery voltage 9.80 - 16.10 V
- For time >= 0.1 s
- O2S ceramic temperature > 775° C
- O2S heating up phase completed
- Last O2S packet transfer aborted
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P223C O2 Sensor Pumping Current Range/Performance Bank 1 |
Oxygen Sensor (O2S) Front Electrode Resistance Check |
- Number of positive pump current exceedance > 0.0 [-]
- Number of negative pump current exceedance > 0.0 [-]
- Number of invalid pump current measurements out of 15 per pump current measurement cycle not calibrated [-]
- For time not calibrated s
|
- Sensor pump current active
- Number of confirmations of current ASIC Mode > 10.0 [-]
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P2243 O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Nernst And Pump Cell Transition Check - Open Circuit |
- Measured calibration resistance @ pump cell >= 180.0 Ω
- Measured calibration resistance @ nernst cell < 180.0 Ω
|
- ECM - diagnosis for sensor integrated circuit finished
- O2S - diagnosis for internal self test finished
- O2S diagnosis report released
- Diagnosis @ low battery voltage permitted
- Battery voltage 9.80 - 16.10 V
- For time >= 0.1 s
- O2S ceramic temperature > 775° C
- O2S heating up phase completed
- Last O2S packet transfer aborted
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P2251 O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Nernst And Pump Cell Transition Check - Circuit Continuity |
- Measured calibration resistance @ pump cell < 180.0 Ω
- Measured calibration resistance @ nernst cell < 180.0 Ω
|
- ECM - diagnosis for sensor integrated circuit finished
- O2S - diagnosis for internal self test finished
- O2S diagnosis report released
- Diagnosis @ low battery voltage permitted
- Battery voltage 9.80 - 16.10 V
- For time >= 0.1 s
- O2S ceramic temperature > 775° C
- O2S heating up phase completed
- Last O2S packet transfer aborted
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P2257 AIR System Control "A" Circuit Low |
Secondary Air Injection (AIR) Pump Relay Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Actuator commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to
. |
| P2258 AIR System Control "A" Circuit High |
Secondary Air Injection (AIR) Pump Relay Circuit High |
- Signal current > 0.60 - 1.40 A
|
- Actuator commanded on
- Engine speed >= 0 RPM
- Battery voltage >= 8.90 V
|
|
|
-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to
. |
| P2263 Turbocharger/Supercharger Boost System Performance |
Turbocharger (TC) Position Sensor Out Of Range |
- Signal voltage 4, 500.0 - 4, 750.0 mV
|
|
|
|
-- Check the Turbocharger Recirculation Valve -N249-. Refer to
.-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P2270
O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear Intrusive Monitor O2S Signal Check - Stuck Low |
- General
- O2S sensor voltage < 0.83 V
- Step 1
- Accumulated rich gas mass flow into catalyst >= 2, 500.0 mg
- Step 2
- Integrated exhaust gas mass flow not calibrated g
- For time not calibrated s
|
- General conditions
- Conditions for active lambda diagnosis (referenced) checked
- Step 1
- Requested lambda 0.90 [-]
- Step 2
- Requested lambda not calibrated [-]
- Additional conditions: not calibrated s
- ~~Soot mass conditions
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P2271
O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2 |
Oxygen Sensor (O2S) Rear Intrusive Monitor O2S Signal Check - Stuck High |
- General
- O2S sensor voltage > 0.30 V
- Active diagnosis (step 1)
- Accumulated O2 mass flow into catalyst >= 2, 000.0 mg
- Active diagnosis (step 2)
- Integrated exhaust gas mass flow not calibrated g
- For time not calibrated s
- Passive diagnosis
- Accumulated O2 mass flow into catalyst not calibrated mg
|
- Active diagnosis (general)
- Conditions for active lambda diagnosis (referenced) checked
- Active diagnosis (step 1)
- Requested lambda 1.06 [-]
- Active diagnosis (step 2)
- Requested lambda not calibrated [-]
- Passive diagnosis
- Conditions for passive lambda diagnosis during fuel cut off (referenced) not calibrated
- Additional conditions: not calibrated s
- ~~Soot mass conditions
|
|
|
-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
. |
| P2279 Intake Air System Leak |
Turbocharger (TC) Boost Pressure Control Functional Check |
- Boost pressure and MAP within a range around the actual BARO -10.0 kPa
|
- General conditions:
- Max. set point of boost pressure variation not calibrated kPa
- For time not calibrated s
- Max. actual boost pressure variation not calibrated kPa
- For time not calibrated s
- Boost pressure control deviation not calibrated kPa
- Throttle position > 90.02%
- Boost pressure set point > 110.0 - 150.0 kPa
- IAT @ throttle not calibrated ° C
- BARO not calibrated kPa
- In case of CNG engine:
- Change of fuel mode not calibrated
- In case of no cylinder deactivation but VVT system installed:
- Engine speed not calibrated RPM
- In case of other system constellations:
- Engine speed > 2, 000; < 6, 100 RPM
- ECT not calibrated ° C
- Gear shifting not active
- For time > 1.0 s
- Selected gear >= 1
- Time since engine start > 5.0 s
- Boost pressure control active
- Boost pressure control not calibrated
- For time not calibrated s
- TC compressor actuator not active
- In case of cylinder deactivation:
- Transition between cylinder deactivation (CD) and normal operation mode not calibrated
- For time not calibrated s
- ESP / TCS not active
- Boost pressure control adaptation not calibrated
- Diagnosis for stationary boost pressure control deviation not calibrated
- For time not calibrated s
- Boost pressure control not calibrated
- Boost control actuator duty cycle not calibrated %
- Boost pressure conditions:
- Boost pressure control not calibrated
- Boost pressure control not calibrated
- Accelerator pedal position not calibrated %
- Engine speed not calibrated RPM
- Boost pressure set point not calibrated kPa
- VVT intake CAM condition:
- Change of camshaft position not active
- For time > 1.0 s
- VVT exhaust CAM condition:
- Change of camshaft position: not calibrated
- For time not calibrated s
- Boost pressure control deviation not calibrated kPa
|
|
|
-- Check for air leaks between the MAF and throttle body, oil fill cap not tight or oil dipstick not seated in tube. Also check for 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 seal is the cause, the idle may be rough or unstable.-- Check the Mass Airflow Sensor -G70-. Refer to
.-- Check the Throttle Valve Control Module -GX3-. Refer to
.-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to
. |
- Modeled turbocharger rotation > 233, 000 RPM
|
| P2300 Ignition Coil "A" Primary Control Circuit Low |
Ignition Coil Circuit Low |
- Signal current >= 24.0 - 48.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2301 Ignition Coil "A" Primary Control Circuit High |
Ignition Coil Circuit High |
- Signal voltage >= 3.2 - 5.5 V
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2303 Ignition Coil "B" Primary Control Circuit Low |
Ignition Coil Circuit Low |
- Signal current >= 24.0 - 48.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2304 Ignition Coil "B" Primary Control Circuit High |
Ignition Coil Circuit High |
- Signal voltage >= 3.2 - 5.5 V
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2306 Ignition Coil "C" Primary Control Circuit Low |
Ignition Coil Circuit Low |
- Signal current >= 24.0 - 48.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2307 Ignition Coil "C" Primary Control Circuit High |
Ignition Coil Circuit High |
- Signal voltage >= 3.2 - 5.5 V
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2309 Ignition Coil "D" Primary Control Circuit Low |
Ignition Coil Circuit Low |
- Signal current >= 24.0 - 48.0 mA
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2310 Ignition Coil "D" Primary Control Circuit High |
Ignition Coil Circuit High |
- Signal voltage >= 3.2 - 5.5 V
|
- Battery voltage 9.0 - 16.0 V
- Engine speed > 1, 400 RPM
- Engine speed < 680 RPM
- Ignition counter > 5.0 [-]
|
|
|
-- Check the Ignition Coils with Power Output Stage --. Refer to
-->. |
| P2400 EVAP System Leak Detection Pump Control Circuit/Open |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Evap pump electric drive commanded off
- ECM pre-drive not detected
- Battery voltage > 8.90; < 16.10 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P2401 EVAP System Leak Detection Pump Control Circuit Low |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Evap pump electric drive commanded off
- ECM pre-drive not detected
- Battery voltage > 8.90; < 16.10 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P2402 EVAP System Leak Detection Pump Control Circuit High |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit High |
- Signal voltage at evap pump current measuring resistor > 4.0 V
|
- Evap pump electric drive commanded on
- ECM pre-drive not detected
- Battery voltage < 16.5 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| Evaporative Emission (EVAP) Leak Detection Pump (LDP) Functional Check: Stuck Open/Closed |
- Signal voltage at evap pump current measuring resistor > 1.8 V
|
|
| P2407 EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Signal Check |
- During engine off:
- Fluctuation of evap pump current during reference measurement > 3.0 mA
- Drop of evap pump current during pump phase > 6.0 mA
- For time >= 3.0 s
|
- ~~ Signal (tmot) @ start >= 4° C
- ~~ Diff. between Signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- Time since engine start in current dcy >= 600.0 s
- Change of BARO <= 256.0 kPa
- During 300.0 s
- Change in battery voltage during monitoring < 1.0 V
- Engine off time >= 5.0 s
- Vehicle speed 0 km/h
- No sudden change in evap pump current (filling event) < 1.5; > -0.3 mA
- Change in relative evap pump current during monitoring not calibrated [-]
- Within time not calibrated s
- (During ECM keep alive-time after ignition off, max. time) < 900.0 s
- Airbag not activated
- Battery voltage 10.90 - 16.10 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P240A EVAP System Leak Detection Pump Heater Control Circuit/Open |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit |
- Signal voltage > 2.74 - 3.26; <= 4.70 - 5.40 V
|
- Evap pump heater commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P240B EVAP System Leak Detection Pump Heater Control Circuit Low |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit Low |
- Signal voltage <= 2.74 - 3.26 V
|
- Evap pump heater commanded off
- Battery voltage >= 8.90 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P240C EVAP System Leak Detection Pump Heater Control Circuit High |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit High |
- Signal current >= 2.2 - 4.0 A
|
- Evap pump heater commanded on
- Battery voltage >= 8.90 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1 |
Oxygen Sensor (O2S) Front Signal Range Check (Check For Sensor At Ambient Air) |
- O2S signal front > 8.0 [-]
|
- Lambda set value < 1.60 [-]
- O2S front ready
- Fuel cut off not active
- Engine running
- Only AIR system:
- AIR not active
|
|
|
-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to
. |
| P2431 AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1 |
Secondary Air Injection (AIR) Pressure Sensor Rationality Check |
- Diff. between AIR pressure and BARO < -2.50; > 2.50 kPa
|
- Actuator commanded off
- BARO valid
|
|
|
-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to
. |
| P2432 AIR System Air Flow/Pressure Sensor Circuit Low Bank 1 |
Secondary Air Injection (AIR) Pressure Sensor Out Of Range Low |
|
|
|
|
-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to
. |
| P2433 AIR System Air Flow/Pressure Sensor Circuit High Bank 1 |
Secondary Air Injection (AIR) Pressure Sensor Out Of Range High |
|
|
|
|
-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to
. |
| P2440
AIR System Switching Valve Stuck Open Bank 1 |
Secondary Air Injection (AIR) Intrusive Monitor Stuck Open |
- Case 1:
- Relative AIR pressure (measured with AIR pressure sensor vs. modeled) vs. relative AIR pressure (measured with AIR pressure sensor vs. modeled while AIR valve closed) > 1.39 [-]
- Case 2:
- Average pressure difference between absolute value and filtered value while AIR valve closed not calibrated kPa
|
- ~~ Signal (tmot or tcylh_w) -3, 550 - 3, 004° C
- ~~ Signal (tans or tandk) -273 - 1, 263° C
- Modeled catalyst temperature < 900° C
- MAF 7.0 - 210.0 kg/h
- For time > 1.0 s
- Difference engine load -10.0 - 7.5 %/rev
- For time > 1.0 s
- BARO > 0.0 kPa
- AIR system commanded on
- Additional conditions:
- Blockage: relative AIR pressure measured with AIR pressure sensor vs. modeled not calibrated [-]
- Leakage: relative AIR pressure measured with AIR pressure sensor vs. modeled not calibrated [-]
|
|
|
-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to
.-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to
. |
| P2450 EVAP System Switching Valve Performance/Stuck Open |
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Signal Check |
- During engine off:
- Evap pump current difference between reference measurement to idle <= 3.0 mA
|
- ~~ Signal (tmot) @ start >= 4° C
- ~~ Diff. between Signal (tmot) @ start and AAT not calibrated K
- Propulsion off time previous dcy >= 21, 600.0 s
- AAT < 35; > 4° C
- BARO > 73.95 kPa
- time since engine start in current dcy >= 600.0 s
- Change of BARO <= 256.0 kPa
- During 300.0 s
- Change in battery voltage change during monitoring < 1.0 V
- Engine off time >= 5.0 s
- Vehicle speed 0 km/h
- No sudden change in evap pump current (filling event) < 1.5; > -0.3 mA
- Deviation of filtered evap pump current during reference measurement within range <= 3.0 mA
- Change in relative evap pump current during monitoring not calibrated [-]
- Within time not calibrated s
- (During ECM keep alive-time after ignition off, max. time) < 900.0 s
- Airbag not activated
- Battery voltage 10.90 - 16.10 V
|
|
|
-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to
. |
| P2557 Engine Coolant Level Sensor/Switch Circuit Range/Performance |
SENT: Engine Cooling System: Bypass Actuator Position Sensor Internal Check |
- Sensor signal electrical check error detected
- Sensor signal: initialization check error detected
|
|
|
|
-- Check the Engine Temperature Control Module -GX33-. Refer to
.-- Check the Coolant Shut-Off Valve -N82-. Refer to
. |
| P2562 Turbocharger Boost Control Position Sensor "A" Circuit |
Turbocharger (TC) Position Sensor Circuit High |
|
|
|
|
-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low |
Turbocharger (TC) Position Sensor Circuit Low |
|
|
|
|
-- Check the Charge Air Pressure Actuator -V465-. Refer to
. |
| P2610 ECM/PCM Engine Off Timer Performance |
Engine Control Module (ECM): Internal Timer Internal Hardware Check |
|
- ECM power on completed
- Ignition on
- Ignition off
- (During ECM keep alive-time
|
|
|
-- Check power and ground inputs to ECM first. Refer to appropriate wiring schematic for pin locations. If all powers/grounds to ECM are present, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information. |
| Engine Control Module (ECM): Internal Timer Rationality Check Low |
- Deviation engine-off-time and ECM keep alive-time < -8.0%
|
- ECM shut down completed >= 1.0 [-]
- Ignition on
|
|
- Reference ECM keep alive time 63.0 s
|
| Engine Control Module (ECM): Internal Timer Rationality Check High |
- Deviation engine-off-time and ECM keep alive-time > 8.0%
|
| P2681 Engine Coolant Bypass Valve "A" Control Circuit/Open |
Engine Cooling System: Bypass Actuator Open Circuit |
- Load resistance > 50.0 kΩ
|
|
|
|
-- Check the Engine Temperature Control Module -GX33-. Refer to
.-- Check the Coolant Shut-Off Valve -N82-. Refer to
. |
| P2682 Engine Coolant Bypass Valve "A" Control Circuit Low |
Engine Cooling System: Bypass Actuator Circuit Low |
- Signal current >= 8.6 - 14.4 A
|
|
|
|
-- Check the Engine Temperature Control Module -GX33-. Refer to
.-- Check the Coolant Shut-Off Valve -N82-. Refer to
. |
| P2683 Engine Coolant Bypass Valve "A" Control Circuit High |
Engine Cooling System: Bypass Actuator Circuit High |
- Signal current > 8.4 - 14.0 A
|
|
|
|
-- Check the Engine Temperature Control Module -GX33-. Refer to
.-- Check the Coolant Shut-Off Valve -N82-. Refer to
. |
| P26F8 Coolant Pump "C" Stuck/Stalled |
COM: Supplementary Coolant Pump Actuator Internal Check (Pump Blocked) |
- Time duration of ground signal sent by pump > 1, 300.0; < 1, 700.0 ms
- Pause time between ground signal sent by pump > 800.0; < 1, 200.0 ms
|
- Actuator commanded on
- Ground key monitoring active
|
|
|
-- Check the Heater Support Pump -V488-. Refer to
. |
| P26F9 Coolant Pump "C" Control Module Overtemperature |
COM: Supplementary Coolant Pump Actuator Internal Check (Over Temperature Warning Power Stage) |
- Time duration of ground signal sent by pump > 1, 800.0; < 2, 200.0 ms
- Pause time between ground signal sent by pump > 800.0; < 1, 200.0 ms
|
- Actuator commanded on
- Ground key monitoring active
|
|
|
-- Check the Heater Support Pump -V488-. Refer to
. |
| P26FA Coolant Pump "C" Overspeed/Air in System |
COM: Supplementary Coolant Pump Actuator Internal Check (Dry Run) |
- Time duration of ground signal sent by pump > 800.0; < 1, 200.0 ms
- Pause time between ground signal sent by pump > 800.0; < 1, 200.0 ms
|
- Actuator commanded on
- Ground key monitoring active
|
|
|
-- Check the Heater Support Pump -V488-. Refer to
. |
| P3043 Fuel Pump Mechanical Malfunction |
COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Pump Blocked) |
|
|
|
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-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P3044 Fuel Pump "A" Control Circuit Low |
COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Short Circuit) |
- Case 1 (commanded PWM)
- Phase current >= 25.0 A
- Case 2 (ignition on)
- Phase current >= 20.0 A
|
- Case 1
- Commanded PWM > 15.0%
- Case 2
- Battery voltage @ ignition on > 5.0 V
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-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P3045 Fuel Pump Electronics Faulty |
COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Electronics) |
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- Battery voltage @ ignition on > 5.0 V
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-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P3073 Fuel Pump "A" Control Circuit/Open |
COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Open Circuit) |
- Case 1 (commanded PWM)
- Phase current < 0.8 A
- Case 1 (commanded PWM)
- Voltage on phase > 1.0 V
|
- Case 1
- Commanded PWM > 40.0%
- Case 2
- Battery voltage @ ignition on > 5.0 V
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-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to
. |
| P3081 Engine Temperature Too Low |
Engine Coolant Temperature Break Out Box (ECT) Sensor Downstream Engine Rationality Check Low |
- ~~ Diff. reference model ECT vs. measured Signal (tmot) > 10.0 K
- ~~ Diff. measured Signal (tmot) vs. reference model ECT not calibrated K
|
- Engine running
- Residual heat not detected
- ~~ Signal (tmot) @ start <= 20 - 40° C
- Reference model ECT >= -40° C
- Engine speed >= 900 RPM
- For time required > 10.0 s
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- 0 (FTP75: 160.0) s
- Continuous
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-- Check the Engine Coolant Temperature Sensor -G62-. Refer to
.-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to
.-- Check the Heater Support Pump -V488-. Refer to
.-- Check the engine coolant thermostat. Refer to appropriate Service Information. |
| P31A1 Cam Shift Actuator "B" Cylinder 1 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Standard Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
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|
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-- Check the Cam Actuators --. Refer to
-->. |
| P31A2 Cam Shift Actuator "B" Cylinder 2 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Standard Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
|
|
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-- Check the Cam Actuators --. Refer to
-->. |
| P31A3 Cam Shift Actuator "B" Cylinder 3 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Standard Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
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-- Check the Cam Actuators --. Refer to
-->. |
| P31A4 Cam Shift Actuator "B" Cylinder 4 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Standard Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
|
|
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-- Check the Cam Actuators --. Refer to
-->. |
| P31B1 Cam Shift Actuator "A" Cylinder 1 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Modified Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
|
|
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-- Check the Cam Actuators --. Refer to
-->. |
| P31B2 Cam Shift Actuator "A" Cylinder 2 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Modified Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
|
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-- Check the Cam Actuators --. Refer to
-->. |
| P31B3 Cam Shift Actuator "A" Cylinder 3 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Modified Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
|
|
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-- Check the Cam Actuators --. Refer to
-->. |
| P31B4 Cam Shift Actuator "A" Cylinder 4 Circuit Low |
Variable Valve Lift (VVL) Intake Actuator Circuit Low @ Modified Valve Lift |
- Signal voltage <= 2.74 - 3.26 V
|
|
|
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-- Check the Cam Actuators --. Refer to
-->. |
| U0001 High Speed CAN Communication Bus |
CAN: Controller Reading Back Sent Message |
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- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0002 High Speed CAN Communication Bus Performance |
CAN: Controller Communication Check |
- Global time out receiving no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
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|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0101 Lost Communication with TCM |
COM: Transmission Control Module (TCM) Communication With TCM |
- Received message no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
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-- Check the CAN-Bus terminal resistance between the Transmission Control Module -- to the Engine/Motor Control Module - J623-. Refer to
. |
| U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module |
COM: Brake System Control Module (BSCM) Communication With BSCM |
- Received message no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
|
-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0140 Lost Communication With Body Control Module |
COM: Body Control Module (BCM) Communication With BCM |
- Received message no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0141 Lost Communication With Body Control Module "A" |
COM: Body Control Module (BCM) 2 Communication With BCM 2 |
- Received message no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0146 Lost Communication With Gateway "A" |
COM: Gateway Communication With Gateway |
- Received message no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module |
COM: Instrument Panel Cluster (IPC) Communication With IPC |
- Received message no message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
|
-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0402 Invalid Data Received From TCM |
COM: Transmission Control Module (TCM) Communication With TCM |
- Received message implausible message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
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-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Transmission Control Module -J217-. Refer to appropriate Service Information. |
| U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module |
Vehicle Speed Sensor (VSS) Out Of Range High |
|
|
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| COM: Brake System Control Module (BSCM) Communication With BSCM |
- Received message implausible message
|
- Battery voltage 9.5 - 16.0 V
- Time after ignition on >= 500.0 ms
|
|
- Received data implausible message
|
- Time after ignition on > 500.0 ms
|
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| COM: Vehicle Speed Sensor (VSS) Communication With VSS |
- Speed sensor signal: out of range 326.39 km/h
|
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- Speed sensor signal: initialization error 327.08 km/h
|
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- Speed sensor signal: low voltage error 327.25 km/h
|
- Speed sensor signal: sensor error 327.42 km/h
|
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| U0416 Invalid Data Received From Vehicle Dynamics Control Module |
COM: Brake System Control Module (BSCM) Communication With BSCM |
- Received message implausible message
|
- Time after ignition on >= 0.5 s
|
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0423 Invalid Data Received From Instrument Panel Cluster Control Module |
COM: Ambient Air Temperature (AAT) Sensor Communication With AAT Sensor |
- AAT signal: initialization error detected
|
- Time after ignition on > 2, 000.0 ms
|
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-- Check for correct software version and VIN or update software for the IPC Module if available. If OK, replace the Instrument Cluster Control Module -J285-. Refer to appropriate Service Information. |
| U0615 Lost Communication With Engine Coolant Bypass Valve "A" |
SENT: Engine Cooling System: Bypass Actuator Position Sensor Communication With Bypass Valve Position Sensor |
- Received message no message
|
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-- Check the Engine Temperature Control Module -GX33-. Refer to
.-- Check the CAN-Bus terminal resistance. Refer to
. |
| U0625 Lost Communication With Fuel Rail Pressure Sensor Bank 1 |
SENT: Fuel Rail Pressure (FRP) Sensor Communication With FRP Sensor |
- Received message no message
|
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|
|
-- Check the CAN-Bus terminal resistance. Refer to
. |
| U1103 Production Mode Active |
Engine Control Module (ECM): Production Mode Function Monitoring: Mode Change |
|
- For activation:
- During ECM keep alive-time after ignition off
- Vehicle speed <= 5 km/h
- Engine speed 0 RPM
- Max trip mileage since initial vehicle start-up < 100 km
- For hybrid:
- Drive motor off
|
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-- Vehicle is in production mode. Refer to appropriate Service Information for resolution. Note the mode can be deactivated with a factory scan tool or will automatically turn off after vehicle accumulates the first 100 km (62.14 miles) of driving. |
| U12C2 Fuel Pressure Sensor Implausible Message |
SENT: Fuel Rail Pressure (FRP) Sensor Communication With FRP Sensor |
- Received message implausible message
|
|
|
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-- Check the CAN-Bus terminal resistance. Refer to
. |
| U1501 Local Data Bus 6 Electrical Error |
Battery Voltage Out Of Range Low |
|
- Case 1
- Engine running
- Time after first engine start > 1.0 s
- Case 2
- Engine not running
- Stop/start mode active
|
|
|
-- Check the CAN-Bus terminal resistance. Refer to
. |
|
|
- Case 1
- Ignition on
- Engine running
- Case 2
- Ignition off
- Engine not running
|
| U1502 Local Data Bus 7 Faulty |
Battery Voltage Out Of Range High |
|
- Case 1
- Engine running
- Time after first engine start > 1.0 s
- Case 2
- Engine not running
- Stop/start mode active
|
|
|
-- Check the CAN-Bus terminal resistance. Refer to
. |
- Case 1
- Ignition on
- Engine not running
- Case 2
- Ignition off
- Engine not running
|