Engine Control Module --, 2019 MY

DTC / Description	Monitor Strategy Description	Malfunction Criteria and Threshold Value	Secondary Parameters with Enable Conditions	Monitoring Time Length	MIL Illumination	Component Diagnostic Procedure
P000A "A" Camshaft Position Slow Response Bank 1	Variable Valve Timing (VVT) Intake Actuator Slow Response	Adjustment angle difference >= 3.0; < 15.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Set point change > 25.0° CRK Camshaft position not calibrated Dynamic diagnosis timer >= 0.95 - 4.0 s	0.0 (FTP75: 300.0) s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P000B "B" Camshaft Position Slow Response Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Slow Response	Adjustment angle difference >= 1.5; < 3.5° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Set point change > 8.0° CRK Camshaft position not calibrated Dynamic diagnosis timer >= 0.95 - 4.0 s	0.0 (FTP75: 700.0) s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1	Variable Valve Timing (VVT) Intake Actuator Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0011 "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	Variable Valve Timing (VVT) Intake Actuator Target Error	Camshaft position deviation > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK*s	0.0 (FTP75: 250.0) s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0013 "B" Camshaft Position Actuator "A" Control Circuit/Open Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0014 "B" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Target Error	Difference between target and actual position > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK*s	0.0 (FTP75: 450.0) s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A	Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor Out Of Range	Offset between camshaft and crankshaft < -79.0° CRK Or Offset between camshaft and crankshaft > 15.0° CRK	Engine synchronization not validated Failure by exhaust camshaft detected	450.0° CRK Once / DCY	2 DCY 2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
	Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor adaptation value monitoring	diff. actual camshaft adaptation per cylinder vs. previous reference camshaft adaptation >= \| 12.00 \| [°CRK]	general: camshaft phasing commanded engine speed < 8160 [RPM] diff. actual intake camshaft position vs. previous camshaft position @ reference signal edge < \| 2.00 \| [°CRK] case 1: ignition off engine speed > 380 [RPM] engine stalling >= 1.0 [s] CKP stalling not detected case 2: ignition on synchronization test incorrect or engine running and depending on engine: engine stalling >= 5.0 [s] CKP stalling not detected case 3: backwards rotation backwards rotation not detected CKP stalling not detected case 4: stop/start-cycle engine speed >= 400 RPM engine stopped	0.1 [s] Continuous	2 DCY 2 DCY
P0017 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor B	Exhaust Camshaft Position / Crankshaft Position (CMP/CKP) Sensor Adaptation Value Monitoring	Adapted value for each edge of the target wheel < -14.0° CRK Or Adapted value for each edge of > 14.0° CRK	Camshaft position adjustment active (Exhaust side) Engine speed 288 - 4, 000 RPM Modeled oil temperature >= -15° C Modeled oil temperature <= 160° C Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s CKP stalling not detected Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s CKP stalling not detected Or Case 3: Backwards rotation not detected CKP stalling not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	720.0° CRK Multiple	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0030 HO2S Heater Control Circuit Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Open Circuit	O2S front heater voltage, lower range 1.92 - 2.21 V O2S front heater voltage, upper range 2.85 - 3.25 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Short To Ground	O2S front heater voltage < 1.92 - 2.21 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Short To Battery Plus	O2S front heater driver temperature > 1.92...2.21° C Or O2S front heater driver output current > 8.0 - 12.0 A	Modeled EGT @ O2S front >= -273° C Actuator commanded on	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0036 HO2S Heater Control Circuit Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Open Circuit	O2S rear heater voltage, lower range 1.92 - 2.21 O2S rear heater voltage, upper range 2.85 - 3.25 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Short To Ground	O2S rear heater voltage < 1.92 - 2.21 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0045 Turbocharger/Supercharger Boost Control "A" Circuit/Open	Turbocharger (TC) Boost Pressure Control Open Circuit	Bypass valve driver load resistance > 200.0 kΩ	Deviation between actual and filtered boost pressure actuator position <= 5.0% Boost pressure control not active Time delay > 1.0 s	0.4 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
	Turbocharger (TC) Boost Pressure Control Short Circuit	Bypass valve driver current > 9.3 - 15.0 A	Boost pressure control active	0.4 s Continuous	2 DCY
P0068 MAP/MAF - Throttle Position Correlation	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation< -70.00...-53.00% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation active (By throttle opening area) Throttle position1.999 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25...0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure 135.0 kPa BARO 73.0 - 107.50 kPa	1.7 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
	Manifold Absolute Pressure (MAP) Sensor Large Leakage Detection	Diff. MAP set point vs. actual MAP < -15.0 - -10.0 kPa	Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Vehicle speed <= 1 mph Time after engine start > 5.0 s Engine speed, lower range > 576 RPM Engine speed, upper range < 3, 000 RPM IAT @ manifold > -48° C ECT downstream engine > -48° C Pressure quotient @ throttle 0.15 - 0.60 [-] Load dynamic conditions: Dynamic engine speed < 8, 160 RPM Dynamic air mass < 15.01 mg/stk	5.0 s Continuous
	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation < -30.00% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation active (By throttle opening area) Throttle position > 4.500° TPS Engine speed 1216...6000 RPM Pressure quotient @ throttle 0.63...0.95 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous
P0070 Ambient Air Temperature Sensor Circuit "A"	COM: Ambient Air Temperature (AAT) Sensor Short To Battery / Open Circuit	AAT sensor voltage > 4.50 V		2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING . -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the circuitry between the Outside Air Temperature Sensor -G17- and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic.
P0071 Ambient Air Temperature Sensor Circuit "A" Range/Performance	Ambient Air Temperature (AAT) Sensor Cross Check	High side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. AAT @ cold start vs. ECT downstream engine @ cold start not calibrated Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K Diff. ECT downstream engine @ cold start vs. AAT @ cold start not calibrated K Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K Min. amount of faulty reference measurements to detect 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start < 1, 400.0 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time >= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time >= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K Diff. actual AAT vs. min. AAT < 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K	0.1 s Once / DCY	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING . -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the circuitry between the Outside Air Temperature Sensor -G17- and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic.
P0072 Ambient Air Temperature Sensor Circuit "A" Low	COM: Ambient Air Temperature (AAT) Sensor Short To Ground	AAT sensor voltage < 0.10 V		2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING . -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the circuitry between the Outside Air Temperature Sensor -G17- and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic.
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel Rail Pressure (FRP) Out Of Range Low	Deviation between reference fuel pressure set point and current fuel pressure > 2000.06 kPa Case 1: Deviation lambda of controller included adaptation -50.0 - 50.0% High pressure controller output > 30 mg Fuel pressure < 3, 500.31 kPa Case 2: Fuel pump at max limit Mass fuel flow set point < 1, 389.0 mg/stk Fuel pressure < 34, 777.60 kPa	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after engine start > 10.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated EVAP purge functionality diagnosis not calibrated Fuel pressure set point gradient <= 99.77 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range < 187.35...229.29 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load not calibrated [-] Or EVAP purge valve not calibrated	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel Rail Pressure (FRP) Rationality Check Low	Deviation lambda of controller included adaptation -50.0 - 50.0% And High pressure controller output > 35.0 mg And Deviation between fuel pressure set point and current fuel pressure > > 2000.06 kPa And Fuel pressure >= 3, 500.31 kPa		5.0 s Continuous	2 DCY
P0088 Fuel Rail/System Pressure - Too High Bank 1	Fuel Rail Pressure (FRP) Out Of Range High	Deviation between fuel pressure set point and current fuel pressure < -3500.33 kPa Deviation lambda of controller included adaptation -50.0 - 50.0% Case 1: High pressure controller output < -30.0 mg Case 2: Flow control valve open Mass fuel flow set point > 15.01 mg/stk	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after engine start > 10.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated EVAP purge functionality diagnosis not calibrated Fuel pressure set point gradient <= 99.77 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range < 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load not calibrated [-] Or EVAP purge valve not calibrated	7.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Voltage high side < 1.87 - 2.26 V Voltage low side > 2.78...3.33 [V]	Engine speed 0 RPM Or Fuel cut off active Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Low and high side off: Voltage low side > 2.78 - 3.33 V Voltage high side < 1.87 - 2.26 V Low and high side on: Current low side < 12.2 - 15.0 A Current high side < 13.5 - 16.5 A	Engine speed > 600 RPM And Fuel cut off not active Actuator commanded on	0.8 s Continuous	2 DCY
P0091 Fuel Pressure Regulator "A" Control Circuit Low	Fuel Volume Regulator Control Short To Ground (Low Side)	Voltage low side < 1.87 - 2.26 V	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0091 Fuel Pressure Regulator "A" Control Circuit Low	Fuel Volume Regulator Control Short To Ground (High Side)	Current high side > 13.5 - 17.0 A	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded on	0.8 s Continuous	2 DCY
P0092 Fuel Pressure Regulator "A" Control Circuit High	Fuel Volume Regulator Control Short To Battery Plus (Low Side)	Current low side > 13.5 - 17.0 A	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded on	0.8 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0092 Fuel Pressure Regulator "A" Control Circuit High	Fuel Volume Regulator Control Short To Battery Plus (High Side)	Voltage high side < 2.78 - 3.33 V	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded off	0.8 s Continuous	2 DCY
P00AF Turbocharger/Supercharger Boost Control "A" Module Performance	Turbocharger (TC) Boost Pressure Control Rationality Check Low	Boost pressure actuator position controller output < -98.0%	Time after engine start > 4.0 s ECT downstream engine > -40° C AAT > -40° C Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%	2.0 s Continuous	2 DCY	-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
	Turbocharger (TC) Boost Pressure Control Rationality Check High	Boost pressure actuator position controller output > 98.0%	Time after engine start >= 4.0 s ECT downstream engine > -40° C AAT > -40° C Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%	2.0 s Continuous
	Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Close	Deviation boost pressure actuator position controller > 16.0% Boost pressure actuator position <= 10.0% Or Deviation boost pressure actuator position controller < -16.0% Boost pressure actuator position <= 10.0%		1.4 s Continuous
	Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Open	Deviation boost pressure actuator position controller > 16.0% Boost pressure actuator position > 10.0% Or Deviation boost pressure actuator position controller < -16.0% Boost pressure actuator position > 10.0%		1.4 s Continuous
P00B7 Engine Coolant Flow Low/Performance	Engine Cooling System: Bypass Valve Functional Check	Diff. previous and actual position of RVC < 4.0° And Delay time 0.5 s	ECT downstream engine > 11° C RVC position 240.02 - 270.0° Diff. previous actual and target position of RVC > 5.0° And RVC adaptation finished Or RVC adaptation not active	14.0 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
			ECT downstream engine > 11° C RVC position 135.02 - 240.0° Diff. previous actual and target position of RVC > 5.0° And RVC adaptation finished Or RVC adaptation not active
			ECT downstream engine > 11° C RVC position 100.02 - 135.0° Diff. previous actual and target position of RVC > 5.0° And RVC adaptation finished Or RVC adaptation not active
			ECT downstream engine > 11° C RVC position 0.0 - 100.0° Diff. previous actual and target position of RVC > 5.0° And RVC adaptation finished Or RVC adaptation not active
P00FE	Evaporative Emission (EVAP) System out of range high	filtered EVAP pump current > 1.0 [mA] for time > 3.0 [s]	conditions for previous DCY with EVAP monitoring: reference measurement finished filtered EVAP pump current in measurement window after reference measurement >= 1.0 [mA] conditions for actual DCY: battery voltage 10.97...16.15 [V] for time >= 1.0 [s] airbag not activated time after engine start in actual DCY >= 2.0 [s] propulsion off time in previous DCY >= 21600 [s] or diff. ECT vs. AAT @ engine start <= 26 [°C] BARO > 73.00 [kPa] AAT 4...38 [°C] ECT @ first start of DCY >= 4 [°C] time after engine start in actual DCY >= 600.0 [s] vehicle speed > 12 [mph] moving mean value of canister load < 1.00 [-] fuel tank level<= 85.10% EVAP valve closed	0.1 s Once/DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range/Performance	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation < 30.00...50.00% Lambda controller included > 30.0%	Intake manifold modeled adaptation active (By throttle opening area) Throttle position 1.999...100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25...0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa	1.7 s Continuous 5.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- If there is no fault found with the Charge Air Pressure Sensor -G31- or its associated wiring, check for any related TSB's. The Altitude (Baro) sensor is located within the ECM and will require replacement of the ECM if faulty. Check the Baro reading with a scan tool vs. actual Baro for the area. If Baro is off by more than 10%, replace the Engine Control Module -J623-. Refer to appropriate service information.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation > 30.00...50.00% Lambda controller included < -30.00%
	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation < 30.00...50.00% Lambda controller included > 30.0%	Intake manifold modeled adaptation active (By throttle opening area) Throttle position 1.999...100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25...0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa
	Intake Air (IA) System Rationality Check	ratio adapted turbocharger boost pressure and actual turbocharger boost pressure < -30.00% Lambda controller included > 30.0%	Intake manifold modeled adaptation active (By throttle opening area) Throttle position > 4.500° TPS Engine speed 1216...6000 RPM Pressure quotient @ throttle 0.63...0.95 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous
	Intake Air (IA) System Rationality Check	ratio adapted turbocharger boost pressure and actual turbocharger boost pressure > 30.00% Lambda controller included < -30.00%	Intake manifold modeled adaptation active (By throttle opening area) Throttle position > 4.500° TPS Engine speed 1216...6000 RPM Pressure quotient @ throttle 0.63...0.95 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous
	Manifold Absolute Pressure (MAP) Sensor Engine Standing: Cross Check	Case 1: charged engine Diff. BARO vs. MAP > 8.50 kPa Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value not calibrated kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa Diff. BARO mean value vs. MAP mean value not calibrated kPa	Case A: engine stop during DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated	1.0 s Continuous
	Manifold Absolute Pressure (MAP) Sensor ECM Keep Alive-Time: Cross Check	Case 1: charged engine Diff. BARO vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Case 2: non charged engine Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa	Engine stopped Vehicle speed < 1 mph ECM keep alive time 10.0 - 6, 553.5 s
	Manifold Absolute Pressure (MAP) Sensor Idle Speed: Cross Check	Case 1: charged engine Diff. BARO vs. turbocharger boost pressure <= \| 12.00 \| kPa Diff. turbocharger boost pressure @ full load vs. MAP @ full load > 10.0 kPa Case 2: non charged engine MAP not calibrated kPa	Throttle position <= 4.500° TPS Engine speed <= 1250 RPM And Time since idle speed > 10.0 s For time >= 2.0 s
	Manifold Absolute Pressure (MAP) Sensor Idle Speed: Cross Check	Case 1: charged engine Diff. BARO vs. turbocharger boost pressure <= \| 12.00 \| kPa Diff. turbocharger boost pressure @ full load vs. MAP @ full load > 10.0 kPa Case 2: non charged engine MAP not calibrated kPa	Throttle position <= 8.002° TPS Engine speed <= 2500 RPM And Time since idle speed > 10.0 s For time >= 2.5 s
	Manifold Absolute Pressure (MAP) Sensor Full Load: Cross Check	Diff. BARO vs. MAP > \| 20.00 \| kPa	Engine speed 1000...8160 RPM Throttle position >= 32.298...77.004° TPS For time >= 2.0 s
P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low	Manifold Absolute Pressure (MAP) Sensor Circuit Low	Intake manifold pressure sensor voltage < 0.20 V		480.0 ms Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- If there is no fault found with the Charge Air Pressure Sensor -G31- or its associated wiring, check for any related TSB's. The Altitude (Baro) sensor is located within the ECM and will require replacement of the ECM if faulty. Check the Baro reading with a scan tool vs. actual Baro for the area. If Baro is off by more than 10%, replace the Engine Control Module -J623-. Refer to appropriate service information.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High	Manifold Absolute Pressure (MAP) Sensor Circuit High	Intake manifold pressure sensor voltage > 4.80 V		480.0 ms Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1	Intake Air Temperature (IAT) Sensor @ Manifold Cross Check	High side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K Diff. IAT @ manifold @ cold start vs. ECT downstream engine @ cold start not calibrated K Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. ECT downstream engine @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 25.0 K Min. amount of faulty reference measurements to detect 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start <= 1, 400.0 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time >= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time >= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K Diff. actual AAT vs. min. AAT < 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K	0.1 s Once / DCY	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0112 Intake Air Temperature Sensor 1 Circuit Low Bank 1	Intake Air Temperature (IAT) Sensor Short To Ground	IAT sensor voltage < 0.10 V		0.6 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0113 Intake Air Temperature Sensor 1 Circuit High Bank 1	Intake Air Temperature (IAT) Sensor Open Circuit	IAT sensor voltage > 4.50 V		0.6 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0116 Engine Coolant Temperature Sensor 1 Circuit Range/Performance	Engine Coolant Temperature (ECT) Sensor Downstream Rationality Check High	ECT downstream engine @ engine start > 40 - 80° C	Cross checks finished Engine running Engine off time >= 360.0 min Valid AAT signal for time >= 2.0 s Valid engine stop signal for time >= 2.0 s	1.0 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
	Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Inappropriately Low	Diff. min temperature of cross check sensors vs. ECT downstream engine @ engine start >= 25° C	Cross checks finished	1.0 s Once / DCY
	Engine Coolant Temperature (ECT) Sensor Downstream Rationality Check Low	Difference between modeled and measured ECT downstream > 5.0 K	ECT downstream engine -128 - 127° C Time after engine start > 60.0 s	30.0 s Once / DCY
	Engine Coolant Temperature (ECT) Sensor Downstream Rationality Check High	Difference between maximum and minimum temperature of < 1° C	ECT downstream engine > -256° C IAT @ throttle -48 - 143° C Depending on thermostat control: ECT downstream engine not calibrated ° C Or ECT downstream engine not calibrated ° C Engine not calibrated And Engine part load Or Engine full load Engine speed > 1, 300 RPM Vehicle speed >= 12 mph Engine load > 2.0% For time >= 20.0 - 43.0 s Engine idle Vehicle speed < 3 mph Or Fuel cut off active Or Engine stop For time >= 20.0 - 43.0 s Time after engine start > 100.0 s	1.0 s Once / DCY
P0117 Engine Coolant Temperature Sensor 1 Circuit Low	Engine Coolant Temperature (ECT) Sensor Downstream Engine Short To Ground	ECT sensor voltage downstream engine < 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0118 Engine Coolant Temperature Sensor 1 Circuit High	Engine Coolant Temperature (ECT) Sensor Downstream Short To Battery / Open Circuit	ECT sensor voltage downstream engine > 4.90 V	IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance	Throttle Position Sensor (TPS) 1 Rationality Check	Difference between TPS 1 and TPS 2 > 6.499° TPS	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.3 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
	Throttle Position Sensor (TPS) 1 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 1 >= 1.0 [-] Or Relative mass air flow integral from TPS 1 > 60.0 [-]		0.01 s Continuous	2 DCY
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low	Throttle Position Sensor (TPS) 1 Short To Ground / Open Circuit	Throttle position sensor 1 voltage < 0.15 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High	Throttle Position Sensor (TPS) 1 Short To Battery Plus	Throttle position sensor 1 voltage > 4.85 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Short To Ground	O2S sensor voltage < 0.15 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Short To Battery Plus	O2S sensor voltage > 5.20 - 5.35 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Dynamic Path Response Check	Case 1: With arithmetic filtering : average check Mean value of normalized signal amplitude not active [-] Or Ratio check Ratio of failed diagnostic cycle not active [-] Case 2: With EWMA filtering Mean value of normalized signal amplitude >= 1.00 [-]	Conditions range 1: (Standard parameters) General conditions: Time after engine start >= 0.0 s ECT downstream engine >= -48° C Vehicle speed >= 1mph Integrated air mass after gear change 0.0 g MAF 0.0 mg/stk Integrated air mass per cylinder >= 0.0 kg Static conditions: O2S front ready Lambda stimulation active lambda control value -35.0 - 40.0% Engine speed 0...8160 RPM MAF to activate diagnosis function 0.00...1389.00 mg/stk MAF per segment > 0.0 kg/h Counter of integrated mass for fuel in oil < 255.0 [-] Catalyst purge not active limited dynamic conditions: Integrated air mass after dynamic conditions are fulfilled not calibrated g Dynamic engine speed < \| 8160 \| RPM Dynamic MAF not calibrated mg/stk Or Dynamic MAF per segment < \| 2047.97 \| kg/h Dynamic lambda not calibrated % Change of dynamic torque < 2.0 [-] Conditions range 2: (Diagnosis carried out together with the catalyst efficiency diagnosis) General conditions Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Engine speed 1056...3616 RPM Deviation of lambda controller output @ start diagnosis < \| 24.99 \|% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not calibrated And Heat input conditions Integrated heat energy >= 200.00...2500.00kJ Or Time after engine start > 0 s Or Time after first start of driving cycle > 0 s And Depending on scavenging Integrated air mass after end of scavenging >= 150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point and actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature @ start of diagnosis 500 - 900° C Modeled catalyst temperature during diagnosis 470 - 930° C Integrated air mass, catalyst temperature conditions fulfilled > 12.5...100.0 g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -148.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis --220.0...220.0 K Modeled EGT @ O2S rear < 900° C Air mass conditions: Air mass @ start of diagnosis 150.00...600.00 mg/stk Air mass during diagnosis 129.99...620.01 mg/stk MAF per cylinder @ start of diagnosis 35.0 - 160.0 kg/h MAF per cylinder during diagnosis 30.00...165.00 kg/h Load conditions: Air mass set point not calibrated mg/stk Engine load not calibrated % Accelerator pedal value >= 1.60...2.33 % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 50 RPM Dynamic air mass < \| 65.00 \| mg/stk Dynamic lambda controller output< \| 10.00 \|% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge valve not calibrated Case 3 Canister load not calibrated [-] EVAP purge valve not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active	1.4 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Delay Path Response Check	Normalized lambda controller value vs. modeled lambda value >= 1.00 [-]	General conditions O2S front ready Time after engine start >= 0.0 s MAF to activate diagnosis function 0.0 mg/stk Integrated air mass per cylinder >= 0.4...0.55 kg Vehicle speed >= 0 mph Static condition Engine speed 992...3200 RPM MAF per cylinder 20.0 - 170.0 kg/h Vehicle speed >= 3 mph Dynamic conditions Dynamic engine speed < 288 RPM Dynamic torque < 80.0 Nm Absolute dynamic MAF < 70.0 kg/h Activation due to canister purge Canister purge no purge Or Canister purge not active Or Canister purge wait ramp open Or Canister purge min purge And Canister load known Or Canister purge not calibrated And Moving mean value canister load <= 1.80 [-]	1.4 s Once / DCY	2 DCY
P0135 O2 Sensor Heater Circuit Bank 1 Sensor 1	Oxygen Sensors (O2S) Heater Front Functional Check	O2S ceramic temp. < 700° C	Actuator commanded on For time >= 2.0 s	10.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0137 O2 Sensor Circuit Low Voltage Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Short To Ground	O2S sensor voltage < 0.15 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Short To Battery	O2S sensor voltage > 5.2 - 5.35 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013A O2 Sensor Slow Response - Rich to Lean Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Rich To Lean Transition Response Check	Case 1: with arithmetic filtering Gradient sensor voltage not calibrated mV/s Or Gradient sensor voltage not calibrated mV/s Case 2: with EWMA filtering Gradient sensor voltage < 760.00 mV/s	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.00...2500.00 kJ Or Time after engine start > 0 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output @ start diagnosis < \| 24.99 \|% Fast trim control ready Proportional part of secondary fuel control loop not calibrated [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks not calibrated [-] Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point and actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00\|% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature @ start of diagnosis 500 - 900° C Modeled catalyst temperature during diagnosis 470 - 930° C Integrated air mass, catalyst temperature conditions fulfilled > 12.5...100.0 g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -148.0...148.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions Air mass @ start of diagnosis 150.00...600.00 mg/stk Air mass during diagnosis 129.99...620.01 mg/stk MAF per cylinder @ start of diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...160.00 kg/h Load conditions: Air mass set point not calibrated mg/stk integrated air mass based on ECT @ start depending on transmission type >= 1.60...2.33 [kg] Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Dynamic engine speed < 50 RPM Dynamic air mass< \| 65.00 \| mg/stk Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active Gradient rich to lean diagnosis conditions Internal resistance O2S rear <= 700.0 Ω Modeled catalyst temperature once after engine start >= -273...1775° C Modeled EGT @ O2S rear >= -273...1775° C MAF per cylinder @ start of diagnosis 29.97...2047.97 kg/h	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013B O2 Sensor Slow Response - Lean to Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Lean To Rich Transition Response Check	Case 1: with arithmetic filtering Gradient sensor voltage not calibrated mV/s Or Gradient sensor voltage not calibrated mV/s Case 2: with EWMA filtering Gradient sensor voltage <760.0 mV/s	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.00...2500.00 kJ Or Time after engine start > 0 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output @ start diagnosis < \| 24.99 \|% Fast trim control ready Proportional part of secondary fuel control loop not calibrated [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks not calibrated [-] Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point and actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00\|% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature @ start of diagnosis 500 - 900° C Modeled catalyst temperature during diagnosis 470 - 930° C Integrated air mass, catalyst temperature conditions fulfilled > 12.5...100.0 g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -148.0...148.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions Air mass @ start of diagnosis 150.00...600.00mg/stk Air mass during diagnosis 129.99...620.01 mg/stk MAF per cylinder @ start of diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...160.00 kg/h Load conditions: Air mass set point not calibrated mg/stk integrated air mass based on ECT @ start depending on transmission type >= 1.60...2.33 [kg] Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Dynamic engine speed < 50 RPM Dynamic air mass< \| 65.00 \| mg/stk Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active Gradient rich to lean diagnosis conditions Internal resistance O2S rear <= 700.0 Ω Modeled catalyst temperature once after engine start >= -273...1775° C Modeled EGT @ O2S rear >= -273...1775° C MAF per cylinder @ start of diagnosis 29.97...2047.97 kg/h	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013E O2 Sensor Delayed Response - Rich to Lean Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 0.9 s	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.00...2500.00 kJ Or Time after engine start > 0 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output @ start diagnosis < \| 24.99 \|% Fast trim control ready Proportional part of secondary fuel control loop not calibrated [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks not calibrated [-] Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point and actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00\|% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature @ start of diagnosis 500 - 900° C Modeled catalyst temperature during diagnosis 470 - 930° C Integrated air mass, catalyst temperature conditions fulfilled > 12.5...100.0 g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -148.0...148.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions Air mass @ start of diagnosis 150.00...600.00mg/stk Air mass during diagnosis 129.99...620.01 mg/stk MAF per cylinder @ start of diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...160.00 kg/h Load conditions: Air mass set point not calibrated mg/stk integrated air mass based on ECT @ start depending on transmission type >= 1.60...2.33 [kg] Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Dynamic engine speed < 50 RPM Dynamic air mass< \| 65.00 \| mg/stk Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active Gradient rich to lean diagnosis conditions Internal resistance O2S rear <= 700.0 Ω Modeled catalyst temperature once after engine start >= -273...1775° C Modeled EGT @ O2S rear >= -273...1775° C MAF per cylinder @ start of diagnosis 29.97...2047.97 kg/h	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013F O2 Sensor Delayed Response - Lean to Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 1.1 s	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.00...2500.00 kJ Or Time after engine start > 0 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output @ start diagnosis < \| 24.99 \|% Fast trim control ready Proportional part of secondary fuel control loop not calibrated [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks not calibrated [-] Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point and actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00\|% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature @ start of diagnosis 500 - 900° C Modeled catalyst temperature during diagnosis 470 - 930° C Integrated air mass, catalyst temperature conditions fulfilled > 12.5...100.0 g Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -148.0...148.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions Air mass @ start of diagnosis 150.00...600.00mg/stk Air mass during diagnosis 129.99...620.01 mg/stk MAF per cylinder @ start of diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...160.00 kg/h Load conditions: Air mass set point not calibrated mg/stk integrated air mass based on ECT @ start depending on transmission type >= 1.60...2.33 [kg] Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Dynamic engine speed < 50 RPM Dynamic air mass< \| 65.00 \| mg/stk Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active Gradient rich to lean diagnosis conditions Internal resistance O2S rear <= 700.0 Ω Modeled catalyst temperature once after engine start >= -273...1775° C Modeled EGT @ O2S rear >= -273...1775° C MAF per cylinder @ start of diagnosis 29.97...2047.97 kg/h	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0140 O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Open Circuit	Internal resistance of O2S (binary) > 24000.00 Ω		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0141 O2 Sensor Heater Circuit Bank 1 Sensor 2	Oxygen Sensors (O2S) Heater Rear Out Of Range High	Internal resistance of O2S (binary) 800.00...24000.00 Ω	Actuator commanded on For time >= 10.0 s	20.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0148 Fuel Delivery Error	Fuel System fuel pressure monitoring during start - functional check	counter of high pressure injections during start > 15.00...20.00 [-] fuel high pressure 4000.21...14000.19 [kPa]	actuator commanded off battery voltage > 8.92 [V] for time >= 0.2 [s]	3.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0149 Fuel Timing Error	Fuel Injection Valve Supply Voltage Out Of Range Low	Boost voltage <= 50.0 V	Engine running >= 0.3 s	3.6 s Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine Control Module -J623-. Refer to appropriate service information.
	Fuel Injection Valve Supply Voltage Out Of Range Low	Boost voltage < 30.0 V
	Fuel Injection Valve Supply Voltage Out Of Range High	Boost voltage > 75.0 V
P0171 System Too Lean Bank 1	Fuel System Too Lean	Lambda controller output > 40.0%	Lambda control closed loop Air mass > 59.92 mg/stk Engine speed > 576 RPM ECT downstream engine > 20° C IAT @ manifold > -48° C AAT > -48° C And EVAP purge valve closed Or Canister load <= 1.20 [-] EVAP purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And EVAP purge flow at min. value	25.0 s Continuous	2 DCY	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0172 System Too Rich Bank 1	Fuel System Too Rich	Lambda controller output < -35.0%	Lambda control closed loop Air mass > 59.92 mg/stk Engine speed > 576 RPM ECT downstream engine > 20° C IAT @ manifold > -48° C AAT > -48° C Oil dilution not detected And EVAP purge valve closed Or Canister load <= 1.20 [-] EVAP purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And EVAP purge flow at min. value	60.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0190 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Pressure LP Sensor Short To Battery / Open Circuit	High fuel pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1	Fuel Rail Pressure (FRP) Sensor Out Of Range High	Fuel pressure > 29300.00 kPa	Engine speed > 608; < 6816 RPM Time after engine start > 10.0 s	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P0192 Fuel Rail Pressure Sensor Circuit Low Bank 1	Fuel Pressure LP Sensor Short To Ground	High fuel pressure sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance	Fuel Rail Pressure (FRP) Sensor Rationality Check Low	Deviation lambda of controller included adaptation < -10.00% And High pressure controller output > 30.0 mg	General: Engine speed 608...2496 RPM Fuel mass set point 4.01...1389.00 mg/stk Time after change to DFI not equipped s Time after engine start > 10.0 s Engine warm-up not active Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop EVAP purge functionality diagnosis not active Fuel pressure set point gradient <<= 99.77kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range < 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or EVAP purge valve not active or closed	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance	Fuel Rail Pressure (FRP) Sensor Rationality Check High	Deviation lambda of controller included adaptation > 20.0% And High pressure controller output < -40.0 mg	General: Engine speed 608 - 2, 496 RPM Fuel mass set point 4.01...1389.00mg/stk Time after change to DFI not equipped s Time after engine start > 10.0 s Engine warm-up not active Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop EVAP purge functionality diagnosis not active Fuel pressure set point gradient <= 99.77 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range < 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or EVAP purge valve not active or closed	5.0 s Continuous	2 DCY
P0201 Cylinder 1 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25 Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25 Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0202 Cylinder 2 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25 Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25 Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0203 Cylinder 3 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25 Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25 Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0204 Cylinder 4 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25 Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25 Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance	Throttle Position Sensor (TPS) 2 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 2 >= 1.0 [-] Or Relative mass air flow integral from TPS 2 > 60.0 [-]	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.01 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low	Throttle Position Sensor (TPS) 2 Short To Ground / Open Circuit	Throttle position sensor 2 voltage < 0.15 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High	Throttle Position Sensor (TPS) 2 Short To Battery Plus	Throttle position sensor 2 voltage > 4.85 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0230 Fuel Pump Primary Circuit	Fuel Pump Control Module (FPCM) Open Circuit	Phase current < 0.3 A For consecutive number of checks 20.0 [-]		1.7 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0230 Fuel Pump Primary Circuit	Fuel Pump Control Module (FPCM) Short Circuit	Phase current >= 32 A		1.5 s Continuous	2 DCY
P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance	Turbocharger (TC) Boost Pressure Sensor Engine Standing: Cross Check	Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Diff. BARO vs. MAP <= 8.50 kPa	Case 1: engine stop during DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case 2: engine stop @ start of DCY Engine stopped vehicle speed < 1 mph Engine @ driving cycle not calibrated	1.0 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
	Turbocharger (TC) Boost Pressure Sensor ECM Keep Alive-Time: Cross Check		Engine stopped Vehicle speed < 1 mph ECM keep alive-time 10.0 - 6, 553.5 s
	Turbocharger (TC) Boost Pressure Sensor Idle Speed: Cross Check	Diff. BARO vs. turbocharger boost pressure > \| 12.00 \| kPa Diff. turbocharger boost pressure > 10.0 kPa	Throttle position<= 4.500° TPS Engine speed <= 1250 RPM And Time since idle speed > 10.0 s For time >= 2.0 s
	Turbocharger (TC) Boost Pressure Sensor Fuel Cut Off: Cross Check	Diff. BARO vs. turbocharger boost pressure > \| 12.00 \| kPa Diff. turbocharger boost pressure > 10.0 kPa	Throttle position <= 8.002° TPS Engine speed <= 2500 RPM And fuel cut off active For time >= 2.5.0 s
	Turbocharger (TC) Boost Pressure Sensor Full Load: Cross Check	Diff. turbocharger boost pressure vs. MAP > 10.0 kPa Case 1: Diff. BARO vs. turbocharger boost pressure @ fuel cut off> \| 12.00 \| kPa Case 2: Diff. BARO vs. turbocharger boost pressure @ idle speed > \| 12.00 \| kPa	Engine speed 1, 000 - 8, 160 RPM Throttle position>= 32.298...77.004° TPS For time >= 2.0 s
P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low	Turbocharger (TC) Boost Pressure Sensor Circuit Low	Turbocharger boost pressure sensor voltage < 0.20 V		480.0 ms Continuous	2 DCY	-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High	Turbocharger (TC) Boost Pressure Sensor Circuit High	Turbocharger boost pressure sensor voltage > 4.80 V		480.0 ms Continuous	2 DCY	-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P025A Fuel Pump Module "A" Control Circuit/Open	Fuel Pump Control (FP) Open Circuit	Signal voltage, lower range > 1.92 - 2.21 V And Signal voltage, upper range < 2.84 - 3.25 V	Actuator commanded off battery voltage > 8.92 [V] for time >= 0.2 [s]	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P025C Fuel Pump Module "A" Control Circuit Low	Fuel Pump Control (FP) Short To Ground	Signal voltage < 1.92 - 2.21 V	Actuator commanded off battery voltage > 8.92 [V] for time >= 0.2 [s]	3.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P025D Fuel Pump Module "A" Control Circuit High	Fuel Pump Control (FP) Short To Battery Plus	Power stage temperature > 160.0 - 200.0° C Or Signal current > 100.0 - 180.0 mA	Actuator commanded on battery voltage > 8.92 [V] for time >= 0.2 [s]	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0261 Cylinder 1 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A		720.0° CRK Continuous
P0262 Cylinder 1 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via power stage diagnoses detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720.0° CRK Continuous
P0264 Cylinder 2 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A		720.0° CRK Continuous
P0265 Cylinder 2 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via power stage diagnoses detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720.0° CRK Continuous
P0267 Cylinder 3 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A		720.0° CRK Continuous
P0268 Cylinder 3 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via power stage diagnoses detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720.0° CRK Continuous
P0270 Cylinder 4 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current < 25.0 A		720.0° CRK Continuous
P0271 Cylinder 4 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via power stage diagnoses detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720.0° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720.0° CRK Continuous
P02CC Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02CD Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit	Fuel System Adaptation Value Monitoring (Top Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02CE Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02CF Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit	Fuel System Adaptation Value Monitoring (Top Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D0 Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D1 Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit	Fuel System Adaptation Value Monitoring (Top Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D2 Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D3 Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit	Fuel System Adaptation Value Monitoring (Top Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240 μs Diff. electrically actuated and hydraulically actuated start of 240 μs	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02EE Cylinder 1 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02EF Cylinder 2 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02F0 Cylinder 3 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02F1 Cylinder 4 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure 5000.52...34777.60 kPa (High pressure side) ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft Speed Fluctuation (Multiple)	Number of cylinders with emission threshold misfire within 4, 000 revolutions >= 2.0 [-] Or Number of cylinders with emission threshold misfire within 1, 000 revolutions >= 2.0 [-]	Emission threshold misfire detected	1, 000 rev Continuous	2 DCY	-- Check the spark plugs visually 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft Speed Fluctuation (Multiple)	Number of cylinders with catalyst damaging misfire >= 2.0 [-]	Catalyst damaging misfire detected	200 rev Continuous	Immediately
P0301 Cylinder 1 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > > 2.5...19.2%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 7200 RPM Time after engine start not calibrated s Engine load > > 3.1...29.5% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine load not calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediately	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0302 Cylinder 2 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > > 2.5...19.2%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 7200 RPM Time after engine start not calibrated s Engine load > > 3.1...29.5% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine load not calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediately	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0303 Cylinder 3 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > > 2.5...19.2%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 7200 RPM Time after engine start not calibrated s Engine load > > 3.1...29.5% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine load not calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediately	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0304 Cylinder 4 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > > 2.5...19.2%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 7200 RPM Time after engine start not calibrated s Engine load > > 3.1...29.5% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine load not calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediately	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0326 Knock/Combustion Vibration Sensor 1 Circuit Range/Performance Bank 1 Or Single Sensor	Knock Sensor (KS) Rationality Check Low	For time >= 3.0 s Diff. between knock sensor signal and average knock sensor signal < 0.0 - 0.12 V	ECT downstream engine > 59° C Air mass > 228.78 mg/stk	4.3 s Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .
P0327 Knock/Combustion Vibration Sensor 1 Circuit Low Bank 1 or Single Sensor	Knock Sensor (KS) Out Of Range	For time >= 0.8 s Sensor signal < 0.12 - 0.31 V	ECT downstream engine > 59° C Air mass > 228.78 mg/stk Engine speed > 2, 016 RPM	4.0 s Continuous	2 DCY	-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .
P0335 Crankshaft Position Sensor "A" Circuit	Crankshaft Position (CKP) Sensor Activity Check	Case 1: Counted exhaust camshaft signals without synchronization >= 17.0 [-] Or Counted intake camshaft signals without synchronization >= 17.0 [-] Case 2: Counted exhaust camshaft signals without synchronization not active [-] Or Counted intake camshaft signals not active [-]	Signal edges @ selected camshaft signal detected Choice of: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Synchronization test incorrect Or Engine speed >= 380 RPM Or Engine running Engine stalling >= 5.0 s Or Backwards rotation not detected Or Engine speed >= 400 RPM Engine stop active	0.01 s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
P0336 Crankshaft Position Sensor "A" Circuit Range/Performance	Engine Speed Sensor Out Of Range	Counted teeth vs. reference >= 1, 000, 000.0; <= 1, 000.0 μs	Engine running	3, 600.0° CRK Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
	Crankshaft Position (CKP) Sensor Out Of Range	Segment adaptation >= 0.70%	Fuel cut off active Delay time >= 23040.00° CRK And Diff. actual air mass vs. previous air mass <= 20.01 - 39.99 mg/stk Engine load <= 20.0% Dynamic throttle position <= 269.50 - 398.40° TPS/s Rough road not detected Engine roughness signal < 100 [μs] Segments in fuel cut-off mode >= 128.00 [-] Segment adaptation finished Engine speed 1600...5024 RPM 4 cylinder engine: Diff. between adapted value of cylinder 1 and cylinder 3 < 0.70% Diff. between adapted value of cylinder 2 and cylinder 4 < 0.70%	180.0° CRK Continuous
	Crankshaft Position (CKP) Rationality Check Low	Case 1: Engine speed > 8, 160 RPM Time between falling signal edges 0.0 - 50.0 μs Case 2: Engine speed <= 8, 160 RPM Time between signal edges < 30 μs	Engine speed >= 400 RPM	45, 720.0° CRK Continuous
	Crankshaft Position (CKP) Rationality Check	Counted teeth vs. reference >= 1.0 - <= 2.0 [-]	General conditions: Engine speed > 320 RPM And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	1, 800.0° CRK Continuous
	Crankshaft Position (CKP) Rationality Check	Crankshaft reference gap not detected	General conditions: Reference gap of relucter wheel detected And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	2, 160.0° CRK Continuous
P0340 Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor	Camshaft Position (CMP) Intake Sensor Signal Activity Check	No change on signal >= 3.0 [-]	Engine speed >= 400 RPM	4, 680.0° CRK Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
P0341 Camshaft Position Sensor "A" Circuit Range/Performance Bank 1 or Single Sensor	Camshaft Position (CMP) Intake Sensor Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-] Or Offset between camshaft and crankshaft < -79.0° CRK Or Offset between camshaft and crankshaft > 15.0° CRK	Engine speed< 8160 RPM Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	990.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
	Camshaft Position (CMP) Intake Sensor Signal Activity Check	Segment time value < 50 μs		1, 440.0° CRK Continuous
	Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor Adaptation Value Monitoring	Adapted value for each edge of the target wheel < -14.0° CRK Or Adapted value for each edge of > 14.0° CRK	Camshaft position adjustment active (Exhaust side) Engine speed 288 - 4, 000 RPM Modeled oil temperature >= -15° C Modeled oil temperature <= 160° C Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s CKP stalling not detected Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s CKP stalling not detected Or Case 3: Backwards rotation not detected CKP stalling not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	720.0° CRK Multiple
P0365 Camshaft Position Sensor "B" Circuit Bank 1	Exhaust Camshaft Position (CMP) Sensor Signal Activity Check	No change on signal >= 3.0 [-]	Engine speed >= 400 RPM	1, 080.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P0366 Camshaft Position Sensor "B" Circuit Range/Performance Bank 1	Camshaft Position (CMP) Exhaust Sensor Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-] Or Offset between camshaft and crankshaft < -24.0° CRK Or Offset between camshaft and crankshaft > 49.0° CRK	Engine speed 400 - 8, 160 RPM Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	990.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
	Exhaust Camshaft Position (CMP) Sensor Signal Activity Check	Segment time value < 50 μs		1, 440.0° CRK Continuous
	Exhaust Camshaft Position / Crankshaft Position (CMP/CKP) Sensor Out Of Range	Offset between camshaft and crankshaft < -24.0° CRK Or Offset between camshaft and crankshaft > 49.0° CRK	Engine synchronization via crankshaft and camshaft not finished Or Engine synchronization via crankshaft and camshaft lost	450.0° CRK Once / DCY
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window not calibrated For time not calibrated CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] For time >= 4500.00...7200.00° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- 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 Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window not calibrated For time not calibrated CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] For time >= 4500.00...7200.00° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- 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 Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window not calibrated For time not calibrated CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] For time >= 4500.00...7200.00° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- 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 Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window not calibrated For time not calibrated CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 4500.00...7200.00° CRK Or Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] And Ratio between knock sensor and noise level in pre knock window > 3.50...5.00 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.00...3.00 [-] For time >= 4500.00...7200.00° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- 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 Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1504...6720 RPM Engine load not calibrated % Air mass > 501.0 - 599.0 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P0420 Catalyst System Efficiency Below Threshold Bank 1	Catalyst System NMOG / NMHC / NOx Conversion Capability	Arithmetic average Catalyst efficiency not calibrated [-] Or EWMA filtered Catalyst efficiency not calibrated [-] Or Arithmetic average, corrected with measured delay and transition time of oxygen sensors rear Catalyst efficiency not calibrated [-] Or EWMA filtered, corrected with measured delay and transition time of oxygen sensors rear Catalyst efficiency > 1.0 [-]	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output to start diagnosis < \| 24.99 \|% Deviation of lambda controller output during diagnosis not calibrated Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped And Heat input conditions Integrated heat energy >= 200.00...2500.00 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle not calibrated And Depending on scavenging: Integrated air mass after end of scavenging >= 150.0 g Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature to start diagnosis 500 - 900° C Modeled catalyst temperature during diagnosis 470 - 930° C Integrated air mass, catalyst temperature conditions fulfilled > 12.5...100.0 g Diff. between dynamic and stationary catalyst temperature to start diagnosis -148.0...148.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions: Air mass to start diagnosis 150.00...600.00 mg/stk Air mass during diagnosis 129.99...620.01 mg/stk MAF per cylinder to start diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...165.00 kg/h Load conditions: Air mass set point not calibrated mg/stk integrated air mass based on ECT @ start depending on transmission type >= 1.60...2.33 Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 50 RPM Dynamic air mass < \| 65.00 \| mg/stk Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] integrated air mass after dynamic conditions are fulfilled > 20.0 [g] integrated air mass based on driver model prediction depending on transmission type not calibrated [g] EVAP purge conditions: Case 1 EVAP purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active For arithmetic average value calculation: Number of checks required for valid result not calibrated [-] For EWMA-filter: Minimum number of tests per DCY required 1.0 [-] Step change detection will initiate multiple tests per DCY Conditions for step change detection: Relative deviation between new measured value and old EWMA filtered value >= 0.30 - 2.0 [-] Number of checks 3.0 [-]	60.0 - 70.0 s Once / DCY	2 DCY	-- Check the Three Way Catalytic Converter (TWC). Refer to THREE WAY CATALYTIC CONVERTER (TWC), CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P043E EVAP System Leak Detection Reference Orifice Low Flow	Evaporative Emission (EVAP) System Out Of Range High	EVAP pump current during reference measurement > 40.0 mA For time >= 12.0 s	Conditions after engine start: Time after engine start >= 4.0 s Propulsion off time in actual DCY >= 21600.0 s Conditions during engine stop @ ignition off: refueling or defueling detected BARO > 73949.60 kPa AAT 4 - 38° C ECT @ first start >= 4° C Vehicle speed < 1 mph Time in actual DCY >= 600.0 s battery voltage 10.97...16.15 [V] Airbag not activated battery voltage change during monitoring <= 0.80 [V] propulsion off time in current DCY >= 10.0 [s]	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P043F EVAP System Leak Detection Reference Orifice High Flow	Evaporative Emission (EVAP) System Out Of Range Low	EVAP pump current during reference measurement < 15.0 mA	ECT downstream engine @ first start >= 4 [°C] diff. ECT downstream engine vs AAT not calibrated. or Propulsion off time >= 21600.0 s or refueling or defueling detected BARO > 73949.60 kPa AAT 4 - 38° C ECT @ first start >= 4° C Vehicle speed < 1 mph Time in actual DCY >= 600.0 s battery voltage 10.97...16.15 [V] Airbag not activated battery voltage change during monitoring <= 0.80 [V] propulsion off time in current DCY >= 10.0 [s]	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0441 EVAP System Incorrect Purge Flow	Evaporative Emission (EVAP) Canister Purge Valve Functional Check: Stuck Close	Purge valve quality < 0.10 [-]	ECT downstream engine > 60° C BARO > 73.0 kPa AAT > 3° C AAT @ start >= 4° C Diff. BARO vs. filtered MAP >= 20.0 kPa Diff. BARO vs. filtered MAP > 21.0 kPa Engine speed < 3400 RPM And Ratio MAF @ manifold and MAF max > 0.10...0.19 Engine speed > 1, 000 RPM Or Coasting function not calibrated And Vehicle speed >= 3 mph Diff. engine speed vs. filtered engine speed < 100 RPM Diff. ratio MAF @ manifold and MAF max vs. ratio filtered MAF @ manifold and MAF max < 0.15 [-] Diff. modeled MAP vs. filtered modeled MAP < \|1.40\| kPa Integrated air mass since engine start >= 4.25...10.5 g And Lambda conditions fulfilled Lambda control active Lambda control value -30.0 - 30.0% O2S front 0.90 - 1.10 [-] Or Fuel cut off not calibrated And Case 1: Integrated air mass @ canister purge valve per driving cycle not calibrated g Case 2: Ratio MAF @ canister purge And MAF per cylinder >= 0.0 [-] Or Canister purge sampling rate >= 0.00% And Integrated air mass @ canister purge valve >= 10.1 g Depending on AAT: AAT >= 20° C Canister load <= 0.20 [-] Or AAT >= 30; < 30° C Canister load <= 0.20 [-] Or AAT < 30° C Canister load <= 0.20 [-]	8.5 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0442 EVAP System Leak Detected (Small Leak)	Evaporative Emission (EVAP) System Small Leak Rationality Check	Corrected pump current during rough leak check < 13.5...39.7 mA For time >= 600.0 s	ECT downstream engine @ first start >= 4 [°C] diff. ECT downstream engine vs AAT not calibrated. or Propulsion off time >= 21600.0 s or refueling or defueling detected BARO > 73949.60 kPa AAT 4 - 38° C ECT @ first start >= 4° C Vehicle speed < 1 mph Time in actual DCY >= 600.0 s battery voltage 10.97...16.15 [V] Airbag not activated battery voltage change during monitoring <= 0.80 [V] propulsion off time in current DCY >= 10.0 [s]	600.0 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0444 EVAP System Purge Control Valve "A" Circuit Open	Evaporative Emission (EVAP) Canister Purge Valve Open Circuit	Signal voltage, lower range > 1.92 - 2.21 V Signal voltage, upper range < 2.85 - 3.25 V	Engine start not active Engine running EVAP purge valve opening signal (PWM) > 3.13; <= 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0447 EVAP System Vent Control Circuit Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0448 EVAP System Vent Control Circuit Shorted	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0448 EVAP System Vent Control Circuit Shorted	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	2.0 s Continuous	2 DCY
P0456 EVAP System Leak Detected (Very Small Leak)	Evaporative Emission (EVAP) System Very Small Leak Rationality Check	Pump current measurement time >= 600.0 s Time for valid pump current gradient events not calibrated s Pump current gradient 0.01 - 0.30 mA/s Or Time for low pump current gradient events > 20.0 s Low pump current gradient < 0.0 mA/s	Conditions after engine start: Time after engine start >= 2.0 s Propulsion off time in actual DCY >= 21600s Conditions during engine stop @ ignition off: BARO > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed < 1 mph Time in actual DCY >= 600.0 s Airbag not activated EVAP purge adaptation < 0.30 [-] Time since last EVAP purge < 60.0 s And Rough leak measurement finished no error detected	630.0 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0458 EVAP System Purge Control Valve "A" Circuit Low	Evaporative Emission (EVAP) Canister Purge Valve Circuit Low	Signal voltage 1.92 - 2.21 V	Engine start not active Engine running EVAP purge valve opening signal (PWM) <= 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P0459 EVAP System Purge Control Valve "A" Circuit High	Evaporative Emission (EVAP) Canister Purge Valve Circuit High	Actuator temperature > 160 - 200° C Or Signal current > 4.0 - 7.0 A	Engine start not active Engine running EVAP purge valve opening signal (PWM) >= 3.13% Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P0461 Fuel Level Sensor "A" Circuit Range/Performance	Fuel Level Sensor rationality check	diff. fuel consumption and fuel level changes < -239.00; > 12.00 [l]	general: refueling or defueling not detected and fuel tank level signal valid and case 1: for tank full fuel level >= 98.05 [%] fuel consumption since last refueling or last plausibility check > 44.00 [l] case 2: for tank not full fuel level < 98.05 [%] fuel consumption since last refueling or last plausibility check > 15.00 [l]	1.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0462 Fuel Level Sensor "A" Circuit Low	Fuel Level (FL) Sensor 1 communication with IPC	instrument cluster module signal: circuit low failure		12.7 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P0463 Fuel Level Sensor "A" Circuit High	Fuel Level (FL) Sensor 1 communication with IPC	instrument cluster module signal: circuit low failure		12.7 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance	COM: Vehicle Speed Sensor (VSS) Communication With VSS	Speed sensor fault value: rationality check low failure		0.1 s Continuous	2 DCY	-- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
		Speed sensor fault value: rationality check high failure
		Speed sensor fault value: out of range low failure
		Speed sensor fault value: out of range high failure
P0502 Vehicle Speed Sensor "A" Circuit Low	Vehicle Speed Sensor (VSS) Open Circuit	Diagnostic signal from output driver failure		0.1 s Continuous	2 DCY	-- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
	Vehicle Speed Sensor (VSS) Short To Ground
	Vehicle Speed Sensor (VSS) Short To Battery Plus
P0506 Idle Control System RPM - Lower Than Expected	Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point < -100 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed 0 mph Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow < 4.60 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure > 67.01 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph Engine load < 70.31% (M/T only) For time >= 3.0 s	12.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0507 Idle Control System RPM - Higher Than Expected	Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point > 90 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed 0 mph Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow < 4.60 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure > 67.01 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph For time >= 3.0 s	12.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P050A Cold Start Idle Control System Performance	Cold Start Monitoring Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point < -100 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed 0 mph Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow < 4.60 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure > 67.01 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph For time >= 3.0 s	12.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P050A Cold Start Idle Control System Performance		Diff. actual engine speed vs. engine speed set point > 90 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed 0 mph Accelerator pedal released by driver Throttle actuator commanded on EVAP purge flow < 4.60 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure > 67.01 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph For time >= 3.0 s	12.0 s Continuous	2 DCY
P050B Cold Start Ignition Timing Performance	Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor	Ratio between ignition angle efficiency integral and time at > 0.15 [-]	Engine idle speed Ignition angle efficiency set point <= 0.85 [-] Modeled pressure quotient <= 1.0 [-] Barometric pressure > 0.0 kPa Catalyst heating active Engine start temperature -48...143° C Time after engine start > 2.0 s Vehicle speed 0 mph And Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk For time >= 0.0 s And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM For time >= 0.0 s	5.0 s Once / DCY	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P052A Cold Start "A" Camshaft Position Timing Over-Advanced Bank 1	Cold Start Monitoring Variable Valve Timing (VVT) Rationality Check	Camshaft position deviation > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating active Camshaft position deviation integrator (actual vs. set point position) >= 10.0° CRK*s	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P053F Cold Start Fuel Pressure Performance Bank 2	Cold Start Monitoring Fuel System Out Of Range Low	Deviation between set point and actual fuel pressure > 2000.06 kPa	General: Engine speed > 608 RPM Time after engine start > 7.0 s And Fuel mass set point lower range > 1.99 mg/stk For time >= 5.0 s Fuel mass set point upper range <= 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s ABS. diff. setpoint value vs. limited setpoint value of fuel pressure <= 99.77 [kPa] And Additional for catalyst heating: Catalyst heating active ECT downstream engine > -48° C Fuel mass set point lower range >= 6.99 mg/stk For time>= 3.0 s	5.0 s Once / DCY	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P053F Cold Start Fuel Pressure Performance Bank 2	Cold Start Monitoring Fuel System Out Of Range High	Deviation between set point and actual fuel pressure < -3499.80 kPa		5.0 s Once / DCY	2 DCY
P054A Cold Start "B" Camshaft Position Timing Over-Advanced Bank 1	Cold Start Monitoring Variable Valve Timing (VVT) Rationality Check	Camshaft position deviation > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating active Camshaft position deviation integrator (actual vs. set point position) >= 50.0° CRK*s	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0601 Internal Control Module Memory Checksum Error	Engine Control Module (ECM): Checksum Verification	Software checksum incorrect		1.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-. Refer to appropriate service information.
P0601 Internal Control Module Memory Checksum Error	Engine Control Module (ECM): Checksum Verification	Calibration checksum incorrect		1.0 s Continuous	2 DCY
P0603 Internal Control Module Keep Alive Memory (KAM) Error	Engine Control Module (ECM): Communication Check	Device 2: SPI communication with ATIC failure		2.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-. Refer to appropriate service information.
		Device 1: SPI communication with ATIC failure
		SPI communication with ATIC failure


	Engine Control Module (ECM): Fuel Injection Valves Internal Hardware Check	Time reference from micro controller during initialization failure		4.9 s Once / DCY

		Hardware during initialization failure
		Hardware during initialization failure
		Calibration during initialization failure
		Calibration during initialization failure
		Hardware vs. software version check during initialization failure

		Communication between micro controller and SDI-Driver power stage failure		2, 880.0° CRK Continuous
				2, 880.0° CRK Continuous
				360.0° CRK Once / DCY
				360.0° CRK Once / DCY
		Time reference from micro controller during initialization missing		2, 880.0° CRK Continuous
				2, 880.0° CRK Continuous
		Communication between micro controller and SDI-Driver power stage failed		4, 320.0° CRK Continuous
				4, 320.0° CRK Continuous
P0606 Control Module Processor	Barometric Pressure (BARO) Sensor Engine Standing: Cross Check	Case 1: charged engine Diff. BARO vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value not calibrated kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value not calibrated kPa	Case A: engine stop during DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated	3.0 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-. Refer to appropriate service information.
	Barometric Pressure (BARO) Sensor ECM Keep Alive-Time: Cross Check	Diff. BARO vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger > 8.50 kPa	Engine stopped Vehicle speed < 1 mph ECM keep alive-time 10.0 - 6, 553.5 s
	Barometric Pressure (BARO) Sensor Full Load: Cross Check	Diff. turbocharger boost pressure vs. MAP <= 10.0 kPa Case 1: Diff. BARO vs. turbocharger boost pressure @ fuel cut off not calibrated kPa Or Case 2: Diff. BARO vs. turbocharger boost pressure @ idle speed not calibrated kPa	Engine running Engine speed 3, 000 - 8, 160 RPM Throttle position >= 26.602 - 79.003° TPS For time >= 2.0 s
	Barometric Pressure (BARO) Sensor Circuit Low	Barometric pressure sensor voltage < 0.20 V		50.0 ms Continuous
	Barometric Pressure (BARO) Sensor Circuit High	Barometric pressure sensor voltage > 4.80 V		50.0 ms Continuous
	Barometric Pressure (BARO) Sensor Out Of Range Low	Measured barometric pressure < 45.0 kPa		50.0 s Continuous
	Barometric Pressure (BARO) Sensor Out Of Range High	Measured barometric pressure > 115.0 kPa		50.0 s Continuous
	Knock Control Functional Check	Knock control failure	Engine running	6.4 s Continuous
	Engine Control Module (ECM): Analog / Digital Converter Function Monitoring: A/D Converter	Diff. A/D-channel 1 vs. A/D channel 2 > 0.30 V		0.5 s Continuous
	Engine Control Module (ECM): Communication Check	SPI communication with ATIC implausible	Time after ignition on >= 1.0 s	10.0 s Continuous
	Engine Control Module (ECM): Communication Check	SPI communication with ATIC failed	Time after ignition on >= 1.0 s	10.0 s Continuous
	Engine Control Module (ECM): EEPROM Check	EEPROM information failure		1.0 s Continuous
		Communication between sample software and production hardware error		1.0 s Once / DCY
		Finished NVMCrypt integrity error
		Decryption of NVMCrypt failed
	Engine Control Module (ECM): RAM Functional Check	Monitoring module check failed		0.5 s Continuous
	Cold Start Monitoring Engine Control Module (ECM): Rationality Check	Ratio of injection fault counter and number of requested injections > 0.20 [-]	General conditions: Engine running Injection on all cylinders active MFI and DFI active Conditions for measurement window: Catalyst heating active Conditions at fault decision: Catalyst heating finished Requested injections > 200.0 [-]	180.0° CRK Continuous
	CAN: Controller RAM Check	RAM error memory checksum error	Initialization phase active Ignition on	0.2 s Once / DCY
P060C Internal Control Module Main Processor Performance	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Injection	Fuel mass validation failed		0.5 s Continuous	2 DCY	-- Replace the Engine Control Module -J623-. Refer to appropriate service information.
	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 Function Monitoring: Torque	Validation of torque losses failed
		Validation min. torque @ clutch failed
		Validation max. torque @ clutch failed
		Validation idle speed engine torque (I-Part) failed
		Validation engine torque failed
		Validation idle speed engine torque (PD-Part) failed
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Engine Speed Deviation	Engine speed validation failed
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Throttle Position	Comparison voltage sensor 1 with sensor 2 implausible
P0638 Throttle Actuator Control Range/Performance Bank 1	Throttle Actuator Adaptation Value Monitoring	Battery voltage <= 9.04 V	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active	0.01 s Once per lifetime	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
		Accelerator pedal value > 99.90% Or Engine speed > 64 RPM Or Vehicle speed > 1 mph Or IAT @ throttle < 5° C Or ECT downstream engine < 5° C Or ECT downstream engine > 110° C		0.01 s Once per lifetime
		Actual TPS - ref. point > 0.503° TPS	Throttle adaptation demanded Accelerator pedal value < 99.9% Engine speed < 64 RPM Vehicle speed < 1 mph IAT @ throttle > 5° C ECT downstream engine 5 - 110° C	0.01 s Once / DCY
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V		0.01 s Once / DCY
	Throttle Actuator Monitoring Of Position	Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V		0.01 s Once per lifetime
		Actual TPS - ref. point > 0.503° TPS
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.25 V
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
		Throttle position sensor 1 voltage < 0.40 V Or Throttle position sensor 2 voltage > 4.60 V Or Throttle position sensor 1 voltage > 0.80 V Or Throttle position sensor 2 voltage < 4.20 V
		Actual TPS - ref. point > 0.503° TPS
P0642 Sensor Reference Voltage "A" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 1 supply voltage < 4.62 V for time > 10 [ms]	ignition on battery voltage >= 5.50 [V] for time >= 0.0 [s] and time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P0643 Sensor Reference Voltage "A" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 1 supply voltage > 5.43 V for time > 10 [ms]	ignition on battery voltage >= 5.50 [V] for time >= 0.0 [s] and time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P064A Fuel Pump Control Module "A"	Fuel Pump Control Module (FPCM) Over-Temperature Warning Power Stage	Power stage temperature > 125° C		0.9 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P064A Fuel Pump Control Module "A"	Fuel Pump Control Module (FPCM) Functional Check: Electronics	Internal check failed		027 s Continuous	2 DCY
P0652 Sensor Reference Voltage "B" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 2 supply voltage < 4.62 V	ignition on battery voltage >= 5.50 [V] for time >= 0.0 [s] and time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P0653 Sensor Reference Voltage "B" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 2 supply voltage > 5.43 V	ignition on battery voltage >= 5.50 [V] for time >= 0.0 [s] and time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P0657 Actuator Supply Voltage "A" Circuit/Open	Engine Components Supply Voltage Relay Open Circuit	Output voltage, lower range >= 1.90 - 2.30 V Output voltage, upper range <= 2.80 - 3.20 V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0658 Actuator Supply Voltage "A" Circuit Low	Engine Components Supply Voltage Relay Short To Ground	Output voltage < 1.90 - 2.30 V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0659 Actuator Supply Voltage "A" Circuit High	Engine Components Supply Voltage Relay Short To Battery Plus	Output current > 1.0 - 2.3 A Or Actuator temperature > 175 - 195° C	Actuator commanded on	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0687 ECM/PCM Power Relay Control Circuit High	Main Relay Short To Battery Plus	Main relay driver temperature > 175 - 195° C Or Main relay output current > 1.0 - 2.3 A	Actuator commanded on For time >= 0.4 s	0.2 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P068A ECM/PCM Power Relay De-Energized Performance - Too Early	Main Relay Rationality Check During Engine Running	Sensed circuit voltage < 5.0 V	Actuator commanded on For time >= 0.1 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P068B ECM/PCM Power Relay De-Energized Performance - Too Late	Main Relay Rationality Check During Engine Off	Sensed circuit voltage > 6.0 V	Actuator commanded off For time >= 0.3 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0698 Sensor Reference Voltage "C" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 3 supply voltage < 4.62 V for time > 10 [ms]	ignition on battery voltage >= 5.50 [V] for time >= 0.0 [s] and time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P0699 Sensor Reference Voltage "C" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 3 supply voltage > 5.43 V for time > 10 [ms]	ignition on battery voltage >= 5.50 [V] for time >= 0.0 [s] and time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P11A1 Cam Shift Actuator "A" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A1 Cam Shift Actuator "A" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A2 Cam Shift Actuator "A" Cylinder 1 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A3 Cam Shift Actuator "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A3 Cam Shift Actuator "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A4 Cam Shift Actuator "B" Cylinder 1 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A5 Cam Shift Actuator "A" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A5 Cam Shift Actuator "A" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A6 Cam Shift Actuator "A" Cylinder 2 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A7 Cam Shift Actuator "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A7 Cam Shift Actuator "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A8 Cam Shift Actuator "B" Cylinder 2 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A9 Cam Shift Actuator "A" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A9 Cam Shift Actuator "A" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AA Cam Shift Actuator "A" Cylinder 3 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AB Cam Shift Actuator "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AB Cam Shift Actuator "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AC Cam Shift Actuator "B" Cylinder 3 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AD Cam Shift Actuator "A" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AD Cam Shift Actuator "A" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AE Cam Shift Actuator "A" Cylinder 4 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AF Cam Shift Actuator "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range < 1.92 - 2.21 V Output voltage, upper range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AF Cam Shift Actuator "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11B0 Cam Shift Actuator "B" Cylinder 4 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 seg Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11BF Cam Shift Actuator Outlet "A" Cylinder 1 Range/Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C0 Cam Shift Actuator Outlet "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C1 Cam Shift Actuator Outlet "A" Cylinder 2 Range/Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C2 Cam Shift Actuator Outlet "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C3 Cam Shift Actuator Outlet "A" Cylinder 3 Range/Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C4 Cam Shift Actuator Outlet "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C5 Cam Shift Actuator Outlet "A" Cylinder 4 Range/Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C6 Cam Shift Actuator Outlet "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P13EA Cold Start Ignition Timing Performance Off Idle	Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor	Ratio between ignition angle efficiency integral and time at > 0.13 [-]	Engine part load For time >= 0.0 s Ignition angle efficiency set point <= 0.98 [-] Vehicle speed > 2 mph And Barometric pressure > 0.0 kPa And Catalyst heating active And Engine start temperature -48...143° C And Time after engine start > 2.0 s And Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk For time >= 0.0 s And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM For time >= 0.0 s	5.0 s Once / DCY	2 DCY	-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P169A Loading Mode Active	Engine Control Module (ECM): Transport Mode Function Monitoring: Mode Change	Transport mode active	Vehicle speed < 3 mph Max trip mileage since initial vehicle start-up < 62.15 miles During ECM keep alive-time after ignition off Engine speed 0 RPM Production mode not active For hybrid: Drive motor off	0.01 s Continuous	1 DCY	-- 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 READINESS CODE .
P2004 Intake Manifold Runner Control Stuck Open Bank 1	Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Open	Signal voltage > 1.89 V For time >= 1.5 s	Actuator commanded off Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2006 Intake Manifold Runner Control Stuck Closed Bank 1	Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Close	Signal voltage < 3.10 V For time >= 1.5 s	Actuator commanded on Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2008 Intake Manifold Runner Control Circuit/Open Bank 1	Intake Manifold Runner Control (IMRC) Actuator Open Circuit	Output voltage, lower range >= 1.92 - 2.21 V Output voltage, upper range <= 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2009 Intake Manifold Runner Control Circuit Low Bank 1	Intake Manifold Runner Control (IMRC) Actuator Short To Ground	Output voltage (hardware values) < 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2010 Intake Manifold Runner Control Circuit High Bank 1	Intake Manifold Runner Control (IMRC) Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1	Intake Manifold Runner Control (IMRC) Position Sensor Short To Ground / Open Circuit	Intake manifold runner flap position sensor voltage < 0.20 V	Engine start not active	1.9 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2015 Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance Bank 1	Intake Manifold Runner Control (IMRC) Actuator Adaptation Value Monitoring	Diff. actual value vs. substitution value @ lower mechanical thresh hold > 0.70 V Or Diff. actual value vs. substitution value @ upper mechanical thresh hold > 0.70 V Failed adaptations >= 1.0 [-]	Modeled pressure quotient < 0.75 [-] Engine running Engine speed > 640; < 1, 504 RPM ECT downstream engine > -30° C Intake manifold runner flap adaptation not finished	0.04 s Once per lifetime	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1	Intake Manifold Runner Control (IMRC) Position Sensor Short To Battery Plus	Intake manifold runner flap position sensor voltage > 4.80 V	Engine start not active	1.9 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2067 Fuel Level Sensor "B" Circuit Low	Fuel Level (FL) Sensor 2 communication with IPC	instrument cluster module signal: circuit low failure		12.7 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P2068 Fuel Level Sensor "B" Circuit High	Fuel Level (FL) Sensor 2 communication with IPC	instrument cluster module signal: circuit low failure		12.7 s Continuous	2 DCY	-- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information.
P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1	Variable Valve Timing (VVT) Intake Actuator Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1	Variable Valve Timing (VVT) Intake Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2090 "B" Camshaft Position Actuator Control Circuit Low Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P2091 "B" Camshaft Position Actuator Control Circuit High Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P2096 Post Catalyst Fuel Trim System Too Lean Bank 1	Fuel System Out Of Range Low	Adaptation value < -0.05 [-]	2nd lambda control not active Catalyst purge not active Injection mode change (DFI/MFI) not active Engine speed 0 RPM high PCV purge load due to oil dilution not calibrated Choice of: O2S rear (binary) check not active Or O2S rear (binary) check finished	0.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2097 Post Catalyst Fuel Trim System Too Rich Bank 1	Fuel System Out Of Range High	Adaptation value > 0.05 [-]	2nd lambda control not active Catalyst purge not active Injection mode change (DFI/MFI) not active Engine speed 0 RPM high PCV purge load due to oil dilution not calibrated Choice of: O2S rear (binary) check not active Or O2S rear (binary) check finished	0.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2100 Throttle Actuator "A" Control Motor Circuit/Open	Throttle Actuator Open Circuit	Electronic throttle valve driver load resistance > 200.0 kΩ	Diff. between measured and filtered throttle position <= 0.073° TPS Actuator commanded off	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2101 Throttle Actuator "A" Control Motor Circuit Range/Performance	Throttle Actuator Over Temperature	Electronic throttle valve driver temperature > 170.0 - 190.0° C	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
	Throttle Actuator Out Of Range	Control duty cycle > 98.0%	Throttle position not at min. value Throttle adaptation not active Actuator commanded on	5.0 s Continuous
	Throttle Actuator Rationality Check	Difference between throttle position set point and throttle flap opening angle for electronic throttle control > 2.998 - 24.982° TPS	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active Actuator commanded on Diff. throttle position set point vs. throttle flap opening angle <= 1.999; > -1.999° TPS	0.5 s Continuous
P2103 Throttle Actuator "A" Control Motor Circuit High	Throttle Actuator Short Circuit	Electronic throttle valve driver current > 9.3 - 15.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low	SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit Low	Sensor value < 0.40 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High	SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit High	Sensor value > 4.85 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low	SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit Low	Sensor value < 0.20 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High	SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit High	Sensor value > 2.80 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation	SENT: Accelerator Pedal Position (APP) Sensor 1 And 2 Rationality Check	Difference between signal voltage sensor 1 and sensor 2 > 0.10 - 0.12 V		0.4 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2177 System Too Lean Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean @ Part Load	Adaptive value >= 28.0%	Air mass > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold> -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Fuel mass 15.01 - 50.0 mg/stk Engine speed 1, 024 - 3, 744 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection < \|15.01...35.01 mg/stk Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And EVAP purge valve closed Or Canister load <= 1.20 [-] EVAP purge flow at max. value Or Dependence on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And EVAP purge flow at min. value	5.0 s Continuous .	2 DCY	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2178 System Too Rich Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich @ Part Load	Adaptive value <= -28.0%	Air mass > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold> -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Fuel mass 15.01 - 50.0 mg/stk Engine speed 1, 024 - 3, 744 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection < \|15.01...35.01 mg/stk Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And EVAP purge valve closed Or Canister load <= 1.20 [-] EVAP purge flow at max. value Or Dependence on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And EVAP purge flow at min. value	5.0 s Continuous .	2 DCY	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2181 Cooling System Performance	Engine Cooling System Rationality Check	ECT downstream engine < 60° C For time >= 0.0 s	Engine running Or Engine stopped And ECT downstream engine once after engine start > 65° C Or ECT @ radiator outlet once after engine start not calibrated ° C And AAT sensor signal valid AAT > -10° C Relative actual MAF > 5.0% ECT downstream engine @ first start lower limit >= -40° C ECT downstream engine @ first start upper limit <= 215° C Vehicle speed >= 0 mph Modeled ECT downstream engine > 60° C Start-stop cycles <= 255.0 [-] For time >= 15.0 s	1.0 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Heater Support Pump -V488-. Refer to Heater Support Pump - V488-, CHECKING .-- Check the engine coolant thermostat. Refer to appropriate service information.
P2181 Cooling System Performance	Engine Cooling System Rationality Check	Modeled ECT downstream engine > 66 - 70° C Choice of: ECT downstream engine < 65 - 69° C Or ECT @ radiator outlet not equipped ° C	ECT downstream engine @ first start >= -10° C ECT downstream engine @ first start <= 50 - 55° C AAT > -10° C Ratio accumulated time fuel cut off vs. time since engine start <= 12.11% Ratio accumulated time engine load condition vs. time since engine start <= 39.84% Determination engine load condition: Engine load (lower threshold) <= 2.50% Engine load (upper threshold) >= 100.0% Ratio accumulated time high speed condition <= 14.84% Determination high speed condition: Vehicle speed > 75 mph Ratio accumulated time start-stop active <= 16.02% Set point of RVC in measurement window < 99.61% Case 1: Engine speed < 8, 160 RPM Case 2: Engine speed >= 8, 160 RPM Diff. ECT downstream engine during measurement < 256° C For time >= 0.0 s	1.0 s Once / DCY	2 DCY
P2183 Engine Coolant Temperature Sensor 2 Circuit Range/Performance	Engine Coolant Temperature (ECT) Sensor @ Radiator Cross Check	High side: reference measuring Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. ECT @ radiator outlet @ cold start vs. ECT downstream engine @ cold start not calibrated K Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Diff. ECT downstream engine @ cold start vs. ECT @ radiator outlet @ cold start not calibrated K Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Min. amount of faulty reference measurements to detect 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start <= 1, 400.0 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time >= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time >= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K Diff. actual AAT vs. min. AAT < 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K	0.1 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2184 Engine Coolant Temperature Sensor 2 Circuit Low	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Ground	Sensor voltage <= 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2185 Engine Coolant Temperature Sensor 2 Circuit High	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Battery / Open Circuit	Sensor voltage > 4.90 V	IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .
P2187 System Too Lean at Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean @ Idle	Case 1: Adaptive value not calibrated mg/stk Case 2: Adaptive value>= 0.31 kg/h	Air mass > > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Vehicle speed < 5mph Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection < 16.0 - 30.01 mg/stk Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Fuel mass upper range < 0.0 - 17.74 mg/stk Fuel mass lower range > 0 mg/stk Engine speed 704 - 1, 408 RPM Or Engine not calibrated And EVAP purge valve closed Or Canister load <= 1.20 [-] EVAP purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And EVAP purge flow at min. value	5.0 s Continuous .	2 DCY	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2188 System Too Rich at Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich @ Idle	Case 1: Adaptive value not calibrated mg/stk Case 2: Adaptive value>= 0.31 kg/h	Air mass > > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Vehicle speed < 5mph Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection < 16.0 - 30.01 mg/stk Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Fuel mass upper range < 0.0 - 17.74 mg/stk Fuel mass lower range > 0 mg/stk Engine speed 704 - 1, 408 RPM Or Engine not calibrated And EVAP purge valve closed Or Canister load <= 1.20 [-] EVAP purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And EVAP purge flow at min. value	5.0 s Continuous .	2 DCY	-- 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 PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2195 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Rationality Check	Plausibility signal check O2S front and O2S rear: Lambda value > 1.14 [-] And O2S signal rear >= 0.88 V	O2S front ready O2S rear ready ECT downstream engine >= 60° C MAF > 22.0; < 300.0 kg/h Catalyst purge not active Integrated air mass after end of catalyst purge 10.0 g Engine speed > 992 RPM Modeled EGT @ O2S front > -273; < 850° C Injection mode change (DFI/MFI) not active Integrated air mass > 20.0 g Dynamic lambda controller output < 3.0% Dynamic air mass < 0.05 g/stk Dynamic engine speed < 100 RPM And Second control loop active: Air mass 0.06...1.39 g/stk Engine speed 576...8160 RPM	67.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P2196 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Rationality Check	Plausibility signal check O2S front and O2S rear: Lambda value < 0.83 [-] And O2S signal rear <= 0.04 V	O2S front ready O2S rear ready ECT downstream engine >= 60° C MAF > 22.0; < 300.0 kg/h Catalyst purge not active Integrated air mass after end of catalyst purge 10.0 g Engine speed > 992 RPM Modeled EGT @ O2S front > -273; < 850° C Injection mode change (DFI/MFI) not active Integrated air mass > 20.0 g Dynamic lambda controller output < 3.0% Dynamic air mass < 0.05 g/stk Dynamic engine speed < 100 RPM And Second control loop active: Air mass 0.06 - 1.39 g/stk Engine speed 576 - 8160 RPM	67.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range High	Weighted adaptive value > 10.0% Or Weighted adaptive value < -50.00 [%] Or Weighted adaptive value >-50.00 [%]		90.0 (does not run in FTP) s Once / DCY	2 DCY
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range High	Weighted adaptive value > 10.0% Or Weighted adaptive value < -50.00 [%] Or Weighted adaptive value >-50.00 [%]		90.0 (does not run in FTP) s Once / DCY	2 DCY
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range High	Weighted adaptive value > 10.0% Or Weighted adaptive value < -50.00 [%] Or Weighted adaptive value >-50.00 [%]		90.0 (does not run in FTP) s Once / DCY	2 DCY
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance: Out Of Range High	Weighted adaptive value > 10.0% Or Weighted adaptive value < -50.00 [%] Or Weighted adaptive value >-50.00 [%]		90.0 (does not run in FTP) s Once / DCY	2 DCY
P2237 O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Pump Voltage (VIP)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated > 4644.00Ω	O2S front (linear) ready O2S ceramic temperature > 720° C For time >= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2243 O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Nernst Voltage (VN)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated > 4644.00Ω	O2S front (linear) ready O2S ceramic temperature > 720° C For time >= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2251 O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Virtual Ground (VG)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated > 4644.00Ω	O2S front (linear) ready O2S ceramic temperature > 720° C For time >= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2270 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Signal Range Check	Case 1: Max. O2S rear voltage < 0.80 V	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy>= 200.00...2500.00 kJ Or Time after engine start > 6, 553.5 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output to start diagnosis < 24.99% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >=150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point And Actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature to start diagnosis 500° C Modeled catalyst temperature during diagnosis 470...930° C Integrated air mass, catalyst temp. conditions fulfilled > 12.5...100.0 g Diff. dynamic vs. stationary catalyst temperature to start diagnosis -148.0...148.0 K Diff. dynamic vs. stationary catalyst temperature to start diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions: Air mass @ start of diagnosis 150.00...600.00 mg/rev Air mass during diagnosis 129.99...620.01 mg/rev MAF per cylinder to start diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...165.00 kg/h Load conditions: Air mass set point not calibrated mg/rev Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 50 RPM Dynamic air mass < \| 65.00 \| mg/rev Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1: EVAP purge valve not calibrated Case 2: Canister load calculation not calibrated EVAP purge flow not calibrated Case 3: Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.60V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active	0.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2271 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear Close The Gap Conditions: Signal Range Check	Case 1: Min. O2S rear voltage > 0.25 V	General conditions: Vehicle speed >= 25 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy>= 200.00...2500.00 kJ Or Time after engine start > 6, 553.5 s Engine speed 1056...3616 RPM Lambda control value < 20.0% Deviation of lambda controller output to start diagnosis < 24.99% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >=150.0 g And Depending on lambda controller deviation Deviation of lambda controller set point And Actual value during diagnosis < 24.99% Or Deviation of lambda controller output below set point during diagnosis < \|-12.50...-4.00% Or Deviation of lambda controller output over set point during diagnosis < 24.99% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 500° C Modeled catalyst temperature to start diagnosis 500° C Modeled catalyst temperature during diagnosis 470...930° C Integrated air mass, catalyst temp. conditions fulfilled > 12.5...100.0 g Diff. dynamic vs. stationary catalyst temperature to start diagnosis -148.0...148.0 K Diff. dynamic vs. stationary catalyst temperature to start diagnosis -220.0...220.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions: Air mass @ start of diagnosis 150.00...600.00 mg/rev Air mass during diagnosis 129.99...620.01 mg/rev MAF per cylinder to start diagnosis 35.00...160.00 kg/h MAF per cylinder during diagnosis 30.00...165.00kg/h Load conditions: Air mass set point not calibrated mg/rev Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 50 RPM Dynamic air mass < \| 65.00 \| mg/rev Dynamic lambda controller output < 10.0% diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99 [%] Integrated air mass after dynamic conditions are fulfilled > 20.0 g EVAP purge conditions: Case 1: EVAP purge valve not calibrated Case 2: Canister load calculation not calibrated EVAP purge flow not calibrated Case 3: Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.60V Integrated air mass to start diagnosis >= 15.0 g O2S front dynamic diagnosis separate not active	0.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2271 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2	Oxygen Sensors (O2S) Rear During Fuel Cut Off Conditions: Signal Range Check	O2S rear voltage > 0.25 V Intrusive lambda ramp lean > 1.12 [-]	O2S heater rear active O2S rear ready Internal resistance O2S rear <= 0.0 Ω Counter of integrated mass for fuel in oil < 255.0 [-]	0.0 s Once / DCY	2 DCY
P2279 Intake Air System Leak	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation > 35.00...72.00% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation active (By throttle opening area) Throttle position 0.0 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25 - 0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa	1.7 s Continuous	2 DCY	-- Check for air leaks between MAF and throttle body, oil fill cap not tight or oil dipstick not seated in tube. Also any engine gaskets that can cause additional air to enter the crankcase can set this fault as the PCV system is not metered. If a vacuum leak or crankcase gasket sealing is at cause, the idle may be rough or unstable.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2279 Intake Air System Leak	Intake Air (IA) System Rationality Check	Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure > 30.0% Lambda controller included correction and adaptation -50.0 - 50.0% Lambda controller active	Intake manifold modeled adaptation active (By turbocharger boost pressure) Throttle position > 4.500° TPS Engine speed 1, 216 - 6, 000 RPM Pressure quotient @ throttle 0.63 - 0.95 [-] Engine running Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous	2 DCY
P2300 Ignition Coil "A" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by inactive low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by active low side switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.5 s Continuous	2 DCY
P2302 Ignition Coil "A" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, lower range >= 1.92 - 2.21 V Output voltage in OFF state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2303 Ignition Coil "B" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by inactive low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by active low side switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.5 s Continuous	2 DCY
P2305 Ignition Coil "B" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, lower range >= 1.92 - 2.21 V Output voltage in OFF state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2306 Ignition Coil "C" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by inactive low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by active low side switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.5 s Continuous	2 DCY
P2308 Ignition Coil "C" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, lower range >= 1.92 - 2.21 V Output voltage in OFF state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2309 Ignition Coil "D" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P230A Cylinder 1 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: rationality check	cylinder misfire counter > 80.00 [-]	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P230B Cylinder 2 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: rationality check	cylinder misfire counter > 80.00 [-]	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P230C Cylinder 3 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: rationality check	cylinder misfire counter > 80.00 [-]	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P230D Cylinder 4 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: rationality check	cylinder misfire counter > 80.00 [-]	Fuel pressure set point 2000.10...22000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished canister purge stable lambda control closed loop catalyst purge not active canister load <= 2.00 [-] engine no full load segment adaptation finished catalyst damaging misfire not detected emission threshold misfire not detected no gear switch for segments >= 90.00 [-] segments after start > 0.00 [-] time after engine start > 0.0 [s] rough road not detected and min. fuel mass >= 0.00 [mg/stk] intake manifold runner flap position change not active injection mode change (DFI/MFI) not equipped Valve lift position change not calibrated Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 088 - 3, 104 RPM And Fuel mass set point lower range >= 12.0 mg/stk Fuel mass set point upper range <= 47.01 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by inactive low side switch in ATIC: Output voltage in OFF state > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coils Short To Battery Plus	Diagnosis by active low side switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	0.5 s Continuous	2 DCY
P2311 Ignition Coil "D" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, lower range >= 1.92 - 2.21 V Output voltage in OFF state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2400 EVAP System Leak Detection Pump Control Circuit/Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	0.5s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2401 EVAP System Leak Detection Pump Control Circuit Low	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2402 EVAP System Leak Detection Pump Control Circuit High	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.5s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2407 EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic	Evaporative Emission (EVAP) System Functional Check	Pump current oscillation during reference measurement > 1.5 mA or Pump current oscillation during reference measurement > 1.5 mA For time >= 5.0 s And Number of aborted leak measurements due to pump > 0.0 [-]	ECT @ first start >= 4° C diff. ECT downstream engine vs.AAT not calibrated or Propulsion off time >= 21600.0 [s] or refueling or defueling detected AAT 4...38 [°C] BARO > 73949.60 [kPa] time since engine start in current DCY >= 600.0 [s] Vehicle speed < 1 mph battery voltage 10.97...16.15 [V] airbag not activated battery voltage change during monitoring <= 0.80 [V] propulsion off time in current DCY >= 10.0 [s]	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P240A EVAP System Leak Detection Pump Heater Control Circuit/Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P240B EVAP System Leak Detection Pump Heater Control Circuit Low	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P240C EVAP System Leak Detection Pump Heater Control Circuit High	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Rationality Check	Pump current correction > 1.1 mA (Nernst-cell)	O2S front ready Fuel cut off not active Injection mode change (DFI/MFI) not active Depending on engine state: Engine part load Or Engine full load Or Engine idle For time >= 3.0 s	10.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2450 EVAP System Switching Valve Performance/Stuck Open	Evaporative Emission (EVAP) System Rationality Check	Drop of EVAP pump current during valve switch >= -3.0 mA And Measurement time 2.0 - 2.5 s	ECT @ first start >= 4° C diff. ECT downstream engine vs.AAT not calibrated or Propulsion off time >= 21600.0 [s] or refueling or defueling detected AAT 4...38 [°C] BARO > 73949.60 [kPa] time since engine start in current DCY >= 600.0 [s] Vehicle speed < 1 mph battery voltage 10.97...16.15 [V] airbag not activated battery voltage change during monitoring <= 0.80 [V] propulsion off time in current DCY >= 10.0 [s]	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low	Turbocharger (TC) Position Sensor Circuit Low	Turbocharger boost control position sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .
P2565 Turbocharger Boost Control Position Sensor "A" Circuit High	Turbocharger (TC) Position Sensor Circuit High	Turbocharger boost control position sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .
P2610 ECM/PCM Engine Off Timer Performance	Engine Off Time Rationality Check	Difference between engine-off time and ECM keep alive-time > 12.0 s	Monitor Entry Conditions: ECM keep alive time active delay time >= 1.0 [s] last ECM activation time >= 2.0 [s] time after last engine stop < 48 [h] case 1: for time (after entry conditions fulfilled) >= 65.0 [s] case 2: for time (after entry conditions fulfilled) < 65.0 [s] ignition key transition off to on	10.0 ms Once / DCY	2 DCY	-- Check power and ground inputs to ECM first. Refer to Wiring Diagrams for pin locations. If all power/grounds to ECM are present, replace the Engine Control Module -J623-. Refer to appropriate service information.
	Engine Off Time Rationality Check	Difference between ECM keep alive-time and engine-off-time >= 12.0 s	Time after last ignition off < 24.0 h Time after ECM wake up < 2.0 s SPI initialization finished	10.0 ms Once / DCY
	Engine Off Time ECM internal Timer Check	ECM internal timer failure Or ECM internal timer signal not calibrated ECM internal timer not calibrated time after last engine stop not calibrated [h]	SPI initialization finished	1.3 s Continuous
P2626 O2 Sensor Pumping Current Trim Circuit/Open Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Open Circuit Nernst Voltage (VN)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated > 4644.00Ω	O2S front (linear) ready O2S ceramic temperature > 720° C For time >= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2635 Fuel Pump "A" Low Flow/Performance	Fuel Pump Control Module (FPCM) Signal Range Check	Phase current > 19; < 21 A		1.10 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
	Fuel Pump Control Module (FPCM) Function Check: Permanent Operation Supply Voltage	FPCM - power supply active And ECM not active		1.9 s Continuous
	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Permanent Operation)	Phase current >= 21; < 32 [-]		1.3 s Continuous
P2681 Engine Coolant Bypass Valve "A" Control Circuit/Open	Engine Cooling System: Bypass Valve Open Circuit	Load resistance > 200.0 kΩ	Actuator commanded off	1.3 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low	Engine Cooling System: Bypass Valve Short To Ground	High side current output 1 > 9.3 - 15.0 A	Actuator commanded on Rotary valve direction forward	0.3 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low	Engine Cooling System: Bypass Valve Short To Ground	High side current output 2 > 9.3 - 15.0 A	Actuator commanded on Rotary valve direction reversed	0.3 s Continuous	2 DCY
P2683 Engine Coolant Bypass Valve "A" Control Circuit High	Engine Cooling System: Bypass Valve Short To Battery Plus	Low side current output 2 > 9.3 - 15.0 A	Actuator commanded off	0.3 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
P2683 Engine Coolant Bypass Valve "A" Control Circuit High	Engine Cooling System: Bypass Valve Short To Battery Plus	Low side current output 1 > 9.3 - 15.0 A	Actuator commanded off	0.3 s Continuous	2 DCY
P26A5 Engine Coolant Bypass Valve "A" Position Sensor Circuit Range/Performance	Engine Cooling System: Bypass Valve Signal Check	sensor signal < 1.00; > 4094.00 [-]	time after ignition on >= 0.1 [s]	0.5 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
U0001 High Speed CAN Communication Bus	CAN: Powertrain Reading Back Sent Message	Message no feedback	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0002 High Speed CAN Communication Bus Performance	CAN: Powertrain Communication Check	Global time out receiving no message	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0101 Lost Communication with TCM	COM: Transmission Control Module (TCM) Communication With TCM	Received message no message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module	COM: Brake System Control Module (BSCM) Communication With BSCM	Received message no message	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0140 Lost Communication With Body Control Module	COM: Body Control Module (BCM) Communication With BCM	Received message no message	Time after ignition on 0.5 s	2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0146 Lost Communication With Gateway "A"	COM: Gateway Communication With Gateway	Received message no message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module	COM: Instrument Panel Cluster (IPC) Communication With IPC	Received message no message	Time after ignition on 0.5 s	5.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0302 Software Incompatibility With Transmission Control Module	COM: Transmission Control Module (TCM) Communication With TCM	Received A/T vehicle data TCM signal	Time after ignition on 0.5 s	5.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the DSG Transmission Mechatronic -J743-. Refer to appropriate service information.
U0322 Software Incompatibility With Body Control Module	COM: Gateway Communication With Gateway	Ambient temperature sensor coding monitoring failure	Time after ignition on > 1.5 s	2.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Vehicle Electrical System Control Module -J519-. Refer to appropriate service information.
U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module	COM: Vehicle Speed Sensor (VSS) Communication With BSCM	Speed sensor signal: low voltage error (no map, just bottom and top limit) 655.33 - 655.34 km/h	Time since engine running > 0.5 s	2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
		Speed sensor signal: initialization error (no map, just bottom and top limit) 655.33 - 655.34 km/h		2.0 s Continuous
		Speed sensor signal: sensor error (no map, just bottom and top limit) 655.35 km/h		0.5 s Continuous
	COM: Brake System Control Module (BSCM) Communication With BSCM	Received data implausible message	Time after ignition on 0.5 s	0.5 s Continuous
	Vehicle Speed Sensor (VSS) Rationality Check High	Vehicle speed > 202 mph		0.1 s Continuous
U0422 Invalid Data Received From Body Control Module	COM: Gateway Communication With Gateway	Ambient temperature value (initialization) failure	Time after ignition on > 1.5 s Engine running	3.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0422 Invalid Data Received From Body Control Module	COM: Body Control Module (BCM) Communication With BCM	Received message implausible message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY
U0423 Invalid Data Received From Instrument Panel Cluster Control Module	COM: Instrument Panel Cluster (IPC) Communication With IPC	Received data implausible message	Time after ignition on 0.5 s	3.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
	CAN: Instrument Panel Cluster (IPC) Communication With IPC	Received data signal out of valid range
	CAN: Instrument Panel Cluster (IPC) Communication With IPC	Received data signal out of valid range
U1103 Production Mode Active	Engine Control Module (ECM): Production Mode Function Monitoring: Mode Change	Production mode active	Vehicle speed < 3 mph Max trip mileage since initial vehicle start-up < 62.15 miles During ECM keep alive-time after ignition off Engine speed 0 RPM For hybrid: Drive motor off	0.01 s Continuous	1 DCY	-- 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.