Engine/Motor Control Module --, 2021/2022 MY

For additional Engine DTC Tables refer to ENGINE DTC TABLES

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
Catalyst System	P0420 - Catalyst System Efficiency Below Threshold Bank 1	intrusive monitor	ratio of measured corrected			monitor entry conditions					Three Way Catalytic Converter (TWC) Oxygen Sensor 1 After Catalytic Converter -GX7- Oxygen Sensor 1 Before Catalytic Converter -GX10-
			OSC / OSC of borderline
			catalyst
		measure of OSC compared to OSC of borderline catalyst	arithmetic average value of OSC ratio	not calibrated	[-]	conditions for active lambda diagnosis (referenced)	checked		15 [s] once / DCY	1 DCY
			or			for arithmetic average value
						calculation
			EWMA filtered value of OSC ratio	< 1.00	[-]	number of checks required for valid result	not calibrated	[-]
						for EWMA-filter
						K-factor	0.30	[-]
						minimum number of tests per DCY required	1	[-]
						step change detection will
						initiate multiple tests per DCY
						conditions for step change
						detection
						deviation between new measured value and old EWMA filtered value	> 0.75	[-]
						number of checks for confirmation	5.00	[-]
						maximum tolerance to confirm filtered value	0.30	[-]
						conditions for fast initial
						response mechanism
						initial value of filtered value	5.00	[-]
						maximum number of checks per DCY	3.00	[-]
						additional conditions
						no additional conditions calibrated
Misfire	P0301 - Cylinder 1 Misfire Detected	crankshaft speed fluctuation(single or multiple)	emission threshold misfire rate (MR)	> 3.50	[%]	case 1			1000 [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 repair information for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
	P0303 - Cylinder 3 Misfire Detected		catalyst damage misfire rate (MR)	> 4.30...19.05	[%]	ECT downstream engine @ start	not calibrated	[°C]	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 repair information for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
	P0304 - Cylinder 4 Misfire Detected P0302 - Cylinder 2 Misfire Detected					case 2 ECT downstream engine @ start	not calibrated	[°C]			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 repair information for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
	P0363 - Misfire Detected - Fueling Disabled P0300 - Random/Multiple Cylinder Misfire Detected					then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing)first start in dcy engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system)engine ignition counter within ignition counter (additional debouncing)general conditions time after engine start within	not calibrated not calibrated > 500 > 4 not calibrated running > 4 not calibrated not calibrated	[°C] [-] [rpm] [-] [-] [-] [-] [s]			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 repair information for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						ignition counter (additional debouncing)	not calibrated	[-]
						engine torque				>= 0	[Nm]
						fuel cut off				not active
						within
						ignition counter (additional debouncing)				> 8	[-]
						rough road				not detected
						within
						ignition counter (additional debouncing)				> 8	[-]
Misfire	P0316 - Engine Misfire Detected on Startup (First 1000 Revolutions)	crankshaft speed fluctuation	emission threshold misfire rate	> 3.50	[%]	case 1			1000 [rev]	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 repair information for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
		(single or multiple)	(MR)						continuous
						ECT downstream engine @ start	not calibrated	[°C]
						case 2
						ECT downstream engine @ start	not calibrated	[°C]
						then activation if ECT	not calibrated	[°C]
						downstream engine
						additional debouncing for all
						conditions above
						ignition counter	not calibrated	[-]
						first start in dcy
						engine speed	> 500	[rpm]
						ignition counter	> 4	[-]
						within
						ignition counter (additional	not calibrated	[-]
						debouncing)
						re-start (in case of PHEV or if
						equipped with stop/start
						system)
						engine	running
						ignition counter	> 4	[-]
						within
						ignition counter (additional	not calibrated	[-]
						debouncing)
						general conditions
						time after engine start	not calibrated	[s]
						within
						ignition counter (additional	not calibrated	[-]
						debouncing)
						engine torque	>= 0	[Nm]
						fuel cut off	not active
						within
						ignition counter (additional	> 8	[-]
						debouncing)
						rough road	not detected
						within
						ignition counter (additional	> 8	[-]
						debouncing)
Autoignition	P2D10 - Engine Pre-Ignition Above Threshold - Forced Limited Power	crankshaft speed fluctuation	Cyl. 1 - no dynamic:			engine load	> 60.00	[%]			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 repair information for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
	P039B - Cylinder 1 Pressure Too High		relative angular crankshaft deceleration	> 15600.00...25900.00	[1/s² ]	engine speed	< 6000	[rpm]	30 [rev] 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 repair information for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
	P03AF - Cylinder 3 Pressure Too High		or			clutch	closed				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 repair information for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
	P03B9 - Cylinder 4 Pressure Too High		Cyl. 1 - medium dynamic:			gear shift	not active				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 repair information for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
	P03A5 - Cylinder 2 Pressure Too High		relative angular crankshaft deceleration	> 23400.00...38850.00	[1/s² ]	fuel cut off	not active				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 repair information for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
			or			diff. set point vs. actual rail pressure	< 8.00	[MPa]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
			Cyl. 1 - high dynamic: relative angular crankshaft deceleration	> 31200.00...51800.00	[1/s² ]	tooth angle adaptation diff. basic vs. current ignition timing	finished < 180.00	[°CRK]
Cyl. 2 - no dynamic: relative angular crankshaft deceleration				> 15200.00...22900.00	[1/s² ]	no dynamic engine speed gradient	<= 2100.00...2700.00	[rpm/s]	30 [rev] continuous	2 DCY
or Cyl. 2 - medium dynamic: relative angular crankshaft deceleration				> 22800.00...34350.00	[1/s² ]	and set point MAP gradient medium dynamic	<= 500.00...825.00	[kPa/s]
or						engine speed gradient	> 2100.00...2700.00	[rpm/s]
Cyl. 2 - high dynamic: relative angular crankshaft deceleration				> 30400.00...45800.00	[1/s² ]	or set point MAP gradient	> 500.00...825.00	[kPa/s]
Cyl. 3 - no dynamic: relative angular crankshaft deceleration				>= 14200.00...16400.00	[1/s² ]	high dynamic engine speed gradient	> 2100.00...2700.00	[rpm/s]	30 [rev] continuous	2 DCY
or Cyl. 3 - medium dynamic: relative angular crankshaft deceleration				>= 21300.00...24600.00	[1/s² ]	and set point MAP gradient	> 500.00...825.00	[kPa/s]
or Cyl. 3 - high dynamic: relative angular crankshaft deceleration				>= 28400.00...32800.00	[1/s² ]
Cyl. 4 - no dynamic relative angular crankshaft deceleration				> 15600.00...22700.00	[1/s² ]				30 [rev] continuous	2 DCY
or Cyl. 4 - medium dynamic: relative angular crankshaft deceleration				>= 23400.00...34050.00	[1/s² ]
or Cyl. 4 - high dynamic: relative angular crankshaft deceleration				> 31200.00...45400.00	[1/s² ]
Evaporative Emission (EVAP)	P0441 - EVAP System Incorrect Purge Flow	intrusive monitor	purge valve quality	< 0.10	[-]	monitor entry conditions			0.3 [s]	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Module -GX36-
System									once / DCY
		functional check				diff. BARO vs. intake manifold	> 19.00	[kPa]
						pressure
						relative engine load	> 0.00...12.00	[%]
						engine speed	500...2500	[rpm]
						idle speed	not calibrated
						vehicle speed	not calibrated	[km/h]
						vehicle speed	not calibrated	[km/h]
						engine speed deviation	< \| 70 \|	[rpm]
						engine load deviation	< \| 4.01 \|	[%]
						diff. actual vs. filtered intake	< \|2.50...3.33\|	[kPa]
						manifold pressure model
						MAP set point deviation	< \|4.00\|	[kPa]
						and

Table continues below.

Secondary Parameters	Enable Condition	MIL Illum	Component Diagnostic
fuel cut-off	not calibrated
or
lambda control		closed loop
lambda control value		0.90...1.10	[-]
lambda value		0.90...1.10	[-]
and
selected gear		>= 3.00	[-]
and
case 1
integrated air mass through		>= 2.5	[g]
canister purge valve
or
cumulated integrated purge MAF		not calculated	[g]
since engine start
case 2
integrated air mass through		not calibrated	[g]
canister purge valve
cumulated integrated purge MAF		not calibrated	[g]
since engine start
and
valve opening angle for purge		>= 0.00	[-]
adaptation
or
air mass flow for purge		>= 0.00	[-]
adaptation
and
case 1
AAT		> 35	[°C]
purge flow adaptation factor		<= 0.00...3.95	[-]
case 2
AAT		28...35	[°C]
purge flow adaptation factor		<= 0.00...3.95	[-]
case 3
AAT		< 28	[°C]
purge flow adaptation factor		<= 0.00...3.95	[-]
and
cumulated air mass since engine		>= 0.00	[kg]
start
AAT		> 4	[°C]
BARO		> 66.00	[kPa]
battery voltage		10.00...16.00	[V]
and
ECT downstream engine		> 48	[°C]
or
modeled ECT		> 48	[°C]
conditions for measurement
window
diff. actual vs. filtered freezed		< \| 511.90 \|	[kPa]
intake manifold pressure model
diff. actual vs. filtered intake		< \|20.00\|	[kPa]
manifold pressure model
change of engine mode		not active
engine speed		500...2600	[rpm]
relative engine load		> 0.00	[%]
diff. BARO vs. intake manifold		> 18.00	[kPa]
pressure
diff. BARO vs. boost pressure		>= -300.00	[kPa]
maximum throttle position		< \|100.00\|	[%]
dynamic
engine speed deviation		< \| 90 \|	[rpm]
change of manifold pressure		< \|5.00\|	[kPa]
set point

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						change of modeled manifold pressure	< \|20.00\|	[kPa]
Evaporative Emission (EVAP)	P04F0 - EVAP System High Load Purge Line "A" Performance	intrusive monitor	Turbocharger Purge Line			monitor entry conditions					EVAP Canister Purge Regulator Valve 1 -N80-
System		functional check	purge valve quality	< 0.10	[-]	diff. BARO vs. intake manifold	not calibrated	[kPa]	0.3 [s]	2 DCY
						pressure			once / DCY
						MAF	not calibrated	[g/s]
						selected gear	>= 3.00	[-]
						and
						case 1
						integrated air mass through	>= 9.0	[g]
						canister purge valve in
						turbocharged engine mode
						case 2
						integrated air mass through	>= 2.5	[g]
						canister purge valve
						or
						cumulated integrated purge MAF	not calculated	[g]
						since engine start
						case 3
						integrated air mass through	not calibrated	[g]
						canister purge valve
						cumulated integrated purge MAF	not calibrated	[g]
						since engine start
						and
						valve opening angle for purge	>= 0.00	[-]
						adaptation
						or
						air mass flow for purge	>= 0.00	[-]
						adaptation
						and
						case 1
						AAT	> 35	[°C]
						purge flow adaptation factor	<= 0.00...3.95	[-]
						case 2
						AAT	28...35	[°C]
						purge flow adaptation factor	<= 0.00...3.95	[-]
						case 3
						AAT	< 28	[°C]
						purge flow adaptation factor	<= 0.00...3.95	[-]
						and
						cumulated air mass since engine	>= 0.00	[kg]
						start
						AAT	> 4	[°C]
						BARO	> 66.00	[kPa]
						battery voltage	10.00...16.00	[V]
						and
						ECT downstream engine	> 48	[°C]
						or
						modeled ECT	> 48	[°C]
						conditions for measurement
						window
						change of engine mode	not active
						MAF	not calibrated	[g/s]
						engine speed	not calibrated	[rpm]
						maximum throttle position	not calibrated	[%]
						dynamic
						boost pressure dynamic	not calibrated	[kPa]
Evaporative Emission (EVAP) System	P30DC - Pressure Release For Refueling Gas Tank Not Possible	functional check	evaporative system vapor pressure	>= 2.50; <= -4.00	[kPa]	evaporative system vapor pressure	>= 2.50; <= -4.00	[kPa]	30.0 [s] once / DCY	2 DCY	Tank Switch-Off Valve -N288-
			and
			time after refueling request	>= 30.0	[s]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
Evaporative Emission (EVAP) System Fuel Filler Door	P04B5 - Fuel Fill Door Stuck Open	fuel consumption not in expected range	cumulative fuel consumption since refuel	> 80.00	[l]				0.1 [s] continuous	1 DCY	Fuel Filler Door Lock Motor -V155-
Evaporative Emission (EVAP) System Vent Valve	P0498 - EVAP System Vent Valve Control Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	actuator ECM pre-drive battery voltage	commanded off not detected 6.00...17.00	[V]	0.5 [s] continuous	2 DCY	Tank Switch-Off Valve -N288-
Evaporative Emission (EVAP) System Vent Valve	P0449 - EVAP System Vent Valve Control Circuit/Open	open circuit	signal voltage	> 1.66...1.98; <= 2.73...3.27	[V]	actuator ECM pre-drive battery voltage	commanded off not detected 6.00...17.00	[V]	0.5 [s] continuous	2 DCY	Tank Switch-Off Valve -N288-
Evaporative Emission (EVAP) System Vent Valve	P0499 - EVAP System Vent Valve Control Circuit High	circuit high	signal current	>= 2.8	[A]	actuator ECM pre-drive battery voltage	commanded on not detected 6.00...17.00	[V]	0.5 [s] continuous	2 DCY	Tank Switch-Off Valve -N288-
Evaporative Emission (EVAP)	P2422 - EVAP System Vent Valve Stuck Closed	intrusive monitor	change of evap pump current	> 2.0	[mA]	AAT	4...143	[°C]	110.6 [s]	2 DCY	Tank Switch-Off Valve -N288-
System Vent Valve									once / DCY
		stuck close	within time	>= 5.0	[s]	BARO	>= 72.00	[kPa]
						battery voltage	>= 10.90; <= 16.10	[V]
						difference between low-pass	<= \| 0.20 \|	[kPa]
						filtered and actual barometric
						pressure
						vehicle speed (upper range)	< 130	[km/h]
						vehicle speed (lower range)	> 10	[km/h]
						no refueling event	not calibrated
						fuel level	not calibrated	[l]
						fault suspicion from stuck check	active
						monitoring of EVAP System
						Vapor Pressure Sensor
						propulsion off time previous dcy	>= 21600	[s]
						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						conditions optional
						EVAP vent valve commanded	8.0	[s]
						on for cumulative
						within time	100.0	[s]
						difference between low-pass	<= \| 0.10 \|	[kPa]
						filtered and actual differential
						evaporative system vapor
						pressure
						or
						conditions optional
						EVAP vent valve continuously	7.0	[s]
						commanded on for
						within time	100.0	[s]
						additional general conditions
						change in differential	< \| 80.00 \|	[kPa]
						evaporative system vapor
						pressure since start of pressure
						reduction
						time since engine start	> 600.0	[s]
						at least one leak detection	preceding
						monitor during engine off

Table continues below.

Component / System	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
					ratio of actual evap pump current difference between reference measurement and idle to last evap pump current difference at leak detection during engine off	< 1.50	[-]
					evap leak detection pump				ready
					differential evaporative system vapor pressure				< -3.50	[kPa]
					or
					integrated EVAP purge mass				> 2.0	[g]
					evap purge adaptation				< 5.00	[-]
					change in differential evaporative system vapor pressure when EVAP vent valve closed				< 0.30	[kPa/s]
					within time				>= 1.8	[s]
					integrated EVAP purge mass after monitoring break				> 8.0	[g]
					time after monitoring break				>= 300.0	[s]
					EVAP vent valve				commanded on
P2422 - EVAP System Vent Valve Stuck Closed	passive monitoring	change of evaporative system pressure	< 1.00	[kPa]	differential evaporative system vapor pressure	not calibrated	[kPa]	110.6 [s] once / DCY	2 DCY	Tank Switch-Off Valve -N288-
	stuck close	within time	>= 2.0	[s]	EVAP vent valve continuously commanded on	not calibrated
					evap leak detection pump	not calibrated
					no refueling event	not calibrated
					passive monitoring	not active
					diff. between ECT downstream engine @ start and AAT	not calibrated	[K]
					or
					propulsion off time previous dcy	not calibrated	[s]
					or
					EVAP pressure sensor offset diagnosis	not calibrated
					and
				DMTL	not calibrated
P2421 - EVAP System Vent Valve Stuck Open	intrusive monitor	ratio of actual evap pump current gradient to evap pump current gradient with EVAP vent valve commanded open	<= 2.00	[-]	AAT	4...143	[°C]	110.6 [s] once / DCY	2 DCY	Tank Switch-Off Valve -N288-
	stuck open	and			BARO	>= 72.00	[kPa]
		change of evap pump current	<= 1.2	[mA]	battery voltage	>= 10.90; <= 16.10	[V]
		within time	>= 5.0	[s]	difference between low-pass filtered and actual barometric pressure	<= \| 0.20 \|	[kPa]
					vehicle speed (upper range)	< 130	[km/h]
					vehicle speed (lower range)	> 10	[km/h]
					no refueling event	not calibrated
					fuel level	not calibrated	[l]
					fault suspicion from stuck check monitoring of EVAP System Vapor Pressure Sensor	active
					propulsion off time previous dcy	>= 21600	[s]
					diff. between ECT downstream engine @ start and AAT	not calibrated	[K]
					conditions optional
					EVAP vent valve commanded on for cumulative	8.0	[s]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						within time	100.0	[s]
						difference between low-pass				<= \| 0.10 \|	[kPa]
						filtered and actual differential
						evaporative system vapor
						pressure
						or
						conditions optional
						EVAP vent valve continuously				7.0	[s]
						commanded on for
						within time				100.0	[s]
						additional general conditions
						change in differential				< \| 80.00 \|	[kPa]
						evaporative system vapor
						pressure since start of pressure
						reduction
						time since engine start				> 600.0	[s]
						at least one leak detection				preceding
						monitor during engine off
						ratio of actual evap pump				< 1.50	[-]
						current difference between
						reference measurement and idle
						to last evap pump current
						difference at leak detection
						during engine off
						evap leak detection pump				ready
						differential evaporative system				< -3.50	[kPa]
						vapor pressure
						or
						integrated EVAP purge mass				> 2.0	[g]
						evap purge adaptation				< 5.00	[-]
						change in differential				< 0.30	[kPa/s]
						evaporative system vapor
						pressure when EVAP vent valve
						closed
						within time				>= 1.8	[s]
						integrated EVAP purge mass				> 8.0	[g]
						after monitoring break
						time after monitoring break				>= 300.0	[s]
						EVAP vent valve				commanded off
Evaporative Emission (EVAP)	P0456 - EVAP System Leak Detected (Very Small Leak)	intrusive monitor	EVAP - system leakage area	> 0.12	[mm² ]	ECT downstream engine @ start	>= 4	[°C]	800.0 [s]	2 DCY	Check the EVAP System for Leaks. EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Module -GX36-
System Very Small Leak			calculated from pump current						once / DCY
		rationality check	curve			diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 1.60	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 1.00	[V]
						monitoring
						engine off time	>= 5.0	[s]
						vehicle speed	0	[km/h]
						evap purge adaptation	< 5.00	[-]
						integrated purge mass flow since	not calibrated	[g]
						last purge stop
						no sudden change in evap pump	< 1.5; > -0.7	[mA]
						current (filling event)

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						deviation of filtered evap pump current during reference measurement within range	<= 0.5	[mA]
						change in relative evap pump current during monitoring				not calibrated	[-]
						within time				not calibrated	[s]
						(during ECM keep alive-time after ignition off, max. time)				< 900.0	[s]
						airbag				not activated
						battery voltage				10.90...16.10	[V]
						fuel level				not calibrated	[l]
Evaporative Emission (EVAP)	P0442 - EVAP System Leak Detected (Small Leak)	intrusive monitor	modeled pressure from pump	< 2.00	[kPa]	ECT downstream engine @ start	>= 4	[°C]	700.0 [s]	2 DCY	Check the EVAP System for Leaks. EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Module -GX36-
System Small Leak			current						once / DCY
		pressure check				diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 1.60	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 1.00	[V]
						monitoring
						engine off time	>= 5.0	[s]
						vehicle speed	0	[km/h]
						no sudden change in evap pump	< 1.5; > -0.7	[mA]
						current (filling event)
						deviation of filtered evap pump	<= 0.5	[mA]
						current during reference
						measurement within range
						change in relative evap pump	not calibrated	[-]
						current during monitoring
						within time	not calibrated	[s]
						(during ECM keep alive-time	< 900.0	[s]
						after ignition off, max. time)
						airbag	not activated
						battery voltage	10.90...16.10	[V]
						fuel level	not calibrated	[l]
Evaporative Emission (EVAP)	P043E - EVAP System Leak Detection Reference Orifice Low Flow	out of range high	evap pump current during	> 40.0	[mA]	ECT downstream engine @ start	>= 4	[°C]	120.0 [s]	2 DCY	Fuel Tank Leak Detection Module -GX36-
Diagnosis Module Tank			reference measurement						once / DCY
Leakage (DMTL)						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 1.60	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 1.00	[V]
						monitoring
						engine off time	>= 5.0	[s]
						vehicle speed	0	[km/h]
						deviation of filtered evap pump	<= 0.5	[mA]
						current during reference
						measurement within range

Table continues below.

Component / System	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
					(during ECM keep alive-time	< 900.0	[s]
					after ignition off, max. time)
					airbag				not activated
					battery voltage				10.90...16.10	[V]
					fuel level				not calibrated	[l]
P043F - EVAP System Leak Detection Reference Orifice High Flow	out of range low	during engine off:			ECT downstream engine @ start	>= 4	[°C]			Fuel Tank Leak Detection Module -GX36-
	evap pump current during	< 15.0	[mA]	diff. between ECT downstream	not calibrated	[K]	120.0 [s]	2 DCY
	reference measurement			engine @ start and AAT			once / DCY
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 1.60	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 1.00	[V]
						monitoring
						engine off time	>= 5.0	[s]
						vehicle speed	0	[km/h]
						deviation of filtered evap pump	<= 0.5	[mA]
					current during reference
					measurement within range
					(during ECM keep alive-time	< 900.0	[s]
					after ignition off, max. time)
					airbag	not activated
					battery voltage	10.90...16.10	[V]
					fuel level	not calibrated	[l]
P2407 - EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic	signal check	during engine off:			ECT downstream engine @ start	>= 4	[°C]			Fuel Tank Leak Detection Module -GX36-
	fluctuation of evap pump current		> 0.5	[mA]	diff. between ECT downstream	not calibrated	[K]	800.0 [s]	2 DCY
	during reference measurement				engine @ start and AAT			once / DCY
	or				propulsion off time previous dcy	>= 21600.0	[s]
	drop of evap pump current		> 6.0	[mA]	AAT	< 35; > 4	[°C]
	during pump phase
	for time		>= 3.0	[s]	BARO	> 73.95	[kPa]
					time since engine start in current	>= 600.0	[s]
					dcy
					change of BARO	<= 1.60	[kPa]
					during	300.0	[s]
					change in battery voltage during	< 1.00	[V]
					monitoring
					engine off time	>= 5.0	[s]
					vehicle speed	0	[km/h]
					no sudden change in evap pump	< 1.5; > -0.7	[mA]
					current (filling event)
					change in relative evap pump	not calibrated	[-]
					current during monitoring
					within time	not calibrated	[s]
					(during ECM keep alive-time	< 900.0	[s]
					after ignition off, max. time)
					airbag	not activated
					battery voltage	10.90...16.10	[V]
					fuel level	not calibrated	[l]
P2450 - EVAP System Switching Valve Performance/Stuck Open	signal check	during engine off:			ECT downstream engine @ start	>= 4	[°C]			Fuel Tank Leak Detection Module -GX36-
		evap pump current difference	<= 2.0	[mA]	diff. between ECT downstream	not calibrated	[K]	123.5 [s]	2 DCY
		between reference			engine @ start and AAT			once / DCY
		measurement to idle

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT				< 35; > 4	[°C]
						BARO				> 73.95	[kPa]
						time since engine start in current				>= 600.0	[s]
						dcy
						change of BARO				<= 1.60	[kPa]
						during				300.0	[s]
						change in battery voltage during				< 1.00	[V]
						monitoring
						engine off time				>= 5.0	[s]
						vehicle speed				0	[km/h]
						no sudden change in evap pump				< 1.5; > -0.7	[mA]
						current (filling event)
						deviation of filtered evap pump				<= 0.5	[mA]
						current during reference
						measurement within range
						change in relative evap pump				not calibrated	[-]
						current during monitoring
						within time				not calibrated	[s]
						(during ECM keep alive-time				< 900.0	[s]
						after ignition off, max. time)
						airbag				not activated
						battery voltage				10.90...16.10	[V]
						fuel level				not calibrated	[l]
Evaporative Emission (EVAP)	P148D - Evaporative Emission System Leak Detection Pump Implausible Frequency	functional check	filtered pump frequency	< 60.0	[1/s]	ECT downstream engine @ start	>= 4	[°C]	120.0 [s]	2 DCY	Fuel Tank Leak Detection Module -GX36-
Diagnosis Module Tank									once / DCY
Leakage (DMTL) Pump Motor						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600	[s]
						AAT	> 4; < 35	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 1.60	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 1.00	[V]
						monitoring
						engine off time	>= 5.0	[s]
						vehicle speed	0	[km/h]
						deviation of filtered evap pump	<= 0.5	[mA]
						current during reference
						measurement within range
						(during ECM keep alive-time	< 900.0	[s]
						after ignition off, max. time)
						airbag	not activated
						battery voltage	10.90...16.10	[V]
						fuel level	<= 0.00	[l]
Evaporative Emission (EVAP)	P148D - Evaporative Emission System Leak Detection Pump Implausible Frequency	functional check	filtered pump frequency	> 140.0	[1/s]	ECT downstream engine @ start	>= 4	[°C]	120.0 [s]	2 DCY	Fuel Tank Leak Detection Module -GX36-
Diagnosis Module Tank									once / DCY
Leakage (DMTL) Pump Motor						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600	[s]
						AAT	> 4; < 35	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 1.60	[kPa]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						during	300.0	[s]
						change in battery voltage during				< 1.00	[V]
						monitoring
						engine off time				>= 5.0	[s]
						vehicle speed				0	[km/h]
						deviation of filtered evap pump				<= 0.5	[mA]
						current during reference
						measurement within range
						(during ECM keep alive-time				< 900.0	[s]
						after ignition off, max. time)
						airbag				not activated
						battery voltage				10.90...16.10	[V]
						fuel level				<= 0.00	[l]
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Pump Motor	P2401 - EVAP System Leak Detection Pump Control Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	evap pump electric drive ECM pre-drive battery voltage	commanded off not detected 8.90...16.50	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
	P2400 - EVAP System Leak Detection Pump Control Circuit/Open	open circuit	signal voltage	> 1.64...1.96; <= 2.73...3.27	[V]	evap pump electric drive	commanded off	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						ECM pre-drive battery voltage	not detected 8.90...16.50
	P2402 - EVAP System Leak Detection Pump Control Circuit High	circuit high	signal voltage at evap pump current measuring resistor	> 4.00	[V]	evap pump electric drive	commanded on		0 [s] once / DCY	2 DCY	Fuel Tank Leak Detection Module -GX36-
						battery voltage above conditions must be fulfilled for time ECM pre-drive	<= 16.50 >= 120 not detected	[V] [ms]
	P2402 - EVAP System Leak Detection Pump Control Circuit High	functional check: jammed pump motor	signal voltage at evap pump current measuring resistor	> 1.80	[V]	evap pump electric drive	commanded on		0 [s] once / DCY	2 DCY	Fuel Tank Leak Detection Module -GX36-
						battery voltage above conditions must be fulfilled for time ECM pre-drive	<= 16.50 >= 450 not detected	[V] [ms]
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Pump Heater	P240B - EVAP System Leak Detection Pump Heater Control Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	evap pump heater ECM pre-drive battery voltage	commanded off not detected 10.90...16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
P240A - EVAP System Leak Detection Pump Heater Control Circuit/Open		open circuit	signal voltage	> 1.66...1.98; <= 2.73...3.27	[V]	evap pump heater ECM pre-drive battery voltage	commanded off not detected 10.90...16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
P240C - EVAP System Leak Detection Pump Heater Control Circuit High		circuit high	signal current	>= 2.8	[A]	evap pump heater ECM pre-drive battery voltage	commanded on not detected 10.90...16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Valve	P0448 - EVAP System Vent Control Circuit Shorted	circuit low	signal voltage	<= 1.64...1.96	[V]	evap pump solenoid valve ECM pre-drive battery voltage	commanded off not detected 10.90...16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
P0447 - EVAP System Vent Control Circuit Open		open circuit	signal voltage	> 1.66...1.98; <= 2.73...3.27	[V]	evap pump solenoid valve ECM pre-drive battery voltage	commanded off not detected 10.90...16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
P0448 - EVAP System Vent Control Circuit Shorted		circuit high	signal current	>= 0.6...1.4	[A]	evap pump solenoid valve ECM pre-drive battery voltage	commanded on not detected 10.90...16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
Evaporative Emission (EVAP) Canister Purge Valve	P0459 - EVAP System Purge Control Valve "A" Circuit High	circuit high	signal current	>= 2.0	[A]	actuator battery voltage	commanded on 6.00...17.00	[V]	0.5 [s] continuous	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80-
Evaporative Emission (EVAP) Canister Purge Valve	P0444 - EVAP System Purge Control Valve "A" Circuit Open	open circuit	signal voltage	> 1.66...1.98; <= 2.73...3.27	[V]	actuator battery voltage	commanded off 6.00...17.00	[V]	0.5 [s] continuous	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Module -GX36-
Evaporative Emission (EVAP) Canister Purge Valve	P0458 - EVAP System Purge Control Valve "A" Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	actuator battery voltage	commanded off 6.00...17.00	[V]	0.5 [s] continuous	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80-
Evaporative Emission (EVAP) Fuel Tank Pressure Sensor	P0452 - EVAP System Pressure Sensor/Switch "A" Circuit Low	out of range low	filtered pressure	< -6.00	[kPa]	vehicle speed	0...328	[km/h]	4.0 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						BARO AAT time since engine start in preceding dcy fuel level	not calibrated >= -20 > 4.0 not calibrated	[kPa] [°C] [s] [l]
	P0453 - EVAP System Pressure Sensor/Switch "A" Circuit High	out of range high	filtered pressure	> 10.00	[kPa]	vehicle speed	0...328	[km/h]	4.0 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						BARO AAT time since engine start in preceding dcy fuel level	not calibrated >= -20 > 4.0 not calibrated	[kPa] [°C] [s] [l]
Evaporative Emission (EVAP) Pressure Sensor	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	rationality check	canister purge pressure delta	< 1.00	[kPa]	ECT downstream engine	> 50	[°C]	0.5 [s] once / DCY	2 DCY	Fuel Tank Leak Detection Module -GX36-
			for time	> 5.0	[s]	AAT	> 4	[°C]
						barometric factor	> 0.65	[-]
						engine	running
						diff. MAP vs. BARO	<= -10.0	[kPa]
						EVAP purge mass flow	>= 2.0	[kg/h]
Evaporative Emission (EVAP) Pressure Sensor	P24D8 - EVAP System Pressure Sensor/Switch "B" Circuit High	circuit high	signal voltage	> 4.95	[V]	engine	running		0.1 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
Evaporative Emission (EVAP) Pressure Sensor	P24D7 - EVAP System Pressure Sensor/Switch "B" Circuit Low	circuit low	signal voltage	< 0.05	[V]	engine	running		0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
Evaporative Emission (EVAP) Pressure Sensor	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	rationality check low - adaptive value check (limit low)	sensor offset value	< -0.80	[kPa]	ECT downstream engine	> 4	[°C]	2.0 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						altitude factor	> 0.65	[-]
						EVAP vent valve	closed
Evaporative Emission (EVAP) Pressure Sensor	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	rationality check high - adaptive value check (limit high)	sensor offset value	> 0.80	[kPa]	ECT downstream engine	> 4	[°C]	2.0 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						altitude factor	> 0.65	[-]
						EVAP vent valve	closed
Evaporative Emission (EVAP) Pressure Sensor 2	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	out of range low	pressure signal	< 60.00	[kPa]	engine	running		50 [ms] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						for time	> 0.5	[s]
						AAT	-32768...32767	[°C]
Evaporative Emission (EVAP) Pressure Sensor 2	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	out of range high	pressure signal	> 125	[kPa]	engine	running		50 [ms] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						for time	> 0.5	[s]
						AAT	-32768...32767	[°C]
Evaporative Emission (EVAP) Fuel Tank Pressure Sensor	P0451 - EVAP System Pressure Sensor/Switch "A" Circuit Range/Performance	stuck in range	difference between max. and min. evaporative system vapor pressure	< 0.05	[kPa]	vehicle speed time after engine start	0...328> 300.0	[km/h] [s]	300.0 [s] once / DCY	2 DCY	Fuel Tank Leak Detection Module -GX36-

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						BARO	> 74.00	[kPa]
						AAT				> -20	[°C]
						fuel level				not calibrated	[l]
						EVAP vent valve				ready
Evaporative Emission (EVAP)	P0450 - EVAP System Pressure Sensor/Switch "A" Circuit	offset monitoring	(passive monitoring)			AAT	4...143	[°C]			Fuel Tank Leak Detection Module -GX36-
Fuel Tank Pressure Sensor		out of range high	evaporative system vapor	> \| 2.00 \|	[kPa]	BARO	>= 72.00	[kPa]	100.1 [s]	2 DCY
			pressure after tank ventilation						once / DCY
			(differential pressure sensor)
			(active monitoring)			battery voltage	>= 10.90; <= 16.10	[V]
			evaporative system vapor	> \| 2.00 \|	[kPa]	difference between low-pass	<= \| 0.20 \|	[kPa]	110.6 [s]	2 DCY
			pressure after tank ventilation			filtered and actual BARO			once / DCY
			(differential pressure sensor)			vehicle speed (upper range)	< 130	[km/h]
						vehicle speed (lower range)	> 10	[km/h]
						no refueling event	not calibrated
						fuel level	< 38.00	[l]
						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						and
						propulsion off time previous dcy	not calibrated	[s]
						or
						propulsion off time previous dcy	>= 21600.0
						conditions optional
						differential evaporative system	< 2.00	[kPa]
						vapor pressure @ start
						time after engine start	< 120.0	[s]
						EVAP vent valve commanded	>= 8.0	[s]
						on for cumulative
						within time	100.0	[s]
						difference between low-pass	<= \| 0.10 \|	[kPa]
						filtered and actual differential
						evaporative system vapor
						pressure
						or
						conditions optional
						EVAP vent valve continuously	7.0	[s]
						commanded on for
						within time	100.0	[s]
						case 1: (passive monitoring)
						change in differential	>= \| 80.00 \|	[kPa]
						evaporative system vapor
						pressure since start of pressure
						reduction
						EVAP vent valve	ready
						case 2: (active monitoring)
						change in differential	< \| 80.00 \|	[kPa]
						evaporative system vapor
						pressure since start of pressure
						reduction
						time since engine start	> 600.0	[s]
						at least one leak detection	preceding
						monitor during engine off
						ratio of actual evap pump	< 1.50	[-]
						current difference between
						reference measurement and idle
						to last evap pump current
						difference at leak detection
						during engine off
						evap leak detection pump	ready
						ECT	not calibrated	[°C]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						difference between BARO and	not calibrated	[kPa]
						MAP
						differential evaporative system				< -3.50	[kPa]
						vapor pressure
						or
						integrated EVAP purge mass				> 2.0...8.0	[g]
						and
						evap purge adaptation				< 5.00	[-]
						change in differential				< 0.30	[kPa/s]
						evaporative system vapor
						pressure when EVAP vent valve
						closed
						within time				>= 1.8	[s]
						integrated EVAP purge mass				> 8.0	[g]
						after monitoring break
						time after monitoring break				>= 300.0	[s]
						EVAP vent valve				ready
Evaporative Emission (EVAP) Fuel Vapor Temperature Sensor	P2027 - EVAP Fuel Vapor Temperature Sensor Circuit High Voltage	circuit high	signal voltage	> 4.95	[V]	engine	running		50 [ms] continuous	2 DCY	Activated Charcoal Filter Air Flushing Pressure Sensor -GX44-
Evaporative Emission (EVAP) Fuel Vapor Temperature Sensor	P2026 - EVAP Fuel Vapor Temperature Sensor Circuit Low Voltage	circuit low	signal voltage	< 0.05	[V]	engine	running		50 [ms] continuous	2 DCY	Activated Charcoal Filter Air Flushing Pressure Sensor -GX44-
Evaporative Emission (EVAP) Fuel Vapor Temperature	P2025 - EVAP Fuel Vapor Temperature Sensor Performance	rationality check	diff. highest vs. lowest fuel vapor temperture (during dcy)	< 2.0	[K]	general conditions			0 [s] once / DCY	2 DCY	Activated Charcoal Filter Air Flushing Pressure Sensor -GX44-
Sensor						ECT @ first start of dcy	> 3	[°C]
						AAT	> 4	[°C]
						altitude factor	> 0.70	[-]
						conditions @ fault decision
						abs. diff. ECT vs. ECT start	>= \| 40.0 \|	[K]
						or
						abs. diff. AAT vs. AAT @ start	>= \| 40.0 \|	[K]
Evaporative Emission (EVAP) Fuel Tank Pressure Sensor	P0453 - EVAP System Pressure Sensor/Switch "A" Circuit High	out of range high	signal voltage	> 4.80	[V]	engine cranking	not detected		0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						or engine orstop demand for stop/start	running active
	P0452 - EVAP System Pressure Sensor/Switch "A" Circuit Low	out of range low	signal voltage	< 0.20	[V]	engine cranking	not detected		0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Module -GX36-
						or engine or stop demand for stop/start	running active
Secondary Air Injection (AIR)	P2440 - AIR System Switching Valve Stuck Open Bank 1	intrusive monitor	relative AIR pressure (measured with AIR pressure sensor vs. modeled) vs. relative AIR pressure (measured with AIR pressure sensor vs. modeled while AIR valve closed)	> 1.50	[-]	ECT downstream engine	-2...108	[°C]	0 [s] once / DCY	2 DCY	Secondary Air Injection Solenoid Valve -N112- Secondary Air Injection Pump Relay -J299- Secondary Air Injection Pump Motor -V101-
		stuck open	in case of two separately			IAT @ manifold	-273...1263	[°C]
			controlled AIR valves
			relative AIR pressure (measured with AIR pressure sensor vs. modeled) vs. relative AIR pressure (measured with AIR pressure sensor vs. modeled while AIR valve closed)	> 1.50	[-]	modeled catalyst temperature MAF for time difference engine load for time BARO	< 7007.00...140.00 > 0.4-10.0...7.6 > 0.4> 70	[°C] [kg/h] [s] [%/rev] [s] [kPa]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						AIR system	commanded on
Secondary Air Injection (AIR)	P0491 - AIR System Insufficient Flow Bank 1	flow check during catalyst heating	case 1: blockage: relative AIR pressure measured with AIR pressure sensor vs. modeled	< 0.10	[-]	ECT downstream engine IAT @ manifold	-2...108-273...1263	[°C] [°C]	0 [s] once / DCY	2 DCY	Secondary Air Injection Sensor 1 -G609- Secondary Air Injection Pump Relay -J299- Secondary Air Injection Pump Motor -V101- Secondary Air Injection Solenoid Valve -N112-
			leakage: relative AIR pressure measured with AIR pressure sensor vs. modeled	< 0.10	[-]	modeled catalyst temperature	< 700	[°C]
			case 2:			MAF	7.00...140.00	[kg/h]
			blockage: relative AIR pressure measured with AIR pressure sensor vs. modeled	< 0.55	[-]	for time	> 0.4	[s]
			leakage: relative AIR pressure measured with AIR pressure sensor vs. modeled	< 0.55	[-]	difference engine load	-10.0...7.6	[%/rev]
			case 3:			for time	> 0.4	[s]
			average pressure difference between absolute value and filtered	not calibrated	[kPa]	BARO AIR system	> 70.00 commanded on	[kPa]
Secondary Air Injection (AIR)	P0410 - AIR System "A"	rationality check directly after	diff. of measured AIR pressure	> 1.00	[kPa]	ECT downstream engine	-2...108	[°C]	2.0 [s]	2 DCY	Secondary Air Injection Sensor 1 -G609- Secondary Air Injection Pump Relay -J299- Secondary Air Injection Pump Motor -V101- Secondary Air Injection Solenoid Valve -N112-
		catalyst heating	before AIR injection vs. AIR						once / DCY
			pressure after AIR injection			IAT @ manifold	-273...1263	[°C]
						modeled catalyst temperature	< 700	[°C]
						MAF	7.00...140.00	[kg/h]
						for time	> 0.4	[s]
						difference engine load	-10.0...7.6	[%/rev]
						for time	> 0.4	[s]
						BARO	> 70	[kPa]
						AIR system	commanded off
Secondary Air Injection (AIR)Valve	P041F - AIR System Switching Valve "A" Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	actuator	commanded off		0.5 [s] continuous	2 DCY	Secondary Air Injection Solenoid Valve -N112-
						engine speed battery voltage battery voltage AIR valve commanded on (at least once / dcy)	>= 0 > 8.90 < 16.10 detected	[rpm] [V] [V]
	P0413 - AIR System Switching Valve "A" Circuit Open	open circuit	signal voltage	> 1.66...1.98; <= 2.73...3.27	[V]	actuator	commanded off		0.5 [s] continuous	2 DCY	Secondary Air Injection Solenoid Valve -N112-
						engine speed battery voltage battery voltage AIR valve commanded on (at least once / dcy)	>= 0 > 8.90 < 16.10 detected	[rpm] [V] [V]
	P044F - AIR System Switching Valve "A" Circuit High	circuit high	signal current	>= 4.0	[A]	actuator	commanded on		0.5 [s] continuous	2 DCY	Secondary Air Injection Solenoid Valve -N112-
						engine speed battery voltage battery voltage AIR valve commanded on (at least once / dcy)	>= 0> 8.90< 16.10 detected	[rpm] [V] [V]
Secondary Air Injection (AIR) Pump Relay	P2257 - AIR System Control "A" Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	actuator	commanded off		0.5 [s] continuous	2 DCY	Secondary Air Injection Pump Relay -J299- Secondary Air Injection Pump Motor -V101-
						engine speed battery voltage battery voltage AIR pump relay commanded on(at least once / dcy)	>= 0 > 8.90 < 16.10 detected	[rpm] [V] [V]
	P0418 - AIR System Control "A" Circuit	open circuit	signal voltage	> 1.66...1.98; <= 2.73...3.27	[V]	actuator	commanded off	[rpm]	0.5 [s] continuous	2 DCY	Secondary Air Injection Pump Relay -J299- Secondary Air Injection Pump Motor -V101-
						engine speed	>= 0

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						battery voltage	> 8.90	[V]
						battery voltage				< 16.10	[V]
						AIR pump relay commanded on(at least once / dcy)				detected
P2258 - AIR System Control "A" Circuit High		circuit high	signal current	>= 3.6...6.9	[A]	actuator	commanded on		0.5 [s] continuous	2 DCY	Secondary Air Injection Pump Relay -J299- Secondary Air Injection Pump Motor -V101-
						engine speed	>= 0	[rpm]
						battery voltage	> 8.90	[V]
						battery voltage	< 16.10	[V]
						AIR pump relay commanded on(at least once / dcy)	detected
SENT: Secondary Air Injection (AIR) Pressure Sensor	P2433 - AIR System Air Flow/Pressure Sensor Circuit High Bank 1	electrical check	sensor signal: circuit high or received message	detected error detected					0.5 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
P2432 - AIR System Air Flow/Pressure Sensor Circuit Low Bank 1		electrical check	sensor signal: circuit low or received message	detected error detected					0.5 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
SENT: Secondary Air Injection (AIR) Pressure Sensor	P2430 - AIR System Air Flow/Pressure Sensor Circuit Bank 1	sensor internal check	sensor signal: electrical check or sensor signal: initialization check	error detected error detected					0.5 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
SENT: Secondary Air Injection (AIR) Pressure Sensor	P2433 - AIR System Air Flow/Pressure Sensor Circuit High Bank 1	sensor internal check	sensor signal: signal range check	error detected					0.5 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
P2432 - AIR System Air Flow/Pressure Sensor Circuit Low Bank 1		sensor internal check	sensor signal: signal range check	error detected					0.5 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
Secondary Air Injection (AIR) Pressure Sensor	P2431 - AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1	out of range high	AIR pressure	> 150.00	[kPa]	engine	running		1.0 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
P2431 - AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1		out of range low	AIR pressure	< 50.00	[kPa]	engine	running		1.0 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
Secondary Air Injection (AIR)Pressure Sensor	P2431 - AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1	rationality high	diff. AIR pressure vs. BARO	> 2.50	[kPa]	AIR system	commanded on		1.0 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
						engine speed AIR pump relay for time	< 1000 commanded off > 5.0	[rpm] [s]
	P2431 - AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1	rationality low	diff. AIR pressure vs. BARO	< -2.50	[kPa]	AIR system	commanded on		1.0 [s] continuous	2 DCY	Secondary Air Injection Sensor 1 -G609-
						engine speed AIR pump relay for time	< 1000 commanded off > 5.0	[rpm] [s]
Cold Start Monitoring	P0562 - System Voltage Low	range check low	battery voltage	< 11.00	[V]	AIR	active	[s]	10.0 [s] continuous	2 DCY	Motronic Engine Control Module Power Supply Relay -J271- Check powers/grounds to the Engine/Motor Control Module -J623-. If ok, then replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
Secondary Air Injection (AIR)						catalyst heating	active
Supply Voltage						increased battery voltage by AIR	demanded
						above conditions must be
						fulfilled
						for time	> 0.0
Cold Start Monitoring	P0563 - System Voltage High	range check high	battery voltage	> 14.00	[V]	AIR	active		10.0 [s] continuous	2 DCY	Motronic Engine Control Module Power Supply Relay -J271- Check powers/grounds to the Engine/Motor Control Module -J623-. If ok, then replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
Secondary Air Injection (AIR)						catalyst heating	active
Supply Voltage						increase battery voltage by AIR	demanded
						above conditions must be
						fulfilled

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						for time	> 0.0	[s]
Fuel System	P02CC - Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit P02D0 - Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit	adaptation monitoring adaptive value limit low	injection adapted value of cylinder (adaptive feedback control has used up all of the adjustment)	< -100	[%]	engine speed rail pressure	570...2480 > 12.00	[rpm] [MPa]	0 (FTP75: 850.0) [s] multiple	2 DCY	Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
	P02D2 - Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit					ECT	-48...143	[°C]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
	P02CE - Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit					for time	> 0.0	[s]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
						cylinder deactivation (CD)	not calibrated
						idle not active	not calibrated
	P02CD - Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit P02D1 - Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit	adaptation monitoring adaptive value limit high	injection adapted value of cylinder (adaptive feedback control has used up all of the adjustment)	>= 100	[%]	engine speed rail pressure	570...2480> 12.00	[rpm] [MPa]	0 (FTP75: 850.0) [s] multiple	2 DCY	Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
	P02D3 - Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit					ECT	-48...143	[°C]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
	P02CF - Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit					for time	> 0.0	[s]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
						cylinder deactivation (CD)	not calibrated
						idle not active	not calibrated
Fuel System	P268A - Fuel Injector Calibration Not Learned/Programmed	functional check	ratio not plausible fuel rail pressure drops to all pressure drops	> 0.99	[-]	engine speed	570...2480	[rpm]	120.0 [s] continuous	2 DCY	Replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
			or			rail pressure	12.00...50.00	[MPa]
			ratio not plausible fuel rail pressure value to all fuel rail pressure values	> 0.99	[-]	injection time ECT downstream engine for time	> 1-48...143> 0.0	[ms] [°C] [s]
						cylinder deactivation (CD)	not calibrated
						idle not active	not calibrated
Fuel System	P219C - Cylinder 1 Air-Fuel Ratio Imbalance	intrusive monitor	individual cylinder fuel correction	> 1.15	[-]	general:			20 (does not run in FTP) [s]	2 DCY	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
			based on measured enleanment						once / DCY
			for dedicated engine roughness
			increase
	P219E - Cylinder 3 Air-Fuel Ratio Imbalance	A/F cylinder imbalance: out of	or			camshaft adjustment	ready				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
	P219F - Cylinder 4 Air-Fuel Ratio Imbalance	range high	counter for adaptation abort (due	> 10.00	[-]	crankshaft adaptation	not calibrated				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
	P219D - Cylinder 2 Air-Fuel Ratio Imbalance		to misfire)			rough road	not detected				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
						engine roughness signal	valid
						engine speed	1200...2400	[rpm]
						engine load	28.50...90.00	[%]
						selected gear	>= 6.00	[-]
						BARO	> 0.00	[kPa]
						AAT	> -48	[°C]
						ECT downstream engine	53...3004	[°C]
						modeled catalyst temperature	370...850	[°C]
						electrical check of O2S front	completed
						electrical check of O2S rear	completed
						lambda control	closed loop
						canister load	not calibrated	[-]
						lambda set value	not calibrated	[-]
						catalyst heating	not active
						ratio fuel mass from evap purge	< 0.10	[-]
						system to fuel mass through
						injectors
						integrated air mass	>= 3.00...7.00	[kg]
						misfire on currently lean shifted	not detected
						cylinder
						scavenging rate	< 1.00	[-]
Fuel System	P219C - Cylinder 1 Air-Fuel Ratio Imbalance P219E - Cylinder 3 Air-Fuel Ratio Imbalance P219F - Cylinder 4 Air-Fuel Ratio Imbalance	intrusive monitor A/F cylinder imbalance: out of range low	individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase	< 0.85	[-]	general: camshaft adjustment crankshaft adaptation	ready not calibrated		20 (does not run in FTP) [s] once / DCY	2 DCY	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
	P219D - Cylinder 2 Air-Fuel Ratio Imbalance					rough road	not detected				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
						engine roughness signal				valid
						engine speed				1200...2400	[rpm]
						engine load				28.50...90.00	[%]
						selected gear				>= 6.00	[-]
						BARO				> 0.00	[kPa]
						AAT				> -48	[°C]
						ECT downstream engine				53...3004	[°C]
						modeled catalyst temperature				370...850	[°C]
						electrical check of O2S front				completed
						electrical check of O2S rear				completed
						lambda control				closed loop
						canister load				not calibrated	[-]
						lambda set value				not calibrated	[-]
						catalyst heating				not active
						ratio fuel mass from evap purge				< 0.10	[-]
						system to fuel mass through
						injectors
						integrated air mass				>= 3.00...7.00	[kg]
						misfire on currently lean shifted				not detected
						cylinder
						scavenging rate				< 1.00	[-]
Fuel System	P2187 - System Too Lean at Idle Bank 1	intrusive monitor / Direct Fuel	adaptive value	> 5.48	[%]	general:			0 (FTP75: 440.0) [s]	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. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Intake Manifold Sensor -GX9- Fuel Metering Valve -N290-
	Injection		x						continuous
	system too lean @ idle					number of injections after engine	> 1000.00	[-]
						start
						engine speed	520...1120	[rpm]
						engine load	12...52	[%]
						IAT @ manifold	< 90	[°C]
						part load adaptation	completed
						lambda control	closed loop
						lambda set point	0.89...1.11	[-]
						engine warm up correction	< 1.02	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	not calibrated	[-]
						or
						valve overlap	not calibrated	[°CRK]
						and
						case 1
						integrated air mass	not calibrated	[kg]
						ECT downstream engine	not calibrated	[°C]
						or
						case 2
						ECT downstream engine	> 50	[°C]
						additional conditions:
						no additional conditions
						calibrated
	P2188 - System Too Rich at Idle Bank 1	intrusive monitor / Direct Fuel	adaptive value	< -5.48	[%]	general:			0 (FTP75: 440.0) [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Intake Manifold Sensor -GX9- Fuel Metering Valve -N290- EVAP Canister Purge Regulator Valve 1 -N80-
	Injection								continuous
	system too rich @ idle					number of injections after engine	> 1000.00	[-]
						start
						engine speed	520...1120	[rpm]
						engine load	12...52	[%]
						IAT @ manifold	< 90	[°C]
						part load adaptation	completed
						lambda control	closed loop
						lambda set point	0.89...1.11	[-]
						engine warmup correction	< 1.02	[-]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						modeled oil temperature	not calibrated	[°C]
						evap purge valve				closed
						high PCV purge load due to oil dilution				not detected
						ratio MAP to BARO				not calibrated	[-]
						or
						valve overlap				not calibrated	[°CRK]
						and
						case 1
						integrated air mass				not calibrated	[kg]
						ECT downstream engine				not calibrated	[°C]
						or
						case 2
						ECT downstream engine				> 50	[°C]
						additional conditions:
						no additional conditions calibrated
Fuel System	P2177 - System Too Lean Off Idle Bank 1	intrusive monitor / Direct Fuel	adaptive value	> 23.00	[%]	general:			0 (FTP75: 250.0) [s]	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. Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Intake Manifold Sensor -GX9- Fuel Metering Valve -N290-
	Injection								continuous
	system too lean @ part load					number of injections after engine	> 1000.00	[-]
						start
						engine speed	1080...4040	[rpm]
						engine load	15...97	[%]
						IAT @ manifold	< 90	[°C]
						lambda control	closed loop
						lambda set point	0.89...1.11	[-]
						engine warm up correction	< 1.02	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	not calibrated	[-]
						or
						valve overlap	not calibrated	[°CRK]
						and
						case 1
						integrated air mass	not calibrated	[kg]
						ECT downstream engine	not calibrated	[°C]
						or
						case 2
						ECT downstream engine	> 50	[°C]
						additional conditions:
						no additional conditions
						calibrated
	P2178 - System Too Rich Off Idle Bank 1	intrusive monitor / Direct Fuel	adaptive value	< -23.00	[%]	general:			0 (FTP75: 250.0) [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Intake Manifold Sensor -GX9- Fuel Metering Valve -N290-
	Injection								continuous
	system too rich @ part load					number of injections after engine	> 1000.00	[-]
						start
						engine speed	1080...4040	[rpm]
						engine load	15...97	[%]
						IAT @ manifold	< 90	[°C]
						lambda control	closed loop
						lambda set point	0.89...1.11	[-]
						engine warmup correction	< 1.02	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	not calibrated	[-]
						or
						valve overlap	not calibrated	[°CRK]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						and case 1 integrated air mass ECT downstream engine or case 2 ECT downstream engine additional conditions: no additional conditions calibrated	not calibrated not calibrated > 50	[kg] [°C] [°C]
Fuel System	P0171 - System Too Lean Bank 1	system too lean	low pass filtered lambda controller output	> 23.00	[%]	general:			20.0 [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. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 After Catalytic Converter -GX7- Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1-
			for time	> 10.0	[s]	number of injections after engine start	>= 1000.00	[-]
						ECT downstream engine	>= 50	[°C]
						lambda control	closed loop
						and
						high PCV purge load due to oil dilution	not detected
						MAF from brake booster to manifold	not calibrated
						and
						case 1:
						evap purge	not active
						case 2:
						integrated EVAP purge mass	>= 2.5	[g]
						case 3:
						evap purge controller limitation	>= 1.00	[-]
						evap purge flow	<= 0.30	[kg/h]
	P0172 - System Too Rich Bank 1	system too rich	low pass filtered lambda controller output	< -23.00	[%]	general:			20.0 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Intake Manifold Sensor -GX9- EVAP Canister Purge Regulator Valve 1 -N80-
			for time	> 10.0	[s]	number of injections after engine start	>= 1000.00	[-]
						ECT downstream engine	>= 50	[°C]
						lambda control	closed loop
						high PCV purge load due to oil dilution	not detected
						MAF from brake booster to manifold	not calibrated
						and
						case 1:
						evap purge	not active
						case 2:
						integrated EVAP purge mass	>= 2.5	[g]
						case 3:
						evap purge controller limitation	>= 1.00	[-]
						evap purge flow	<= 0.30	[kg/h]
Fuel System	P2097 - Post Catalyst Fuel Trim System Too Rich Bank 1	out of range high	case 1: general conditions adapted I-part of 2nd lambda control loop (fuel trim) adapted I-part of 2nd lambda control loop (O2S front offset)case 2: pending fault fuel trim monitor from previous DCY	> 0.04<= 0.08	[-][-]	condition for lambda split operation catalyst heating only CNG vehicles CNG mode	not active not calibrated		450 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Oxygen Sensor 1 After Catalytic Converter -GX7- Three Way Catalytic Converter (TWC)
			adapted I-part of 2nd lambda control loop (O2S front offset)	> 0.08	[-]	case 1: general conditions decrease of adapted I-part of 2nd lambda control loop between previous and actual DCY	< 0.00	[-]

Table continues below.

Component / System	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
					if no pending fault (O2S front
					offset or fuel trim monitor)
					from previous DCY then
					O2S rear Control Loop (i-part, referenced)				active
					for time				>= 10.0	[s]
					O2S front offset adaptation (referenced), final conditions: heal debounce				fulfilled
					else pending fault (O2S front
					offset or fuel trim monitor)
					from previous DCY
					O2S rear Control Loop (i-part, referenced)				active
					for time				>= 10.0	[s]
					O2S front offset adaptation (referenced), final conditions: fault debounce				fulfilled
					case 2: pending fault fuel trim
					monitor from previous DCY
					O2S rear Control Loop (i-part, referenced)				active
					for time				>= 10.0	[s]
					O2S front offset adaptation (referenced), final conditions: fault debounce				fulfilled
					additional conditions pending
					fault fuel trim and O2S front
					offset monitor from previous
					DCY
					O2S rear Control Loop (i-part, referenced)				active
					for time				>= 10.0	[s]
					additional conditions
					no additional conditions calibrated
P2096 - Post Catalyst Fuel Trim System Too Lean Bank 1	out of range low	case 1: general conditions			condition for lambda split					Check the fuel pressure and delivery quantity. Oxygen Sensor 1 After Catalytic Converter -GX7- Three Way Catalytic Converter (TWC)
					operation
		adapted I-part of 2nd lambda control loop (fuel trim)	< -0.04	[-]	catalyst heating	not active		450 [s] multiple	2 DCY
		adapted I-part of 2nd lambda control loop (O2S front offset)	>= -0.08	[-]	only CNG vehicles
		case 2: pending fault fuel trim			CNG mode	not calibrated
	monitor from previous DCY
		adapted I-part of 2nd lambda control loop (O2S front offset)	< -0.08	[-]	case 1: general conditions increase of adapted I-part of 2nd lambda control loop between previous and actual DCY	< 0.00	[-]
					if no pending fault (O2S front
					offset or fuel trim monitor)
					from previous DCY then
					O2S rear Control Loop (i-part, referenced)	active
					for time	>= 10.0	[s]
					O2S front offset adaptation (referenced), final conditions: heal debounce	fulfilled

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						else pending fault (O2S front
						offset or fuel trim monitor)
						from previous DCY
						O2S rear Control Loop (i-part, referenced)				active
						for time				>= 10.0	[s]
						O2S front offset adaptation(referenced), final conditions: fault debounce				fulfilled
						case 2: pending fault fuel trim
						monitor from previous DCY
						O2S rear Control Loop (i-part, referenced)				active
						for time				>= 10.0	[s]
						O2S front offset adaptation (referenced), final conditions: fault debounce				fulfilled
						additional conditions pending
						fault fuel trim and O2S front
						offset monitor from previous
						DCY
						O2S rear Control Loop (i-part, referenced)				active
						for time				>= 10.0	[s]
						additional conditions
						no additional conditions calibrated
Fuel System	P30C0 - Poor Fuel Quality	functional check	firing angle offset depending on poor fuel quality	<= -30.00	[°CRK]	knock control	active		10.0 [s] continuous	2 DCY	Check for contaminated/aged fuel or possible high concentration of alcohol in fuel (above 15%). Poor quality fuel will also increase consumption. Replace with fresh fuel if believed to be contaminated. Replace the Engine/Motor Control Module -J623-. Refer to appropriate repair information.
						engine speed	> 500	[rpm]
						fuel cut off	not active
						time after engine start	> 1.0	[s]
						relative engine load	>= 40.01	[%]
Fuel Pump Control (FPC)	P0148 - Fuel Delivery Error	functional check - rail pressure rise @ engine start	rail pressure rise @ start low pressure start	not detected detected		ECT rail pressure control high pressure start rail pressure before start	> 0; <= 35 closed loop commanded on< 3.00	[°C] [MPa]	2.5 [s] once / DCY	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
Fuel Pump Control (FPC)	P0148 - Fuel Delivery Error	functional check	rail pressure @ start high pressure start engine	< 9.00 aborted cranking	[MPa]	ECT rail pressure control high pressure start rail pressure before start	> 0; < 35 closed loop commanded on < 3.00	[°C] [MPa]	3.0 [s] once / DCY	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
Fuel Pump Control (FPC)	P0634 - Control Module Internal Temperature "A" Too High	over-temperature power stage	power stage temperature	> 165...175	[°C]	actuator battery voltage	commanded on 8.80...16.20	[V]	1.0 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
Fuel Pump Control (FPC)	P025C - Fuel Pump Module "A" Control Circuit Low	circuit low	signal voltage	<= 1.64...1.96	[V]	actuator battery voltage	commanded off 8.80...16.20	[V]	1.0 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
P025A - Fuel Pump Module "A" Control Circuit/Open		open circuit	signal voltage	> 1.64...1.96; <= 2.73...3.27	[V]	actuator battery voltage	commanded off 8.80...16.20	[V]	1.0 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
P025D - Fuel Pump Module "A" Control Circuit High		circuit high	signal current	>= 0.6...1.40	[A]	actuator battery voltage	commanded on 8.80...16.20	[V]	1.0 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
Fuel Injector	P0201 - Cylinder 1 Injector "A" Circuit	circuit low (low side)	voltage @ low side pin	< 3.50	[V]	general condition			3.00 [events] continuous	2 DCY	Fuel Injectors --

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
	P0203 - Cylinder 3 Injector "A" Circuit					battery voltage	9.00...16.00	[V]			Fuel Injectors --
			P0204 - Cylinder 4 Injector "A" Circuit		step 1: conditions @ actuator				Fuel Injectors --
					commanded off
			P0202 - Cylinder 2 Injector "A" Circuit		voltage @ high side pin		< 3.0	[V]	Fuel Injectors --
					voltage @ low side pin		< 1.5	[V]
					step 2: conditions @ fault
					decision
					actuator		commanded on
P0201 - Cylinder 1 Injector "A" Circuit		circuit low (high side)	voltage @ low side pin	>= 3.50	[V]	general condition			3.00 [events] continuous	2 DCY	Fuel Injectors --
P0203 - Cylinder 3 Injector "A" Circuit						battery voltage	9.00...16.00	[V]			Fuel Injectors --
P0204 - Cylinder 4 Injector "A" Circuit						step 1: conditions @ actuator					Fuel Injectors --
						commanded off
P0202 - Cylinder 2 Injector "A" Circuit						voltage @ high side pin	< 3.0	[V]			Fuel Injectors --
						voltage @ low side pin	< 1.5	[V]
						step 2: conditions @ fault
						decision
						actuator	commanded on
P0201 - Cylinder 1 Injector "A" Circuit		open circuit	voltage @ high side pin	> 3.00	[V]	actuator	commanded off		3.00 [events] continuous	2 DCY	Fuel Injectors --
P0203 - Cylinder 3 Injector "A" Circuit			voltage @ low side pin	< 1.50	[V]	battery voltage	9.00...16.00	[V]			Fuel Injectors --
P0204 - Cylinder 4 Injector "A" Circuit											Fuel Injectors --
P0202 - Cylinder 2 Injector "A" Circuit											Fuel Injectors --
P0201 - Cylinder 1 Injector "A" Circuit		circuit high (low side)	current @ low side path	> 2.35	[A]	general condition			3.00 [events] continuous	2 DCY	Fuel Injectors --
P0203 - Cylinder 3 Injector "A" Circuit			within time	14.5	[us]	battery voltage	9.00...16.00	[V]			Fuel Injectors --
P0204 - Cylinder 4 Injector "A" Circuit						step 1: conditions @ actuator					Fuel Injectors --
						commanded off
P0202 - Cylinder 2 Injector "A" Circuit						voltage @ high side pin	> (Ubatt - 1.5)	[V]			Fuel Injectors --
						voltage @ low side pin	> 1.5	[V]
						step 2: conditions @ fault
						decision
						actuator	commanded on
P0201 - Cylinder 1 Injector "A" Circuit		circuit high (high side)	current @ low side path	<= 2.35	[A]	general condition			3.00 [events] continuous	2 DCY	Fuel Injectors --
P0203 - Cylinder 3 Injector "A" Circuit			within time	14.5	[ A μs]	battery voltage	9.00...16.00	[V]			Fuel Injectors --
P0204 - Cylinder 4 Injector "A" Circuit						step 1: conditions @ actuator					Fuel Injectors --
						commanded off
P0202 - Cylinder 2 Injector "A" Circuit						voltage @ high side pin	> (Ubatt - 1.5)	[V]			Fuel Injectors --
						voltage @ low side pin	> 1.5	[V]
						step 2: conditions @ fault
						decision
						actuator	commanded on
P0201 - Cylinder 1 Injector "A" Circuit		short between high side and low side	current @ low side path	> 2.35	[A]	general condition			3.00 [events] continuous	2 DCY	Fuel Injectors --
P0203 - Cylinder 3 Injector "A" Circuit			within time	14.5	[ A μs]	battery voltage	9.00...16.00	[V]			Fuel Injectors --
P0204 - Cylinder 4 Injector "A" Circuit						step 1: conditions @ fault					Fuel Injectors --
						suspicion
P0202 - Cylinder 2 Injector "A" Circuit						actuator	commanded on				Fuel Injectors --
						actual current	> 14.00	[A]
						for time	< 11...14	[us]
						step 2: conditions after
						actuator commanded off
						voltage @ high side pin	< (Ubatt - 1.5)	[V]
						voltage @ low side pin	> 1.5	[V]
						step 3: conditions @ fault
						decision
						actuator	commanded on
Fuel Volume Regulator Control	P0087 - Fuel Rail/System Pressure - Too Low Bank 1	functional check: stuck open	pressure control activity	> 6.00	[MPa]	engine speed	1200...4000	[rpm]	5.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
			and			or
			fuel trim activity	0.85...1.20	[-]	engine speed	not calibrated	[rpm]

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
			and			engine load	40.01...1535.98	[%]
difference between target pressure vs. actual pressure				> 6.00	[MPa]	evap purge adaptation ECT downstream engine	< 5.00>= 50	[-][°C]
						IAT @ manifold	< 90	[°C]
						DFI mode	active
						fuel cut off	not active
						lambda control	closed loop
Fuel Volume Regulator Control	P0088 - Fuel Rail/System Pressure - Too High Bank 1	functional check: stuck close	pressure control activity	< -6.00	[MPa]	engine speed	600...1000	[rpm]	5.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
			and			or
			fuel trim activity	0.82...1.15	[-]	engine speed	not calibrated	[rpm]
			and			engine load	10.01...39.98	[%]
			difference between target pressure vs. actual pressure	< -6.00	[MPa]	evap purge adaptation ECT downstream engine	< 5.00>= 50	[-][°C]
						IAT @ manifold	< 90	[°C]
						DFI mode	active
						lambda control	closed loop
						fuel cut off	not active
Fuel Volume Regulator Control	P0091 - Fuel Pressure Regulator "A" Control Circuit Low	circuit low (low side)	voltage @ low side pin	< 3.50	[V]	general condition			3 [events] continuous	2 DCY	Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
						battery voltage step 1: conditions @ actuator commanded off voltage @ high side pin voltage @ low side pin step 2: conditions @ fault decision actuator	8.00...16.00 < 3.0 < 1.5 commanded on	[V] [V] [V]
	P0091 - Fuel Pressure Regulator "A" Control Circuit Low	circuit high (low side)	current @ low side path	> 2.35	[A]	general condition			3 [events] continuous	2 DCY	Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
			within time	14	[us]	battery voltage step 1: conditions @ actuator commanded off voltage @ high side pin voltage @ low side pin step 2: conditions @ fault decision actuator	8.00...16.00 > (Ubatt - 1.5) > 1.5 commanded on	[V] [V] [V]
	P0090 - Fuel Pressure Regulator "A" Control Circuit/Open	open circuit	voltage @ high side pin	> 3.00	[V]	actuator	commanded off	[V]	3 [events] continuous	2 DCY	Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
			voltage @ low side pin	< 1.50	[V]	battery voltage	8.00...16.00
	P0092 - Fuel Pressure Regulator "A" Control Circuit High	circuit low (high side)	voltage @ low side pin	>= 3.50	[V]	general condition			3 [events] continuous	2 DCY	Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
						battery voltage step 1: conditions @ actuator commanded off voltage @ high side pin voltage @ low side pin step 2: conditions @ fault decision actuator	8.00...16.00 < 3.0 < 1.5 commanded on	[V] [V] [V]
	P0092 - Fuel Pressure Regulator "A" Control Circuit High	circuit high (high side)	current @ low side path	<= 2.35	[A]	general condition			3 [events] continuous	2 DCY	Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
			within time	14	[us]	battery voltage conditions @ actuator commanded off voltage @ high side pin voltage @ low side pin conditions @ fault decision actuator	8.00...16.00 > (Ubatt - 1.5) > 1.5 commanded on	[V] [V] [V]
	P0090 - Fuel Pressure Regulator "A" Control Circuit/Open	short between high side and low side	current @ low side path	> 2.35	[A]	general condition			3 [events] continuous	2 DCY	Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
			within time	14	[us]	battery voltage	8.00...16.00	[V]
						step 1: conditions @ fault
						suspicion
						actuator	commanded on
						actual current	> 4.72	[A]
						for time	> 100	[us]
						step 2: conditions after
						actuator commanded off
						voltage @ high side pin	< (Ubatt - 1.5)	[V]
						voltage @ low side pin	> 1.5	[V]
						step 3: conditions @ fault
						decision
						actuator	commanded on
Fuel Volume Regulator HP Control	P0088 - Fuel Rail/System Pressure - Too High Bank 1	functional check	filtered diff. target pressure vs. actual pressure	< -2.50	[MPa]	time after engine start	> 5.0	[s]	5.5 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
						time after fuel cut off fuel cut off catalyst heating fuel volume regulator control relative fuel mass	> 2.5 not active not active active 5.02...249.98	[s][%]
	P0087 - Fuel Rail/System Pressure - Too Low Bank 1	functional check	filtered diff. target pressure vs. actual pressure	> 4.00	[MPa]	time after engine start	> 5.0	[s]	4.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290- Fuel Delivery Unit -GX1-
						time after fuel cut off fuel cut off catalyst heating fuel volume regulator control relative fuel mass	> 2.5 not active not active active 5.02...249.98	[s] [%]
Fuel Volume Regulator HP Control	P01C8 - Fuel Rail/System Pressure - Too Low Bank 2	functional check	filtered fuel pressure controller output	> 2.10	[MPa]	time after engine start	> 5.0	[s]	15.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Metering Valve -N290-
						time after fuel cut off	> 2.5	[s]
						fuel cut off	not active
						catalyst heating	not active
						fuel volume regulator control	active
						relative fuel mass	5.02...249.98	[%]
Fuel Rail Pressure (FRP) Sensor	P0190 - Fuel Rail Pressure Sensor Circuit Bank 1	out of range high	signal voltage	> 4.80	[V]				0.5 [s] continuous	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
P0192 - Fuel Rail Pressure Sensor Circuit Low Bank 1		out of range low	signal voltage	< 0.20	[V]							0.5 [s] continuous	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
Fuel Rail Pressure (FRP) Sensor	P0191 - Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1	out of range low	actual pressure	< 0.01	[MPa]	fuel pump	commanded on		2.0 [s] continuous	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
Fuel Rail Pressure (FRP)	P01C4 - Fuel Pressure Sensor "A" Circuit Range/Performance	intrusive monitor	general:			general:					Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
Sensor		rationality check inappropriately low (negative offset)	rail pressure bank 1 @ engine start	< 0.10	[MPa]	ECT downstream engine @ engine shut- off	> 75	[°C]	0 [s] once / DCY	2 DCY
			and			modeled ECT @ engine shutoff	> 75	[°C]
			choice of:			ECT downstream engine @ start	<= 35	[°C]
			fuel system too rich @ part load	not calibrated	[%]	diff. between ECT downstream engine @ start and IAT @ manifold	> -9.8; <= 9.8	[K]
			or			engine off time	>= 25000.0	[s]
			fuel system too rich @ idle	not calibrated	[%]	engine speed	0	[rpm]
			or			diff. between AAT and ECT downstream engine @ start	-10.0...10.0	[K]
			fault fuel system too rich @ part load	not calibrated		diff. between AAT and IAT@ manifold @ start	-9.8...9.8	[K]
			or			and
			fault fuel system too rich @ idle	not calibrated		conditions optional

Table continues below.

Component / System	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
		or			lambda control	active
misfire fault			not calibrated		DFI mode	active
or					catalyst heating	not active
sum of lambda adaptation and			< 0.85	[-]	ECT downstream engine	>= 50	[°C]
lambda controller deviation
or					IAT @ manifold	<= 90	[°C]
lambda control			at min limit		engine torque	< 0.00...45.00	[%]
					lambda set point	0.95...1.05	[-]
					additional conditions:
					no additional conditions
					calibrated
P01C4 - Fuel Pressure Sensor "A" Circuit Range/Performance	intrusive monitor	general:			general:					Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-
	rationality check inappropriately	rail pressure bank 1 @ engine	> 2.50	[MPa]	ECT downstream engine @	> 75	[°C]	0 [s]	2 DCY
	high (positive offset)	start			engine shut- off			once / DCY
		and			modeled ECT @ engine shutoff	> 75	[°C]
		choice of:			ECT downstream engine @ start	<= 35	[°C]
		fuel system too lean @ part load	not calibrated	[%]	diff. between ECT downstream	> -9.8; <= 9.8	[K]
					engine @ start and IAT @
					manifold
		or			engine off time	>= 25000.0	[s]
		fuel system too lean @ idle	not calibrated	[%]	engine speed	0	[rpm]
		or			diff. between ECT downstream	-10.0...10.0	[K]
					engine @ start and AAT
		fault fuel system too lean @ part	not calibrated		diff. between AAT and IAT@	-9.8...9.8	[K]
		load			manifold @ start
		or			and
		fault fuel system too lean @ idle	not calibrated		conditions optional
			or			lambda control	active
		misfire fault	not calibrated		DFI mode	active
		or			catalyst heating	not active
		sum of lambda adaptation and	> 1.20	[-]	ECT downstream engine	>= 50	[°C]
		lambda controller deviation
		or			IAT @ manifold	<= 90	[°C]
		lambda control	at max limit		engine torque	< 0.00...45.00	[%]
					lambda set point	0.95...1.05	[-]
					additional conditions:
					no additional conditions
					calibrated
High PCV Purge Load due to Oil Dilution	---				ratio modeled fuel mass evaporation out of oil to actual necessary fuel mass	> 0.09	[-]
						modeled oil temperature			> 0	[°C]
						or
						ratio on calculated fuel mass evaporation out of oil to actual necessary fuel mass			> 0.07	[-]
						modeled oil temperature			> 0	[°C]
conditions for fast fuel trim	---				O2S front fault suspicion from	at min limit 1.00 < 1.0 < 0.4 ready

								lambda control - case 1: lambda controller at min limit
					O2S Front Offset Adaptation			1st lambda control loop O2S front set point O2S front signal O2S rear voltage O2S rear			[-] [-] [V]

Table continues below.

Secondary Parameters	MIL Illum	Component Diagnostic
case 2: lambda controller at
max limit
1st lambda control loop	at max limit
O2S front set point	1.00	[-]
O2S front signal	> 1.0	[-]
O2S rear voltage	> 0.6	[V]
O2S rear	ready
conditions for accumulation
of exhaust gas mass for
steady state
O2S rear	ready
O2S front set point	1.00	[-]
catalyst purge	not active
engine speed	> 1000	[rpm]
fuel cut off	not active
ECT	> 43	[°C]
or
modeled ECT	> 80	[°C]
catalyst reheating	not calibrated
catalyst heating during cold start	not active
catalyst heating with AIR	not active
engine load gradient	< \| 16.01 \|	[%/CAMr
		ev]
engine load cycle	< 1.33	[-]
engine load	> 12.00	[%]
AIR	not active
AIR system diagnosis	not active
scavenging rate	<= 16.00	[-]
accumulation of exhaust gas
mass for steady state after
fuel cut off with catalyst purge
integrated exhaust gas mass	> 285.0	[g]
(steady state detection)
accumulation of exhaust gas
mass for steady state after
fuel cut off without catalyst
purge
integrated exhaust gas mass	> 285.0	[g]
(steady state detection)
conditions for accumulation
of exhaust gas mass for
adaptation
O2S front response monitoring	not calibrated
in current DCY
or
O2S rear offset monitor fault	not calibrated
suspicion (target voltage not
reached)
or
O2S front fault suspicion from	not calibrated
lambda control
for time	not calibrated	[s]
modeled EGT	400...900	[°C]
for time	> 2.0	[s]
exhaust gas mass flow	20.00...160.00	[kg/h]
or
exhaust gas mass flow	12.00...20.00	[kg/h]
within time	< 8.0	[s]
O2S front	ready
H2 correction of O2S rear	not calibrated	[V]
voltage

Table continues below.

Secondary Parameters	Enable Condition	MIL Illum	Component Diagnostic
O2S front offset monitoring in	not calibrated
current DCY
catalyst damaging misfire		not detected
scavenging rate		< 1.03	[-]
and
lambda control		not calibrated
split factor DFI/MFI		not calibrated
catalyst heating (lambda split)		not active
lambda control		closed loop
for time		>= 2.0	[s]
case 1: lambda controller not
at min or max limit
O2S rear		ready
O2S rear Control Loop (i-part,		not calibrated
referenced)
for time		not calibrated	[s]
or
O2S rear Control Loop (p-part,		active
referenced)
for time		>= 30.0	[s]
case 2: lambda controller at
min or max limit
O2S front fault suspicion from		active
lambda control
above both cases for time		>= 2.0	[s]
accumulation of exhaust gas
mass for adaptation
integrated exhaust gas mass		75.0...115.0	[g]
(adaptation check)
reset of exhaust gas mass for
adaptation
check for adaptation step		finished
or
conditions for accumulation of		not fulfilled
exhaust gas mass for adaptation
final conditions: fault
debounce - case 1
number of checks for adaptation		>= 1.00	[-]
in row
change of abs adapted i-part of		<= 0.30	[%]
2nd lambda control loop (O2S
front offset) at each check
(adaptation finished)
or
low pass filtered abs sum of		> 0	[%]
control value and control error of
2nd lambda control loop at each
check (adaptation demand in
fault direction)
with filter time		14.0	[s]
case 2
number of total checks for		>= 2.00	[-]
adaptation
final conditions: heal
debounce
number of checks for adaptation		>= 1.00	[-]
in row
change of abs adapted i-part of		<= 0.30	[%]
2nd lambda control loop (O2S
front offset) at each check
(adaptation finished)

Table continues below.

Component / System	Fault Code	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum	Component Diagnostic
						ECT downstream engine @ start	< 3004; > not calibrated	[°C]
						driving condition H (low
						cooling performance,
						substantial engine warm-up):
						vehicle speed				0...50	[km/h]
						MAF (lower threshold)				4.00...60.00	[kg/h]
						MAF (upper threshold)				300.00	[kg/h]
						reference model ECT				> -3550	[°C]
						for
						time required				> 25.0	[s]
						frequency				2	times
						driving condition L (high
						cooling performance,
						substantial engine cool-
						down):
						vehicle speed				30...300	[km/h]
						MAF (lower threshold)				0.00	[kg/h]
						MAF (upper threshold)				20.00...52.00	[kg/h]
						or
						fuel cut off				active
						for
						time required				> 10.0	[s]
						frequency				2	times
Engine Coolant Temperature (ECT) Sensor downstream	P0116 - Engine Coolant Temperature Sensor 1 Circuit Range/Performance	rationality check high	ECT downstream engine @ start	> 25...85	[°C]	engine off time	> 21600.0	[s]	5.0 [s] once / DCY	2 DCY	Engine Coolant Temperature Sensor -G62- Engine Coolant Temperature Sensor on Radiator Outlet -G83-
engine						engine	running
						for time	>= 5.0	[s]
						Block heater not detected:
						ECT downstream engine @ start vs. minimum ECT downstream engine since start	not calibrated	[K]
Engine Coolant Temperature (ECT) Sensor downstream engine	P0116 - Engine Coolant Temperature Sensor 1 Circuit Range/Performance	rationality check low	ECT downstream engine @ start vs. minimum temperature from cross check	< -20.0	[K]	cross check (temperature)	finished		0 [s] once / DCY	2 DCY	Engine Coolant Temperature Sensor -G62- Engine Coolant Temperature Sensor on Radiator Outlet -G83-
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet	P2184 - Engine Coolant Temperature Sensor 2 Circuit Low	circuit low	signal voltage	< 0.20	[V]				0.50 [s] continuous	2 DCY	Engine Coolant Temperature Sensor on Radiator Outlet -G83-
P2185 - Engine Coolant Temperature Sensor 2 Circuit High		circuit high	signal voltage	> 4.98	[V]							0.50 [s] continuous	2 DCY	Engine Coolant Temperature Sensor on Radiator Outlet -G83- Engine Coolant Temperature Sensor -G62-
Engine Coolant Temperature	P2183 - Engine Coolant Temperature Sensor 2 Circuit Range/Performance	rationality check high	ECT @ radiator outlet @ start	> 25...85	[°C]	engine off time	> 21600.0	[s]	5.0 [s]	2 DCY	Engine Coolant Temperature Sensor on Radiator Outlet -G83-
(ECT) Sensor @ Radiator									once / DCY
Outlet						engine	running
						for time	>= 5.0	[s]
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet	P2183 - Engine Coolant Temperature Sensor 2 Circuit Range/Performance	rationality check low	ECT @ radiator outlet @ start vs. minimum temperature from cross check	< -25.0	[K]	cross check (temperature)	finished		0 [s] once / DCY	2 DCY	Engine Coolant Temperature Sensor on Radiator Outlet -G83-
Variable Valve Timing (VVT) Intake Actuator	P000A - "A" Camshaft Position Slow Response Bank 1	slow response	difference between target position vs. actual position for time and adjustment angle and number of checks	> \| 3.00 \|> 2.0...3.0 > \| 3.00 \|3	[°CRK] [s] [°CRK] times	time after engine start modeled oil temperature engine speed camshaft position adjustment catalyst heating change of target position battery voltage	> 5.0...300.0 -10...120600...6000 active not active > \|10.00...20.00\| > 9.00	[s] [°C] [rpm] [°CRK] [V]	3.5 [s] multiple	2 DCY	Intake Camshaft Adjustment Valve 1 -N727- Camshaft Position Sensor -G40- Fuel Metering Valve -N290- Engine Speed Sensor -G28-
	P0011 - "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	target error	difference between target position vs. actual position	> \| 3.00 \|	[°CRK]	time after engine start	> 5.0...300.0	[s]	3.5 [s] multiple	2 DCY	Engine Speed Sensor -G28- Camshaft Position Sensor -G40- Intake Camshaft Adjustment Valve 1 -N727-