Engine/Motor Control Module --, 2024 MY

WARNING: This page is about a different car, the 2024 Audi S4. However, it is still accessible from the selected car via links, so may be relevant.

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criterion				Threshold Value		Secondary Parameters			Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostics
	P0023 - "B" Camshaft Position Actuator "A" Control Circuit/Open Bank 2	open circuit	signal voltage				3.26...4.70	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Camshaft Position Sensor -G40- • Exhaust Camshaft Adjustment Valve 2 -N319-
									engine speed			> 0	[rpm]
									battery voltage			8.90•••16.02	[V]
P2090 - "B" Camshaft Position Actuator Control Circuit Low Bank 1	circuit low	signal voltage				< 2.74	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Exhaust Camshaft Adjustment Valve 1 -N318-
								engine speed			> 0	[rpm]
								battery voltage			8.90...16.02	[V]
P2091 - "B" Camshaft Position Actuator Control Circuit High Bank 1	circuit high	signal current				> 0.60...12.50	[A]	actuator			commanded on		0.5 [s] continuous	2 DCY
								engine speed			> 0	[rpm]
								battery voltage			8.90...16.02	[V]
P2094 - "B" Camshaft Position Actuator Control Circuit Low Bank 2	circuit low	signal voltage				< 2.74	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Exhaust Camshaft Adjustment Valve 2 -N319-
								engine speed			> 0	[rpm]
								battery voltage			8.90•••16.02	[V]
P2095 - "B" Camshaft Position Actuator Control Circuit High Bank 2	circuit high	signal current				> 0.60...12.50	[A]	actuator			commanded on		0.5 [s] continuous	2 DCY
								engine speed			> 0	[rpm]
								battery voltage			8.90•••16.02	[V]
Variable Valve Timing (VVT) Intake Actuator	P0010 - "A" Camshaft Position Actuator "A" Control Circuit/Open Bank 1	open circuit	signal voltage				3.26...4.70	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Camshaft Adjustment Valve 1 -N205- • Camshaft Position Sensor -G40- • Engine Speed Sensor -G28-
									engine speed			> 0	[rpm]
									battery voltage			8.90...16.02	[V]
	P0020 - "A" Camshaft Position Actuator "A" Control Circuit/Open Bank 2	open circuit	signal voltage				3.26...4.70	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Camshaft Adjustment Valve 2 -N208- • Camshaft Position Sensor 2 -G163-
									engine speed			> 0	[rpm]
									battery voltage			8.90•••16.02	[V]
	P2088 - "A" Camshaft Position Actuator Control Circuit Low Bank 1	circuit low	signal voltage				< 2.74	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Camshaft Adjustment Valve 1 -N205- • Camshaft Position Sensor -G40-
									engine speed			> 0	[rpm]
									battery voltage			8.90...16.02	[V]
	P2089 - "A" Camshaft Position Actuator Control Circuit High Bank 1	circuit high	signal current				> 0.60...12.50	[A]	actuator			commanded on		0.5 [s] continuous	2 DCY
									engine speed			> 0	[rpm]
									battery voltage			8.90...16.02	[V]
	P2092 - "A" Camshaft Position Actuator Control Circuit Low Bank 2	circuit low	signal voltage				< 2.74	[V]	actuator			commanded off		0.5 [s] continuous	2 DCY	• Camshaft Adjustment Valve 2 -N208-
									engine speed			> 0	[rpm]
									battery voltage			8.90•••16.02	[V]
	P2093 - "A" Camshaft Position Actuator Control Circuit High Bank 2	circuit high	signal current				> 0.60...12.50	[A]	actuator			commanded on		0.5 [s] continuous	2 DCY
									engine speed			> 0	[rpm]
									battery voltage			8.90•••16.02	[V]
Vehicle Level Control System	U35FF - Forced Vehicle Speed Limitation	- if equipped - communication with vehicle level control system: actuator internal check (functional)	max. vehicle speed by request				<= 83.7	[mph]	ignition			on		1 [events] continuous	2 DCY	• Check the Network-Bus circuit integrity.
									calculation of limiting request for electronic suspension platform			active
									calculation of diagnosis monitoring			released
Vehicle Speed Sensor (VSS)	P0500 - Vehicle Speed Sensor "A" Circuit	communication with VSS	speed sensor signal: open circuit				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY	• Check the Network-Bus circuit integrity. • Check the vehicle speed signal.
	P0501 - Vehicle Speed Sensor "A" Circuit Range/Performance	communication with VSS	speed sensor signal: out of range				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY
	P0502 - Vehicle Speed Sensor "A" Circuit Low	communication with VSS	speed sensor signal: circuit low				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY
	P0503 - Vehicle Speed Sensor "A" Circuit Intermittent/Erratic/High	communication with VSS	speed sensor signal: circuit high				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY
	U0415 - Invalid Data Received from Anti-Lock Brake System (ABS) Control Module "A"	communication with VSS	speed sensor signal: low voltage				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY	• Check the Network-Bus circuit integrity. • Check the vehicle speed signal to the Instrument Cluster Control Module -J285-.
		communication with VSS	speed sensor signal: initialization				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY
		communication with VSS	speed sensor signal: out of range high				error detected		time after ignition on			> 0.5	[s]	0.5 [s] continuous	2 DCY
Voltage Monitoring	P0562 - System Voltage Low	Engine Control Module (ECM): ECM power supply check during standby	internal check				error detected		ECM initialization			active		0 [s] once / DCY	1 DCY	• Check the powers/grounds to the Engine/Motor Control Module -J623-. If ok, then replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Voltage Monitoring			number of DCY with detected faults				2.00	[-]						0 [s] once / DCY	1 DCY
enable conditions for active lambda stimulation									general conditions:
										time after engine start		> 0.0	[s]
										or
										modeled catalyst temperature		> 630.0	[°C]
										or
										integrated air mass		> 2.30	[kg]
										integrated heat energy		not calibrated	[kJ]
										O2S front		ready
										O2S front offset error suspicion		not detected
										or
										O2S front dynamic error suspicion		not detected
									MAF condition in case of O2S offset suspicion:
										exhaust gas mass flow		20.00...250.00	[kg/h]
										O2S rear		ready
										integrated air mass after O2S ready		>= 0.02	[kg]
										modeled EGT at O2S rear		> 400.0	[°C]
										diff. actual O2S ceramic temp. vs. O2S ceramic temp. set point		< 80.0	[K]
										time after fuel cut off		> 10.0	[s]
										lambda set point		0.98...1.02	[-]
										for integrated air mass		>= 0.10	[kg]
										engine speed		880...4000	[rpm]
										vehicle speed		> 27.9	[mph]
										engine load		> 16.01...19.99	[%]
										AAT		not calibrated	[°C]
										ECT		not calibrated	[°C]
										BARO		not calibrated	[kPa]
										camshaft @ modified valve lift		not calibrated	[-]
										gear shifting		not calibrated	[-]
										for time		not calibrated	[s]
									alternative EVAP condition 1:
										integrated EVAP purge mass since last purge stop		> 0.0	[g]
										ratio fuel mass from evap purge system to fuel mass through injectors		<= 4.00	[-]
										EVAP purge adaptation value		<= 64.00	[-]
									or
									alternative EVAP condition 2:
										EVAP purge mass into intake manifold		<= 25.60	[kg/h]
										or
										evap purge in limp-home mode		active
									or
									alternative EVAP condition 3:
										evap purge		not active
									scavenging:
										scavenging rate		< 1.02	[-]
										for integrated air mass		> 0.02	[kg]
									lower range window:
										exhaust gas mass flow, lower range to activate diagnosis (narrow range)		22.00...290.00	[kg/h]
										exhaust gas mass flow, lower range during diagnosis (normal range)		22.00...300.00	[kg/h]
										exhaust gas mass flow, lower range during diagnosis (extended range)		18.00...300.00	[kg/h]
										extended range only for time		<= 2.0	[s]
										modeled EGT in catalyst system, lower range to activate diagnosis (narrow range)		480.0...880.0	[°C]
										modeled EGT in catalyst system, lower range during diagnosis (normal range)		470.0...900.0	[°C]
										change of modeled catalyst temperature		-60.0...60.0	[K]
									upper range window:
										exhaust gas mass flow, upper range to activate diagnosis (narrow range)		not calibrated	[kg/h]
										exhaust gas mass flow, upper range during diagnosis (normal range)		not calibrated	[kg/h]
										modeled EGT in catalyst system, upper range to activate diagnosis (narrow range)		not calibrated	[°C]
										modeled EGT in catalyst system, upper range during diagnosis (normal range)		not calibrated	[°C]
										change of modeled catalyst temperature		-60.0...60.0	[K]
									lower/upper range window (conditions fulfilled):
										catalyst temperature		not calibrated	[°C]
										for time		> 10.0	[s]
										for integrated exhaust gas mass flow		> 0.02	[kg/h]
									integrated air mass		>= 0.02	[kg]
									change of exhaust gas mass flow		-40.00...40.00	[kg/h]
	with delay time			2.0	[s]
lambda enable condition monitor - only if:
	dev. engine nominal lambda value vs. expected lambda @ sensor position			< 0.01	[-]
	monitoring stops if lambda deviation			>= -5.00...5.00	[%]
	with delay time			not calibrated	[s]
	or
	monitoring stop events per DCY (monitoring stop disabled)			not calibrated	[-]
	lambda control			not at min or max limit
	lambda set point request			realized
conditions to switch from rich to lean phase:
	actual lambda value			-15.18...16.92	[-]
	for time			> 0.0	[s]
	integrated exhaust gas mass			>= 0.00	[kg]
	alternative condition 1:
		O2S rear voltage		>= 5.00	[V]
	or
	alternative condition 2:
		O2S rear voltage		>= 0.75	[V]
		O2S rear voltage gradient		-66.50...66.50	[V/s]
		MAF rich gas integral		>= 0.3	[g]
conditions to switch from lean to rich phase:
	actual lambda value			-14.98...17.12	[-]
	for time			> 0.0	[s]
	integrated exhaust gas mass			>= 0.00	[kg]
	alternative condition 1:
		O2S rear voltage		<= 0.00	[V]
	or
	alternative condition 2:
		O2S rear voltage		<= 0.15	[V]
		O2S rear voltage gradient		-66.50...66.50	[V/s]
		MAF O2 integral		>= 0.1	[g]
enable conditions for online identification								general conditions:
									enable conditions for active lambda stimulation (Referenced)		checked
									catalyst purge		not active
									catalyst heating (lambda split)		not active
									vehicle speed		>= 0	[mph]
									fuel cut off		not active
									for time		> 6.0	[s]
									time after engine start		> 0.0	[s]
									deviation engine load		< 1535.98	[%]
									BARO		> 0.00	[kPa]
									for time		> 3.0	[s]
									O2S front		ready
									delay time		> 10.0	[s]
									O2S front pump current		valid
									lambda control		closed loop
									for time		> 3.0	[s]
									exhaust gas mass transport time between combustion chamber and O2S front (constant)		<= 655.4	[s]
									exhaust gas mass flow		<= 300.00	[kg/h]
									deviation modeled lambda lean to rich (inverted)		>= 0.03	[-]
									for time plus identified delay time		< 0.1	[s]
									deviation modeled lambda rich to lean (inverted)		>= 0.03	[-]
									for time plus identified delay time		< 0.1	[s]
								EVAP purge conditions:
									integrated EVAP purge mass		>= 11.3	[g]
									EVAP purge adaptation factor		<= 64.00	[-]
									or
									evap purge flow		< 0.00	[kg/h]
								only for dual-fuel injection (DFI / MFI) vehicles:
									gradient of MFI		not calibrated	[-]
									change mode DFI / MFI		not calibrated
									for time		not calibrated	[s]
								split operation:
									DFI mode		not active
									CNG mode		not active
								scavenging:
									scavenging rate		<= 16.00	[-]
									integrated exhaust gas mass		> 25.0	[g]
								case 1 (transient operation for cylinder deactivation):
									cylinder deactivation (CD)		not calibrated
									for time		not calibrated	[s]
									or
									gear shifting		not active
									for time		not calibrated	[s]
								or
								case 2 (no cylinder deactivation):
									gear shifting		not active
									for time		>= 0.0	[s]
High PCV Purge Load due to Oil Dilution								time after evap purge valve closed			not calibrated	[s]
									ratio modeled fuel mass evaporation out of oil to actual necessary fuel mass		> 0.30	[-]
									modeled oil temperature		> 0.0	[°C]
								or
								optional condition (only used for reducing adaptation speed):
									ratio modeled fuel mass evaporation out of oil to actual necessary fuel mass		not calibrated	[-]
									ratio calculated fuel mass evaporation out of oil to actual necessary fuel mass		not calibrated	[-]
									modeled oil temperature		> 0.0	[°C]
O2S Front Offset Adaptation								O2S front fault suspicion from lambda control:
									case 1: lambda controller at min limit:
										1st lambda control loop	.@ min limit
										O2S front set point	1.00...1.00	[-]
										O2S front signal	< 1.0	[-]
										O2S rear voltage	< 0.4	[V]
										O2S rear	ready
									or
									case 2: lambda controller at max limit:
										1st lambda control loop	.@ max limit
										O2S front set point	1.00...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...1.00	[-]
									catalyst purge		not active
										engine speed	>= 910	[rpm]
										or
										engine speed	< 910	[rpm]
										for max. time	2.0	[s]
										fuel cut off	not active
										or
										fuel cut off	active
										for max. time	< 0.5	[s]
										ECT	>= 30.0	[°C]
										or
										modeled ECT	>= 30.0	[°C]
									catalyst reheating		not active
									catalyst heating during cold start		not calibrated
									catalyst heating with AIR		not calibrated
									engine load gradient		<= \|30.00\|	[%/CAMrev]
									engine load cycle		< 15.00	[-]
									engine load		>= 12.00•••17.51	[%]
									AIR		not calibrated
									AIR system diagnosis		not calibrated
									scavenging rate		<= 16.00	[-]
								accumulation of exhaust gas mass for steady state after fuel cut off with catalyst purge:
									integrated exhaust gas mass (steady state detection)		> 200.0	[g]
								or
								accumulation of exhaust gas mass for steady state after fuel cut off without catalyst purge:
									integrated exhaust gas mass (steady state detection)		> 200.0	[g]
								conditions for accumulation of exhaust gas mass for adaptation:
										O2S front response monitoring in current DCY	not calibrated
										or
										O2S rear offset monitor fault suspicion (target voltage not reached)	not calibrated
										or
										O2S front fault suspicion from lambda control	not calibrated
									for time		not calibrated	[s]
									modeled EGT		350.0...950.0	[°C]
									for time		> 2.0	[s]
										exhaust gas mass flow	18.00...250.00	[kg/h]
										or
										exhaust gas mass flow	10.00...18.00	[kg/h]
										within time	< 3.0	[s]
									O2S front		ready
									H2 correction of O2S rear voltage		< 80.00	[V]
									O2S front offset monitoring in current DCY		not tested
									catalyst damaging misfire		not detected
									scavenging condition:
										scavenging rate	<= 1.02	[-]
										lambda control deviation in permitted range (depending on scavenging rate and engine speed)	fulfilled
										or
			scavenging rate	> 1.02	[-]
			or
			lambda control deviation in permitted range (depending on scavenging rate and engine speed)	not fulfilled
			above conditions fulfilled for max. time	< 1.7	[s]
	split factor DFI/MFI			not calibrated
	catalyst heating (lambda split)			not calibrated
	lambda control			closed loop
	for time			>= 3.0	[s]
	case 1: lambda controller not at min or max limit:
		O2S rear		ready
		O2S rear control loop (i-part) (Referenced)		not calibrated
		for time		not calibrated	[s]
		or
		O2S rear control loop (p-part) (Referenced)		active
		for time		>= 1.0	[s]
	or
	case 2: lambda controller at min or max limit:
		O2S front fault suspicion from lambda control		active
	above both cases for time			>= 3.0	[s]
accumulation of exhaust gas mass for adaptation:
	integrated exhaust gas mass (adaptation check)			80.0...150.0	[g]
reset of exhaust gas mass for adaptation:
	check for adaptation step			finished
	or
	conditions for accumulation of exhaust gas mass for adaptation			not fulfilled
final conditions: fault debounce:
	case 1:
		number of checks for adaptation in row		>= 2	[-]
		change of abs adapted i-part of 2nd lambda control loop (O2S front offset) at each check (adaptation finished)		<= 0.30	[%]
		or
		low pass filtered abs sum of control value and control error of 2nd lambda control loop at each check (adaption demand in fault direction)		> 0	[%]
		with filter time		6.0...12.0	[s]
	or
	case 2:
		number of total checks for adaptation		>= 6	[-]
final conditions: heal debounce:
	number of checks for adaptation in row			>= 2	[-]
	change of abs adapted i-part of 2nd lambda control loop (O2S front offset) at each check (adaptation finished)			<= 0.30	[%]
O2S rear control loop (i-part)								i-part global balance primary O2S rear control enable conditions:
									EVAP monitoring		not active
									scavenging rate		< 1.01	[-]
									band width of lambda control deviation		0	[-]
									ECT		> 70.0	[°C]
									catalyst heating (lambda split)		not active
									relative fuel mass @ EVAP purge		not calibrated	[-]
									filtered engine load gradient		< -1.99...1.99	[%/CAMrev]
									for filtered time		1.0	[s]
								i-part balance primary O2S rear control enable condition:
									lambda control		no limit
								primary O2S rear control @ open loop (limp home mode):
									fuel injector power stage error		not calibrated
									fuel injection time lower threshold		not calibrated
									O2S front		not calibrated
								i-part general conditions:
									O2S rear control loop (p-part) (Referenced)		active
									primary O2S rear control @ open loop (limp home mode)		not active
								i-part global O2S front control enable conditions:
									i-part global balance primary O2S rear control enable conditions		enabled
									engine speed conditions (depending on gearbox type):
										engine speed	920...3000	[rpm]
										or
										engine speed (M/T only)	not calibrated	[rpm]
										or
										engine speed (A/T only)	not calibrated	[rpm]
									engine load conditions (depending on gearbox type):
										engine load	16.50...34.50	[%]
										or
										engine load (M/T only)	not calibrated	[%]
										or
										engine load (A/T only)	not calibrated	[%]
									idle speed (without fuel cut off)		not active
									for time		not calibrated	[s]
								i-part balance primary O2S rear control enable condition:
									i-part balance primary O2S rear control enable condition		enabled
								i-part system primary O2S rear control enable conditions:
									exhaust gas mass of O2S rear Control Loop (p-part, referenced)		> 150.0	[g]
									catalyst temperature		380.0...3003.6	[°C]
								conditions for accumulation exhaust gas mass:
									i-part global balance primary O2S rear control enable conditions		enabled
									i-part balance primary O2S rear control enable condition		enabled
									H2 protection primary O2S rear control		not calibrated
									O2S rear		ready
									catalyst heating		not calibrated
									exhaust gas mass after first start		> 200.5	[g]
									exhaust gas mass after restart		> 150.0	[g]
O2S rear control loop (p-part)								p-part primary O2S rear control enable conditions:
									lambda control		no limit
									lambda control		closed loop
								primary O2S rear control @ open loop (limp home mode):
									fuel injector power stage error		not calibrated
									fuel injection time lower threshold		not calibrated
									O2S front		not calibrated
								p-part global primary O2S rear control enable conditions:
									catalyst heating		not calibrated
									EVAP monitoring		not calibrated
									misfire		not detected
									engine speed		0...32768	[rpm]
									for time		>= 1.0	[s]
									engine load		0.00...1535.98	[%]
									for time		>= 1.0	[s]
									GPF regeneration		not calibrated
									GPF regeneration level		not calibrated	[-]
								p-part balance primary O2S rear control enable conditions:
									O2S rear lambda control loop @ low-temperature mode		not calibrated
									or
									O2S rear		ready
									p-part primary O2S rear control enable conditions		enabled
									or
									primary O2S rear control @ open loop (limp home mode)		enabled
								p-part system primary O2S rear control enable conditions:
									catalyst temperature		300.1...3003.6	[°C]
								conditions for accumulation exhaust gas mass:
									O2S front lambda set point		0.9998...1.0002	[-]
									catalyst purge (rich condition detected)		not active
									p-part primary O2S rear control enable conditions		enabled
									or
									primary O2S rear control @ open loop (limp home mode)		enabled
									exhaust gas mass		> 60.0...100.0	[g]
Retained-Heat Detection after driving conditions with combustion								conditions:
									engine running for accumulated time		>= 30.0	[s]
									accumulation enabled if:
										engine speed	>= 600	[rpm]
									vehicle speed		> 24.8	[mph]
									for time		> 30.0	[s]
								temperature difference:
									diff. ECT downstream engine @ start vs. min temp. until conditions		<= 5.0	[K]
									diff. ROT @ start vs. min temp. until conditions		<= 5.0	[K]
									diff. ECT @ cylinder head @ start vs. min temp. until conditions		<= 5.0	[K]
									diff. AAT @ start vs. min temp. until conditions		<= 5.0	[K]
									diff. EOT @ start vs. min temp. until conditions		not calibrated	[K]
									diff. heating circuit temperature @ start vs. min temp. until conditions		not calibrated	[K]
									diff. inverter coolant temperature @ start vs. min temp. until conditions		not calibrated	[K]
									diff. EOT @ cylinder head @ start vs. min temp. until conditions		not calibrated	[K]
									diff. ECT @ crankcase @ start vs. min temp. until conditions		<= 5.0	[K]
									diff. engine compartment temperature @ start vs. min temp. until conditions		<= 5.0	[K]
Retained-Heat Detection after Purge Manifold								Conditions:
									throttle position		> 10.00	[%]
									engine speed		> 600	[rpm]
									for time		> 5.0	[s]
								temperature difference:
									diff. IAT @ manifold @ start vs. min. temp. until conditions		<= 5.0	[K]
									IF (for high electric range vehicles):
										diff. IAT @ manifold @ start vs. min. temp. until conditions	> 5.0	[K]
									then:
										diff. (IAT @ manifold - AAT) @ start vs. diff. until conditions	<= 5.0	[K]
								temperature difference:
									diff. IAT upstream throttle @ start vs. min. temp. until conditions		<= 5.0	[K]
									IF (for high electric range vehicles):
										diff. IAT upstream throttle @ start vs. min. temp. until conditions	> 5.0	[K]
									then:
										diff. (IAT upstream throttle - AAT) @ start vs. diff. until conditions	<= 5.0	[K]
								temperature difference:
									diff. IAT 3 @ start vs. min temp. until conditions		not calibrated	[K]
									IF (for high electric range vehicles):
										diff. IAT 3 @ start vs. min temp. until conditions	not calibrated	[K]
									then:
										diff. (IAT 3 - AAT) @ start vs. diff. until conditions	not calibrated	[K]
								temperature difference:
									diff. IAT 4 @ start vs. min temp. until conditions		not calibrated	[K]
									IF (for high electric range vehicles):
										diff. IAT 4 @ start vs. min temp. until conditions	not calibrated	[K]
									then:
										diff. (IAT 4 - AAT) @ start vs. diff. until conditions	not calibrated	[K]