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Engine Control Module --, 2018 MY

WARNING: This page is about a different car, the 2018 Volkswagen Jetta. However, it is still accessible from the selected car via links, so may be relevant.
DTC / Description Monitor Strategy Description Malfunction Criteria and Threshold Value Secondary Parameters with Enable Conditions Monitoring Time Length MIL Illumination Component Diagnostic Procedure
P000A  "A" Camshaft Position Slow Response Bank 1 Variable Valve Timing (VVT) Intake Actuator Slow Response
  • Adjustment angle difference >= 3.0; < 15.0° CRK
  • Modeled oil temperature -40 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Set point change > 29.0° CRK
  • Camshaft position not calibrated
  • Dynamic diagnosis timer >= 0.95 - 4.0 s
  • 0.0 (FTP75: 300.0) s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1 Variable Valve Timing (VVT) Intake Actuator Open Circuit
  • Output voltage lower range 1.92 - 2.21 V
  • Output voltage upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0011  "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 Variable Valve Timing (VVT) Intake Actuator Target Error
  • Camshaft position deviation > 10.0° CRK
  • Modeled oil temperature -40 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Camshaft position not calibrated
  • Camshaft position adjustment active
  • Catalyst heating not active
  • Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK*s
  • 0 (FTP75: 250.0) s
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor Adaptation Value Monitoring
  • Adapted value for each edge of the target wheel < -14.0° CRK
  • Adapted value for each edge of the target wheel > 14.0° CRK
  • Camshaft position adaptation (exhaust side) active
  • Engine speed 288 - 4, 000 RPM
  • Modeled oil temperature >= -15° C
  • Modeled oil temperature <= 160° C
  • Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • CKP stalling not detected
  • Case 2:
  • Engine speed >= 380 RPM
  • Or
  • Engine running
  • And
  • Engine stalling >= 5.0 s
  • CKP stalling not detected
  • Case 3:
  • Backwards rotation not detected
  • CKP stalling not detected
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 720.0° CRK
  • Multiple
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0030 HO2S Heater Control Circuit Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Open Circuit
  • O2S front heater voltage lower range 1.92 - 2.21 V
  • O2S front heater voltage upper range 2.85 - 3.25 V
  
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Short To Ground
  • O2S front heater voltage < 1.92 - 2.21 V
  
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Short To Battery Plus
  • O2S front heater driver temperature > 160.0 - 200.0° C
  • Or
  • O2S front heater driver output current > 8.0 - 12.0 A
  • Modeled EGT @ O2S front >= -273° C
  • Actuator commanded on
  • 2.5 s
  • Continuous
.
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0033 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Turbocharger (TC) Compressor Actuator Open Circuit
  • Voltage lower range 1.92 - 2.21 V
  • Voltage upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 1.0 s
  • Continuous
.
  • 2 DCY
 -- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
Turbocharger (TC) Compressor Actuator Short To Battery Plus
  • Current > 4.0 - 7.0 A
  • Temperature > 160 - 200° C
  • Actuator commanded on
P0034 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Low Turbocharger (TC) Compressor Actuator Short To Ground
  • Voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 1.0 s
  • Continuous
.
  • 2 DCY
 -- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P0036 HO2S Heater Control Circuit Bank 1 Sensor 2 Oxygen Sensors (O2S) Heater Rear Open Circuit
  • O2S rear heater voltage lower range 1.92 - 2.21 V
  • O2S rear heater voltage upper range 2.85 - 3.25 V
  • Engine not in start process
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2 Oxygen Sensors (O2S) Heater Rear Short To Ground
  • O2S rear heater voltage < 1.92 - 2.21 V
  • Engine not in start process
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0038 HO2S Heater Control Circuit High Bank 1 Sensor 2 Oxygen Sensors (O2S) Heater Rear Short To Battery Plus
  • O2S rear heater driver temperature > 160.0 - 200.0° C
  • O2S rear heater driver output current > 8.0 - 12.0 A
  • Modeled EGT @ O2S rear >= 300° C
  • Actuator commanded on
  • Engine not in start process
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0045 Turbocharger/Supercharger Boost Control "A" Circuit/Open Turbocharger (TC) Boost Pressure Control Open Circuit
  • Bypass valve driver load resistance > 200.0 kΩ
  • Deviation between actual and filtered boost pressure actuator position <= 5.0%
  • Boost pressure control not active
  • Time delay > 1.0 s
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P0068 MAP/MAF - Throttle Position Correlation Manifold Absolute Pressure (MAP) Sensor Large Leakage Detection
  • Diff. MAP set point vs. actual MAP < -15.0 - -10.0 kPa
  • Fast throttle adaptation finished
  • MAP gradient -200.0 - 200.0 kPa/s
  • Vehicle speed <= 2 km/h
  • Time after engine start > 5.0 s
  • Engine speed lower range > 576 RPM
  • Engine speed upper range < 3, 000 RPM
  • IAT @ manifold > -48° C
  • ~~ Signal (tco) > -48° C
  • Pressure quotient @ throttle 0.10 - 0.60 [-]
  • Load dynamic conditions:
  • Dynamic engine speed < 8, 160 RPM
  • Dynamic air mass < 25.01 mg/stk
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
Intake Air (IA) System Rationality Check
  • Throttle opening area correction included controller and adaptation < -60.0%
  • Lambda controller included correction and adaptation -28.0 - 28.0%
  • Lambda controller active
  • Intake manifold modeled adaptation active (by throttle opening area)
  • Throttle position 0.0 - 100.003° TPS
  • Engine speed 576 - 3, 008 RPM
  • Pressure quotient @ throttle 0.27 - 0.60 [-]
  • Fast throttle adaptation finished
  • MAP gradient -200.0 - 200.0 kPa/s
  • Fuel cut off not active
  • Time after engine start > 5.0 s
  • Turbocharger boost pressure 135.0 kPa
  • BARO 73.0 - 107.50 kPa
P0070 Ambient Air Temperature Sensor Circuit "A" COM: Ambient Air Temperature (AAT) Sensor Short To Battery / Open Circuit
  • AAT sensor voltage > 4.50 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0071 Ambient Air Temperature Sensor Circuit "A" Range/Performance Ambient Air Temperature (AAT) Sensor Cross Check
  • High side: reference measuring
  • Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 20.0 K
  • Diff. AAT @ cold start vs. ECT downstream engine @ cold start not calibrated K
  • Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Low side: reference measuring
  • Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 20.0 K
  • Diff. ECT downstream engine @ cold start vs. AAT @ cold start not calibrated K
  • Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 20.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Engine off time >= 360.0 min
  • Engine off time plausible
  • Time after engine start < 6, 553.5 s
  • Depending on temperature slope @ cold start:
  • Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K
  • Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K
  • Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K
  • Diff. actual AAT vs. AAT @ start of DCY < 256.0 K
  • For time >= 0.1 s
  • Depending on mean value condition
  • Mean value of all temperature sensors @ cold start >= -256° C
  • Number of valid sensors >= 2.0 [-]
  • Depending on block heater / solar radiation detection
  • Time after engine start >= 0.5 s
  • Vehicle speed >= 20 km/h
  • For time >= 20.0 s
  • Diff. actual IAT @ manifold vs. min. IAT @ manifold < 4.5 K
  • Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K
  • Diff. actual AAT vs. min. AAT < 4.5 K
  • Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 4.5 K
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0072 Ambient Air Temperature Sensor Circuit "A" Low COM: Ambient Air Temperature (AAT) Sensor Short To Ground
  • AAT sensor voltage < 0.10 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0087 Fuel Rail/System Pressure - Too Low Bank 1 Fuel Rail Pressure (FRP) Out Of Range Low
  • Deviation between reference fuel pressure set point and current fuel pressure > 2, 000.10 kPa
  • Case 1:
  • Deviation lambda of controller included adaptation -50.0 - 50.0%
  • High pressure controller output > 30.0 mg
  • Fuel pressure < 2, 500.0 kPa
  • Case 2:
  • Fuel pump at max limit
  • Mass fuel flow set point not calibrated mg/stk
  • Fuel pressure not calibrated kPa
  • General:
  • Engine speed 608 - 6, 816 RPM
  • Fuel mass set point 15.01 - 1, 389.0 mg/stk
  • Time after engine start > 5.0 s
  • Engine warm-up not calibrated
  • Catalyst heating not active
  • Full load not calibrated
  • Catalyst purge not calibrated
  • Lambda control not calibrated
  • Evap purge functionality diagnosis not calibrated
  • Fuel pressure set point gradient <= 200.06 kPa
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 1.99 mg/stk
  • For time >= 5.0 s
  • Fuel mass set point upper range < 100.32 - 172.41 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk
  • For time >= 1.2 s
  • Depending on canister purge:
  • Canister load not calibrated [-]
  • Evap purge valve not calibrated
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
Fuel Rail Pressure (FRP) Rationality Check Low
  • Deviation lambda of controller included adaptation -50.0 - 50.0%
  • High pressure controller output > 35.0 mg
  • Deviation between fuel pressure set point and current fuel pressure > 2, 000.10 kPa
  • Fuel pressure < 2, 500.0 kPa
  • 5.0 s
  • Continuous
P0088 Fuel Rail/System Pressure - Too High Bank 1 Fuel Rail Pressure (FRP) Out Of Range High
  • Deviation between fuel pressure set point and current fuel pressure < -2, 000.10 kPa
  • Deviation lambda of controller included adaptation -50.0 - 50.0%
  • Case 1:
  • High pressure controller output < -30.0 mg
  • Case 2:
  • Flow control valve open
  • Mass fuel flow set point > 15.01 mg/stk
  • General:
  • Engine speed 608 - 6, 816 RPM
  • Fuel mass set point 15.01 - 1, 389.0 mg/stk
  • Time after engine start > 5.0 s
  • Engine warm-up not calibrated
  • Catalyst heating not active
  • Full load not calibrated
  • Catalyst purge not calibrated
  • Lambda control not calibrated
  • Evap purge functionality diagnosis not calibrated
  • Fuel pressure set point gradient <= 200.06 kPa
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 1.99 mg/stk
  • For time >= 5.0 s
  • Fuel mass set point upper range < 100.32 - 172.41 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk
  • For time >= 1.2 s
  • Depending on canister purge:
  • Canister load not calibrated [-]
  • Evap purge valve not calibrated [-]
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open Fuel Volume Regulator Control Open Circuit
  • Voltage high side < 1.87 - 2.26 V
  • Voltage low side > 2.78 - 3.33 V
  • Engine speed 0 RPM
  • Fuel cut off active
  • Actuator commanded off
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
  • Low and high side off:
  • Voltage low side > 2.78 - 3.33 V
  • Voltage high side < 1.87 - 2.26 V
  • Low and high side on:
  • Current low side < 12.2 - 15.0 A
  • Current high side < 13.5 - 16.5 A
  • Engine speed > 600 RPM
  • Fuel cut off not active
  • Actuator commanded on
P0091 Fuel Pressure Regulator 1 Control Circuit Low Fuel Volume Regulator Control Short To Ground (High Side)
  • Current high side > 13.5 - 17.0 A
  • Ignition on
  • Ignition off (during ECM keep alive-time)
  • Actuator commanded on
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
Fuel Volume Regulator Control Short To Ground (Low Side)
  • Voltage low side < 1.87 - 2.26 V
  • Ignition on
  • Ignition off (during ECM keep alive-time)
  • Actuator commanded off
P0092 Fuel Pressure Regulator 1 Control Circuit High Fuel Volume Regulator Control Short To Battery Plus (Low Side)
  • Current low side > 13.5 - 17.0 A
  • Ignition on
  • Ignition off (during ECM keep alive-time)
  • Actuator commanded on
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
Fuel Volume Regulator Control Short To Battery Plus (High Side)
  • Voltage high side < 2.78 - 3.33 V
  • Ignition on
  • Ignition off (during ECM keep alive-time)
  • Actuator commanded off
P00AF Turbocharger/Supercharger Boost Control "A" Module Performance Turbocharger (TC) Boost Pressure Control Functional Check - Transient Check
  • Boost pressure actuator position controller output > 98.0%
  • Time after engine start >= 4.0 s
  • ECT > -40° C
  • AAT > -40° C
  • Catalyst heating not active
  • Boost pressure control active
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
  • Boost pressure actuator position controller output < -98.0%
Turbocharger (TC) Boost Pressure Control Functional Check
  • Deviation boost pressure actuator position controller > 16.0 - 100.0%
  • Time after engine start >= 4.0 s
  • ECT > -40° C
  • AAT > -40° C
  • Boost pressure control active
P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range/Performance Manifold Absolute Pressure (MAP) Sensor Engine Standing: Cross Check
  • Case 1: Charged engine
  • Diff. BARO vs. MAP > 7.50 kPa
  • Diff. turbocharger boost pressure vs. MAP > 7.50 kPa
  • Diff. BARO vs. turbocharger boost pressure <= 7.50 kPa
  • Case 2: non charged engine
  • Diff. BARO mean value vs. MAP mean value not calibrated kPa
  • Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa
  • Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa
  • Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa
  • Diff. BARO mean value vs. MAP mean value not calibrated kPa
  • Case A: engine stop during DCY
  • Engine stopped
  • Vehicle speed < 1 km/h
  • Engine @ driving cycle not calibrated
  • For time >= 10.0 s
  • Case B: engine stop @ start of DCY
  • Engine stopped
  • Vehicle speed < 1 km/h
  • Engine @ driving cycle not calibrated
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
Manifold Absolute Pressure (MAP) Sensor ECM Keep Alive-Time: Cross Check
  • Case 1: Charged engine
  • Diff. BARO vs. MAP > 7.50 kPa
  • Diff. BARO vs. turbocharger boost pressure <= 7.50 kPa
  • Diff. turbocharger boost pressure vs. MAP > 7.50 kPa
  • Case 2: Non charged engine
  • Diff. BARO mean value @ ECM keep alive vs. MAP mean value not calibrated kPa
  • Engine stopped
  • Vehicle speed < 1 km/h
  • ECM keep alive time 10.0 - 6, 553.5 s
  • Time after engine stop >= 5.0 s
  • BARO sensor voltage 0.20 - 4.80 V
  • MAP sensor voltage 0.20 - 4.80 V
  • Boost pressure sensor voltage 0.20 - 4.80 V
Intake Air (IA) System Rationality Check
  • Throttle opening area correction included controller and adaptation < 40.0%
  • Lambda controller included correction and adaptation > 28.0%
  • Intake manifold modeled adaptation active (by throttle opening area)
  • Throttle position 0.0 - 100.003° TPS
  • Engine speed 576 - 3, 008 RPM
  • Pressure quotient @ throttle 0.27 - 0.60 [-]
  • Fast throttle adaptation finished
  • MAP gradient -200.0 - 200.0 kPa/s
  • Fuel cut off not active
  • Time after engine start > 5.0 s
  • Turbocharger boost pressure < 135.0 kPa
  • BARO 73.0 - 107.50 kPa
  • 5.0 s
  • Continuous
  • Throttle opening area correction included controller and adaptation > 40.0%
  • Lambda controller included correction and adaptation < -28.0%
P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low Manifold Absolute Pressure (MAP) Sensor Circuit Low
  • Intake manifold pressure sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High Manifold Absolute Pressure (MAP) Sensor Circuit High
  • Intake manifold pressure sensor voltage > 4.80 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1 Intake Air Temperature (IAT) Sensor @ Manifold Cross Check
  • High side: reference measuring
  • Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 20.0 K
  • Diff. IAT @ manifold @ cold start vs. ECT downstream engine @ cold start not calibrated K
  • Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Low side: reference measuring
  • Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 20.0 K
  • Diff. ECT downstream engine @ cold start vs. IAT @ manifold @ cold start > 20.0 K
  • Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 20.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Engine off time >= 360.0 min
  • Engine off time plausible
  • Time after engine start < 6, 553.5 s
  • Depending on temperature slope @ cold start:
  • Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K
  • Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K
  • Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K
  • Diff. actual AAT vs. AAT @ start of DCY < 256.0 K
  • For time >= 0.1 s
  • Depending on mean value condition
  • Mean value of all temperature sensors @ cold start >= -256° C
  • Number of valid sensors >= 2.0 [-]
  • Depending on block heater / solar radiation detection
  • Time after engine start >= 0.5 s
  • Vehicle speed >= 20 km/h
  • For time >= 20.0 s
  • Diff. actual IAT @ manifold vs. min. IAT @ manifold < 4.5 K
  • Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K
  • Diff. actual AAT vs. min. AAT < 4.5 K
  • Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 4.5 K
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0112 Intake Air Temperature Sensor 1 Circuit Low Bank 1 Intake Air Temperature (IAT) Sensor Short To Ground
  • IAT sensor voltage < 0.10 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0113 Intake Air Temperature Sensor 1 Circuit High Bank 1 Intake Air Temperature (IAT) Sensor Open Circuit
  • IAT sensor voltage > 4.50 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0116 Engine Coolant Temperature Sensor 1 Circuit Range/Performance Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check High
  • ECT downstream engine @ engine start > 40 - 80° C
  • Cross checks finished
  • Engine running
  • Engine off time >= 240.0 min
  • Valid AAT signal for time >= 2.0 s
  • Valid engine stop signal for time >= 3.0 s
  • 1.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
  • Difference between maximum and minimum temperature of ECT downstream engine < 2° C
  • ECT downstream engine > -256° C
  • IAT @ throttle -48 - 143° C
  • Depending on thermostat control:
  • ECT downstream engine <= 82° C
  • ECT downstream engine >= 98° C
  • Engine running
  • Engine part load
  • Engine full load
  • Engine speed > 1, 300 RPM
  • Vehicle speed >= 50 km/h
  • Engine load > 6.0%
  • For time >= 30.0 - 60.0 s
  • Engine idle
  • Vehicle speed < 255 km/h
  • Fuel cut off active
  • Engine stop
  • For time >= 30.0 - 60.0 s
  • Time after engine start > 100.0 s
Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Inappropriately Low
  • Diff. min temperature of cross check sensors vs. ECT downstream engine @ engine start >= 10° C
  • Cross checks finished
Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Low
  • Difference between modelled and measured ECT downstream engine temperature > 10 K
  • ECT downstream engine -128 - 127° C
  • Time after engine start > 60.0 s
  • 10.0 s
  • Continuous
P0117 Engine Coolant Temperature Sensor 1 Circuit Low Engine Coolant Temperature (ECT) Sensor Downstream Engine Short To Ground
  • ECT sensor voltage downstream engine < 0.30 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0118 Engine Coolant Temperature Sensor 1 Circuit High Engine Coolant Temperature (ECT) Sensor Downstream Engine Short To Battery / Open Circuit
  • ECT sensor voltage downstream engine > 4.90 V
  • IAT @ throttle >= -33° C
  • Time after engine start > 60.0 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance Throttle Position Sensor (TPS) 1 Rationality Check
  • Normalized difference between measured and modeled value of mass air flow from TPS 1 >= 1.0 [-]
  • Relative mass air flow integral from TPS 1 > 60.0 [-]
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active
  • 0.01 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
  • Difference between TPS 1 and TPS 2 > 6.499° TPS
  • 0.3 s
  • Continuous
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low Throttle Position Sensor (TPS) 1 Short To Ground / Open Circuit
  • Throttle position sensor 1 voltage < 0.17 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High Throttle Position Sensor (TPS) 1 Short To Battery Plus
  • Throttle position sensor 1 voltage > 4.83 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Short To Ground
  • O2S sensor voltage < 0.15 V
  • Engine running
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Short To Battery Plus
  • O2S sensor voltage > 5.20 - 5.35 V
  • Engine running
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0133  O2 Sensor Circuit Slow Response Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Dynamic Path Response Check
  • Average check
  • Mean value of normalized signal amplitude >= 1.0 [-]
  • Ratio check
  • Ratio of failed diagnostic cycle not calibrated [-]
  • Conditions range 1: (standard parameters)
  • General conditions:
  • Time after engine start >= 0.0 s
  • ECT >= -48° C
  • Vehicle speed >= 0 km/h
  • Integrated air mass after gear change 0.0 g
  • MAF 0.0 - 1, 389.0 mg/stk
  • Integrated air mass per cylinder >= 0.0 kg
  • Static conditions:
  • O2S front ready
  • Lambda stimulation active
  • Lambda control value -35.0 - 35.0%
  • Engine speed 928 - 3, 008 RPM
  • MAF to activate diagnosis function 150.0 - 600.0 mg/stk
  • MAF per segment > 18.0 kg/h
  • Normalized integrated fuel mass in oil not calibrated [-]
  • Catalyst purge not active
  • Limited dynamic conditions:
  • Integrated air mass after dynamic conditions are fulfilled not calibrated g
  • Dynamic engine speed < 150 RPM
  • Dynamic MAF not calibrated mg/stk
  • Dynamic MAF per segment < 30.0 kg/h
  • Dynamic lambda not calibrated %
  • Change of dynamic torque < 0.07 [-]
  • Conditions range 2:
  • (Diagnosis carried out together with the catalyst efficiency diagnosis)
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For the 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For the 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temperature conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamic conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions:
  • Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge valve not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge valve not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass to start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 4.4 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
Oxygen Sensors (O2S) Front Delay Path Response Check
  • Normalized lambda controller value vs. modeled lambda value >= 1.0 [-]
  • General conditions
  • O2S front ready
  • Time after engine start >= 0.0 s
  • MAF to activate diagnosis function 0.0 mg/stk
  • Integrated air mass per cylinder >= 0.42 - 2.0 kg
  • Vehicle speed >= 0 km/h
  • Static condition
  • Engine speed 1, 056 - 3, 008 RPM
  • MAF per cylinder 15.0 - 150.0 kg/h
  • Vehicle speed >= 0 km/h
  • Dynamic conditions
  • Dynamic engine speed < 288 RPM
  • Dynamic torque < 80.0 Nm
  • Absolute dynamic MAF < 70.0 kg/h
  • Activation due to canister purge
  • Canister purge no purge
  • Canister purge not active
  • Canister purge wait ramp open
  • Canister purge min purge
  • Canister load known
  • Canister purge not calibrated
  • Moving mean value canister load <= 1.80 [-]
P0135  O2 Sensor Heater Circuit Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Functional Check
  • O2S ceramic temp. < 730° C
  • Actuator commanded on
  • For time >= 10.0 s
  • 20.0 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0137 O2 Sensor Circuit Low Voltage Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Short To Ground
  • O2S sensor voltage < 0.15 V
  • O2S heater active
  • 0.6 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Short To Battery
  • O2S sensor voltage > 5.2 - 5.35 V
  • O2S heater active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013A  O2 Sensor Slow Response - Rich to Lean Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Rich To Lean Transition Response Check
  • Gradient sensor voltage < 1, 000.0 mV/s (arithmetic average)
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Number of checks 2.0 [-]
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamic conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions:
  • Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013B  O2 Sensor Slow Response - Lean to Rich Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Lean To Rich Transition Response Check
  • Gradient sensor voltage < 650.0 mV/s (arithmetic average)
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Number of checks 2.0 [-]
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamics conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions:
  • Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013E  O2 Sensor Delayed Response - Rich to Lean Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Rich To Lean Transition Delayed Response Monitoring, Delay Measurement
  • Sensor signal delay time > 0.9 s (arithmetic average)
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Number of checks 2.0 [-]
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamics conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions:
  • Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013F  O2 Sensor Delayed Response - Lean to Rich Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Lean To Rich Transition Delayed Response Monitoring, Delay Measurement
  • Sensor signal delay time > 0.9 s (arithmetic average)
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Number of checks 2.0 [-]
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamics conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions:
  • Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0140 O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Open Circuit
  • Internal resistance of O2S (binary) > 65, 534.0 Ω
  
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0141  O2 Sensor Heater Circuit Bank 1 Sensor 2 Oxygen Sensors (O2S) Heater Rear Out Of Range High
  • Internal resistance of O2S (binary) 700.0 - 65, 534.0 Ω
  • Actuator commanded on
  • For time >= 10.0 s
  • 20.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0149 Fuel Timing Error Fuel Injection Valve Supply Voltage Out Of Range Low
  • Boost voltage <= 50.0 V
  • Engine running >= 0.3 s
  • 3.6 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
  • Boost voltage < 30.0 V
Fuel Injection Valve Supply Voltage Out Of Range High
  • Boost voltage > 75.0 V
P0171 System Too Lean Bank 1 Fuel System Too Lean
  • Lambda controller output > 35.0%
  • Lambda control closed loop
  • Air mass > 60.0 mg/stk
  • Engine speed > 576 RPM
  • For 1.8L: ~~ Signal (tco) > 55° C
  • For 2.0L: ~~ Signal (tco) > 60° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Evap purge valve closed
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Upper limit of lambda controller output not calibrated
  • Evap purge flow at min. value
  • 60.0 s
  • Continuous
  • 2 DCY
 -- Check vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING . -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0172 System Too Rich Bank 1 Fuel System Too Rich
  • Lambda controller output < -35.0%
  • Lambda control closed loop
  • Air mass > 60.0 mg/stk
  • Engine speed > 576 RPM
  • For 1.8L: ~~ Signal (tco) > 55° C
  • For 2.0L: ~~ Signal (tco) > 60° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Oil dilution not calibrated
  • Evap purge valve closed
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Upper limit of lambda controller output not calibrated
  • Evap purge flow at min. value
  • 60.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING . -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0190 Fuel Pressure Regulator 1 Control Circuit/Open Fuel Pressure LP Sensor Short To Battery / Open Circuit
  • High fuel pressure sensor voltage > 4.80 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1 Fuel Rail Pressure (FRP) Out Of Range High
  • Fuel pressure > 27, 900.09 kPa
  • Engine speed > 608; < 8, 160 RPM
  • Time after engine start > 5.0 s
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0192 Fuel Rail Pressure Sensor Circuit Low Bank 1 Fuel Pressure LP Sensor Short To Ground
  • High fuel pressure sensor voltage < 0.20 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance Fuel Rail Pressure (FRP) Sensor Rationality Check Low
  • Deviation lambda of controller included adaptation < -45.0%
  • High pressure controller output > 8.0 mg
  • General:
  • Engine speed 608 - 1, 088 RPM
  • Fuel mass set point 1.99 - 20.01 mg/stk
  • Time after change to DFI not equipped s
  • Time after engine start > 5.0 s
  • Engine warm-up not calibrated
  • Catalyst heating not calibrated
  • Full load not calibrated
  • Catalyst purge not calibrated
  • Lambda control closed loop
  • Evap purge functionality diagnosis not active
  • Fuel pressure set point gradient <= 200.06 kPa
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 1.99 mg/stk
  • For time >= 5.0 s
  • Fuel mass set point upper range < 100.32 - 172.41 mg/stk
  • Fuel mass set point gradient -1, 389.00 - 2.20 mg/stk
  • For time >= 1.2 s
  • Depending on canister purge:
  • Canister load <= 0.70 [-]
  • Evap purge valve not active or closed
  • 10.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
Fuel Rail Pressure (FRP) Sensor Rationality Check High
  • Deviation lambda of controller included adaptation > 30.0%
  • And
  • High pressure controller output < -10.0 mg
  • General:
  • Engine speed 608 - 1, 088 RPM
  • Fuel mass set point 4.01 - 29.99 mg/stk
  • Time after change to DFI not equipped s
  • Time after engine start > 5.0 s
  • Engine warm-up not calibrated
  • Catalyst heating not calibrated
  • Full load not calibrated
  • Catalyst purge not calibrated
  • Lambda control closed loop
  • Evap purge functionality diagnosis not active
  • Fuel pressure set point gradient <= 200.06 kPa
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 1.99 mg/stk
  • For time >= 5.0 s
  • Fuel mass set point upper range < 100.32 - 172.41 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 2.20 mg/stk
  • For time >= 1.2 s
  • Depending on canister purge:
  • Canister load <= 0.70 [-]
  • Evap purge valve not active or closed
P0201 Cylinder 1 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injection Valves Electrical Error
  • Indeterminate fault pattern via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25.0 [-]
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25.0 [-]
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0 [-]
  • Power stage temperature > 150° C
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0202 Cylinder 2 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injection Valves Electrical Error
  • Indeterminate fault pattern via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25.0 [-]
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25.0 [-]
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0 [-]
  • Power stage temperature > 150° C
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0203 Cylinder 3 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injection Valves Electrical Error
  • Indeterminate fault pattern via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25.0 [-]
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25.0 [-]
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0 [-]
  • Power stage temperature > 150° C
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0204 Cylinder 4 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injection Valves Electrical Error
  • Indeterminate fault pattern via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25.0 [-]
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25.0 [-]
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0 [-]
  • Power stage temperature > 150° C
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance Throttle Position Sensor (TPS) 2 Rationality Check
  • Normalized difference between measured and modeled value of mass air flow from TPS 2 >= 1.0 [-]
  • Relative mass air flow integral from TPS 2 > 60.0 [-]
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active
  • 0.01 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low Throttle Position Sensor (TPS) 2 Short To Ground / Open Circuit
  • Throttle position sensor 2 voltage < 0.17 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High Throttle Position Sensor (TPS) 2 Short To Battery Plus
  • Throttle position sensor 2 voltage > 4.83 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0234 Turbocharger/Supercharger "A" Overboost Condition Turbocharger (TC) Boost Pressure Control Out Of Range High
  • Boost pressure calculated max. plausible value
  • Boost pressure deviation < 209.90 - 265.0 kPa
  • Turbocharger protection active
  • Engine running
  • Accelerator pedal value > 0.0%
  • Fuel cut off not calibrated
  • Difference between boost pressure and barometric pressure >= 20.0 kPa
  • 1.3 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance Turbocharger (TC) Boost Pressure Sensor Engine Standing: Cross Check
  • Diff. turbocharger boost pressure vs. MAP > 7.50 kPa
  • Diff. BARO vs. turbocharger boost pressure > 7.50 kPa
  • Diff. BARO vs. MAP <= 7.50 kPa
  • Case 1: engine stop during DCY
  • Engine stopped
  • Vehicle speed < 1 km/h
  • Engine @ driving cycle not calibrated
  • For time >= 10.0 s
  • Case 2: engine stop @ start of DCY
  • Engine stopped
  • Vehicle speed < 1 km/h
  • Engine @ driving cycle not calibrated
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
Turbocharger (TC) Boost Pressure Sensor ECM Keep Alive-Time: Cross Check
  • Engine stopped
  • Vehicle speed < 1 km/h
  • ECM keep alive-time 10.0 - 6, 553.5 s
  • Time after engine stop >= 5.0 s
  • BARO sensor voltage 0.20 - 4.80 V
  • MAP sensor voltage 0.20 - 4.80 V
  • Boost pressure sensor voltage 0.20 - 4.80 V
P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low Turbocharger (TC) Boost Pressure Sensor Circuit Low
  • Turbocharger boost pressure sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High Turbocharger (TC) Boost Pressure Sensor Circuit High
  • Turbocharger boost pressure sensor voltage > 4.80 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P025A Fuel Pump Module "A" Control Circuit/Open Fuel Pump (FP) Open Circuit
  • Signal voltage lower range > 1.92 - 2.21 V
  • Signal voltage upper range < 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P025C Fuel Pump Module "A" Control Circuit Low Fuel Pump (FP) Short To Ground
  • Signal voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P025D Fuel Pump Module "A" Control Circuit High Fuel Pump (FP) Short To Battery Plus
  • Power stage temperature > 160.0 - 200.0° C
  • Signal current > 100.0 - 180.0 mA
  • Actuator commanded on
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0261 Cylinder 1 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current < 25.0 A
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current > 25.0 A
P0262 Cylinder 1 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • Injector driver high side switch current > 25.0 A
P0264 Cylinder 2 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current < 25.0 A
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current > 25.0 A
P0265 Cylinder 2 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • Injector driver high side switch current > 25.0 A
P0267 Cylinder 3 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current < 25.0 A
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current > 25.0 A
P0268 Cylinder 3 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • Injector driver high side switch current > 25.0 A
P0270 Cylinder 4 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current < 25.0 A
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • Injector driver high side switch current > 25.0 A
P0271 Cylinder 4 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ~~ Signal (tco) >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • Injector driver high side switch current > 25.0 A
P0299 Turbocharger/Supercharger "A" Underboost Condition Turbocharger (TC) Boost Pressure Control Out Of Range Low
  • Boost pressure calculated min. plausible value
  • Boost pressure deviation > 5.0 kPa
  • Engine running
  • Turbo charger bypass valve closed
  • For time >= 1.0 s
  • Pressure ratio before charger set point > 1.30 [-]
  • For time >= 1.2 - 1.9 s
  • Engine speed > 2, 208 - 2, 750 RPM
  • Barometric pressure > 73.0 kPa
  • ECT > -10° C
  • No cylinder is shut off
  • Fuel tank level >= 0.0 %
  • 4.0 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING . -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
Intake Manifold Adaptive Value Check
  • For 1.8L: Turbo charger actuator set point >= 17.0 - 20.0%
  • For 2.0L: Turbo charger actuator set point >= 18.0 - 21.0%
  • Engine running
  • Conditions:
  • For time >= 0.5 s
  • Difference between filtered boost pressure and basic boost pressure > 40.01 kPa
  • Difference between filtered boost pressure set point and basic boost pressure > 40.01 kPa
  • Boost pressure control deviation < 20.0 kPa
  • Boost pressure set point < 16.0 kPa
  • Actual boost pressure < 30.0 kPa
  • Difference between current boost pressure set point and basic boost pressure > 3.0 kPa
  • ECT > -20° C
  • IAT @ throttle > 0° C
  • Engine speed 2, 500 - 6, 800 RPM
  • Conditions:
  • For time >= 5, 000.0 ms
  • Difference between actual turbocharger speed and maximum turbocharger speed set point > 9, 003 RPM
  • Conditions:
  • For time >= 1, 000.0 ms
  • No gear shift
  • Fuel cut off not active
  • 0.01 s
  • Continuous
P0300 Random/Multiple Cylinder Misfire Detected Misfire Crankshaft Speed Fluctuation (Multiple)
  • Number of cylinders with emission threshold misfire within 4, 000 revolutions >= 2.0 [-]
  • Number of cylinders with emission threshold misfire within 1, 000 revolutions >= 2.0 [-]
  • Emission threshold misfire detected
  • 1, 000 rev
  • Continuous
  • 2 DCY
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Number of cylinders with catalyst damaging misfire >= 2.0 [-]
  • Catalyst damaging misfire detected
  • 200 rev
  • Continuous
  • Immediately
P0301  Cylinder 1 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • For 1.8L: Catalyst damaging misfire rate > 4.72 - 20.83%
  • For 2.0L: Catalyst damaging misfire rate > 5.0 - 31.25%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • For 1.8L: Engine load > 6.30 - 43.0%
  • For 2.0L: Engine load > 7.08 - 47.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • ECT downstream engine @ engine start > -48° C
  • Fuel cut off not active
  • Single fuel cut off not active
  • Number of fade out cylinders < 2.0 [-]
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • Dynamic of engine load not calibrated %
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Dynamic of ignition angle not calibrated ° CRK
  • Rough road not detected
  • 200 rev
  • Continuous
  • 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. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 2.25%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 2.40%
  • 4 x 1, 000 rev
  • Continuous
P0302  Cylinder 2 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • For 1.8L: Catalyst damaging misfire rate > 4.72 - 20.83%
  • For 2.0L: Catalyst damaging misfire rate > 5.0 - 31.25%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • For 1.8L: Engine load > 6.30 - 43.0%
  • For 2.0L: Engine load > 7.08 - 47.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • ECT downstream engine @ engine start > -48° C
  • Fuel cut off not active
  • Single fuel cut off not active
  • Number of fade out cylinders < 2.0 [-]
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • Dynamic of engine load not calibrated %
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Dynamic of ignition angle not calibrated ° CRK
  • Rough road not detected
  • 200 rev
  • Continuous
  • 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. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 2.25%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 2.40%
  • 4 x 1, 000 rev
  • Continuous
P0303  Cylinder 3 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • For 1.8L: Catalyst damaging misfire rate > 4.72 - 20.83%
  • For 2.0L: Catalyst damaging misfire rate > 5.0 - 31.25%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • For 1.8L: Engine load > 6.30 - 43.0%
  • For 2.0L: Engine load > 7.08 - 47.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • ECT downstream engine @ engine start > -48° C
  • Fuel cut off not active
  • Single fuel cut off not active
  • Number of fade out cylinders < 2.0 [-]
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • Dynamic of engine load not calibrated %
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Dynamic of ignition angle not calibrated ° CRK
  • Rough road not detected
  • 200 rev
  • Continuous
  • 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. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 2.25%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 2.40%
  • 4 x 1, 000 rev
  • Continuous
P0304  Cylinder 4 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • For 1.8L: Catalyst damaging misfire rate > 4.72 - 20.83%
  • For 2.0L: Catalyst damaging misfire rate > 5.0 - 31.25%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • For 1.8L: Engine load > 6.30 - 43.0%
  • For 2.0L: Engine load > 7.08 - 47.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • ECT downstream engine @ engine start > -48° C
  • Fuel cut off not active
  • Single fuel cut off not active
  • Number of fade out cylinders < 2.0 [-]
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • Dynamic of engine load not calibrated %
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Dynamic of ignition angle not calibrated ° CRK
  • Rough road not detected
  • 200 rev
  • Continuous
  • 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. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 2.25%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 2.40%
  • 4 x 1, 000 rev
  • Continuous
P0326 Knock/Combustion Vibration Sensor 1 Circuit Range/Performance Bank 1 or Single Sensor Knock Sensor (KS) Rationality Check Low
  • For time >= 3.0 s
  • Difference between knock sensor signal and average knock sensor signal < 0.0 - 0.12 V
  • ~~ Signal (tco) > 60° C
  • Air mass > 229.0 mg/stk
  • 4.3 s
  • Continuous
  • 2 DCY
 -- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .
P0327 Knock/Combustion Vibration Sensor 1 Circuit Low Bank 1 or Single Sensor Knock Sensor (KS) Out Of Range
  • Sensor signal < 0.12 - 0.31 V
  • ~~ Signal (tco) > 60° C
  • Air mass > 229.0 mg/stk
  • Engine speed > 2, 016 RPM
  • 4.0 s
  • Continuous
  • 2 DCY
 -- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .
P0335 Crankshaft Position Sensor "A" Circuit Crankshaft Position (CKP) Sensor Rationality Check
  • Pulse width backwards < 62; > 150 μs
  • For number of pulse widths outside tolerance > 1.0 [-]
  • Pulse width forwards < 15; > 62 μs
  • For number of pulse widths outside tolerance > 1.0 [-]
  • Engine speed > 0.0; <= 3, 000 RPM
  • 1, 800.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
Crankshaft Position (CKP) Sensor Activity Check
  • Case 1:
  • Counted exhaust camshaft signals without synchronization not active [-]
  • Counted intake camshaft signals without synchronization not active [-]
  • Case 2:
  • Counted exhaust camshaft signals without synchronization not active [-]
  • Counted intake camshaft signals without synchronization >= 17.0 [-]
  • Signal edges @ selected camshaft signal detected
  • Choice of:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • Synchronization test incorrect
  • Engine speed >= 380 RPM
  • Engine running
  • Engine stalling >= 5.0 s
  • Backwards rotation not detected
  • Engine speed >= 400 RPM
  • Engine stop active
  • 0.01 s
  • Continuous
P0336 Crankshaft Position Sensor "A" Circuit Range/Performance Engine Speed Sensor Out Of Range
  • Counted teeth vs. reference >= 1, 000, 000; <= 1, 000 μs
  • Engine running
  • 3, 600.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
Crankshaft Position (CKP) Sensor Out Of Range
  • Segment adaptation >= 0.70 %
  • Fuel cut off active
  • Delay time >= 5, 760.0° CRK
  • Diff. actual air mass vs. previous air mass <= 20.01 - 39.99 mg/stk
  • Engine load <= 20.0%
  • Dynamic throttle position <= 269.50 - 398.40° TPS/s
  • Rough road not detected
  • Engine roughness signal not valid
  • Segments in fuel cut-off mode >= 32.0 [-]
  • Segment adaptation finished
  • Engine speed 2, 016 - 5, 024 RPM
  • 6 cylinder engine:
  • Diff. between adapted value of cylinder 1 and cylinder 6 not calibrated %
  • Diff. between adapted value of cylinder 4 and cylinder 2 not calibrated %
  • Diff. between adapted value of cylinder 3 and cylinder 5 not calibrated %
  • 4 cylinder engine:
  • Diff. between adapted value of cylinder 1 and cylinder 3 < 0.70%
  • Diff. between adapted value of cylinder 2 and cylinder 4 < 0.70%
  • 180.0° CRK
  • Continuous
Crankshaft Position (CKP) Sensor Rationality Check Low
  • Case 1:
  • Engine speed > 3, 000 RPM
  • Time between falling signal edges 0 - 50 μs
  • Case 2:
  • Engine speed <= 3, 000 RPM
  • Time between signal edges < 30 μs
  • Engine speed >= 400 RPM
  • 45, 720.0° CRK
  • Continuous
Crankshaft Position (CKP) Sensor Rationality Check
  • Counted teeth vs. reference >= 1.0 - <= 2.0 [-]
  • General conditions:
  • Engine speed > 320 RPM
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • Case 2:
  • Engine speed >= 380 RPM
  • Engine running
  • Engine stalling >= 5.0 s
  • Case 3:
  • Backwards rotation not detected
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 1, 800.0° CRK
  • Continuous
  • Crankshaft reference gap not detected
  • General conditions:
  • Reference gap of relucter wheel detected
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • Case 2:
  • Engine speed >= 380 RPM
  • Engine running
  • Engine stalling >= 5.0 s
  • Case 3:
  • Backwards rotation not detected
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 2, 160.0° CRK
  • Continuous
P0340 Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor Camshaft Position (CMP) Intake Sensor Signal Activity Check
  • No change on signal >= 3.0 [-]
  • Engine speed >= 400 RPM
  • 2, 520.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P0341 Camshaft Position Sensor "A" Circuit Range/Performance Bank 1 or Single Sensor Camshaft Position (CMP) Intake Sensor Rationality Check
  • Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-]
  • Or
  • Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-]
  • Or
  • Offset between camshaft and crankshaft < -79.00° CRK
  • Or
  • Offset between camshaft and crankshaft > 15.00° CRK
  • Engine speed 400 - 8160 RPM
  • 990.00° CRK
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
Camshaft Position (CMP) Intake Sensor Signal Activity Check
  • Segment time value < 50 μs
  • Engine speed 400 - 8, 160 RPM
  • 1, 440.0° CRK
  • Continuous
Camshaft Position (CMP) Intake Sensor Out of Range
  • Offset between camshaft and crankshaft < -79.0° CRK
  • Offset between camshaft and crankshaft > 15.0° CRK
  • Engine synchronization not validated
  • Failure by exhaust camshaft sensor detected
  • 450.0° CRK
  • Once / DCY
P039B Cylinder 1 Pressure Too High Knock Control Function Check
  • Slow detection:
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 9, 000.0 - 11, 700.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Torque limitation factor < 0.90 [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Dynamic engine speed not active
  • Delay time 0.0 seg
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-]
  • For time >= 540.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Misfire detection active
  • Dynamic engine speed not active
  • Delay time 0.0 seg
P03A5 Cylinder 2 Pressure Too High Knock Control Function Check
  • Slow detection:
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 9, 000.0 - 11, 700.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Torque limitation factor < 0.90 [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Dynamic engine speed not active
  • Delay time 0.0 seg
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-]
  • For time >= 540.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Misfire detection active
  • Dynamic engine speed not active
  • Delay time 0.0 seg
P03AF Cylinder 3 Pressure Too High Knock Control Function Check
  • Slow detection:
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 9, 000.0 - 11, 700.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Torque limitation factor < 0.90 [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Dynamic engine speed not active
  • Delay time 0.0 seg
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-]
  • For time >= 540.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Misfire detection active
  • Dynamic engine speed not active
  • Delay time 0.0 seg
P03B9 Cylinder 4 Pressure Too High Knock Control Function Check
  • Slow detection:
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 9, 000.0 - 11, 700.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Torque limitation factor < 0.90 [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Dynamic engine speed not active
  • Delay time 0.0 seg
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-]
  • For time >= 540.0° CRK
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ~~ Signal (tco) > 60° C
  • Engine speed 1, 216 - 6, 400 RPM
  • Engine load not calibrated %
  • Air mass > 403.0 - 501.0 mg/stk
  • Misfire detection active
  • Dynamic engine speed not active
  • Delay time 0.0 seg
P0410  AIR System "A" Secondary Air Injection (AIR) Functional Check
  • Diff. pressure value after secondary air injection vs. pressure value before secondary air activation > 5.0 kPa
  • General:
  • AIR pump ready
  • Catalyst heating active
  • AIR finished
  • MAF <= 140.0 kg/h
  • ~~ Signal (tco) >= -10; < 115° C
  • IAT @ manifold >= -10; < 100° C
  • Modeled catalyst temperature < 700° C
  • Relative barometric pressure > 0.73 [-]
  • Diff. BARO vs. MAP not calibrated kPa
  • Engine not calibrated
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .
P0413 AIR System Switching Valve "A" Circuit Open Secondary Air Injection (AIR) Valve Open Circuit
  • Output voltage lower range >= 1.92 - 2.21 V
  • Output voltage upper range <= 2.85 - 3.25 V
  • Engine running
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .
P0414 AIR System Switching Valve "A" Circuit Shorted Secondary Air Injection (AIR) Valve Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Engine running
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .
Secondary Air Injection (AIR) Valve Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Engine running
  • Actuator commanded on
P0418 AIR System Control "A" Circuit Secondary Air Injection (AIR) Pump Relay Open Circuit
  • Output voltage lower range 1.92 - 2.21 V
  • Output voltage upper range <= 2.85 - 3.25 V
  • Engine running
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P0420  Catalyst System Efficiency Below Threshold Bank 1 Catalyst System NMOG / NMHC / NOX Conversion Capability
  • Arithmetic average
  • Catalyst efficiency not calibrated [-]
  • EWMA filtered
  • Catalyst efficiency not calibrated [-]
  • Arithmetic average, corrected with measured delay and transition time of oxygen sensors rear
  • Catalyst efficiency > 1.0 ]-]
  • EWMA filtered, corrected with measured delay and transition time of oxygen sensors rear
  • Catalyst efficiency not calibrated [-]
  • General conditions:
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temperature conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamic conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions: Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • For arithmetic average value calculation:
  • Number of checks required for valid result >= 2.0 [-]
  • For EWMA-filter:
  • Minimum number of tests per DCY required not calibrated
  • Step change detection will initiate multiple tests per DCY
  • Conditions for step change detection:
  • Relative deviation between new measured value and old EWMA filtered value not calibrated [-]
  • Number of checks not calibrated [-]
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Three Way Catalytic Converter (TWC). Refer to THREE WAY CATALYTIC CONVERTER, TWC CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P043E EVAP System Leak Detection Reference Orifice Low Flow Evaporative Emission (EVAP) System Out Of Range High
  • Evap pump current during reference measurement > 40.0 mA
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 km/h
  • Time since engine start in preceding dcy >= 600.0 s
  • Difference between ECT and AAT @ start not calibrated K
  • Propulsion off time >= 21, 600.0 s
  • Engine stop (during ECM keep alive-time)
  • Airbag not activated
  • 624.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P043F EVAP System Leak Detection Reference Orifice High Flow Evaporative Emission (EVAP) System Out Of Range Low
  • Evap pump current during reference measurement < 15.0 mA
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 km/h
  • Time since engine start in preceding dcy >= 600.0 s
  • Difference between ECT and AAT @ start not calibrated K
  • Propulsion off time >= 21, 600.0 s
  • Engine stop (during ECM keep alive-time)
  • Airbag not activated
  • 624.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P0441  EVAP System Incorrect Purge Flow Evaporative Emission (EVAP) Canister Purge Valve Functional Check: Stuck Close
  • Ratio actual intake manifold pressure and modeled set point intake manifold pressure < 0.05 [-]
  • ~~ Signal (tco) > 58° C
  • BARO > 73.0 kPa
  • AAT > 5° C
  • AAT @ start >= 5° C
  • Diff. BARO vs. filtered MAP >= 33.0 kPa
  • Diff. BARO vs. filtered MAP > 33.0 - 40.0 kPa
  • Engine speed < 2, 200 RPM
  • Ratio MAF @ manifold and MAF max > 0.07 - 0.09 [-]
  • Engine speed < 1, 180 RPM
  • Coasting function not calibrated
  • Vehicle speed >= 5 km/h
  • Diff. engine speed vs. filtered engine speed < 90 RPM
  • Diff. ratio MAF @ manifold and MAF max vs. ratio filtered MAF @ manifold and MAF max < 0.15 [-]
  • Diff. modeled MAP vs. filtered modeled MAP < 1.50 kPa
  • Integrated air mass since engine start >= 0.0 - 5, 000.0 g
  • Lambda conditions fulfilled
  • Lambda control active
  • Lambda control value -30.0 - 30.0%
  • O2S front 0.95 - 1.05 [-]
  • Fuel cut off not calibrated
  • Case 1:
  • Integrated air mass @ canister purge valve per driving cycle not calibrated g
  • Case 2:
  • Ratio MAF @ canister purge and MAF per cylinder >= 0.0 [-]
  • Canister purge sampling rate >= 40.0%
  • Integrated air mass @ canister purge valve >= 2.1 g
  • Depending on AAT:
  • AAT >= 20° C
  • Canister load <= 0.17 [-]
  • Or
  • AAT >= 30; < 20° C
  • Canister load <= 0.17 [-]
  • AAT < 30° C
  • Canister load <= 0.17 [-]
  • 8.5 s
  • Once / DCY
  • 2 DCY
 -- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P0442  EVAP System Leak Detected (Small Leak) Evaporative Emission (EVAP) System Small Leak Rationality Check
  • Difference pump current vs. rough leak reference current < 0.0 mA
  • For time >= 600.0 s
  • Barometric pressure > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 km/h
  • Time since engine start in preceding dcy >= 600.0 s
  • Difference between ECT and AAT @ start not calibrated K
  • Propulsion off time >= 21, 600.0 s
  • Engine stop (during ECM keep alive-time)
  • 624.0 s
  • Once / DCY
  • 2 DCY
 -- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P0444 EVAP System Purge Control Valve "A" Circuit Open Evaporative Emission (EVAP) Canister Purge Valve Open Circuit
  • Output voltage lower range >= 1.92 - 2.21 V
  • Output voltage upper range <= 2.85 - 3.25 V
  • Engine start not active
  • Engine running
  • Evap purge valve opening signal (PWM) > 3.13; <= 98.83%
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P0445 EVAP System Purge Control Valve "A" Circuit Shorted Evaporative Emission (EVAP) Canister Purge Valve Short To Ground
  • Output voltage (hardware values) 1.92 - 2.21 V
  • Engine start not active
  • Engine running
  • Evap purge valve opening signal (PWM) <= 98.83%
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
Evaporative Emission (EVAP) Canister Purge Valve Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Engine start not active
  • Engine running
  • Evap purge valve opening signal (PWM) >= 3.13%
  • Actuator commanded on
P0447 EVAP System Vent Control Circuit Open Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit
  • Output voltage lower range 1.85 - 2.28 V
  • Output voltage upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P0448 EVAP System Vent Control Circuit Shorted Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground
  • Output voltage (hardware values) < 1.92 - 2.21 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
P0456  EVAP System Leak Detected (Very Small Leak) Evaporative Emission (EVAP) System Very Small Leak Rationality Check
  • Difference pump current vs. small leak reference current < 0.0 mA
  • Pump current measurement time > 600.0 s
  • Pump current gradient >= 0.30; <= 0.01 mA/s
  • Barometric pressure > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 km/h
  • Time since engine start in preceding dcy >= 600.0 s
  • Difference between ECT and AAT @ start not calibrated K
  • Propulsion off time >= 21, 600.0 s
  • Evap purge adaptation < 0.30 [-]
  • Engine stop (during ECM keep alive-time)
  • 624.0 s
  • Once / DCY
  • 2 DCY
 -- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
  • Pump current gradient < 0.002 mA/s
  • Difference pump current vs. small leak reference current >= 0.0 mA
  • And
  • Pump current gradient < 0.002 mA/s
  • Ratio between actual pump current and small leak reference pump current < 1.10 [-]
  • Difference pump current vs. small leak reference current >= 0.0 mA
  • Pump current gradient >= 0.30; <= 0.01 mA/s
P0491  AIR System Insufficient Flow Bank 1 Secondary Air Injection (AIR) Functional Check
  • Case 1:
  • For 1.8L: Blockage: Ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.51 [-]
  • For 2.0L: Blockage: Ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.65 [-]
  • Leakage: Ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis] < 0.51 [-]
  • Case 2:
  • Diff. expected integrated secondary air pressure pulsations and actual integrated secondary air pressure pulsations not calibrated kPa/s
  • Case 3:
  • Blockage: Ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.03 [-]
  • Leakage: Ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis] < 0.03 [-]
  • General:
  • AIR pump active
  • Catalyst heating active
  • AIR active
  • MAF <= 140.0 kg/h
  • ~~ Signal (tco) >= -10; < 115° C
  • IAT @ manifold >= -10; < 100° C
  • Modeled catalyst temperature < 700° C
  • Relative barometric pressure > 0.73 [-]
  • Diff. BARO vs. MAP not calibrated kPa
  • Engine not calibrated
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .-- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance COM: Vehicle Speed Sensor (VSS) Communication With VSS
  • Speed sensor fault value: out of range high failure
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
  • Speed sensor fault value: out of range low failure
  • Speed sensor fault value: rationality check high failure
  • Speed sensor fault value: rationality check low failure
P0502 Vehicle Speed Sensor "A" Circuit Low Vehicle Speed Sensor (VSS) Short To Ground
  • Diagnostic signal from output driver failure
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
Vehicle Speed Sensor (VSS) Open Circuit
Vehicle Speed Sensor (VSS) Short To Battery Plus
P0506 Idle Control System RPM - Lower Than Expected Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation
  • Diff. actual engine speed vs. engine speed set point < -100 RPM
  • Integrated I-part of idle speed controller not calibrated
  • General conditions:
  • Vehicle speed 0 km/h
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 8.0 kg/h
  • Engine running
  • Time after engine start > 0.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating not active
  • ~~ Signal (tco) > -48° C
  • Set point change not calibrated RPM
  • For time not calibrated s
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active
  • (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 km/h
  • Engine load < 30.47%
  • (M/T only)
  • For time >= 0.0 s
  • 10.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0507 Idle Control System RPM - Higher Than Expected Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation
  • Diff. actual engine speed vs. engine speed set point > 200 RPM
  • Integrated I-part of idle speed controller not calibrated
  • General conditions:
  • Vehicle speed 0 km/h
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 8.0 kg/h
  • Engine running
  • Time after engine start > 0.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating not active
  • ~~ Signal (tco) > -48° C
  • Set point change not calibrated RPM
  • For time not calibrated s
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active
  • (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 km/h
  • For time >= 0.0 s
  • 10.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P050A Cold Start Idle Control System Performance Cold Start Monitoring Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation
  • Diff. actual engine speed vs. engine speed set point < -100 RPM
  • Integrated I-part of idle speed controller not calibrated
  • General conditions:
  • Vehicle speed 0 km/h
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 8.0 kg/h
  • Engine running
  • Time after engine start > 0.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating active
  • ~~ Signal (tco) > -10° C
  • Set point change not calibrated RPM
  • For time not calibrated s
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active
  • (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 km/h
  • Engine load < 30.47%
  • (M/T only)
  • For time >= 0.0 s
  • 10.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
  • Diff. actual engine speed vs. engine speed set point > 200 RPM
  • Integrated I-part of idle speed controller not calibrated
  • General conditions:
  • Vehicle speed 0 km/h
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 8.0 kg/h
  • Engine running
  • Time after engine start > 0.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating active
  • ~~ Signal (tco) > -10° C
  • Set point change not calibrated RPM
  • For time not calibrated s
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active
  • (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 km/h
  • For time >= 0.0 s
P050B Cold Start Ignition Timing Performance Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor
  • Ratio between ignition angle efficiency integral and time at idle speed > 0.20 [-]
  • Engine idle speed
  • Ignition angle efficiency set point <= 0.80 [-]
  • Modeled pressure quotient <= 1.0 [-]
  • Barometric pressure > 73.0 kPa
  • Catalyst heating active
  • Engine start temperature 5 - 45° C
  • Time after engine start > 2.0 s
  • Vehicle speed 0 km/h
  • Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk
  • For time >= 0.0 s
  • Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM
  • For time >= 0.0 s
  • 6.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate service information
P052A Cold Start "A" Camshaft Position Timing Over-Advanced Bank 1 Cold Start Monitoring Variable Valve Timing (VVT) Intake Actuator Rationality Check
  • For 1.8L: Camshaft position deviation > 9.0° CRK
  • For 2.0L: Camshaft position deviation > 9.90° CRK
  • Modeled oil temperature -40 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Camshaft position not calibrated
  • Camshaft position adjustment active
  • Catalyst heating active
  • Camshaft position deviation integrator (actual vs. set point position) >= 9.0° CRK*s
  • 0.0 (FTP75: 45.0) s
  • Once / DCY
  • 2 DCY
 -- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P053F Cold Start Fuel Pressure Performance Bank 2 Cold Start Monitoring Fuel System Out Of Range Low
  • Deviation between set point and actual fuel pressure > 1, 500.2 kPa
  • For time >= 3.0 s
  • General:
  • Engine speed > 608 RPM
  • Time after engine start > 3.0 s
  • Fuel mass set point lower range > 1.99 mg/stk
  • For time >= 5.0 s
  • Fuel mass set point upper range <= 100.32 - 172.41 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 2.2 mg/stk
  • For time >= 1.2 s
  • Additional for catalyst heating:
  • Catalyst heating active
  • ~~ Signal (tco) > -48° C
  • Fuel mass set point lower range >= 5.0 mg/stk
  • For time >= 3.0 s
  • 5.0 s
  • Once / DCY
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
Cold Start Monitoring Fuel System Out Of Range High
  • Deviation between set point and actual fuel pressure < -1, 500.2 kPa
  • For time >= 3.0 s
P056E Cold Start Turbocharger/Supercharger Boost Control "A" Performance Turbocharger (TC) Boost Pressure Control Cold Start Functional Check - Slow Response
  • Boost pressure actuator position controller output > 98.0%
  • Time after engine start >= 4.0 s
  • ECT > -10° C
  • AAT > -10° C
  • Catalyst heating active
  • Boost pressure control active
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
  • Boost pressure actuator position controller output < -98.0%
Turbocharger (TC) Boost Pressure Control Cold Start Functional Check
  • Deviation boost pressure actuator position controller > 16.0 - 100.0%
  • Time after engine start >= 4.0 s
  • ECT > -10° C
  • AAT > -10° C
  • Diff. between actuator position set point in normal mode and during catalyst heating > 0.0%
  • Catalyst heating active
  • Boost pressure control active
P05A0 Active Grille Air Shutter "A" Stuck On Active Grille Air Shutter Functional Check
  • Blocked active grille air shutter detected
  • Case 1
  • AAT >= 5° C
  • Case 2
  • ECT > 125° C
  • AAT <= 5° C
  • 0.6 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor -V544-, CHECKING .
  • Uncontrolled adjustment detected
  
  • 0.3 s
  • Continuous
P05A2 Active Grille Air Shutter "A" Control Circuit/Open Active Grille Air Shutter Open Circuit
  • Signal voltage lower range > 1.92 - 2.21 V
  • Signal voltage upper range < 2.85 - 3.25 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor -V544-, CHECKING .
P05A3 Active Grille Air Shutter "A" Control Circuit Range/Performance Active Grille Air Shutter Functional Check
  • Internal logic failure detected
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor -V544-, CHECKING .
  • Initialisation failure detected
  • 0.0 s
  • Continuous
Active Grille Air Shutter Activity Check
  • Active grille air shutter controller feedback signal failed
  • 24.0 s
  • Continuous
P05A4 Active Grille Air Shutter "A" Control Circuit High Active Grille Air Shutter Short To Battery Plus
  • Power stage temperature > 160.0 - 200.0° C
  • Signal current > 4.0 - 7.0 A
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor -V544-, CHECKING .
P05A5 Active Grille Air Shutter "A" Control Circuit Low Active Grille Air Shutter Short To Ground
  • Signal voltage < 1.92 - 2.21 V
  • Recording time of signal voltage > 3.3 s
  • Active grille air shutter feedback failure not detected
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor -V544-, CHECKING .
P05C0 Active Grille Air Shutter Module "A" Over Temperature Active Grille Air Shutter Functional Check
  • Internal overvoltage detected
  • Internal over-temperature detected
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor -V544-, CHECKING .
P0601 Internal Control Module Memory Checksum Error Engine Control Module (ECM): Checksum Verification
  • Calibration checksum incorrect
  
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate service information
  • Software checksum incorrect
P0603 Internal Control Module Keep Alive Memory (KAM) Error Engine Control Module (ECM): Communication Check
  • Device 1:
  • SPI communication with ATIC failure
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate service information
  • Device 2:
  • SPI communication with ATIC failure
  • SPI communication with ATIC failure
  • 1 DCY
Engine Control Module (ECM): Fuel Injection Valves Internal Hardware Check
  • Time reference from microcontroller during initialization failure
  • 4.9 s
  • Once / DCY
  • 2 DCY
  • Hardware during initialization failure
  • Calibration during initialization failure
  • Hardware vs. software version check during initialization failure
  • Communication between microcontroller and SDI-Driver powerstage failure
  • For 1.8L: 4, 320.0° CRK
  • For 2.0L: 2, 880.0° CRK
  • Continuous
  • 360.0° CRK
  • Once / DCY
  • Time reference from microcontroller during initialization missing
  • For 1.8L: 4, 320.0° CRK
  • For 2.0L: 2, 880.0° CRK
  • Continuous
  • Communication between microcontroller and SDI-Driver powerstage failed
  • 4, 320.0° CRK
  • Continuous
P0606 Control Module Processor Barometric Pressure (BARO) Sensor Engine Standing: Cross Check
  • Case 1: charged engine
  • Diff. BARO vs. MAP > 7.50 kPa
  • Diff. BARO vs. turbocharger boost pressure > 7.50 kPa
  • Case 2: non charged engine
  • Diff. BARO mean value vs. MAP mean value not calibrated kPa
  • Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa
  • Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ not calibrated kPa
  • Case A: engine stop during DCY
  • Engine stopped
  • Vehicle speed < 1 km/h
  • Engine @ driving cycle not calibrated
  • For time >= 10.0 s
  • Case B: engine stop @ start of DCY
  • Engine stopped
  • Vehicle speed < 1 km/h
  • Engine @ driving cycle not calibrated
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate service information
Barometric Pressure (BARO) Sensor ECM Keep Alive-Time: Cross Check
  • Diff. BARO vs. MAP > 7.50 kPa
  • Diff. BARO vs. turbocharger boost pressure > 7.50 kPa
  • Engine stopped
  • Vehicle speed < 1 km/h
  • ECM keep alive-time 10.0 - 6, 553.5 s
  • Time after engine stop >= 5.0 s
  • BARO sensor voltage 0.20 - 4.80 V
  • MAP sensor voltage 0.20 - 4.80 V
  • Boost pressure sensor voltage 0.20 - 4.80 V
Barometric Pressure (BARO) Sensor Out Of Range Low
  • Measured barometric pressure < 45.0 kPa
  
  • 5.0 s
  • Continuous
Barometric Pressure (BARO) Sensor Out Of Range High
  • Measured barometric pressure > 115.0 kPa
Knock Control Functional Check
  • Knock control failure
  • Engine running
  • 6.4 s
  • Continuous
Engine Control Module (ECM): Analog / Digital Converter Function Monitoring: A/D Converter
  • Diff. A/D-channel 1 vs. A/D channel 2 > 0.30 V
  
  • 0.5 s
  • Continuous
Engine Control Module (ECM): Communication Check
  • SPI communication with ATIC implausible
  • Time after ignition on >= 1.0 s
  • 10.0 s
  • Continuous
  • SPI communication with ATIC failed
Engine Control Module (ECM): EEPROM Check
  • EEPROM information failure
  
  • 1.0 s
  • Continuous
  • Communication between sample software and production hardware error
  • 1.0 s
  • Once / DCY
  • Finished NVM Crypt integrity error
  • Decryption of NVM Crypt failed
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: A/D Converter
  • Internal check failed
  • 0.5 s
  • Continuous
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Torque
  • Monitoring of difference between actual and set point torque value
  • Engine torque overflow > 45.0 - 350.0 Nm
  • Actuator commanded on
  • Monitoring of torque difference integration
  • Integrated engine torque > 550.0 Nms
  • 0.01 s
  • Continuous
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Engine Speed Limitation
  • Engine speed > 1, 760 RPM
  • Engine speed limitation active
  • Injection active
  • 0.5 s
  • Continuous
Engine Control Module (ECM): RAM Functional Check
  • Monitoring module check failed
  
  • 0.5 s
  • Continuous
Engine Control Module (ECM): RAM Internal Hardware Check
  • RAM error detected
  • Microcontroller failure
  • Reset counter > 1.0 [-]
  • 0.04 s
  • Once / DCY
P0607 Control Module Performance Barometric Pressure (BARO) Sensor Short To Ground
  • Barometric pressure sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate service information
Barometric Pressure (BARO) Sensor Short To Battery Plus
  • Barometric pressure sensor voltage > 4.80 V
P0634 Control Module Internal Temperature "A" Too High Turbocharger (TC) Boost Pressure Control Over Temperature
  • Bypass valve driver temperature > 170 - 190° C
  • Actuator commanded on
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0638 Throttle Actuator Control Range/Performance Bank 1 Throttle Actuator Adaptation Value Monitoring
  • Battery voltage <= 9.04 V
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active
  • 0.01 s
  • Once per lifetime
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
  • Accelerator pedal value > 99.9%
  • Engine speed > 64 RPM
  • Vehicle speed > 2 km/h
  • IAT @ throttle < 5° C
  • ECT downstream engine < 5° C
  • ECT downstream engine > 120° C
  • Actual TPS - ref. point > 0.503° TPS
  • Throttle adaptation demanded
  • Accelerator pedal value < 99.9%
  • Engine speed < 64 RPM
  • Vehicle speed < 2 km/h
  • IAT @ throttle > 5° C
  • ~~ Signal (tco) 5 - 120° C
  • 0.01 s
  • Once / DCY
  • Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
Throttle Actuator Monitoring Of Position
  • 0.01 s
  • Once per lifetime
  • Actual TPS - ref. point > 0.503° TPS
  • Actual TPS 1 or 2 voltage - voltage ref. point > 0.25 V
  • Throttle position sensor 1 voltage < 0.40 V
  • Throttle position sensor 2 voltage > 4.60 V
  • Throttle position sensor 1 voltage > 0.80 V
  • Throttle position sensor 2 voltage < 4.20 V
  • Throttle adaptation demanded
  • Engine speed < 64 RPM
  • Accelerator pedal value < 99.9%
  • Vehicle speed < 2 km/h
  • IAT @ throttle > 5° C
  • ~~ Signal (tco) 5 - 120° C
  • Actual TPS - ref. point > 0.503° TPS
  • Throttle adaptation demanded
  • Accelerator pedal value < 99.9%
  • Engine speed < 64 RPM
  • Vehicle speed < 2 km/h
  • IAT @ throttle > 5° C
  • ~~ Signal (tco) 5 - 120° C
P0642 Sensor Reference Voltage "A" Circuit Low Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low
  • Analog output 1 supply voltage < 4.62 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P0643 Sensor Reference Voltage "A" Circuit High Engine Control Module (ECM): 5V Supply Voltage Out Of Range High
  • Analog output 1 supply voltage > 5.43 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P0652 Sensor Reference Voltage "B" Circuit Low Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low
  • Analog output 2 supply voltage < 4.62 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P0653 Sensor Reference Voltage "B" Circuit High Engine Control Module (ECM): 5V Supply Voltage Out Of Range High
  • Analog output 2 supply voltage > 5.43 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P0657 Actuator Supply Voltage "A" Circuit/Open Engine Components Supply Voltage Relay Open Circuit
  • Output voltage lower range >= 1.90 - 2.30 V
  • Output voltage upper range <= 2.80 - 3.20 V
  • Actuator commanded off
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0658 Actuator Supply Voltage "A" Circuit Low Engine Components Supply Voltage Relay Short To Ground
  • Output voltage (hardware values) < 1.90 - 2.30 V
  • Actuator commanded off
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0659 Actuator Supply Voltage "A" Circuit High Engine Components Supply Voltage Relay Short To Battery Plus
  • Output current > 1.0 - 2.3 A
  • Actuator temperature > 175 - 195° C
  • Actuator commanded on
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0686 ECM/PCM Power Relay Control Circuit Low Main Relay Rationality Check During Engine Off
  • Sensed circuit voltage > 6.0 V
  • Actuator commanded off
  • For time >= 0.3 s
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
Main Relay Short To Ground
  • Output voltage < 1.85 - 2.28 V
  • Actuator commanded off
  • For time > 40.0 ms
  • 0.2 s
  • Continuous
P0687 ECM/PCM Power Relay Control Circuit High Main Relay Rationality Check During Engine Running
  • Sensed circuit voltage < 5.0 V
  • Actuator commanded on
  • For time >= 0.1 s
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
Main Relay Short To Battery Plus
  • Main relay driver temperature > 175 - 195° C
  • Or
  • Main relay output current > 1.0 - 2.3 A
  • Actuator commanded on
  • For time >= 0.4 s
  • 0.2 s
  • Continuous
P0698 Sensor Reference Voltage "C" Circuit Low Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low
  • Analog output 3 supply voltage < 4.62 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P0699 Sensor Reference Voltage "C" Circuit High Engine Control Module (ECM): 5V Supply Voltage Out Of Range High
  • Analog output 3 supply voltage > 5.43 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P13EA Cold Start Ignition Timing Performance Off Idle Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor
  • Ratio between ignition angle efficiency integral and time at part load > 0.12 [-]
  • Engine part load
  • For time >= 0.0 s
  • Ignition angle efficiency set point <= 0.88 [-]
  • Vehicle speed > 2 km/h
  • Barometric pressure > 73.0 kPa
  • Catalyst heating active
  • Engine start temperature 5 - 45° C
  • Time after engine start > 2.0 s
  • Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk
  • For time >= 0.0 s
  • Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM
  • For time >= 0.0 s
  • For 1.8L: 5.0 s
  • For 2.0L: 6.0 s
  • Once / DCY
  • 2 DCY
 -- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate service information
P1545 Throttle Actuator "A" Control Motor Circuit Range/Performance Throttle Actuator Out Of Range
  • Control duty cycle > 98.0%
  • Throttle position not at min. value
  • Throttle adaptation not active
  • Actuator commanded on
  • 0.7 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
Throttle Actuator Rationality Check
  • Difference between throttle position set point and throttle flap opening angle for electronic throttle control > 2.998 - 24.982° TPS
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active
  • Actuator commanded on
  • Diff. throttle position set point vs. throttle flap opening angle <= 1.999; > -1.999° TPS
  • 0.5 s
  • Continuous
P1609 Crash Shut-Off Was Triggered Crash Detection Airbag Safety Measures Due To Crash With Airbag Activation
  • Airbag(s) activated
  
  • 0.0 s
  • Continuous
  • 2 DCY
 -- After proper repair of damage, erase the Engine Control Module -J623- DTC. Refer to DIAGNOSTIC MODE 04 - ERASE DTC MEMORY .
P169A Loading Mode Active Engine Control Module (ECM): Transport Mode Function Monitoring: Mode Change
  • Transport mode active
  • Vehicle speed < 5 km/h
  • Max trip mileage since initial vehicle start-up < 100.0 km
  • During ECM keep alive-time after ignition off
  • Engine speed 0 RPM
  • Production mode not active
  • For hybrid:
  • Drive motor off
  • 0.01 s
  • Continuous
  • 1 DCY
 -- Vehicle is in Transport Mode (Loading Mode). It can be turned off with a scan tool or will automatically switch off after approximately 100 km (62.15 miles) have accumulated on the vehicle. May need to perform readiness check. Refer to READINESS CODE .
P2004 Intake Manifold Runner Control Stuck Open Bank 1 Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Open
  • Signal voltage > 1.89 V
  • For time >= 1.5 s
  • Actuator commanded off
  • Time after engine start > 5.0 s
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2006 Intake Manifold Runner Control Stuck Closed Bank 1 Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Close
  • Signal voltage < 3.10 V
  • For time >= 1.5 s
  • Actuator commanded on
  • Time after engine start > 5.0 s
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2008 Intake Manifold Runner Control Circuit/Open Bank 1 Intake Manifold Runner Control (IMRC) Actuator Open Circuit
  • Output voltage lower range >= 1.92 - 2.21 V
  • Output voltage upper range (hardware values) <= 2.85 - 3.25 V
  • Engine running
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2009 Intake Manifold Runner Control Circuit Low Bank 1 Intake Manifold Runner Control (IMRC) Actuator Short To Ground
  • Output voltage (hardware values) < 1.92 - 2.21 V
  • Engine running
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2010 Intake Manifold Runner Control Circuit High Bank 1 Intake Manifold Runner Control (IMRC) Actuator Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Output current > 4.0 - 7.0 A
  • Engine running
  • Actuator commanded on
  • 2.0 s
  • Continuous
.
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1 Intake Manifold Runner Control (IMRC) Position Sensor Short To Ground / Open Circuit
  • Intake manifold runner flap position sensor voltage < 0.20 V
  • Engine start not active
  • 0.04 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1 Intake Manifold Runner Control (IMRC) Position Sensor Short To Battery Plus
  • Intake manifold runner flap position sensor voltage > 4.80 V
  • Engine start not active
  • 0.04 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1 Variable Valve Timing (VVT) Intake Actuator Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1 Variable Valve Timing (VVT) Intake Actuator Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Output current > 8.0 - 12.0 A
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2096 Post Catalyst Fuel Trim System Too Lean Bank 1 Fuel System Out Of Range Low
  • Adaptation value < -0.05 [-]
  • 2nd lambda control not active
  • Catalyst purge not active
  • Injection mode change (DFI/MFI) not active
  • Engine speed >= 704 RPM
  • Counter of integrated mass for fuel in oil not calibrated [-]
  • Choice of:
  • O2S rear (binary) check not active
  • O2S rear (binary) check finished
  • 81.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2097 Post Catalyst Fuel Trim System Too Rich Bank 1 Fuel System Out Of Range High
  • Adaptation value > 0.05 [-]
  • 2nd lambda control not active
  • Catalyst purge not active
  • Injection mode change (DFI/MFI) not active
  • Engine speed >= 704 RPM
  • Counter of integrated mass for fuel in oil not calibrated [-]
  • Choice of:
  • O2S rear (binary) check not active
  • O2S rear (binary) check finished
  • 81.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2100 Throttle Actuator "A" Control Motor Circuit/Open Throttle Actuator Open Circuit
  • Electronic throttle valve driver load resistance > 200.0 kΩ
  • Difference between measured and filtered throttle position <= 119.50° TPS
  • Actuator commanded off
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2101 Throttle Actuator "A" Control Motor Circuit Range/Performance Throttle Actuator Over Temperature
  • Electronic throttle valve driver temperature (hardware values) > 170.0 - 190.0° C
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2103 Throttle Actuator "A" Control Motor Circuit High Throttle Actuator Short Circuit
  • Electronic throttle valve driver current > 9.3 - 15.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit Low
  • Sensor value < 0.39 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit High
  • Sensor value > 4.86 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit Low
  • Sensor value < 0.19 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit High
  • Sensor value > 2.80 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation SENT: Accelerator Pedal Position (APP) Sensor 1 and 2 Rationality Check
  • Difference between signal voltage sensor 1 and sensor 2 > 0.10 - 0.12 V
  
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2177 System Too Lean Off Idle Bank 1 Fuel System Direct Fuel Injection System Too Lean @ Part Load
  • Adaptive value >= 28.0%
  • Air mass > 60.0 mg/stk
  • For 1.8L: ~~ Signal (tco) > 55° C
  • For 2.0L: ~~ Signal (tco) > 60° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.92 - 1.05 [-]
  • Lambda control closed loop
  • Integrated air mass >= 5.0 - 200.0 g
  • Fuel mass 17.99 - 51.02 mg/stk
  • Engine speed 1, 280 - 4, 000 RPM
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 100 - 175 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 30.01 - 60.0 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 34, 777.60 kPa
  • Integrated air mass > 5.0 g
  • Evap purge valve closed
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Dependence on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Upper limit of lambda controller output not calibrated
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
.
  • 2 DCY
 -- Check vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2178 System Too Rich Off Idle Bank 1 Fuel System Direct Fuel Injection System Too Rich @ Part Load
  • Adaptive value <= -25.0%
  • Air mass > 60.0 mg/stk
  • For 1.8L: E~~ Signal (tco) > 55° C
  • For 2.0L: ~~ Signal (tco) > 60° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.92 - 1.05 [-]
  • Lambda control closed loop
  • Integrated air mass >= 5.0 - 200.0 g
  • Fuel mass 17.99 - 51.02 mg/stk
  • Engine speed 1, 280 - 4, 000 RPM
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 100 - 175 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 30.01 - 60.0 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 34, 777.60 kPa
  • Integrated air mass > 5.0 g
  • Evap purge valve closed
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Dependence on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Upper limit of lambda controller output not calibrated
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2181 Cooling System Performance Engine Cooling System Performance Not In The Expected Range
  • Case 1:
  • Cooling system temperature too low after a sufficient mass air flow (indication by a mass air flow based temperature model) < 66 - 76° C
  • Case 2:
  • Filtered ECT decreases under a threshold value after reaching a high temperature level < 61° C
  • For time > 0.0 s
  • Case 1:
  • ECT @ first start (lower threshold) >= -10° C
  • ECT @ first start (upper threshold) <= 47 - 57° C
  • AAT > -10° C
  • Start of fault decision:
  • Modeled ECT > 66 - 76° C
  • Conditions at fault decision:
  • Accum. fuel cut off time since first engine start <= 10.20%
  • Accum. start-stop time since first engine start <= 16.0%
  • Accum. minimum load and maximum load time since first engine start <= 39.80%
  • For relative MAF > 40.0%
  • For relative MAF <= 2.50%
  • Accum. maximum vehicle speed time since first engine start <= 14.80%
  • For vehicle speed > 120 km/h
  • Case 2:
  • ECT exceeds a threshold value > 65° C
  • AAT > -10° C
  • ECT @ first start (lower threshold) >= -40° C
  • ECT@ first start (upper threshold) <= 215° C
  • Conditions for time:
  • Relative MAF > 5.0%
  • Vehicle speed >= 0 km/h
  • Modeled ECT > 65° C
  • Engine stop counter < 255.0 [-]
  • For time >= 15.0 s
  • 0.0 (Unified 430.0) s
  • Once / DCY
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the After-Run Coolant Pump -V51-. Refer to After-Run Coolant Pump -V51-, CHECKING .-- Check the engine coolant thermostat. Refer to appropriate service information
P2183 Engine Coolant Temperature Sensor 2 Circuit Range/Performance Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Cross Check
  • High side: reference measuring
  • Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 20.0 K
  • Diff. ECT @ radiator outlet @ cold start vs. ECT downstream engine @ cold start not calibrated K
  • Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 20.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Low side: reference measuring
  • Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K
  • Diff. ECT downstream engine @ cold start vs. ECT @ radiator outlet @ cold start not calibrated K
  • Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 20.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Engine off time >= 360.0 min
  • Engine off time plausible
  • Time after engine start <= 6, 553.5 s
  • Depending on temperature slope @ cold start:
  • Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K
  • Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K
  • Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K
  • Diff. actual AAT vs. AAT @ start of DCY < 256.0 K
  • For time >= 0.1 s
  • Depending on mean value condition
  • Mean value of all temperature sensors @ cold start >= -256° C
  • Number of valid sensors >= 2.0 [-]
  • Depending on block heater / solar radiation detection
  • Time after engine start >= 0.5 s
  • Vehicle speed >= 20 km/h
  • For time >= 20.0 s
  • Diff. actual IAT @ manifold vs. min. IAT @ manifold < 4.5 K
  • Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K
  • Diff. actual AAT vs. min. AAT < 4.5 K
  • Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 4.5 K
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2184 Engine Coolant Temperature Sensor 2 Circuit Low Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Ground
  • Sensor voltage <= 0.30 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2185 Engine Coolant Temperature Sensor 2 Circuit High Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Battery / Open Circuit
  • Sensor voltage > 4.90 V
  • IAT @ throttle >= -33° C
  • Time after engine start > 60.0 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .
P2187 System Too Lean at Idle Bank 1 Direct Fuel Injection System Too Lean @ Idle
  • Case 1:
  • Adaptive value >= 2.40 mg/stk
  • Case 2:
  • Adaptive value not calibrated kg/h
  • Air mass > 60.0 mg/stk
  • For 1.8L: ~~ Signal (tco) > 55° C
  • For 2.0L: ~~ Signal (tco) > 60° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.92 - 1.05 [-]
  • Lambda control closed loop
  • Integrated air mass >= 5.0 - 200.0 g
  • Vehicle speed < 6 km/h
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 100 - 175 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 30.01 - 60.0 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 34, 777.60 kPa
  • Integrated air mass > 5.0 g
  • Fuel mass upper range < 0.0 - 17.0 mg/stk
  • Fuel mass lower range > 0.0 mg/stk
  • Engine speed 704 - 992 RPM
  • Engine not calibrated
  • Evap purge valve closed
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Upper limit of lambda controller output not calibrated
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2188 System Too Rich at Idle Bank 1 Direct Fuel Injection System Too Rich @ Idle
  • Case 1:
  • Adaptive value <= -2.40 mg/stk
  • Case 2:
  • Adaptive value not calibrated kg/h
  • Air mass > 60.0 mg/stk
  • For 1.8L: ~~ Signal (tco) > 55° C
  • For 2.0L: ~~ Signal (tco) > 60° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.92 - 1.05 [-]
  • Lambda control closed loop
  • Oil dilution not calibrated
  • Integrated air mass >= 5.0 - 200.0 g
  • Vehicle speed < 6 km/h
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 100 - 175 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 30.01 - 60.0 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 34, 777.60 kPa
  • Integrated air mass > 5.0 g
  • Fuel mass lower range > 0.0 mg/stk
  • Fuel mass upper range < 0.0 - 17.0 mg/stk
  • Engine speed 704 - 992 RPM
  • Engine not calibrated
  • Evap purge valve closed
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Upper limit of lambda controller output not calibrated
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2195  O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Rationality Check
  • Plausibility signal check O2S front and O2S rear:
  • Lambda value > 1.15 [-]
  • O2S signal rear >= 0.88 V
  • O2S front ready
  • O2S rear ready
  • ~~ Signal (tco) >= -48° C
  • MAF > 15.0; < 300.0 kg/h
  • Catalyst purge not active
  • Integrated air mass after end of catalyst purge 0.0 g
  • Engine speed > 1, 152 RPM
  • Modeled EGT @ O2S front > -273; < 800° C
  • Injection mode change (DFI/MFI) not active
  • Integrated air mass > 40.0 g
  • Dynamic lambda controller output < 3.50%
  • Dynamic air mass < 0.08 g/stk
  • Dynamic engine speed < 200 RPM
  • Second control loop active:
  • Air mass 0.05 - 0.75 g/stk
  • Engine speed 576 - 4, 512 RPM
  • 72.0 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
  • Open loop check:
  • Lambda set value 1.0 [-]
  • O2S signal front < 1.06 [-]
  • Fuel cut off not active
  • Engine running
  • Choice of:
  • Fuel trim diagnosis failure detected
  • O2S rear sensor plausibility failure detected
  • Choice of:
  • Lambda adaptation value >= 0.12 [-]
  • Lambda adaptation value <= -0.12 [-]
  • 0.0 s
  • Continuous
P2196  O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Rationality Check
  • Plausibility signal check O2S front and O2S rear:
  • Lambda value < 0.85 [-]
  • O2S signal rear <= 0.25 V
  • O2S front ready
  • O2S rear ready
  • ~~ Signal (tco) >= -48° C
  • MAF > 15.0; < 300.0 kg/h
  • Catalyst purge not active
  • Integrated air mass after end of catalyst purge 0.0 g
  • Engine speed > 1, 152 RPM
  • Modeled EGT @ O2S front > -273; < 800° C
  • Injection mode change (DFI/MFI) not active
  • Integrated air mass > 40.0 g
  • Dynamic lambda controller output < 3.50%
  • Dynamic air mass < 0.08 g/stk
  • Dynamic engine speed < 200 RPM
  • Second control loop active:
  • Air mass 0.05 - 0.75 g/stk
  • Engine speed 576 - 4, 512 RPM
  • 72.0 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
  • Open loop check:
  • Lambda set value 1.0 [-]
  • O2S signal front > 0.89 [-]
  • Fuel cut off not active
  • Engine running
  • Choice of:
  • Fuel trim diagnosis failure detected
  • O2S rear sensor plausibility failure detected
  • Choice of:
  • Lambda adaptation value >= 0.12 [-]
  • Lambda adaptation value <= -0.12 [-]
  • 0.0 s
  • Continuous
P219C Cylinder 1 Air-Fuel Ratio Imbalance Fuel System Predicted Adaptation Out Of Range Low
  • Cylinder 1:
  • Adaptation value unweighted < -13.0%
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0%
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Misfire on currently lean shifted cylinder not detected
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System Adaptation Monitoring Out Of Range Low
  • Cylinder 1:
  • Adaptation value weighted < -10.0%
P219D Cylinder 2 Air-Fuel Ratio Imbalance Fuel System Predicted Adaptation Out Of Range Low
  • Cylinder 2:
  • adaptation value unweighted < -13.0%
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0%
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Misfire on currently lean shifted cylinder not detected
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System Adaptation Monitoring Out Of Range Low
  • Cylinder 2:
  • Adaptation value weighted < -10.0%
P219E Cylinder 3 Air-Fuel Ratio Imbalance Fuel System Predicted Adaptation Out Of Range Low
  • Cylinder 3:
  • adaptation value unweighted < -13.0%
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0%
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Misfire on currently lean shifted cylinder not detected
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System Adaptation Monitoring Out Of Range Low
  • Cylinder 3:
  • Adaptation value weighted < -10.0%
P219F Cylinder 4 Air-Fuel Ratio Imbalance Fuel System Predicted Adaptation Out Of Range Low
  • Cylinder 4:
  • adaptation value unweighted < -13.0%
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0%
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Misfire on currently lean shifted cylinder not detected
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System Adaptation Monitoring Out Of Range Low
  • Cylinder 4:
  • Adaptation value weighted < -10.0%
P2237 O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Open Circuit Pump Voltage (VIP)
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V
  • Choice of:
  • Nernst voltage (VN) > 4.40 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V
  • Pump current > 11.5 mA
  • Measurement O2S front label resistor not calibrated Ω
  • O2S front (linear) ready
  • O2S ceramic temperature > 785° C
  • For time >= 10.0 s
  • 2.3 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2243 O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Open Circuit Nernst Voltage (VN)
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V
  • Choice of:
  • Nernst voltage (VN) > 4.40 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V
  • Pump current > 11.5 mA
  • Measurement O2S front label resistor not calibrated Ω
  • O2S front (linear) ready
  • O2S ceramic temperature > 785° C
  • For time >= 10.0 s
  • 2.3 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2251 O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Open Circuit Virtual Ground (VG)
  • Nernst voltage (VN) > 4.40 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V
  • Pump current > 11.5 mA
  • Measurement O2S front label resistor not calibrated Ω
  • Choice of:
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.20 V
  • O2S front (linear) ready
  • O2S ceramic temperature > 785° C
  • For time >= 10.0 s
  • 2.3 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2257 AIR System Control "A" Circuit Low Secondary Air Injection (AIR) Pump Relay Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Engine running
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P2258 AIR System Control "A" Circuit High Secondary Air Injection (AIR) Pump Relay Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Output current > 1.0 - 2.0 A
  • Engine running
  • Actuator commanded on
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P2261 Turbocharger/Supercharger Bypass Valve "A" - Mechanical Turbocharger (TC) Bypass Actuator Functional Check: Stuck Close
  • Case 1:
  • Integrated boost pressure deviation between pressure upstream throttle and filtered pressure upstream throttle not calibrated kPa*s
  • Case 2:
  • Counter pressure upstream throttle crosses filtered pressure upstream throttle > 5.0 [-]
  • Operational sequence for incrementing counter in case 2:
  • For 1.8L: Positive difference between pressure upstream throttle and filtered pressure upstream throttle > 0.80 kPa
  • For 2.0L: Positive difference between pressure upstream throttle and filtered pressure upstream throttle > 0.41 kPa
  • After
  • Negative difference between pressure upstream throttle and filtered pressure upstream throttle
  • (First count: only positive difference) < -2.0 kPa
  • External torque request not demanded
  • IAT @ throttle > -11° C
  • BARO > 73.0 kPa
  • Intake overpressure protection not active
  • Active turbocharger protection leading to opening of the waste gate not active
  • Activations conditions:
  • Recirculation actuator position set point 100.0%
  • Time since actuator commanded open <= 1, 200.0 ms
  • Gradient accelerator pedal value <= -97.70%/s
  • Max boost pressure variation <= 50.0 kPa
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P2263 Turbocharger/Supercharger Boost System Performance Turbocharger (TC) Bypass Position Sensor First Adaptation Monitoring: Functional Check
  • No adaptation of turbocharger bypass position sensor (no previous adaptation occurred)
  • Time after engine start > 0.3 s
  • Pressure upstream throttle 0.0 - 543.40 kPa
  • AAT >= -48° C
  • ECT -40 - 120° C
  • 0.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P2270  O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Signal Range Check
  • Case 1:
  • Max. O2S rear voltage < 0.87 V
  • Oxygen load during peak max detection > 4.0 g
  • Case 2:
  • Max. O2S rear voltage < 0.87 V
  • Oxygen load during peak max detection > 3.8 g
  • Counter in case of suspected peak max error > 5, 000.0 [-]
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT @ O2S front <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamic conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output <= 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions: Case 1
  • Evap purge valve not calibrated
  • Case 2:
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3:
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2271  O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Signal Range Check
  • Case 1:
  • Min. O2S rear voltage > 0.25 V
  • Oxygen load during peak min detection > 2.6 g
  • Case 2:
  • Min. O2S rear voltage > 0.25 V
  • Oxygen load during peak min detection > 2.5 g
  • Counter in case of suspected peak min error > 5, 000.0 [-]
  • General conditions
  • Vehicle speed >= 10 km/h
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 0.02 s
  • Integrated heat energy >= 1, 600.0 - 3, 000.0 kJ
  • Time after engine start > 230.0 - 1, 000.0 s
  • For 1.8L: Engine speed 1, 280 - 3, 008 RPM
  • For 2.0L: Engine speed 1, 344 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 8.0 - 15.0%
  • Fast trim control not calibrated
  • Proportional part of secondary fuel control loop < 0.25 [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Temperature conditions:
  • ~~ Signal (tmot) > 60° C
  • ~~ Signal (tans) > -48° C
  • Modeled catalyst temperature once after engine start > 550° C
  • Modeled catalyst temperature @ start of diagnosis 500 - 700° C
  • Modeled catalyst temperature during diagnosis 470 - 730° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -254.0 - 254.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -304.0 - 304.0 K
  • Modeled EGT at O2S rear <= 1, 201° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 125.01 - 580.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 40.0 - 130.0 kg/h
  • MAF per cylinder during diagnosis 35.0 - 135.0 kg/h
  • Load conditions:
  • Air mass set point 125.01 - 580.0 mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time >= 0.0 s
  • Low dynamic conditions:
  • Dynamic engine speed < 20 RPM
  • Dynamic air mass < 25.01 mg/stk
  • Dynamic lambda controller output < 20.0%
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Evap purge conditions: Case 1
  • Evap purge valve not calibrated
  • Case 2
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Case 3
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Close the gap conditions:
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass @ start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 86.5 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2279 Intake Air System Leak Intake Air (IA) System Rationality Check
  • Throttle opening area correction included controller and adaptation > 50.0%
  • Lambda controller included correction and adaptation -28.0 - 28.0%
  • Lambda controller active
  • Intake manifold modeled adaptation active (by throttle opening area)
  • Throttle position 0.0 - 100.003° TPS
  • Engine speed 576 - 3, 008 RPM
  • Pressure quotient @ throttle 0.27 - 0.60 [-]
  • Fast throttle adaptation finished
  • MAP gradient -200.0 - 200.0 kPa/s
  • Fuel cut off not active
  • Time after engine start > 5.0 s
  • Turbo charger boost pressure < 135.0 kPa
  • BARO 73.0 - 107.5 kPa
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check for air leaks near the throttle body, oil fill cap not tight or oil dipstick not seated in tube. Also check for any engine gaskets that can cause additional air to enter the crankcase can set this fault as the PCV system is not metered. If a vacuum leak or crankcase seal is the cause, the idle may be rough or unstable.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
  • Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure > 35.0%
  • Lambda controller included correction and adaptation -50.0 - 50.0%
  • Lambda controller active
  • Intake manifold modeled adaptation active (by turbocharger boost pressure)
  • Throttle position > 4.50° TPS
  • Engine speed 1, 216 - 6, 000 RPM
  • Pressure quotient @ throttle 0.63 - 0.90 [-]
  • Engine running
  • Fast throttle adaptation finished
  • MAP gradient -200.0 - 200.0 kPa/s
  • Fuel cut off not active
  • Time after engine start > 5.0 s
  • Boost pressure < 135.0 kPa
  • BARO 73.0 - 107.5 kPa
P2300 Ignition Coil "A" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in on state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2301 Ignition Coil "A" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in off state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by inactive low side switch in ATIC:
  • Output temperature from ATIC in on state > 160.0 - 200.0° C
  • Output current in on state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2302 Ignition Coil "A" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in off state lower range >= 1.92 - 2.21 V
  • Output voltage in off state upper range <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2303 Ignition Coil "B" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in on state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2304 Ignition Coil "B" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in off state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by inactive low side switch in ATIC:
  • Output temperature from ATIC in on state > 160.0 - 200.0° C
  • Output current in on state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2305 Ignition Coil "B" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in off state lower range >= 1.92 - 2.21 V
  • Output voltage in off state upper range <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2306 Ignition Coil "C" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in on state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2307 Ignition Coil "C" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in off state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by inactive low side switch in ATIC:
  • Output temperature from ATIC in on state > 160.0 - 200.0° C
  • Output current in on state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2308 Ignition Coil "C" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in off state lower range >= 1.92 - 2.21 V
  • Output voltage in off state upper range <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2309 Ignition Coil "D" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in on state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P230A Cylinder 1 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance Fuel System Misfire Monitoring Rationality Check
  • Cylinder misfire counter > 10.0 [-]
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0 %
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Cylinder balancing diagnosis of all cylinders active
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P230B Cylinder 2 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance Fuel System Misfire Monitoring Rationality Check
  • Cylinder misfire counter > 10.0 [-]
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0 %
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Cylinder balancing diagnosis of all cylinders active
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P230C Cylinder 3 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance Fuel System Misfire Monitoring Rationality Check
  • Cylinder misfire counter > 10.0 [-]
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0 %
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Cylinder balancing diagnosis of all cylinders active
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P230D Cylinder 4 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance Fuel System Misfire Monitoring Rationality Check
  • Cylinder misfire counter > 10.0 [-]
  • Modeled catalyst temperature <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Fuel cut off not active
  • ECT 60 - 143° C
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Mass fuel flow set point 12.0 - 29.99 mg/stk
  • Segment adaptation completed
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • No gear shift
  • For segments 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Integrated mass air flow >= 0.75 - 7.0 kg
  • Rough road not detected
  • For 1.8L: Engine speed 1, 248 - 2, 816 RPM
  • For 2.0L: Engine speed 1, 440 - 3, 008 RPM
  • Dependence on oxygen sensor diagnosis
  • Oxygen sensor dynamic diagnosis finished not calibrated
  • Oxygen sensor delay diagnosis finished not calibrated
  • Diagnosis at gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear not active
  • Limited dynamic conditions
  • Dynamic engine speed < 75 RPM
  • Dynamic MAF < 29.99 mg/stk
  • Dynamic torque request < 0.10 [-]
  • Dynamic window lambda control < 5.0 %
  • Dynamic ignition angle < 0.10 [-]
  • Additional conditions
  • Cylinder balancing diagnosis of all cylinders active
  • 4 times
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2310 Ignition Coil "D" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in off state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by inactive low side switch in ATIC:
  • Output temperature from ATIC in on state > 160.0 - 200.0° C
  • Output current in on state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2311 Ignition Coil "D" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in off state lower range >= 1.92 - 2.21 V
  • Output voltage in off state upper range <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ~~ Signal (tco) > -30° C
  • Engine stop not active
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2400 EVAP System Leak Detection Pump Control Circuit/Open Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit
  • Output voltage, lower range 1.92 - 2.21 V
  • Output voltage, upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P2401 EVAP System Leak Detection Pump Control Circuit Low Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P2402 EVAP System Leak Detection Pump Control Circuit High Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P2407 EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic Evaporative Emission (EVAP) System Signal Check
  • Pump current oscillation > 1.5 mA
  • Number of aborted leak measurements due to pump current oscillations > 0.0 [-]
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 km/h
  • Time since engine start in preceding dcy >= 600.0 s
  • Difference between ECT and AAT @ start not calibrated K
  • Propulsion off time >= 21, 600.0 s
  • Engine stop (during ECM keep alive-time)
  • Airbag not activated
  • 624.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P240A EVAP System Leak Detection Pump Heater Control Circuit/Open Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit
  • Output voltage lower range 1.92 - 2.21 V
  • Output voltage upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P240B EVAP System Leak Detection Pump Heater Control Circuit Low Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P240C EVAP System Leak Detection Pump Heater Control Circuit High Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Rationality Check
  • Pump current correction > 1.2 mA (nernst-cell)
  • O2S front ready
  • Fuel cut off not active
  • Injection mode change (DFI/MFI) not active
  • Depending on engine state:
  • Engine part load
  • Engine full load
  • Engine idle
  • For time >= 3.0 s
  • 10.0 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2431 AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1 Secondary Air Injection (AIR) Pressure Sensor Rationality Check
  • Difference between AIR pressure and barometric pressure > 6.0 kPa
  • Difference between AIR pressure and intake manifold pressure > 6.0 kPa
  • Engine stop
  • For time > 0.0 s
  • 0.1 s
  • Multiple
  • 2 DCY
 -- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .-- For Beetle, check the Secondary Air Injection Sensor 2 -G610-. Refer to Secondary Air Injection Sensor 2 -G610-, CHECKING .
P2432 AIR System Air Flow/Pressure Sensor Circuit Low Bank 1 Secondary Air Injection (AIR) Pressure Sensor Out Of Range Low
  • Sensor voltage < 0.50 V
  
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .-- For Beetle, check the Secondary Air Injection Sensor 2 -G610-. Refer to Secondary Air Injection Sensor 2 -G610-, CHECKING .
P2433 AIR System Air Flow/Pressure Sensor Circuit High Bank 1 Secondary Air Injection (AIR) Pressure Sensor Out Of Range High
  • Sensor voltage > 4.50 V
  
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Secondary Air System -GX24-. Refer to Secondary Air System - GX24-, CHECKING .-- For Beetle, check the Secondary Air Injection Sensor 2 -G610-. Refer to Secondary Air Injection Sensor 2 -G610-, CHECKING .
P2440  AIR System Switching Valve Stuck Open Bank 1 Secondary Air Injection (AIR) Valve Functional Check
  • For 1.8L: Ratio relative pressure phase 1 and relative pressure phase 2 > 1.50 [-]
  • For 2.0L: Ratio relative pressure phase 1 and relative pressure phase 2 > 1.30 [-]
  • General:
  • AIR pump active
  • Catalyst heating active
  • AIR active
  • MAF 140.0 kg/h
  • ~~ Signal (tco) >= -10; < 115° C
  • IAT @ manifold >= -10; < 100° C
  • Modeled catalyst temperature < 700° C
  • Relative barometric pressure > 0.73 [-]
  • Diff. BARO vs. MAP not calibrated kPa
  • Engine not calibrated
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P2450 EVAP System Switching Valve Performance/Stuck Open Evaporative Emission (EVAP) System Rationality Check
  • Time after measurement start > 2.0; < 2.5 s
  • Drop of evap pump current < 3.0 mA
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 km/h
  • Time since engine start in preceding dcy >= 600.0 s
  • Difference between ECT and AAT @ start not calibrated K
  • Propulsion off time >= 21, 600.0 s
  • Engine stop (during ECM keep alive-time)
  • Airbag not activated
  • 624.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Leak Detection Pump -V144-. Refer to Leak Detection Pump - V144-, CHECKING .
P2563 Turbocharger Boost Control Position Sensor "A" Circuit Range/Performance Turbocharger (TC) Bypass Position Sensor Adaptation Monitoring: Functional Check
  • Boost pressure actuator sensor voltage > 4.52; < 2.73 V
  • Gradient of boost pressure >= -2.98%/s
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low Turbocharger (TC) Position Sensor Circuit Low
  • Turbocharger boost control position sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P2565 Turbocharger Boost Control Position Sensor "A" Circuit High Turbocharger (TC) Position Sensor Circuit High
  • Turbocharger boost control position sensor voltage > 4.80 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .
P2610 ECM/PCM Engine Off Timer Performance Engine Off Time Rationality Check
  • Difference between engine-off time and ECM keep alive-time > 12.0 s
  • Monitor entry conditions:
  • ECM keep alive time active
  • Delay time >= 1.0 s
  • Last ECM activation time >= 2.0 s
  • Time after last engine stop < 48.0 h
  • Case 1:
  • For time (after entry conditions fulfilled) >= 65.0 s
  • Case 2:
  • For time (after entry conditions fulfilled) < 65.0 s
  • Ignition key transition off to on
  • 10.0 ms
  • Once / DCY
  • 2 DCY
 -- Check power and ground inputs to ECM first. Refer to appropriate wiring schematic for pin locations. If all powers/grounds to ECM are present, replace the Engine Control Module -J623-. Refer to appropriate service information
  • For 1.8L: Difference between ECM keep alive-time and engine-off-time >= 12.0 s
  • For 2.0L: Difference between ECM keep alive-time and engine-off-time >= 50.0 s
  • Time after last ignition off < 24.0 h
  • Time after ECM wake up < 2.0 < 2.0
  • SPI initialization finished
Engine Off Time ECM Internal Timer Check
  • ECM internal timer failure
  • ECM internal timer signal not calibrated
  • ECM internal timer not calibrated
  • Time after last engine stop not calibrated h
  • SPI initialization finished
  • 1.3 s
  • Continuous
P3043 Fuel Pump Mechanical Malfunction Fuel Pump Control Module (FPCM) Functional Check: Pump Blocked
  • Phase current > 20.0 A
  
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P3044 Fuel Pump "A" Control Circuit Low Fuel Pump Control Module (FPCM) Short Circuit
  • Phase current > 25.0 A
  
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P3045 Fuel Pump Electronics Faulty Fuel Pump Control Module (FPCM) Functional Check: Electronics
  • Internal check failed
  
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P3073 Fuel Pump "A" Control Circuit/Open Fuel Pump Control Module (FPCM) Open Circuit
  • Phase current < 0.8 A
  
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P334A Actuator Electrical Error Turbocharger (TC) Boost Pressure Control Short Circuit
  • Bypass valve driver current> 9.3 - 15.0 A
  • Boost pressure control active
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Actuator -V465-. Refer to Charge Air Pressure Actuator - V465-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .
U0001 High Speed CAN Communication Bus CAN: Powertrain Reading Back Sent Message
  • Message no feedback
  • Time after ignition on 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0002 High Speed CAN Communication Bus Performance CAN: Powertrain Communication Check
  • Global time out >= 0.4 s
  • Time after ignition on >= 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0101 Lost Communication with TCM COM: Transmission Control Module (TCM) Communication With TCM
  • Received message no message
  • Time after ignition on 0.5 s
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance between the Transmission Control Module -- and the Engine Control Module - J623-. Refer to CAN-BUS TERMINAL RESISTANCE, POWERTRAIN, CHECKING .
U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module COM: Brake System Control Module (BSCM) Communication With BSCM
  • Received message no message
  • Time after ignition on >= 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0140 Lost Communication With Body Control Module COM: Body Control Module (BCM) Communication With BCM
  • Received message no message
  • Time after ignition on 0.5 s
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0146 Lost Communication With Gateway "A" COM: Gateway Communication With Gateway
  • Received message no message
  • Time after ignition on >= 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module COM: Instrument Panel Cluster (IPC) Communication With IPC
  • Received message no message
  • Time after ignition on 0.5 s
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0302 Software Incompatibility With Transmission Control Module Engine Control Module (ECM): Coding Code Check Of ECM Concerning TCM
  • Received A/T vehicle data TCM signal
  
  • 50.0 s
  • Continuous
  • 2 DCY
 -- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Transmission Control Module --. Refer to appropriate service information
U0323 Software Incompatibility With Instrument Panel Control Module COM: Ambient Air Temperature (AAT) Sensor Communication With IPC
  • Ambient temperature sensor: Source configuration failure
  • Time after ignition on > 1.2 s
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check for correct software version and VIN or update software for the IPC Module if available. If OK, replace the Instrument Cluster Control Module -J285-. Refer to appropriate service information
U0402 Invalid Data Received From TCM COM: Transmission Control Module (TCM) Communication With TCM
  • Received data implausible message
  • Time after ignition on 0.5 s
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Transmission Control Module --. Refer to appropriate service information
U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module COM: Vehicle Speed Sensor (VSS) Communication With VSS
  • Speed sensor signal: sensor error 327.42 km/h
  • Time after ignition on > 500.0 ms
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
  • Speed sensor signal: initialization error 327.08 km/h
  • Speed sensor signal: low voltage error 327.25 km/h
  • Speed sensor signal: range error 326.40 - 327.07 km/h
  • Speed sensor signal: range error 327.09 - 327.24 km/h
  • Speed sensor signal: range error 327.26 - 327.41 km/h
  • Speed sensor signal: range error 327.43 - 327.67 km/h
COM: Brake System Control Module (BSCM) Communication With BSCM
  • Received data implausible message
  • Time after ignition on >= 0.5 s
Vehicle Speed Sensor (VSS) Rationality Check High
  • Vehicle speed > 325 km/h
  
  • 2.0 s
  • Continuous
U0423 Invalid Data Received From Instrument Panel Cluster Control Module COM: Ambient Air Temperature (AAT) Sensor Communication With IPC
  • Ambient temperature sensor: source in reset failure
  • Time after ignition on > 1.2 s
  • Engine running
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check for correct software version and VIN or update software for the IPC Module if available. If OK, replace the Instrument Cluster Control Module -J285-. Refer to appropriate service information
COM: Ambient Air Temperature (AAT) Sensor Communication With AAT Sensor
  • Ambient air temperature signal failure
  • Time after ignition on > 0.5 s
  • 0.6 s
  • Continuous
COM: Instrument Panel Cluster (IPC) Communication With IPC
  • Received data implausible message
  • Time after ignition on 0.5 s
  • 3.0 s
  • Continuous
U0447 Invalid Data Received From Gateway "A" COM: Gateway Communication With Gateway
  • Received data implausible message
  • Time after ignition on >= 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U1103 Production Mode Active Engine Control Module (ECM): Production Mode Function Monitoring: Mode Change
  • Production mode active
  • Vehicle speed < 5 km/h
  • Max trip mileage since initial vehicle start-up < 100 km
  • During ECM keep alive-time after ignition off
  • Engine speed 0 RPM
  • For hybrid:
  • Drive motor off
  • 0.01 s
  • Continuous
  • 1 DCY
 -- Vehicle is in production mode. Refer to appropriate repair information for resolution. Note the mode can be deactivated with a factory scan tool or will automatically turn off after vehicle accumulates the first 100 km (62.14 miles) of driving.
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