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Home >> Volkswagen >> 2019 >> Atlas SE R-Line, AWD >> Repair and Diagnosis >> External Pages >> Different variant/trim >> Section 13 (Generic Scan Tool [DCGA] (2 Of 3)) >> St Generic Scan Tool >> Diagnosis And Testing >> Engine DTC Tables >> Engine Control Module --, 2018 MY

Engine Control Module --, 2018 MY

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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 -10 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Set point change > 25.0° CRK
  • Camshaft position not calibrated
  • Dynamic diagnosis timer >= 0.95 - 4.0 s
  • 0.0 (FTP75: 300.0) s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P000B  "B" Camshaft Position Slow Response Bank 1 Variable Valve Timing (VVT) Exhaust Actuator Slow Response
  • Adjustment angle difference >= 1.5; < 3.5° CRK
  • Modeled oil temperature -10 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Set point change > 8.0° CRK
  • Camshaft position not calibrated
  • Dynamic diagnosis timer >= 0.95 - 4.0 s
  • 0.0 (FTP75: 700.0) s
  • Continuous
  • 2 DCY
 -- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1 Variable Valve Timing (VVT) Intake Actuator Open Circuit
  • Output voltage, lower range 1.92 - 2.21 V
  • Output voltage, upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0011  "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 Variable Valve Timing (VVT) Intake Actuator Target Error
  • Camshaft position deviation > 10.0° CRK
  • Modeled oil temperature -10 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Camshaft position not calibrated
  • Camshaft position adjustment active
  • Catalyst heating not active
  • Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK*s
  • 0.0 (FTP75: 250.0) s
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P0013 "B" Camshaft Position Actuator "A" Control Circuit/Open Bank 1 Variable Valve Timing (VVT) Exhaust Actuator Open Circuit
  • Output voltage, lower range 1.92 - 2.21 V
  • Output voltage, upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0014  "B" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 Variable Valve Timing (VVT) Exhaust Actuator Target Error
  • Difference between target and actual position > 10.0° CRK
  • Modeled oil temperature -10 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Camshaft position not calibrated
  • Camshaft position adjustment active
  • Catalyst heating not active
  • Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK*s
  • 0.0 (FTP75: 450.0) s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor Out Of Range
  • Offset between camshaft and crankshaft < -79.0° CRK
  • Or
  • Offset between camshaft and crankshaft > 15.0° CRK
  • Engine synchronization not validated
  • Failure by exhaust camshaft detected
  • 450.0° CRK
  • Once / DCY
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0017 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor B Exhaust Camshaft Position / Crankshaft Position (CMP/CKP) Sensor Adaptation Value Monitoring
  • Adapted value for each edge of the target wheel < -14.0° CRK
  • Or
  • Adapted value for each edge of > 14.0° CRK
  • Camshaft position adjustment active
  • (Exhaust side)
  • Engine speed 288 - 4, 000 RPM
  • Modeled oil temperature >= -15° C
  • Modeled oil temperature <= 160° C
  • Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK
  • And
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • CKP stalling not detected
  • Or
  • Case 2:
  • Engine speed >= 380 RPM
  • Or
  • Engine running
  • And
  • Engine stalling >= 5.0 s
  • CKP stalling not detected
  • Or
  • Case 3:
  • Backwards rotation not detected
  • CKP stalling not detected
  • Or
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 720.0° CRK
  • Multiple
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0030 HO2S Heater Control Circuit Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Open Circuit
  • O2S front heater voltage, lower range 1.92 - 2.21 V
  • O2S front heater voltage, upper range 2.85 - 3.25 V
  
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Short To Ground
  • O2S front heater voltage < 1.92 - 2.21 V
  
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Short To Battery Plus
  • O2S front heater driver temperature > 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 Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
Turbocharger (TC) Compressor Actuator Short To Battery Plus
  • Current > 4.0 - 7.0 A
  • Or
  • 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 Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0036 HO2S Heater Control Circuit Bank 1 Sensor 2 Oxygen Sensors (O2S) Heater Rear Open Circuit
  • O2S rear heater voltage, lower range 1.92 - 2.21
  • O2S rear heater voltage, upper range 2.85 - 3.25 V
  • Engine not in start process
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2 Oxygen Sensors (O2S) Heater Rear Short To Ground
  • O2S rear heater voltage < 1.92 - 2.21 V
  • Engine not in start process
  • 2.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
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
  • Or
  • O2S rear heater driver output current > 8.0 - 12.0 A
  • Modeled EGT @ O2S rear >= -273° 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 Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
Turbocharger (TC) Boost Pressure Control Short Circuit
  • Bypass valve driver current > 9.3 - 15.0 A
  • Boost pressure control active
P0068 MAP/MAF - Throttle Position Correlation Intake Air (IA) System Rationality Check
  • Throttle opening area correction included controller and adaptation < -75.0%
  • Lambda controller included correction and adaptation -30.0 - 30.0%
  • Lambda controller active
  • Intake manifold modeled adaptation active
  • (By throttle opening area)
  • Throttle position 0.0 - 100.003° TPS
  • Engine speed 576 - 3, 008 RPM
  • Pressure quotient @ throttle 0.27 - 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
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
Manifold Absolute Pressure (MAP) Sensor Large Leakage Detection
  • Diff. MAP set point vs. actual MAP < -15.0 - -10.0 kPa
  • Fast throttle adaptation finished
  • MAP gradient -200.0 - 200.0 kPa/s
  • Vehicle speed <= 1 mph
  • Time after engine start > 5.0 s
  • Engine speed, lower range > 576 RPM
  • Engine speed, upper range < 3, 000 RPM
  • IAT @ manifold > -48° C
  • ECT downstream engine > -48° C
  • Pressure quotient @ throttle 0.10 - 0.60 [-]
  • Load dynamic conditions:
  • Dynamic engine speed < 8, 160 RPM
  • Dynamic air mass < 15.01 mg/stk
P0070 Ambient Air Temperature Sensor Circuit "A" COM: Ambient Air Temperature (AAT) Sensor Short To Battery / Open Circuit
  • AAT sensor voltage > 4.50 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING . -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the circuitry between the Outside Air Temperature Sensor -G17- and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic.
P0071 Ambient Air Temperature Sensor Circuit "A" Range/Performance Ambient Air Temperature (AAT) Sensor Cross Check
  • High side: reference measuring
  • Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25.0 K
  • Diff. AAT @ cold start vs. ECT downstream engine @ cold start not calibrated
  • Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Or
  • Low side: reference measuring
  • Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K
  • Diff. ECT downstream engine @ cold start vs. AAT @ cold start not calibrated K
  • Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K
  • Min. amount of faulty reference measurements to detect 2.0 [-]
  • Engine off time >= 360.0 min
  • Engine off time plausible
  • Time after engine start < 1, 400.0 s
  • Depending on temperature slope @ cold start:
  • Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K
  • Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K
  • Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K
  • Diff. actual AAT vs. AAT @ start of DCY < 256.0 K
  • For time >= 1.0 s
  • Depending on mean value condition
  • Mean value of all temperature sensors @ cold start >= -256° C
  • Number of valid sensors >= 2.0 [-]
  • Depending on block heater / solar radiation detection
  • Time after engine start >= 0.5 s
  • Vehicle speed >= 22 mph
  • For time >= 20.0 s
  • Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K
  • Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K
  • Diff. actual AAT vs. min. AAT < 4.0 K
  • Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING . -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the circuitry between the Outside Air Temperature Sensor -G17- and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic.
P0072 Ambient Air Temperature Sensor Circuit "A" Low COM: Ambient Air Temperature (AAT) Sensor Short To Ground
  • AAT sensor voltage < 0.10 V
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING . -- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the circuitry between the Outside Air Temperature Sensor -G17- and the Instrument Cluster Control Module -J285-. Refer to appropriate wiring schematic.
P0087 Fuel Rail/System Pressure - Too Low Bank 1 Fuel Rail Pressure (FRP) Out Of Range Low
  • Deviation between reference fuel pressure set point and current fuel pressure > 2, 999.80 kPa
  • Case 1:
  • Deviation lambda of controller included adaptation -50.0 - 50.0%
  • High pressure controller output > 45.0 mg
  • Fuel pressure < 3, 500.31 kPa
  • Case 2:
  • Fuel pump at max limit
  • Mass fuel flow set point < 1, 389.0 mg/stk
  • Fuel pressure < 34, 777.60 kPa
  • General:
  • Engine speed 608 - 6, 816 RPM
  • Fuel mass set point 5.0 - 1, 389.0 mg/stk
  • Time after engine start > 10.0 s
  • Engine warm-up not calibrated
  • Catalyst heating not calibrated
  • Full load not calibrated
  • Catalyst purge not calibrated
  • Lambda control not calibrated
  • Evap purge functionality diagnosis not calibrated
  • Fuel pressure set point gradient <= 34, 777.60 kPa
  • And
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 5.0 mg/stk
  • For time >= 10.0 s
  • Fuel mass set point upper range < 187.17 - 229.23 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk
  • For time >= 5.0 s
  • And
  • Depending on canister purge:
  • Canister load not calibrated [-]
  • Or
  • Evap purge valve not calibrated
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
Fuel Rail Pressure (FRP) Rationality Check Low
  • Deviation lambda of controller included adaptation -50.0 - 50.0%
  • And
  • High pressure controller output > 45.0 mg
  • And
  • Deviation between fuel pressure set point and current fuel pressure > 2, 99.80 kPa
  • And
  • Fuel pressure >= 3, 00.31 kPa
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, 999.90 kPa
  • Deviation lambda of controller included adaptation -50.0 - 50.0%
  • Case 1:
  • High pressure controller output < -45.0 mg
  • Case 2:
  • Flow control valve open
  • Mass fuel flow set point > 15.01 mg/stk
  • General:
  • Engine speed 608 - 6, 816 RPM
  • Fuel mass set point 5.0 - 1, 389.0 mg/stk
  • Time after engine start > 10.0 s
  • Engine warm-up not calibrated
  • Catalyst heating not calibrated
  • Full load not calibrated
  • Catalyst purge not calibrated
  • Lambda control not calibrated
  • Evap purge functionality diagnosis not calibrated
  • Fuel pressure set point gradient <= 34, 777.60 kPa
  • And
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 5.0 mg/stk
  • For time >= 10.0 s
  • Fuel mass set point upper range < 187.17 - 229.23 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk
  • For time >= 5.0 s
  • And
  • Depending on canister purge:
  • Canister load not calibrated [-]
  • Or
  • Evap purge valve not calibrated
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open Fuel Volume Regulator Control Open Circuit
  • Voltage high side < 1.87 - 2.26 V
  • Engine speed 0 RPM
  • Or
  • Fuel cut off active
  • Actuator commanded off
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
  • Low and high side off:
  • Voltage low side > 2.78 - 3.33 V
  • Voltage high side < 1.87 - 2.26 V
  • Low and high side on:
  • Current low side < 12.2 - 15.0 A
  • Current high side < 13.5 - 16.5 A
  • Engine speed > 600 RPM
  • And
  • Fuel cut off not active
  • Actuator commanded on
P0091 Fuel Pressure Regulator "A" Control Circuit Low Fuel Volume Regulator Control Short To Ground (Low Side)
  • Voltage low side < 1.87 - 2.26 V
  • Ignition on
  • Or
  • Ignition off (during ECM keep alive-time)
  • And
  • Actuator commanded off
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
Fuel Volume Regulator Control Short To Ground (High Side)
  • Current high side > 13.5 - 17.0 A
  • Ignition on
  • Or
  • Ignition off (during ECM keep alive-time)
  • And
  • Actuator commanded on
P0092 Fuel Pressure Regulator "A" Control Circuit High Fuel Volume Regulator Control Short To Battery Plus (Low Side)
  • Current low side > 13.5 - 17.0 A
  • Ignition on
  • Or
  • Ignition off (during ECM keep alive-time)
  • And
  • Actuator commanded on
  • 0.8 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
Fuel Volume Regulator Control Short To Battery Plus (High Side)
  • Voltage high side < 2.78 - 3.33 V
  • Ignition on
  • Or
  • Ignition off (during ECM keep alive-time)
  • And
  • Actuator commanded off
P00AF Turbocharger/Supercharger Boost Control "A" Module Performance Turbocharger (TC) Boost Pressure Control Rationality Check Low
  • Boost pressure actuator position controller output < -98.0%
  • Time after engine start > 4.0 s
  • ECT downstream engine > -40° C
  • AAT > -40° C
  • Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
Turbocharger (TC) Boost Pressure Control Rationality Check High
  • Boost pressure actuator position controller output > 98.0%
  • Time after engine start >= 4.0 s
  • ECT downstream engine > -40° C
  • AAT > -40° C
  • Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%
Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Close
  • Deviation boost pressure actuator position controller > 16.0%
  • Boost pressure actuator position <= 10.0%
  • Or
  • Deviation boost pressure actuator position controller < -16.0%
  • Boost pressure actuator position <= 10.0%
  
  • 1.4 s
  • Continuous
Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Open
  • Deviation boost pressure actuator position controller > 16.0%
  • Boost pressure actuator position > 10.0%
  • Or
  • Deviation boost pressure actuator position controller < -16.0%
  • Boost pressure actuator position > 10.0%
P00B7 Engine Coolant Flow Low/Performance Engine Cooling System: Bypass Valve Functional Check
  • Diff. previous and actual position of RVC < 4.0°
  • And
  • Delay time 0.5 s
  • ECT downstream engine > 11° C
  • RVC position 240.02 - 270.0°
  • Diff. previous actual and target position of RVC > 5.0°
  • And
  • RVC adaptation finished
  • Or
  • RVC adaptation not active
  • 14.0 s
  • Continuous
  • 2 DCY
 -- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
  • ECT downstream engine > 11° C
  • RVC position 135.02 - 240.0°
  • Diff. previous actual and target position of RVC > 5.0°
  • And
  • RVC adaptation finished
  • Or
  • RVC adaptation not active
  • ECT downstream engine > 11° C
  • RVC position 100.02 - 135.0°
  • Diff. previous actual and target position of RVC > 5.0°
  • And
  • RVC adaptation finished
  • Or
  • RVC adaptation not active
  • ECT downstream engine > 11° C
  • RVC position 0.0 - 100.0°
  • Diff. previous actual and target position of RVC > 5.0°
  • And
  • RVC adaptation finished
  • Or
  • RVC adaptation not active
P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range/Performance Intake Air (IA) System Rationality Check
  • Throttle opening area correction included controller and adaptation < 45.0%
  • Lambda controller included > 30.0%
  • 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
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- If there is no fault found with the Charge Air Pressure Sensor -G31- or its associated wiring, check for any related TSB's. The Altitude (Baro) sensor is located within the ECM and will require replacement of the ECM if faulty. Check the Baro reading with a scan tool vs. actual Baro for the area. If Baro is off by more than 10%, replace the Engine Control Module -J623-. Refer to appropriate Service Information.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
  • Throttle opening area correction included controller and adaptation > 45.0%
  • Lambda controller included < -30.0%
Manifold Absolute Pressure (MAP) Sensor Engine Standing: Cross Check
  • Case 1: charged engine
  • Diff. BARO vs. MAP > 8.50 kPa
  • Diff. turbocharger boost pressure vs. MAP > 8.50 kPa
  • Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa
  • Case 2: non charged engine
  • Diff. BARO mean value vs. MAP mean value not calibrated kPa
  • Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa
  • Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa
  • Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa
  • Diff. BARO mean value vs. MAP mean value not calibrated kPa
  • Case A: engine stop during DCY
  • Engine stopped
  • Vehicle speed < 1 mph
  • Engine @ driving cycle not calibrated
  • For time >= 10.0 s
  • Case B: engine stop @ start of DCY
  • Engine stopped
  • Vehicle speed < 1 mph
  • Engine @ driving cycle not calibrated
  • 3.0 s
  • Continuous
Manifold Absolute Pressure (MAP) Sensor ECM Keep Alive-Time: Cross Check
  • Case 1: charged engine
  • Diff. BARO vs. MAP > 8.50 kPa
  • Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa
  • Diff. turbocharger boost pressure vs. MAP > 8.50 kPa
  • Case 2: non charged engine
  • Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa
  • Engine stopped
  • Vehicle speed < 1 mph
  • ECM keep alive time 10.0 - 6, 553.5 s
Manifold Absolute Pressure (MAP) Sensor Idle Speed: Cross Check
  • Case 1: charged engine
  • Diff. BARO vs. turbocharger boost pressure <= 268.69 kPa
  • Diff. turbocharger boost pressure @ full load vs. MAP @ full load > 10.0 kPa
  • Case 2: non charged engine
  • MAP not calibrated kPa
  • Throttle position <= 119.5° TPS
  • Engine speed <= 0 RPM
  • And
  • Time since idle speed > 10.0 s
  • For time >= 10.0 s
Manifold Absolute Pressure (MAP) Sensor Full Load: Cross Check
  • Diff. BARO vs. MAP > 543.40 kPa
  • Engine speed 3, 000 - 8, 160 RPM
  • Throttle position >= 26.602 - 79.003° TPS
  • For time >= 2.0 s
P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low Manifold Absolute Pressure (MAP) Sensor Circuit Low
  • Intake manifold pressure sensor voltage < 0.20 V
  
  • 480.0 ms
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- If there is no fault found with the Charge Air Pressure Sensor -G31- or its associated wiring, check for any related TSB's. The Altitude (Baro) sensor is located within the ECM and will require replacement of the ECM if faulty. Check the Baro reading with a scan tool vs. actual Baro for the area. If Baro is off by more than 10%, replace the Engine Control Module -J623-. Refer to appropriate Service Information.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High Manifold Absolute Pressure (MAP) Sensor Circuit High
  • Intake manifold pressure sensor voltage > 4.80 V
  
  • 480.0 ms
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1 Intake Air Temperature (IAT) Sensor @ Manifold Cross Check
  • High side: reference measuring
  • Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K
  • Diff. IAT @ manifold @ cold start vs. ECT downstream engine @ cold start not calibrated K
  • Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Or
  • Low side: reference measuring
  • Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25.0 K
  • Diff. ECT downstream engine @ cold start vs. IAT @ manifold @ cold start > 25.0 K
  • Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 25.0 K
  • Min. amount of faulty reference measurements to detect 2.0 [-]
  • Engine off time >= 360.0 min
  • Engine off time plausible
  • Time after engine start <= 1, 400.0 s
  • Depending on temperature slope @ cold start:
  • Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K
  • Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K
  • Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K
  • Diff. actual AAT vs. AAT @ start of DCY < 256.0 K
  • For time >= 1.0 s
  • Depending on mean value condition
  • Mean value of all temperature sensors @ cold start >= -256° C
  • Number of valid sensors >= 2.0 [-]
  • Depending on block heater / solar radiation detection
  • Time after engine start >= 0.5 s
  • Vehicle speed >= 22 mph
  • For time >= 20.0 s
  • Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K
  • Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K
  • Diff. actual AAT vs. min. AAT < 4.0 K
  • Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0112 Intake Air Temperature Sensor 1 Circuit Low Bank 1 Intake Air Temperature (IAT) Sensor Short To Ground
  • IAT sensor voltage < 0.10 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0113 Intake Air Temperature Sensor 1 Circuit High Bank 1 Intake Air Temperature (IAT) Sensor Open Circuit
  • IAT sensor voltage > 4.50 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0116 Engine Coolant Temperature Sensor 1 Circuit Range/Performance Engine Coolant Temperature (ECT) Sensor Downstream Rationality Check High
  • ECT downstream engine @ engine start > 40 - 80° C
  • Cross checks finished
  • Engine running
  • Engine off time >= 360.0 min
  • Valid AAT signal for time >= 2.0 s
  • Valid engine stop signal for time >= 2.0 s
  • 1.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Inappropriately Low
  • Diff. min temperature of cross check sensors vs. ECT downstream engine @ engine start >= 25° C
  • Cross checks finished
Engine Coolant Temperature (ECT) Sensor Downstream Rationality Check Low
  • Difference between modelled and measured ECT downstream > 5.0 K
  • ECT downstream engine -128 - 127° C
  • Time after engine start > 60.0 s
  • 30.0 s
  • Once / DCY
Engine Coolant Temperature (ECT) Sensor Downstream Rationality Check High
  • Difference between maximum and minimum temperature of < 1° C
  • ECT downstream engine > -256° C
  • IAT @ throttle -48 - 143° C
  • Depending on thermostat control:
  • ECT downstream engine not calibrated ° C
  • Or
  • ECT downstream engine not calibrated ° C
  • Engine not calibrated
  • And
  • Engine part load
  • Or
  • Engine full load
  • Engine speed > 1, 300 RPM
  • Vehicle speed >= 12 mph
  • Engine load > 2.0%
  • For time >= 20.0 - 43.0 s
  • Engine idle
  • Vehicle speed < 3 mph
  • Or
  • Fuel cut off active
  • Or
  • Engine stop
  • For time >= 20.0 - 43.0 s
  • Time after engine start > 100.0 s
  • 1.0 s
  • Once / DCY
P0117 Engine Coolant Temperature Sensor 1 Circuit Low Engine Coolant Temperature (ECT) Sensor Downstream Engine Short To Ground
  • ECT sensor voltage downstream engine < 0.30 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0118 Engine Coolant Temperature Sensor 1 Circuit High Engine Coolant Temperature (ECT) Sensor Downstream Short To Battery / Open Circuit
  • ECT sensor voltage downstream engine > 4.90 V
  • IAT @ throttle >= -33° C
  • Time after engine start > 60.0 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance Throttle Position Sensor (TPS) 1 Rationality Check
  • Difference between TPS 1 and TPS 2 > 6.499° TPS
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
  • Normalised difference between measured and modeled value of mass air flow from TPS 1 >= 1.0 [-]
  • Or
  • Relative mass air flow integral from TPS 1 > 60.0 [-]
  • 0.01 s
  • Continuous
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low Throttle Position Sensor (TPS) 1 Short To Ground / Open Circuit
  • Throttle position sensor 1 voltage < 0.15 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High Throttle Position Sensor (TPS) 1 Short To Battery Plus
  • Throttle position sensor 1 voltage > 4.85 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Short To Ground
  • O2S sensor voltage < 0.15 V
  • Engine running
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Short To Battery Plus
  • O2S sensor voltage > 5.20 - 5.35 V
  • Engine running
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P0133  O2 Sensor Circuit Slow Response Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Dynamic Path Response Check
  • Case 1: With arithmetic filtering : average check
  • Mean value of normalized signal amplitude not active [-]
  • Or
  • Ratio check
  • Ratio of failed diagnostic cycle not active [-]
  • Case 2: With EWMA filtering
  • Mean value of normalized signal amplitude >= 1.10 [-]
  • Conditions range 1:
  • (Standard parameters)
  • General conditions:
  • Time after engine start >= 0.0 s
  • ECT downstream engine >= -48° C
  • Vehicle speed >= 0 mph
  • Integrated air mass after gear change 0.0 g
  • MAF 0.0 mg/stk
  • Integrated air mass per cylinder >= 0.0 kg
  • Static conditions:
  • O2S front ready
  • Lambda stimulation active lambda control value -35.0 - 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
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • Catalyst purge not active limited dynamic conditions:
  • Integrated air mass after dynamic conditions are fulfilled not calibrated g
  • Dynamic engine speed < 150 RPM
  • Dynamic MAF not calibrated mg/stk
  • Or
  • 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 >= 22 mph
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 1.0 s
  • Engine speed 1, 216 - 3, 008 RPM
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Fast trim control ready
  • Proportional part of secondary fuel control loop not calibrated %
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not calibrated
  • And
  • Heat input conditions
  • Integrated heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start > 6, 553.5 s
  • Or
  • Time after first start of driving cycle > 6, 553.5 s
  • And
  • Depending on scavenging
  • Integrated air mass after end of scavenging >= 50.0 g
  • And
  • Depending on lambda controller deviation
  • Deviation of lambda controller set point and actual value during diagnosis < 24.99%
  • Or
  • Deviation of lambda controller output below set point during diagnosis < -22.80 - -6.0%
  • Or
  • Deviation of lambda controller output over set point during diagnosis < 7.0 - 24.99%
  • And
  • Temperature conditions
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature once after engine start > 510° C
  • Modeled catalyst temperature @ start of diagnosis 510 - 870° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Integrated air mass, catalyst temperature conditions fulfilled > 0.0 - not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -100.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -180.0 - 180.0 K
  • Modeled EGT @ O2S rear < 900° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 89.99 - 1, 389.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 30.0 - 180.0 kg/h
  • MAF per cylinder during diagnosis not calibrated kg/h
  • Load conditions:
  • Air mass set point not calibrated mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time not calibrated s
  • And
  • Low dynamic conditions:
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 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
  • 1 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 >= 1.10 [-]
  • 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 >= 0.3 - 2.0 kg
  • Vehicle speed >= 0 mph
  • Static condition
  • Engine speed 1, 216 - 3, 008 RPM
  • MAF per cylinder 20.0 - 150.0 kg/h
  • Vehicle speed >= 3 mph
  • Dynamic conditions
  • Dynamic engine speed < 288 RPM
  • Dynamic torque < 80.0 Nm
  • Absolute dynamic MAF < 70.0 kg/h
  • Activation due to canister purge
  • Canister purge no purge
  • Or
  • Canister purge not active
  • Or
  • Canister purge wait ramp open
  • Or
  • Canister purge min purge
  • And
  • Canister load known
  • Or
  • Canister purge not calibrated
  • And
  • Moving mean value canister load <= 1.80 [-]
P0135  O2 Sensor Heater Circuit Bank 1 Sensor 1 Oxygen Sensors (O2S) Heater Front Functional Check
  • O2S ceramic temp. < 630° 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
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Short To Battery
  • O2S sensor voltage > 5.2 - 5.35 V
  • O2S heater active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013A  O2 Sensor Slow Response - Rich to Lean Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Rich To Lean Transition Response Check
  • Case 1: with arithmetic filtering
  • Gradient sensor voltage not calibrated mV/s
  • Or
  • Gradient sensor voltage not calibrated mV/s
  • Case 2: with EWMA filtering
  • Gradient sensor voltage < 900.0 mV/s
  • General conditions:
  • Vehicle speed >= 22 mph
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 1.0 s
  • Integrated heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start > 6, 553.5 s
  • Engine speed 1, 216 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Fast trim control ready
  • Proportional part of secondary fuel control loop not calibrated [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Number of checks not calibrated [-]
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • And
  • Depending on scavenging
  • Integrated air mass after end of scavenging >= 50.0 g
  • And
  • Depending on lambda controller deviation
  • Deviation of lambda controller set point and actual value during diagnosis < 24.99%
  • Or
  • Deviation of lambda controller output below set point during diagnosis < -22.8 - -6.0%
  • Or
  • Deviation of lambda controller output over set point during diagnosis < 7.0 - 24.99%
  • And
  • Temperature conditions:
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature once after engine start > 510° C
  • Modeled catalyst temperature @ start of diagnosis 510 - 870° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Integrated air mass, catalyst temperature conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -100.0 - 100.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -180.0 - 180.0 K
  • Modeled EGT @ O2S rear <= 900° C
  • Air mass conditions
  • Air mass @ start of diagnosis 89.99 - 1, 389.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 30.0 - 180.0 kg/h
  • MAF per cylinder during diagnosis not calibrated kg/h
  • Load conditions:
  • Air mass set point not calibrated mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time not calibrated s
  • And
  • Low dynamic conditions
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 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 to start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • Gradient rich to lean diagnosis conditions
  • Internal resistance O2S rear <= 700.0 Ω
  • Modeled catalyst temperature once after engine start >= 0 - 1, 775° C
  • Modeled EGT @ O2S rear >= 0 - 1, 775° C
  • MAF per cylinder @ start of diagnosis 0.0 - 2, 047.97 kg/h
  • 0.0 (FTP75: 50.0) s
  • Once / DCY
  • 1 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013B  O2 Sensor Slow Response - Lean to Rich Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Lean To Rich Transition Response Check
  • Case 1: with arithmetic filtering
  • Gradient sensor voltage not calibrated mV/s
  • Or
  • Gradient sensor voltage not calibrated mV/s
  • Case 2: with EWMA filtering
  • Gradient sensor voltage < 650.0 mV/s
  • General conditions:
  • Vehicle speed >= 22 mph
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 1.0 s
  • Integrated heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start > 6, 553.5 s
  • Engine speed 1, 216 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output @ start diagnosis < 10.0%
  • Fast trim control ready
  • Proportional part of secondary fuel control loop not calibrated [-]
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Number of checks not calibrated [-]
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • And
  • Depending on scavenging
  • Integrated air mass after end of scavenging >= 50.0 g
  • And
  • Depending on lambda controller deviation
  • Deviation of lambda controller set point and actual value during diagnosis < 24.99%
  • Or
  • Deviation of lambda controller output below set point during diagnosis < -22.8 - -6.0%
  • Or
  • Deviation of lambda controller output over set point during diagnosis < 7.0 - 24.99%
  • And
  • Temperature conditions:
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature once after engine start > 510° C
  • Modeled catalyst temperature @ start of diagnosis 510 - 870° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Integrated air mass, catalyst temperature conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature @ start of diagnosis -100.0 - 100.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -180.0 - 180.0 K
  • Modeled EGT @ O2S rear <= 900° C
  • Air mass conditions
  • Air mass @ start of diagnosis 89.99 - 1, 389.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder @ start of diagnosis 30.0 - 180.0 kg/h
  • MAF per cylinder during diagnosis not calibrated kg/h
  • Load conditions:
  • Air mass set point not calibrated mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time not calibrated s
  • And
  • Low dynamic conditions
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 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 to start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • Gradient rich to lean diagnosis conditions
  • Internal resistance O2S rear <= 700.0 Ω
  • Modeled catalyst temperature once after engine start >= 0 - 1, 775° C
  • Modeled EGT @ O2S rear >= 0 - 1, 775° C
  • MAF per cylinder @ start of diagnosis 0.0 - 2, 047.97 kg/h
  • 0.0 (FTP75: 50.0) s
  • Once / DCY
  • 1 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013E  O2 Sensor Delayed Response - Rich to Lean Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Delayed Response Monitoring, Delay Measurement
  • Sensor signal delay time > 0.9 s
  • General conditions:
  • Intrusive lambda ramp request not active
  • Catalyst monitor lambda modulation request active
  • Vehicle speed >= 22 mph
  • Barometric pressure >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature @ start of diagnosis > 510° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Diff. between dynamic and stationary catalyst temperature -180 - 180° C
  • Integrated air mass, catalyst temp. conditions fulfilled >= 0.0 g
  • Modeled EGT @ O2S rear <= 900° C
  • MAF per cylinder 30.0 - 180.0 kg/h
  • Air mass, lower range >= 89.99 - 100.0 mg/stk
  • Air mass, upper range <= 650.0 - 1, 389.0 mg/stk
  • And
  • Engine load not calibrated %
  • Air mass set point not calibrated g/stk
  • Accelerator pedal value not calibrated %
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • For time not calibrated s
  • Depending on scavenging:
  • Integrated air mass after end of scavenging
  • And
  • Low dynamic conditions
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 mg/stk
  • Dynamic lambda controller output < 20.0%
  • And
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Time after a catalyst purge phase >= 1.0 s
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass >= 0.0 g
  • Engine speed 1, 216 - 3, 008 RPM
  • Deviation of lambda controller output < 50.0%
  • Proportional part of secondary fuel control loop not calibrated %
  • Coasting function not active
  • O2S heater rear active
  • Lambda adaptation not active
  • Valve lift not equipped
  • And
  • Heat input conditions integrated
  • Heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start not calibrated s
  • Or
  • Time after first start of driving cycle > 6, 553.5 s
  • And
  • Depending on Lambda control:
  • Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-]
  • Or
  • Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-]
  • Depending on canister purge:
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Or
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Or
  • Evap purge valve not calibrated
  • Or
  • Evap purge valve not calibrated
  • Or
  • Evap purge not calibrated
  • Or
  • Depending on canister purge closing:
  • Canister purge (conditions) not calibrated
  • Canister purge valve (closing time) not calibrated s
  • And
  • Choice of:
  • Evap purge valve not calibrated
  • Or
  • Evap purge valve not calibrated
  • And
  • Modeled air mass integral > 50.0 g
  • Integrated air mass per cylinder >= 1.4 - 1.8 kg
  • 0.0 (FTP75: 50.0) s
  • Once / DCY
  • 1 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P013F  O2 Sensor Delayed Response - Lean to Rich Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Delayed Response Monitoring, Delay Measurement
  • Sensor signal delay time > 1.5 s
  • General conditions:
  • Intrusive lambda ramp request not active
  • Catalyst monitor lambda modulation request active
  • Vehicle speed >= 22 mph
  • Barometric pressure >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature @ start of diagnosis > 510° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Diff. between dynamic and stationary catalyst temperature -180 - 180° C
  • Integrated air mass, catalyst temp. conditions fulfilled >= 0.0 g
  • Modeled EGT @ O2S rear <= 900° C
  • MAF per cylinder 30.0 - 180.0 kg/h
  • Air mass, lower range >= 89.99 - 100.0 mg/stk
  • Air mass, upper range <= 650.0 - 1, 389.0 mg/stk
  • And
  • Engine load not calibrated %
  • Air mass set point not calibrated g/stk
  • Accelerator pedal value not calibrated %
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • For time not calibrated s
  • Depending on scavenging:
  • Integrated air mass after end of scavenging
  • And
  • Low dynamic conditions
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 mg/stk
  • Dynamic lambda controller output < 20.0%
  • And
  • Integrated air mass after dynamic conditions are fulfilled > 20.0 g
  • Time after a catalyst purge phase >= 1.0 s
  • O2S rear voltage @ diagnosis start >= 0.55 V
  • Integrated air mass >= 0.0 g
  • Engine speed 1, 216 - 3, 008 RPM
  • Deviation of lambda controller output < 50.0%
  • Proportional part of secondary fuel control loop not calibrated %
  • Coasting function not active
  • O2S heater rear active
  • Lambda adaptation not active
  • Valve lift not equipped
  • And
  • Heat input conditions integrated
  • Heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start not calibrated s
  • Or
  • Time after first start of driving cycle > 6, 553.5 s
  • And
  • Depending on Lambda control:
  • Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-]
  • Or
  • Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-]
  • Depending on canister purge:
  • Canister load not calibrated [-]
  • Evap purge flow not calibrated
  • Or
  • Canister load calculation not calibrated
  • Evap purge flow not calibrated
  • Or
  • Evap purge valve not calibrated
  • Or
  • Evap purge valve not calibrated
  • Or
  • Evap purge not calibrated
  • Or
  • Depending on canister purge closing:
  • Canister purge (conditions) not calibrated
  • Canister purge valve (closing time) not calibrated s
  • And
  • Choice of:
  • Evap purge valve not calibrated
  • Or
  • Evap purge valve not calibrated
  • And
  • Modeled air mass integral > 50.0 g
  • Integrated air mass per cylinder >= 1.4 - 1.8 kg
  • 0.0 (FTP75: 50.0) s
  • Once / DCY
  • 1 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) > 25, 000.0 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 - 25, 000.0 Ω
  • Actuator commanded on
  • For time >= 20.0 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 .-- Replace the Engine Control Module -J623-. Refer to appropriate Service Information.
  • 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
  • ECT downstream engine > 20° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • And
  • Evap purge valve closed
  • Or
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Or
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Or
  • Upper limit of lambda controller output not calibrated
  • And
  • Evap purge flow at min. value
  • 25.0 s
  • Continuous
  • 2 DCY
 -- Check the intake system visually for leaks (false air).-- Check the vacuum lines visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0172 System Too Rich Bank 1 Fuel System Too Rich
  • Lambda controller output < -35.0%
  • Lambda control closed loop
  • Air mass > 60.0 mg/stk
  • Engine speed > 576 RPM
  • ECT downstream engine > 20° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Oil dilution not detected
  • And
  • Evap purge valve closed
  • Or
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Or
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Or
  • Upper limit of lambda controller output not calibrated
  • And
  • Evap purge flow at min. value
  • 60.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0190 Fuel Pressure Regulator 1 Control Circuit/Open Fuel Pressure LP Sensor Short To Battery / Open Circuit
  • High fuel pressure sensor voltage > 4.80 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1 Fuel Rail Pressure (FRP) Sensor Out Of Range High
  • Fuel pressure > 26, 500.18 kPa
  • Engine speed > 512; < 6, 816 RPM
  • Time after engine start > 10.0 s
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P0192 Fuel Rail Pressure Sensor Circuit Low Bank 1 Fuel Pressure LP Sensor Short To Ground
  • High fuel pressure sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance Fuel Rail Pressure (FRP) Sensor Rationality Check Low
  • Deviation lambda of controller included adaptation < -22.50%
  • And
  • High pressure controller output > 40.0 mg
  • General:
  • Engine speed 512 - 6, 816 RPM
  • Fuel mass set point 5.0 - 1, 389.0 mg/stk
  • Time after change to DFI not equipped s
  • Time after engine start > 10.0 s
  • Engine warm-up not active
  • Catalyst heating not active
  • Full load not active
  • Catalyst purge not active
  • Lambda control closed loop
  • Evap purge functionality diagnosis not active
  • Fuel pressure set point gradient <= 34, 777.60 kPa
  • And
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 5.0 mg/stk
  • For time >= 10.0 s
  • Fuel mass set point upper range < 187.17 - 229.23 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk
  • For time >= 5.0 s
  • And
  • Depending on canister purge:
  • Canister load <= 1.0 [-]
  • Or
  • Evap purge valve not active or closed
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
Fuel Rail Pressure (FRP) Sensor Rationality Check High
  • Deviation lambda of controller included adaptation > 30.0%
  • And
  • High pressure controller output < -35.0 mg
  • General:
  • Engine speed 608 - 6, 816 RPM
  • Fuel mass set point 5.0 - 1, 389.0 mg/stk
  • Time after change to DFI not equipped s
  • Time after engine start > 10.0 s
  • Engine warm-up not active
  • Catalyst heating not active
  • Full load not active
  • Catalyst purge not active
  • Lambda control closed loop
  • Evap purge functionality diagnosis not active
  • Fuel pressure set point gradient <= 34, 777.60 kPa
  • And
  • Depending on low dynamic conditions:
  • Fuel mass set point lower range > 5.0 mg/stk
  • For time >= 10.0 s
  • Fuel mass set point upper range < 187.17 - 229.23 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk
  • For time >= 5.0 s
  • And
  • Depending on canister purge:
  • Canister load <= 1.0 [-]
  • Or
  • Evap purge valve not active or closed
P0201 Cylinder 1 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injector Electrical Error
  • Indeterminate fault pattern via powerstage diagnosis detected
  • And
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Or
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25
  • Or
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0
  • Or
  • Power stage temperature > 150° C
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0202 Cylinder 2 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injector Electrical Error
  • Indeterminate fault pattern via powerstage diagnosis detected
  • And
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Or
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25
  • Or
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0
  • Or
  • Power stage temperature > 150° C
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0203 Cylinder 3 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injector Electrical Error
  • Indeterminate fault pattern via powerstage diagnosis detected
  • And
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Or
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25
  • Or
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0
  • Or
  • Power stage temperature > 150° C
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0204 Cylinder 4 Injector "A" Circuit Fuel Injector Open Circuit
  • Fault pattern for open circuit via power stage diagnosis detected
  • Injector low side voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Short Circuit
  • Fault pattern for short circuit via power stage diagnosis detected
  • Injector current rise time during peak phase < 0.064 ms
Fuel Injector Electrical Error
  • Indeterminate fault pattern via powerstage diagnosis detected
  • And
  • Injector low side voltage < 2.0 V
  • Injector low side switch current > 25.0 A
  • Or
  • Injector low side voltage < 2.0 V
  • Injector high side switch current > 25
  • Or
  • Injector low side voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current > 25
  • Or
  • Injector voltage < 2.0 V
  • Injector low side switch current (hardware values) > 9.0 - 14.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector low side switch current > 25.0 A
  • Or
  • Injector load resistance to ground and battery > 20.0 Ω
  • Injector high side switch current > 25.0
  • Or
  • Power stage temperature > 150° C
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance Throttle Position Sensor (TPS) 2 Rationality Check
  • Normalized difference between measured and modeled value of mass air flow from TPS 2 >= 1.0 [-]
  • Or
  • Relative mass air flow integral from TPS 2 > 60.0 [-]
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active
  • 0.01 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low Throttle Position Sensor (TPS) 2 Short To Ground / Open Circuit
  • Throttle position sensor 2 voltage < 0.15 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High Throttle Position Sensor (TPS) 2 Short To Battery Plus
  • Throttle position sensor 2 voltage > 4.85 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0230 Fuel Pump Primary Circuit Fuel Pump Control Module (FPCM) Open Circuit
  • Phase current < 0.3 A
  • For consecutive number of checks 20.0 [-]
  
  • 1.7 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
Fuel Pump Control Module (FPCM) Short Circuit
  • Phase current >= 25.0 A
  • 1.5 s
  • Continuous
P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance Turbocharger (TC) Boost Pressure Sensor Engine Standing: Cross Check
  • Diff. turbocharger boost pressure vs. MAP > 8.50 kPa
  • Diff. BARO vs. turbocharger boost pressure > 8.50 kPa
  • Diff. BARO vs. MAP <= 8.50 kPa
  • Case 1: engine stop during DCY
  • Engine stopped
  • Vehicle speed < 1 mph
  • Engine @ driving cycle not calibrated
  • For time >= 10.0 s
  • Case 2: engine stop @ start of DCY
  • Engine stopped vehicle speed < 1 mph
  • Engine @ driving cycle not calibrated
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
Turbocharger (TC) Boost Pressure Sensor ECM Keep Alive-Time: Cross Check
  • Engine stopped
  • Vehicle speed < 1 mph
  • ECM keep alive-time 10.0 - 6, 553.5 s
Turbocharger (TC) Boost Pressure Sensor Idle Speed: Cross Check
  • Diff. BARO vs. turbocharger boost pressure > 268.69 kPa
  • Diff. turbocharger boost pressure > 10.0 kPa
  • Throttle position <= 119.5° TPS
  • Engine speed <= 0 RPM
  • And
  • Time since idle speed > 10.0 s
  • For time >= 10.0 s
Turbocharger (TC) Boost Pressure Sensor Full Load: Cross Check
  • Diff. turbocharger boost pressure vs. MAP > 10.0 kPa
  • Case 1:
  • Diff. BARO vs. turbocharger boost pressure @ fuel cut off > 271.70 kPa
  • Case 2:
  • Diff. BARO vs. turbocharger boost pressure @ idle speed > 271.70 kPa
  • Engine speed 3, 000 - 8, 160 RPM
  • Throttle position >= 26.602 - 79.003° TPS
  • For time >= 2.0 s
P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low Turbocharger (TC) Boost Pressure Sensor Circuit Low
  • Turbocharger boost pressure sensor voltage < 0.20 V
  
  • 480.0 ms
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High Turbocharger (TC) Boost Pressure Sensor Circuit High
  • Turbocharger boost pressure sensor voltage > 4.80 V
  
  • 480.0 ms
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
P025A Fuel Pump Module "A" Control Circuit/Open Fuel Pump Control (FP) Open Circuit
  • Signal voltage, lower range > 1.92 - 2.21 V
  • And
  • Signal voltage, upper range < 2.84 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P025C Fuel Pump Module "A" Control Circuit Low Fuel Pump Control (FP) Short To Ground
  • Signal voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P025D Fuel Pump Module "A" Control Circuit High Fuel Pump Control (FP) Short To Battery Plus
  • Power stage temperature > 160.0 - 200.0° C
  • Or
  • Signal current > 100.0 - 180.0 mA
  • Actuator commanded on
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
P0261 Cylinder 1 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
  • And
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
P0262 Cylinder 1 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver high side switch current > 25.0 A
P0264 Cylinder 2 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
  • And
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
P0265 Cylinder 2 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver high side switch current > 25.0 A
P0267 Cylinder 3 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
  • And
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
P0268 Cylinder 3 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver high side switch current > 25.0 A
P0270 Cylinder 4 Injector "A" Circuit Low Fuel Injector Circuit Low
  • Fault pattern for circuit low via power stage diagnosis detected
  • Injector voltage < 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit Low (Low Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
  • And
  • Injector driver low side switch current < 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit Low (High Side)
  • Injector driver voltage < 2.0 V
  • And
  • Injector driver high side switch current < 25.0 A
P0271 Cylinder 4 Injector "A" Circuit High Fuel Injector Circuit High
  • Fault pattern for circuit high via power stage diagnoses detected
  • Injector voltage > 2.0 V
  • Engine stop not active
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 s
  • 8, 640.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
Fuel Injector Circuit High (Low Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver low side switch current > 25.0 A
  • Engine running
  • ECT downstream engine >= -30° C
  • Engine speed < 7, 000 RPM
  • Injection time >= 0.0 ms
  • 720.0° CRK
  • Continuous
Fuel Injector Circuit High (High Side)
  • Injector driver voltage > 2.0 V
  • And
  • Injector driver high side switch current > 25.0 A
P0299 Turbocharger/Supercharger "A" Underboost Condition Turbocharger (TC) Boost Pressure Control Out Of Range Low
  • Pressure upstream throttle < 70.0 - 225.0 kPa
  • And
  • Diff. previous pressure upstream > 5.0 kPa
  • General:
  • Engine running
  • Monitor entry conditions
  • Boost pressure control active
  • Turbo charger bypass valve closed
  • For time >= 1.0 s
  • And
  • Ratio boost pressure downstream turbo charger and boost pressure upstream turbo charger > 1.50 [-]
  • For time >= 1.5 - 3.5 s
  • And
  • Engine speed > 2, 700 - 3, 500 RPM
  • BARO > 73.0 kPa
  • ECT downstream engine > -10° C
  • Fuel cut off not active
  • Fuel level >= 0.0%
  • Debounce timer:
  • Monitor entry conditions fulfilled for time >= 0.4 s
  • 4.0 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .
P02CC Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit Fuel System Adaptation Value Monitoring (Bottom Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction < 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02CD Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit Fuel System Adaptation Value Monitoring (Top Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction > 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02CE Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit Fuel System Adaptation Value Monitoring (Bottom Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction < 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02CF Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit Fuel System Adaptation Value Monitoring (Top Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction > 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D0 Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit Fuel System Adaptation Value Monitoring (Bottom Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction < 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D1 Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit Fuel System Adaptation Value Monitoring (Top Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction > 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D2 Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit Fuel System Adaptation Value Monitoring (Bottom Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction < 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02D3 Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit Fuel System Adaptation Value Monitoring (Top Limit)
  • Adaptive value of cylinder individual min. fuel mass injection time correction > 179 μs
  • Diff. electrically actuated and hydraulically actuated start of 0 - 805 μs
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02EE Cylinder 1 Injector Circuit Range/Performance Fuel System Adaptation Monitoring Functional Check
  • Injection close time not detected
  • Or
  • Fuel injector induction voltage not detected
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02EF Cylinder 2 Injector Circuit Range/Performance Fuel System Adaptation Monitoring Functional Check
  • Injection close time not detected
  • Or
  • Fuel injector induction voltage not detected
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02F0 Cylinder 3 Injector Circuit Range/Performance Fuel System Adaptation Monitoring Functional Check
  • Injection close time not detected
  • Or
  • Fuel injector induction voltage not detected
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P02F1 Cylinder 4 Injector Circuit Range/Performance Fuel System Adaptation Monitoring Functional Check
  • Injection close time not detected
  • Or
  • Fuel injector induction voltage not detected
  • Fuel pressure 2, 500.53 - 34, 777.60 kPa
  • (High pressure side)
  • ECT downstream engine -48 - 143° C
  • Modeled fuel temperature @ injector -48 - 143° C
  • Engine speed 0 - 5, 024 RPM
  • Vehicle speed <= 407 mph
  • Fuel mass set point <= 1, 389.0 mg/stk
  • Fuel cut off not active
  • 5.0 seg
  • Continuous
  • 2 DCY
 -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
P0300 Random/Multiple Cylinder Misfire Detected Misfire Crankshaft Speed Fluctuation (Multiple)
  • Number of cylinders with emission threshold misfire within 4, 000 revolutions >= 2.0 [-]
  • Or
  • Number of cylinders with emission threshold misfire within 1, 000 revolutions >= 2.0 [-]
  • Emission threshold misfire detected
  • 1, 000 rev
  • Continuous
  • 2 DCY
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Number of cylinders with catalyst damaging misfire >= 2.0 [-]
  • Catalyst damaging misfire detected
  • 200 rev
  • Continuous
  • Immediately
P0301  Cylinder 1 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • Catalyst damaging misfire rate > 6.58 - 19.23%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • Engine load > 3.5 - 36.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • Or
  • ECT downstream engine @ engine start > -48° C
  • And
  • Fuel cut off not active
  • Or
  • Single fuel cut off not active
  • Or
  • Number of fade out cylinders < 2.0 [-]
  • And
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • And
  • Dynamic of engine load not calibrated %
  • And
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Or
  • Dynamic of ignition angle not calibrated ° CRK
  • And
  • Rough road not detected
  • 200 rev
  • Continuous
  • Immediately
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 4 x 1, 000 rev
  • Continuous
P0302  Cylinder 2 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • Catalyst damaging misfire rate > 6.58 - 19.23%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • Engine load > 3.5 - 36.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • Or
  • ECT downstream engine @ engine start > -48° C
  • And
  • Fuel cut off not active
  • Or
  • Single fuel cut off not active
  • Or
  • Number of fade out cylinders < 2.0 [-]
  • And
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • And
  • Dynamic of engine load not calibrated %
  • And
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Or
  • Dynamic of ignition angle not calibrated ° CRK
  • And
  • Rough road not detected
  • 200 rev
  • Continuous
  • Immediately
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 4 x 1, 000 rev
  • Continuous
P0303  Cylinder 3 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • Catalyst damaging misfire rate > 6.58 - 19.23%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • Engine load > 3.5 - 36.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • Or
  • ECT downstream engine @ engine start > -48° C
  • And
  • Fuel cut off not active
  • Or
  • Single fuel cut off not active
  • Or
  • Number of fade out cylinders < 2.0 [-]
  • And
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • And
  • Dynamic of engine load not calibrated %
  • And
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Or
  • Dynamic of ignition angle not calibrated ° CRK
  • And
  • Rough road not detected
  • 200 rev
  • Continuous
  • Immediately
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 4 x 1, 000 rev
  • Continuous
P0304  Cylinder 4 Misfire Detected Misfire Crankshaft Speed Fluctuation (Single Or Multiple)
  • Catalyst damage misfire:
  • Catalyst damaging misfire rate > 6.58 - 19.23%
  • Initial engine speed > 550 RPM
  • Engine speed > 550 RPM
  • Engine speed < 6, 848 RPM
  • Time after engine start not calibrated s
  • Engine load > 3.5 - 36.0%
  • Depending on ECT downstream engine @ start
  • ECT downstream engine @ engine start <= -48° C
  • Then activation if
  • ECT downstream engine >= 20° C
  • Or
  • ECT downstream engine @ engine start > -48° C
  • And
  • Fuel cut off not active
  • Or
  • Single fuel cut off not active
  • Or
  • Number of fade out cylinders < 2.0 [-]
  • And
  • Dynamic manifold air pressure not calibrated kPa
  • Dynamic throttle position not calibrated ° TPS/s
  • And
  • Dynamic of engine load not calibrated %
  • And
  • Engine not calibrated
  • Engine speed not calibrated RPM
  • Dynamic of ignition angle @ idle speed not calibrated ° CRK
  • Or
  • Dynamic of ignition angle not calibrated ° CRK
  • And
  • Rough road not detected
  • 200 rev
  • Continuous
  • Immediately
 -- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Emission threshold misfire within 1, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 1, 000 rev
  • Continuous
  • 2 DCY
  • Emission threshold misfire within 4, 000 rev:
  • Emission threshold misfire rate (MR) > 1.95%
  • 4 x 1, 000 rev
  • Continuous
P0326 Knock/Combustion Vibration Sensor 1 Circuit Range/Performance Bank 1 Or Single Sensor Knock Sensor (KS) Rationality Check Low
  • For time >= 3.0 s
  • Diff. between knock sensor signal and average knock sensor signal < 0.0 - 0.12 V
  • ECT downstream engine > 59° C
  • Air mass > 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
  • For time >= 0.8 s
  • Sensor signal < 0.12 - 0.31 V
  • ECT downstream engine > 59° 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 Activity Check
  • Case 1:
  • Counted exhaust camshaft signals without synchronization >= 17.0 [-]
  • Or
  • Counted intake camshaft signals without synchronization >= 17.0 [-]
  • Case 2:
  • Counted exhaust camshaft signals without synchronization not active [-]
  • Or
  • Counted intake camshaft signals not active [-]
  • Signal edges @ selected camshaft signal detected
  • Choice of:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • Or
  • Synchronization test incorrect
  • Or
  • Engine speed >= 380 RPM
  • Or
  • Engine running
  • Engine stalling >= 5.0 s
  • Or
  • Backwards rotation not detected
  • Or
  • Engine speed >= 400 RPM
  • Engine stop active
  • 0.01 s
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
P0336 Crankshaft Position Sensor "A" Circuit Range/Performance Engine Speed Sensor Out Of Range
  • Counted teeth vs. reference >= 1, 000, 000.0; <= 1, 000.0 μs
  • Engine running
  • 3, 600.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
Crankshaft Position (CKP) Sensor Out Of Range
  • Segment adaptation >= 0.70%
  • Fuel cut off active
  • Delay time >= 5, 760.0° CRK
  • And
  • Diff. actual air mass vs. previous air mass <= 20.01 - 39.99 mg/stk
  • Engine load <= 20.0%
  • Dynamic throttle position <= 269.50 - 398.40° TPS/s
  • Rough road not detected
  • Engine roughness signal not valid
  • Segments in fuel cut-off mode >= 32.0 [-]
  • Segment adaptation finished
  • Engine speed 2, 496 - 5, 024 RPM
  • 4 cylinder engine:
  • Diff. between adapted value of cylinder 1 and cylinder 3 < 0.70%
  • Diff. between adapted value of cylinder 2 and cylinder 4 < 0.70%
  • 180.0° CRK
  • Continuous
Crankshaft Position (CKP) Rationality Check Low
  • Case 1:
  • Engine speed > 8, 160 RPM
  • Time between falling signal edges 0.0 - 50.0 μs
  • Case 2:
  • Engine speed <= 8, 160 RPM
  • Time between signal edges < 30 μs
  • Engine speed >= 400 RPM
  • 45, 720.0° CRK
  • Continuous
Crankshaft Position (CKP) Rationality Check
  • Counted teeth vs. reference >= 1.0 - <= 2.0 [-]
  • General conditions:
  • Engine speed > 320 RPM
  • And
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • Or
  • Case 2:
  • Engine speed >= 380 RPM
  • Or
  • Engine running
  • And
  • Engine stalling >= 5.0 s
  • Or
  • Case 3:
  • Backwards rotation not detected
  • Or
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 1, 800.0° CRK
  • Continuous
  • Crankshaft reference gap not detected
  • General conditions:
  • Reference gap of relucter wheel detected
  • And
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • Or
  • Case 2:
  • Engine speed >= 380 RPM
  • Or
  • Engine running
  • And
  • Engine stalling >= 5.0 s
  • Or
  • Case 3:
  • Backwards rotation not detected
  • Or
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 2, 160.0° CRK
  • Continuous
P0340 Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor Camshaft Position (CMP) Intake Sensor Signal Activity Check
  • No change on signal >= 3.0 [-]
  • Engine speed >= 400 RPM
  • 4, 680.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .
P0341 Camshaft Position Sensor "A" Circuit Range/Performance Bank 1 or Single Sensor Camshaft Position (CMP) Intake Sensor Rationality Check
  • Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-]
  • Or
  • Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-]
  • Or
  • Offset between camshaft and crankshaft < -79.0° CRK
  • Or
  • Offset between camshaft and crankshaft > 15.0° CRK
  • Engine speed 400 - 8, 160 RPM
  • 990.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
Camshaft Position (CMP) Intake Sensor Signal Activity Check
  • Segment time value < 50 μs
  • 1, 440.0° CRK
  • Continuous
Camshaft Position / Crankshaft Position (CMP/CKP) Intake Sensor Adaptation Value Monitoring
  • Adapted value for each edge of the target wheel < -14.0° CRK
  • Or
  • Adapted value for each edge of > 14.0° CRK
  • Camshaft position adjustment active
  • (Exhaust side)
  • Engine speed 288 - 4, 000 RPM
  • Modeled oil temperature >= -15° C
  • Modeled oil temperature <= 160° C
  • Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK
  • And
  • Case 1:
  • Ignition off
  • Engine speed > 380 RPM
  • Engine stalling >= 1.0 s
  • CKP stalling not detected
  • Or
  • Case 2:
  • Engine speed >= 380 RPM
  • Or
  • Engine running
  • And
  • Engine stalling >= 5.0 s
  • CKP stalling not detected
  • Or
  • Case 3:
  • Backwards rotation not detected
  • CKP stalling not detected
  • Or
  • Case 4:
  • Engine speed >= 400 RPM
  • Engine stopped
  • 720.0° CRK
  • Multiple
P0365 Camshaft Position Sensor "B" Circuit Bank 1 Exhaust Camshaft Position (CMP) Sensor Signal Activity Check
  • No change on signal >= 3.0 [-]
  • Engine speed >= 400 RPM
  • 1, 080.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P0366 Camshaft Position Sensor "B" Circuit Range/Performance Bank 1 Camshaft Position (CMP) Exhaust Sensor Rationality Check
  • Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-]
  • Or
  • Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-]
  • Or
  • Offset between camshaft and crankshaft < -24.0° CRK
  • Or
  • Offset between camshaft and crankshaft > 49.0° CRK
  • Engine speed 400 - 8, 160 RPM
  • 990.0° CRK
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Exhaust Camshaft Position (CMP) Sensor Signal Activity Check
  • Segment time value < 50 μs
  • 1, 440.0° CRK
  • Continuous
Exhaust Camshaft Position / Crankshaft Position (CMP/CKP) Sensor Out Of Range
  • Offset between camshaft and crankshaft < -24.0° CRK
  • Or
  • Offset between camshaft and crankshaft > 49.0° CRK
  • Engine synchronization via crankshaft and camshaft not finished
  • Or
  • Engine synchronization via crankshaft and camshaft lost
  • 450.0° CRK
  • Once / DCY
P039B Cylinder 1 Pressure Too High Knock Control Function Check
  • Slow detection:
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 9, 000.0 - 11, 700.0° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-] for time not calibrated ° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • For time not calibrated ° CRK
  • Or
  • Torque limitation factor < 0.80 [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Dynamic engine speed not active
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-]
  • For time >= 540.0° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Or
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Misfire detection active
  • Dynamic engine speed not calibrated
  • Previous cylinder shut-off not active
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
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-] for time not calibrated ° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • For time not calibrated ° CRK
  • Or
  • Torque limitation factor < 0.80 [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Dynamic engine speed not active
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-]
  • For time >= 540.0° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Or
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Misfire detection active
  • Dynamic engine speed not calibrated
  • Previous cylinder shut-off not active
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
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-] for time not calibrated ° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • For time not calibrated ° CRK
  • Or
  • Torque limitation factor < 0.80 [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Dynamic engine speed not active
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-]
  • For time >= 540.0° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Or
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Misfire detection active
  • Dynamic engine speed not calibrated
  • Previous cylinder shut-off not active
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
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • For time >= 5, 760.0 - 6, 840.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-] for time not calibrated ° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-]
  • For time >= 12, 960.0 - 16, 740.0° CRK
  • Or
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • And
  • Ratio between knock sensor and noise level in pre knock window not calibrated [-]
  • And
  • Ratio between knock sensor and knock threshold in main knock window not calibrated [-]
  • For time not calibrated ° CRK
  • Or
  • Torque limitation factor < 0.80 [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Dynamic engine speed not active
  • 900.0° CRK
  • Continuous
  • 2 DCY
 -- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 - G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
  • Fast detection:
  • Ratio between knock sensor and knock threshold in main knock window > 1.5 - 2.5 [-]
  • For time >= 540.0° CRK
  • Or
  • Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.5 [-]
  • For time >= 360.0° CRK
  • Case 1:
  • Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-]
  • Or
  • Case 2:
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Case 3:
  • Ratio between filtered engine roughness and misfire detection threshold not calibrated [-]
  • Or
  • Ratio between normalized engine roughness and misfire detection threshold not calibrated [-]
  • Engine running
  • ECT downstream engine > 59° C
  • Engine speed 1, 216 - 6, 720 RPM
  • Engine load not calibrated %
  • Air mass > 501.0 - 599.0 mg/stk
  • Delay time 0.0 seg
  • And
  • Misfire detection active
  • Dynamic engine speed not calibrated
  • Previous cylinder shut-off not active
P0420  Catalyst System Efficiency Below Threshold Bank 1 Catalyst System NMOG / NMHC / NOX Conversion Capability
  • Arithmetic average
  • Catalyst efficiency not calibrated [-]
  • Or
  • EWMA filtered
  • Catalyst efficiency not calibrated [-]
  • Or
  • Arithmetic average, corrected with measured delay and transition time of oxygen sensors rear
  • Catalyst efficiency not calibrated [-]
  • Or
  • EWMA filtered, corrected with measured delay and transition time of oxygen sensors rear
  • Catalyst efficiency > 1.0 [-]
  • General conditions:
  • Vehicle speed >= 22 mph
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 1.0 s
  • Engine speed 1, 216 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output to start diagnosis < 10.0%
  • Deviation of lambda controller output during diagnosis < 15.0 - 25.0%
  • Fast trim control ready
  • Proportional part of secondary fuel control loop not calibrated %
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • And
  • Heat input conditions
  • Integrated heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start not calibrated s
  • Or
  • Time after first start of driving cycle > 6, 553.5 s
  • And
  • Depending on scavenging:
  • Integrated air mass after end of scavenging >= 50.0 g
  • Temperature conditions:
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature once after engine start > 510° C
  • Modeled catalyst temperature to start diagnosis 510 - 870° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Integrated air mass, catalyst temperature conditions fulfilled not calibrated g
  • Diff. between dynamic and stationary catalyst temperature to start diagnosis -100.0 - 100.0 K
  • Diff. between dynamic and stationary catalyst temperature during diagnosis -180.0 - 180.0 K
  • Modeled EGT @ O2S rear <= 900° C
  • Air mass conditions:
  • Air mass to start diagnosis 89.99 - 1, 389.0 mg/stk
  • Air mass during diagnosis not calibrated mg/stk
  • MAF per cylinder to start diagnosis 30.0 - 180.0 kg/h
  • MAF per cylinder during diagnosis not calibrated kg/h
  • Load conditions:
  • Air mass set point not calibrated mg/stk
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time not calibrated s
  • And
  • Low dynamic conditions:
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 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 to start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • For arithmetic average value calculation:
  • Number of checks required for valid result not calibrated [-]
  • For EWMA-filter:
  • Minimum number of tests per DCY required 1.0 [-]
  • Step change detection will initiate multiple tests per DCY
  • Conditions for step change detection:
  • Relative deviation between new measured value and old EWMA filtered value >= 0.30 - 2.0 [-]
  • Number of checks 6.0 [-]
  • 60.0 - 70.0 s
  • Once / DCY
  • 1 DCY
 -- Check the Three Way Catalytic Converter (TWC). Refer to THREE WAY CATALYTIC CONVERTER (TWC), CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P043E EVAP System Leak Detection Reference Orifice Low Flow Evaporative Emission (EVAP) System Out Of Range High
  • Evap pump current during reference measurement > 40.0 mA
  • For time >= 12.0 s
  • Conditions after engine start:
  • Time after engine start >= 2.0 s
  • Propulsion off time in actual dcy not calibrated s
  • Conditions during engine stop @ ignition off:
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ first start >= 4° C
  • Vehicle speed < 1 mph
  • Time in actual dcy >= 600.0 s
  • Airbag not activated
  • 15.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P043F EVAP System Leak Detection Reference Orifice High Flow Evaporative Emission (EVAP) System Out Of Range Low
  • Evap pump current during reference measurement < 15.0 mA
  • For time >= 12.0 s
  • Conditions after engine start:
  • Time after engine start >= 2.0 s
  • Propulsion off time in actual dcy not calibrated s
  • Conditions during engine stop @ ignition off:
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ first start >= 4° C
  • Vehicle speed < 1 mph
  • Time in actual dcy >= 600.0 s
  • Airbag not activated
  • 15.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0441  EVAP System Incorrect Purge Flow Evaporative Emission (EVAP) Canister Purge Valve Functional Check: Stuck Close
  • Purge valve quality < 0.10 [-]
  • ECT downstream engine > 60° C
  • BARO > 73.0 kPa
  • AAT > 5° C
  • AAT @ start >= 5° C
  • Diff. BARO vs. filtered MAP >= 20.0 kPa
  • Diff. BARO vs. filtered MAP > 25.0 kPa
  • Engine speed < 2, 800 RPM
  • And
  • Ratio MAF @ manifold and MAF max > 0.07 - 0.10 [-]
  • Engine speed > 1, 180 RPM
  • Or
  • Coasting function not calibrated
  • And
  • Vehicle speed >= 11 mph
  • 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 - 2.50 kPa
  • Integrated air mass since engine start >= 0.0 - 5, 000.0 g
  • And
  • Lambda conditions fulfilled
  • Lambda control active
  • Lambda control value -30.0 - 30.0%
  • O2S front 0.90 - 1.10 [-]
  • Or
  • Fuel cut off not calibrated
  • And
  • Case 1:
  • Integrated air mass @ canister purge valve per driving cycle not calibrated g
  • Case 2:
  • Ratio MAF @ canister purge
  • And
  • MAF per cylinder >= 0.0 [-]
  • Or
  • Canister purge sampling rate >= 40.0%
  • And
  • Integrated air mass @ canister purge valve >= 3.0 g
  • Depending on AAT:
  • AAT >= 30° C
  • Canister load <= 0.20 [-]
  • Or
  • AAT >= 50; < 30° C
  • Canister load <= 0.20 [-]
  • Or
  • AAT < 50° C
  • Canister load <= 0.20 [-]
  • 8.5 s
  • Once / DCY
  • 2 DCY
 -- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0442  EVAP System Leak Detected (Small Leak) Evaporative Emission (EVAP) System Small Leak Rationality Check
  • Corrected pump current during rough leak check < 12.12 - 39.6 mA
  • For time >= 600.0 s
  • Conditions after engine start:
  • Time after engine start >= 2.0 s
  • Propulsion off time in actual dcy not calibrated s
  • Conditions during engine stop @ ignition off:
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 mph
  • Time in actual dcy >= 600.0 s
  • Airbag not activated
  • 630.0 s
  • Once / DCY
  • 2 DCY
 -- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0444 EVAP System Purge Control Valve "A" Circuit Open Evaporative Emission (EVAP) Canister Purge Valve Open Circuit
  • Signal voltage, lower range > 1.92 - 2.21 V
  • Signal voltage, upper range < 2.85 - 3.25 V
  • Engine start not active
  • Engine running
  • Evap purge valve opening signal (PWM) > 3.13; <= 98.83%
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0447 EVAP System Vent Control Circuit Open Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit
  • Output voltage, lower range 1.92 - 2.21 V
  • Output voltage, upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P0448 EVAP System Vent Control Circuit Shorted Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
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
  • Pump current measurement time >= 600.0 s
  • Time for valid pump current gradient events not calibrated s
  • Pump current gradient 0.01 - 0.30 mA/s
  • Or
  • Time for low pump current gradient events > 20.0 s
  • Low pump current gradient < 0.0 mA/s
  • Conditions after engine start:
  • Time after engine start >= 2.0 s
  • Propulsion off time in actual dcy not calibrated s
  • Conditions during engine stop @ ignition off:
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ start >= 4° C
  • Vehicle speed < 1 mph
  • Time in actual dcy >= 600.0 s
  • Airbag not activated
  • Evap purge adaptation < 0.30 [-]
  • Time since last evap purge < 60.0 s
  • And
  • Rough leak measurement finished no error detected
  • 630.0 s
  • Once / DCY
  • 2 DCY
 -- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0458 EVAP System Purge Control Valve "A" Circuit Low Evaporative Emission (EVAP) Canister Purge Valve Circuit Low
  • Signal voltage 1.92 - 2.21 V
  • Engine start not active
  • Engine running
  • Evap purge valve opening signal (PWM) <= 98.83%
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P0459 EVAP System Purge Control Valve "A" Circuit High Evaporative Emission (EVAP) Canister Purge Valve Circuit High
  • Actuator temperature > 160 - 200° C
  • Or
  • Signal current > 4.0 - 7.0 A
  • Engine start not active
  • Engine running
  • Evap purge valve opening signal (PWM) <= 98.83%
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance COM: Vehicle Speed Sensor (VSS) Communication With VSS
  • Speed sensor fault value: rationality check low failure
  
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
  • Speed sensor fault value: rationality check high failure
  • Speed sensor fault value: out of range low failure
  • Speed sensor fault value: out of range high failure
P0502 Vehicle Speed Sensor "A" Circuit Low Vehicle Speed Sensor (VSS) Open Circuit
  • Diagnostic signal from output driver failure
  
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
Vehicle Speed Sensor (VSS) Short To Ground
Vehicle Speed Sensor (VSS) Short To Battery Plus
P0506 Idle Control System RPM - Lower Than Expected Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation
  • Diff. actual engine speed vs. engine speed set point < -100 RPM
  • Integrated I-part of idle speed not calibrated
  • General conditions:
  • Vehicle speed 0 mph
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 4.0 kg/h
  • Engine running
  • Time after engine start > 5.0 - 10.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating not active
  • ECT downstream engine > -48° C
  • And
  • Set point change not calibrated RPM
  • For time not calibrated s
  • And
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 mph
  • Engine load < 35.16% (M/T only)
  • For time >= 3.0 s
  • 12.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0507 Idle Control System RPM - Higher Than Expected Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation
  • Diff. actual engine speed vs. engine speed set point > 90 RPM
  • Integrated I-part of idle speed not calibrated
  • General conditions:
  • Vehicle speed 0 mph
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 4.0 kg/h
  • Engine running
  • Time after engine start > 5.0 - 10.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating not active
  • ECT downstream engine > -48° C
  • And
  • Set point change not calibrated RPM
  • For time not calibrated s
  • And
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 mph
  • For time >= 3.0 s
  • 12.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P050A Cold Start Idle Control System Performance Cold Start Monitoring Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation
  • Diff. actual engine speed vs. engine speed set point < -100 RPM
  • Integrated I-part of idle speed not calibrated
  • General conditions:
  • Vehicle speed 0 mph
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 4.0 kg/h
  • Engine running
  • Time after engine start > 5.0 - 10.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating not active
  • ECT downstream engine > -48° C
  • And
  • Set point change not calibrated RPM
  • For time not calibrated s
  • And
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 mph
  • Engine load < 35.16% (M/T only)
  • For time >= 3.0 s
  • 12.0 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
  • Diff. actual engine speed vs. engine speed set point > 90 RPM
  • Integrated I-part of idle speed not calibrated
  • General conditions:
  • Vehicle speed 0 mph
  • Accelerator pedal released by driver
  • Throttle actuator commanded on
  • Evap purge flow < 4.0 kg/h
  • Engine running
  • Time after engine start > 5.0 - 10.0 s
  • Clutch switch not calibrated
  • Barometric pressure > 70.0 kPa
  • Catalyst heating not active
  • ECT downstream engine > -48° C
  • And
  • Set point change not calibrated RPM
  • For time not calibrated s
  • And
  • Additional after dynamic conditions fulfilled:
  • Gear switch not active (A/T only)
  • Accelerator pedal released by driver
  • Vehicle speed 0 mph
  • For time >= 3.0 s
P050B Cold Start Ignition Timing Performance Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor
  • Ratio between ignition angle efficiency integral and time at > 0.15 [-]
  • Engine idle speed
  • Ignition angle efficiency set point <= 0.85 [-]
  • Modeled pressure quotient <= 1.0 [-]
  • Barometric pressure > 0.0 kPa
  • Catalyst heating active
  • Engine start temperature -10 - 80° C
  • Time after engine start > 2.0 s
  • Vehicle speed 0 mph
  • And
  • Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk
  • For time >= 0.0 s
  • And
  • Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM
  • For time >= 0.0 s
  • 5.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P052A Cold Start "A" Camshaft Position Timing Over-Advanced Bank 1 Cold Start Monitoring Variable Valve Timing (VVT) Rationality Check
  • Camshaft position deviation > 10.0° CRK
  • Modeled oil temperature -10 - 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) >= 30.0° 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 > 2, 999.80 kPa
  • For time >= 3.0 s
  • General:
  • Engine speed > 512 RPM
  • Time after engine start > 10.0 s
  • And
  • Fuel mass set point lower range > 5.0 mg/stk
  • For time >= 10.0 s
  • Fuel mass set point upper range <= 187.17 - 229.23 mg/stk
  • Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk
  • For time >= 5.0 s
  • And
  • Additional for catalyst heating:
  • Catalyst heating active
  • ECT downstream engine > -48° C
  • Fuel mass set point lower range >= 5.0 mg/stk
  • For time >= 5.1 s
  • 4.5 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 < -2, 999.80 kPa
  • For time >= 3.0 s
P054A Cold Start "B" Camshaft Position Timing Over-Advanced Bank 1 Cold Start Monitoring Variable Valve Timing (VVT) Rationality Check
  • Camshaft position deviation > 10.0° CRK
  • Modeled oil temperature -10 - 160° C
  • Engine speed 608 - 6, 016 RPM
  • Camshaft position not calibrated
  • Camshaft position adjustment active
  • Catalyst heating active
  • Camshaft position deviation integrator (actual vs. set point position) >= 50.0° CRK*s
  • 0.0 (FTP75: 45.0) s
  • Once / DCY
  • 2 DCY
 -- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
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
  • 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
  
  • 0.3 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 Activity Check
  • Active grille air shutter controller feedback signal failed
  
  • 24.0 s
  • Continuous
  • 2 DCY
 -- Check the Radiator Shutter Motor -V544-. Refer to Radiator Shutter Motor - V544-, CHECKING .
Active Grille Air Shutter Functional Check
  • Internal logic failure detected
  • 0.3 s
  • Continuous
  • Initialization failure detected
  • 0.0 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
  • Or
  • 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 over voltage 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
  • Software checksum incorrect
  
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate Service Information.
  • Calibration checksum incorrect
P0603 Internal Control Module Keep Alive Memory (KAM) Error Engine Control Module (ECM): Communication Check
  • Device 2: SPI communication with ATIC failure
  
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate Service Information.
  • Device 1: SPI communication with ATIC failure
  • SPI communication with ATIC failure
 
 
Engine Control Module (ECM): Fuel Injection Valves Internal Hardware Check
  • Time reference from micro controller during initialization failure
  • 4.9 s
  • Once / DCY
 
  • Hardware during initialization failure
 
  • Calibration during initialization failure
 
  • Hardware vs. software version check during initialization failure
 
  • Communication between micro controller and SDI-Driver power stage failure
  • 2, 880.0° CRK
  • Continuous
 
  • 360.0° CRK
  • Once / DCY
 
  • Time reference from micro controller during initialization missing
  • 2, 880.0° CRK
  • Continuous
 
  • Communication between micro controller and SDI-Driver power stage 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 > 8.50 kPa
  • Diff. BARO vs. turbocharger boost pressure > 8.50 kPa
  • Case 2: non charged engine
  • Diff. BARO mean value vs. MAP mean value not calibrated kPa
  • Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa
  • Diff. deviation MAP mean value not calibrated kPa
  • Case A: engine stop during DCY
  • Engine stopped
  • Vehicle speed < 1 mph
  • Engine @ driving cycle not calibrated
  • For time >= 10.0 s
  • Case B: engine stop @ start of DCY
  • Engine stopped
  • Vehicle speed < 1 mph
  • Engine @ driving cycle not calibrated
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate Service Information.
Barometric Pressure (BARO) Sensor ECM Keep Alive-Time: Cross Check
  • Diff. BARO vs. MAP > 8.50 kPa
  • Diff. BARO vs. turbocharger > 8.50 kPa
  • Engine stopped
  • Vehicle speed < 1 mph
  • ECM keep alive-time 10.0 - 6, 553.5 s
Barometric Pressure (BARO) Sensor Full Load: Cross Check
  • Diff. turbocharger boost pressure vs. MAP <= 10.0 kPa
  • Case 1:
  • Diff. BARO vs. turbocharger boost pressure @ fuel cut off not calibrated kPa
  • Or
  • Case 2:
  • Diff. BARO vs. turbocharger boost pressure @ idle speed not calibrated kPa
  • Engine running
  • Engine speed 3, 000 - 8, 160 RPM
  • Throttle position >= 26.602 - 79.003° TPS
  • For time >= 2.0 s
Barometric Pressure (BARO) Sensor Circuit Low
  • Barometric pressure sensor voltage < 0.20 V
  
  • 50.0 ms
  • Continuous
Barometric Pressure (BARO) Sensor Circuit High
  • Barometric pressure sensor voltage > 4.80 V
Barometric Pressure (BARO) Sensor Out Of Range Low
  • Measured barometric pressure < 45.0 kPa
  • 50.0 s
  • Continuous
Barometric Pressure (BARO) Sensor Out Of Range High
  • Measured barometric pressure > 115.0 kPa
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 NVMCrypt integrity error
  • Decryption of NVMCrypt failed
Engine Control Module (ECM): RAM Functional Check
  • Monitoring module check failed
  • 0.5 s
  • Continuous
Cold Start Monitoring Engine Control Module (ECM): Rationality Check
  • Ratio of injection fault counter and number of requested injections > 0.20 [-]
  • General conditions:
  • Engine running
  • Injection on all cylinders active
  • MFI and DFI active
  • Conditions for measurement window:
  • Catalyst heating active
  • Conditions at fault decision:
  • Catalyst heating finished
  • Requested injections > 200.0 [-]
  • 180.0° CRK
  • Continuous
CAN: Controller RAM Check
  • RAM error memory checksum error
  • Initialization phase active
  • Ignition on
  • 0.2 s
  • Once / DCY
P060C Internal Control Module Main Processor Performance Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Injection
  • Fuel mass validation failed
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Replace the Engine Control Module -J623-. Refer to appropriate Service Information.
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Accelerator Position
  • Comparison voltage sensor 1 with sensor 2 implausible
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Torque
  • Validation of torque losses failed
  • Validation min. torque @ clutch failed
  • Validation max. torque @ clutch failed
  • Validation idle speed engine torque (I-Part) failed
  • Validation engine torque failed
  • Validation idle speed engine torque (PD-Part) failed
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Engine Speed Deviation
  • Engine speed validation failed
Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Throttle Position
  • Comparison voltage sensor 1 with sensor 2 implausible
P0638 Throttle Actuator Control Range/Performance Bank 1 Throttle Actuator Adaptation Value Monitoring
  • Battery voltage <= 9.04 V
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active
  • 0.01 s
  • Once per lifetime
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
  • Accelerator pedal value > 99.90%
  • Or
  • Engine speed > 64 RPM
  • Or
  • Vehicle speed > 1 mph
  • Or
  • IAT @ throttle < 5° C
  • Or
  • ECT downstream engine < 5° C
  • Or
  • ECT downstream engine > 110° C
  • Actual TPS - ref. point > 0.503° TPS
  • Throttle adaptation demanded
  • Accelerator pedal value < 99.9%
  • Engine speed < 64 RPM
  • Vehicle speed < 1 mph
  • IAT @ throttle > 5° C
  • ECT downstream engine 5 - 110° C
  • 0.01 s
  • Once / DCY
  • Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
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
  • Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
  • Throttle position sensor 1 voltage < 0.40 V
  • Or
  • Throttle position sensor 2 voltage > 4.60 V
  • Or
  • Throttle position sensor 1 voltage > 0.80 V
  • Or
  • Throttle position sensor 2 voltage < 4.20 V
  • Actual TPS - ref. point > 0.503° TPS
P0642 Sensor Reference Voltage "A" Circuit Low Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low
  • Analog output 1 supply voltage < 4.62 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0643 Sensor Reference Voltage "A" Circuit High Engine Control Module (ECM): 5V Supply Voltage Out Of Range High
  • Analog output 1 supply voltage > 5.43 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P064A Fuel Pump Control Module "A" Fuel Pump Control Module (FPCM) Over-Temperature Warning Power Stage
  • Power stage temperature > 125° C
  
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .
Fuel Pump Control Module (FPCM) Functional Check: Electronics
  • Internal check failed
  • 0.7 s
  • Continuous
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
 -- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0653 Sensor Reference Voltage "B" Circuit High Engine Control Module (ECM): 5V Supply Voltage Out Of Range High
  • Analog output 2 supply voltage > 5.43 V
  
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check for any sensor voltage codes and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0657 Actuator Supply Voltage "A" Circuit/Open Engine Components Supply Voltage Relay Open Circuit
  • Output voltage, lower range >= 1.90 - 2.30 V
  • Output voltage, upper range <= 2.80 - 3.20 V
  • Actuator commanded off
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0658 Actuator Supply Voltage "A" Circuit Low Engine Components Supply Voltage Relay Short To Ground
  • Output voltage < 1.90 - 2.30 V
  • Actuator commanded off
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0659 Actuator Supply Voltage "A" Circuit High Engine Components Supply Voltage Relay Short To Battery Plus
  • Output current > 1.0 - 2.3 A
  • Or
  • Actuator temperature > 175 - 195° C
  • Actuator commanded on
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0687 ECM/PCM Power Relay Control Circuit High Main Relay Short To Battery Plus
  • Main relay driver temperature > 175 - 195° C
  • Or
  • Main relay output current > 1.0 - 2.3 A
  • Actuator commanded on
  • For time >= 0.4 s
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P068A ECM/PCM Power Relay De-Energized Performance - Too Early Main Relay Rationality Check During Engine Running
  • Sensed circuit voltage < 5.0 V
  • Actuator commanded on
  • For time >= 0.1 s
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P068B ECM/PCM Power Relay De-Energized Performance - Too Late Main Relay Rationality Check During Engine Off
  • Sensed circuit voltage > 6.0 V
  • Actuator commanded off
  • For time >= 0.3 s
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0698 Sensor Reference Voltage "C" Circuit Low Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low
  • Analog output 3 supply voltage < 4.62 V
  
  • 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.
P11A1 Cam Shift Actuator "A" Cylinder 1 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11A2 Cam Shift Actuator "A" Cylinder 1 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A3 Cam Shift Actuator "B" Cylinder 1 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11A4 Cam Shift Actuator "B" Cylinder 1 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A5 Cam Shift Actuator "A" Cylinder 2 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11A6 Cam Shift Actuator "A" Cylinder 2 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A7 Cam Shift Actuator "B" Cylinder 2 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11A8 Cam Shift Actuator "B" Cylinder 2 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11A9 Cam Shift Actuator "A" Cylinder 3 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11AA Cam Shift Actuator "A" Cylinder 3 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AB Cam Shift Actuator "B" Cylinder 3 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11AC Cam Shift Actuator "B" Cylinder 3 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AD Cam Shift Actuator "A" Cylinder 4 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11AE Cam Shift Actuator "A" Cylinder 4 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11AF Cam Shift Actuator "B" Cylinder 4 Circuit/Open Variable Valve Lift (VVL) Open Circuit
  • Output voltage, lower range < 1.92 - 2.21 V
  • Output voltage, upper range > 2.85 - 3.25 V
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
Variable Valve Lift (VVL) Short To Ground
  • Output voltage < 1.92 - 2.21 V
P11B0 Cam Shift Actuator "B" Cylinder 4 Range/Performance Variable Valve Lift (VVL) Rationality Check Low
  • Actuator feedback signal voltage permanently low [-]
  • Modeled oil temperature < 20° C
  • 6.0 seg
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11BF Cam Shift Actuator Outlet "A" Cylinder 1 Range/Performance Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C0 Cam Shift Actuator Outlet "B" Cylinder 1 Circuit/Open Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C1 Cam Shift Actuator Outlet "A" Cylinder 2 Range/Performance Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C2 Cam Shift Actuator Outlet "B" Cylinder 2 Circuit/Open Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C3 Cam Shift Actuator Outlet "A" Cylinder 3 Range/Performance Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C4 Cam Shift Actuator Outlet "B" Cylinder 3 Circuit/Open Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C5 Cam Shift Actuator Outlet "A" Cylinder 4 Range/Performance Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P11C6 Cam Shift Actuator Outlet "B" Cylinder 4 Circuit/Open Variable Valve Lift (VVL) Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Cam Actuators --. Refer to Cam Actuators --, CHECKING .
P1388 Control Module Faulty Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: A/D Converter
  • Test voltage / test pulse check failed
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- 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 > 0.16 [-]
  • Engine part load
  • For time >= 0.0 s
  • Ignition angle efficiency set point <= 0.98 [-]
  • Vehicle speed > 2 mph
  • And
  • Barometric pressure > 0.0 kPa
  • And
  • Catalyst heating active
  • And
  • Engine start temperature -10 - 80° C
  • And
  • Time after engine start > 2.0 s
  • And
  • Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk
  • For time >= 0.0 s
  • And
  • Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM
  • For time >= 0.0 s
  • 5.0 s
  • Once / DCY
  • 2 DCY
 -- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P169A Loading Mode Active Engine Control Module (ECM): Transport Mode Function Monitoring: Mode Change
  • Transport mode active
  • Vehicle speed < 3 mph
  • Max trip mileage since initial vehicle start-up < 62.15 miles
  • During ECM keep alive-time after ignition off
  • Engine speed 0 RPM
  • Production mode not active
  • For hybrid:
  • Drive motor off
  • 0.01 s
  • Continuous
  • 1 DCY
 -- Vehicle is in Transport Mode (Loading Mode). It can be turned off with a scan tool or will automatically switch off after approximately 100 km (62.15 miles) have accumulated on the vehicle. May need to perform readiness check. Refer to READINESS CODE .
P2004 Intake Manifold Runner Control Stuck Open Bank 1 Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Open
  • Signal voltage > 1.89 V
  • For time >= 1.5 s
  • Actuator commanded off
  • Time after engine start > 5.0 s
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2006 Intake Manifold Runner Control Stuck Closed Bank 1 Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Close
  • Signal voltage < 3.10 V
  • For time >= 1.5 s
  • Actuator commanded on
  • Time after engine start > 5.0 s
  • 0.2 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2008 Intake Manifold Runner Control Circuit/Open Bank 1 Intake Manifold Runner Control (IMRC) Actuator Open Circuit
  • Output voltage, lower range >= 1.92 - 2.21 V
  • Output voltage, upper range <= 2.85 - 3.25 V
  • Engine running
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2009 Intake Manifold Runner Control Circuit Low Bank 1 Intake Manifold Runner Control (IMRC) Actuator Short To Ground
  • Output voltage (hardware values) < 1.92 - 2.21 V
  • Engine running
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2010 Intake Manifold Runner Control Circuit High Bank 1 Intake Manifold Runner Control (IMRC) Actuator Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Engine running
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1 Intake Manifold Runner Control (IMRC) Position Sensor Short To Ground / Open Circuit
  • Intake manifold runner flap position sensor voltage < 0.20 V
  • Engine start not active
  • 1.9 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2015 Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance Bank 1 Intake Manifold Runner Control (IMRC) Actuator Adaptation Value Monitoring
  • Diff. actual value vs. substitution value @ lower mechanical thresh hold > 0.70 V
  • Or
  • Diff. actual value vs. substitution value @ upper mechanical thresh hold > 0.70 V
  • Failed adaptations >= 1.0 [-]
  • Modeled pressure quotient < 0.75 [-]
  • Engine running
  • Engine speed > 640; < 1, 504 RPM
  • ECT downstream engine > -30° C
  • Intake manifold runner flap adaptation not finished
  • 0.04 s
  • Once per lifetime
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1 Intake Manifold Runner Control (IMRC) Position Sensor Short To Battery Plus
  • Intake manifold runner flap position sensor voltage > 4.80 V
  • Engine start not active
  • 1.9 s
  • Continuous
  • 2 DCY
 -- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1 Variable Valve Timing (VVT) Intake Actuator Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1 Variable Valve Timing (VVT) Intake Actuator Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 8.0 - 12.0 A
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor - G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2090 "B" Camshaft Position Actuator Control Circuit Low Bank 1 Variable Valve Timing (VVT) Exhaust Actuator Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P2091 "B" Camshaft Position Actuator Control Circuit High Bank 1 Variable Valve Timing (VVT) Exhaust Actuator Short To Battery Plus
  • Power stage temperature > 160 - 200° C
  • Or
  • Output current > 8.0 - 12.0 A
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P2096 Post Catalyst Fuel Trim System Too Lean Bank 1 Fuel System Out Of Range Low
  • Adaptation value < -0.05 [-]
  • 2nd lambda control not active
  • Catalyst purge not active
  • Injection mode change (DFI/MFI) not active
  • Engine speed >= 896 RPM
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • Choice of:
  • O2S rear (binary) check not active
  • Or
  • O2S rear (binary) check finished
  • 0.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2097 Post Catalyst Fuel Trim System Too Rich Bank 1 Fuel System Out Of Range High
  • Adaptation value > 0.05 [-]
  • 2nd lambda control not active
  • Catalyst purge not active
  • Injection mode change (DFI/MFI) not active
  • Engine speed >= 896 RPM
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • Choice of:
  • O2S rear (binary) check not active
  • Or
  • O2S rear (binary) check finished
  • 0.0 s
  • Continuous
  • 2 DCY
 -- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2100 Throttle Actuator "A" Control Motor Circuit/Open Throttle Actuator Open Circuit
  • Electronic throttle valve driver load resistance > 200.0 kΩ
  • Diff. between measured and filtered throttle position <= 0.073° TPS
  • Actuator commanded off
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2101 Throttle Actuator "A" Control Motor Circuit Range/Performance Throttle Actuator Over Temperature
  • Electronic throttle valve driver temperature > 170.0 - 190.0° C
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
Throttle Actuator Out Of Range
  • Control duty cycle > 98.0%
  • Throttle position not at min. value
  • Throttle adaptation not active
  • Actuator commanded on
  • 5.0 s
  • Continuous
Throttle Actuator Rationality Check
  • Difference between throttle position set point and throttle flap opening angle for electronic throttle control > 2.998 - 24.982° TPS
  • Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active
  • Actuator commanded on
  • Diff. throttle position set point vs. throttle flap opening angle <= 1.999; > -1.999° TPS
  • 0.5 s
  • Continuous
P2103 Throttle Actuator "A" Control Motor Circuit High Throttle Actuator Short Circuit
  • Electronic throttle valve driver current > 9.3 - 15.0 A
  • Actuator commanded on
  • 0.1 s
  • Continuous
  • 2 DCY
 -- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit Low
  • Sensor value < 0.40 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit High
  • Sensor value > 4.85 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit Low
  • Sensor value < 0.20 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit High
  • Sensor value > 2.80 V
  
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation SENT: Accelerator Pedal Position (APP) Sensor 1 And 2 Rationality Check
  • Difference between signal voltage sensor 1 and sensor 2 > 0.10 - 0.12 V
  
  • 0.4 s
  • Continuous
  • 2 DCY
 -- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2177 System Too Lean Off Idle Bank 1 Fuel System Direct Fuel Injection System Too Lean @ Part Load
  • Adaptive value >= 28.0%
  • Air mass > 60.0 mg/stk
  • ECT downstream engine > 20° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.97 - 1.05 [-]
  • Lambda control closed loop
  • Integrated air mass >= 20.0 - 2, 500.0 g
  • Fuel mass 15.01 - 50.0 mg/stk
  • Engine speed 1, 024 - 3, 744 RPM
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 16.0 - 30.01 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa
  • Integrated air mass > 5.0 - 25.0 g
  • And
  • Evap purge valve closed
  • Or
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Or
  • Dependence on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Or
  • Upper limit of lambda controller output not calibrated
  • And
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
.
  • 2 DCY
 -- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2178 System Too Rich Off Idle Bank 1 Fuel System Direct Fuel Injection System Too Rich @ Part Load
  • Adaptive value <= -28.0%
  • Air mass > 60.0 mg/stk
  • ECT downstream engine > 20° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.97 - 1.05 [-]
  • Lambda control closed loop
  • Integrated air mass >= 20.0 - 2, 500.0 g
  • Fuel mass 15.01 - 50.0 mg/stk
  • Engine speed 1, 024 - 3, 744 RPM
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 16.0 - 30.01 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa
  • Integrated air mass > 5.0 - 25.0 g
  • And
  • Evap purge valve closed
  • Or
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Or
  • Dependence on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Or
  • Upper limit of lambda controller output not calibrated
  • And
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
.
  • 2 DCY
 -- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2181 Cooling System Performance Engine Cooling System Rationality Check
  • ECT downstream engine < 60° C
  • For time >= 0.0 s
  • Engine running
  • Or
  • Engine stopped
  • And
  • ECT downstream engine once after engine start > 65° C
  • Or
  • ECT @ radiator outlet once after engine start not calibrated ° C
  • And
  • AAT sensor signal valid
  • AAT > -10° C
  • Relative actual MAF > 5.0%
  • ECT downstream engine @ first start lower limit >= -40° C
  • ECT downstream engine @ first start upper limit <= 215° C
  • Vehicle speed >= 0 mph
  • Modeled ECT downstream engine > 60° C
  • Start-stop cycles <= 255.0 [-]
  • For time >= 15.0 s
  • 1.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Heater Support Pump -V488-. Refer to Heater Support Pump - V488-, CHECKING .-- Check the engine coolant thermostat. Refer to appropriate Service Information.
  • Modeled ECT downstream engine > 66 - 70° C
  • Choice of:
  • ECT downstream engine < 65 - 69° C
  • Or
  • ECT @ radiator outlet not equipped ° C
  • ECT downstream engine @ first start >= -10° C
  • ECT downstream engine @ first start <= 50 - 55° C
  • AAT > -10° C
  • Ratio accumulated time fuel cut off vs. time since engine start <= 12.10%
  • Ratio accumulated time engine load condition vs. time since engine start <= 39.80%
  • Determination engine load condition:
  • Engine load (lower threshold) <= 2.50%
  • Engine load (upper threshold) >= 100.0%
  • Ratio accumulated time high speed condition <= 14.80%
  • Determination high speed condition:
  • Vehicle speed > 75 mph
  • Ratio accumulated time start-stop active <= 18.0%
  • Set point of RVC in measurement window < 99.61%
  • Case 1:
  • Engine speed < 8, 160 RPM
  • Case 2:
  • Engine speed >= 8, 160 RPM
  • Diff. ECT downstream engine during measurement < 256° C
  • For time >= 0.0 s
P2183 Engine Coolant Temperature Sensor 2 Circuit Range/Performance Engine Coolant Temperature (ECT) Sensor @ Radiator Cross Check
  • High side: reference measuring
  • Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 25.0 K
  • Diff. ECT @ radiator outlet @ cold start vs. ECT downstream engine @ cold start not calibrated K
  • Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K
  • Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]
  • Or
  • Low side: reference measuring
  • Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K
  • Diff. ECT downstream engine @ cold start vs. ECT @ radiator outlet @ cold start not calibrated K
  • Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K
  • Min. amount of faulty reference measurements to detect 2.0 [-]
  • Engine off time >= 360.0 min
  • Engine off time plausible
  • Time after engine start <= 1, 400.0 s
  • Depending on temperature slope @ cold start:
  • Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K
  • Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K
  • Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K
  • Diff. actual AAT vs. AAT @ start of DCY < 256.0 K
  • For time >= 1.0 s
  • Depending on mean value condition
  • Mean value of all temperature sensors @ cold start >= -256° C
  • Number of valid sensors >= 2.0 [-]
  • Depending on block heater / solar radiation detection
  • Time after engine start >= 0.5 s
  • Vehicle speed >= 22 mph
  • For time >= 20.0 s
  • Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K
  • Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K
  • Diff. actual AAT vs. min. AAT < 4.0 K
  • Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K
  • 0.1 s
  • Once / DCY
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2184 Engine Coolant Temperature Sensor 2 Circuit Low Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Ground
  • Sensor voltage <= 0.30 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2185 Engine Coolant Temperature Sensor 2 Circuit High Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Short To Battery / Open Circuit
  • Sensor voltage > 4.90 V
  • IAT @ throttle >= -33° C
  • Time after engine start > 60.0 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .
P2187 System Too Lean at Idle Bank 1 Fuel System Direct Fuel Injection System Too Lean @ Idle
  • Case 1:
  • Adaptive value >= 2.50 mg/stk
  • Case 2:
  • Adaptive value not calibrated kg/h
  • Air mass > 60.0 mg/stk
  • ECT downstream engine > 20° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.97 - 1.05 [-]
  • Lambda control closed loop
  • Integrated air mass >= 20.0 - 2, 500.0 g
  • Vehicle speed < 4 mph
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 16.0 - 30.01 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa
  • Integrated air mass > 5.0 - 25.0 g
  • And
  • Fuel mass upper range < 0.0 - 17.0 mg/stk
  • Fuel mass lower range > 4.01 mg/stk
  • Engine speed 704 - 1, 408 RPM
  • Or
  • Engine not calibrated
  • And
  • Evap purge valve closed
  • Or
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Or
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Or
  • Upper limit of lambda controller output not calibrated
  • And
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
.
  • 2 DCY
 -- Check the intake system visually for leaks (false air).-- Check the vacuum lines visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .
P2188 System Too Rich at Idle Bank 1 Fuel System Direct Fuel Injection System Too Rich @ Idle
  • Case 1:
  • Adaptive value <= -3.01 mg/stk
  • Case 2:
  • Adaptive value not calibrated kg/h
  • Air mass > 60.0 mg/stk
  • ECT downstream engine > 20° C
  • IAT @ manifold > -48° C
  • AAT > -48° C
  • Lambda set point 0.97 - 1.05 [-]
  • Lambda control closed loop
  • Oil dilution not detected
  • Integrated air mass >= 20.0 - 2, 500.0 g
  • Vehicle speed < 4 mph
  • Low dynamic conditions:
  • Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM
  • Diff. air mass vs. averaged air mass for load dynamic detection < 16.0 - 30.01 mg/stk
  • Diff. between reference and actual fuel pressure, high side <= 2, 000.10 kPa
  • Integrated air mass > 5.0 - 25.0 g
  • And
  • Fuel mass lower range > 4.01 mg/stk
  • Fuel mass upper range < 0.0 - 17.0 mg/stk
  • Engine speed 704 - 1, 408 RPM
  • Or
  • Engine not calibrated
  • And
  • Evap purge valve closed
  • Or
  • Canister load <= 1.20 [-]
  • Evap purge flow at max. value
  • Or
  • Depending on canister purge min:
  • Lower limit of lambda controller output not calibrated
  • Or
  • Upper limit of lambda controller output not calibrated
  • And
  • Evap purge flow at min. value
  • 5.0 s
  • Continuous
.
  • 2 DCY
 -- Check the intake system visually for leaks (false air).-- Check the vacuum lines visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor -G247 -, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve -N276-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2195  O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Rationality Check
  • Plausibility signal check O2S front and O2S rear:
  • Lambda value > 1.13 [-]
  • And
  • O2S signal rear >= 0.95 V
  • O2S front ready
  • O2S rear ready
  • ECT downstream engine >= 60° C
  • MAF > 22.0; < 300.0 kg/h
  • Catalyst purge not active
  • Integrated air mass after end of catalyst purge 10.0 g
  • Engine speed > 992 RPM
  • Modeled EGT @ O2S front > -273; < 850° C
  • Injection mode change (DFI/MFI) not active
  • Integrated air mass > 40.0 g
  • Dynamic lambda controller output < 3.0%
  • Dynamic air mass < 0.05 g/stk
  • Dynamic engine speed < 200 RPM
  • And
  • Second control loop active:
  • Air mass 0.06 - 0.81 g/stk
  • Engine speed 576 - 4, 512 RPM
  • 67.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P2196  O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Rationality Check
  • Plausibility signal check O2S front and O2S rear:
  • Lambda value < 0.85 [-]
  • And
  • O2S signal rear <= 0.20 V
  • O2S front ready
  • O2S rear ready
  • ECT downstream engine >= 60° C
  • MAF > 22.0; < 300.0 kg/h
  • Catalyst purge not active
  • Integrated air mass after end of catalyst purge 10.0 g
  • Engine speed > 992 RPM
  • Modeled EGT @ O2S front > -273; < 850° C
  • Injection mode change (DFI/MFI) not active
  • Integrated air mass > 40.0 g
  • Dynamic lambda controller output < 3.0%
  • Dynamic air mass < 0.05 g/stk
  • Dynamic engine speed < 200 RPM
  • And
  • Second control loop active:
  • Air mass 0.06 - 0.81 g/stk
  • Engine speed 576 - 4, 512 RPM
  • 67.5 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-, TESTING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P219C Cylinder 1 Air-Fuel Ratio Imbalance Fuel System A/F Imbalance: Out Of Range Low
  • Weighted adaptive value < -15.5%
  • Fuel pressure set point not calibrated kPa
  • Modeled catalyst temperature @ start <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Engine roughness signal valid
  • Fuel cut off not active
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Min. injection time not reached
  • And
  • Choice of:
  • Catalyst diagnosis finished
  • Or
  • Catalyst diagnosis not active
  • Depending on catalyst diagnosis:
  • Canister purge (conditions) stable
  • Or
  • Evap purge valve transition to closed
  • Or
  • Evap purge not active
  • And
  • O2S dynamic diagnosis finished
  • O2S delay diagnosis finished
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • Engine no full load
  • Segment adaptation finished
  • Catalyst damaging misfire not detected
  • Emission threshold misfire not detected
  • No gear switch for segments >= 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Rough road not detected
  • And
  • Min. fuel mass >= 0.0 mg/stk
  • Intake manifold runner flap position change not active
  • Injection mode change (DFI/MFI) not equipped
  • Valve lift position change not calibrated
  • Depending on gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear active
  • And
  • Integrated air mass >= 0.20 - 10.0 kg
  • Diff. engine speed vs. dynamic engine speed < 200 RPM
  • Diff. air mass vs. dynamic air mass < 29.99 mg/stk
  • ECT downstream engine 60 - 143° C
  • Adaptation cycles <= 255.0 [-]
  • Engine speed 1, 088 - 3, 104 RPM
  • And
  • Fuel mass set point lower range >= 12.0 mg/stk
  • Fuel mass set point upper range <= 47.01 mg/stk
  • 90.0 (does not run in FTP) s
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System A/F Imbalance: Out Of Range High
  • Weighted adaptive value > 10.0%
P219D Cylinder 2 Air-Fuel Ratio Imbalance Fuel System A/F Imbalance: Out Of Range Low
  • Weighted adaptive value < -15.5%
  • Fuel pressure set point not calibrated kPa
  • Modeled catalyst temperature @ start <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Engine roughness signal valid
  • Fuel cut off not active
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Min. injection time not reached
  • And
  • Choice of:
  • Catalyst diagnosis finished
  • Or
  • Catalyst diagnosis not active
  • Depending on catalyst diagnosis:
  • Canister purge (conditions) stable
  • Or
  • Evap purge valve transition to closed
  • Or
  • Evap purge not active
  • And
  • O2S dynamic diagnosis finished
  • O2S delay diagnosis finished
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • Engine no full load
  • Segment adaptation finished
  • Catalyst damaging misfire not detected
  • Emission threshold misfire not detected
  • No gear switch for segments >= 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Rough road not detected
  • And
  • Min. fuel mass >= 0.0 mg/stk
  • Intake manifold runner flap position change not active
  • Injection mode change (DFI/MFI) not equipped
  • Valve lift position change not calibrated
  • Depending on gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear active
  • And
  • Integrated air mass >= 0.20 - 10.0 kg
  • Diff. engine speed vs. dynamic engine speed < 200 RPM
  • Diff. air mass vs. dynamic air mass < 29.99 mg/stk
  • ECT downstream engine 60 - 143° C
  • Adaptation cycles <= 255.0 [-]
  • Engine speed 1, 088 - 3, 104 RPM
  • And
  • Fuel mass set point lower range >= 12.0 mg/stk
  • Fuel mass set point upper range <= 47.01 mg/stk
  • 90.0 (does not run in FTP) s
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System A/F Imbalance: Out Of Range High
  • Weighted adaptive value > 10.0%
P219E Cylinder 3 Air-Fuel Ratio Imbalance Fuel System A/F Imbalance: Out Of Range Low
  • Weighted adaptive value < -15.5%
  • Fuel pressure set point not calibrated kPa
  • Modeled catalyst temperature @ start <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Engine roughness signal valid
  • Fuel cut off not active
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Min. injection time not reached
  • And
  • Choice of:
  • Catalyst diagnosis finished
  • Or
  • Catalyst diagnosis not active
  • Depending on catalyst diagnosis:
  • Canister purge (conditions) stable
  • Or
  • Evap purge valve transition to closed
  • Or
  • Evap purge not active
  • And
  • O2S dynamic diagnosis finished
  • O2S delay diagnosis finished
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • Engine no full load
  • Segment adaptation finished
  • Catalyst damaging misfire not detected
  • Emission threshold misfire not detected
  • No gear switch for segments >= 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Rough road not detected
  • And
  • Min. fuel mass >= 0.0 mg/stk
  • Intake manifold runner flap position change not active
  • Injection mode change (DFI/MFI) not equipped
  • Valve lift position change not calibrated
  • Depending on gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear active
  • And
  • Integrated air mass >= 0.20 - 10.0 kg
  • Diff. engine speed vs. dynamic engine speed < 200 RPM
  • Diff. air mass vs. dynamic air mass < 29.99 mg/stk
  • ECT downstream engine 60 - 143° C
  • Adaptation cycles <= 255.0 [-]
  • Engine speed 1, 088 - 3, 104 RPM
  • And
  • Fuel mass set point lower range >= 12.0 mg/stk
  • Fuel mass set point upper range <= 47.01 mg/stk
  • 90.0 (does not run in FTP) s
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System A/F Imbalance: Out Of Range High
  • Weighted adaptive value > 10.0%
P219F Cylinder 4 Air-Fuel Ratio Imbalance Fuel System A/F Imbalance: Out Of Range Low
  • Weighted adaptive value < -15.5%
  • Fuel pressure set point not calibrated kPa
  • Modeled catalyst temperature @ start <= 900° C
  • Lambda set value 0.97 - 1.03 [-]
  • Catalyst heating not active
  • Engine roughness signal valid
  • Fuel cut off not active
  • AAT >= -48° C
  • Barometric pressure >= 0.0 kPa
  • Min. injection time not reached
  • And
  • Choice of:
  • Catalyst diagnosis finished
  • Or
  • Catalyst diagnosis not active
  • Depending on catalyst diagnosis:
  • Canister purge (conditions) stable
  • Or
  • Evap purge valve transition to closed
  • Or
  • Evap purge not active
  • And
  • O2S dynamic diagnosis finished
  • O2S delay diagnosis finished
  • Lambda control closed loop
  • Catalyst purge not active
  • Canister load <= 2.0 [-]
  • Engine no full load
  • Segment adaptation finished
  • Catalyst damaging misfire not detected
  • Emission threshold misfire not detected
  • No gear switch for segments >= 90.0 [-]
  • Segments after start > 0.0 [-]
  • Time after engine start > 0.0 s
  • Rough road not detected
  • And
  • Min. fuel mass >= 0.0 mg/stk
  • Intake manifold runner flap position change not active
  • Injection mode change (DFI/MFI) not equipped
  • Valve lift position change not calibrated
  • Depending on gear
  • 1st gear not active
  • 2nd gear not active
  • 3rd gear not active
  • 4th gear active
  • 5th gear active
  • 6th gear active
  • 7th gear active
  • 8th gear active
  • And
  • Integrated air mass >= 0.20 - 10.0 kg
  • Diff. engine speed vs. dynamic engine speed < 200 RPM
  • Diff. air mass vs. dynamic air mass < 29.99 mg/stk
  • ECT downstream engine 60 - 143° C
  • Adaptation cycles <= 255.0 [-]
  • Engine speed 1, 088 - 3, 104 RPM
  • And
  • Fuel mass set point lower range >= 12.0 mg/stk
  • Fuel mass set point upper range <= 47.01 mg/stk
  • 90.0 (does not run in FTP) s
  • Once / DCY
  • 2 DCY
 -- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
Fuel System A/F Imbalance: Out Of Range High
  • Weighted adaptive value > 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
  • And
  • Choice of:
  • Nernst voltage (VN) > 4.40 V
  • Or
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V
  • Or
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V
  • Or
  • Pump current > 11.5 mA
  • Or
  • Measurement O2S front label resistor not calibrated 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
  • And
  • Choice of:
  • Nernst voltage (VN) > 4.40 V
  • Or
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V
  • Or
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V
  • Or
  • Pump current > 11.5 mA
  • Or
  • Measurement O2S front label resistor not calibrated 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
  • Or
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V
  • Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V
  • Or
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V
  • Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V
  • Or
  • Pump current > 11.5 mA
  • Or
  • Measurement O2S front label resistor not calibrated Ω
  • And
  • 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
  • Or
  • 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 .
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
  • General conditions:
  • Vehicle speed >= 22 mph
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 1.0 s
  • Integrated heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start > 6, 553.5 s
  • Engine speed 1, 216 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output to start diagnosis < 24.99%
  • Fast trim control ready
  • Proportional part of secondary fuel control loop not calibrated %
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • And
  • Depending on scavenging
  • Integrated air mass after end of scavenging >= 50.0 g
  • And
  • Depending on lambda controller deviation
  • Deviation of lambda controller set point
  • And
  • Actual value during diagnosis < 24.99%
  • Or
  • Deviation of lambda controller output below set point during diagnosis < -22.80 - -6.0%
  • Or
  • Deviation of lambda controller output over set point during diagnosis < 7.0 - 24.99%
  • And
  • Temperature conditions:
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature once after engine start > 510° C
  • Modeled catalyst temperature to start diagnosis 510° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. dynamic vs. stationary catalyst temperature to start diagnosis -100.0 - 100.0 K
  • Diff. dynamic vs. stationary catalyst temperature to start diagnosis -180.0 - 180.0 K
  • Modeled EGT @ O2S rear <= 900° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 89.99 - 1, 389.0 mg/rev
  • Air mass during diagnosis not calibrated mg/rev
  • MAF per cylinder to start diagnosis 30.0 - 180.0 kg/h
  • MAF per cylinder during diagnosis not calibrated kg/h
  • Load conditions:
  • Air mass set point not calibrated mg/rev
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time not calibrated s
  • And
  • Low dynamic conditions:
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 mg/rev
  • 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 to start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • 0.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
P2271  O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2 Oxygen Sensors (O2S) Rear Close The Gap Conditions: Signal Range Check
  • Case 1:
  • Min. O2S rear voltage > 0.25 V
  • General conditions:
  • Vehicle speed >= 22 mph
  • BARO >= 0.0 kPa
  • Catalyst overheating protection not active
  • Turbine overheating protection not active
  • O2S rear ready
  • O2S heater rear active
  • O2S front ready
  • Internal resistance O2S rear <= 700.0 Ω
  • Time after a catalyst purge phase >= 1.0 s
  • Integrated heat energy >= 550.0 - 700.0 kJ
  • Or
  • Time after engine start > 6, 553.5 s
  • Engine speed 1, 216 - 3, 008 RPM
  • Lambda control value < 50.0%
  • Deviation of lambda controller output to start diagnosis < 24.99%
  • Fast trim control ready
  • Proportional part of secondary fuel control loop not calibrated %
  • Coasting function not active
  • Lambda adaptation not active
  • Valve lift not equipped
  • Counter of integrated mass for fuel in oil < 255.0 [-]
  • And
  • Depending on scavenging
  • Integrated air mass after end of scavenging >= 50.0 g
  • And
  • Depending on lambda controller deviation
  • Deviation of lambda controller set point
  • And
  • Actual value during diagnosis < 24.99%
  • Or
  • Deviation of lambda controller output below set point during diagnosis < -22.80 - -6.0%
  • Or
  • Deviation of lambda controller output over set point during diagnosis < 7.0 - 24.99%
  • And
  • Temperature conditions:
  • ECT downstream engine > 60° C
  • IAT @ manifold > -48° C
  • Modeled catalyst temperature once after engine start > 510° C
  • Modeled catalyst temperature to start diagnosis 510° C
  • Modeled catalyst temperature during diagnosis 480 - 900° C
  • Integrated air mass, catalyst temp. conditions fulfilled not calibrated g
  • Diff. dynamic vs. stationary catalyst temperature to start diagnosis -100.0 - 100.0 K
  • Diff. dynamic vs. stationary catalyst temperature to start diagnosis -180.0 - 180.0 K
  • Modeled EGT @ O2S rear <= 900° C
  • Air mass conditions:
  • Air mass @ start of diagnosis 89.99 - 1, 389.0 mg/rev
  • Air mass during diagnosis not calibrated mg/rev
  • MAF per cylinder to start diagnosis 30.0 - 180.0 kg/h
  • MAF per cylinder during diagnosis not calibrated kg/h
  • Load conditions:
  • Air mass set point not calibrated mg/rev
  • Engine load not calibrated %
  • Accelerator pedal value not calibrated %
  • For time not calibrated s
  • And
  • Low dynamic conditions:
  • Dynamic engine speed < 50 RPM
  • Dynamic air mass < 29.99 mg/rev
  • 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 to start diagnosis >= 0.0 g
  • O2S front dynamic diagnosis separate not active
  • Activation at trailing throttle with fuel cut-off
  • 0.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter -GX7-, CHECKING .
Oxygen Sensors (O2S) Rear During Fuel Cut Off Conditions: Signal Range Check
  • O2S rear voltage > 0.25 V
  • Intrusive lambda ramp lean > 1.12 [-]
  • O2S heater rear active
  • O2S rear ready
  • Internal resistance O2S rear <= 0.0 Ω
  • Counter of integrated mass for fuel in oil < 255.0 [-]
P2279 Intake Air System Leak Intake Air (IA) System Rationality Check
  • Throttle opening area correction included controller and adaptation > 60.0%
  • Lambda controller included correction and adaptation -30.0 - 30.0%
  • Lambda controller active
  • Intake manifold modeled adaptation active
  • (By throttle opening area)
  • Throttle position 0.0 - 100.003° TPS
  • Engine speed 576 - 3, 008 RPM
  • Pressure quotient @ throttle 0.27 - 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
  • 2 DCY
 -- Check for air leaks between MAF and throttle body, oil fill cap not tight or oil dipstick not seated in tube. Also any engine gaskets that can cause additional air to enter the crankcase can set this fault as the PCV system is not metered. If a vacuum leak or crankcase gasket sealing is at cause, the idle may be rough or unstable.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
  • 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 > 4.500° 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 - 107.50 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
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2301 Ignition Coil "A" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in OFF state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by active low side switch in ATIC:
  • Output temperature from ATIC in ON state > 160.0 - 200.0° C
  • Or
  • Output current in ON state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2302 Ignition Coil "A" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in OFF state, lower range >= 1.92 - 2.21 V
  • Output voltage in OFF state, <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2303 Ignition Coil "B" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in ON state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2304 Ignition Coil "B" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in OFF state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by active low side switch in ATIC:
  • Output temperature from ATIC in ON state > 160.0 - 200.0° C
  • Or
  • Output current in ON state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2305 Ignition Coil "B" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in OFF state, lower range >= 1.92 - 2.21 V
  • Output voltage in OFF state, <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2306 Ignition Coil "C" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in ON state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2307 Ignition Coil "C" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in OFF state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by active low side switch in ATIC:
  • Output temperature from ATIC in ON state > 160.0 - 200.0° C
  • Or
  • Output current in ON state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2308 Ignition Coil "C" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in OFF state, lower range >= 1.92 - 2.21 V
  • Output voltage in OFF state, <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2309 Ignition Coil "D" Primary Control Circuit Low Ignition Coils Short To Ground
  • Output current in ON state > 50.0 - 100.0 mA
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2310 Ignition Coil "D" Primary Control Circuit High Ignition Coils Short To Battery Plus
  • Diagnosis by inactive low side switch in ATIC:
  • Output voltage in OFF state > 4.95 - 5.285 V
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded off
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
  • Diagnosis by active low side switch in ATIC:
  • Output temperature from ATIC in ON state > 160.0 - 200.0° C
  • Or
  • Output current in ON state > 100.0 - 180.0 mA
  • Engine speed > 512 RPM
  • Engine stop not active
  • Actuator commanded on
P2311 Ignition Coil "D" Secondary Circuit Ignition Coils Open Circuit
  • Output voltage in OFF state, lower range >= 1.92 - 2.21 V
  • Output voltage in OFF state, <= 2.85 - 3.25 V
  • Engine speed > 512 RPM
  • ECT downstream engine > -30° C
  • Engine stop not active
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2400 EVAP System Leak Detection Pump Control Circuit/Open Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit
  • Output voltage, lower range 1.92 - 2.21 V
  • Output voltage, upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
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 Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2402 EVAP System Leak Detection Pump Control Circuit High Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2407 EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic Evaporative Emission (EVAP) System Functional Check
  • Pump current oscillation during reference measurement > 1.5 mA
  • For time >= 4.0 s
  • And
  • Number of aborted leak measurements due to pump > 0.0 [-]
  • Conditions after engine start:
  • Time after engine start >= 2.0 s
  • Propulsion off time in actual dcy not calibrated s
  • Conditions during engine stop @ ignition off:
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ first start >= 4° C
  • Vehicle speed < 1 mph
  • Time in actual dcy >= 600.0 s
  • Airbag not activated
  • 15.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P240A EVAP System Leak Detection Pump Heater Control Circuit/Open Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit
  • Output voltage, lower range 1.92 - 2.21 V
  • Output voltage, upper range 2.85 - 3.25 V
  • Actuator commanded off
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P240B EVAP System Leak Detection Pump Heater Control Circuit Low Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Ground
  • Output voltage < 1.92 - 2.21 V
  • Actuator commanded off
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P240C EVAP System Leak Detection Pump Heater Control Circuit High Evaporative Emission (EVAP) Leak Detection Pump (LDP) Short To Battery Plus
  • Actuator temperature > 160 - 200° C
  • Or
  • Output current > 4.0 - 7.0 A
  • Actuator commanded on
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1 Oxygen Sensors (O2S) Front Rationality Check
  • Pump current correction > 1.2 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
  • Or
  • Engine full load
  • Or
  • Engine idle
  • For time >= 3.0 s
  • 10.0 s
  • Continuous
  • 2 DCY
 -- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter -GX10-, CHECKING .
P2450 EVAP System Switching Valve Performance/Stuck Open Evaporative Emission (EVAP) System Rationality Check
  • Drop of evap pump current during valve switch >= -3.0 mA
  • And
  • Measurement time 2.0 - 2.5 s
  • Conditions after engine start:
  • Time after engine start >= 2.0 s
  • Propulsion off time in actual dcy not calibrated s
  • Conditions during engine stop @ ignition off:
  • BARO > 73.0 kPa
  • AAT 4 - 38° C
  • ECT @ first start >= 4° C
  • Vehicle speed < 1 mph
  • Time in actual dcy >= 600.0 s
  • Airbag not activated
  • 3.0 s
  • Once / DCY
  • 2 DCY
 -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909-, CHECKING .
P2556 Engine Coolant Level Sensor/Switch Circuit Engine Cooling System: Bypass Valve Communication Check
  • Received data implausible message
  • Time after ignition on >= 5.0 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
P2557 Engine Coolant Level Sensor/Switch Circuit Range/Performance Engine Cooling System: Bypass Valve Signal Check
  • Sensor signal < 1.0; > 4, 094.0 [-]
  • Time after ignition on >= 5.0 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
Engine Cooling System: Bypass Valve Checksum Verification
  • Checksum signal failure
P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low Turbocharger (TC) Position Sensor Circuit Low
  • Turbocharger boost control position sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .
P2565 Turbocharger Boost Control Position Sensor "A" Circuit High Turbocharger (TC) Position Sensor Circuit Low
  • Turbocharger boost control position sensor voltage < 0.20 V
  
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the Charge Air Pressure Control Module -GX34-. Refer to Charge Air Pressure Control Module - GX34-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .
P2610 ECM/PCM Engine Off Timer Performance Engine Off Time Rationality Check
  • Difference between engine-off time and ECM keep alive-time > 12.0 s
  • Monitor Entry Conditions:
  • ECM keep alive time active delay time >= 1.0 [s] last ECM activation time >= 2.0 [s] time after last engine stop < 48 [h] case 1: for time (after entry conditions fulfilled) >= 65.0 [s] case 2: for time (after entry conditions fulfilled) < 65.0 [s] ignition key transition off to on
  • 10.0 ms
  • Once / DCY
  • 2 DCY
 -- Check power and ground inputs to ECM first. Refer to Wiring Diagrams for pin locations. If all power/grounds to ECM are present, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
  • Difference between ECM keep alive-time and engine-off-time >= 12.0 s
  • Time after last ignition off < 24.0 h
  • Time after ECM wake up < 2.0 s
  • SPI initialization finished
Engine Off Time ECM internal Timer Check
  • ECM internal timer failure
  • Or
  • ECM internal timer signal not calibrated
  • ECM internal timer not calibrated
  • time after last engine stop not calibrated [h]
  • SPI initialization finished
  • 1.3 s
  • Continuous
P2635 Fuel Pump "A" Low Flow/Performance Fuel Pump Control Module (FPCM) Signal Range Check
  • Phase current > 15.0; < 17.0 A
  
  • 5.0 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 .
Fuel Pump Control Module (FPCM) Function Check: Permanent Operation Supply Voltage
  • FPCM - power supply active
  • And
  • ECM not active
  • 1.8 s
  • Continuous
COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Permanent Operation)
  • Phase current >= 17.0; < 25.0 [-]
  • 5.0 s
  • Continuous
P2681 Engine Coolant Bypass Valve "A" Control Circuit/Open Engine Cooling System: Bypass Valve Open Circuit
  • Load resistance > 200.0 kΩ
  • Actuator commanded off
  • 1.3 s
  • Continuous
  • 2 DCY
 -- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low Engine Cooling System: Bypass Valve Short To Ground
  • High side current output 1 > 9.3 - 15.0 A
  • Actuator commanded on
  • Rotary valve direction forward
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
  • High side current output 2 > 9.3 - 15.0 A
  • Actuator commanded on
  • Rotary valve direction reversed
P2683 Engine Coolant Bypass Valve "A" Control Circuit High Engine Cooling System: Bypass Valve Short To Battery Plus
  • Low side current output 2 > 9.3 - 15.0 A
  • Actuator commanded off
  • 0.3 s
  • Continuous
  • 2 DCY
 -- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
  • Low side current output 1 > 9.3 - 15.0 A
U0001 High Speed CAN Communication Bus CAN: Powertrain Reading Back Sent Message
  • Message no feedback
  • Time after ignition on 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0002 High Speed CAN Communication Bus Performance CAN: Powertrain Communication Check
  • Global time out receiving no message
  • Time after ignition on 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0101 Lost Communication with TCM COM: Transmission Control Module (TCM) Communication With TCM
  • Received message no message
  • Time after ignition on 0.5 s
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module COM: Brake System Control Module (BSCM) Communication With BSCM
  • Received message no message
  • Time after ignition on 0.5 s
  • 0.5 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0140 Lost Communication With Body Control Module COM: Body Control Module (BCM) Communication With BCM
  • Received message no message
  • Time after ignition on 0.5 s
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0146 Lost Communication With Gateway "A" COM: Gateway Communication With Gateway
  • Received message no message
  • Time after ignition on 0.5 s
  • 1.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module COM: Instrument Panel Cluster (IPC) Communication With IPC
  • Received message no message
  • Time after ignition on 0.5 s
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0302 Software Incompatibility With Transmission Control Module COM: Transmission Control Module (TCM) Communication With TCM
  • Received A/T vehicle data TCM signal
  • Time after ignition on 0.5 s
  • 5.0 s
  • Continuous
  • 2 DCY
 -- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the DSG Transmission Mechatronic -J743-. Refer to appropriate Service Information.
U0322 Software Incompatibility With Body Control Module COM: Gateway Communication With Gateway
  • Ambient temperature sensor coding monitoring failure
  • Time after ignition on > 1.5 s
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Vehicle Electrical System Control Module -J519-. Refer to appropriate Service Information.
U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module COM: Vehicle Speed Sensor (VSS) Communication With BSCM
  • Speed sensor signal: low voltage error (no map, just bottom and top limit) 655.33 - 655.34 km/h
  • Time since engine running > 0.5 s
  • 2.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
  • Speed sensor signal: initialization error (no map, just bottom and top limit) 655.33 - 655.34 km/h
  • Speed sensor signal: sensor error (no map, just bottom and top limit) 655.35 km/h
  • 0.5 s
  • Continuous
COM: Brake System Control Module (BSCM) Communication With BSCM
  • Received data implausible message
  • Time after ignition on 0.5 s
  • 0.5 s
  • Continuous
Vehicle Speed Sensor (VSS) Rationality Check High
  • Vehicle speed > 202 mph
  
  • 0.1 s
  • Continuous
U0422 Invalid Data Received From Body Control Module COM: Gateway Communication With Gateway
  • Ambient temperature value (initialization) failure
  • Time after ignition on > 1.5 s
  • Engine running
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
COM: Body Control Module (BCM) Communication With BCM
  • Received message implausible message
  • Time after ignition on 0.5 s
  • 1.0 s
  • Continuous
U0423 Invalid Data Received From Instrument Panel Cluster Control Module COM: Instrument Panel Cluster (IPC) Communication With IPC
  • Received data implausible message
  • Time after ignition on 0.5 s
  • 3.0 s
  • Continuous
  • 2 DCY
 -- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
CAN: Instrument Panel Cluster (IPC) Communication With IPC
  • Received data signal out of valid range
 
U1103 Production Mode Active Engine Control Module (ECM): Production Mode Function Monitoring: Mode Change
  • Production mode active
  • Vehicle speed < 3 mph
  • Max trip mileage since initial vehicle start-up < 62.15 miles
  • During ECM keep alive-time after ignition off
  • Engine speed 0 RPM
  • For hybrid:
  • Drive motor off
  • 0.01 s
  • Continuous
  • 1 DCY
 -- Vehicle is in production mode. Refer to appropriate Service Information for resolution. Note the mode can be deactivated with a factory scan tool or will automatically turn off after vehicle accumulates the first 100 km (62.14 miles) of driving.
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