Engine Control Module --, 2022 MY

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
Catalyst System	P0420  - Catalyst System Efficiency Below Threshold Bank 1	intrusive monitor	ratio of measured corrected OSC / OSC of borderline catalyst			monitor entry conditions	checked not calibrated 0.451 > 0.623.000.306.002.00				Three Way Catalytic Converter (TWC) Oxygen Sensor 1 After Catalytic Converter -GX7- Oxygen Sensor 1 Before Catalytic Converter -GX10-
		measure of OSC compared to OSC of borderline catalyst	arithmetic average value of OSC ratio	not calibrated	[-]	conditions for active lambda diagnosis (referenced)		15 [s] once / DCY	1 DCY
			or			for arithmetic average value calculation
			EWMA filtered value of OSC ratio	< 1.00	[-]	number of checks required for valid result	[-]
						for EWMA-filter K-factor minimum number of tests per DCY required	[-] [-]
						step change detection will initiate multiple tests per DCY conditions for step change detection
						deviation between new measured value and old EWMA filtered value	[-]
						number of checks for confirmation maximum tolerance to confirm filtered value	[-] [-]
						conditions for fast initial response mechanism
						initial value of filtered value maximum number of checks per DCY	[-] [-]
						additional conditions no additional conditions calibrated
Misfire	P0300 - Random/Multiple Cylinder Misfire Detected	crankshaft speed fluctuation	emission threshold misfire rate (MR)	> 3.60	[%]	case 1:			1000 [rev]	2 DCY	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
		(single or multiple)							continuous
	P0301  - Cylinder 1 Misfire Detected		catalyst damage misfire rate (MR)	> 3.10...15.83	[%]	ECT downstream engine @ start	>= -29	[°C]	200 [rev]	immediately	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
									continuous
	P0304  - Cylinder 4 Misfire Detected					case 2:					Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
	P0303  - Cylinder 3 Misfire Detected					ECT downstream engine @ start	< -29	[°C]			Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
	P0306  - Cylinder 6 Misfire Detected					then activation if ECT	> -28	[°C]			Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
						downstream engine
	P0302  - Cylinder 2 Misfire Detected					first start in dcy					Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
	P0305  - Cylinder 5 Misfire Detected					engine speed	> 410	[rpm]			Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --
						ignition counter	> 6	[-]
						re-start (if equipped with
						stop/start system)
						engine	running
						ignition counter	> 6	[-]
						general conditions
						time after engine start	> 0.0	[s]
						engine torque	>= 0	[Nm]
						for number of camshaft	>= 0	[-]
						revolutions
						fuel cut off	not active
						for number of camshaft	>= 0	[-]
						revolutions
						rough road	not detected
						for number of camshaft	>= 0	[-]
						revolutions
Misfire	P0316 - Engine Misfire Detected on Startup (First 1000 Revolutions)	crankshaft speed fluctuation (single or multiple)	emission threshold misfire rate (MR)	> 3.60	[%]	case 1: ECT downstream engine @ start case 2:	>= -29	[°C]	1000 [rev] continuous	2 DCY	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Check the fuel pressure and delivery quantity. Fuel Injectors -- Ignition Coils --

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						ECT downstream engine @ start	< -29	[°C]
						then activation if ECT				> -28	[°C]
											downstream engine
											first start in dcy
						engine speed				> 410	[rpm]
						ignition counter				> 6	[-]
											re-start (in case of PHEV if
											equipped with stop/start
											system)
										engine	running
						ignition counter				> 6	[-]
											general conditions
						time after engine start				> 0.0	[s]
						engine torque				>= 0	[Nm]
						for number of camshaft				>= 0	[-]
											revolutions
										fuel cut off	not active
						for number of camshaft				>= 0	[-]
											revolutions
										rough road	not detected
						for number of camshaft				>= 0	[-]
											revolutions
Autoignition	P039B - Cylinder 1 Pressure Too High P03B9 - Cylinder 4 Pressure Too High	crankshaft speed fluctuation	Cyl. 1 - no dynamic: relative angular crankshaft deceleration	> 18000...40000	[1/s2 ]	engine load engine speed	> 60.00 < 6000	[%] [rpm]	18 [rev] continuous	2 DCY	For both DTCs. This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel. Check the spark plugs visually for signs of fouling. Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
	P03AF - Cylinder 3 Pressure Too High P03CD - Cylinder 6 Pressure Too High P03A5 - Cylinder 2 Pressure Too High P03C3 - Cylinder 5 Pressure Too High		or Cyl. 1 - medium dynamic: relative angular crankshaft deceleration or Cyl. 1 - high dynamic: relative angular crankshaft deceleration	> 27000...60000 > 36000...80000	[1/s2 ] [1/s2 ]	clutch gear shift fuel cut off diff. set point vs. actual rail pressure tooth angle adaptation diff. basic vs. current ignition timing no dynamic engine speed gradient	closed not active not active < 10.00 finished < 191.25 <= 180.00...220.00	[MPa] [°CRK] [rpm/s]			For all four DTCs. This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel. Check the spark plugs visually for signs of fouling. Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate repair manual for low compression readings or for carbon buildup removal. Knock Sensor 1 -G61- Engine Speed Sensor -G28-
				Cyl. 2 - no dynamic: relative angular crankshaft deceleration				> 15000...25500	[1/s2 ]	18 [rev] continuous	2 DCY
			or Cyl. 2 - medium dynamic: relative angular crankshaft deceleration or Cyl. 2 - high dynamic: relative angular crankshaft deceleration	> 22500...38250 > 30000...51000	[1/s2 ] [1/s2 ]	and set point MAP gradient medium dynamic engine speed gradient or set point MAP gradient high dynamic engine speed gradient	<= 200.00...400.00 > 180.00...220.00 > 200.00...400.00 > 180.00...220.00	[kPa/s] [rpm/s] [kPa/s] [rpm/s]
				Cyl. 3 - no dynamic: relative angular crankshaft deceleration				>= 18000...25500	[1/s2 ]	18 [rev] continuous	2 DCY
			or Cyl. 3 - medium dynamic: relative angular crankshaft deceleration or Cyl. 3 - high dynamic: relative angular crankshaft deceleration	>= 27000...38250 >= 36000...51000	[1/s2 ] [1/s2 ]	and set point MAP gradient	> 200.00...400.00	[kPa/s]
			Cyl. 4 - no dynamic relative angular crankshaft deceleration	> 18000...35000	[1/s2 ]				18 [rev] continuous	2 DCY
			or Cyl. 4 - medium dynamic: relative angular crankshaft deceleration or Cyl. 4 - high dynamic: relative angular crankshaft deceleration	>= 27000...52500 > 36000...70000	[1/s2 ] [1/s2 ]
			Cyl. 5 - no dynamic relative angular crankshaft deceleration	> 18000...25000	[1/s2 ]				18 [rev] continuous	2 DCY
			or

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
			Cyl. 5 - medium dynamic: relative angular crankshaft deceleration or Cyl. 5 - high dynamic: relative angular crankshaft deceleration	>= 27000...37500 > 36000...50000	[1/s2 ] [1/s2 ]
				Cyl. 6 - no dynamic relative angular crankshaft deceleration or Cyl. 6 - medium dynamic: relative angular crankshaft deceleration or Cyl. 6 - high dynamic: relative angular crankshaft deceleration				> 18000...29000 >= 27000...43500 > 36000...58000	[1/s2 ] [1/s2 ] [1/s2 ]	18 [rev] continuous	2 DCY
Evaporative Emission (EVAP)	P0441  - EVAP System Incorrect Purge Flow	intrusive monitor	purge valve quality	< 0.20	[-]	monitor entry conditions			1.2 [s]	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Control Module -J909-
System									once / DCY
		functional check				diff. BARO vs. intake manifold	> 18.00	[kPa]
						pressure
						relative engine load	> 10.99...15.00	[%]
						engine speed	550...2700	[rpm]
						idle speed	not active
						vehicle speed	not calibrated	[mph]
						vehicle speed	not calibrated	[mph]
						engine speed deviation	< | 80 |	[rpm]
						engine load deviation	< | 4.01 |	[%]
						diff. actual vs. filtered intake	< |10.00|	[kPa]
						manifold pressure model
						MAP set point deviation	< |511.99|	[kPa]
						and
						fuel cut-off	not calibrated
						or
						lambda control	closed loop
						lambda control value	0.90...1.10	[-]
						lambda value	0.90...1.10	[-]
						and
						selected gear	>= 5.00	[-]
						and
						case 1
						integrated air mass through	>= 2.5	[g]
						canister purge valve
						or
						cumulated integrated purge MAF	not calculated	[g]
						since engine start
						case 2
						integrated air mass through	not calibrated	[g]
						canister purge valve
						cumulated integrated purge MAF	not calibrated	[g]
						since engine start
						and
						valve opening angle for purge	>= 0.50	[-]
						adaptation
						or
						air mass flow for purge	>= 0.00	[-]
						adaptation
						and
						case 1
						AAT	> 1263	[°C]
						purge flow adaptation factor	<= 10.00	[-]
						case 2
						AAT	1263	[°C]
						purge flow adaptation factor	<= 10.00	[-]
						case 3
						AAT	< 1263	[°C]
						purge flow adaptation factor	<= 10.00	[-]
						and

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						cumulated air mass since engine	>= 0.50...2.00	[kg]
											start
						AAT				> 4	[°C]
						BARO				> 73.00	[kPa]
						battery voltage				10.90...16.10	[V]
											and
						ECT downstream engine				> 56	[°C]
											or
						modeled ECT				> 56	[°C]
											conditions for measurement
											window
						diff. actual vs. filtered freezed				< | 9.00 |	[kPa]
											intake manifold pressure model
						diff. actual vs. filtered intake				< |5.00|	[kPa]
											manifold pressure model
										change of engine mode	not active
						engine speed				500...2750	[rpm]
						relative engine load				> 10.99	[%]
						diff. BARO vs. intake manifold				> 16.00	[kPa]
											pressure
						diff. BARO vs. boost pressure				>= -300.00	[kPa]
						maximum throttle position				< |255.99|	[%]
											dynamic
						engine speed deviation				< | 80 |	[rpm]
						change of manifold pressure				< |511.99|	[kPa]
											set point
						change of modeled manifold				< |5.00|	[kPa]
											pressure
Evaporative Emission (EVAP)	P04F0  - EVAP System High Load Purge Line "A" Performance	intrusive monitor	Turbocharger Purge Line			monitor entry conditions					EVAP Canister Purge Regulator Valve 1 -N80-
System		functional check	purge valve quality	< 0.20	[-]	diff. BARO vs. intake manifold	<= -10.00	[kPa]	1.2 [s]	2 DCY
						pressure			once / DCY
						MAF	>= 41.67	[g/s]
						selected gear	>= 5.00	[-]
						and
						case 1
						integrated air mass through	>= 1.0	[g]
						canister purge valve in
						turbocharged engine mode
						case 2
						integrated air mass through	>= 2.5	[g]
						canister purge valve
						or
						cumulated integrated purge MAF	not calculated	[g]
						since engine start
						case 3
						integrated air mass through	not calibrated	[g]
						canister purge valve
						cumulated integrated purge MAF	not calibrated	[g]
						since engine start
						and
						valve opening angle for purge	>= 0.50	[-]
						adaptation
						or
						air mass flow for purge	>= 0.00	[-]
						adaptation
						and
						case 1
						AAT	> 1263	[°C]
						purge flow adaptation factor	<= 10.00	[-]
						case 2
						AAT	1263	[°C]
						purge flow adaptation factor	<= 10.00	[-]
						case 3
						AAT	< 1263	[°C]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						purge flow adaptation factor	<= 10.00	[-]
											and
						cumulated air mass since engine				>= 0.50...2.00	[kg]
											start
						AAT				> 4	[°C]
						BARO				> 73.00	[kPa]
						battery voltage				10.90...16.10	[V]
											and
						ECT downstream engine				> 56	[°C]
											or
						modeled ECT				> 56	[°C]
											conditions for measurement
											window
										change of engine mode	not active
						MAF				not calibrated	[g/s]
						engine speed				< 6500	[rpm]
						maximum throttle position				< | 4.00 |	[%]
											dynamic
						boost pressure dynamic				< | 50.00 |	[kPa]
Evaporative Emission (EVAP)	P00FE - EVAP System Tank Vapor Line Restricted/Blocked	intrusive monitor	high pass filtered DMTL pump current	>= 1.7	[mA]	previous ECM keep alive time			33.0 [s]	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Control Module -J909-
System									once / DCY
		rationality check: blocked line	for time	> 7.0	[s]	reference measurement of small	finished
						leak monitor
						and
						high pass filtered DMTL pump	>= 1.7	[mA]
						current
						during time after reference	<= 8.0	[s]
						measurement
						actual DCY
						ECT downstream engine @ start	>= 4	[°C]
						AAT	4...35	[°C]
						BARO	> 73.95	[kPa]
						battery voltage	>= 10.90; <= 16.10	[V]
						time since engine start	>= 600.0	[s]
						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						or
						propulsion off time previous dcy	>= 21600.0	[s]
						initial vehicle speed	> 12	[mph]
						vehicle speed	> -6	[mph]
						vehicle speed deviation	<= | 19 |	[mph]
						engine speed	500...6000	[rpm]
						engine speed deviation	<= | 3000 |	[rpm]
						purge flow adaptation factor	<= 5.00	[-]
						fuel level	<= 73.00	[l]
Evaporative Emission (EVAP)	P0456  - EVAP System Leak Detected (Very Small Leak)	intrusive monitor	EVAP-system leakage area calculated from	> 0.13	[mm A 2 ]	ECT downstream engine @ start	>= 4	[°C]	730.0 [s]	2 DCY	Check the EVAP System for Leaks. EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Control Module -J909-
System Very Small Leak			pump current curve						once / DCY
		rationality check				diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 2.50	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 5.00	[V]
						monitoring
						engine off time	>= 25.0	[s]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						vehicle speed	0	[mph]
						evap purge adaptation				< 5.00	[-]
						integrated purge mass flow				not calibrated	[g]
											since last purge stop
						no sudden change in evap pump				< 2.0; > -0.7	[mA]
											current (filling event)
						deviation of filtered evap pump				<= 3.0	[mA]
											current during reference
											measurement within range
						change in relative evap pump				not calibrated	[-]
											current during monitoring
						within time				not calibrated	[s]
						(during ECM keep alive-time				< 900.0	[s]
											after ignition off, max. time)
										airbag	not activated
						battery voltage				10.90...16.10	[V]
						fuel level				<= 72.00	[l]
Evaporative Emission (EVAP)	P0442  - EVAP System Leak Detected (Small Leak)	intrusive monitor	modeled pressure from pump current	< 1.40	[kPa]	ECT downstream engine @ start	>= 4	[°C]	730.0 [s]	2 DCY	Check the EVAP System for Leaks. EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Control Module -J909-
System Small Leak									once / DCY
		pressure check				diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 2.50	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 5.00	[V]
						monitoring
						engine off time	>= 25.0	[s]
						vehicle speed	0	[mph]
						no sudden change in evap pump	< 2.0; > -0.7	[mA]
						current (filling event)
						deviation of filtered evap pump	<= 3.0	[mA]
						current during reference
						measurement within range
						change in relative evap pump	not calibrated	[-]
						current during monitoring
						within time	not calibrated	[s]
						(during ECM keep alive-time	< 900.0	[s]
						after ignition off, max. time)
						airbag	not activated
						battery voltage	10.90...16.10	[V]
						fuel level	<= 72.00	[l]
Evaporative Emission (EVAP)	P043E - EVAP System Leak Detection Reference Orifice Low Flow	out of range high	evap pump current during reference	> 40.0	[mA]	ECT downstream engine @ start	>= 4	[°C]	120.0 [s]	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Diagnosis Module Tank			measurement						once / DCY
Leakage (DMTL)						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 2.50	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 5.00	[V]
						monitoring
						engine off time	>= 25.0	[s]
						vehicle speed	0	[mph]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						deviation of filtered evap pump	<= 3.0	[mA]
											current during reference
											measurement within range
						(during ECM keep alive-time				< 900.0	[s]
											after ignition off, max. time)
										airbag	not activated
						battery voltage				10.90...16.10	[V]
						fuel level				<= 73.00	[l]
P043F - EVAP System Leak Detection Reference Orifice High Flow		out of range low	during engine off:		ECT downstream engine @ start						>= 4	[°C]		Fuel Tank Leak Detection Control Module -J909-
		evap pump current during reference			< 15.0	[mA]	diff. between ECT downstream	not calibrated	[K]	120.0 [s]	2 DCY
		measurement				engine @ start and AAT							once / DCY
					propulsion off time previous dcy						>= 21600.0	[s]
					AAT						< 35; > 4	[°C]
					BARO						> 73.95	[kPa]
					time since engine start in current						>= 600.0	[s]
					dcy
					change of BARO						<= 2.50	[kPa]
					during						300.0	[s]
					change in battery voltage during						< 5.00	[V]
					monitoring
					engine off time						>= 25.0	[s]
					vehicle speed						0	[mph]
					deviation of filtered evap pump						<= 3.0	[mA]
					current during reference
					measurement within range
					(during ECM keep alive-time	< 900.0	[s]
					after ignition off, max. time)
					airbag	not activated
					battery voltage	10.90...16.10	[V]
					fuel level	<= 73.00	[l]
P2407 - EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic		signal check	during engine off:		ECT downstream engine @ start						>= 4	[°C]		Fuel Tank Leak Detection Control Module -J909-
		flucuation of evap pump current during			> 3.0	[mA]	diff. between ECT downstream	not calibrated	[K]	730.0 [s]	2 DCY
		reference measurement				engine @ start and AAT							once / DCY
		or			propulsion off time previous dcy						>= 21600.0	[s]
		drop of evap pump current during pump phase			> 6.0	[mA]	AAT	< 35; > 4	[°C]
		for time			>= 3.0	[s]	BARO	> 73.95	[kPa]
					time since engine start in current						>= 600.0	[s]
					dcy
					change of BARO						<= 2.50	[kPa]
					during						300.0	[s]
					change in battery voltage during						< 5.00	[V]
					monitoring
					engine off time						>= 25.0	[s]
					vehicle speed						0	[mph]
					no sudden change in evap pump						< 2.0; > -0.7	[mA]
					current (filling event)
					change in relative evap pump						not calibrated	[-]
					current during monitoring
					within time						not calibrated	[s]
					(during ECM keep alive-time						< 900.0	[s]
					after ignition off, max. time)
					airbag						not activated
					battery voltage						10.90...16.10	[V]
					fuel level						<= 73.00	[l]
P2450 - EVAP System Switching Valve Performance/Stuck Open		signal check	during engine off:		ECT downstream engine @ start						>= 4	[°C]		Fuel Tank Leak Detection Control Module -J909-
		evap pump current difference between			<= 2.0	[mA]	diff. between ECT downstream	not calibrated	[K]	123.5 [s]	2 DCY
		reference measurement to idle				engine @ start and AAT							once / DCY

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT				< 35; > 4	[°C]
						BARO				> 73.95	[kPa]
						time since engine start in current				>= 600.0	[s]
								dcy
						change of BARO				<= 2.50	[kPa]
						during				300.0	[s]
						change in battery voltage during				< 5.00	[V]
								monitoring
						engine off time				>= 25.0	[s]
						vehicle speed				0	[mph]
						no sudden change in evap pump				< 2.0; > -0.7	[mA]
											current (filling event)
						deviation of filtered evap pump				<= 3.0	[mA]
											current during reference
											measurement within range
						change in relative evap pump				not calibrated	[-]
											current during monitoring
						within time				not calibrated	[s]
						(during ECM keep alive-time				< 900.0	[s]
											after ignition off, max. time)
										airbag	not activated
						battery voltage				10.90...16.10	[V]
						fuel level				<= 73.00	[l]
Evaporative Emission (EVAP)	P2404 - EVAP System Leak Detection Pump Sense Circuit Range/Performance	functional check	diff. referenced leakage current @ start of	> 1.0...4.5	[mA]	ECT downstream engine @ start	>= 4	[°C]	730.0 [s]	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Diagnosis Module Tank			diagnosis vs. referenced leakage current @ end						once / DCY
Leakage (DMTL)			of diagnosis			diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600.0	[s]
						AAT	< 35; > 4	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 2.50	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 5.00	[V]
						monitoring
						engine off time	>= 25.0	[s]
						vehicle speed	0	[mph]
						evap purge adaptation	< 5.00	[-]
						integrated purge mass flow	not calibrated	[g]
						since last purge stop
						no sudden change in evap pump	< 2.0; > -0.7	[mA]
						current (filling event)
						deviation of filtered evap pump	<= 3.0	[mA]
						current during reference
						measurement within range
						change in relative evap pump	not calibrated	[-]
						current during monitoring
						within time	not calibrated	[s]
						(during ECM keep alive-time	< 900.0	[s]
						after ignition off, max. time)
						airbag	not activated
						battery voltage	10.90...16.10	[V]
						fuel level	<= 73.00	[l]
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Pump Motor	P148D - Evaporative Emission System Leak Detection Pump Implausible Frequency	functional check	filtered pump frequency	< 60.0	[1/s]	ECT downstream engine @ start diff. between ECT downstream engine @ start and AAT	>= 4 not calibrated	[°C] [K]	120.0 [s] once / DCY	2 DCY	Fuel Tank Leak Detection Control Module -J909-
						propulsion off time previous dcy	>= 21600	[s]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						AAT	> 4; < 35	[°C]
						BARO				> 73.95	[kPa]
						time since engine start in current				>= 600.0	[s]
											dcy
						change of BARO				<= 2.50	[kPa]
						during				300.0	[s]
						change in battery voltage during				< 5.00	[V]
											monitoring
						engine off time				>= 25.0	[s]
						vehicle speed				0	[mph]
						deviation of filtered evap pump				<= 3.0	[mA]
											current during reference
											measurement within range
						(during ECM keep alive-time				< 900.0	[s]
											after ignition off, max. time)
										airbag	not activated
						battery voltage				10.90...16.10	[V]
						fuel level				<= 72.00	[l]
Evaporative Emission (EVAP)	P148D - Evaporative Emission System Leak Detection Pump Implausible Frequency	functional check	filtered pump frequency	> 140.0	[1/s]	ECT downstream engine @ start	>= 4	[°C]	120.0 [s]	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Diagnosis Module Tank									once / DCY
Leakage (DMTL) Pump Motor						diff. between ECT downstream	not calibrated	[K]
						engine @ start and AAT
						propulsion off time previous dcy	>= 21600	[s]
						AAT	> 4; < 35	[°C]
						BARO	> 73.95	[kPa]
						time since engine start in current	>= 600.0	[s]
						dcy
						change of BARO	<= 2.50	[kPa]
						during	300.0	[s]
						change in battery voltage during	< 5.00	[V]
						monitoring
						engine off time	>= 25.0	[s]
						vehicle speed	0	[mph]
						deviation of filtered evap pump	<= 3.0	[mA]
						current during reference
						measurement within range
						(during ECM keep alive-time	< 900.0	[s]
						after ignition off, max. time)
						airbag	not activated
						battery voltage	10.90...16.10	[V]
						fuel level	<= 72.00	[l]
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Pump Motor	P2401 - EVAP System Leak Detection Pump Control Circuit Low	circuit low	signal voltage	< 2.74	[V]	ECM pre-drive evap pump electric drive battery voltage	not active commanded off > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P2400 - EVAP System Leak Detection Pump Control Circuit/Open		open circuit	signal voltage	3.26...4.70	[V]	ECM pre-drive evap pump electric drive battery voltage	not active commanded off> 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P2402 - EVAP System Leak Detection Pump Control Circuit High		circuit high	signal voltage at evap pump current measuring resistor	> 4.00	[V]	ECM pre-drive evap pump electric drive battery voltage	not active commanded on > 10.90; < 16.10	[V]	0.1 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P2402 - EVAP System Leak Detection Pump Control Circuit High		functional check: stuck open/closed	signal voltage at evap pump current measuring resistor	> 1.80	[V]	ECM pre-drive evap pump electric drive battery voltage	not active commanded on > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Pump Heater	P240B - EVAP System Leak Detection Pump Heater Control Circuit Low	circuit low	signal voltage	< 2.74	[V]	ECM pre-drive evap pump heater battery voltage	not active commanded off > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
	P240A - EVAP System Leak Detection Pump Heater Control Circuit/Open	open circuit	signal voltage	3.26...4.70	[V]	ECM pre-drive evap pump heater battery voltage	not active commanded off > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P240C - EVAP System Leak Detection Pump Heater Control Circuit High		circuit high	signal current	>= 0.60...12.50	[A]	ECM pre-drive evap pump heater battery voltage	not active commanded on> 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Evaporative Emission (EVAP) Diagnosis Module Tank Leakage (DMTL) Valve	P0448 - EVAP System Vent Control Circuit Shorted	circuit low	signal voltage	< 2.74	[V]	ECM pre-drive evap pump solenoid valve battery voltage	not active commanded off > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P0447 - EVAP System Vent Control Circuit Open		open circuit	signal voltage	3.26...4.70	[V]	ECM pre-drive evap pump solenoid valve battery voltage	not active commanded off > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P0448 - EVAP System Vent Control Circuit Shorted		circuit high	signal current	>= 0.60...12.50	[A]	ECM pre-drive evap pump solenoid valve battery voltage	not active commanded on > 10.90; < 16.10	[V]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Evaporative Emission (EVAP) Canister Purge Valve	P0459 - EVAP System Purge Control Valve "A" Circuit High	circuit high	signal current	> 0.60...12.50	[A]	actuator battery voltage	commanded on 7.00...16.00	[V]	0.5 [s] continuous	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80-
Evaporative Emission (EVAP) Canister Purge Valve	P0444 - EVAP System Purge Control Valve "A" Circuit Open	open circuit	signal voltage	3.26...4.70	[V]	actuator battery voltage	commanded off 7.00...16.00	[V]	0.5 [s] continuous	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80- Fuel Tank Leak Detection Control Module -J909-
Evaporative Emission (EVAP) Canister Purge Valve	P0458 - VAP System Purge Control Valve "A" Circuit Low	circuit low	signal voltage	< 2.74	[V]	actuator battery voltage	commanded off 7.00...16.00	[V]	0.5 [s] continuous	2 DCY	EVAP Canister Purge Regulator Valve 1 -N80-
Evaporative Emission (EVAP) Pressure Sensor	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	out of range low	canister purge pressure	< 8.00	[kPa]	first engine start	finished		5000 [ms] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Evaporative Emission (EVAP) Pressure Sensor	P24D6 - EVAP System Pressure Sensor/Switch "B" Circuit Range/Performance	out of range high	canister purge pressure	> 153.00	[kPa]	first engine start	finished		5000 [ms] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Evaporative Emission (EVAP) Pressure Sensor	P0452 - EVAP System Pressure Sensor/Switch "A" Circuit Low	circuit low	signal voltage	< 0.20	[V]	time after ignition on engine	> 1.0 not cranking	[s]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
P0453 - EVAP System Pressure Sensor/Switch "A" Circuit High		circuit high	signal voltage	> 4.80	[V]	time after ignition on engine	> 1.0 not cranking	[s]	0.5 [s] continuous	2 DCY	Fuel Tank Leak Detection Control Module -J909-
Fuel System	P02CC - Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit	adaptation monitoring	absolute value of closing response deviation from reference injector closing response deviation from reference injector for number of faulty learnt injection masses or absolute value of corrected closing response deviation from reference injector corrected closing response deviation from reference injector for number of faulty injections or absolute value of overall correction of closing response and opening delay overall correction of closing response and opening delay for number of faulty injections	> 0.20	[ms]	fuel rail pressure	8.00...25.50	[MPa]	100.00 [events] continuous	2 DCY	Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D2 - Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit	adaptive value limit low	> 0				[ms]	ECT downstream engine	-20...120	[°C]		Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D0 - Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit		> 3.00				[-]	initial min fuel mass adaptation	finished			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D6 - Cylinder 6 Fuel Injector "A" Offset Learning At Min Limit P02CE - Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit		> 0.30...0.60				[ms]	re-adaptation engine speed	not active 500...4000	[rpm]		For both DTCs. Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D4 - Cylinder 5 Fuel Injector "A" Offset Learning At Min Limit		> 0				[ms]	BARO	60.00...110.00	[kPa]		Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
			> 50.00> 0.20...1.00<= 0				[-] [ms] [ms]	battery voltage DFI requested fuel mass per injection IAT @ manifold	10.80...16.00 active 0...100-50...80	[V] [mg] [°C]
			> 50.00				[-]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
Fuel System	P02CD - Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit	adaptation monitoring	absolute value of closing response deviation from reference injector closing response deviation from reference injector for number of faulty learnt injection masses or absolute value of corrected closing response deviation from reference injector corrected closing response deviation from reference injector for number of faulty injections or absolute value of overall correction of closing response and opening delay overall correction of closing response and opening delay for number of faulty injections	> 0.20	[ms]	fuel rail pressure	8.00...25.50	[MPa]	100.00 [events] continuous	2 DCY	Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D3 - Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit	adaptive value limit high	<= 0				[ms]	ECT downstream engine	-20...120	[°C]		Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D1 - Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit		> 3.00				[-]	initial min fuel mass adaptation	finished			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D7 - Cylinder 6 Fuel Injector "A" Offset Learning At Max Limit P02CF - Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit		> 0.30...0.60				[ms]	re-adaptation engine speed	not active 500...4000	[rpm]		For both DTCs. Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02D5 - Cylinder 5 Fuel Injector "A" Offset Learning At Max Limit		<= 0				[ms]	BARO	60.00...110.00	[kPa]		Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
			> 50.00 > 0.20...1.00> 0				[-] [ms] [ms]	battery voltage DFI requested fuel mass per injection IAT @ manifold	10.80...16.00 active 0...100-50...80	[V] [mg] [°C]
			> 50.00				[-]
Fuel System	P02EE - Cylinder 1 Injector Circuit Range/Performance	adaptation monitoring	injection close time	not detected		fuel rail pressure	8.00...25.50	[MPa]	100 [rev]	2 DCY	Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
									continuous
	P02F1 - Cylinder 4 Injector Circuit Range/Performance	functional check - no activity	for number of consecutive injections	> 4	[rev]	ECT downstream engine	-20...120	[°C]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02F0 - Cylinder 3 Injector Circuit Range/Performance					engine speed	500...4000	[rpm]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02F3 - Cylinder 6 Injector Circuit Range/Performance					BARO	60.00...110.00	[kPa]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02EF - Cylinder 2 Injector Circuit Range/Performance					battery voltage	10.80...16.00	[V]			Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
	P02F2 - Cylinder 5 Injector Circuit Range/Performance					DFI	active				Fuel Injectors -- If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate repair manual.
						requested fuel mass per	0...100	[mg]
						injection
						IAT @ manifold	-50...80	[°C]
Fuel System	P219C  - Cylinder 1 Air-Fuel Ratio Imbalance	intrusive monitor	individual cylinder fuel correction based on	> 1.16	[-]	general:			20 (does not run in	2 DCY	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
			measured enleanment for dedicated engine						FTP) [s]
			roughness increase						once / DCY
	P219F  - Cylinder 4 Air-Fuel Ratio Imbalance	A/F cylinder imbalance: out of	or			camshaft adjustment	ready				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
	P219E  - Cylinder 3 Air-Fuel Ratio Imbalance	range high	counter for adaptation abort (due to misfire)	> 255.00	[-]	crankshaft adaptation	not calibrated				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
	P21A1  - Cylinder 6 Air-Fuel Ratio Imbalance					rough road	not detected				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
	P219D  - Cylinder 2 Air-Fuel Ratio Imbalance					engine roughness signal	valid				Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
	P21A0  - Cylinder 5 Air-Fuel Ratio Imbalance					engine speed	1000...2400	[rpm]			Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
						engine load	24.75...80.25	[%]
						selected gear	>= 6.00	[-]
						BARO	> 73.00	[kPa]
						AAT	> -28	[°C]
						ECT downstream engine	50...150	[°C]
						modeled catalyst temperature	250...950	[°C]
						electrical check of O2S front	completed
						electrical check of O2S rear	completed
						lambda control	closed loop
						canister load	not calibrated	[-]
						lambda set value	not calibrated	[-]
						catalyst heating	not active
						ratio fuel mass from evap purge	< 0.99	[-]
						system to fuel mass through
						injectors
						integrated air mass	>= 5.00...16.00	[kg]
						misfire on currently lean shifted	not detected
						cylinder
						scavenging rate	< 15.00	[-]
Fuel System	P219C - Cylinder 1 Air-Fuel Ratio Imbalance	intrusive monitor	individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase	< 0.82	[-]	general:	ready not calibrated not detected valid 1000...240024.75...80.25	[rpm] [%]	20 (does not run in FTP) [s] once / DCY	2 DCY	Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --
		P219F - Cylinder 4 Air-Fuel Ratio Imbalance P219E - Cylinder 3 Air-Fuel Ratio Imbalance P21A1 - Cylinder 6 Air-Fuel Ratio Imbalance P219D - Cylinder 2 Air-Fuel Ratio Imbalance P21A0 - Cylinder 5 Air-Fuel Ratio Imbalance	A/F cylinder imbalance: out of range low				camshaft adjustment crankshaft adaptation rough road engine roughness signal engine speed engine load			For all five DTCs. Check the spark plugs visually for signs of fouling. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Injectors --. Ignition Coils --

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						selected gear	>= 6.00	[-]
						BARO				> 73.00	[kPa]
						AAT				> -28	[°C]
						ECT downstream engine				50...150	[°C]
						modeled catalyst temperature				250...950	[°C]
										electrical check of O2S front	completed
										electrical check of O2S rear	completed
										lambda control	closed loop
						canister load				not calibrated	[-]
						lambda set value				not calibrated	[-]
										catalyst heating	not active
						ratio fuel mass from evap purge				< 0.99	[-]
											system to fuel mass through
											injectors
						integrated air mass				>= 5.00...16.00	[kg]
										misfire on currently lean shifted	not detected
											cylinder
						scavenging rate				< 15.00	[-]
Fuel System	P0171 - System Too Lean Bank 1	intrusive monitor / Direct Fuel	adaptive value	> 5.02	[%]	general:			0 (2xUDDS : 360) [s]	2 DCY	Check the vacuum lines visually for leaks. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 After Catalytic Converter -GX7- Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1-
		Injection							continuous
		system too lean @ idle				number of injections after engine	> 1000.00	[-]
						start
						engine speed	480...960	[rpm]
						engine load	10...48	[%]
						IAT @ manifold	< 90	[°C]
						part load adaptation	completed
						lambda control	closed loop
						lambda set point	0.82...1.02	[-]
						engine warm up correction	< 1.10	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	> 0.35	[-]
						or
						valve overlap	< 5.00	[°CRK]
						and
						case 1
						integrated air mass	> 0.00	[kg]
						ECT downstream engine	> 60	[°C]
						or
						case 2
						ECT downstream engine	> 60	[°C]
						additional conditions:
						no additional conditions
						calibrated
	P0172 - System Too Rich Bank 1	intrusive monitor / Direct Fuel	adaptive value	< -5.02	[%]	general:			0 (2xUDDS: 360) [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Manifold Absolute Pressure Sensor -G71- EVAP Canister Purge Regulator Valve 1 -N80-
		Injection							continuous
		system too rich @ idle				number of injections after engine	> 1000.00	[-]
						start
						engine speed	480...960	[rpm]
						engine load	10...48	[%]
						IAT @ manifold	< 90	[°C]
						part load adaptation	completed
						lambda control	closed loop
						lambda set point	0.82...1.02	[-]
						engine warm up correction	< 1.10	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	> 0.35	[-]
						or
						valve overlap	< 5.00	[°CRK]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						and case 1 integrated air mass ECT downstream engine or case 2 ECT downstream engine additional conditions: no additional conditions calibrated	> 0.00 > 60 > 60	[kg] [°C] [°C]
Fuel System	P0171 - System Too Lean Bank 1	intrusive monitor / Direct Fuel	adaptive value	> 23.00	[%]	general:			0 (2xUDDS: 260) [s]	2 DCY	Check the vacuum lines visually for leaks. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 After Catalytic Converter -GX7- Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1-
		Injection							continuous
		system too lean @ part load				number of injections after engine	> 1000.00	[-]
						start
						engine speed	1000...4000	[rpm]
						engine load	30...150	[%]
						IAT @ manifold	< 90	[°C]
						lambda control	closed loop
						lambda set point	0.82...1.02	[-]
						engine warm up correction	< 1.10	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	> 0.35	[-]
						or
						valve overlap	< 5.00	[°CRK]
						and
						case 1
						integrated air mass	> 0.00	[kg]
						ECT downstream engine	> 60	[°C]
						or
						case 2
						ECT downstream engine	> 60	[°C]
						additional conditions:
						no additional conditions
						calibrated
	P0172 - System Too Rich Bank 1	intrusive monitor / Direct Fuel	adaptive value	< -23.00	[%]	general:			0 (2xUDDS:260) [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Manifold Absolute Pressure Sensor -G71- EVAP Canister Purge Regulator Valve 1 -N80-
		Injection							continuous
		system too rich @ part load				number of injections after engine	> 1000.00	[-]
						start
						engine speed	1000...4000	[rpm]
						engine load	30...150	[%]
						IAT @ manifold	< 90	[°C]
						lambda control	closed loop
						lambda set point	0.82...1.02	[-]
						engine warm up correction	< 1.10	[-]
						modeled oil temperature	not calibrated	[°C]
						evap purge valve	closed
						high PCV purge load due to oil	not detected
						dilution
						ratio MAP to BARO	> 0.35	[-]
						or
						valve overlap	< 5.00	[°CRK]
						and
						case 1
						integrated air mass	> 0.00	[kg]
						ECT downstream engine	> 60	[°C]
						or
						case 2
						ECT downstream engine	> 60	[°C]
						additional conditions:

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						no additional conditions calibrated
Fuel System	P0171 - System Too Lean Bank 1	system too lean	low pass filtered lambda controller output	> 23.00	[%]	general:			35.0 [s] continuous	2 DCY	Check the vacuum lines visually for leaks. Check the intake system visually for leaks (false air). Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 After Catalytic Converter -GX7- Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1-
			for time	> 25.0	[s]	number of injections after engine start ECT downstream engine lambda control and high PCV purge load due to oil dilution MAF from brake booster to manifold and case 1: evap purge case 2: integrated EVAP purge mass case 3: evap purge controller limitation evap purge flow	>= 1000.00 >= -48 closed loop not calibrated not calibrated not active >= 11.3 >= 1.00 <= 0.00	[-] [°C] [g] [-] [kg/h]
	P0172 - System Too Rich Bank 1	system too rich	low pass filtered lambda controller output	< -23.00	[%]	general:			35.0 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Injectors --. Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Manifold Absolute Pressure Sensor -G71- EVAP Canister Purge Regulator Valve 1 -N80-
			for time	> 25.0	[s]	number of injections after engine start ECT downstream engine lambda control high PCV purge load due to oil dilution MAF from brake booster to manifold and case 1: evap purge case 2: integrated EVAP purge mass case 3: evap purge controller limitation evap purge flow	>= 1000.00 >= -48 closed loop not calibrated not calibrated not active >= 11.3 >= 1.00 <= 0.00	[-] [°C] [g] [-] [kg/h]
Fuel System	P2097 - Post Catalyst Fuel Trim System Too Rich Bank 1	out of range high	case 1: general conditions			condition for lambda split operation			Check fuel pressure, GX7, TWC		Check the fuel pressure and delivery quantity. Oxygen Sensor 1 After Catalytic Converter -GX7- Check the Three Way Catalytic Converter (TWC)
			adapted I-part of 2nd lambda control loop (O2S front fuel trim) adapted I-part of 2nd lambda control loop (O2S front offset)	> 0.030<= 0.07	[-][-]	catalyst heating case 1: general conditions	not calibrated		20.0 [s] continuous	2 DCY
			case 2: pending fault fuel trim monitor from previous DCY			decrease of adapted I-part of 2nd lambda control loop between previous and actual DCY	< 0.01	[-]
			adapted I-part of 2nd lambda control loop (O2S front offset)	> 0.07	[-]	if no pending fault (offset or fuel trim monitor) from previous DCY then
						O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: heal debounce	active >= 0.0 fulfilled	[s]
						else pending fault (offset or fuel trim monitor) from previous DCY
						O2S rear Control Loop (i-part, referenced) for time	active >= 20.0	[s]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						O2S front offset adaptation (referenced), final conditions: fault debounce	fulfilled
											case 2: pending fault fuel trim monitor from previous DCY
						O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: fault debounce				active >= 20.0 fulfilled	[s]
											additional conditions: pending fault fuel trim and O2S front offset monitor from previous DCY
						O2S rear Control Loop (i-part, referenced) for time additional conditions: soot mass conditions				active >= 0.0	[s]
											no additional conditions calibrated
P2096 - Post Catalyst Fuel Trim System Too Lean Bank 1		out of range low	case 1: general conditions		condition for lambda split operation									Check the fuel pressure and delivery quantity. Oxygen Sensor 1 After Catalytic Converter -GX7- Check the Three Way Catalytic Converter (TWC)
		adapted I-part of 2nd lambda control loop (O2S front fuel trim) adapted I-part of 2nd lambda control loop (O2S front offset)			< -0.030>= -0.07	[-][-]	catalyst heating case 1: general conditions	not calibrated	20.0 [s] continuous									2 DCY
		case 2: pending fault fuel trim monitor from previous DCY				increase of adapted I-part of 2nd lambda control loop between previous and actual DCY						< 0.01	[-]
		adapted I-part of 2nd lambda control loop (O2S front offset)			< -0.07	[-]	if no pending fault (offset or fuel trim monitor) from previous DCY then
					O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: heal debounce						active >= 0.0 fulfilled	[s]
					else pending fault (offset or fuel trim monitor) from previous DCY
					O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: fault debounce						active >= 20.0 fulfilled	[s]
					case 2: pending fault fuel trim monitor from previous DCY
					O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: fault debounce						active >= 20.0 fulfilled	[s]
					additional conditions: pending fault fuel trim and O2S front offset monitor from previous DCY
					O2S rear Control Loop (i-part, referenced)						active

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						for time additional conditions: soot mass conditions no additional conditions calibrated	>= 0.0	[s]
Fuel Pump Control (FPC)	P0148 - Fuel Delivery Error	functional check - rail pressure rise @ engine start	rail pressure rise @ start low pressure start	not detected detected		ECT rail pressure control high pressure start rail pressure before start	> -48; <= 143 closed loop commanded on < 4.00	[°C] [MPa]	5.0 [s] once / DCY	2 DCY	Oxygen Sensor 1 After Catalytic Converter -GX7-
Fuel Pump Control (FPC)	P0634 - Control Module Internal Temperature "A" Too High	over-temperature power stage	power stage temperature	> 150...165	[°C]	engine speed actuator	> 80 commanded on	[rpm]	0.5 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
Fuel Pump Control (FPC)	P025C - Fuel Pump Module "A" Control Circuit Low	circuit low	signal voltage	< 2.74	[V]	actuator battery voltage	commanded off 9.00...16.00	[V]	1.5 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
P025A - Fuel Pump Module "A" Control Circuit/Open		open circuit	signal voltage	3.26...4.70	[V]	actuator battery voltage	commanded off 9.00...16.00	[V]	1.5 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
P025D - Fuel Pump Module "A" Control Circuit High		circuit high	signal current	> 0.60...12.50	[A]	actuator battery voltage	commanded on 9.00...16.00	[V]	1.5 [s] continuous	2 DCY	Fuel Delivery Unit -GX1-
Fuel Injector	P0201 - Cylinder 1 Injector "A" Circuit	circuit low (low side)	signal voltage	0...1.00	[V]	actuator	commanded on		0.5 [s] continuous	2 DCY	Fuel Injectors --.
	P0204 - Cylinder 4 Injector "A" Circuit P0203 - Cylinder 3 Injector "A" Circuit P0206 - Cylinder 6 Injector "A" Circuit P0202 - Cylinder 2 Injector "A" Circuit P0205 - Cylinder 5 Injector "A" Circuit									For all DTCs. Fuel Injectors --.
	P0201 - Cylinder 1 Injector "A" Circuit	circuit low (high side)	signal voltage	0...1.00	[V]	actuator	commanded on		0.5 [s] continuous	2 DCY	Fuel Injectors --.
	P0204 - Cylinder 4 Injector "A" Circuit P0203 - Cylinder 3 Injector "A" Circuit P0206 - Cylinder 6 Injector "A" Circuit P0202 - Cylinder 2 Injector "A" Circuit P0205 - Cylinder 5 Injector "A" Circuit									For all DTCs. Fuel Injectors --.
	P0201 - Cylinder 1 Injector "A" Circuit P0204 - Cylinder 4 Injector "A" Circuit	open circuit	low side sensing signal voltage	< 1.00	[V]	actuator	commanded on		0.5 [s] continuous	2 DCY	For all DTCs. Fuel Injectors --.
	P0203 - Cylinder 3 Injector "A" Circuit P0206 - Cylinder 6 Injector "A" Circuit P0202 - Cylinder 2 Injector "A" Circuit P0205 - Cylinder 5 Injector "A" Circuit		and high side sensing signal voltage	5.00	[V]					For all DTCs. Fuel Injectors --.
	P0201 - Cylinder 1 Injector "A" Circuit	circuit high (low side)	signal voltage	> 9.00...14.00	[V]	actuator	commanded on		0.5 [s] continuous	2 DCY	Fuel Injectors --.
	P0204 - Cylinder 4 Injector "A" Circuit P0203 - Cylinder 3 Injector "A" Circuit P0206 - Cylinder 6 Injector "A" Circuit P0202 - Cylinder 2 Injector "A" Circuit P0205 - Cylinder 5 Injector "A" Circuit									For all DTCs. Fuel Injectors --.
	P0201 - Cylinder 1 Injector "A" Circuit	circuit high (high side)	signal voltage	> 9.00...14.00	[V]	actuator	commanded on		0.5 [s] continuous	2 DCY	Fuel Injectors --.
	P0204 - Cylinder 4 Injector "A" Circuit P0203 - Cylinder 3 Injector "A" Circuit P0206 - Cylinder 6 Injector "A" Circuit P0202 - Cylinder 2 Injector "A" Circuit P0205 - Cylinder 5 Injector "A" Circuit									For all DTCs. Fuel Injectors --.
	P0201 - Cylinder 1 Injector "A" Circuit	short between high side and low side	time to reach desired current, after switch on of power stage	< 10	[μs]	actuator	commanded on		0.5 [s] continuous	2 DCY	Fuel Injectors --.
	P0204 - Cylinder 4 Injector "A" Circuit P0203 - Cylinder 3 Injector "A" Circuit P0206 - Cylinder 6 Injector "A" Circuit P0202 - Cylinder 2 Injector "A" Circuit									For all DTCs. Fuel Injectors --.

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
	P0205 - Cylinder 5 Injector "A" Circuit										Fuel Injectors --.
Fuel Rail Pressure (FRP)	P0087 - Fuel Rail/System Pressure - Too Low Bank 1	functional check: stuck open	filtered rail pressure	< 1.00	[MPa]	time after engine start	> 5.0	[s]	1.0 [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
Control Actuator									multiple
						fuel pressure control	active
						for time	> 5.0	[s]
						relative fuel mass	5.02...249.98	[%]
	P0088 - Fuel Rail/System Pressure - Too High Bank 1	functional check: stuck close	filtered rail pressure	> 28.00	[MPa]	time after engine start	> 5.0	[s]	4.0 [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
									multiple
						fuel pressure control	active
						for time	>= 5.0	[s]
						relative fuel mass	5.02...249.98	[%]
Fuel Volume Regulator	P0091 - Fuel Pressure Regulator "A" Control Circuit Low	circuit low (low side)	signal voltage	0...1.00	[V]	actuator	commanded on		0.5 [s]	2 DCY	Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
Control								continuous
	P0091 - Fuel Pressure Regulator "A" Control Circuit Low	circuit high (low side)	signal voltage	0...1.00	[V]	actuator	commanded on		0.5 [s]	2 DCY	Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
								continuous
	P0090 - Fuel Pressure Regulator "A" Control Circuit/Open	open circuit	low-side sensing			actuator	commanded on				Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
			signal voltage	< 1.00	[V]			0.5 [s]	2 DCY
								continuous
			and
			high-side sensing
			signal voltage	5.00	[V]
	P0092 - Fuel Pressure Regulator "A" Control Circuit High	circuit low (high side)	signal voltage	> 9.00...14.00	[V]	actuator	commanded on		0.5 [s]	2 DCY	Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
								continuous
	P0092 - Fuel Pressure Regulator "A" Control Circuit High	circuit high (high side)	signal voltage	> 9.00...14.00	[V]	actuator	commanded on		0.5 [s]	2 DCY	Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
								continuous
	P0090 - Fuel Pressure Regulator "A" Control Circuit/Open	short between high side and low	time to reach desired current, after switch on of	< 55	[ A μs]	actuator	commanded on		0.5 [s]	2 DCY	Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
		side	powerstage					continuous
Fuel Volume Regulator HP Control	P0088 - Fuel Rail/System Pressure - Too High Bank 1	functional check	filtered diff. target pressure vs. actual pressure	< -3.50	[MPa]	time after engine start	> 7.0	[s]	5.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
						time after fuel cut off fuel cut off catalyst heating fuel volume regulator control relative fuel mass	> 7.0 not active not active active 5.02...249.98	[s] [%]
	P0087 - Fuel Rail/System Pressure - Too Low Bank 1	functional check	filtered diff. target pressure vs. actual pressure	> 3.50	[MPa]	time after engine start	> 7.0	[s]	5.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-. Fuel Delivery Unit -GX1-
						time after fuel cut off fuel cut off catalyst heating fuel volume regulator control relative fuel mass	> 7.0 not active not active active 5.02...249.98	[s] [%]
Cold Start Monitoring	P053F - Cold Start Fuel Pressure Performance Bank 1	functional check	filtered diff. target pressure vs. actual pressure	< -3.50	[MPa]	time after engine start	> 7.0	[s]	5.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Refer to appropriate repair manual. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
Fuel Volume Regulator HP Control						fuel cut off time after fuel cut off catalyst heating fuel volume regulator control relative fuel mass	not active > 7.0 active active 5.02...249.98	[s] [%]
	P053F - Cold Start Fuel Pressure Performance Bank 1	functional check	filtered diff. target pressure vs. actual pressure	> 3.50	[MPa]	time after engine start	> 7.0	[s]	5.0 [s] multiple	2 DCY	Check the fuel pressure and delivery quantity. Refer to appropriate repair manual. Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
						fuel cut off time after fuel cut off catalyst heating fuel volume regulator control relative fuel mass	not active > 7.0 active active 5.02...249.98	[s] [%]
Fuel Pressure LP Regulator	P0089 - Fuel Pressure Regulator "A" Performance	functional check	pressure control activity	> 350.00	[kPa]	time after engine start low pressure pump cleaning function ECT downstream engine	> 5.0 not calibrated > -48	[s] [°C]	45.0 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Fuel Metering Valve -N290-. Fuel Pressure Sensor -G247-
P0089 - Fuel Pressure Regulator "A" Performance		functional check	pressure control activity	< -250.00	[kPa]	time after engine start	> 5.0	[s]	45.0 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Fuel Metering Valve -N290-. Fuel Pressure Sensor -G247-

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						low pressure pump cleaning function ECT downstream engine	not calibrated > -48	[°C]
Fuel Pressure LP Regulator	P0089 - Fuel Pressure Regulator "A" Performance	functional check	diff. between actual pressure and target	> 150.00	[kPa]	time after engine start	> 5.0	[s]	8.0 [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Metering Valve -N290-. Fuel Pressure Sensor -G247-
			pressure						continuous
						ECT downstream engine	> -48	[°C]
						high pressure pump fuel volume	>= 20.00	[mm A 3 ]
						request
						time after minimum high	> 1.0	[s]
						pressure pump fuel volume
						request
						low pressure pump cleaning	not calibrated
						function
						fuel cut off	not active
						time after fuel cut off	> 15.0	[s]
Fuel Pressure LP Regulator	P0089 - Fuel Pressure Regulator "A" Performance	functional check	diff. between target pressure and actual	> 275.00	[kPa]	time after engine start	> 5.0	[s]	6.0 [s]	2 DCY	Check the fuel pressure and delivery quantity. Fuel Metering Valve -N290-. Fuel Pressure Sensor -G247-
			pressure						continuous
						ECT downstream engine	> -48	[°C]
						low pressure pump cleaning	not calibrated
						function
						fuel cut off	not calibrated
						time after fuel cut off	> 15.0	[s]
Fuel Pressure LP Sensor	P008B - Low Pressure Fuel System Pressure - Too High	out of range high	actual pressure	> 950.00	[kPa]				2.0 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Low Fuel Pressure Sensor -G410-
Fuel Pressure LP Sensor	P008A - Low Pressure Fuel System Pressure - Too Low	out of range low	actual pressure	< 80.00	[kPa]				2.0 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Low Fuel Pressure Sensor -G410-
SENT: Fuel Pressure LP Sensor	U066F - Lost Communication With Low Pressure Fuel System Sensor	communication with fuel pressure LP sensor	received message	no message		time after ignition on	> 500	[ms]	0.5 [s] continuous	2 DCY	Check the CAN-Bus terminal resistance.
SENT: Fuel Pressure LP Sensor	U11F2 - Fuel Pressure Sensor, Low Pressure Implausible Message	communication with fuel pressure LP sensor	received message	implausible message		time after ignition on	> 500	[ms]	0.5 [s] continuous	2 DCY	Check the CAN-Bus terminal resistance.
SENT: Fuel Pressure LP Sensor	P2539 - Low Pressure Fuel System Sensor Circuit	sensor internal check	sensor signal: electrical check or sensor signal: initialization check	error detected error detected		time after ignition on	> 500	[ms]	0.5 [s] continuous	2 DCY	Check the fuel pressure and delivery quantity. Low Fuel Pressure Sensor -G410-
Fuel Rail Pressure (FRP) Sensor	P0191 - Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1	out of range low	actual pressure	< 0.02	[MPa]	fuel pump	commanded on		3.0 [s] continuous	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
Fuel Rail Pressure (FRP) Sensor	P0191 - Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1	out of range high	actual pressure	> 34.50	[MPa]	engine speed	1000...7000	[rpm]	3.0 [s] continuous	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
Fuel Rail Pressure (FRP) Sensor	P01C4 - Fuel Pressure Sensor "A" Circuit Range/Performance	intrusive monitor rationality check inappropriately low (negative offset)	general: rail pressure bank 1 @ engine start	< 0.10	[MPa]	time since engine start lambda control	>= 30.0 active	[s]	300 [s] once / DCY	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
			and			2nd lambda control	not calibrated
			choice of: fuel system too rich @ part load or fuel system too rich @ idle or fault fuel system too rich @ part load or fault fuel system too rich @ idle or misfire fault or sum of lambda adaptation and lambda controller deviation for time	not calibrated not calibrated not calibrated not calibrated not calibrated < 0.80 >= 3.0	[%] [%] [-] [s]	lambda set point 2nd lambda set point DFI mode catalyst heating ECT downstream engine IAT @ manifold engine torque additional conditions: no additional conditions calibrated	> 0.95; < 1.05 not calibrated active not active >= 53 <= 90 < 50.00	[-] [-] [°C] [°C] [%]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
			or
			lambda control	not calibrated
for time				not calibrated	[s]
P01C4 - Fuel Pressure Sensor "A" Circuit Range/Performance		intrusive monitor	general:		lambda control						active			Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
	rationality check inappropriately		initial rail pressure bank 1	> 4.00	[MPa]	2nd lambda control	not calibrated	300 [s]									2 DCY
	high (positive offset)							once / DCY
		and				lambda set point						> 0.95; < 1.05	[-]
		choice of:				2nd lambda set point						not calibrated	[-]
		fuel system too lean @ part load			not calibrated	[%]	DFI mode	active
		or				catalyst heating						not active
		fuel system too lean @ idle			not calibrated	[%]	ECT downstream engine	>= 53	[°C]
		or				IAT @ manifold						<= 90	[°C]
		fault fuel system too lean @ part load			not calibrated	engine torque						< 50.00	[%]
		or				additional conditions:
		fault fuel system too lean @ idle			not calibrated	no additional conditions
					calibrated
		or				cold start detection
		misfire fault			not calibrated	engine off time						valid
		or				engine off time						>= 21600.0	[s]
		sum of lambda adaptation and lambda controller			> 1.22	[-]	modeled ECT downstream	> 85	[°C]
		deviation				engine @ engine shut-off
		for time			>= 3.0	[s]	ECT downstream engine @	> 59	[°C]
					engine shut- off
		or				diff. between AAT and ECT						-9.8...9.8	[K]
					downstream engine @ start
		lambda control			not calibrated	diff. between AAT and IAT@						-9.8...9.8	[K]
					manifold @ start
		for time			not calibrated	[s]	ECT downstream engine @ start	<= 35	[°C]
					diff. between ECT downstream						<= 9.8	[K]
					engine @ start and IAT @
					manifold
					diff. between IAT @ manifold and						<= 9.8	[K]
					ETC downstream engine @ start
SENT: Fuel Rail Pressure (FRP) Sensor	P0190 - Fuel Rail Pressure Sensor Circuit Bank 1	sensor internal check	sensor signal: electrical check or sensor signal: initialization check	error detected error detected		time after ignition on	> 500	[ms]	0.5 [s] continuous	2 DCY	Fuel Pressure Sensor -G247- Fuel Metering Valve -N290-.
SENT: Fuel Rail Pressure (FRP) Sensor	U12C2 - Fuel Pressure Sensor Implausible Message	communication with FRP sensor	received message	implausible message		time after ignition on	> 500	[ms]	0.5 [s] continuous	2 DCY	Check the CAN-Bus terminal resistance.
SENT: Fuel Rail Pressure (FRP) Sensor	U0625 - Lost Communication With Fuel Rail Pressure Sensor Bank 1	communication with FRP sensor	received message	no message		time after ignition on	> 500	[ms]	0.5 [s] continuous	2 DCY	Check the CAN-Bus terminal resistance.
Fuel Level (FL) Sensor	P0461 - Fuel Level Sensor "A" Circuit Range/Performance	rationality check	difference between fuel consumption and fuel level changes	< -127.00; > 12.00	[l]	vehicle speed	not calibrated	[mph]	1.0 [s] multiple	2 DCY	Refer to appropriate wiring diagram. If fuel level sensor and circuitry are ok, then replace the Instrument Cluster Control Module -J285-. Refer to appropriate repair manual.
						for time case 1: for tank full fuel level (absolute) or fuel level (relative) fuel consumption since last refueling or last plausibility check	not calibrated not calibrated > 95.00 >= 44.00	[s] [l] [%] [l]
						case 2: for tank not full fuel level (absolute) or fuel level (relative) fuel consumption since last refueling or last plausibility check	not calibrated <= 95.00 >= 15.00	[l] [%] [l]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
High PCV Purge Load due to Oil Dilution		---				ratio modeled fuel mass evaporation out of oil to actual necessary fuel mass modeled oil temperature or ratio on calculated fuel mass evaporation out of oil to actual necessary fuel mass modeled oil temperature	> 0.25 > 0 > 0.30 > 0	[-] [°C] [-] [°C]
conditions for fast fuel trim		---				O2S front fault suspicion from
												lambda control - case 1:
												lambda controller at min limit
					O2S Front Offset Adaptation					1st lambda control loop	at min limit
						O2S front set point			1.00	[-]
						O2S front signal			< 1.0	[-]
						O2S rear voltage			< 0.4	[V]
										O2S rear	ready
												case 2: lambda controller at
												max limit
										1st lambda control loop	at max limit
						O2S front set point			1.00	[-]
						O2S front signal			> 1.0	[-]
						O2S rear voltage			> 0.6	[V]
										O2S rear	ready
												conditions for accumulation
												of exhaust gas mass for
												steady state
										O2S rear	ready
						O2S front set point			1.00	[-]
										catalyst purge	not active
						engine speed			> 910	[rpm]
										fuel cut off	not active
						ECT			> 30	[°C]
												or
						modeled ECT			> 30	[°C]
										catalyst reheating	not active
										catalyst heating during cold start	not calibrated
										catalyst heating with AIR	not calibrated
						engine load gradient			< | 30.00 |	[%/CAMrev]
						engine load cycle			< 15.00	[-]
						engine load			> 12.00	[%]
										AIR	not calibrated
										AIR system diagnosis	not calibrated
						scavenging rate			<= 16.00	[-]
												accumulation of exhaust gas
												mass for steady state after
												fuel cut off with catalyst purge
						integrated exhaust gas mass			> 330.0	[g]
												(steady state detection)
												accumulation of exhaust gas
												mass for steady state after
												fuel cut off without catalyst
												purge
						integrated exhaust gas mass			> 330.0	[g]
												(steady state detection)
												conditions for accumulation
												of exhaust gas mass for
												adaptation
										O2S front response monitoring	not calibrated
												in current DCY
												or

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						O2S rear offset monitor fault	not calibrated
											suspicion (target voltage not
											reached)
											or
										O2S front fault suspicion from	not calibrated
											lambda control
						for time				not calibrated	[s]
						modeled EGT				350...950	[°C]
						for time				> 2.0	[s]
						exhaust gas mass flow				28.00...500.00	[kg/h]
											or
						exhaust gas mass flow				15.00...28.00	[kg/h]
						within time				< 3.0	[s]
										O2S front	ready
						H2 correction of O2S rear				< 80.00	[V]
											voltage
										O2S front offset monitoring in	not tested
											current DCY
										catalyst damaging misfire	not detected
						scavenging rate				< 1.02	[-]
										split factor DFI/MFI	not calibrated
										catalyst heating (lambda split)	not calibrated
										lambda control	closed loop
						for time				>= 3.0	[s]
											case 1: lambda controller not
											at min or max limit
										O2S rear	ready
										O2S rear Control Loop (i-part,	not calibrated
											referenced)
						for time				not calibrated	[s]
											or
										O2S rear Control Loop (p-part,	active
											referenced)
						for time				>= 30.0	[s]
											case 2: lambda controller at
											min or max limit
										O2S front fault suspicion from	active
											lambda control
						above both cases for time				>= 3.0	[s]
											accumulation of exhaust gas
											mass for adaptation
						integrated exhaust gas mass				150.0...300.0	[g]
											(adaptation check)
											reset of exhaust gas mass for
											adaptation
										check for adaptation step	finished
											or
										conditions for accumulation of	not fulfilled
											exhaust gas mass for adaptation
											final conditions: fault
											debounce - case 1
						number of checks for adaptation				>= 2.00	[-]
											in row
						change of abs adapted i-part of				<= 0.30	[%]
											2nd lambda control loop (O2S
											front offset) at each check
											(adaptation finished)
											or
						low pass filtered abs sum of				> 0	[%]
											control value and control error of
											2nd lambda control loop at each
											check (adaptation demand in
											fault direction)
						with filter time				6.00	[s]
											case 2

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						number of total checks for adaptation final conditions: heal debounce number of checks for adaptation in row change of abs adapted i-part of 2nd lambda control loop (O2S front offset) at each check (adaptation finished)	>= 6.00 >= 2.00 <= 0.30	[-] [-] [%]
conditions for O2S rear		---				i-part global balance primary	not active < 1.010 > 70 not active not calibrated < -1.99...1.991.0 no limit not calibrated not calibrated not calibrated active not active enabled 920...300016.50...90.00 not calibrated not calibrated enabled > 400.0380...3004 enabled
							lambda control loop (i-part)					O2S rear control enable
												conditions
							O2S rear Control Loop (i-part)					EVAP monitoring
								scavenging rate			[-]
								band width of lambda control			[-]
												deviation
								ECT			[°C]
												catalyst heating (lambda split)
								relative fuel mass @ EVAP			[-]
												purge
								filtered engine load gradient			[%/CAMrev]
								for filtered time			[s]
												i-part balance primary O2S
												rear control enable condition
												lambda control
												primary O2S rear control @
												open loop (limp home mode)
												fuel injector power stage error
												fuel injection time lower
												threshold
												O2S front
												i-part general conditions
												O2S rear Control Loop (p-part,
												referenced)
												primary O2S rear control @
												open loop (limp home mode)
												i-part global O2S front control
												enable conditions
												i-part global balance primary
												O2S rear control enable
												conditions
								engine speed			[rpm]
								engine load			[%]
												idle speed (without fuel cut off)
								for time			[s]
												i-part balance primary O2S
												rear control enable condition
												i-part balance primary O2S rear
												control enable condition
												i-part system primary O2S rear
												control enable conditions
								exhaust gas mass of O2S rear			[g]
												Control Loop (p-part,
												referenced)
								catalyst temperature			[°C]
												conditions for accumulation
												exhaust gas mass
												i-part global balance primary
												O2S rear control enable
												conditions

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						i-part balance primary O2S rear control enable condition H2 protection primary O2S rear control O2S rear catalyst heating exhaust gas mass after first start exhaust gas mass after restart	enabled not calibrated ready not calibrated > 260.3 > 260.3	[g] [g]
conditions for O2S rear		---				p-part primary O2S rear
						lambda control loop (p-part)						control enable conditions
					O2S rear Control Loop (p-part)					lambda control	no limit
										lambda control	closed loop
												primary O2S rear control @
												open loop (limp home mode)
										fuel injector power stage error	not calibrated
										fuel injection time lower	not calibrated
												threshold
										O2S front	not calibrated
												p-part global primary O2S rear
												control enable conditions
										catalyst heating	not calibrated
										EVAP monitoring	not calibrated
										misfire	not detected
						engine speed			0...32768	[rpm]
						engine load			0.00...1535.98	[%]
												p-part balance primary O2S
												rear control enable conditions
										O2S rear lambda control loop @	active
												low-temperature mode
												or
										O2S rear	ready
										p-part primary O2S rear control	enabled
												enable conditions
												or
										primary O2S rear control @	enabled
												open loop (limp home mode)
												p-part system primary O2S
												rear control enable conditions
						catalyst temperature			300...3004	[°C]
												conditions for accumulation
												exhaust gas mass
						O2S front lambda set point			1.00	[-]
										catalyst purge (rich condition	not active
												detected)
										p-part primary O2S rear control	enabled
												enable conditions
												or
										primary O2S rear control @	enabled
												open loop (limp home mode)
						exhaust gas mass			> 60.0...100.0	[g]
conditions for avoiding controller oscillations		---				general conditions		[mph]
						Online Identification		active lambda diagnosis (referenced) - specific conditions			not calibrated
								catalyst purge catalyst heating (lambda split) vehicle speed			not active not active>= 0

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						fuel cut off	not active
						for time				> 6.0	[s]
						time after engine start				> 0.0	[s]
						deviation engine load				< 1535.98	[%]
						BARO				> 0.00	[kPa]
						for time				> 3.0	[s]
										O2S front	ready
						delay time				> 10.0	[s]
										O2S front pump current	valid
										lambda control	closed loop
						for time				> 3.0	[s]
						exhaust gas mass transport time				<= 655.4	[s]
											between combustion chamber
											and O2S front (constant)
						exhaust gas mass flow				<= 300.00	[kg/h]
						deviation modeled lambda lean				>= 0.03	[-]
											to rich (inverted)
						for time plus identified delay time				< 0.1	[s]
						deviation modeled lambda rich				>= 0.03	[-]
											to lean (inverted)
						for time plus identified delay time				< 0.1	[s]
											EVAP purge conditions
						integrated EVAP purge mass				>= 11.3	[g]
						EVAP purge adaptation factor				<= 64.00	[-]
											or
						evap purge flow				< 0.00	[kg/h]
											only for dual-fuel injection
											(DFI / MFI) vehicles
						gradient of MFI				not calibrated	[-]
										change mode DFI / MFI	not calibrated
						for time				not calibrated	[s]
											split operation
										DFI mode	not active
											and
										CNG mode	not active
											scavenging
						scavenging rate				<= 16.00	[-]
						integrated exhaust gas mass				> 25.0	[g]
											case 1: transient operation for
											cylinder deactivation
										cylinder deactivation (CD)	not calibrated
						for time				not calibrated	[s]
											or
										gear shifting	not active
						for time				not calibrated	[s]
											case 2: (no cylinder
											deactivation)
										gear shifting	not active
						for time				>= 0.0	[s]
conditions for active lambda diagnosis		---				general conditions
				Active Lambda Diagnosis		time after engine start or modeled catalyst temperature or integrated air mass integrated heat energy O2S front O2S front offset error suspicion			> 0.0 > 630 > 2.30 not calibrated ready not detected	[s] [°C] [kg] [kJ]
												or

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						O2S front dynamic error	not detected
											suspicion
											MAF condition in case of O2S
											offset suspicion
						exhaust gas mass flow				32.00...500.00	[kg/h]
										O2S rear	ready
						integrated air mass after O2S				>= 0.05	[kg]
											ready
						modeled EGT at O2S rear				> 400	[°C]
						difference between actual O2S				< 80.0	[K]
											ceramic temp. and O2S ceramic
											temp. set point
						time after fuel cut off				> 10.0	[s]
						lambda set point				0.98...1.02	[-]
											for
						integrated air mass				>= 0.10	[kg]
						engine speed				880...4000	[rpm]
						vehicle speed				> 28	[mph]
						engine load				> 10.01...19.99	[%]
						AAT				not calibrated	[°C]
						ECT downstream engine				>= -3550	[°C]
						BARO				>= 0.00	[kPa]
						camshaft @ modified valve lift				not calibrated	[-]
						gear shifting				not calibrated	[-]
						for time				not calibrated	[s]
											alternative EVAP condition 1
						integrated EVAP purge mass				> 0.0	[g]
											since last purge stop
						ratio fuel mass from evap purge				<= 4.00	[-]
											system to fuel mass through
											injectors
						EVAP purge adaptation value				<= 64.00	[-]
											or
											alternative EVAP condition 2
						EVAP purge mass into intake				<= 25.60	[kg/h]
											manifold
											or
										evap purge in limp-home mode	active
											or
											alternative EVAP condition 3
										evap purge	not active
											scavenging
						scavenging rate				< 1.02	[-]
											for
						integrated air mass				> 0.05	[kg]
											lower range window
						exhaust gas mass flow, lower				32.00...290.00	[kg/h]
											range to activate diagnosis
											(narrow range)
						exhaust gas mass flow, lower				32.00...300.00	[kg/h]
											range during diagnosis (normal
											range)
						exhaust gas mass flow, lower				28.00...300.00	[kg/h]
											range during diagnosis
											(extended range)
						extended range only for time				<= 2.0	[s]
						modeled EGT in catalyst				480...780	[°C]
											system, lower range to activate
											diagnosis (narrow range)

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						modeled EGT in catalyst	470...800	[°C]
											system, lower range during
											diagnosis (normal range)
						change of modeled catalyst				-60.0...60.0	[K]
											temperature
											upper range window
						exhaust gas mass flow, upper				6553.50	[kg/h]
											range to activate diagnosis
											(narrow range)
						exhaust gas mass flow, upper				6553.50	[kg/h]
											range during diagnosis (normal
											range)
						modeled EGT in catalyst				1263	[°C]
											system, upper range to activate
											diagnosis (narrow range)
						modeled EGT in catalyst				1263	[°C]
											system, upper range during
											diagnosis (normal range)
						change of modeled catalyst				-60.0...60.0	[K]
											temperature
											lower/upper range window
											(conditions fulfilled)
						catalyst temperature				> -3550	[°C]
						for time				> 10.0	[s]
						for integrated exhaust gas mass				> 0.05	[kg/h]
											flow
						integrated air mass				>= 0.05	[kg]
						change of exhaust gas mass				-50.00...50.00	[kg/h]
											flow
						with delay time				2.0	[s]
											lambda enable condition
											monitor - only if
						deviation between engine				< 0.01	[-]
											nominal lambda value and
											expected lambda @ sensor
											position
						monitoring stops if lambda				>= -5.00...5.00	[%]
											deviation
						with delay time				not calibrated	[s]
											or
						monitoring stop events per DCY				not calibrated	[-]
											(monitoring stop disabled)
										lambda control	not at min or max
											limit
										lambda set point request	realized
											conditions to switch from rich
											to lean phase
						actual lambda value				-15.18...16.92	[-]
						for time				> 0.0	[s]
						integrated exhaust gas mass				>= 0.00	[kg]
											alternative condition 1
						O2S rear voltage				>= 5.00	[V]
											or
											alternative condition 2
						O2S rear voltage				>= 0.75	[V]
						O2S rear voltage gradient				-66.50...66.50	[V/s]
						MAF rich gas integral				>= 0.3	[g]
											conditions to switch from lean
											to rich phase
						actual lambda value				-14.98...17.12	[-]
						for time				> 0.0	[s]
						integrated exhaust gas mass				>= 0.00	[kg]
											alternative condition 1
						O2S rear voltage				<= 0.00	[V]

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						or
											alternative condition 2
						O2S rear voltage				<= 0.15	[V]
						O2S rear voltage gradient				-66.50...66.50	[V/s]
						MAF O2 integral				>= 0.1	[g]
Oxygen Sensor (O2S) front	P0133  - O2 Sensor Circuit Slow Response Bank 1 Sensor 1	intrusive monitor	delayed response (arithmetic filter)			monitor entry conditions					Oxygen Sensor 1 Before Catalytic Converter -GX10-
		O2S signal dynamic check	time @ lean to rich transition	not calibrated	[s]	active lambda diagnosis	checked		20 [s]	1 DCY
						(referenced) - general conditions			once / DCY
			or			delay after switching cam profile	> 0.0	[s]
			time @ rich to lean transition	not calibrated	[s]	BARO	> 0.00	[kPa]
			slow transition (arithmetic filter)			for time	> 0.0	[s]
			time @ lean to rich transition	not calibrated	[s]	other short trip	not active
			or			deviation engine load	< 1535.98	[%]
			time @ rich to lean transition	not calibrated	[s]	engine load (normal operation	10.01	[%]
						mode)
			delayed response (EWMA filter)			or
			time @ lean to rich transition	> 0.4	[s]	engine load (cylinder	not calibrated	[%]
						deactivation)
			or			change of exhaust gas mass	-3276.80...3276.70	[kg/h/s]
						flow
			time @ rich to lean transition	> 0.4	[s]	for time	> 0.0	[s]
			slow transition (EWMA filter)			conditions for avoiding
						controller oscillations
			time @ lean to rich transition	> 0.4	[s]	online identification (referenced)	checked
			or			for arithmetic average value
						calculation
			time @ rich to lean transition	> 0.4	[s]	number of checks required for	not calibrated	[-]
						valid result
			delayed response (while avoiding controller			for EWMA-filter:
			oscillations)
			adaptation time @ lean to rich transition	> 1.0	[s]	K-factor	0.42	[-]
			or			minimum number of tests per	1	[-]
						DCY required
			adaptation time @ rich to lean transition	> 1.0	[s]	step change detection will
						initiate multiple tests per DCY
						conditions for step change
						detection
			slow transition (while avoiding controller			deviation between new	> 0.3	[s]
			oscillations)			measured value and old EWMA
						filtered value (delayed response)
			adaptation time @ lean to rich transition	> 1.0	[s]	deviation between new	> 0.3	[s]
						measured value and old EWMA
						filtered value (transition
						response)
			or			number of checks for	3.00	[-]
						confirmation
			adaptation time @ rich to lean transition	> 1.0	[s]	maximum tolerance to confirm	0.05	[-]
						filtered value (delayed response)
			delayed response and slow transition (while			maximum tolerance to confirm	0.05	[-]
			avoiding controller oscillations)			filtered value (transition
						response)
			sum of adaptation times (delay and slow	> 1.5	[s]	initial value of filtered value	0	[-]
			response) @ lean to rich transition
			or			maximum number of checks per	3.00	[-]
			sum of adaptation times (delay and slow	> 1.5	[s]	driving cycle
			response) @ rich to lean transition
Oxygen Sensor (O2S) front	P2195  - O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1	out of range high	adapted I-part of 2nd lambda control loop (O2S front offset)	> 0.07	[-]	condition for lambda split operation catalyst heating	not calibrated		450 [s] multiple	2 DCY	Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Manifold Absolute Pressure Sensor -G71-

Table continues below

Component / System	DTC / DTC Description	Monitor Strategy Description	Malfunction Criteria	Threshold Value		Secondary Parameters	Enable Condition		Monitoring Time Length	MIL Illum.	Component Diagnostic
						pending fault from previous DCY O2S front offset monitor
						O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: fault debounce additional conditions: no additional conditions calibrated				not calibrated not calibrated fulfilled	[s]
P2196  - O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1		out of range low	adapted I-part of 2nd lambda control loop (O2S front offset)	< -0.07	[-]	condition for lambda split operation catalyst heating pending fault from previous DCY O2S front offset monitor	not calibrated	450 [s] multiple									2 DCY	Oxygen Sensor 1 Before Catalytic Converter -GX10- Fuel Delivery Unit -GX1- Manifold Absolute Pressure Sensor -G71- EVAP Canister Purge Regulator Valve 1 -N80-
					O2S rear Control Loop (i-part, referenced) for time O2S front offset adaptation (referenced), final conditions: fault debounce additional conditions: no additional conditions calibrated						not calibrated not calibrated fulfilled	[s]
Oxygen Sensor (O2S) front	P223C - O2 Sensor Pumping Current Range/Performance Bank 1	electrode resistance check	number of positive pump current exceedance or number of negative pump current exceedance or number of invalid pump current measurements out of 15 per pump current measurement cycle for time	> 0.00 > 0.00 not calibrated not calibrated	[-] [-] [-] [s]	sensor pump current number of confirmations of current ASIC Mode	active > 10	[-]	0 [s] multiple	2 DCY	Oxygen Sensor 1 Before Catalytic Converter -GX10- Oxygen Sensor 1 After Catalytic Converter -GX7-
Oxygen Sensor (O2S) front	P0132 - O2 Sensor Circuit High Voltage Bank 1 Sensor 1	circuit high over voltage check, HW: comparators, SW: measured voltages	voltage @ sensor pump current, virtual ground, trim current or nernst current or voltage @ calibration resistance or internal check of voltages @ calibration resistance	> 9.8 > 4.0 > 0.20	[V] [V] [V]	battery voltage	10.70...16.10	[V]	5.00 [events] continuous	2 DCY	Oxygen Sensor 1 Before Catalytic Converter -GX10-
	P0131 - O2 Sensor Circuit Low Voltage Bank 1 Sensor 1	circuit low under voltage check, HW: comparators, SW: measured voltages	voltage @ sensor pump current, virtual ground, trim current or nernst current or internal check of voltages @ calibration resistance	< -0.15 < -0.20	[V] [V]	battery voltage	10.70...16.10	[V]	5.00 [events] continuous	2 DCY	Oxygen Sensor 1 Before Catalytic Converter -GX10-
Oxygen Sensor (O2S) front	P2243 - O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1	nernst and pump cell transition check - open circuit	measured calibration resistance @ pump cell and measured calibration resistance @ nernst cell	>= 164.00 < 164.00	[Ohm] [Ohm]	ECM-diagnosis for sensor integrated circuitO2S-diagnosis for internal self test O2S diagnosis report diagnosis @ low battery voltage	finished finished released permitted		5.00 [events] continuous	2 DCY	Oxygen Sensor 1 Before Catalytic Converter -GX10-
						or battery voltage for time O2S ceramic temperature or O2S heating up phase last O2S packet transfer	9.80...16.10 >= 0.1 > 634 completed aborted	[V] [s] [°C]

Table continues below