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Engine/Motor Control Module --, 2022 MY

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
Catalyst System P0420  - Catalyst System Efficiency Below Threshold Bank 1 intrusive monitor measure of OSC compared to OSC of borderline catalyst ratio of measured corrected OSC / OSC of borderline catalyst arithmetic average value of OSC ratio or EWMA filtered value of OSC ratio not calibrated [-] monitor entry conditions enable conditions for active lambda stimulation (Referenced) for arithmetic average value calculation number of checks required for valid result or 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 dev. new measured vs. 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 driving cycle additional conditions soot mass conditions (Referenced) checked   15 [s] once / DCY 1 DCY
  • Three Way Catalytic Converter (TWC)
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
      < 1.00 [-] not calibrated [-]      
          0.20 [-]      
          1 [-]      
          > 0.50 [-]      
          3.00 [-]      
          0.20 [-]      
          8.00 [-]      
          2.00 [-]      
          not calibrated        
Misfire P0300 - Random/Multiple Cylinder Misfire Detected crankshaft speed fluctuation (single or multiple) catalyst damage misfire rate (MR) > 7.69...20.00 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT down stream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY >= -31.5 [°C] 200 [rev] continuous immediately
  • Check the spark plugs visually for signs of fouling.
  • Check the intake system visually for leaks (false air).
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Ignition Coils --
            < -31.5 [°C]      
            > -31.5 [°C]      
            > 0.00 [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing) > 550 [rpm]      
> 4.00 [-]  
not calibrated [-]  
running    
> 4.00 [-]  
not calibrated [-]  
> 0.0 [s]  
> 0.00 [-]  
>= 0 [Nm]  
not active    
> 0.00 [-]  
not detected    
> 0.00 [-]  
crankshaft speed fluctuation (single emission threshold misfire rate (MR) > 3.25 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT down stream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off     1000 [rev] 1 DCY  
or multiple)           continuous    
        >= -31.5 [°C]      
        < -31.5 [°C]      
        > -31.5 [°C]      
        > 0.00 [-]      
        > 550 [rpm]      
        > 4.00 [-]      
        not calibrated [-]      
        running        
        > 4.00 [-]      
        not calibrated [-]      
        > 0.0 [s]      
        > 0.00 [-]      
        >= 0 [Nm]      
        not active        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            within ignition counter (additional debouncing) rough road within ignition counter(additional debouncing) > 0.00 not detected > 0.00 [-] [-]      
Misfire P0302  - Cylinder 2 Misfire Detected crankshaft speed fluctuation catalyst damage misfire rate (MR) > 7.69...20.00 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT down stream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing)     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 Service Information for low compression readings or for carbon buildup removal.
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Ignition Coils --
    (single)       >= -31.5 [°C] continuous    
            < -31.5 [°C]      
            > -31.5 [°C]      
            > 0.00 [-]      
            > 550 [rpm]      
            > 4.00 [-]      
            not calibrated [-]      
            running        
            > 4.00 [-]      
            not calibrated [-]      
            > 0.0 [s]      
            > 0.00 [-]      
            >= 0 [Nm]      
            not active        
            > 0.00 [-]      
            not detected        
            > 0.00 [-]      
    crankshaft speed fluctuation emission threshold misfire rate (MR) > 3.25 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above     1000 [rev] 1 DCY  
    (single)           continuous    
            >= -31.5 [°C]      
            < -31.5 [°C]      
            > -31.5 [°C]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing)re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter(additional debouncing) > 0.00 [-]      
> 550 [rpm]  
> 4.00 [-]  
not calibrated [-]  
running    
> 4.00 [-]  
not calibrated [-]  
> 0.0 [s]  
> 0.00 [-]  
>= 0 [Nm]  
not active    
> 0.00 [-]  
not detected    
> 0.00 [-]  
Misfire P0316 - Engine Misfire Detected on Startup (First 1000 Revolutions) crankshaft speed fluctuation (single emission threshold misfire rate (MR) > 3.25 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above ignition counter first start in DCY engine speed ignition counter within ignition counter (additional debouncing) re-start (in case of PHEV or if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start     1000 [rev] 1 DCY
  • Check the spark plugs visually for signs of fouling.
  • Check the intake system visually for leaks (false air).
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Ignition Coils --
    or multiple)           continuous    
            >= -31.5 [°C]      
            < -31.5 [°C]      
            > -31.5 [°C]      
            > 0.00 [-]      
            > 550 [rpm]      
            > 4.00 [-]      
            not calibrated [-]      
            running        
            > 4.00 [-]      
            not calibrated [-]      
            > 0.0 [s]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            within ignition counter > 0.00 [-]      
(additional debouncing)      
engine torque >= 0 [Nm]  
fuel cut off not active    
within ignition counter > 0.00 [-]  
(additional debouncing)      
rough road not detected    
within ignition counter > 0.00 [-]  
(additional debouncing)      
Misfire P0301  - Cylinder 1 Misfire Detected crankshaft speed fluctuation catalyst damage misfire rate (MR) > 7.69...20.00 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing)re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing)     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 Service Information for low compression readings or for carbon buildup removal.
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Ignition Coils --
    (single)       >= -31.5 [°C] continuous    
            < -31.5 [°C]      
            > -31.5 [°C]      
            > 0.00 [-]      
            > 550 [rpm]      
            > 4.00 [-]      
            not calibrated [-]      
            running        
            > 4.00 [-]      
            not calibrated [-]      
            > 0.0 [s]      
            > 0.00 [-]      
            >= 0 [Nm]      
            not active        
            > 0.00 [-]      
            not detected        
            > 0.00 [-]      
    crankshaft speed fluctuation emission threshold misfire rate (MR) > 3.25 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @start     1000 [rev] 1 DCY  
    (single)           continuous    
            >= -31.5 [°C]      
            < -31.5 [°C]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing) > -31.5 [°C]      
> 0.00 [-]  
> 550 [rpm]  
> 4.00 [-]  
not calibrated [-]  
running    
> 4.00 [-]  
not calibrated [-]  
> 0.0 [s]  
> 0.00 [-]  
>= 0 [Nm]  
not active    
> 0.00 [-]  
not detected    
> 0.00 [-]  
Misfire P0303  - Cylinder 3 Misfire Detected crankshaft speed fluctuation catalyst damage misfire rate (MR) > 7.69...20.00 [%] case 1 ECT downstream engine @ start or case 2 ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing)re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing)     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 Service Information for low compression readings or for carbon buildup removal.
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Ignition Coils --
    (single)       >= -31.5 [°C] continuous    
            < -31.5 [°C]      
            > -31.5 [°C]      
            > 0.00 [-]      
            > 550 [rpm]      
            > 4.00 [-]      
            not calibrated [-]      
            running        
            > 4.00 [-]      
            not calibrated [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing) > 0.0 [s]      
> 0.00 [-]  
>= 0 [Nm]  
not active    
> 0.00 [-]  
not detected    
> 0.00 [-]  
crankshaft speed fluctuation emission threshold misfire rate (MR) > 3.25 [%] case 1 ECT down stream engine @ start or case 2 ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing)     1000 [rev] 1 DCY  
(single)           continuous    
        >= -31.5 [°C]      
        < -31.5 [°C]      
        > -31.5 [°C]      
        > 0.00 [-]      
        > 550 [rpm]      
        > 4.00 [-]      
        not calibrated [-]      
        running        
        > 4.00 [-]      
        not calibrated [-]      
        > 0.0 [s]      
        > 0.00 [-]      
        >= 0 [Nm]      
        not active        
        > 0.00 [-]      
        not detected        
        > 0.00 [-]      
Misfire P0304  - Cylinder 4 Misfire Detected crankshaft speed fluctuation (single) catalyst damage misfire rate (MR) > 7.69...20.00 [%] case 1 ECT downstream engine @ start or case 2 >= -31.5 [°C] 200 [rev] continuous immediately
  • Check the spark plugs visually for signs of fouling.
  • Check the intake system visually for leaks (false air).
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Ignition Coils --

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing) re-start (if equipped with stop/start system) engine ignition counter within ignition counter (additional debouncing) general conditions time after engine start within ignition counter (additional debouncing) engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter (additional debouncing) < -31.5 [°C]      
> -31.5 [°C]  
> 0.00 [-]  
> 550 [rpm]  
> 4.00 [-]  
not calibrated [-]  
running    
> 4.00 [-]  
not calibrated [-]  
> 0.0 [s]  
> 0.00 [-]  
>= 0 [Nm]  
not active    
> 0.00 [-]  
not detected    
> 0.00 [-]  
crankshaft speed fluctuation emission threshold misfire rate (MR) > 3.25 [%] case 1ECT down stream engine @ start or case 2 ECT downstream engine @ start then activation if ECT downstream engine additional debouncing for all conditions above ignition counter (additional debouncing) first start in DCY engine speed ignition counter within ignition counter (additional debouncing)re-start (if equipped with stop/start system) engine ignition counter     1000 [rev] 1 DCY  
(single)           continuous    
        >= -31.5 [°C]      
        < -31.5 [°C]      
        > -31.5 [°C]      
        > 0.00 [-]      
        > 550 [rpm]      
        > 4.00 [-]      
        not calibrated [-]      
        running        
        > 4.00 [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            within ignition counter (additional debouncing)general conditions time after engine start within ignition counter (additional debouncing)engine torque fuel cut off within ignition counter (additional debouncing) rough road within ignition counter(additional debouncing) not calibrated [-]      
> 0.0 [s]  
> 0.00 [-]  
>= 0 [Nm]  
not active    
> 0.00 [-]  
not detected    
> 0.00 [-]  
Evaporative Emission (EVAP) P0441  - EVAP System Incorrect Purge Flow intrusive monitor purge valve quality < 0.20 [-] monitor entry conditions diff. BARO vs. intake manifold pressure relative engine load engine speed idle speed vehicle speed vehicle speed engine speed deviation engine load deviation diff. actual vs. filtered intake manifold pressure mode lMAP set point deviation fuel cut off or lambda control lambda control value lambda value selected gear case 1 integrated air mass through canister purge valve or cumulated integrated purge MAF since engine start or case 2 integrated air mass through canister purge valve cumulated integrated purge MAF since engine start     1.8 [s] 2 DCY
  • EVAP Canister Purge Regulator Valve 1 -N80-
  • Tank Ventilation Pressure Sensor 1 -G950-
  • Fuel Tank Leak Detection Control Module -J909-
System   functional check       > 20.00 [kPa] once / DCY    
            > 9.00 [%]      
            1100...2700 [rpm]      
            not active        
            not calibrated [mph]      
            not calibrated [mph]      
            < |50| [rpm]      
            < |4.01| [%]      
            < |10.00| [kPa]      
            < |10.00| [kPa]      
            active        
            closed loop        
            0.90...1.10 [-]      
            0.90...1.10 [-]      
            >= 2.00 [-]      
            >= 0.5 [g]      
            not calculated [g]      
            not calibrated [g]      
            not calibrated [g]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            valve opening angle for purge adaptation or air mass flow for purge adaptation case 1 AAT purge flow adaptation factor or case 2 AAT purge flow adaptation factor or case 3 AAT purge flow adaptation factor cumulated air mass since engine start AAT BARO battery voltage ECT down stream engine or modeled ECT conditions for measurement window diff. actual vs. filtered freezed intake manifold pressure model diff. actual vs. filtered intake manifold pressure model change of engine mode engine speed relative engine load diff. BARO vs. intake manifold pressure diff. BARO vs. boost pressure maximum throttle position dynamic engine speed deviation change of manifold pressure set point change of modeled manifold pressure soot mass conditions soot mass conditions (Referenced) >= 0.00 [-]      
>= 0.00 [-]  
> 35.0 [°C]  
<= 1.50...5.00 [-]  
0.0...35.0 [°C]  
<= 1.50...5.00 [-]  
< 0.0 [°C]  
<= 1.50...5.00 [-]  
>= 1.50...5.00 [kg]  
> 3.9 [°C]  
> 73.00 [kPa]  
10.00...16.00 [V]  
> 41.3 [°C]  
> 80.3 [°C]  
< |511.99| [kPa]  
< |5.00| [kPa]  
not active    
1050...2750 [rpm]  
> 7.99 [%]  
> 18.00 [kPa]  
>= -300.00 [kPa]  
< |255.99| [%]  
< |75| [rpm]  
< |10.00| [kPa]  
< |5.00| [kPa]  
not calibrated    

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            or modeled soot load not calibrated [mg/l]      
loading factor based on differential pressure sensor management not calibrated [-]  
or loading factor based on pressure sensor p 3 management not calibrated [-]  
or GPF load (maximum of modeled or measured soot load or modeled water load) not calibrated [%]  
Evaporative Emission (EVAP) P0456  - EVAP System Leak Detected (Very Small Leak) functional check natural vacuum leak detection (NVLD) open   ignition off   2.50...10 [h] 2 DCY
  • Check the EVAP System for Leaks.
  • EVAP Canister Purge Regulator Valve 1 -N80-
  • Tank Ventilation Pressure Sensor 1 -G950-
  • Fuel Tank Leak Detection Control Module -J909-
  • Fuel Tank Pressure Sensor -G400-
System Very Small Leak     switch position         once / DCY    
          fuel level < 85.01 [%]      
          fuel temperature drop >= 5.0 [K]      
          for time >= 1.0 [h]      
          AAT >= 3.8 [°C]      
          BARO > 73.00 [kPa]      
          diff. BARO @ stop vs. @ start < 0.65 [kPa]      
          time since ignition off > 1.5 [h]      
          time since ignition off < 10 [h]      
Evaporative Emission (EVAP) System P04F0  - EVAP System High Load Purge Line "A" Performance intrusive monitor functional check turbocharger purge line purge valve quality < 0.20 [-] monitor entry conditions diff. BARO vs. intake manifold pressure not calibrated [kPa] 1.8 [s] once / DCY 2 DCY
  • Check the EVAP System for Leaks.
  • EVAP Canister Purge Regulator Valve 1 -N80-
  • Tank Ventilation Pressure Sensor 1 -G950-
  • Fuel Tank Leak Detection Control Module -J909-
  • Fuel Tank Pressure Sensor -G400-
          MAF >= 138.89 [g/s]      
          selected gear >= 2.00 [-]      
          case 1 integrated air mass through canister purge valve in turbocharged engine mode >= 0.0 [g]      
          or          
          case 2 integrated air mass through canister purge valve >= 0.5 [g]      
          or cumulated integrated purge MAF since engine start not calculated [g]      
          or          
          case 3 integrated air mass through canister purge valve not calibrated [g]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            cumulated integrated purge MAF since engine start valve opening angle for purge adaptation or air mass flow for purge adaptation case 1 AAT purge flow adaptation factor or case 2 AAT purge flow adaptation factor or case 3 AAT purge flow adaptation factor cumulated air mass since engine start AAT BARO battery voltage ECT down stream engine or modeled ECT conditions for measurement window change of engine mode MAF engine speed maximum throttle position dynamic boost pressure dynamic soot mass conditions soot mass conditions (Referenced) or modeled soot load loading factor based on differential pressure sensor management or loading factor based on pressure sensor p 3 manage mentor not calibrated [g]      
>= 0.00 [-]  
>= 0.00 [-]  
> 35.0 [°C]  
<= 1.50...5.00 [-]  
0.0...35.0 [°C]  
<= 1.50...5.00 [-]  
< 0.0 [°C]  
<= 1.50...5.00 [-]  
>= 1.50...5.00 [kg]  
> 3.9 [°C]  
> 73.00 [kPa]  
10.00...16.00 [V]  
> 41.3 [°C]  
> 80.3 [°C]  
not active    
>= 23.61 [g/s]  
< 7000 [rpm]  
< |20.00| [%]  
< |7.00| [kPa]  
not calibrated    
not calibrated [mg/l]  
not calibrated [-]  
not calibrated [-]  

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            GPF load (maximum of modeled or measured soot load or modeled water load) not calibrated [%]      
Fuel System P0171 - System Too Lean Bank 1 system too lean low pass filtered lambda controller output > 33.00 [%] general number of injections after engine start ECT downstream engine lambda control High PCV Purge Load due to Oil Dilution (Referenced) MAF from brake booster to manifold case 1 EVAP purge or case 2 integrated EVAP purge mass or case 3 EVAP purge controller limitation EVAP purge flow     35.0 [s] continuous 2 DCY
  • Check the fuel pressure and delivery quantity.
  • Check the vacuum lines visually for leaks.
  • Check the intake system visually for leaks (false air).
  • 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] >= 200.00 [-]      
            >= 39.8 [°C]      
            closed loop        
            not detected        
            not calibrated        
            not active        
            >= 2.0 [g]      
            >= 1.00 [-]      
            <= 0.30 [kg/h]      
Fuel System P0172 - System Too Rich Bank 1 system too rich low pass filtered lambda controller output < -23.00 [%] general number of injections after engine start ECT downstream engine lambda control High PCV Purge Load due to Oil Dilution (Referenced) MAF from brake booster to manifold case 1 EVAP purge or case 2 integrated EVAP purge mass or case 3 EVAP purge controller limitation EVAP purge flow     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-
  • EVAP Canister Purge Regulator Valve 1 -N80-
  • Manifold Absolute Pressure Sensor -G71-
      for time > 25.0 [s] >= 200.00 [-]      
            >= 39.8 [°C]      
            closed loop        
            not detected        
            not calibrated        
            not active        
            >= 2.0 [g]      
            >= 1.00 [-]      
            <= 0.30 [kg/h]      
Fuel System P219C  - Cylinder 1 Air-Fuel Ratio Imbalance intrusive monitor A/F cylinder imbalance: out of range low individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase < 0.86 [-] camshaft adjustment not calibrated   20 (does not run in FTP) [s] once / DCY 2 DCY
  • Check the spark plugs visually for signs of fouling.
  • Check the intake system visually for leaks (false air).
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --.
  • Ignition Coils --

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            crankshaft adaptation not calibrated        
rough road not detected    
engine roughness signal valid    
engine speed 1160...2440 [rpm]  
engine load 24.75...70.50 [%]  
selected gear >= 6.00 [-]  
BARO > 0.00 [kPa]  
AAT > -48.0 [°C]  
ECT downstream engine 39.5...3003.6 [°C]  
modeled catalyst temperature 425.1...880.1 [°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 < 0.30 [-]  
system to fuel mass through      
injectors      
integrated air mass >= 3.00...5.00 [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 > 1.14 [-] camshaft adjustment not calibrated   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 --
    A/F cylinder imbalance: out of measured enleanment for dedicated engine           FTP) [s]    
    range high roughness increase           once / DCY    
      or     crankshaft adaptation not calibrated        
      counter for adaptation abort (due to misfire) > 255.00 [-] rough road not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1..880.1 [°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 < 0.30 [-]      
            system to fuel mass through          
            injectors          
            integrated air mass >= 3.00...5.00 [kg]      
            misfire on currently lean shifted not detected        
            cylinder          
            scavenging rate < 15.00 [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
Fuel System P219D  - Cylinder 2 Air-Fuel Ratio Imbalance intrusive monitor individual cylinder fuel correction based on < 0.86 [-] camshaft adjustment not calibrated   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 --
    A/F cylinder imbalance: out of measured enleanment for dedicated engine           FTP) [s]    
    range low roughness increase           once / DCY    
            crankshaft adaptation not calibrated        
            rough road not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1...880.1 [°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 < 0.30 [-]      
            system to fuel mass through          
            injectors          
            integrated air mass >= 3.00...5.00 [kg]      
            misfire on currently lean shifted not detected        
            cylinder          
            scavenging rate < 15.00 [-]      
Fuel System P219D - Cylinder 2 Air-Fuel Ratio Imbalance intrusive monitor individual cylinder fuel correction based on > 1.14 [-] camshaft adjustment not calibrated   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 --
    A/F cylinder imbalance: out of measured enleanment for dedicated engine           FTP) [s]    
    range high roughness increase           once / DCY    
      or     crankshaft adaptation not calibrated        
      counter for adaptation abort (due to misfire) > 255.00 [-] rough road not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1..880.1 [°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 < 0.30 [-]      
            system to fuel mass through          
            injectors          
            integrated air mass >= 3.00...5.00 [kg]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            misfire on currently lean shifted cylinder scavenging rate not detected < 15.00 [-]      
Fuel System P219E  - Cylinder 3 Air-Fuel Ratio Imbalance intrusive monitor individual cylinder fuel correction based on < 0.86 [-] camshaft adjustment not calibrated   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 --
    A/F cylinder imbalance: out of measured enleanment for dedicated engine           FTP) [s]    
    range low roughness increase           once / DCY    
            crankshaft adaptation not calibrated        
            rough road not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1...880.1 [°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 < 0.30 [-]      
            system to fuel mass through          
            injectors          
            integrated air mass >= 3.00...5.00 [kg]      
            misfire on currently lean shifted not detected        
            cylinder          
            scavenging rate < 15.00 [-]      
Fuel System P219E - Cylinder 3 Air-Fuel Ratio Imbalance intrusive monitor A/F cylinder imbalance: out of range high individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase > 1.14 [-] camshaft adjustment not calibrated   20 (does not run in FTP) [s] once / DCY 2 DCY
  • Check the spark plugs visually for signs of fouling.
  • Check the intake system visually for leaks (false air).
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --.
  • Ignition Coils --
      or counter for adaptation abort (due to misfire) > 255.00 [-] crankshaft adaptation rough road not calibrated not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1..880.1 [°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        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            ratio fuel mass from evap purge system to fuel mass through injectors integrated air mass misfire on currently lean shifted cylinder scavenging rate < 0.30 >= 3.00...5.00 not detected < 15.00 [-] [kg] [-]      
Fuel System P219F  - Cylinder 4 Air-Fuel Ratio Imbalance intrusive monitor individual cylinder fuel correction based on < 0.86 [-] camshaft adjustment not calibrated   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 --
    A/F cylinder imbalance: out of measured enleanment for dedicated engine           FTP) [s]    
    range low roughness increase           once / DCY    
            crankshaft adaptation not calibrated        
            rough road not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1...880.1 [°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 < 0.30 [-]      
            system to fuel mass through          
            injectors          
            integrated air mass >= 3.00...5.00 [kg]      
            misfire on currently lean shifted not detected        
            cylinder          
            scavenging rate < 15.00 [-]      
Fuel System P219F - Cylinder 4 Air-Fuel Ratio Imbalance intrusive monitor A/F cylinder imbalance: out of range high individual cylinder fuel correction based on measured enleanment for dedicated engine roughness increase > 1.14 [-] camshaft adjustment not calibrated   20 (does not run in FTP) [s] once / DCY 2 DCY
  • Check the spark plugs visually for signs of fouling.
  • Check the intake system visually for leaks (false air).
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --.
  • Ignition Coils --
      or counter for adaptation abort (due to misfire) > 255.00 [-] crankshaft adaptation rough road not calibrated not detected        
            engine roughness signal valid        
            engine speed 1160...2440 [rpm]      
            engine load 24.75...70.50 [%]      
            selected gear >= 6.00 [-]      
            BARO > 0.00 [kPa]      
            AAT > -48.0 [°C]      
            ECT downstream engine 39.5...3003.6 [°C]      
            modeled catalyst temperature 425.1..880.1 [°C]      
            electrical check of O2S front completed        
            electrical check of O2S rear completed        
            lambda control closed loop        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            canister load not calibrated [-]      
lambda set value not calibrated [-]  
catalyst heating not active    
ratio fuel mass from evap purge < 0.30 [-]  
system to fuel mass through      
injectors      
integrated air mass >= 3.00...5.00 [kg]  
misfire on currently lean shifted not detected    
cylinder      
scavenging rate < 15.00 [-]  
Fuel System P02CC - Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit adaptation monitoring: adaptive value limit low adaptive injection time or injection close time out of range high < -50 > 620 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02CD - Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit adaptation monitoring: adaptive value limit high adaptive injection time or injection close time out of range low > 100 < 200 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02CE - Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit adaptation monitoring: adaptive value limit low adaptive injection time or injection close time out of range high < -50 > 620 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02CF - Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit adaptation monitoring: adaptive value limit high adaptive injection time or injection close time out of range low > 100 < 200 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02D0 - Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit adaptation monitoring: adaptive value limit low adaptive injection time or injection close time out of range high < -50 > 620 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02D1 - Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit adaptation monitoring: adaptive value limit high adaptive injection time or injection close time out of range low > 100 < 200 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02D2 - Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit adaptation monitoring: adaptive value limit low adaptive injection time or injection close time out of range high < -50 > 620 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02D3 - Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit adaptation monitoring: adaptive value limit high adaptive injection time or injection close time out of range low > 100 < 200 [μs] [μs] rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02EE - Cylinder 1 Injector Circuit Range/Performance adaptation monitoring: functional check - no activity injection close time not detected   rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
Fuel System P02EF - Cylinder 2 Injector Circuit Range/Performance adaptation monitoring: functional check - no activity injection close time not detected   rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02F0 - Cylinder 3 Injector Circuit Range/Performance adaptation monitoring: functional check - no activity injection close time not detected   rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P02F1 - Cylinder 4 Injector Circuit Range/Performance adaptation monitoring: functional check - no activity injection close time not detected   rail pressure ECT downstream engine engine speed DFI > 9.50 not calibrated 0...7500 active [MPa] [°C] [rpm] 100.00 [seg] continuous 2 DCY
  • Fuel Injectors --
  • If the Fuel Injectors -- are ok, replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Fuel System P2177 - System Too Lean Off Idle Bank 1 intrusive monitor / direct fuel adaptive value > 26.00 [%] general number of injections after engine start engine speed engine load IAT @ manifold lambda control lambda set point engine warm up correction modeled oil temperature EVAP purge valve High PCV Purge Load due to Oil Dilution (Referenced) ratio MAP to BARO or valve overlap case 1 integrated air mass ECT downstream engine or case 2 ECT downstream engine additional conditions soot mass conditions (Referenced)     0 (FTP75: 230.0) [s] 2 DCY
  • Check the vacuum lines visually for leaks.
  • Check the intake system visually for leaks (false air).
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
  • Fuel Delivery Unit -GX1-
  • Manifold Absolute Pressure Sensor -G71-
  • Fuel Metering Valve -N290-
    injection       > 250.00 [-] continuous    
    system too lean @ part load                
            960...5000 [rpm]      
            25...174 [%]      
            < 90.0 [°C]      
            closed loop        
            0.94...1.03 [-]      
            < 1.03 [-]      
            >= 25.1 [°C]      
            closed        
            not detected        
            > 0.00 [-]      
            < 511.98 [°CRK]      
            > 1.50 [kg]      
            > 39.8 [°C]      
            > 60.0 [°C]      
            not calibrated        
Fuel System P2178 - System Too Rich Off Idle Bank 1 intrusive monitor / direct fuel adaptive value < -26.00 [%] general number of injections after engine start engine speed engine load IAT @ manifold lambda control lambda set point engine warm up correction modeled oil temperature EVAP purge valve High PCV Purge Load due to Oil Dilution (Referenced) ratio MAP to BARO     0 (FTP75: 230.0) [s] 2 DCY
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
  • Fuel Delivery Unit -GX1-
  • Manifold Absolute Pressure Sensor -G71-
  • Fuel Metering Valve -N290-
    injection       > 250.00 [-] continuous    
    system too rich @ part load                
            960...5000 [rpm]      
            25...174 [%]      
            < 90.0 [°C]      
            closed loop        
            0.94...1.03 [-]      
            < 1.03 [-]      
            >= 25.1 [°C]      
            closed        
            not detected        
            > 0.00 [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            or valve overlap case 1 integrated air mass ECT downstream engine or case 2 ECT downstream engine additional conditions soot mass conditions (Referenced) < 511.98 [°CRK]      
> 1.50 [kg]  
> 39.8 [°C]  
> 60.0 [°C]  
not calibrated    
Fuel System P2187 - System Too Lean at Idle Bank 1 Direct Fuel Injection adaptive value > 6.00 [%] general number of injections after engine start engine speed engine load IAT @ manifold part load adaptation lambda control lambda set point engine warm up correction modeled oil temperature EVAP purge valve High PCV Purge Load due to Oil Dilution (Referenced) ratio MAP to BARO or valve overlap case 1 integrated air mass ECT downstream engine or case 2 ECT downstream engine additional conditions soot mass conditions (Referenced)     0 (FTP75: 570.0) [s] 2 DCY
  • Check the vacuum lines visually for leaks.
  • Check the intake system visually for leaks (false air).
  • Check the fuel pressure and delivery quantity.
  • Fuel Pressure Sensor -G247-
  • Fuel Injectors --
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
  • Fuel Delivery Unit -GX1-
  • Manifold Absolute Pressure Sensor -G71-
  • Fuel Metering Valve -N290-
    system too lean @ idle       > 250.00 [-] continuous    
            600...920 [rpm]      
            3...34 [%]      
            < 90.0 [°C]      
            completed        
            closed loop        
            0.94...1.03 [-]      
            < 1.03 [-]      
            >= 25.1 [°C]      
            closed        
            not detected        
            > 0.00 [-]      
            < 511.98 [°CRK]      
            > 1.50 [kg]      
            > 39.8 [°C]      
            > 60.0 [°C]      
            not calibrated        
Fuel System P2188 - System Too Rich at Idle Bank 1 Direct Fuel Injection adaptive value < -6.00 [%] general number of injections after engine start engine speed engine load IAT @ manifold part load adaptation lambda control lambda set point engine warm up correction modeled oil temperature EVAP purge valve High PCV Purge Load due to Oil Dilution (Referenced) ratio MAP to BARO     0 (FTP75: 480.0) [s] 2 DCY
  • Check the fuel pressure and delivery quantity.
  • Fuel Injectors --
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
  • Fuel Delivery Unit -GX1-
  • Manifold Absolute Pressure Sensor -G71-
  • Fuel Metering Valve -N290-
  • EVAP Canister Purge Regulator Valve 1 -N80-
    system too rich @ idle       > 250.00 [-] continuous    
            600...920 [rpm]      
            3...34 [%]      
            < 90.0 [°C]      
            completed        
            closed loop        
            0.94...1.03 [-]      
            < 1.03 [-]      
            >= 25.1 [°C]      
            closed        
            not detected        
            > 0.00 [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            or valve overlap case 1 integrated air mass ECT downstream engine or case 2 ECT downstream engine additional conditions soot mass conditions (Referenced) < 511.98 [°CRK]      
> 1.50 [kg]  
> 39.8 [°C]  
> 60.0 [°C]  
not calibrated    
Fuel System P2096 - Post Catalyst Fuel Trim System Too Lean Bank 1 out of range low case 1: general criteria adapted I-part of 2nd lambda control loop (fuel trim) adapted I-part of 2nd lambda control loop (O2S front offset) or case 2: pending fault fuel trim monitor from previous DCY adapted I-part of 2nd lambda control loop (O2S front offset)     condition for lambda split operation catalyst heating only CNG vehicles CNG mode case 1: general conditions increase of adapted I-part of 2nd lambda control loop previous vs. actual DCY if no pending fault (O2S front offset or fuel trim monitor) from previous DCY then O2S rear control loop (i- part) (Referenced) for time O2S Front Offset Adaptation (Referenced)else pending fault (O2S front offset or fuel trim monitor) from previous DCY O2S rear control loop (i- part) (Referenced) for time O2S Front Offset Adaptation (Referenced) or case 2: pending fault fuel trim monitor from previous DCY O2S rear control loop (i-part) (Referenced) for time O2S Front Offset Adaptation (Referenced)     450 [s] multiple 2 DCY
  • Check the fuel pressure and delivery quantity.
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
  • Check the Three Way Catalytic Converter (TWC).
      < -0.05 [-] not calibrated        
      >= -0.09 [-]          
          not calibrated        
      < -0.09 [-] < 0.02 [-]      
          active        
          >= 60.0 [s]      
          fulfilled        
          active        
          >= 60.00        
          fulfilled        
          active        
          >= 60.0 [s]      
          fulfilled        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            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 (Referenced) active >= 60.00 not calibrated        
Fuel System P2097 - Post Catalyst Fuel Trim System Too Rich Bank 1 out of range high case 1: general criteria adapted I-part of 2nd lambda control loop (fuel trim) adapted I-part of 2nd lambda control loop (O2S front offset) or case 2: pending fault fuel trim monitor from previous DCY adapted I-part of 2nd lambda control loop (O2S front offset)     condition for lambda split operation catalyst heating only CNG vehicles CNG mode case 1: general conditions decrease of adapted I-part of 2nd lambda control loop previous vs. actual DCY if no pending fault (O2S front offset or fuel trim monitor) from previous DCY then O2S rear control loop (i- part) (Referenced) for time O2S Front Offset Adaptation (Referenced) else pending fault (O2S front offset or fuel trim monitor) from previous DCY O2S rear control loop (i- part) (Referenced) for time O2S Front Offset Adaptation (Referenced) or case 2: pending fault fuel trim monitor from previous DCY O2S rear control loop (i-part) (Referenced) for time O2S Front Offset Adaptation (Referenced)     450 [s] multiple 2 DCY
  • Check the fuel pressure and delivery quantity.
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
  • Check the Three Way Catalytic Converter (TWC).
      > 0.05 [-] not calibrated        
      <= 0.09 [-]          
          not calibrated        
      > 0.09 [-] < 0.02 [-]      
          active        
          >= 60.0 [s]      
          fulfilled        
          active        
          >= 60.0 [s]      
          fulfilled        
          active        
          >= 60.0 [s]      
          fulfilled        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            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 (Referenced) active >= 60.0 not calibrated [s]      
Oxygen Sensor (O2S) front P0131 -O2 Sensor Circuit Low Voltage Bank 1 Sensor 1 contact measurement during normal ASIC operation in switch- voltage drop < 1.93 [V] general conditions battery voltage battery voltage for time fault suspicion nernst voltage monitoring pump current monitoring monitoring of reverse pump current in pump cell monitoring of reverse pump current in nernst cell voltage monitoring between APE and MES residual current monitoring in warm-up mode residual current monitoring in switch-on mode RAM-check monitoring in warm-up mode RAM-check monitoring in normal mode > 9.80 < 16.10 >= 100 [V] [V] [ms] 5 [events] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
on mode circuit low
            < -1.05 < -0.5 not calibrated [V] [mA] [mA]      
            not calibrated [mA]      
            > 200 [mV]      
            < 0.1 [mA]      
            < 0.1 [mA]      
            aborted        
            aborted        
    aborted RAM-check in switch-on- over voltage @ sensor lines detected   general conditions battery voltage battery voltage for time fault suspicion nernst voltage monitoring pump current monitoring monitoring of reverse pump current in pump cell monitoring of reverse pump current in nernst cell voltage monitoring between APE and MES residual current monitoring in warm-up mode residual current monitoring in switch-on mode RAM-check monitoring in warm-up mode RAM-check monitoring in normal mode > 9.80 < 16.10 >= 100 [V] [V] [ms] 5 [events] continuous 2 DCY  
mode circuit low  
          < -1.05< -0.5 not calibrated [V] [mA] [mA]      
          not calibrated [mA]      
          > 200 [mV]      
          < -0.2 [mA]      
          < -0.2 [mA]      
          aborted        
          aborted        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
    diagnoses register check over voltage @ sensor lines detected [V] general conditions battery voltage battery voltage for time fault suspicion nernst voltage monitoring pump current monitoring monitoring of reverse pump current in pump cell monitoring of reverse pump current in nernst cell voltage monitoring between APE and MES residual current monitoring in warm-up mode residual current monitoring in switch-on mode RAM-check monitoring in warm-up mode RAM-check monitoring in normal mode     5 [events] 2 DCY  
circuit low       > 9.80 [V] continuous    
        < 16.10 [V]      
        >= 100 [ms]      
        < -1.05 [V]      
        < -0.5 [mA]      
        not calibrated [mA]      
        not calibrated [mA]      
        >= 200 [mV]      
        <= -0.2 [mA]      
        <= -0.2 [mA]      
        aborted        
        aborted        
Oxygen Sensor (O2S) front P0132 - O2 Sensor Circuit High Voltage Bank 1 Sensor 1 contact measurement during normal ASIC operation in switch- voltage drop > 3.97 [V] general conditions battery voltage battery voltage for time fault suspicion nernst voltage monitoring pump current monitoring monitoring of reverse pump current in pump cell monitoring of reverse pump current in nernst cell voltage monitoring APE vs. MES residual current monitoring in warm-up mode residual current monitoring in switch-on mode RAM-check monitoring in warm-up mode RAM-check monitoring in normal mode > 9.80 < 16.10 >= 100 [V] [V] [ms] 5.00 [events] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
on mode circuit high
            not calibrated > 0.3 not calibrated [V] [mA] [mA]      
            not calibrated [mA]      
            < -200 [mV]      
            > 0.1 [mA]      
            > 0.1 [mA]      
            aborted        
            aborted        
    aborted RAM-check in switch-on- over voltage @ sensor lines detected   general conditions battery voltage battery voltage for time fault suspicion nernst voltage monitoring pump current monitoring monitoring of reverse pump current in pump cell > 9.80 < 16.10 >= 100 [V] [V] [ms] 5.00 [events] continuous 2 DCY  
mode circuit high  
          not calibrated > 0.3 not calibrated [V] [mA] [mA]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            monitoring of reverse pump not calibrated [mA]      
current in nernst cell      
voltage monitoring APE vs. < -200 [mV]  
MES      
residual current monitoring in > 0.1 [mA]  
warm-up mode      
residual current monitoring in > 0.1 [mA]  
switch-on mode      
RAM-check monitoring in aborted    
warm-up mode      
RAM-check monitoring in aborted    
normal mode      
diagnoses register check over voltage @ sensor lines detected   general conditions battery voltage battery voltage for time fault suspicion nernst voltage monitoring pump current monitoring monitoring of reverse pump current in pump cell monitoring of reverse pump current in nernst cell voltage monitoring APE vs. MES residual current monitoring in warm-up mode residual current monitoring in switch-on mode RAM-check monitoring in warm-up mode RAM-check monitoring in normal mode     5.00 [events] 2 DCY  
circuit high     > 9.80 [V] continuous    
      < 16.10 [V]      
      >= 100 [ms]      
      not calibrated [V]      
      > 0.3 [mA]      
      not calibrated [mA]      
      not calibrated [mA]      
      < -200 [mV]      
      > 0.1 [mA]      
      > 0.1 [mA]      
      aborted        
      aborted        
Oxygen Sensor (O2S) front P2237 - O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1 open circuit APE-MES resistivity APE resistivity >= 3946.00 >= 3072.00 [Ohm] [Ohm] battery voltage battery voltage for time ceramic temperature or heating energy applied to the heater > 9.80< 16.10 [V] [V] 5.00 [events] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            >= 0.1 [s]      
            >= 625.0 [°C]      
            >= 0.31 [kJ]      
Oxygen Sensor (O2S) front P2237 - O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1 open circuit APE-IPE resistivity in warm-up mode >= 3464.00 [Ohm] battery voltage battery voltage for time ceramic temperature or heating energy applied to the heater > 9.80 [V] 5.00 [events] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
      IPE-RE resistivity in warm-up mode < 3464.00 [Ohm] < 16.10 [V]      
            >= 100 [ms]      
            >= 625.0 [°C]      
            >= 0.31 [kJ]      
Oxygen Sensor (O2S) front P2243 - O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1 open circuit IPE-RE resistivity in warm-up mode APE-IPE resistivity in warm-up mode >= 3464.00 < 3464.00 [Ohm] [Ohm] battery voltage battery voltage > 9.80 < 16.10 [V] [V] 5.00 [events] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            for time ceramic temperature or heating energy applied to the heater >= 100 >= 625.0 >= 0.31 [ms] [°C] [kJ]      
Oxygen Sensor (O2S) front P2251 - O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1 open circuit APE-IPE resistivity in warm-up mode >= 3464.00 [Ohm] battery voltage battery voltage for time ceramic temperature or heating energy applied to the heater > 9.80 [V] 5.00 [events] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
      IPE-RE resistivity in warm-up mode >= 3464.00 [Ohm] < 16.10 [V]      
            >= 100 [ms]      
            >= 625.0 [°C]      
            >= 0.31 [kJ]      
Oxygen Sensor (O2S) front P2626 - O2 Sensor Pumping Current Trim Circuit/Open Bank 1 Sensor 1 open circuit APE-MES resistivity APE resistivity >= 3946.00 < 3072.00 [Ohm] [Ohm] battery voltage battery voltage for time ceramic temperature or heating energy applied to the heater > 9.80< 16.10 [V] [V] 5.00 [events] once / DCY 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            >= 0.1 [s]      
            >= 625.0 [°C]      
            >= 0.31 [kJ]      
Oxygen Sensor (O2S) front P2626 - O2 Sensor Pumping Current Trim Circuit/Open Bank 1 Sensor 1 open circuit APE-MES resistivity >= 3946.00 [Ohm] battery voltage battery voltage for time > 9.80< 16.10 [V] [V] 5.00 [events] multiple 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            >= 100 [ms]      
Oxygen Sensor (O2S) front P0133  - O2 Sensor Circuit Slow Response Bank 1 Sensor 1 intrusive monitor O2S signal dynamic check delayed response (arithmetic filter) time @ lean to rich transition or time @ rich to lean transition slow transition (arithmetic filter) time @ lean to rich transition or time @ rich to lean transition delayed response (EWMA filter)time @ lean to rich transition or time @ rich to lean transition slow transition (EWMA filter) time @ lean to rich transition or time @ rich to lean transition     monitor entry conditions enable conditions for active lambda stimulation (Referenced) delay after switching cam profile BARO for time other short trip deviation engine load engine load (normal operation mode) or engine load (cylinder deactivation) change of exhaust gas mass flow for time conditions for avoiding controller oscillations enable conditions for online identification (Referenced)for arithmetic average value calculation number of checks required for valid result     20 [s] once / DCY 1 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
      not calibrated [s] checked        
          > 0.5 [s]      
      not calibrated [s] > 0.00 [kPa]      
          > 0.0 [s]      
      not calibrated [s] not active        
          < 3.52 [%]      
      not calibrated [s] > 10.01 [%]      
      > 0.5 [s] not calibrated [%]      
          -3276.80...3276.70 [kg/h/s]      
      > 0.5 [s] > 0.1 [s]      
      > 0.7 [s] checked        
      > 0.7 [s] not calibrated [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
      delayed response (while avoiding controller oscillations)adaptation time @ lean to rich transition or adaptation time @ rich to lean transition slow transition (while avoiding controller > 2.0 [s] or 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 dev. new measured vs. old EWMA filtered value (delayed response) dev. new measured vs. old EWMA filtered value (transition response) number of checks for confirmation maximum tolerance to confirm filtered value (delayed response) maximum tolerance to confirm filtered value (transition response) initial value of filtered value maximum number of checks per driving cycle        
> 2.0 [s] 0.201  
oscillations) adaptation time @ lean to rich transition or adaptation time @ rich to lean transition delayed response and slow transition (while avoiding controller oscillations) sum of adaptation times (delay and slow response) @ lean to rich transition or > 2.0 [s] > 0.4 [s]
    > 0.4 [s]
> 2.0 [s] 3.00 [-]
    0.2 [s]
> 2.0 [s] 0.2 [s]
    0 [-]
  sum of adaptation times (delay and slow response) @ rich to lean transition > 2.0 [s] 3.00 [-]
Oxygen Sensor (O2S) front P0606 - ECM/PCM Processor signal range check aborted IPE leakage current measurement >= 3.00 [-] battery voltage battery voltage for time > 9.80 [V] 0 [s] once / Lifetime 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
            < 16.10 [V]    
            >= 0.1 [s]    
Oxygen Sensor (O2S) front P0606 - ECM/PCM Processor internal hardware check ASIC initialization or chip response validity not calibrated not calibrated [-] [-] battery voltage battery voltage for time > 9.80 < 16.10 >= 100 [V] [V] [ms] 200.00 [events] continuous 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
      or transfer of diagnosis register entries failed [-]        
      or register availability monitoring not calibrated [-]        
      or transfer of data registers failed [-]        
      or monitoring of setting the register values not calibrated [-]        
      or monitoring of setting the ASIC mode failed [-]        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
      or                
transfer of values stored in RAM failed [-]
or    
ASIC's bank switch monitoring not calibrated [-]
Oxygen Sensor (O2S) front P0606 - ECM/PCM Processor signal range check leakage current in IPE or leakage current in IPE < 0.00> 0.00 [A] [A] battery voltage battery voltage for time > 9.80 < 16.10 >= 0.1 [V] [V] [s] 0 [s] once / Lifetime 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Oxygen Sensor (O2S) front P2A00 - O2 Sensor Circuit Range/Performance Bank 1 Sensor 1 range check (signal availability) O2 concentration with temperature correction calculated   engine running   5.0 [s] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
  • Fuel Delivery Unit -GX1-
  • Manifold Absolute Pressure Sensor -G71-
      or nernst voltage deviation not calibrated [mV] fuel cut off for time not active >= 5.0 [s]      
      or nernst voltage deviation not calibrated [mV] dew point exceeded        
      or not enough oxygen in the reference oxygen cell not calibrated              
      or soot protection active              
      for number of consecutive events > 5.00 [events]            
      or O2S ceramic temperature < 640.0 [°C]            
      or pump current not valid              
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) > 0.09 [-] condition for lambda split operation catalyst heating only CNG vehicles CNG mode pending fault from previous DCY     450 [s] multiple 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
  • Fuel Delivery Unit -GX1-
  • Manifold Absolute Pressure Sensor -G71-
            not calibrated        
            not calibrated        
            O2S front offset monitor O2S rear control loop (i-part) (Referenced)for time O2S Front Offset Adaptation (Referenced)additional conditions soot mass conditions (Referenced) checked        
            >= 60.0 fulfilled [s]      
            not calibrated        
Oxygen Sensor (O2S) front 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) < -0.09 [-] condition for lambda split operation catalyst heating only CNG vehicles CNG mode pending fault from previous DCY not calibrated not calibrated checked >= 60.0 [s] 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 front offset monitor O2S rear control loop (i-part) (Referenced)for time

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            O2S Front Offset Adaptation fulfilled        
(Referenced)    
additional conditions    
soot mass conditions not calibrated  
(Referenced)    
Oxygen Sensor (O2S) front P2414  - O2 Sensor Exhaust Sample Error Bank 1 Sensor 1 signal range check (check for sensor at ambient air) O2S signal front for time > 8.00 > 20.0 [-] [s] engine O2S front fuel cut off PCV leakage lambda set value O2S front ceramic temperature dev. actual vs. set point O2S ceramic temperature if AIR system equipped AIR running ready   20.0 [s] multiple 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            not active        
            not detected        
            < 1.60 [-]      
            valid        
            < 80.0 [°C]      
            not active        
Oxygen Sensor (O2S) Heater front P0135  - O2 Sensor Heater Circuit Bank 1 Sensor 1 out of range - heater performance(@ start) time after engine start ceramic temperature >= 19.0 < 680.0 [s] [°C] ECT downstream engine engine >= -3549.9 running [°C] 0 [s] once / DCY 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            or fuel cut-off active        
            for time >= 0.0 [s]      
Oxygen Sensor (O2S) Heater front P0135 - O2 Sensor Heater Circuit Bank 1 Sensor 1 out of range - heater performance (permanent) ceramic temperature <= 680.0 [°C] heater control fuel cut off for time active not active >= 5.0 [s] 30.0 [s] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
Oxygen Sensor (O2S) Heater front P0030 - HO2S Heater Control Circuit Bank 1 Sensor 1 open circuit signal voltage 2.10...2.85 [V] duty cycle power stage initialization <= 98 finished [%] 0.5 [s] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            battery voltage > 9.80 [V]      
            battery voltage < 16.10 [V]      
            for time >= 100 [ms]      
Oxygen Sensor (O2S) Heater front P0031 - HO2S Heater Control Circuit Low Bank 1 Sensor 1 circuit low signal voltage < 1.80 [V] duty cycle power stage initialization < 98 finished [%] 0.5 [s] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            battery voltage > 9.80 [V]      
            battery voltage < 16.10 [V]      
            for time >= 100 [ms]      
Oxygen Sensor (O2S) Heater front P0032 - HO2S Heater Control Circuit High Bank 1 Sensor 1 circuit high signal current > 0.65...18.80 [A] duty cycle power stage initialization >= 3 finished [%] 0.5 [s] continuous 2 DCY
  • Oxygen Sensor 1 Before Catalytic Converter -GX10-
            battery voltage > 9.80 [V]      
            battery voltage < 16.10 [V]      
            for time >= 100 [ms]      
            energy equivalent to sensor temperature >= 0.08 [kJ]      
Oxygen Sensor (O2S) rear P013A  - O2 Sensor Slow Response - Rich to Lean Bank 1 Sensor 2 intrusive monitor check of transient time at rich to lean transition arithmetic average value time at rich to lean transition or EWMA filter value transient not calibrated [s] active diagnosis enable conditions for active lambda stimulation (Referenced) checked   10 [s] once / DCY 1 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
          passive diagnosis passive lambda diagnosis (fuel cut off) (Referenced) not calibrated      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
      time at rich to lean transition > 1.0 [s] for arithmetic average value calculation number of checks required for valid result or for EWMA-filterK-factor minimum number of tests per DCY required step change detection will initiate multiple tests per DCY conditions for step change detection dev. new measured value vs. old EWMA filtered value number of checks for confirmation maximum tolerance to confirm filtered value initial value of filtered value maximum number of checks per driving cycle number of checks additional conditions soot mass conditions (Referenced)          
      not calibrated [-]  
      0.20 [-]  
      1    
      > 0.4 [s]  
      2.00 [-]  
      0.2 [s]  
      0.0 [s]  
      2.00 [-]  
      3.00 [-]  
      not calibrated    
Oxygen Sensor (O2S) rear P013B  - O2 Sensor Slow Response - Lean to Rich Bank 1 Sensor 2 intrusive monitor check of transient time at lean to rich transition arithmetic average value time at lean to rich transition or EWMA filter value transient time at lean to rich transition not calibrated [s] monitor entry conditions enable conditions for active lambda stimulation (Referenced)for arithmetic average value calculation number of checks required for valid resultor 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 dev. new measured value vs. old EWMA filtered value checked   10.0 [s] once / DCY 1 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
          not calibrated [-]      
      > 0.9 [s]          
          0.20 [-]      
          1        
          > 0.4 [s]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            number of checks for 2.00 [-]      
confirmation      
maximum tolerance to 0.2 [s]  
confirm filtered value      
initial value of filtered 0.0 [s]  
value      
maximum number of 2.00 [-]  
checks per driving cycle      
Oxygen Sensor (O2S) rear P013E  - O2 Sensor Delayed Response - Rich to Lean Bank 1 Sensor 2 intrusive monitor delayed response monitoring, delay measurement arithmetic average value delay time at rich to lean transition or EWMA filter value transient delay time at rich to lean transition not calibrated [s] monitor entry conditions enable conditions for active lambda stimulation (Referenced)for arithmetic average value calculation number of checks required for valid result or 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 dev. new measured value vs. old EWMA filtered value number of checks for confirmation maximum tolerance to confirm filtered value initial value of filtered value maximum number of checks per driving cycle checked   20.00 [s] once / DCY 1 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
          not calibrated [-]      
      > 1.0 [s]          
          0.20 [-]      
          1        
          > 0.4 [s]      
          3.00 [-]      
          0.2 [s]      
          0.0 [s]      
          2.00 [-]      
Oxygen Sensor (O2S) rear P013F  - O2 Sensor Delayed Response - Lean to Rich Bank 1 Sensor 2 intrusive monitor delayed response monitoring, delay measurement arithmetic average value delay time at lean to rich transition or EWMA filter value transient delay time at lean to rich transition not calibrated [s] monitor entry conditions enable conditions for active lambda stimulation (Referenced) for arithmetic average value calculation number of checks required for valid result or for EWMA-filter K-factor minimum number of tests per DCY required checked   20.0 [s] once / DCY 1 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
          not calibrated [-]      
      > 1.1 [s]          
          0.20 [-]      
          1        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            step change detection will initiate multiple tests per DCY conditions for step change detection dev. new measured value vs. old EWMA filtered value number of checks for confirmation maximum tolerance to confirm filtered value initial value of filtered value maximum number of checks per driving cycle > 0.4 [s]      
3.00 [-]  
<= 0.2 [s]  
0.0 [s]  
2.00 [-]  
Oxygen Sensor (O2S) rear P2270  - O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2 intrusive monitor O2S signal check - stuck low general O2S sensor voltage step 1 cumulated rich gas mass flow into catalyst step 2 integrated exhaust gas mass flow for time < 0.75 [V] general conditions enable conditions for active lambda stimulation (Referenced) checked   20.00 [s] once / DCY 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
      >= 3000 [mg] step 1 requested lambda 0.90...0.90 [-]      
      not calibrated [g] step 2 requested lambda not calibrated [-]      
      not calibrated [s] additional conditions: soot mass conditions (Referenced) not calibrated        
Oxygen Sensor (O2S) rear P2271  - O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2 intrusive monitor active O2S signal check with offset check - stuck high O2S sensor voltage > 0.20 [V] only if no target fault from previous DCY O2S front offset if fault suspicion from O2S front offset from current DCY or target fault from previous DCY enable conditions for active lambda stimulation (Referenced)requested lambda for integrated exhaust gas mass flow for time else: correct O2S front offset check from current DCY and no target fault from previous DCY enable conditions for active lambda stimulation (Referenced)requested lambda checked   0 (FTP72:208) [s] once / DCY 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            checked        
            >= 0.20 [V]      
            >= 0.05 [kg]      
            > 1.0 [s]      
            checked        
            >= 1.06 [-]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            cumulated O2 mass flow into catalyst for time additional conditions soot mass conditions (Referenced) >= 2.5 [g]      
> 0.2 [s]  
not calibrated    
intrusive monitor active O2S signal check without offset check - stuck high O2S sensor voltage > 0.20 [V] general conditions enable conditions for active lambda stimulation (Referenced)step 1 requested lambda cumulated O2 mass flow into catalyst for time step 2 (only if no target fault from previous DCY) requested lambda for integrated exhaust gas mass flow for time additional conditions soot mass conditions (Referenced) checked   0 (FTP72:208) [s] once / DCY 2 DCY  
        >= 1.06 [-]      
        >= 2.5 [g]      
        > 0.2 [s]      
        >= 1.15 [-]      
        >= 0.05 [kg]      
        > 1.0 [s]      
        not calibrated        
Oxygen Sensor (O2S) rear P0140 - O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2 O2S signal check - circuit continuity (sensor signal line open circuit) case 1 signal voltage for time diff. sensor voltage with load pulse vs. without load pulse (mean value of 3 measurements)or case 2 internal resistance exhaust temperature 0.32...0.55 > 3.0 [V] [s] general conditions engine dew point case 1 (sensor ready for operation) sensor voltage or sensor voltage time after protection heating mode finished or sensor voltage internal resistance time after protection heating mode finished or internal resistance protection heating mode above conditions for case 1 must be fulfilled for time or case 2 (sensor ready for operation expected)time after protection heating mode finished additional delay time running exceeded   8.0 [s] continuous 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
      >= 3.60 [V]          
          <= 0.32 [V]      
      not calibrated [Ohm] 0.55...1.26 [V]      
      not calibrated [°C] > 15.0 [s]      
          not calibrated [V]      
          not calibrated [Ohm]      
          not calibrated [s]      
          <= 2000.00 [Ohm]      
          finished        
          > 200 [ms]      
          > 15.0 [s]      
          30.0 [s]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            or internal resistance check or signal error during previous DCY successful not detected        
Oxygen Sensor (O2S) rear P0138 - O2 Sensor Circuit High Voltage Bank 1 Sensor 2 O2S signal check - out of range high (Circuit high) signal voltage for time > 1.26 > 0.2 [V] [s] general conditions engine dew point lambda set value case 1: sensor ready for operation sensor voltage or sensor voltage time after protection heating mode finished or sensor voltage internal resistance time after protection heating mode finished or internal resistance protection heating mode above conditions must be fulfilled for time or case 2 (sensor ready for operation expected)time after protection heating mode finished additional delay time or internal resistance check or signal error during previous DCY running   3.2 [s] continuous 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            exceeded        
            > 0.995 [-]      
            <= 0.32 [V]      
            0.55...1.26 [V]      
            > 15.0 [s]      
            not calibrated [V]      
            not calibrated [Ohm]      
            not calibrated [s]      
            <= 2000.00 [Ohm]      
            finished        
            > 200 [ms]      
            > 15.0 [s]      
            30.0...30.0 [s]      
            successful        
            not detected        
Oxygen Sensor (O2S) rear P0137 - O2 Sensor Circuit Low Voltage Bank 1 Sensor 2 O2S signal check - circuit continuity (Circuit low, core connection signal wires) signal voltage for time difference of sensor voltage with load pulse and voltage without load pulse (mean value of 3 measurements) < 0.03 > 3.0 < 0.01 [V] [s] [V] general conditions engine dew point fuel cut off catalyst purge case 1 (sensor ready for operation) sensor voltage or sensor voltage time after protection heating mode finished running exceeded   11.0 [s] continuous 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            not active        
            not active        
            <= 0.32 [V]      
            0.55...1.26 [V]      
            > 15.0 [s]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            or sensor voltage internal resistance time after protection heating mode finished or internal resistance protection heating mode above conditions for case 1 must be fulfilled for time or case 2 (sensor ready for operation expected)time after protection heating mode finished additional delay time or internal resistance check or signal error during previous DCY not calibrated [V]      
not calibrated [Ohm]  
not calibrated [s]  
<= 2000.00 [Ohm]  
finished    
> 200 [ms]  
> 15.0 [s]  
30.0...30.0 [s]  
successful    
not detected    
Oxygen Sensor (O2S) Heater rear P0141  - O2 Sensor Heater Circuit Bank 1 Sensor 2 out of range (during normal heater operation after Dew Point is exceeded) internal resistance > 2000.00 [Ohm] time since dew point exceeded modeled EGT > 10.0250.0...700.0 [s] [°C] 6.0 [s] multiple 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            IAT @ manifold > -48.0 [°C]      
            engine off time > 120.0 [s]      
            number of checks 10.00 [-]      
            fuel cut off not active        
            actuator commanded on        
Oxygen Sensor (O2S) Heater rear P0036 - HO2S Heater Control Circuit Bank 1 Sensor 2 open circuit signal voltage 3.26...4.70 [V] engine speed duty cycle >= 0<= 98 [rpm] [%] 0.50 [s] continuous 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            battery voltage >= 8.90 [V]      
Oxygen Sensor (O2S) Heater rear P0037 - HO2S Heater Control Circuit Low Bank 1 Sensor 2 circuit low signal voltage < 2.74 [V] engine speed duty cycle >= 0 <= 98 [rpm] [%] 0.50 [s] continuous 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            battery voltage >= 8.90 [V]      
Oxygen Sensor (O2S) Heater rear P0038 - HO2S Heater Control Circuit High Bank 1 Sensor 2 circuit high signal current > 0.60...12.50 [A] engine speed time since dew point exceeded >= 0>= 10.0 [rpm] [s] 0.50 [s] continuous 2 DCY
  • Oxygen Sensor 1 After Catalytic Converter -GX7-
            duty cycle >= 3 [%]      
            battery voltage >= 8.90 [V]      
Engine Cooling System P2181 - Cooling System Performance cooling system performance not in the expected range cooling system temperature too low after a sufficient MAF integral < 45.1...72.1 [°C] monitor entry conditions: ECT downstream engine @ start AAT or IAT @ manifold begin of air mass integration:     0 (Unified 1000.0) [s] once / DCY 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
  • Coolant Recirculation Pump -V50-
  • After-Run Coolant Pump -V51-
  • Check the engine coolant thermostat. Refer to appropriate Service Information.
      for time >= 1.0 [s] -10.0...52.1 [°C]      
            -10.0...3003.6 [°C]      
            not calibrated [°C]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            ECT downstream engine conditions for diagnosis: MAF delta BARO delta AAT accum. time required or accum. integrated air mass accumulation enable if fuel cut off or engine load or engine load start of fault decision: integrated air mass conditions at fault decision (average values since start): MAF (lower threshold) MAF (upper threshold) vehicle speed (lower threshold)vehicle speed (upper threshold) > 30.0 [°C]      
< 3276.70 [kg/h]  
< 2.50 [kPa]  
< 3003.6 [K]  
< 180.0...600.0 [s]  
not calibrated [kg]  
active    
> 399.99 [%]  
< -399.99 [%]  
>3.00...10.50 [kg]  
>= 17.00...64.00 [kg/h]  
<= 55.00...180.00 [kg/h]  
>= 12...22 [mph]  
<= 75 [mph]  
Engine Cooling System P2181 - Cooling System Performance cooling system performance not in filtered ECT downstream engine < 40.1...67.1 [°C] general AAT air mass flow integral or modeled ECT for ECT downstream engine once after engine start valid operating points engine for time fuel cut off for time modeled ECT thermostat overdrive for time vehicle speed vehicle speed for time engine load engine load for time additional conditions for re- entry after strong ECT drop integrated air mass flow during valid operating points depending on min. AAT @ current DCY     0 (Unified 1000.0) [s] 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
  • Coolant Recirculation Pump -V50-
  • After-Run Coolant Pump -V51-
  • Check the engine coolant thermostat. Refer to appropriate Service Information.
    the expected range for time >= 10.0 [s] > -10.0 [°C] once / DCY    
            > 2.0...6.0 [g]      
            not calibrated [°C]      
            > 44.1...71.1 [°C]      
            running        
            > 120.0 [s]      
            not active        
            > 120.0 [s]      
            not calibrated [°C]      
            not detected        
            > 120.0 [s]      
            > -204 [mph]      
            < 204 [mph]      
            > 120.0 [s]      
            > 20.01 [%]      
            < 399.99 [%]      
            > 120.0 [s]      
            > 0.0...40.0.0 [g]      
            -10.0...50.0 [°C]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            ECT downstream engine @ entry of valid operating points all conditions above (except general) must be fulfilled for time 20.1...60.1 [°C]      
> 10.0 [s]  
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet P2184 - Engine Coolant Temperature Sensor 2 Circuit Low circuit low signal voltage < 0.10 [V]       0.5 [s] continuous 2 DCY
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet P2185 - Engine Coolant Temperature Sensor 2 Circuit High circuit high signal voltage > 4.95 [V]       0.5 [s] continuous 2 DCY
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
  • Engine Coolant Temperature Sensor -G62-
Engine Coolant Temperature (ECT) Sensor down stream engine P0117 - Engine Coolant Temperature Sensor 1 Circuit Low circuit low signal voltage <= 0.10 [V]       0.5 [s] continuous 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
Engine Coolant Temperature (ECT) Sensor down stream engine P0118 - Engine Coolant Temperature Sensor 1 Circuit High circuit high signal voltage >= 4.95 [V]       0.5 [s] continuous 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
Engine Coolant Temperature (ECT) Sensor down stream engine P0116 - Engine Coolant Temperature Sensor 1 Circuit Range/Performance rationality check: stuck sensor signal diff. max. vs. min. ECT downstream engine < 1.0 [K] monitor entry conditions case 1 engine off time or case 2 ECT downstream engine @ start or case 3 engine off time or ECT downstream engine @ start or ECT downstream engine @ start driving condition H (low cooling performance, substantial engine warm-up) vehicle speed MAF (lower threshold) MAF (upper threshold) reference model ECT for time required frequency driving condition L (high cooling     700 [s] once / DCY 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
            not calibrated [s]      
            not calibrated [°C]      
            > 10800.0 [s]      
            > 110.1 [°C]      
            < 78.1 [°C]      
            0...164.004.00...180.00 > -40.0 > 20.01 [mph] [kg/h] [kg/h] [°C] [s] [times]      
            performance, substantial engine cool-down)          

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            vehicle speed 19...93 [mph]      
MAF (lower threshold) 4.00 [kg/h]  
MAF (upper threshold) 36.00...152.00 [kg/h]  
or      
fuel cut off active    
for time required > 20.0 [s]  
frequency 3 [times]  
Engine Coolant Temperature (ECT) Sensor down stream engine P0116 - Engine Coolant Temperature Sensor 1 Circuit Range/Performance rationality check low diff. ECT downstream engine @ start vs. minimum temperature from cross check < -25.0 [K] cross check (temperature) finished   0 [s] once / DCY 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
Engine Coolant Temperature (ECT) Sensor downstream P3081 - Engine Temperature Too Low rationality check low diff. modeled vs. measured ECT downstream engine > 8.1 [K] engine running   1600 [s] continuous 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
  • Coolant Recirculation Pump -V50-
  • After-Run Coolant Pump -V51-
  • Check the engine coolant thermostat. Refer to appropriate Service Information.
engine     or diff. measured vs. modeled ECT downstream engine > 3003.6 [K] residual heat ECT downstream engine @ start not detected <= 20.1...40.1 [°C]      
            reference model ECT >= -40.0 [°C]      
            engine speed >= 900 [rpm]      
            for time required > 10.0 [s]      
Engine Coolant Temperature (ECT) Sensor downstream P0116 - Engine Coolant Temperature Sensor 1 Circuit Range/Performance rationality check high ECT downstream engine @ start > 40.1...80.0 [°C] engine off time engine for time block heater not detected ECT downstream engine @ start vs. minimum ECT downstream engine since start > 21600.0 running [s] 5.0 [s] once / DCY 2 DCY
  • Engine Coolant Temperature Sensor -G62-
  • Engine Coolant Temperature Sensor on Radiator Outlet -G83-
engine           >= 3.0 [s]      
            <= 10.0 [K]      
Electronic Throttle Control Module P060C - Internal Control Module Main Processor Performance Engine Control Module (ECM): function monitoring: injection strategy Cold Start Monitoring: comparison commanded vs. actual injection strategy error detected   CSERS conditions: CSERS active   0 (FTP75: 50) [s] multiple 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
        THM (Temperature Hold Mode) not active        
        general conditions: engine running        
        for time >= 2.0 [s]      
        condition at result decision: above conditions fulfilled for time >=10.0 [s]      
        or above conditions fulfilled for cumulated time not calibrated [s]      
Electronic Throttle Control Module P060C - Internal Control Module Main Processor Performance Cold Start Monitoring / Engine Control Module (ECM): function monitoring: injection strategy comparison commanded vs. actual injection strategy error detected   CSERS conditions number of injections after engine start injection strategy for warm up catalyst heating general conditions engine < 0.00...1950.00 [-] 2.6 [s] multiple 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
          requested        
          not active        
          running        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            for time CSERS injection strategy for time >= 2.0 requested > 2.0 [s] [s]      
Fuel System P2B95 - Cold Start Injection Pulse Performance Cold Start Monitoring functional check injection close time or injection close time error counter < 160 [μs] catalyst heating for time conditions @ fault decision number of injection close time events catalyst heating engine active>= 10.0 [s] 0 [s] multiple 2 DCY
  • Check the fuel pressure and delivery quantity. Refer to appropriate Service Information.
  • Fuel Pressure Sensor -G247-
  • Fuel Injectors --
  • Fuel Metering Valve -N290-
      > 620 [μs]          
      > 0.10 [-] > 200.00 [-]      
          finished        
          running        
Fuel Volume Regulator HP Control P053F - Cold Start Fuel Pressure Performance Bank 1 Cold Start Monitoring functional check filtered diff. target pressure vs. actual pressure > 2000.00 [kPa] time after engine start > 5.0 [s] 3.5 [s] multiple 2 DCY
  • Check the fuel pressure and delivery quantity. Refer to appropriate Service Information.
  • Fuel Pressure Sensor -G247-
  • Fuel Metering Valve -N290-
            fuel cut off not active        
            time after fuel cut off > 1.0 [s]      
            catalyst heating active        
            fuel volume regulator control active        
            relative fuel mass 5.02...240.00 [%]      
Fuel Volume Regulator HP Control P053F - Cold Start Fuel Pressure Performance Bank 1 Cold Start Monitoring functional check filtered diff. target pressure vs. actual pressure < -2000.00 [kPa] time after engine start > 5.0 [s] 4.0 [s] multiple 2 DCY
  • Check the fuel pressure and delivery quantity. Refer to appropriate Service Information.
  • Fuel Pressure Sensor -G247-
  • Fuel Metering Valve -N290-
            fuel cut off not active        
            time after fuel cut off > 1.0 [s]      
            catalyst heating active        
            fuel volume regulator control active        
            relative fuel mass 5.02...240.00 [%]      
Idle Speed Control (ISC) P050A - Cold Start Idle Control System Performance Cold Start Monitoring engine speed deviation > 100 [rpm] catalyst heating time after engine start BARO ECT downstream engine torque safety limitation diff. engine speed set point with catalyst heating vs. without catalyst heating conditions vehicle speed vehicle speed or engine running and decoupled from powertrain (for hybrid) conditions driver request accelerator pedal or engine running and decoupled from powertrain (for hybrid) for time for manual transmission engine load active   7.0 [s] 2 DCY
  • Throttle Valve Control Module -GX3-
    out of range low       >= 2.0 [s] multiple    
            > 0.00 [kPa]      
            -48.0...143.3 [°C]      
            not active        
            > 0 [rpm]      
            <= 1.0 [mph]      
            not equipped        
            released by driver        
            not equipped        
            > 2.0 [s]      
            < 40.01...75.00 [%]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
Idle Speed Control (ISC) P050A - Cold Start Idle Control System Performance Cold Start Monitoring functional check integrated deviation of engine speed low and integrated deviation of engine speed high > 2000 [rpm] catalyst heating time after engine start BARO ECT downstream engine torque safety limitation diff. engine speed set point with catalyst heating vs. without catalyst heating conditions vehicle speed vehicle speed or engine running and decoupled from powertrain (for hybrid) conditions driver request accelerator pedal or engine running and decoupled from powertrain (for hybrid) for time active   3.0 [s] multiple 2 DCY
  • Throttle Valve Control Module -GX3-
            >= 2.0 [s]      
            > 0.00 [kPa]      
            -48.0...143.3 [°C]      
            not active        
            > 0 [rpm]      
            <= 1.0 [mph]      
            not equipped        
            released by driver        
            not equipped        
            > 2.0 [s]      
Idle Speed Control (ISC) P050A - Cold Start Idle Control System Performance Cold Start Monitoring engine speed deviation < -200 [rpm] catalyst heatingtime after engine start BAROECT downstream engine torque safety limitation diff. engine speed set point with catalyst heating vs. without catalyst heating conditions vehicle speed: vehicle speed or engine running and decoupled from powertrain (for hybrid)conditions driver request: accelerator pedal or engine running and decoupled from powertrain (for hybrid) for time active   7.0 [s] 2 DCY
  • Throttle Valve Control Module -GX3-
    out of range high       >= 2.0 [s] multiple    
            > 0.00 [kPa]      
            -48.0...143.3 [°C]      
            not active        
            > 0 [rpm]      
            <= 1.0 [mph]      
            not equipped        
            released by driver        
            not equipped        
            > 2.0 [s]      
Ignition Control (IC) P050B - Cold Start Ignition Timing Performance Cold Start Monitoring / idle ignition timing monitor diff. commanded vs. actual spark timing > 20.00 [%] general conditions commanded spark retard during CSERS conditions CSERS conditions for time fuel cut off     0 (FTP75:50) [s] once / DCY 2 DCY
  • Throttle Valve Control Module -GX3-
  • Check for any engine speed sensor or ignition coil faults
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
            < 80.00 [%]      
            active        
            > 4.0 [s]      
            not active        

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            BARO idle condition diff. relative engine load vs. filtered relative engine load (for relative engine load dynamic detection) diff. engine speed vs. filtered engine speed (for engine speed dynamic detection)relative engine load conditions vehicle speed vehicle speed or engine running and decoupled from powertrain (for hybrid)all conditions above must be fulfilled for time conditions at result decision CSERS conditions required monitoring time > 0.00 [kPa]      
active    
<= |6.00| [%]  
<= |750| [rpm]  
<= |75.00...100.01| [%]  
0.00 [mph]  
not equipped    
> 0.0 [s]  
finished    
> 6.0 [s]  
Ignition Control (IC) P13EA - Cold Start Ignition Timing Performance Off Idle Cold Start Monitoring / part diff. commanded vs. actual spark timing > 15.00 [%] general conditions commanded spark retard during CSERS conditions CSERS conditions for time fuel cut off BARO diff. relative engine load vs. filtered relative engine load (for relative engine load dynamic detection) diff. engine speed vs. filtered engine speed (for engine speed dynamic detection) idle condition conditions vehicle speed vehicle speed or vehicle speed additional (only for hybrid) engine running and decoupled from powertrain all conditions above must be fulfilled for time     0 (FTP75:50) [s] 2 DCY
  • If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module --. Refer to appropriate Service Information.
    load           once / DCY    
    ignition timing monitor       < 84.00 [%]      
            active        
            > 4.0 [s]      
            not active        
            > 0.00 [kPa]      
            <= |6.00| [%]      
            <= |750| [rpm]      
            not calibrated        
            not calibrated [mph]      
            not calibrated [mph]      
            not equipped        
            > 5.0 [s]      

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            conditions at result decision CSERS conditions required monitoring time finished > 6.0 [s]      
Intake Manifold Runner Control (IMRC) Actuator P2AB3 - Cold Start Intake Manifold Runner Control Stuck Open Bank 1 Cold Start Monitoring functional check: stuck open diff. target vs. actual position > 25.00 [%] CSERS conditions time after engine start IAT @ manifold target position of IMRC actuator closed IMRC actuator set point deviation CSERS vs. non CSERS IMRC actuator adaptation IMRC position sensor value active >= 5.0 >= -48.0 active > 0 finished valid [s] [°C] [%] 6.0 [s] multiple 2 DCY
  • Intake Manifold Runner Control Valve -N316-.
  • Intake Manifold Runner Position Sensor -G336-
Intake Manifold Runner Control (IMRC) Actuator P2AB5 - Cold Start Intake Manifold Runner Control Stuck Closed Bank 1 Cold Start Monitoring functional check: stuck close diff. target vs. actual position > 25.00 [%] CSERS conditions time after engine start IAT @ manifold target position of IMRC actuator open IMRC actuator set point deviation CSERS vs. non CSERS IMRC actuator adaptation IMRC position sensor value active >= 5.0 >= -48.0 active > 0 finished valid [s] [°C] [%] 3.0 [s] multiple 2 DCY
  • Intake Manifold Runner Control Valve -N316-.
  • Intake Manifold Runner Position Sensor -G336-
Multi Injection P0606 - ECM/PCM Processor Engine Control Module (ECM): rationality check Cold Start Monitoring: ratio injection fault counter to number of requested injections > 0.10 [-] general conditions engine injection mode for catalyst heating injection on all cylinders CSERS condition @ fault decision: CSERS for number of combustion cycles running active active active finished > 100.00 [-] 60 [s] once / DCY 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Variable Valve Timing (VVT) Exhaust Actuator P054A - Cold Start "B" Camshaft Position Timing Over-Advanced Bank 1 Cold Start Monitoring target error diff. target vs. actual position > |6.00| [°CRK] time after engine start modeled oil temperature engine speed camshaft position adjustment exhaust catalyst heating commanded camshaft timing correction for catalyst heating not calibrated -10.0...200.0 > 520 active active active [s] [°C] [rpm] 5.0 [s] once / DCY 2 DCY
  • Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.
  • Exhaust Camshaft Adjustment Valve 1 -N318-
Variable Valve Timing (VVT) Intake Actuator P052A - Cold Start "A" Camshaft Position Timing Over-Advanced Bank 1 Cold Start Monitoring target error diff. target vs. actual position > |10.00| [°CRK] time after engine start modeled EOT engine speed camshaft position adjustment intake catalyst heating commanded camshaft timing correction for catalyst heating not calibrated -10.0...200.0 > 520 active active active [s] [°C] [rpm] 5.0 [s] once / DCY 2 DCY
  • Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.
  • Camshaft Adjustment Valve 1 -N205-

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
Electronic Throttle Control Module P0606 - ECM/PCM Processor Engine Control Module (ECM): rationality check Catalyst Temperature Hold Mode Monitoring ratio injection fault counter to number of requested injections > 0.10 [-] general conditions engineinjection mode for catalyst heating injection on all cylinders THM (Temperature Hold Mode) conditions at fault decision THM (Temperature Hold Mode) for number of combustion cycles running active active active finished > 100.00 [-] 60 [s] once / DCY 2 DCY
  • Replace the Engine/Motor Control Module -J623-. Refer to appropriate Service Information.
Variable Valve Timing (VVT) Exhaust Actuator P0014  - "B" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 target error diff. target vs. actual position for time adjustment angle number of checks > |3.00| > 2.0...3.5 <= |3.00| 4.00 [°CRK] [s] [°CRK] [-] time after engine start modeled oil temperature engine speed camshaft position adjustment catalyst heating change of target position battery voltage > 3.0...10.0 -48.0...150.1680...6000 active not active > |6.00| >= 11.00 [s] [°C] [rpm] [°CRK] [V] 5.0 [s] multiple 2 DCY
  • Exhaust Camshaft Adjustment Valve 1 -N318-
  • Camshaft Adjustment Valve 1 -N205-
Variable Valve Timing (VVT) Intake Actuator P0011  - "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1 target error diff. target vs. actual position for time adjustment angle number of checks > |3.00 |> 2.3...3.5 <= |3.00| 4.00 [°CRK] [s] [°CRK] [-] time after engine start modeled oil temperature engine speed camshaft position adjustment catalyst heating change of target position battery voltage > 10.0 -48.0...150.1680...6000 active not active > |8.00| > 11.00 [s] [°C] [rpm] [°CRK] [V] 5.0 [s] multiple 2 DCY
  • Engine Speed Sensor -G28-
  • Camshaft Position Sensor -G40-
  • Camshaft Adjustment Valve 1 -N205-
Variable Valve Timing (VVT) Exhaust Actuator P000B  - "B" Camshaft Position Slow Response Bank 1 slow response diff. target vs. actual position for time adjustment angle number of checks > |3.00| > 2.0...3.5 > |3.00| 4.00 [°CRK] [s] [°CRK] [-] time after engine start modeled oil temperature engine speed camshaft position adjustment catalyst heating change of target position battery voltage > 3.0...10.0 -48.0...150.1680...6000 active not active > |6.00| >= 11.00 [s] [°C] [rpm] [°CRK] [V] 5.0 [s] multiple 2 DCY
  • Exhaust Camshaft Adjustment Valve 1 -N318-
Variable Valve Timing (VVT) Intake Actuator P000A  - "A" Camshaft Position Slow Response Bank 1 slow response diff. target vs. actual position for time adjustment angle number of checks > |3.00| > 2.3...3.5 > |3.00| 4.00 [°CRK] [s] [°CRK] [-] time after engine start modeled oil temperature engine speed camshaft position adjustment catalyst heating change of target position battery voltage > 10.0-48.0...150.1680...6000 active not active > |8.00| > 11.00 [s] [°C] [rpm] [°CRK] [V] 5.0 [s] multiple 2 DCY
  • Camshaft Adjustment Valve 1 -N205-
  • Camshaft Position Sensor -G40-
  • Fuel Metering Valve -N290-
  • Engine Speed Sensor -G28-
Accelerator Pedal Position (APP) Sensor 1 and 2 P2138 - Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation SENT: rationality check calculated signal voltage sensor 1 vs. 2 >= |0.14...0.26| [V] signal voltage sensor 1 signal voltage sensor 2 time after ignition on > 445> 445> 0.5 [mV] [mV] [s] 0.4 [s] continuous 2 DCY
  • Accelerator Pedal Module -GX2-
Accelerator Pedal Position(APP) Sensor 1 P2121 - Throttle/Pedal Position Sensor/Switch "D" Circuit Range/Performance SENT communication with APP Sensor: sensor signal: electrical check or error detected   time after ignition on > 0.5 [s] 0.1 [s] continuous 2 DCY
  • Accelerator Pedal Module -GX2-

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
    sensor internal check sensor signal: initialization check error detected              
Accelerator Pedal Position (APP) Sensor 1 P2123 - Throttle/Pedal Position Sensor/Switch "D" Circuit High SENT communication with APP Sensor: circuit high calculated signal voltage >= 4.79 [V] time after ignition on > 0.5 [s] 250 [ms] continuous 2 DCY
  • Accelerator Pedal Module -GX2-
Accelerator Pedal Position (APP) Sensor 1 P2122 - Throttle/Pedal Position Sensor/Switch "D" Circuit Low SENT: circuit low calculated signal voltage <= 0.65 [V] status high resistance redundancy failure time after ignition on not calibrated not calibrated> 0.5 [s] 250 [ms] continuous 2 DCY
  • Accelerator Pedal Module -GX2-
Accelerator Pedal Position (APP) Sensor 1 U013C - Lost Communication With Accelerator Pedal Module SENT communication with APP Sensor: communication check received message no message   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 1 U043D - Invalid Data Received From Accelerator Pedal Module SENT communication with APP Sensor: communication check received inverted message incomplete message   time after ignition on > 0.5 [s] 0.1 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 1 U043D - Invalid Data Received From Accelerator Pedal Module SENT communication with APP Sensor: communication check internal checksum failed   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 1 U043D - Invalid Data Received From Accelerator Pedal Module SENT communication with APP Sensor: communication check received message consecutively identical message counter   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 2 P2126 - Throttle/Pedal Position Sensor/Switch "E" Circuit Range/Performance SENT communication with APP Sensor: sensor internal check sensor signal: electrical check or sensor signal: initialization check error detected error detected   time after ignition on > 0.5 [s] 0.1 [s] continuous 2 DCY
  • Accelerator Pedal Module -GX2-
Accelerator Pedal Position(APP) Sensor 2 P2128 - Throttle/Pedal Position Sensor/Switch "E" Circuit High SENT: circuit high calculated signal voltage >= 2.43 [V] time after ignition on > 0.5 [s] 250 [ms] continuous 2 DCY
  • Accelerator Pedal Module -GX2-
Accelerator Pedal Position (APP) Sensor 2 P2127 - Throttle/Pedal Position Sensor/Switch "E" Circuit Low SENT: circuit low calculated signal voltage <= 0.28 [V] status high resistance redundancy failure time after ignition on not calibrated not calibrated > 0.5 [s] 250 [ms] continuous 2 DCY
  • Accelerator Pedal Module -GX2-
Accelerator Pedal Position (APP) Sensor 2 U013C - Lost Communication With Accelerator Pedal Module SENT communication with APP Sensor: communication check received message no message   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 2 U043D - Invalid Data Received From Accelerator Pedal Module SENT communication with APP Sensor: communication check received message consecutively identical message counter   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 2 U043D - Invalid Data Received From Accelerator Pedal Module SENT communication with APP Sensor: communication check received inverted message incomplete message   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Accelerator Pedal Position (APP) Sensor 2 U043D - Invalid Data Received From Accelerator Pedal Module SENT communication with APP Sensor: communication check internal checksum failed   time after ignition on > 0.5 [s] 0.2 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Active Grille Air Shutter U0585 - Invalid Data Received From Active Grille Air Shutter Module "A" - if equipped - communication with active grille air received data out of valid range   battery voltage time after ignition on 9.50...16.00>= 0.5 [V] [s] 1.1 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Active Grille Air Shutter U0284 - Lost Communication With Active Grille Air Shutter Module "A" - if equipped - communication with Active Grille received message no message   battery voltage time after ignition on 9.50...16.00>= 0.5 [V] [s] 3.0 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
Active Grille Air Shutter U0585 - Invalid Data Received From Active Grille Air Shutter Module "A" - if equipped - communication with Active Grille Air Shutter received message implausible message   battery voltage time after ignition on 9.50...16.00 >= 0.5 [V] [s] 3.0 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Active Grille Air Shutter U35FF - Forced Vehicle Speed Limitation - if equipped - communication with active grille air shutter vehicle speed limitation <= 84 [mph] ignition calculation of limiting request for active grille air shutter calculation of diagnosis monitoring on active released   1.00 [events] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Airbag Control Module P1609 - Crash Shut-Off Was Triggered communication with airbag received data: crash intensity for shutdown fuel injection detected   ignition battery voltage on 9.00...16.00 [V] 0 [s] continuous 1 DCY
All Wheel Drive Control Module (AWDCM) U0114 - Lost Communication With Four-Wheel Drive Clutch Control Module - if equipped - communication with AWDCM received message no message   battery voltage time after ignition on 9.50...16.00 >= 0.5 [V] [s] 0.5 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
All Wheel Drive Control Module (AWDCM) U35FF - Forced Vehicle Speed Limitation - if equipped - communication with AWDCM vehicle speed limitation <= 84 [mph] ignition calculation of limiting request for AWDCM calculation of diagnosis monitoring on active released   1 [events] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Ambient Air Temperature (AAT) Sensor P0070 - Ambient Air Temperature Sensor Circuit "A" communication with AAT Sensor AAT signal: circuit high error detected   time after ignition on > 0.5 [s] 1.0 [s] continuous 2 DCY
  • Outside Air Temperature Sensor -G17-
  • Check the CAN-Bus terminal resistance.
Ambient Air Temperature (AAT) Sensor P0072 - Ambient Air Temperature Sensor Circuit "A" Low communication with AAT Sensor AAT signal: circuit low error detected   time after ignition on > 0.5 [s] 1.0 [s] continuous 2 DCY
  • Outside Air Temperature Sensor -G17-
  • Check the CAN-Bus terminal resistance.
Ambient Air Temperature (AAT) Sensor P0071 - Ambient Air Temperature Sensor Circuit "A" Range/Performance cross check deviation count counter of detected temperature deviations counter of detected temperature deviations of the other involved temperature sensors required temperature deviation to increment counter AAT vs. ECT downstream engine or AAT vs. ROT or AAT vs. ECT @ cylinder head or AAT vs. IAT @ manifold or AAT vs. IAT 2 or AAT vs. IAT 3 or AAT vs. IAT 4 or AAT vs. EOT or AAT vs. heating circuit temperature >= 2.00 < 5.00 not equipped > 25.0...25.0 not equipped > 25.0...25.0 not equipped not equipped not equipped not equipped not equipped [-] [-] [K] [K] [K] [K] [K] [K] [K] [K] [K] propulsion off time Retained-Heat Detection after driving conditions (Referenced) Retained-Heat Detection after driving conditions with combustion(Referenced)Retained-Heat Detection after Purge Manifold (Referenced) > 21600.0 not calibrated checked checked [s] 0.0 [s] once / DCY 2 DCY
  • Outside Air Temperature Sensor -G17-
  • Check the CAN-Bus terminal resistance.

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
      or AAT vs. inverter coolant temperature or AAT vs. EOT @ cylinder head or AAT vs. ECT @ crankcase or AAT vs. engine compartment temperature not equipped not equipped not equipped not equipped [K] [K] [K] [K]            
Ambient Air Temperature (AAT) Sensor U0422 - Invalid Data Received From Body Control Module communication with AAT Sensor AAT signal: initialization error detected   time after ignition on > 0.5 [s] 3.0 [s] continuous 2 DCY
  • Check the CAN-Bus terminal resistance.
Autoignition P039B - Cylinder 1 Pressure Too High crankshaft speed fluctuation no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration > 6700.00...10000.00> 10050.00...15000.00> 13400.00...20000.00 [1/s] [1/s] [1/s] engine load engine speed 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 set point MAP gradient or medium dynamic engine speed gradient or set point MAP gradient or high dynamic engine speed gradient set point MAP gradient > 60.00 < 6000 closed not active not active < 10.00 finished < 191.25 <= 500.00...1200.00 <= 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 [%] [rpm] [MPa] [°CRK] [rpm/s] [kPa/s] [rpm/s] [kPa/s] [rpm/s] [kPa/s] 30 [rev] continuous 2 DCY
  • This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.
  • Check the spark plugs visually for signs of fouling.
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Knock Sensor 1 -G61-
  • Engine Speed Sensor -G28-
Autoignition P03A5 - Cylinder 2 Pressure Too High crankshaft speed fluctuation no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration > 6500.00...10300.00 > 9750.00...15450.00 > 13000.00...20600.00 [1/s] [1/s] [1/s] engine load engine speed clutch gear shift fuel cut off diff. set point vs. actual rail pressure tooth angle adaptation diff. basic vs. current ignition timing > 60.00 < 6000 closed not active not active < 10.00 finished < 191.25 [%] [rpm] [MPa] [°CRK] 30 [rev] continuous 2 DCY
  • This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.
  • Check the spark plugs visually for signs of fouling.
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Knock Sensor 1 -G61-
  • Engine Speed Sensor -G28-

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
            no dynamic engine speed gradient set point MAP gradient or medium dynamic engine speed gradient or set point MAP gradient or high dynamic engine speed gradient set point MAP gradient <= 500.00...1200.00 <= 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 [rpm/s] [kPa/s] [rpm/s] [kPa/s] [rpm/s] [kPa/s]      
Autoignition P03AF - Cylinder 3 Pressure Too High crankshaft speed fluctuation no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration orhigh dynamic relative angular crankshaft deceleration > 6800.00...10100.00> 10200.00...15150.00> 13600.00...20200.00 [1/s] [1/s] [1/s] engine load engine speed 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 set point MAP gradient or medium dynamic engine speed gradient or set point MAP gradient or high dynamic engine speed gradient set point MAP gradient > 60.00 < 6000 closed not active not active < 10.00 finished < 191.25 <= 500.00...1200.00 <= 7500.00...27500.00> 500.00...1200.00 > 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 [%] [rpm] [MPa] [°CRK] [rpm/s] [kPa/s] [rpm/s] [kPa/s] [rpm/s] [kPa/s] 30 [rev] continuous 2 DCY
  • This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.
  • Check the spark plugs visually for signs of fouling.
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Knock Sensor 1 -G61-
  • Engine Speed Sensor -G28-
Autoignition P03B9 - Cylinder 4 Pressure Too High crankshaft speed fluctuation no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic > 6200.00...7900.00> 9300.00...11850.00 [1/s] [1/s] engine load engine speed clutch gear shift fuel cut off diff. set point vs. actual rail pressure tooth angle adaptation > 60.00 < 6000 closed not active not active < 10.00 finished [%] [rpm] [MPa] 30 [rev] continuous 2 DCY
  • This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.
  • Check the spark plugs visually for signs of fouling.
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Knock Sensor 1 -G61-
  • Engine Speed Sensor -G28-

Table continues below

Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
      relative angular crankshaft deceleration > 12400.00...15800.00 [1/s] diff. basic vs. current ignition timing no dynamic engine speed gradient set point MAP gradient or medium dynamic engine speed gradient or set point MAP gradient or high dynamic engine speed gradient set point MAP gradient < 191.25 <= 500.00...1200.00 <= 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 [°CRK] [rpm/s] [kPa/s] [rpm/s] [kPa/s] [rpm/s] [kPa/s]      
Autoignition P2D10 - Engine Pre-Ignition Above Threshold - Forced Limited Power crankshaft speed fluctuation cylinder 1: no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration or cylinder 2: no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration or cylinder 3: no dynamic relative angular crankshaft deceleration or medium dynamic > 6700.00...10000.00> 10050.00...15000.00> 13400.00...20000.00> 6800.00...10100.00> 10200.00...15150.00> 13600.00...20200.00> 6200.00...7900.00 [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] engine load engine speed 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 set point MAP gradient or medium dynamic engine speed gradient or set point MAP gradient or high dynamic engine speed gradient set point MAP gradient > 60.00 < 6000 closed not active not active < 10.00 finished < 191.25 <= 500.00...1200.00 <= 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 > 500.00...1200.00 > 7500.00...27500.00 [%] [rpm] [MPa] [°CRK] [rpm/s] [kPa/s] [rpm/s] [kPa/s] [rpm/s] [kPa/s] 30 [rev] continuous 2 DCY
  • This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.
  • Check the spark plugs visually for signs of fouling.
  • Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.
  • Knock Sensor 1 -G61-
  • Engine Speed Sensor -G28-

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Component / System Fault Code Monitor Strategy Description Malfunction Criteria Threshold Value Secondary Parameters Enable Condition Monitoring Time Length MIL Illum. Component Diagnostic
      relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration or cylinder 4: no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration or cylinder 5: no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration or cylinder 6: no dynamic relative angular crankshaft deceleration or medium dynamic relative angular crankshaft deceleration or high dynamic relative angular crankshaft deceleration or cylinder 7: no dynamic relative angular crankshaft deceleration or medium dynamic > 9300.00...11850.00 > 12400.00...15800.00> 6500.00...10300.00 > 9750.00...15450.00 > 13000.00...20600.00 not equipped not equipped not equipped not equipped not equipped not equipped not equipped [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s] [1/s]            

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