Tesis

UNIVERSIDAD POLITCNICA SALESIANA
SEDE CUENCA
FACULTAD DE INGENIERAS
CARRERA DE INGENIERA MECNICA AUTOMOTRIZ
Trabajo final de grado previo a la obtencin del Ttulo de Ingeniero

Mecnico Automotriz
TEMA: COMPENDIO DEL SISTEMA OBDII
AUTOR: ALEXANDER ABRIGO MALDONADO
DIRECTOR: ING. PAL MNDEZ
Cuenca, 2007
DECLARATORIA DE RESPONSABILIDAD
El presente trabajo es un compendio de informacin a cargo del autor J. Alexander

Abrigo Maldonado.
Todo el contenido del presente trabajo es la unin de varios conceptos de diversos

autores los cuales obtuve de dos formas:
La primera fue la informacin que nos fue brindada por los tutores de
nuestro Curso de Graduacin de Ingeniera Mecnica Automotriz,
La segunda fue la consulta realizada en la web, las pginas estn sealadas
en la Bibliografa.
Con lo dicho anteriormente dejo en claro que respeto la propiedad intelectual de los
autores de los conceptos que manejo en mi trabajo, y que el mismo no es ms que un
sumario sinttico de informacin acerca del tema OBDII.
Cuenca, Noviembre 16 de 2007.
Firma: __________________________
Autor: J. Alexander Abrigo Maldonado

CI: 1104186471 .....
ii
OFICIO DEL DIRECTOR DEL TRABAJO FINAL
Este trabajo estuvo dirigido bajo mi tutora, el cual fue hecho con responsabilidad
por el sr. Alexander Abrigo.
Atentamente,
_______________________
Ing. Pal Mndez
iii
AGRADECIMIENTOS
Agradezco a mis padres por ser

la piedra angular de mi vida,
por todo el esfuerzo que han
realizado para darme lo mejor,
y por hacerme ver que las
lecciones que me da la vida
son para hacerme ms sabio
y fuerte, gracias...
iv
DEDICATORIA
Este trabajo est dedicado

para ti mi Bachita que eres
la luz de mi vida y mi gran
maestra en la sabidura de la
vida.....
Gracias por todo lo que has

hecho por m......
NDICE
EXTRACTO .............................................................................................................. 1
DESARROLLO DEL TRABAJO ........................................................................... 3
CAPTULO I:
Antecedentes .................................................................................. 4
1.1. Principios de la contaminacin automovilstica ............................................ 5

1.2. Formas de contaminacin producidas por un vehculo.................................. 5
1.3. Origen del sistema OBDII ............................................................................. 7
Decreto Federal Sobre Aire Limpio ................................................................ 7
Agencia de Proteccin Ambiental (EPA) ....................................................... 7
Comisin de Recursos del aire de California (CARB) ................................... 9
Puesta en marcha para la aplicacin del sistema ........................................... 10
CAPTULO II: Descripcin del sistema .............................................................. 12

2.1. Definicin .................................................................................................... 13
2.2. Terminologa y Simbologa ......................................................................... 13
2.3. Objetivos y Normativas ............................................................................... 17
Objetivos ....................................................................................................... 17
Normativa...................................................................................................... 18
2.4. Comparacin entre el sistema OBD2 y el sistema previo OBD .................. 19
2.5. Elementos que intervienen en la diagnosis del estado del vehculo ............ 21
Luz indicadora de mal funcionamiento MIL (Malfuntion Indicator Light) ...
22
Cdigos de diagnstico de falla DTC (Diagnostic Trouble Code) ............ 23
Cdigos Continuos .................................................................................. 25
Cdigos Pendientes ................................................................................. 26
Cdigos de Memoria ............................................................................... 26
Herramienta porttil de diagnstico .............................................................. 27
Conector de Diagnstico estndar DLC (Diagnostic link conector) ......... 28
Ubicacin del conector DLC................................................................... 31
Funcin de los pines del conector DLC .................................................. 32
vi
CAPTULO III: Monitoreos y Protocolos en que se basan ................................. 34

3.1. Monitoreos. .................................................................................................. 35
Monitoreos Continuos ................................................................................... 35
Monitoreo exhaustivo de componentes ................................................... 36
Monitoreo de fallo de encendido............................................................. 39
Monitoreo del sistema de combustible .................................................... 40
Monitoreos Interrumpidos............................................................................. 41
Monitoreo de sensor de oxgeno ............................................................. 41
Monitoreo del calentador del sensor de oxgeno..................................... 43
Monitoreo del catalizador ....................................................................... 45
Monitoreo del climatizador del catalizador ............................................. 48
Monitoreo del sistema EGR .................................................................... 49
Monitoreo del sistema de aire secundario ............................................... 54
Monitoreo del aire acondicionado (A/C) ................................................ 54
Monitoreo del sistema EVAP.................................................................. 55
Monitoreo del control de prdidas en el circuito de gases de combustible
....................................................................................................... 57
Protocolos de Comunicacin. ............................................................................. 61
CAPTULO IV: Evolucin hacia OBDIII ........................................................... 69

4.1. Definicin de OBDIII .................................................................................. 70
4.2. Ventajas de OBDIII ..................................................................................... 70
4.3. Tecnologas que se usarn en OBDIII ......................................................... 72
CONCLUSIONES ................................................................................................... 73
RECOMENDACIONES ......................................................................................... 75
BIBLIOGRAFA ..................................................................................................... 80
ANEXOS .................................................................................................................. 81
Apartado A...................................................................................................................82
Apartado B....................................................................................................................84
vii
EXTRACTO:
En este texto se pretende realizar un compendio de informacin acerca del sistema

OBDII, para lo cual se respeta los derechos intelectuales de los autores de dicha
informacin, haciendo referencia a los mismos en la bibliografa y referencias en
internet.
El sistema OBDII se implement en USA desde 1996 en autos a gasolina y desde

1997 para vehculos a diesel, esto se dio por los altos niveles de contaminacin que
estaban emitiendo los vehculos con motores trmicos, y el riesgo para la salud de los
habitantes que esto significaba.
OBDII son las siglas de la denominacin en ingls para Diagnsticos de a Bordo

Segunda Generacin, esta evolucin vino para lograr estandarizar los cdigos de
falla , trminos y smbolos, que deban leerse(La lectura que debe mostrar la pantalla
de un scanner, lector de cdigos o el tablero de instrumentos) cuando algn sistema
que controle los niveles de contaminacin estuviera fallando, y estos cdigos se den
a travs de un control continuo o intermitente que se d a los diferentes sistemas que
se encuentran en el vehculo en los cuales se pueda inspeccionar el buen
funcionamiento del vehculo y por ende que est dentro de los requerimientos de
mnima contaminacin posible, llamando a estos controles monitoreos y dando una
especificaciones para los mismos.
Siendo necesarios unos elementos para estos monitoreos como son una luz
indicadora de un mal funcionamiento, unos cdigos de falla y un conector de
diagnstico estandarizados y finalmente un scanner o lector de cdigos (estos
debern cumplir con unos requisitos mnimos, ciertas restricciones son necesarias
como el no poder modificar seales en el motor que puedan afectar el rendimiento
anticontaminante del motor), los cuales nos permiten comunicarnos con la central del
vehculo la cual nos advierte de algn mal funcionamiento en el mismo.
viii
Si comparamos este sistema con su antecesor podremos notar una amplia ventaja del
OBDII sobre el OBD ya que en el primero no todos tenan acceso a la informacin
en cuanto a los elementos hoy en da se encuentran estandarizados, y se controlaba
muchos menos sistemas que en el OBDII.
Para lograr la estandarizacin de los diferentes aspectos antes mencionados, este

sistema se basa en unos protocolos de la ISO y de la SAE que rigen la estructura de
cmo deben ser los monitoreos, los niveles mximos de contaminacin permitidos,
los conectores, los cdigos de falla, el equipo de diagnstico, la terminologa y
simbologa usadas para la evaluacin y puesta en marcha de los vehculos OBDII.
La evolucin que le espera a este sistema, los diagnsticos de a bordo tercera

generacin OBDIII, son las comunicaciones satelitales que le permitirn al dueo del
vehculo estar en contacto con la casa constructora, que estar monitoreando el
desempeo del automvil va satlite, y debern brindarle la informacin para poder
arreglar el fallo si el dao es algo simple que el mismo pueda realizar sin necesidades
de conocimientos tcnicos. La gran desventaja de este sistema no tiene que ver con la
parte tecnolgica sino con la parte humana ya que se corre el riesgo de violar el
derecho a la privacidad de los usuarios de automviles fabricados bajo los
requerimientos del sistema OBDIII.
ix
DESARROLLO
DEL
TRABAJO
CAPTULOI:
Antecedentes.
1.1. Principios
de
la
contaminacin
automovilstica.
1.3.1. DecretoFederalSobreAireLimpio
1.3.2. AgenciadeProteccinAmbiental(EPA).
1.2. Formas de contaminacin producidas

porunvehculo.
1.3. OrigendelsistemaOBDII.
1.3.3. Comisin de Recursos del Aire de

California(CARB)
1.3.4. Puesta en marcha para la aplicacin del

sistema.
1.1. Principios de la contaminacin Automovilstica.
Hace aproximadamente unos 329 aos, en 1678 ya se dise un motor de

combustin interna, el diseo estuvo a cargo de Christian Huygens, este nunca se
construyo.
Para 1805 se construyo un vehculo automotor, esto a cargo del suizo Isaac de Rivaz;
luego de 58 aos en 1863 el francs E. Lenoir fabric un automvil que funcionaba a
base de gas del alumbrado; 1866 es el ao en que Langen y Otto desarrollan un
motor a gas, y 10aos mas tarde en 1886 Otto construye el motor que sera la piedra
angular para la evolucin de los motores de combustin interna hasta los de nuestro
tiempo: el motor de combustin interna de cuatro cilindros.
A mediados de la dcada de 1880 se comenzaron a fabricar vehculos con motores de

combustin interna que fueran eficaces por lo menos medianamente; entre 1885 y
1887 se produjo la unin del motor y el vehculo para convertirse en uno solo, esto
estuvo a cargo de Benz y Daimler.
Ahora bien, en Estados Unidos de Norteamrica tambin se empez por esta

novedosa forma de transporte, para 1891 J. W. Lambert construy el primer vehculo
fabricado en este pas; dos aos ms tarde en 1893 se crea un prototipo a cargo de los
hermanos Charles y Frank Duryea, los cuales en 1895 iniciaron la primera empresa
automovilstica de este pas; tambin siguieron con este avance en la automocin
Elwood Haynes, Alexander Winton y Henry Ford en esta misma dcada.
Desde ese entonces esta industria ha crecido enormemente al recorrer de los aos,
bastar con decir que para inicios del siglo XX Benz afirmaba haber introducido a las
calles 2500 automviles en Europa.
1.2. Formas de contaminacin producidas por un vehculo

Como se explica en el subcaptulo anterior desde hace ms de cien aos se comenz
con una industria que a travs del motor de combustin interna le ha permitido a la
humanidadd grandes avances en la in

ndustria enn general, siendo la
l parte
automovillstica la dee nuestro intters y actu
ualmente es la causantee de la quin
nta parte
de la contaaminacin mundial.
m
mina un vehhculo modeerno? Para contestar

c
Pero, cules son las formas en que contam
esta preguunta nos valdremos
v
d una figu
de
ura para quue la referencia al lu
ugar que
mencionem
mos se tom
me como ejeemplo ya qu
ue la posicin de los m
mismos pued
de variar
segn el tipo de vehculo y el faabricante deel mismo, siendo
s
estoss lugares en
n los que
se ubican el motor, ell tanque de combustiblee y el tubo de
d escape.
Como se puede
p
obseervar en la figura,
f
y dee la deducccin obtenidda de los ellementos
antes menncionados podemos
p
c
conocer
las tres form
mas distintass que un vehculo
v
contaminaa, esta se daa por:
Gaases de crteer y otros,
Evvaporacin de
d combustiible y
Gaases de escaape.
S
maggntico, Ing Vicente Ceelani, Cursoo de Graduacin 2007
Fuente: Soporte
A diario creemos
c
quee la nica foorma en quee contaminaamos con nuuestros vehculos es
a travs de los gasses de esccape, pero la mayor contaminaccin se daa por la
evaporacin de combustible del tanque de combustible, valga la redundancia, y otra

fuente grande de contaminacin son los gases de crter y otros (dentro de otros
podemos destacar los gases combustionados que salen por el motor cuando este no
tiene una buena estanqueidad y la evaporacin de combustible que se da por el mal
sellado de los elementos de alimentacin de combustible en el motor o desde el
tanque hasta este).
Los vehculos que quisieran aprobar los estndares que exiga la reduccin de
emisiones gaseosas del vehculo hacia el medio ambiente deberan poder monitorear
todas estas formas de contaminacin permitiendo su revisin en el momento en que
uno desee, y la disminucin indiscutible de los niveles de contaminacin que se tena
hasta ese entonces.
1.3. Origen del sistema OBDII.
1.3.1. DecretoFederalsobreAireLimpio.
Con el primer Decreto sobre Aire Limpio en 1963, el gobierno federal de los Estados
Unidos De Norteamrica comenz a aprobar legislaciones en un esfuerzo por
mejorar la calidad del aire. Las Enmiendas de 1970 realizadas al Decreto sobre Aire
Limpio, formaron la Agencia de proteccin Ambiental (Environmental Protection
Agency - EPA) y dieron a dicha agencia una amplia autoridad para regular la
polucin vehicular. Responsabilidades especficas para la reduccin de emisin de
gases se fijaron tanto para el gobierno como para la industria privada. Desde ese
entonces, las normas dictadas por la EPA han sido cada vez ms estrictas.
1.3.2. AgenciadeProteccinAmbiental(EPA).
La EPA dicta normas dentro de lmites aceptables, con respecto a las emisiones de
gas vehicular. Sus directivas sealan que todo vehculo debe reducir a niveles
aceptables las emisiones de ciertos gases contaminantes y altamente nocivos. La
EPA ha dictado regulaciones para varios sistemas automotrices a lo largo de los

aos. A continuacin se enumera una lista de normas sobre emisiones, desde 1963:
AO LEGISLACIN
1963
Primer decreto sobre Aire Limpio aprobado como ley.
1970
Enmienda del Decreto sobre Aire Limpio.
1970
Formacin de la Agencia de Proteccin al Medio Ambiente.
1971
Promulgacin de normas sobre emisiones evaporativas.
1972
Introduccin al Primer Programa de Inspeccin y mantenimiento.
1973
Promulgacin de normas sobre NOx de combustin.
1974
Introduccin del primer convertidor cataltico.
1989
Promulgacin de los niveles de volatilidad del combustible.
1990
Enmienda del Decreto sobre Aire Limpio para polticas corrientes.
1995
Pruebas I/M 240
1996
Acuerdo para el requerimiento del OBD II en vehculos.
Fuente: http://www.redtecnicaautomotriz.com/Recorrido/Articulos/Octubre00.asp
Las enmiendas de 1990 al Decreto sobre Aire Limpio agregaron nuevos elementos.
Algunas caractersticas del nuevo decreto son:
Un estricto control en los niveles de emisin de gases en autos, camiones y
mnibus.
Expansin de los programas de Inspeccin y Mantenimiento, con pruebas
ms severas.
Atencin al desarrollo de combustibles alternativos.
Estudio de motores no automotrices (ej. Motores de barcos, de equipos para
el hogar, para el campo, para la construccin etc.)
Programas obligatorios para el transporte alternativo (car-pooling, transito
masivo) en ciudades con alto grado de contaminacin.
1.3.3. Comisin de Recursos del Aire de California ( CARB )

Luego que el Congreso aprobara el Decreto sobre Aire Limpio en 1970, el estado de
California creo la Comisin de Recursos del Aire (California Air Resources Board CARB). Su rol principal era regular, con mayor exigencia, los niveles de emisin de
gases en los vehculos vendidos en dicho estado. En muchos otros estados,
principalmente en el Noreste, tambin se adoptaron las medidas tomadas por la
CARB.
La CARB comenz a regular el OBD (On Board Diagnostics) en vehculos vendidos

en California a partir de 1988.
El OBD I requera el monitoreo de: El sistema de medicin de combustible, el

sistema EGR (Exhaust Gas Recirculation) y mediciones adicionales relacionadas con
componentes elctricos.
Una lampara indicadora de malfuncionamiento (MIL) fue requerida para alertar al

conductor de cualquier falla. Junto con el MIL, el OBD I necesito tambin del
almacenamiento de Cdigos de diagnostico de fallas (DTC), identificando de tal
forma el rea defectuosa en forma especfica.
Con las nuevas enmiendas al Decreto sobre Aire Limpio de 1990, la CARB
desarroll nuevas regulaciones para la segunda generacin de Diagnsticos de A
bordo: OBD II.
Esto tambin insto al EPA a perfeccionar sus requerimientos para el OBD II. El EPA
permite que los fabricantes certifiquen, hasta 1999, con las regulaciones del OBD II
dictadas por la CARB. Para 1996, todo tipo de automviles, camiones, camionetas y
motores vendidos en los Estados Unidos deban cumplir con las normas del OBD II.
1.3.4. Puestaenmarchaparalaaplicacindelsistema.
En 1985 el gobierno de los Estados Unidos de Norteamrica se puso al tanto de los
efectos perjudiciales que las emisiones de los autos estaban causando en la
atmsfera, en cualquiera de las formas antes mencionadas. Leyes tempranas fueron
aprobadas dando a los fabricantes de vehculos estrictas guas a seguir con respecto a
las emisiones vehiculares.
Estas leyes fueron generalmente ignoradas hasta que en 1988 la Sociedad de

Ingenieros Automotrices (Society Automotive Engineers - SAE) propuso varios
estndares, y la Comisin de Recursos del Aire de California comenz la regulacin
de los Sistemas de Diagnstico de a Bordo (On Board Diagnostic - OBD) para los
vehculos vendidos en California, comenzando con los modelos del ao 1988.
Los requerimientos iniciales, de los primeros sistemas conocidos como OBD,

requeran la identificacin de reas con problemas de mal funcionamiento
relacionadas con los sistemas de medicin de combustible, el sistema de
recirculacin de gases de escape (Exhaust Gas Recirculation System - EGR),
componentes relacionados con la emisin de gases y la unidad de control electrnico
(Powertrain Control Module - PCM).
Una lmpara indicadora de mal funcionamiento (Malfunction Indicator Lamp MIL), denominada Check Engine (Revisin o chequeo de motor) o Service Engine
Soon (Revisar el motor pronto), era requerida para que se iluminara y alertara al
conductor del mal funcionamiento y de la necesidad de un servicio de los sistemas de
control de emisiones. Un cdigo de falla (Diagnostic Trouble Code - DTC) era
requerido para facilitar la identificacin del sistema o componente asociado con la
falla.
Desafortunadamente,
diferentes
fabricantes
de
autos
cumplan
con
las
especificaciones de la CARB de formas diferente. De hecho, la conformidad era tan

variada, que surgi un nuevo problema. El problema era que los fabricantes haban
equipado sus vehculos con sistemas OBD que no seguan los estndares;
consecuentemente, cada fabricante tena sus propios cdigos de fallas y sus propias
herramientas para interpretar dichos cdigos.
Talleres independientes a travs de la nacin luchaban para diagnosticar vehculos

con tan amplia variedad de informacin tanto en los cdigos de fallas, como en el
equipo necesario para interpretarlas.
Para modelos a partir de comienzos de 1994, ambos, CARB y la EPA aumentaron

los requerimientos del sistema OBD, creandon una extensa lista de procedimientos y
estndares, convirtindolo en la segunda generacin de diagnsticos a bordo, el hoy
conocido como OBD II.
Para el ao 1994, los fabricantes estaban implementando el sistema OBD II, a menos
que se les concediera un amparo. La mayora de los fabricantes solicitaron, y
recibieron dicho amparo. Sin embargo a partir de 1996 California decide que el
tiempo haba sido prudente para el desarrollo de la tecnologa con los nuevos
requerimientos que traa consigo el sistema OBD II, y requiere la implementacin de
este para todos los vehculos de gasolina (del ao 1996 y posteriores) y vehculos
Diesel (del ao 1997 y posteriores) de ms de 14.000 libras y todos los modelos
vendidos a nivel nacional de automviles para pasajeros y camiones (hasta 8.500
libras) deben cumplir los requerimientos de las normas CARB - OBD II o EPA
OBD. Estos requerimientos rigen para vehculos alimentados con gasolina, gasoil
(diesel) y estn comenzando a incursionar en vehculos que utilicen combustibles
alternativos.
2. Definicin.
CAPTULOII:
DescripcindelSistema.
1.1.
Definicin.
1.2. ObjetivosyNormativas.
1.2.1. Objetivos.
1.2.2. Normativas.
1.3. ComparacinentreelsistemaOBD2yel
sistemaprevioOBD.
1.4. TerminologaySimbologa.
1.5. Elementos que intervienen en la
diagnosisdelestadodelvehculo.
1.5.1. Luz indicadora de mal funcionamiento
MIL(MalfuntionIndicadorLight).
1.5.2. Cdigos de diagnstico de falla DTC
(DiagnosticTroubleCode).
1.5.3. Herramientaporttildediagnstico.
1.5.4. Conector de Diagnstico estndar DLC
(Diagnosticlinkconector).
2.1. Definicin.
OBD II son las iniciales de las siglas inglesas On Board Diagnostic Second
Generation que en espaol significa Sistema de Diagnstico de A Bordo Segunda
Generacin, para facilidad de la lectura de este trabajo se usaran las iniciales antes
mencionadas en el resto del trabajo.
El Sistema OBD II es una mejora del Sistema OBD. Es un sistema de diagnstico

electrnico integrado en el vehculo. Es capaz de monitorear funciones
anticontaminantes del motor y generar cdigos de fallas, pudiendo tambin a travs
de todos los sensores poder tomar decisiones (la computadora central est
programada para responder de una forma cuando el vehculo se encuentra en un
estado predeterminado de funcionamiento el cual lo reconoce a travs de las seales
enviadas por los diversos sensores) y en base a estas decisiones lograr controlar las
emisiones de contaminantes hacia la atmsfera, teniendo tambin un modo de
conduccin segura (consumo mnimo de combustible y a una velocidad mxima de
unos 30 Km/h), para cuando tiene fallas graves en los sistemas del vehculo que
tengan que ver con la seguridad de los pasajeros o con la contaminacin que el
mismo produce.
El OBD II monitorea el sistema mucho ms de cerca, monitorea el desempeo del

sistema y alerta al conductor si las emisiones exceden ms de 1,5 veces lo aceptado
por las normas de emisiones para un vehculo nuevo.
2.2. Terminologa y Simbologa.5
El aumento de estrictas reglas sobre la emisin de gases ha requerido de un creciente

nmero de sofisticados sistemas electrnicos para controlarla. Por algn tiempo, cada
Aquseencuentralaterminologanecesariaparaentendereltrabajosisequiererevisarotros
trminoslopuedehacerenlosanexosapartadoA.Paralarevisindetodoslostrminosusados
desdeelOBD1consultarelCDadjuntoolapginaweb:www.canobd2.com
fabricante uso su propia terminologa para describir estos sistemas, lo cual confunda
a cualquiera involucrado en el servicio de automotores. Este problema pudo ser
eliminado estableciendo un listado de trminos, abreviaciones y acrnimos estndar.
En 1991, la Sociedad de Ingenieros Automotrices (SAE) public dicho listado para

trminos, definiciones, abreviaciones y acrnimos de sistemas de diagnostico
elctricos / electrnicos.
La publicacin resultante, J1930, se refiere a lo siguiente:

Manuales de reparacin, servicio y diagnostico.
Boletines y actualizaciones.
Manuales de entrenamiento.
Base de datos de reparaciones.
Clasificacin de emisiones del motor.
Aplicaciones de certificados de emisin.
Los siguientes trminos y sus definiciones estn relacionados con los sistemas de
OBDII:
PCM (Power train Control Module). Suministra energa a mdulo
de Control de tren
Monitoreos. son "Rutinas diagnsticas" programadas en el PCM. No todos
vehculos soportan los once monitores.
Viaje. Es un ciclo requerido para lograr captar los valores de los monitoreos
realizados.
Ciclo de unidad de disco de EOBD. Se refiere a la revisin completa de
todos los monitoreos realizados en el vehculo.
Ciclo de precalentamiento. Cuando enciende el vehculo.
CCM. Central Control Module
Sistema de Control de computadora. Control electrnico.
DLC. Data Link Connector
Condicin de conduccin. Un especfico ambiente o condicin.

DTC. Diagnostic Trouble Code
EGR. Exhaust Gas Recirculation
EPA. Environmental Protection Agency
EVAP. Evaporative Emissions System
Congela marco Freeze Frame. Representacin digital de un fallo.
FTP. Fuel Tank Pressure
Cdigo genrico. Un DTC universal que es aplicable a todos vehculos
EOBD normalizado por la SAE.
LCD. Liquid Crystal Display
LED. Light Emitting Diode
LTFT Long Term Fuel Trim. Cortes de combustible a largo plazo
programados por la computadora.
SAE. Society of Automotive Engineers
Cdigo especfico del Fabricante.
MIL. Malfunction Indicator Lamp (luz del Check Engine)
OBD 1. On-Board Diagnostics Version 1
OBD 2. On-Board Diagnostics Version 2
On-Board Computer. La unidad de procesamiento central.
Cdigo pendiente. Una clave grabada en el "Primer viaje" para una clave de
monitoreo dos viajes.
STFT Short Term Fuel Trim. Cortes de combustible a corto plazo
hechos por la computadora.
Ciclo de viaje de conduccin. Operacin de vehculo que provee la
informacin necesaria de permitir que un monitoreo realice y termine su
prueba diagnstica. Y consite en arrancar el motor, ejecutar la diagnosis
completa y parar el motor.
Todos estos trminos al igual que la simbologa que debe ser usada por los vehculos
con estos sistemas estn estandarizados por la norma J1930, la cual fue puesta en
marcha desde 1991 y fue aprobada por la Sociedad de Ingenieros Automotrices
SAE,.
En la siguiente figura se muestra la simbologa usada en OBD II.
Fuente: www.redtecnicaautomotriz.com
1. Malfunction Indicator Lamp (MIL): lmpara indicadora de mal
funcionamiento.
2. Base Engine or any of its components: motor base o alguno de sus
componentes.
3. Transmission or Transaxle: transmisin o caja de velocidades.
4. Ignition System: sistema de encendido.
5. Air Conditioner (A/C) or Heater System: aire acondicionado o sistema de
calefaccin.
6. Fuel Level Input (FLI): entrada de informacin del nivel de combustible.
7. Crankshaft Position CKP or RPM.: sensor de posicin del cigeal y/o
RPM.
8. Mass Air Flow (MAF): medidor de masa de aire admitido.
9. Engine Coolant Temperature (ECT): sensor de temperatura de lquido

refrigerante de motor.
10. Intake Air Temperature (IAT): sensor de temperatura del aire admitido.
11. Throttle Position (TP): sensor de posicin de mariposa.
12. Vehicle Speed: sensor de velocidad de vehculo.
13. Camshaft Position (CMP): sensor de posicin de rbol de levas (captor de
fase).
2.3. Objetivos y Normativas.
2.3.1. Objetivos
Los principales objetivos del sistema OBD II son:
Detectar componentes o sistemas relacionados con las emisiones que estn
degradados y/o que han fallado, que podran causar que las emisiones de
escape excedieran en 1.5 veces el estndar del Procedimiento de Pruebas
Federal (FTP).
Ampliar el monitoreo de los sistemas relacionados con las emisiones. Esto
incluye un conjunto de diagnsticos por computadora, denominado
Monitores. Los monitores llevan a cabo diagnsticos y pruebas con el fin de
verificar que todos los componentes y/o sistemas relacionados con las
emisiones estn funcionando correctamente y dentro de las especificaciones
del fabricante.
Usar un Conector de Enlace de Diagnstico (DLC) estandarizado en todos los
vehculos. (Antes de OBD 2, los DLC tenan diferentes formas y tamaos.
Estandarizar los nmeros de cdigo, las definiciones de los cdigos y el
lenguaje utilizado para describir las fallas. (Antes de OBD 2, cada fabricante
de vehculos utilizaba sus propios nmeros de cdigo, sus propias
definiciones de los cdigos, y su propio lenguaje para describir las mismas
fallas.)
Ampliar la operacin de la Lmpara Indicadora de Falla de Funcionamiento

(MIL). Estandarizar los procedimientos y protocolos de comunicaciones entre
los equipos de diagnstico (Herramientas de Escaneado, Lectores de Cdigos,
etc.) y la computadora a bordo del vehculo.
Permitir el uso de lectores de cdigos alternativos (no de fbrica).
Facilidad de obtencin de informacin de servicio para los tcnicos de
talleres no oficiales.
El sistema debe encender una luz de advertencia (MIL) en el tablero del
vehculo para indicar una falla.
2.3.2.
Normativa
La CARB desarrollo pautas para el OBD II, que tuvieron efecto a partir de 1996. A
continuacin se detalla la lista de requerimientos trazada para el OBD II:
Se encender la lmpara indicadora de mal funcionamiento (MIL) si las
emisiones de HC, CO o NOx exceden ciertos lmites.
El uso de una computadora a bordo para monitorear las condiciones de los
componentes electrnicos y para encender la luz MIL se los componentes
fallan o si los niveles de emisin exceden los lmites permitidos.
Especificaciones estndar para un conector de diagnstico (DLC), incluyendo
la localizacin del mismo y permitiendo el acceso con escneres genricos.
Implementacin de normas para la industria sobre emisiones relacionadas con
cdigos de diagnstico (DTC), con definiciones estndar.
Estandarizacin de sistemas elctricos, trminos de componentes y
acrnimos.
Informacin
sobre servicio, diagnstico, mantenimiento y reparacin,
disponible para toda persona comprometida con la reparacin y el servicio

automotor.
2.4. Comparacin entre el sistema OBD2 y el sistema previo OBD.

OBD I: Los monitoreos han sido diseados para detectar fallas elctricas en el
sistema y en los componentes.
OBD II: Monitorea el desempeo de los sistemas de emisin y de los componentes,

como as tambin las fallas elctricas; y almacena informacin para su uso posterior.
En cuanto a la diferencia de los requerimientos que este sistema posee se contrasta

las diferencias y semejanzas que pueden existir, teniendo ms requerimientos la
OBDII:
OBD 1
OBD 2
Sensor de oxigeno
Sensor de oxigeno ampliado/avanzado
Sistema EGR
Sistema EGR ampliado/avanzado
Sistema de combustible
Sistema de combustible ampliado/avanzado
Componentes
electrnicos
de Componentes electrnicos de entrada
entrada
Diagnostico de informacin
Componentes electrnicos de salida
Cdigos de falla
Eficiencia del catalizador

Calentamiento del catalizador
Prdida de chispa en el motor
Sistema evaporativo
Sistema de aire secundario
Informacin de diagnstico
Cdigos de falla
Parmetros de datos del motor
Congelamientos de datos del motor
Estandarizacin
Fuente: http://www.redtecnicaautomotriz.com/Recorrido/Articulos/Febrero02.asp
OBD I: problemas de emisiones por elementos degradados no es registrado en

cdigos.
OBD II: se generan cdigos de falla cuando los elementos funcionan fuera de rango.
OBD I: La luz del MIL se apagar si el problema de emisiones se corrige por s solo.
OBD II: El MIL se mantiene encendido hasta que hayan pasado 3 ciclos de
conduccin consecutivos, sin que el problema reincida. La memoria es despejada
luego de 40 arranques en fro. Si se trata del monitoreo de combustible se necesitan
80 arranques en fro.
OBD I: Monitoreos requeridos:

Sensor de oxigeno
Sistema EGR
Sistema de reparto de combustiblePCM
OBD II: Monitoreos requeridos:

Eficiencia del catalizador
Fuego perdido
Control de combustible
Respuesta del sensor de oxigeno
Calefactor del sensor de oxigeno
Detallado de componentes
Emisiones evaporativas
Sistema de aire secundario (si est equipado)
Sistema EGR
OBD I: Los cdigos, las definiciones de cdigos, los conectores de diagnstico, los
protocolos de comunicaciones y la terminologa de emisiones eran diferentes para
cada fabricante, causando confusin a los tcnicos que trabajan en diferentes marcas
y modelos de vehculos.
OBD II: Usa un conector de enlace de diagnstico (DLC) estandarizado en todos los
vehculos. Estandariza los nmeros de cdigo, las definiciones de los cdigos y el
lenguaje utilizado para describir las fallas.
2.5. Elementos que intervienen en la diagnosis del estado del

vehculo.
De acuerdo a lo escrito y descrito anteriormente, siguiendo con la descripcin de este

sistema encontramos que para cumplir con todos los requisitos y disposiciones dichas
en pginas anteriores este sistema requiere de algunos elementos para la diagnosis
del estado del vehculo. A continuacin damos una lista de estos elementos:
Luz indicadora de mal funcionamiento (Malfuntion Indicator Lamp - MIL).

Cdigos de falla (Diagnostic Trouble Code - DTC).
Herramienta porttil de diagnosis (Scanner).
Conector de Diagnostico Estndar (Diagnostic Link Conector - DLC)
Ahora daremos una explicacin de cada uno de estos elementos:
2.55.1.
Luzz indicad
dora de mal fun
ncionamien
nto (Mallfuntion
Indicad
dor Light - MIL).
Cuando ell sistema de control detecta

d
una falla, la luzz indicadoraa se encien
nde en el
tablero de instrumenttos, el propsito de estaa luz es indicar al condductor que existe
e
un
problema y que es neecesario efecctuar un diaagnstico all sistema.
Fuente: Soporte
S
Algunas veces
v
esta luz
l MIL toma el no
ombre de "Service Enngine Soon"", Check
Engine" o simplemennte " Check"".
Fuente: Soporte
S
2.5.2.
Cdigos de diagnstico de falla (Diagnostic Trouble Code -
DTC).
Los cdigos de diagnostico de fallas ( DTCs ) han sido proyectados para dirigir a los
tcnicos automotrices hacia un correcto procedimiento de servicio6. Los DTC no
necesariamente implican fallas en componentes especficos. La iluminacin del MIL
es una especificacin de fabrica y est basada en el testeo de como los
malfuncionamientos de componentes y /o sistemas afectan a las emisiones.
La SAE public la norma J2012 para estandarizar el formato de los cdigos de
diagnostico. Este formato permite que los scanner genricos accedan a cualquier
sistema. El formato asigna cdigos alfanumricos a las fallas7 y provee una gua de
mensajes uniformes asociados con estos cdigos. Las fallas sin un cdigo asignado,
puede que tengan una asignacin de cdigo otorgado por el fabricante al que se
denomina cdigo especfico del fabricante.
A continuacin se muestra un ejemplo de un cdigo de falla y el significado de cada

dgito:
Estonosignificaquesepuededependerdeestonicamenteycomounejemploadjuntamosenel
CDquevienejuntoaestetrabajounejemplodelosParmetrosqueintervieneneneldiagnsticode
unmotor,elcualporrespetoalosautoresdelmismosemantieneenelidiomaoriginal.Estabajado
delapginaweb:http://www.aa1car.com/library/gm_4.6l_diagnostic_parameters.pdf
7
Aestetipodecdigoslosdenominangenricosysiserequiereconocerladefinicindelagran
mayoradeestossepuedevisitarlapginaweb:http://www.aa1car.com/troublecodes/y/o
consultarenlainformacinquesetieneenelCDadjuntoaestetrabajo,cuyocompiladoresla
empresaCISEElectronics.
PRIMER DGITO:
SEGUNDO DGITO:
Indica la seccin del vehculo sobre la que se
Indica
produce la falla. Podemos tener problemas en:
generado es normalizado
B Carrocera
(genrico) o es especfico
C Chasis
de
P Motor y tren de transmisin
Podemos tener:
U La comunicacin (red de datos).
0 cdigo genrico
si
el
cada
cdigo
fabricante.
1 cdigo especfico
TERCER DGITO:
Indica el sistema sobre el que se produce la

falla. Podemos tener problemas en:
1 Componentes relacionados con el
PO213
control de la relacin Aire-Combustible.

2 Componentes relacionados con el
sistema de alimentacin de combustible
(inyectores, controles de bomba)
3 Relacin con el sistema de encendido o
falla por mala combustin.
4 Relacin con el sistema auxiliar de
CUARTO
control de contaminacin.
QUINTO DGITO:
5 Relacin con el control de marcha

mnima y velocidad de giro del motor.
Indican la seccin del
6 Relacin con la comunicacin de la
sistema en la que se
unidad de control.
produce la falla.
7 Relacin con la transmisin automtica.

8 y 9 Relacin con la transmisin
Indica el componente
automtica.
especfico
Los cdigos de falla los podemos clasificar en:

Cdigos continuos.
Cdigos pendientes.
Cdigos de memoria.
2.5.2.1.
Cdigos continuos.
Son los nicos que encienden la luz MIL. Se comporta de la siguiente manera:
Cdigo continuo
La luz MIL se
es detectado
enciende
Se analiza si el
NO
La luz MIL se
catalizador corre peligro
DTC es almacenado
mantiene encendida
SI
La luz MIL se enciende

intermitentemente
Foto de parmetros
instantneos del sistema
2.5.2.2.
Cdigos pendientes.
Estos no encienden la luz MIL. Se comporta de la siguiente manera:
Un cdigo es detectado
Se genera un cdigo
en el primer viaje
pendiente en la memoria
Se detecta el mismo cdigo
NO
SI
en el segundo viaje
El computador
El cdigo pendiente se
DTC es confirmado
convierte el cdigo
borra de la memoria
en memoria
pendiente en continuo.
La luz MIL se enciende
Foto de parmetros
instantneos del sistema
2.5.2.3.
Cdigos de memoria.
Son cdigos que se encuentran almacenados en la memoria del computador. Se

comportan de la siguiente manera:
Un cdigo continuo es
detectado
Si luego de tres ciclos de manejo

consecutivos no se repite la falla,
entonces la luz MIL es apagada
Si luego de 40 ciclos
Si la falla se vuelve a
consecutivos no se repite la
repetir, se genera un
falla, esta es borrada de la
cdigo continuo
memoria definitivamente.
inmediatamente
2.5.3.
Herramienta porttil de diagnstico.
La herramienta porttil de diagnstico, o ms conocido como Scanner, para OBD II

debe cumplir ciertos requerimientos bajo una norma especfica.
El documento J1978 de la SAE describe los mnimos requerimientos para un scanner

de OBD II. Este documento abarca desde las capacidades necesarias hasta el criterio
al que debe someterse todo scanner para OBD II. Los fabricantes de herramientas
pueden agregar habilidades adicionales pero a discrecin (tomndose como
discrecin el que no podrn ubicar funciones en el scanner que puedan alterar el
buen funcionamiento anticontaminante de un motor).
Los requerimientos bsicos para un OBD II Scan Tool son:

Determinacin automtica de la interface de comunicacin usada.
Determinacin automtica y exhibicin de la disponibilidad de informacin
sobre inspeccin y mantenimiento.
Exhibicin de cdigos de diagnostico relacionados con la emisin, datos en
curso, congelado de datos e informacin del sensor de oxigeno.
Borrado de los DTC, del congelado de datos y del estado de las pruebas de
diagnostico.
Fuente: Soporte magntico, Ing Vicente Celani, Curso de Graduacin 2007
2.5.4.
Conector de Diagnstico estndar (Diagnostic link conector
- DLC).
El conector de diagnstico DLC permite la conexin con la herramienta de

diagnstico (escner).
Este conector est estandarizado para permitir el uso del escner original de la marca
del vehculo o de un escner de alternativo o genrico. El conector DLC est
formado por 16 pines como se observa en la figura:
El conector para el vehculo debe ser el mismo por norma pero el otro extremo del
cable vara de acuerdo al tipo de scanner, aqu presentamos algunos ejemplos de
estos cables:
Fuente: http://www.obd2.cl/universal.htm
2.5.4.1.
Ubicacin del conector DLC
Segn la normativa se requiere que el conector este ubicado en un lugar cerca del
conductor. Esto es en un radio no mayor de 300 mm alrededor del centro del tablero
de instrumentos. A continuacin se muestra algunos lugares de ubicacin del
conector:
2.5.4.2.
Funcin de pines del conector DLC.
Los pines del conector tienen funciones asignadas, que responden a diferentes
normativas y protocolos de comunicacin de acuerdo a las especificaciones internas
de cada fabricante. Hay 5 combinaciones bsicas de pines de salida pinout dentro
del padrn, cada uno de los cuales usa un protocolo de comunicaciones especfico,
abajo se da una lista, y se describe la funcin de cada pin de acuerdo a la observacin
del frente del DLC.
A continuacin se presentan la funcin que cumplen estos pines de acuerdo al

protocolo de comunicacin en el que se basan (La explicacin de estos protocolos y
los fabricantes que los utilizan se encuentra en el Captulo 3).
Fuente: Soporte
S
Pin
Uso
J1850 Bus+
Masaa de Chasis
Masaa de Seal
CAN
N High (J-22
284)
ISO 9141-2 Linea K e ISO

O/DIS 142300-4
10
J1850 Bus
14
CAN
N Low (J-22
284)
15
ISO 9141-2 lineea L e ISO//DIS 14230--4
16
Alim
mentacin dee Batera
1, 3, 8,
8 9, Reseervados paara usos especficos del
11, 12, 13
fabriicante del veehculo.
Fuente: Soporte
S
CAPTULOIII:
MonitoreosyProtocolos.
1.1. Monitoreos.
1.1.1. MonitoreosContinuos.
1.1.2. MonitoreosInterrumpidos
1.2. Protocolosdecomunicacin.
3.1. Monitoreos8.
Para asegurar la operacin correcta de las varias relaciones de las emisiones de gases
y sus componentes y sistemas, un programa diagnstico fue desarrollado e instalado
en la computadora interna del vehculo. El programa tiene varios procedimientos y
estrategias diagnsticas. Cada procedimiento o estrategia de diagnstico es hecha por
una operacin de monitoreo, y dirigida a pruebas continuas cuando el motor est
funcionando, un componente especfico o un sistema es relacionado directamenete
con las emisiones de gases. Estas pruebas aseguran que el sistema est funcionando
correctamente y est dentro de las especificaciones del fabricante.
Actualmente, son requeridos un mximo de doce monitoreos. Los monitores

adicionales pueden s aadido como consecuencia de reglas adicionales como el
sistema de EOBD que evolucion de este sistema OBDII. No todos los vehculos
soportan todos los doce monitoreos. La operacin de un monitoreo es Continuo o
Interrumpido, dependiendo del monitoreo especfico.
3.1.1.
Monitoreos Continuos.
Los monitores continuos funcionan constantemente cuando el motor est

funcionando, y fueron diseados para monitorear constantemente todos los
componentes y/o sistemas que intervienen en la operacin correcta del vehculo y sus
niveles de contaminacin. A continuacin se presentan estos monitoreos:
Monitoreo del componente exhaustivo (Comprehensive Component Monitor

CCM).
Monitoreo de fallo de encendido.
Monitoreo de sistema de combustible.
Ahora procederemos a detallar cada uno de esto monitoreos.
Leerprecaucionespersonalesatomarencuentaalahoradeponerenprcticaestos
conocimientosremitirsealasRECOMENDACIONESdeestetrabajopgina62.
3.1.1.1.
Monitoreo
exhaustivo
de
componentes
(Comprehensive Component Monitor - CCM)

Conocido como CCM (Comprehensive Component Monitor). Controla el mal
funcionamiento en algn componente electrnico o circuito que reciba o provea
seales de entrada o salida al PCM, que puedan afectar el nivel de emisiones
contaminantes y que no son controlados por ningn otro control de OBD II.
Existen dos maneras de realizar los monitoreos CCM:
Prueba elctrica.- El PCM controla a los circuitos en lo que se refiere a continuidad

de circuitos, adecuado rango de valores de voltajes y resistencia de los componentes.
Los monitoreos CCM cubren muchos componentes y circuitos y prueba a ellos de

varias formas, dependiendo del sensor, funcin y tipo de seal. Por ejemplo, entradas
anlogas (tensiones) tales como Posicin de Mariposa o Sensor de Temperatura de
Lquido Refrigerante de Motor, son tpicos chequeos para circuito abierto,
cortocircuito o valores fuera de rango. Este tipo de control es realizado
continuamente.
Salidas tales como la vlvula de control de marcha lenta, son controladas de modo de
detectar circuito abierto o cortocircuito mediante el control de un circuito de
realimentacin (Smart Driver) asociado con la salida.
Prueba racional de componentes.- Donde es factible, las entradas son tambin

controladas racionalmente, esto significa que la seal de entrada es comparada contra
otras seales de entradas y ver as si la informacin que brinda est de acuerdo a las
condiciones del momento.
Las salidas son controladas en lo que hace a su funcionamiento apropiado. Cuando el

PCM entrega una tensin a un componente de salida, puede verificar que el mando
enviado ha sido cumplido, por medio del monitoreo especfico de las seales de
entrada en las que deben producirse cambios.
Por ejemplo, cuando el PCM activa la vlvula de regulacin de marcha lenta para
posicionarla en un determinado punto bajo ciertas condiciones de funcionamiento,
ella esperar a que exista una determinada velocidad de rotacin del motor. Si esto
no sucede, ella almacenar un DTC.
Algunas seales de entrada digitales como, Velocidad del Vehculo o Posicin del
Cigeal son racionalmente controladas, comprobando para ver si el valor informado
por el sensor obedece a las condiciones de operacin actuales del motor.
Este tipo de comprobaciones pueden requerir el control de varios componentes y

solamente pueden ser realizadas bajo ciertas condiciones de ensayo. Una vlvula
control de marcha lenta puede ser comprobada funcionalmente controlando las rpm
relativas del motor, con las rpm previamente memorizadas para esas condiciones.
Algunas comprobaciones pueden ser solamente realizadas bajo ciertas condiciones

de ensayo; por ejemplo, los solenoides de cambios en la transmisin solamente
pueden ser comprobados cuando el PCM activa un cambio.
Los siguientes componentes son un ejemplo de componentes de entrada y salida

monitoreados por CCM. El control de componentes puede tambin asociarse al
motor, encendido, transmisiones, aire acondicionado, o cualquier otro subsistema
soportado por el PCM.
1. Entradas:
Sensor de masa de aire (MAF).
Sensor de temperatura del aire aspirado (IAT).
Sensor de temperatura del lquido refrigerante de motor (ECT).
Sensor de posicin de la mariposa (TP).
Sensor de posicin del rbol de levas (CMP).
Sensor de presin del sistema del aire acondicionado (ACPS).
Sensor de presin del tanque de combustible (FTP).
2. Salidas:
Bomba de combustible (FP).
Desactivacin del rel del A/C con mariposa abierta al mximo (WAC).
Vlvula de control de marcha lenta (IAC).
Solenoide comando de cambios (SS).
Solenoide del embrague del convertidor de torque (TCC).
Mltiple de admisin variable (IMRC).
Vlvula de purga del canister (EVAP).
Solenoide de ventilacin del canister (CV).
3. El CCM es habilitado despus de producirse el arranque del motor y este se

mantenga funcionando. Un Cdigo de Diagnstico (DTC) es almacenado en la
Memoria de Almacenamiento Activa (PCM Keep Alive Memory - KAM) y la
Lmpara Indicadora de Mal Funcionamiento (MIL) se iluminar cuando un fallo sea
detectado en dos ciclos de control consecutivos. Muchos de los ensayos realizados
por el CCM son tambin realizados durante el testeo.
Fuente:
http://www.rolcar.com.mx/Tecno%20Tips/OBD%20II/Controles%20y%20simbologi
a.htm
3.1.1.2.
Monitoreeo de fallo de encend

dido
Conocido como moonitoreo m

misfire (fu
uego perdiddo) se refi
fiere a la falla de
encendidoo (chispa) en
e un cilinddro. El PCM
M mira la seal del sensor del cigeal;
c
cuando occurre una faalla de encenndido el girro del cigeeal se retraasa brevemeente, y el
PCM ver un cambioo en la ampplitud de laa seal de las
l rpm del motor. Ad
dems se
observa laa seal del sensor de oxxgeno para confirmar la
l falla.
Fuente: www.wrench
w
head.ca
Annte una detteccin de fuego perd

dido que puuede ocasioonar un ex
xceso de
em
misiones conntaminantess la luz MIL
L se iluminaar y un DTC
C ser almaacenado.
Annte una deeteccin dee fuego peerdido quee puede caausar daos en el
cattalizador, la
l luz MIL
L destellar una vezz por seguundo mienttras est
prooducindosee la prdidaa y un cdig
go DTC ser almacenaddo.
Algunos sistemas pueden identificar el cilindro exacto en el que produjo la falla, y el

PCM almacena un cdigo de falla OBDII especfico, mientras que otros guardan un
P0300 lo cual indica un fuego perdido general.-
3.1.1.3.
Monitoreo de sistema de combustible
Este monitoreo se realiza por medio de analizar el comportamiento de la seal del

sensor de oxgeno, el PCM dosifica la entrega de combustible controlando el ancho
de pulso de los inyectores.
Correccin de combustible a corto plazo STFT (Short Term Fuel Trim)
Basado en la seal del sensor de oxgeno, el PCM corrige la dosificacin de

combustible a corto plazo, de acuerdo a condiciones inmediatas de funcionamiento.
Se expresa en porcentaje y va desde -25% hasta +35%.
Un valor negativo indica que se est restando combustible en respuesta a una mezcla
rica, y un valor positivo indica que se est sumando combustible en respuesta a una
mezcla pobre. Los valores normales oscilan entre -10% y +10%.
Correccin de combustible a largo plazo LTFT (Long Term Fuel Trim)
Basado en la estrategia STFT, el PCM corrige la entrega de combustible a largo

plaza de acuerdo a condiciones de funcionamiento del motor.
Se expresa en porcentaje y va desde -35% hasta +35% y se interpreta de la misma

forma que el STFT, los valores normales oscilan entre -10% y +10%.
3.1.2.
Monitoreos Interrumpidos.
Los otros nueve monitores son " interrumpidos" "no continuos". Estos monitoreos
se llevan a cabo y terminan su prueba una vez por viaje. Los monitoreos
"interrumpidos" son:
Monitoreo de sensor de oxgeno.
Monitoreo de calentador de sensor de oxgeno.
Monitoreo de catalizador.
Monitoreo del climatizador del catalizador.
Monitoreo de sistema de EGR.
Monitoreo de sistema areo secundario.
Monitoreo de aire acondicionado (c / uno).
Monitoreo de sistema de EVAP.
Monitoreo de la recirculacin de gases de escape.
Lo siguiente provee una explicacin de la funcin de cada monitoreo:
3.1.2.1.
Monitoreo de sensor de oxgeno9.
El sensor de oxgeno monitorea cunto oxgeno est en los gases de escape del
vehculo. Genera una variacin de voltaje de hasta un voltio, sobre la base de cunto
oxgeno est en los gases de escape, y enva la seal a la computadora. La
computadora usa esta seal de hacer las rectificaciones a la mezcla de aire /
combustible. Si los gases de escape tienen una gran cantidad de oxgeno (una mezcla
de aire / combustible pobre), el sensor de oxgeno genera una seal de voltaje "Baja".
Si los gases de escape tienen muy poco oxgeno (una condicin de mezcla rica), el
sensor de oxgeno genera una seal de voltaje "Alta".
Paralaampliacindeltemavisiteselapginaweb:http://www.autoinc.org/
Una seall de 450mV

V demuestraa la proporcin de aire / combustibble ms eficciente, y
menos conntaminante de 14.7 graamos de airee a una gram
mos de combbustible.
Fuente: http://www.w
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peratura de al menos 3115-343 C (600-650

(
El sensor de oxgeno debe llegarr a una temp
F), y el motor deebe llegar a la temp
peratura opperativa norrmal, para que la
computadoora entre enn la operacin de lazo cerrado.
c
na cuando la computaadora est en lazo

El sensorr de oxgenno solamennte funcion
cerrado. Un
U sensor dee oxgeno operando
o
apropiadamennte reaccionna frente a cualquier
c
cambio enn el conteniddo de oxgeeno rpidam
mente en el torrente
t
de ggases de esccape. Un
sensor de oxgeno deefectuoso reacciona
r
deespacio, o su seal dee voltaje ess dbil o
faltante. El
E sensor de oxgeno tieene un moniitoreo "Dos viajes".
Fuente: http://www.w
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3.1.2.2.
Monitoreeo del caleentador dee sensor dee oxgeno.
o
evaala la operaacin del caalentador
El Monitooreo del caleentador del sensor de oxgeno
del sensorr de oxgenno. Hay dos modos de operacin en un vehcculo controlado por
computadoora: bucle abierto
a
"Oppen loop" y bucle cerrrado "Close loop". El vehculo
v
opera en bucle
b
abiertoo cuando ell motor est fro, antes de que lleggue a la tem
mperatura
operativa normal. Ell vehculo tambin see va en moodo de buccle abierto en otras
ocasiones,, como en condiciones
c
s de carga pesada
p
y de velocidad m
mxima. Cu
uando el
vehculo est
e
funcionnando en lazo abierto
o o bucle abierto,
a
la sseal del seensor de
oxgeno es ignorada por la com
mputadora paara las rectiificaciones de mezcla de aire /
combustibble.
La eficiencia de motor durante la operacin en lazo abierto es muy baja, y resulta en

la produccin de ms emisiones de gases del vehculo.
La operacin de lazo cerrado es la mejor condicin para tantas emisiones de gases

del vehculo como para su funcionamiento, y consiste en tomar en cuenta la seal de
los sensores o sensor de oxgeno segn sea el caso y variar la mezcla y/o el tiempo de
encendido para evitar la contaminacin.
Cuando el vehculo est operando en lazo cerrado, la computadora usa la seal del
sensor de oxgeno para rectificaciones de mezcla de aire / combustible. En orden
para la computadora entrar en operacin de lazo cerrado, el sensor de oxgeno debe
llegar a una temperatura de al menos 315 C (600 F). El calentador del sensor de
oxgeno ayuda el sensor de oxgeno a alcanzar ms rpidamente y mantener su
temperatura operativa mnima de 315 C (600 F), para que el vehculo entre a
funcionar en lazo cerrrado lo antees posible. El monitoreeo del calenntador del sensor de
oxgeno ess un monitooreo "Dos viajes".
3.1.2.3.
Monitoreeo de catallizador.
El converrtidor catalttico es un dispositivo que est innstalado abbajo del collector de

gases de escape. Esste ayuda para la co
ombustin del
d combusstible no quemado
q
(hidrocarbburos) y coombustible parcialment
p
te quemadoo (monxiddo de carbo
ono) que
partieron desde el prroceso de combustin.
c
Para Logrrar esto, callienta y cataaliza los
materialess dentro del transformaador estos efectos reacccionan con los gases de escape
para consuumir el com
mbustible resstante.
h
aa1car.com
Fuente: http://www.a
Algunos materiales
m
d
dentro
del convertidor
c
cataltico tambin
t
tiennen la habiilidad de
guardar10 oxgeno, y usarlo cuanndo lo requ
uieran para combustionnar hidrocarrburos y
10
Retienenmolculasdeoxgenoquenosonusadasenelprocessodecombusttinparadesp
pus
cuandoenccargasmayoreesymezclasricashagafaltaaoxgenoparacompletarlaacombustinenel
catalizador.
monxidoo de carbonno. En el proceso, reduce

r
emisiones de gases de vehculo
v
convirtienndo los gasees contaminaantes en di
xido de carrbono y aguua.
La compuutadora verrifica la eficiencia del convertidoor catalticoo monitoreaando los

sensores de
d oxgenoo utilizadoss por el sisstema. Un sensor est ubicado antes el
transformaador (upsttream); el otro est ubicado despus del transfformador
(downstream). Si el convertidor
c
cataltico pierde
p
su haabilidad de guardar oxgeno, el
wnstream es casi la misma
m
que la seal deel sensor
voltaje dee seal del sensor dow
upstream. En este casso, el monitooreo reprueeba la prueba.
Fuente: Soporte
S
El monitooreo del Catalizador

C
es un mon
nitoreo "Dos viajes". Si un defecto es
encontradoo en el primer viaje, la computtadora guarrda el erroor como un
n cdigo
pendiente en su mem
moria temporral. La comp
putadora noo exige la M
MIL en On en este
momento. Si el error es detectaddo otra vez en
e el segunddo viaje, la computado
ora exige
que la MIL
L este en "O
On", y esta guarda
g
la cllave en su memoria
m
a laargo plazo.
El Procedimiento de Control de Eficiencia del Catalizador controla el sistema del

catalizador para detectar deterioros del mismo e ilumina la MIL cuando las
emisiones contaminantes contenidas en los gases de escape exceden el umbral
mximo permitido. Es llamado controlador del catalizador FTP porque se debe
completar durante un testeo standard de emisiones (Procedimiento de Testeo
Reglamentado - Federal Test Procedure).
El monitoreo mencionado, depende de la informacin de los sensores de oxgeno

(sondas lambda) anterior y posterior al catalizador para deducir la eficiencia de este,
basandose en la capacidad de almacenamiento de oxgeno de dicho catalizador.
Bajo condiciones normales de funcionamiento del motor, control de mezcla
aire/combustible en lazo cerrado, la alta eficiencia del catalizador para almacenar
oxgeno provoca que la frecuencia de variacin del sensor de oxgeno posterior sea
mucho menor que la frecuencia de variacin del sensor de oxgeno anterior.
A medida que la eficiencia del catalizador se va deteriorando, su condicin para

almacenar oxgeno disminuye y el sensor de oxgeno posterior comienza a producir
cambios ms rpidamente, aproximndose a la frecuencia de cambio del sensor de
oxgeno anterior al mismo.
En general, cuando la eficiencia de un catalizador disminuye, el rango de variaciones

que se producen en el sensor posterior se incrementa desde 0 (cero), para un
catalizador con pocos kilmetros de uso, a un rango de 0,8 o 0,9 cambios por
segundo.
Los cambios de tensin que generan ambos sensores de oxgeno(anterior y posterior

al catalizador), son contados por el PCM bajo ciertas condiciones de funcionamiento
del motor, siempre en operacin de control de la mezcla aire/combustible en lazo
cerrado. Cuando se producen un nmero de cambios programados del sensor
anterior, el PCM calcula la relacin de cambios producidos entre el sensor posterior

y anterior.
Esta razn de cambios es comparada con un valor previamente almacenado en la

memoria del PCM. Si el rango de cambios es mayor al umbral estipulado para
mantener bajas las emisiones contaminantes, el catalizador est fallando.
Condiciones especficas de las seales de entrada de los sensores perifricos tales

como ECT (motor caliente a temperatura de trabajo), IAT (no a temperaturas
ambientes extremas), MAF (mayor que la mnima carga de motor), VSS (dentro de
un rango de velocidades) y TP (apertura parcial de la mariposa), son requeridos para
realizar el Control de Eficiencia del Catalizador.
Los DTCs asociados con este ensayo son DTC P0420 (Banco 1) y P 0430 (Banco 2).
Hasta seis ciclos de control pueden ser requeridos para que se ilumine la MIL.
3.1.2.4.
Monitoreo del climatizador del catalizador.
La operacin del "Calentador" del convertidor cataltico es similar al convertidor

cataltico. La diferencia principal es que un calentador es aadido para llevar al
convertidor cataltico a su temperatura operativa ms rpidamente. Esto ayuda a
reducir las emisiones de gases reduciendo el tiempo improductivo del convertidor
cuando el motor est fro.
El monitoreo del calentador del catalizador lleva a cabo las mismas pruebas
diagnsticas que el monitoreo del catalizador, y tambin evala el calentador del
convertidor cataltico para la operacin correcta. Este monitoreo es tambin un
monitoreo "Dos viajes".
3.1.2.5.
Monitoreo de sistema de EGR.
El sistema de Recirculacin de gases de escape (EGR) ayuda a reducir la formacin

de xidos de nitrgeno durante la combustin. Las temperaturas encima de 1371 C
(2500 F) causan que el nitrgeno y oxgeno se unan y formen xidos de nitrgeno
en la cmara de combustin. Para reducir la formacin de xidos de nitrgeno, las
temperaturas de combustin deben estar debajo de 1371 C (2500 F), el sistema
EGR hace recircular cantidades pequeas de gases de escape en el colector de
admisin, donde se combina con la mezcla de aire / combustible entrante. Este
reduce las temperaturas de combustin en hasta 260 C (500 F). La computadora
determina cundo, por cunto tiempo, y que cantidad es recirculado de regreso al
colector de admisin de aire.
El control del Sistema de EGR a travs de la Realimentacin de Presin Diferencial

es una estrategia de a bordo diseada para testear la integridad y caractersticas de
flujo del sistema de EGR.
Fuente: www.fordscorpio.co.uk/egrmonitor.htm
El control es activado durante la operacin del sistema de EGR y despus que ciertas
condiciones bsicas del motor son satisfechas. Informaciones de entrada
provenientes de los sensores ECT, IAT, TP y CKP son requeridas para que se active
el control del sistema de EGR. Una vez activado, el control del sistema de EGR
realizar cada uno de los test que se describen a continuacin. Algunos de los test
incluidos en el control del sistema de EGR son tambin realizados durante el auto
diagnstico.
1. El sensor de presin diferencial y su circuito son continuamente testeados en

lo concerniente a circuito abierto o en cortocircuito. El control observa las
tensiones en el circuito del sensor de presin diferencial para controlar si
exceden el lmite mximo o mnimo admitido. Los cdigos de fallas
asociados con este test son los: DTCs P1400 y P1401.
2. El solenoide de regulacin de vaco de la EGR es continuamente testeado
para detectar circuito abierto o en cortocircuito. El control observa si la
tensin presente en el circuito del regulador de vaco, no concuerda con el
estado del circuito en estado abierto. El cdigo de falla asociado con este test
es el: DTC P1409.
3. El testeo de la vlvula EGR trabada abierta o el flujo de gases de escape

durante la marcha del motor en vaco es continuamente realizado, cada vez
que el sensor de posicin de mariposa TP indique mariposa cerrada.
Para determinar si existe flujo de gases de escape con el motor marchando en

vaco, el control compara, para esta condicin de marcha, el nivel de tensin de
informacin proveniente del sensor de presin diferencial, con el nivel de tensin
que enviaba dicho sensor (nivel almacenado en memoria) durante la condicin de
llave en posicin de contacto y motor detenido. El cdigo de falla asociado con
este test es el : DTC P0402.
4. La manguera de presin "corriente arriba" (alta presin - high signal)

(manguera lado escape) es testeada una vez por ciclo de manejo para asegurar
si est conectada o desconectada. El test es realizado con la vlvula EGR
cerrada y durante un perodo de aceleracin. El PCM mantendr el solenoide
EVR cerrado, obligando de esta manera a la vlvula EGR a permanecer

cerrada. El sistema de control comprobar el nivel de tensin de la seal
enviada por el sensor de presin diferencial, esperando no ver cambios de
nivel en la seal. Si esto sucede, denotar que no hay flujo de gases de escape
circulando.
Si durante la aceleracin, mientras la vlvula EGR est cerrada, suceden cambios

en el nivel de la tensin de seal enviada por el sensor de presin diferencial
(aumento o disminucin de nivel), posiblemente est indicando un fallo en la
manguera de presin "corriente abajo" (seal de referencia - Ref signal)
(manguera lado admisin). El cdigo de falla asociado con este test es el: DTC
P140X.
5. El test de la tasa de flujo de gases de escape que circulan por la EGR hacia la
admisin es realizado cuando la velocidad de rotacin del motor y la carga
que se le est demandando son moderados y constantes y el ciclo activo del

regulador de vaco es alto. El sistema de monitoreo compara, cuando se dan
esas condiciones, el nivel de tensin de la seal proveniente del sensor de
presin diferencial con un nivel esperado, ya establecido de antemano, para
esas mismas condiciones, de modo de poder determinar si la tasa de flujo de
gases de escape que est circulando es aceptable o insuficiente. Este es un
sistema de test y podra dar como resultado un cdigo de fallo (DTC)
generado por un defecto que ocasiona una falla en el sistema de EGR. El
cdigo de falla asociado con este test es el: DTC P0401.
6. La MIL es activada despus que alguno de los test descriptos no sea aprobado
o cuando la fallo se repita en dos ciclos de uso
El monitoreo de EGR es un monitoreo "Dos viajes".
3.1.2.6.
Monitoreo del sistema de aire secundario.
Cuando un motor fro es puesto en funcionamiento, se ejecuta en el modo de lazo

abierto. Durante la operacin de lazo abierto, el motor generalmente usa mezcla rica.
Un vehculo que usa mezcla rica malgasta combustible y crea emisiones de gases
incrementadas, como monxido de carbono y algunos hidrocarburos. Un sistema de
aire secundario inyecta aire en el torrente de gases de escape para ayudar a la
operacin del convertidor cataltico:
1. Proporciona al convertidor cataltico del oxgeno para combustionar el

monxido de carbono y los hidrocarburos del proceso de combustin durante
el precalentamiento de motor.
2. El oxgeno adicional inyectado en el flujo de gases de escape tambin ayuda

el convertidor cataltico a llegar a la temperatura operativa ms rpidamente
durante perodos de precalentamiento. El convertidor cataltico debe
calentarse hasta la temperatura operativa para trabajar apropiadamente. El
monitoreo del sistema secundario de aire busca la integridad de operacin del
sistema y sus componentes, y hace pruebas de los defectos en el sistema.
La computadora opera este monitoreo una vez por el viaje. El monitoreo de sistema
secundario de aire es un monitoreo "Dos viajes".
3.1.2.7.
Monitoreo de aire acondicionado (A / C).
El monitoreo del A / C detecta fugas en sistemas de aire acondicionado que utilizan

refrigerante R - 12.
3.1.2.8.
Monitoreo de sistema de EVAP.
Los vehculos de OBDII estn equipados con un sistema EVAP que ayuda a impedir
que los vapores de combustible se vayan al aire. El sistema EVAP lleva emanaciones
del tanque de combustible al motor donde son quemados durante la combustin. El
sistema de EVAP podra constar de una lata de carbn, tapa del tanque de
combustible, solenoide de limpieza, solenoide de abertura, detector de monitoreo,
fuga de circulacin y tubos conectados, lneas y mangueras.
Fuente: www.babcox.com/editorial/us/us10126.htm
Las emanaciones son llevadas del tanque de combustible a la lata de carbn (charcoal
canister) por mangueras o tubos. Las emanaciones son guardadas en la lata de
carbn. La computadora controla la circulacin de vapores de combustible del
canister al motor va un solenoide de limpieza o de purga. La computadora energiza
el solenoide de limpieza (dependiendo del diseo de solenoide). El solenoide de
limpieza abre una vlvula para permitir que el vaco de motor introduzca los vapores
de combustible de la lata en el motor donde los vapores son quemados. El monitoreo
de EVAP chequea la circulacin de vapor de combustible correcta al motor, y la
presin del sistema para pruebas de fugas. La computadora opera este monitoreo una
vez por viaje.
El EVAP est diseado para verificar que la Vlvula de Purga del Canister (EVAP)
est funcionando adecuadamente y para controlar el flujo de vapores de combustible
que fluyen a travs de la vlvula desde el canister hacia la admisin del motor.
El funcionamiento elctrico de la vlvula de purga del canister (EVAP) es chequeado

inicialmente antes que el flujo de testeo comience. Las seales de entrada al PCM de
los sensores ECT, sensor IAT, sensor MAF y VSS son utilizadas para conformar las
condiciones de ensayo.
El monitoreo del flujo de vapores de combustible no se realizar si el PCM detecta

un mal funcionamiento de la vlvula de purga del canister (EVAP). El cdigo de
diagnstico (DTC) asociado con una falla elctrica de la vlvula de purga del canister
es el P0443 (Mal funcionamiento del circuito del sistema de control de la vlvula
EVAP - EVAP system control valve circuit malfunction).
Antes que el test de flujo sea realizado, el PCM calcular que cantidad de vapor de
combustible est presente durante el purgado con el motor operando. Si la cantidad
de vapor calculado est por encima de un valor determinado, fijado en memoria del
PCM, este asumir que hay vapor fluyendo hacia el motor y que la vlvula de purga
del canister (EVAP) est funcionando adecuadamente. Si estas condiciones se

cumplen, la parte correspondiente al test de control de vapor de combustible durante
la marcha en vaco del motor ser evitado y el test se dar por completado.
Si la cantidad de vapor de combustible calculado est por debajo del valor

determinado, fijado en memoria del PCM, la parte correspondiente al test de control
de vapor durante la marcha en vaco debe ser ejecutada para verificar que la vlvula
de purga del canister est funcionando correctamente. Una presuncin del test de
flujo, es que a pesar del vapor de combustible que pueda contener el canister, una
porcin importante del mismo est siendo liberado a la atmsfera.
El test de flujo calcular el incremento de aire admitido requerido por el PCM

cuando el ciclo activo de la vlvula de purgado del canister es reducido desde un
75% a un 0%. Si el incremento calculado en el flujo de aire admitido excede un valor
prefijado como umbral mnimo, el PCM asumir que la vlvula de purga del canister
(EVAP) est funcionando correctamente. Si el incremento calculado del flujo de aire
admitido en las condiciones citadas es insignificante, la EVAP, vlvula de purga del
canister, no est funcionando correctamente. El DTC asociado con esta condicin es
el P1443 (EVAP, mal funcionamiento del sistema de control de la vlvula de purga
del canister - EVAP control system purge control valve malfunction). La lmpara
indicadora de mal funcionamiento (MIL) (Item 2 - Fig. 4) ser activada para los
cdigos, DTCs P0443 y P1443 despus de que se repita dos veces el fallo por lo que
es un monitoreo "Dos viaje".
3.1.2.9.
Monitoreo del Control de prdidas en circuito de gases
de combustible
El Control de prdidas en el circuito del Sistema de los Gases de Combustible, es una

estrategia diseada para detectar prdidas de estos gases a travs de una perforacin
o abertura igual o mayor que 1.016 mm (0.040 pulgadas), en dicho circuito.
El funcionamiento apropiado de los componentes individuales del circuito tambin

son examinados. El control del sistema depende de los componentes del mismo para
posibilitar la aplicacin de vaco al tanque de combustible y luego cerrar totalmente
la salida de los gases hacia la atmsfera. La presin en el tanque de combustible es
luego controlada para determinar en un perodo tiempo estipulado el vaco total
perdido (bleed-up).
Las informaciones de sensores requeridas por el PCM son:

temperatura del lquido refrigerante de motor (ECT).
temperatura del aire admitido (IAT).
masa de aire admitido (MAF).
velocidad del vehculo (VSS).
nivel del combustible en el tanque (FLI).
presin en el tanque de combustible (FTP).
Durante un ciclo conduccin realizado para verificar una reparacin, la PCM en que
haya sido borrados los DCT se desviar del mnimo tiempo requerido para completar
el control de prdidas en el circuito.
El monitoreo no ser realizado si:

La llave de contacto de motor es llevada a la posicin OFF despus de que en
el PCM haya sido borrados los cdigos.
El monitoreo de prdidas en el circuito de gases de combustible no ser
realizado si un fallo en el MAF ha sido detectado.
El monitoreo no comenzar a realizarse hasta que el control de las
resistencias de calentamiento de los sensores de oxgeno no haya sido
completado.
El monitoreo de prdidas en el circuito de gases de combustible es ejecutado por los

componentes del sistema como se detalla a continuacin:
1. La funcin de la vlvula de purga del canister (EVAP) es crear vaco en el
tanque de combustible. Un ciclo de activacin (duty cycle) mnimo de un
75% de esta vlvula debe cumplirse antes que el control pueda comenzar.
2. El solenoide de ventilacin del canister (CV) se cerrar al unsono con la

vlvula de purga del canister permaneciendo cerrado el mismo tiempo que
ste con el fin de sellar el sistema de ventilacin hacia la atmsfera y obtener
vaco en el tanque de combustible.
3. El sensor de presin del tanque de combustible (FTP) ser usado por el

sistema de control para determinar si el nivel de vaco tabulado est
comenzando a alcanzarse para llevar a cabo el chequeo de prdidas.
Ciertas aplicaciones en algunos vehculos utilizan con el sistema de control de

prdidas de gases de combustible un sensor FTP remoto insertado en la lnea. Una
vez que el nivel de vaco tabulado es alcanzado en el tanque de combustible, el
cambio del nivel de vaco sufrido en un perodo de tiempo predeterminado dir si
existen prdidas o no en el sistema.
4. Si el nivel de vaco inicial no puede ser alcanzado, el cdigo de fallas DTC

P0455 (prdida importante detectada) ser colocado. El control de prdidas
en el sistema ser interrumpido y no se continuar con el mismo. Si el nivel
de vaco predeterminado es sobrepasado, una falla en el circuito existe y el
cdigo de fallos DTC P1450 (no se puede producir sangrado de vaco en el
tanque) es registrado.
En este caso tambin el control de prdidas ser interrumpido y no se continuar con

el mismo. Si el nivel de vaco estipulado en el tanque de combustible para este
monitoreo es alcanzado, la prdida de vaco en dicho tanque ser calculada para un
perodo de tiempo predeterminado. El cambio del nivel de vaco calculado ser
comparado con la prdida que se producira a travs de una abertura de 1,016 mm

(0,040 pulgadas), nivel de prdida ya tabulado en memoria.
Si la prdida calculada es menor a la tabulada en memoria, el sistema ser dado

como que funciona correctamente. Si la prdida calculada excede al nivel tabulado
en memoria, el test ser interrumpido y reiniciado hasta tres veces. Si la prdida
calculada continua excediendo el nivel tabulado en memoria despus de los tres test,
un chequeo de generacin de vapor debe ser realizado antes que el cdigo de fallos
DTC P0442 (prdida pequea detectada) sea almacenado.
Este test es realizado retornando al circuito del sistema a la presin atmosfrica,

cerrando para ello la vlvula de purga del canister y abriendo el solenoide de
ventilacin del canister CV. Una vez que el PCM observa a travs del sensor de
presin FTP que la presin en el tanque de combustible se encuentra a la presin
atmosfrica, cerrar la vlvula solenoide CV, sellando as el circuito.
La presin en el tanque de combustible se ir incrementando debido a la generacin

de vapores que no son liberados, esto suceder y ser observado por un perodo de
tiempo predeterminado en memoria del PCM y la presin alcanzada en dicho perodo
ser comparada con un valor de umbral tambin ya predeterminado. Si la presin en
el tanque de combustible, al fin de dicho perodo, supera el umbral predeterminado,
el resultado fallido de los tres test realizados anteriormente ser invalidado.
5. El control de prdidas en el circuito de vapores de combustible se dar por

aprobado y completado. Si la presin en el tanque de combustible, al fin de
dicho perodo, no logra superar el umbral predeterminado, el resultado de los
tres test de prueba de fugas ser dado como vlido y el cdigo de fallos DTC
P0442 ser almacenado.
6. La lmpara indicadora de mal funcionamiento (MIL) es activada cuando se

detectan fallos correspondientes a los cdigos DTCs P0442, P0455 y P1450
(o P0446) despus que se repita por dos veces la misma falla. La MIL puede
ser tambin activada de la misma manera por fallos detectados en cualquiera
de los componentes que forman parte del sistema. Los cdigos de fallos
correspondientes a los DTC P0443, P0452, P0453 y P1451, se presentaran si
se presentan fallos durante el control del conjunto de componentes
(Comprehensive Component Monitor - CCM).
3.2. Protocolos de comunicacin11.
La norma OBD II es un conjunto de normalizaciones que procuran facilitar el

diagnostico y disminuir el ndice de emisiones de contaminantes de los vehculos, y
es muy extensa y est asociada a otras normas como SAE e ISO.
De todo este conjunto de normas que puede llevarnos a la confusin debemos

quedarnos con las siguientes normas que explican con detalle estos sistemas:
11
Paraampliareltemaconrespectoaloquerigecadaprotocolovisitarlaspginasweb:
http://www.mediakit2010.com/modules.php?name=Content&pa=showpage&pid=140
http://en.wikipedia.org/w/index.php?title=ISO_157654&action=edit
http://tuselectronicos.com/content/view/58/45/
ISO9141
Vehculos
de
carretera
Sistemas
de
Diagnostico
Requerimientos para el intercambio de informacin digital.

ISO9141-2
Vehculos de carretera - Sistemas de Diagnostico -Paret 2 CARB

requerimientos para el intercambio de informacin digital.
ISO9141-2
CARB requerimientos para el intercambio de informacin
Modif.1
digital.
ISO9141-3
Vehculos de carretera - Sistemas de Diagnostico -Parte 3

Verificacin de la comunicacin entre el vehculo y la "Scan
tool" OBD II.
ISO11898
Vehculos de carretera - Intercambio de informacin digital Red de Area de Control (CAN) para comunicacin de alta
velocidad.
ISO11898
Vehculos de carretera - Intercambio de informacin digital -
Modf.1
Red de Area de Control (CAN) para comunicacin de alta

velocidad.
ISO11519-1
Vehculos de carretera - Comunicaciones serie de baja velocidad

Parte.1 Definiciones generales.
ISO11519-2

Parte.2 Red de area de control de baja velocidad (CAN)
ISO11519-2
Modf.1
Parte.2 Red de area de control de baja velocidad (CAN)
ISO11519-3
Vehculos de carretera - Comunicaciones de datos serie de baja

velocidad Parte.3 Red de Area del vehculo (VAN)
ISO11519-3
Vehculos de carretera - Comunicaciones de datos serie de baja
Mod.1
velocidad Parte.3 Red de Area del vehculo (VAN)
Fuente: http://tuselectronicos.com/content/view/58/45/
Estas pueden localizarse en la organizacin Suiza ISO12, tambin son un punto de

referencia muy importante las normas SAE13, ya que las normas Europeas ISO estn
basadas en las americandas SAE.
SAE J1962
Conector de diagnsticos.
SAE J1978
OBD II, Equipo de diagnstico.
SAE J1979
Modos de TEST para diagnsticos E/E.
SAE J2012
Formatos y mensajes de Cdigos de problemas de

diagnsticos.
Otras normas a tener en consideracin como punto de referencia son las siguientes:
ISO4092
Sistemas de diagnstico para vehculos de motor - Vocabulario.
ISO/TR
Vehculos
7637-0
conduccin y acoplamiento.
ISO7637-1
Vehculos de carretera - Perturbaciones elctricas por
de
carretera
Interferencias
elctricas
por
conduccin y acoplamiento
ISO15031-5
Vehculos
de
carretera
Sistemas
de
diagnstico
Comunicacin entre el vehculo y equipos externos - Parte 5:

Emisin relativa a los servicios de diagnstico.
ISO7498
Sistemas de proceso de informacin - Interconexin de sistemas

abiertos - Modelos de referencia bsicos.
12
13
http://www.iso.org/
http://www.sae.org/
ISO8802-2
Sistemas de proceso de informacin - Redes de Area Local Parte-2 Control de enlaces lgicos.
ISO8802-3
Informacin - Tecnologa - Redes de Area Local - Parte 3:

Acceso mltiple con deteccin de colisin (CSMA/CD)
mtodos de acceso y especificaciones de la capa fsica.
ISO8509
Sistemas de proceso de la informacin - Interconexin de

sistemas abiertos - Convencin de servicios
Se usan bsicamente cinco tipos de comunicacin que pueden ser utilizadas y son
escogidas por los diferentes fabricantes de vehculos:
SAE J 1850 VPW - modulacin por ancho de pulso variable Variable Pulse
Whit.
SAE J 1850 PWM - modulacin por ancho de pulso Pulse With Module.
ISO 9141-2
KWP protocolo de palabra clave Key Word Protocol.
CAN14 Red de control de trabjo Controller Area Network.
Los diversos pines del conector son usados de diferentes formas de acuerdo a las
especificaciones internas de cada fabricante. Hay 5 combinaciones de pines de salida
pinout dentro del padrn, cada uno de los cuales usa un protocolo de
comunicaciones especfico, abajo se da una lista:
Protocolo
Uso de los pines del conector
J1850 VPW
2, 4, 5, y 16, pero no 10
ISO 9141-2
4, 5, 7, 15 (ver Nota) y 16
14
Esteprotocoloestsiendousadoenlosvehculosdeesteaoyposteriores,cuandolaOBD2entro
envigenciaesteannoexista.Paramayorinformacinacercadelmismoremitirsealapginaweb:
http://en.wikipedia.org/wiki/Controller_Area_Network
J1850 PWM
2, 4, 5, 10 y 16
KWP2000 / (ISO 14230)
4, 5, 7, 15 (ver Nota) y 16
CAN (Controller Area Network)
4, 5, 6, 14 y 16
Nota: para las comunicaciones de la ISO / KWP2000, el pin 15 (lnea L) no es

requerido siempre. El pin 15 fue usado a antes en automviles de la ISO / KWP2000
"Despertar" la ECU antes de que la comunicacin pudiera empezar en el pin 7 (lnea
K). Despus los automviles se comunicaban usando solamente el pin 7(lnea K).
Vehculo todo terreno y automviles de MG: hemos notado que muchos modelos
de vehculo todo terreno y MG no tienen el pin 5 (masa de seal). Esto puede
impedir a algunas herramientas diagnosticar al "Inicializar" ya que no usan el pin 5
como tierra para la circuitera.
Los protocolos de comunicacin usados actualmente por los diferentes fabricantes

son:
FABRICANTE
PROTOCOLO DE COMUNICACIN
Ford en USA
SAE J 1850 VPW
GM
SAE J 1850 PWM
Chrysler,
Europa
Ford
y
en ISO 9141-2 KWP
marcas
europeas y asiticas
Como una gua preliminar, los protocolos son encontrados en automviles de los
siguientes fabricantes en general:
PROTOCOL
MANUFACTURERS
J1850 VPW
General Motors, Chrysler
J1850 PWM
Ford models to 2003 with EEC-V engine management system,

this includes:
Ford Cougar (all UK models), Ford Puma (1.6 and 1.7), Ford
Fiesta Zetec models to 2003, Ford Mondeo Zetec models to
2003, Ford Focus to 2003
(and some of the newer Ford-based Jaguars, e.g. S-Type)
ISO / KWP
Most European and Asian manufacturers, e.g.

Alfa Romeo, Audi, BMW, Citroen, Fiat, Honda, Hyundai, Jaguar
(X300, XK series and X-Type), Jeep, Kia, Land Rover, Mazda,
Mercedes, Mitsubishi, Nissan, Peugeot, Renault, Saab, Skoda,
Subaru, Toyota, Vauxhall, Volkswagen (VW), Volvo
CAN
Ford 2004+ Fiesta, Fusion, Mondeo, Focus models

Mazda RX-8
Vauxhall Vectra 2003+ model
Most new models from approx. 2004 -
Algunas de estas marcas han cambiado el uso de los protocolos con el pasar de los
aos15.
15
ParamayorinformacinacercadeestoremitirsealanexoApartadoB.
Documentos de los requerimientos de SAE sobre OBD-II
J1962 - Define el tipo de conector fsico usado para la interfaz de OBD II.
J1850 - Define un protocolo de datos por entregas. Hay 2 variantes de 10.4
kbit / s (cable solo, VPW) y 41.6 kbit / s (2 cables, PWM). Usado por
fabricantes de los EE.UU principalmente., tambin conocido como PCI
(Chrysler, 10.4K), clase 2 (GM, 10.4K), y SCP (Ford, 41.6K).
J1978 - Define los requerimientos operativos mnimos para las herramientas
de escaneo de OBD II
J1979 - Define los requerimientos para los modos de prueba de diagnstico
J2012 - Define los requerimientos de los cdigos de falla.
J2178-1 - Define los requerimientos para los formatos de mensajes en la red
de trabajo y las tareas de los diferentes componentes.
J2178-2 - Da las definiciones de parmetro de datos
J2178-3 - Define los requerimientos para documentos de identidad de marco
de mensaje de la red para los encabezamientos de un solo byte.
J2178-4 - Define los requerimientos para los mensajes de la red con tres
encabezamientos de byte.
J2284-3 - Define los 500K fsico de CAN y la capa de enlace de daatos.
Requerimientos ISO
ISO 9141: Sistemas de diagnsico de vehculos de carretera. International

Organization for Standardization, 1989.
Parte 1: Requerimientos para intercambiar informacin digital
Parte 2: Requisitos de la CARB para cruce de la informacin digital

Parte 3: Verificacin de la comunicacin entre vehculo y escner de
OBD II.
ISO 11898: Controlador de la red de rea para vehculos de carretera (CAN).
International Organization for Standardization, 2003.
Parte 1: Capa de enlace de datos y reconocimiento fsico marcado.
Parte 2: Unidad de acceso mediana de alta velocidad
Parte 3: Interfaz dependiente de baja velocidad y tolerante a fallos y
medio.
Parte 4: Comunicacin provocada por vez
ISO 14230: Diagnsticos de sistemas Keyword Protocol 2000 para vehculos
de carretera. International Organization for Standardization, 1999.
Parte 1: Capa fsica
Parte 2: Capa de enlace de datos
Parte 3: Aplicacin de capas
Parte 4: Requerimientos para sistemas relacionados con la emisin de
gases de escape.
ISO 15765: Diagnsticos sobre la red CAN para vehculos de carretera.
International Organization for Standardization, 2004.
Parte 1: Informacin General
Parte 2: Servicios de la capa de red.
Parte 3: Puesta en prctica de servicios de diagnstico unificados
(UDS on CAN)
Parte 4: Requerimientos para sistemas relacionados con la emisin de gases
de escape.
CAPTULOIV:
EvolucinhaciaOBDIII
1.1.
DefinicindeOBDIII.
1.2. VentajasdeOBDIII.
1.3. TecnologasqueseusarnenOBDIII.
4.1. Definicin de OBDIII
El OBDIII significa On Board Diagnostic Third Generation o en espaol

Diagnsticos de A Bordo Tercera Generacin. Y consiste bsicamente en un
programa para minimizar el borrado de datos entre la deteccin de un mal
funcionamiento en cualquier sistema que tenga que ver con el control del nivel de
emisiones que son requeridos por el sistema OBDII y la reparacin del vehculo.
Actualmente se est desarrollando la planeacin de OBDIII, el cual podr tomar a

OBDII un paso hacia la comunicacin de fallas a distancia va satlite. Utilizando un
pequeo radio comunicador que es usado para herramientas electrnicas, un vehculo
equipado con OBDIII podr ser posible reportar problemas de emisiones
directamente a una agencia reguladora de emisiones (EPA). El radio comunicador
podr comunicar el numero VIN del vehculo y podr diagnosticar cdigos que estn
presentes. El sistema podr reportar automticamente problemas de emisiones va
celular o un vinculo va satlite cuando el foco de mal funcin (MIL) este encendido,
o responda a un requerimiento de un celular, o satlite cuando suceda los anlisis de
emisiones.
Para esto el sistema requiere dos elementos bsicos:

De las lecturas presentes del sistema OBDII de vehculos en uso.
De la tecnologa satelital que le permitir directamente a los dueos de los
vehculos con cdigos de fallas realizar reparaciones inmediatas.
4.2. Ventajas de OBDIII
Algunas ventajas que ofrecer esta nueva generacin de diagnsticos de a bordo

sern:
Ante una falla el conductor podr pedir ayuda por celular va satlite, o
debern decirle la forma de solucionarlo.
El sistema se podr auto diagnosticar desde el arranque hasta el apagado de

motor.
La central de control o PCM pasar a modo seguro o auto calibracin en el
caso de una falla, para minimizar la posibilidad de contaminacin, y guardar
la falla en memoria viva para despus revisarla con el scanner. Se habla de un
scanner tipo bper con una explicacin bsica de la mal funcin y sugerencias
para la reparacin que vendr en las unidades con OBD 3 como un servicio
agregado del fabricante al dueo del vehculo.
Los vehculos con fallas podrn ser localizados en cualquier lugar que estn
gracias a las comunicaciones va satlite
Bsicamente OBD 3 viene a revolucionar el diagnostico del motor, ms
sencillo, con mayor claridad para el diagnostico existiendo mayor cantidad de
cdigos de fallas y el diagnstico ser ms sencillo.
Se reducirn las horas invertidas para bsqueda de fallas.
Se exigir la produccin de escner y lectores de cdigo de bajo precio y
actualizables.
Ahora cualquier tcnico en inyeccin de combustible o mecnico podr
arreglar sin dudar del componente daado de un vehculo con estos sistemas.
Otra ventaja es la reduccin de precios de escanners ya que la EPA ha
exigido un scanner reader es decir un lector de fallas y borrado de un costo
bajo y accesible as como la posibilidad de actualizaciones a bajo precio, tal
es el caso de OTC, sacaron un scanner para OBD 1, en el caso de ACTRON
mediante su divisin SUN-PRO han bajado los costos del scanner solo para
unidades OBD 2 genricas.
NOTA: Lo que se ve como una gran desventaja y problema a la hora de la

implementacin de este sistema es el asunto del respeto a la privacidad de las
personas que estn conduciendo el vehculo.
4.3. Tecnologas que se usarn en OBDIII
Tres caminos para enviar y recibir datos:

Lector de camino (roadside). Tal como se dijo en las ventajas estos debern
ser accesibles a todos los interesados en el arreglo y mantenimiento de
vehculos con sistemas OBDIII y estos debern ser comercializados a bajo
precio. En cuanto a la parte como equipo debern venir con ms cdigos de
fallas o sus interpretaciones y con todos los requerimientos para OBDII.
Red de estacin local (local station network).
Satlite. Con la tecnologa actual se podr hacer uso de muchas de las
aplicaciones satelitales para el diagnstico y monitoreo constante para mayor
seguridad de los ocupantes.
CONCLUSIONES:
El diseo de estos sistemas (OBDII) tom muchos aos, pero finalmente se ha

logrado disminuir y controlar los niveles de contaminacin que eran provocados por
los diferentes sistemas en los vehculos.
Gracias a las exigencias que les ponen (CARB y EPA) a las diferentes casas
constructoras de vehculos se ha logrado un gran avance tecnolgico en los
automviles, siendo esto beneficioso en todo sentido ya que la nueva versin de los
diagnsticos de a bordo, el sistema OBDII, est disponible en su mayora y puede ser
usada por cualquier trabajador de la rama automotriz.
El acceso a la informacin (en un 70%) es una gran ayuda para todas las personas
que no poseen una posicin econmica alta para invertir en equipo y este de una sola
marca, con lo que, realizar diagnsticos en automviles equipados bajo los
requerimientos de este sistema era un verdadero caos y exista un monopolio
absoluto por parte de los centros de revisin vehicular propiedad de los
concesionarios automotrices, el mismo que actualmente ya no existe y se logro abrir
el mercado para nuevos centros de revisin vehicular particulares.
Todos los monitoreos que se tienen que realizar por la parte electrnica (ECU) de un
vehculo a travs de los distintos sensores ubicados estratgicamente en este, han
logrado que se pueda tener un elevado control en el funcionamiento y rendimiento de
la gran mayora de los elementos que intervienen en la puesta en marcha del
automvil y posterior conduccin del mismo.
La tecnologa que se vendr a poner en marcha con la nueva versin de los

diagnsticos de a borda, los sistemas OBD3, es tecnologa de punta y estar a
disposicin de todos los compradores de vehculos en el mundo entero, siendo el
objetivo principal de estos sistemas la seguridad y comodidad de los pasajeros,

aunque se corre con el riesgo de invadir el derecho de privacidad del cual deben
gozar todas las personas por el uso de satlites para monitorear en todo momento a
los sistemas que intervienen en el control de la emisin de gases combustionados, y
los que estn a cargo de la seguridad de estos.
RECOMENDACIONES:
Muchos procedimientos de prueba requieren que las precauciones tomadas eviten los
accidentes que puedan desembocar en lesiones personales y/o daos para el vehculo
o equipo de prueba16.
Observar siempre las precauciones generales de seguridad:
Para prevenir los serios problemas que producen tanto el monxido de

carbono como los otros compuestos qumicos resultantes de la combustin de
gases realizar las operaciones requeridas en ambientes ventilados.
Para proteger tus ojos de objetos propulsados como lquidos tanto calientes o
corrosivos, usar siempre protectores de ojos aprobados para el trabajo
industrial.
Para evitar lesiones serias por elementos en movimiento, revisar estos

elementos siempre y guarda una distancia segura de estas partes con otros
objetos potencialmente en movimiento tambin.
16
Leersiempreelmanualdelserviciodelvehculoyseguirlasprecaucionesdeseguridadindicadas
antesydurantecualquierpruebaoprocedimientodelservicio
Para prevenir las quemaduras graves, evita el contacto con partes calientes
del motor.
Antes de empezar a realizar pruebas o resolver problemas en un motor,

asegrate de que el freno de estacionamiento est accionado. Pon la
transmisin en la marcha de estacionamiento o parking (para transmisin
automtica) o la posicin neutra (para la transmisin manual)..
No conectar o desconectar el equipo de prueba cuando el encendido est en

ON porque puede daar los componentes electrnicos de equipo de prueba y
del vehculo. Pon el encendido en OFF antes de conectar o desconectar el
escner o lector de claves del conector de enlace de datos (DLC) del
vehculo.
Para prevenir el dao para la computadora interna cuando se tomen las

mediciones elctricas del vehculo, siempre usar un multimetro digital con al
menos 10 mega ohmios de impedancia interna.
Para evitar explosiones por los elementos flamables en el vehculo tener

precaucin de chispas por conexiones elctricas mal instaladas o por cerillos,
cigarrillos, etc, y sobre todo no fumar cerca del vehculo mientras se estn
realizando pruebas.
No llevar puesto ropa holgada o joyas cuando se vaya a realizar cualquier tipo
de trabajos en un vehculo. Ya que la ropa holgada puede agarrarse en el
ventilador, las poleas, etctera. En cuanto a las joyas son muy buenas
conductoras y pueden causar una quemadura grave si hace contacto entre
alguna alimentacin de voltaje del vehculo y tierra.
Despus de tomar todas estas precauciones generales estamos listos para empezar a
realizar los procedimientos de diagnstico y reparacin en un vehculo.
Pero antes de empezar a revisar los problemas elctricos o electrnicos que se

puedan dar en el automvil revisar los problemas mecnicos como el nivel de aceite
bajo, las mangueras, el cableado o los conectores elctricos daados pueden causar
un mal rendimiento del motor y esto podra causar que se genere un cdigo de falla.
Arreglar cualquier problema mecnico conocido antes de llevar a cabo alguna
prueba.
Verifica los siguientes prrafos antes de empezar cualquier prueba elctrica o

electrnica:
Examinar el aceite del motor, de la servodireccin, de la transmisin (si fuera

el caso), el refrigerante del motor y otros fluidos en busca de niveles
correctos.
Asegurarse de que el filtro de aire est limpio y en buenas condiciones.
Asegurarse de que todos los conductos del filtro de aire estn apropiadamente
conectados.
Examinar los conductos de filtro de aire en busca de agujeros, rasgaduras o
rajaduras.
Asegurarse de que todas las poleas del motor estn en buenas condiciones.
Asegurar los enlaces mecnicos de los sensores del motor (obturador de la
gasolina, del puesto de la palanca de cambios, la transmisin, etc.) y que
estn apropiadamente conectados. Ver el manual del servicio del vehculo
para las ubicaciones de los mismos.
Examinar todas las mangueras de goma (radiador) y mangueras de acero (de
vaco / combustible) en busca de fugas, rajaduras, obstruccin u otro dao.
Asegurarse de que todas las mangueras esten dirigidas y conectadas
apropiadamente.
Asegurarse de que todas las bujas de encendido estn limpias y en buenas
condiciones. Buscar cables de buja de encendido daados y holgados e
inconexos o faltantes.
Asegurarse de que las terminales de la batera estn limpias y ajustadas.

Buscar conexiones descompuestas o corrodas. Asegurarse de que la carga de
la batera sea la correcta.
Examinar todo el cableado elctrico y arneses en busca de la conexin
correcta. Estar seguro de que la proteccin de los cables estn en buena
condicin, y que no existan cables sin proteccin.
Asegurarse de que el vehculo est mecnicamente bien. Si es necesario,
efectuar el chequeo de compresin del motor.
BIBLIOGRAFA:
Soporte Magntico / Compilador Ing. Vicente Celani

Soporte Magntico / Compilador Ing. Guillermo Campos
Soporte Magntico / Compilador Empresa CISE Electronics
Microsoft Encarta 2006.
REFERENCIAS EN INTERNET:
http://autorepair.about.com
http://en.wikipedia.org/wiki/On_Board_Diagnostics17
http://tuselectronicos.com
http://www.autoinc.org
http://www.aa1car.com
www.babcox.com
http://www.canobd2.com
http://www.etools.org
www.fordscorpio.co.uk
http://www.mediakit2010.com
http://www.obd2.cl/universal.htm
http://www.redtecnicaautomotriz.com
http://www.rolcar.com.mx
http://www.wrenchead.ca
17
Enestapginaseencuentranloslinksqueseusanenestetrabajoconrelacinawikipedia.
IngenieraMecnicaAutomotrizUPS:CAPITULOII:DescripcindelSistema
2007
ANEXOS
ApartadoA
1
2007
CTOX
Continuous
Trap
Oxidizer
Los siguientes acrnimos o trminos

CTP
son usados por SAE:
Closed
Throttle
Position
ABS
Antilock
Brake
DEPS
System
Engine
Position Sensor
A/C
Air Conditioning
AC
Air Cleaner
AIR
Secondary
A/T
Digital
DFCO
Decel Fuel Cut-off

Mode
Air
DFI
Direct Fuel Injection
Injection
DLC
Data Link Connector
Automatic
DTC
Diagnostic Trouble
Transmission
or
Code
Transaxle
DTM
SAP
Accelerator Pedal
B+
Battery
Diagnostic
Test
Mode
Positive
EBCM
Voltage
Electronic
Brake
Control Module
BARO
Barometric Pressure
CAC
Charge Air Cooler
Traction
CFI
Continuous
Module
EBTCM
Fuel
Electronic
Brake
Control
Injection
EC
Engine Control
CL
Closed Loop
ECM
Engine
CKP
Crankshaft Position
Module
Sensor
CKP REF
ECL
Crankshaft
Camshaft
Engine
Coolant
Level
Reference
CMP
Control
ECT
Position
EEPROM
Camshaft Reference
CO
Carbon Monoxide
CO2
Carbon Dioxide
CPP
Clutch
Coolant
Temperature
Sensor
CMP REF
Engine
Electrically Erasable
PROM
EFE
Early
Fuel
Evaporation
EGR
Pedal
Exhaust
Gas
Recirculation
Position
2007
EGRT
EGR Temperature
HC
Hydrocarbon
EI
Electronic Ignition
HVS
High Voltage Switch
EM
Engine Modification
HVAC
Heating Ventilation
EPROM
Erasable PROM
EVAP
Evaporative
IA
Intake Air
Emission System
IAC
Idle Air Control
FC
Fan Control
IAT
Intake
FEEPRO
Flash
Erasable PROM
FF
Flexible Fuel
FP
Fuel Pump
FPROM
Flash
and A/C System
Temperature
Electrically
IC
Fuel Trim
FTP
Federal
ICM
Governor
IFI
Generator
GND
Ground
H20
Water
HO2S
Heated
Test
Upstream
Control
Indirect
Fuel
IFS
Inertia Fuel Shutoff
I/M
Inspection/Maintena
nce
Control
IPC
Instrument
Panel
Cluster
ISC
Idle Speed Control
Fuente:
http://autorepair.about.com/library/glo
Oxygen
ssary/blterms-003.htm
Sensor
HO2S1
Ignition
Injection
Module
GEN
Control
Module
Erasable
Procedure
GCM
Ignition
Circuit
PROM
FT
Air
Heated
Oxygen Sensor
HO2S2
Up or Downstream
Heated
Oxygen
Sensor
HO2S3
Downstream Heated
Oxygen Sensor
ApartadoB
3
2007
OBDII Generic Communication Protocols by Manufacturer [Revised Feb. 17, 2003]

Protocolos Genricos de Comunicacin por Fabricante hasta el ao 2000:
2007
Fuente: http://www.etools.org/files/public/generic-protocols-02-17-03.htm (1/3)
2007
Protocolos Genricos de Comunicacin por Fabricante desde el ao 2001 hasta el

ao 2004:
2007
2007
Protocolos Genricos de Comunicacin por Fabricante desde el ao 2005 hasta el

ao 2008:
2007

Nota 3: *Para 2002 MY y en adelante, los vehculos FORD no-CAN sern SCP
(J1850-41.6) a menos que abajo se haga notar otro diferente.
1996- 1.8L Escort Protocol ISO-9141 (motor Mazda)
1996&1997- 2.5L Probe Protocol ISO-9141 (motor Mazda)
1996&1997- All Aspire Protocol ISO-9141 (motor Mazda)
Los modelos de todos los aos- Mercury Villagers Protocol ISO-9141 (motor
Nissan)
Nota 4: VW ha respondido para los modelos del ao 2002. Los modelos de aos
siguientes estn en blanco y deben ser llenados por BMW.
Nota General: Esta nota indica la no respuesta de esta compaa.
9
2007
10
$SSHQGL[&
'7&V(QJOLVK
This section contains the J2012 Recommended Powertrain Diagnostic Trouble
Codes. These codes are recommendations not a requirement. Manufacturers
may not follow these, but most do. Check your vehicles service manual for DTC
meaning if you think the codes you are getting do not make sense.
Remember:
1) Visual inspections are important!
2) Problems with wiring and connectors are common, especially for intermittent faults.
3) Mechanical problems (vacuum leaks, binding or sticking linkages, etc.) can
make a good sensor look bad to the computer.
4) Incorrect information from a sensor may cause the computer to control the
engine in the wrong way. Faulty engine operation might even make the
computer show a known good sensor as being bad!
P0001
Fuel Volum e R egulator C ontrol C ircuit/O pen
P0002
Fuel Volum e R egulator C ontrol C ircuit
R ange/P erform ance
P0003
Fuel Volum e R egulator C ontrol C ircuit Low
P0004
Fuel Volum e R egulator C ontrol C ircuit H igh
P0005
Fuel S hutoff Valve C ontrol C ircuit/O pen
P0006
Fuel S hutoff Valve C ontrol C ircuit Low
P0012
A C am shaft Position - Tim ing O ver-R etarded
(B ank 1)
P0013
B C am shaft P osition - A ctuator C ircuit (B ank
1)
P0014
B C am shaft P osition - Tim ing
O ver-Advanced or S ystem P erform ance
(B ank 1)
P0015
B C am shaft Position - Tim ing O ver-R etarded
(B ank 1)
P0007
Fuel S hutoff Valve C ontrol C ircuit H igh
P0016
C rankshaft P osition C am shaft P osition
C orrelation (B ank 1 S ensor A )
P0008
E ngine P osition System P erform ance (B ank
1)
P0017
C orrelation (B ank 1 S ensor B )
P0009
E ngine P osition System P erform ance (B ank
2)
P0018
C orrelation (B ank 2 S ensor A )
P0010
A C am shaft P osition A ctuator C ircuit (B ank
1)
P0019
C orrelation (B ank 2 S ensor B )
P0011
A C am shaft P osition - Tim ing
O ver-A dvanced or S ystem P erform ance
(B ank 1)
P0020
A C am shaft P osition A ctuator C ircuit (B ank
2)
DTCs, English
&
P0021
A C am shaft P osition - Tim ing
(B ank 2)
P0022
A C am shaft Position - Tim ing O ver-R etarded
(B ank 2)
P0023
B C am shaft P osition - A ctuator C ircuit (B ank
2)
P0024
B C am shaft P osition - Tim ing
(B ank 2)
P0025
B C am shaft Position - Tim ing O ver-R etarded
(B ank 2)
P0026
Intake Valve C ontrol S olenoid C ircuit
R ange/P erform ance (B ank 1)
P0027
E xhaust Valve C ontrol S olenoid C ircuit
P0028
Intake Valve C ontrol S olenoid C ircuit
P0029
E xhaust Valve C ontrol S olenoid C ircuit
P0030
H O 2S H eater C ontrol C ircuit (B ank 1
S ensor 1)
P0031
H O 2S H eater C ontrol C ircuit Low (B ank 1
S ensor 1)
P0032
H O 2S H eater C ontrol C ircuit H igh (B ank 1
S ensor 1)
P0033
Turbo C harger B ypass Valve C ontrol C ircuit
P0034
Low
P0035
H igh
P0036
H O 2S H eater C ontrol C ircuit (B ank 1 S ensor
2)
P0037
S ensor 2)
&
&

P0038
S ensor 2)
P0039
Turbo/S uper C harger B ypass Valve C ontrol
C ircuit R ange/P erform ance
P0040
O 2 S ensor S ignals S w apped B ank 1 S ensor
1/ B ank 2 Sensor 1
P0041
2/ B ank 2 Sensor 2
P0042
3)
P0043
S ensor 3)
P0044
S ensor 3)
P0045
Turbo/S uper C harger B oost C ontrol
S olenoid C ircuit/O pen
P0046
S olenoid C ircuit R ange/P erform ance
P0047
S olenoid C ircuit Low
P0048
S olenoid C ircuit H igh
P0049
Turbo/S uper C harger Turbine O verspeed
P0050
1)
P0051
S ensor 1)
P0052
S ensor 1)
P0053
H O 2S H eater R esistance (B ank 1 S ensor 1)
P0054
P0055
P0056
2)
DTCs, English
P0057
S ensor 2)
P0077
Intake Valve C ontrol S olenoid C ircuit H igh
(B ank 1)
P0058
S ensor 2)
P0078
E xhaust Valve C ontrol Solenoid C ircuit
(B ank 1)
P0059
P0079
E xhaust Valve C ontrol Solenoid C ircuit Low
(B ank 1)
P0060
P0061
P0080
E xhaust Valve C ontrol S olenoid C ircuit H igh
(B ank 1)
P0062
3)
P0081
Intake Valve C ontrol S olenoid C ircuit (B ank
2)
P0063
S ensor 3)
P0064
S ensor 3)
P0065
A ir A ssisted Injector C ontrol
P0066
A ir A ssisted Injector C ontrol C ircuit or C ircuit
Low
P0067
A ir A ssisted Injector C ontrol C ircuit H igh
P0068
M AP/M A F Throttle P osition C orrelation
P0082
Intake Valve C ontrol S olenoid C ircuit Low
(B ank 2)
P0083
Intake Valve C ontrol S olenoid C ircuit H igh
(B ank 2)
P0084
E xhaust Valve C ontrol Solenoid C ircuit
(B ank 2)
P0085
E xhaust Valve C ontrol Solenoid C ircuit Low
(B ank 2)
P0086
E xhaust Valve C ontrol S olenoid C ircuit H igh
(B ank 2)
P0087
Fuel R ail/S ystem P ressure - Too Low
P0069
M anifold A bsolute P ressure B arom etric
P ressure C orrelation
P0088
Fuel R ail/S ystem P ressure - Too H igh
P0070
A m bient A ir Tem perature S ensor C ircuit
P0089
Fuel P ressure R egulator 1 P erform ance
P0071
A m bient A ir Tem perature S ensor
P0090
Fuel P ressure R egulator 1 C ontrol C ircuit
P0072
A m bient A ir Tem perature S ensor C ircuit Low
P0091
Low
P0073
H igh
P0092
H igh
P0074
Interm ittent
P0075
Intake Valve C ontrol S olenoid C ircuit (B ank
1)
P0076
Intake Valve C ontrol S olenoid C ircuit Low
(B ank 1)
DTCs, English
P0093
Fuel S ystem Leak D etected Large Leak
P0094
Fuel S ystem Leak D etected S m all Leak
P0095
Intake A ir Tem perature S ensor 2 C ircuit
P0096
&
P0097
Intake A ir Tem perature S ensor 2 C ircuit Low
P0118
E ngine C oolant Tem perature C ircuit H igh
P0098
Intake A ir Tem perature S ensor 2 C ircuit H igh
P0119
E ngine C oolant Tem perature C ircuit
Interm ittent
P0099
Interm ittent/E rratic
P0100
M ass or Volum e A ir Flow C ircuit
P0101
M ass or Volum e A ir Flow C ircuit
P0102
M ass or Volum e A ir Flow C ircuit Low Input
P0103
M ass or Volum e A ir Flow C ircuit H igh Input
P0104
M ass or Volum e A ir Flow C ircuit Interm ittent
P0105
M anifold A bsolute P ressure/B arom etric
P ressure C ircuit
P0106
P ressure C ircuit R ange/P erform ance
P0107
P ressure C ircuit Low Input
P0108
P ressure C ircuit H igh Input
P0109
P ressure C ircuit Interm ittent
P0110
P0111
P0112
Intake A ir Tem perature Sensor 1 C ircuit Low
P0113
Intake A ir Tem perature Sensor 1 C ircuit H igh
P0114
Interm ittent
P0115
P0116
P0120
Throttle/P edal P osition S ensor/S w itch "A "
C ircuit
P0121
P0122
C ircuit Low
P0123
C ircuit H igh
P0124
C ircuit Interm ittent
P0125
Insufficient C oolant Tem perature for C losed
Loop Fuel C ontrol
P0126
Insufficient C oolant Tem perature for S table
O peration
P0127
Intake A ir Tem perature Too H igh
P0128
C oolant Therm ostat (C oolant Tem perature
B elow Therm ostat R egulating Tem perature)
P0129
B arom etric P ressure Too Low
P0130
O 2 S ensor C ircuit (B ank 1 S ensor 1)
P0131
O 2 S ensor C ircuit Low Voltage (B ank 1
S ensor 1)
P0132
O 2 S ensor C ircuit H igh Voltage (B ank 1
S ensor 1)
P0133
O 2 S ensor C ircuit S low R esponse (B ank 1
S ensor 1)
P0134
O 2 S ensor C ircuit N o A ctivity D etected
(B ank 1 S ensor 1)
P0135
O 2 S ensor H eater C ircuit (B ank 1 Sensor 1)
P0136
P0117
E ngine C oolant Tem perature C ircuit Low
&
&

DTCs, English
P0137
S ensor 2)
P0157
S ensor 2)
P0138
S ensor 2)
P0158
S ensor 2)
P0139
S ensor 2)
P0159
S ensor 2)
P0140
(B ank 1 S ensor 2)
P0160
(B ank 2 S ensor 2)
P0141
O 2 S ensor H eater C ircuit (B ank 1 S ensor 2)
P0161
P0142
P0162
P0143
S ensor 3)
P0163
S ensor 3)
P0144
S ensor 3)
P0164
S ensor 3)
P0145
S ensor 3)
P0165
S ensor 3)
P0146
(B ank 1 S ensor 3)
P0166
(B ank 2 S ensor 3)
P0147
P0167
P0148
Fuel D elivery E rror
P0168
Fuel Tem perature Too H igh
P0149
Fuel Tim ing E rror
P0169
Incorrect Fuel C om position
P0150
P0170
Fuel Trim (B ank 1)
P0151
S ensor 1)
P0171
S ystem Too Lean (B ank 1)
P0152
S ensor 1)
P0172
S ystem Too R ich (B ank 1)
P0173
Fuel Trim (B ank 2)
P0153
S ensor 1)
P0174
S ystem Too Lean (B ank 2)
P0154
(B ank 2 S ensor 1)
P0175
S ystem Too R ich (B ank 2)
P0155
P0156
DTCs, English
P0176
Fuel C om position S ensor C ircuit
P0177
Fuel C om position S ensor C ircuit
&
P0178
Fuel C om position S ensor C ircuit Low
P0200
Injector C ircuit/O pen
P0179
Fuel C om position S ensor C ircuit H igh
P0201
Injector C ircuit/O pen C ylinder 1
P0180
Fuel Tem perature S ensor A C ircuit
P0202
P0181
P0203
P0182
Fuel Tem perature S ensor A C ircuit Low
P0183
Fuel Tem perature S ensor A C ircuit H igh
P0184
Interm ittent
P0185
Fuel Tem perature S ensor B C ircuit
P0204
P0205
P0206
P0207
P0208
P0186
P0209
P0187
Fuel Tem perature S ensor B C ircuit Low
P0210
P0188
Fuel Tem perature S ensor B C ircuit H igh
P0189
Interm ittent
P0190
Fuel R ail P ressure S ensor C ircuit
P0191
P0211
P0212
P0213
C old S tart Injector 1
P0214
C old S tart Injector 2
P0215
E ngine S hutoff S olenoid
P0192
Fuel R ail P ressure S ensor C ircuit Low
P0216
Injector/Injection Tim ing C ontrol C ircuit
P0193
Fuel R ail P ressure S ensor C ircuit H igh
P0217
E ngine C oolant O ver Tem perature C ondition
P0194
Interm ittent
P0218
Transm ission Fluid O ver Tem perature
C ondition
P0195
E ngine O il Tem perature Sensor
P0219
E ngine O verspeed C ondition
P0196
E ngine O il Tem perature Sensor
P0220
Throttle/P edal P osition S ensor/S w itch "B "
C ircuit
P0197
E ngine O il Tem perature Sensor Low
P0221
P0198
E ngine O il Tem perature Sensor H igh
P0199
E ngine O il Tem perature Sensor Interm ittent
&
&

P0222
C ircuit Low
DTCs, English
P0223
C ircuit H igh
P0242
Turbo/S uper C harger B oost S ensor "B "
C ircuit H igh
P0224
P0243
Turbo/S uper C harger W astegate S olenoid
"A "
P0225
Throttle/P edal P osition S ensor/S w itch "C "
C ircuit
P0244
"A " R ange/P erform ance
P0226
P0245
"A " Low
P0227
C ircuit Low
P0246
"A " H igh
P0228
C ircuit H igh
P0247
"B "
P0229
P0248
"B " R ange/P erform ance
P0230
Fuel P um p P rim ary C ircuit
P0249
"B " Low
P0231
Fuel P um p S econdary C ircuit Low
P0232
Fuel P um p S econdary C ircuit H igh
P0233
Fuel P um p S econdary C ircuit Interm ittent
P0234
Turbo/S uper C harger O verboost C ondition
P0235
Turbo/S uper C harger B oost S ensor "A"
C ircuit
P0236
P0237
C ircuit Low
P0238
C ircuit H igh
P0239
Turbo/S uper C harger B oost S ensor "B"
C ircuit
P0240
P0241
C ircuit Low
DTCs, English
P0250
"B " H igh
P0251
Injection P um p Fuel M etering C ontrol "A "
(C am /R otor/Injector)
P0252
R ange/P erform ance (C am /R otor/Injector)
P0253
Low (C am /R otor/Injector)
P0254
H igh (C am /R otor/Injector)
P0255
Interm ittent (C am /R otor/Injector)
P0256
Injection P um p Fuel M etering C ontrol "B "
(C am /R otor/Injector)
P0257
R ange/P erform ance (C am /R otor/Injector)
P0258
Low (C am /R otor/Injector)
P0259
H igh (C am /R otor/Injector)
&
P0260
Interm ittent (C am /R otor/Injector)
P0261
C ylinder 1 Injector C ircuit Low
P0262
C ylinder 1 Injector C ircuit H igh
P0263
C ylinder 1 C ontribution/Balance
P0264
P0265
P0266
P0267
P0268
P0269
P0270
P0271
P0272
P0273
P0274
P0275
P0276
P0277
P0278
P0279
P0280
P0281
P0282
P0283
P0284
&
&

P0285
P0286
P0287
C ylinder 9 C ontribution/B alance
P0288
P0289
P0290
P0291
P0292
P0293
P0294
P0295
P0296
P0297
Vehicle O verspeed C ondition
P0298
E ngine O il O ver Tem perature
P0299
Turbo/S uper C harger U nderboost
P0300
R andom /M ultiple C ylinder M isfire D etected
P0301
C ylinder 1 M isfire D etected
P0302
P0303
P0304
P0305
P0306
P0307
P0308
P0309
DTCs, English
P0310
P0330
K nock S ensor 2 C ircuit (Bank 2)
P0311
P0331
K nock S ensor 2 C ircuit R ange/P erform ance
(B ank 2)
P0312
P0313
M isfire D etected w ith Low Fuel
P0314
S ingle C ylinder M isfire (C ylinder not
S pecified)
P0315
C rankshaft P osition S ystem Variation N ot
Learned
P0332
K nock S ensor 2 C ircuit Low (B ank 2)
P0333
K nock S ensor 2 C ircuit H igh (B ank 2)
P0334
K nock S ensor 2 C ircuit Input Interm ittent
(B ank 2)
P0335
C rankshaft P osition S ensor "A " C ircuit
P0316
E ngine M isfire D etected on S tartup (First
1000 R evolutions)
P0336
P0317
R ough R oad H ardw are N ot P resent
P0337
C rankshaft P osition S ensor "A " C ircuit Low
P0318
R ough R oad S ensor A Signal C ircuit
P0338
C rankshaft P osition S ensor "A " C ircuit H igh
P0319
R ough R oad S ensor B
P0339
Interm ittent
P0320
Ignition/D istributor E ngine S peed Input
C ircuit
P0321
P0322
C ircuit N o S ignal
P0323
P0340
C am shaft P osition S ensor "A " C ircuit (B ank
1 or S ingle S ensor)
P0341
C am shaft P osition S ensor "A " C ircuit
R ange/P erform ance (B ank 1 or S ingle
S ensor)
P0342
C am shaft P osition S ensor "A " C ircuit Low
(B ank 1 or S ingle S ensor)
P0324
K nock C ontrol System E rror
P0343
C am shaft P osition S ensor "A " C ircuit H igh
P0325
K nock S ensor 1 C ircuit (B ank 1 or S ingle
S ensor)
P0344
Interm ittent (B ank 1 or S ingle S ensor)
P0326
K nock S ensor 1 C ircuit R ange/P erform ance
P0327
K nock S ensor 1 C ircuit Low (B ank 1 or
S ingle S ensor )
P0345
C am shaft P osition S ensor "A " C ircuit (B ank
2)
P0346
R ange/P erform ance (B ank 2 )
P0328
K nock S ensor 1 C ircuit H igh (B ank 1 or
S ingle S ensor)
P0347
C am shaft P osition S ensor "A " C ircuit Low
(B ank 2 )
P0329
K nock S ensor 1 C ircuit Input Interm ittent
P0348
C am shaft P osition S ensor "A " C ircuit H igh
(B ank 2 )
DTCs, English
&
P0349
Interm ittent (B ank 2 )
P0371
Tim ing R eference H igh R esolution Signal "A "
Too M any P ulses
P0350
Ignition C oil P rim ary/S econdary C ircuit
P0372
Too Few P ulses
P0351
Ignition C oil "A " P rim ary/S econdary C ircuit
P0352
Ignition C oil "B " P rim ary/S econdary C ircuit
P0353
Ignition C oil "C " P rim ary/S econdary C ircuit
P0354
Ignition C oil "D " P rim ary/S econdary C ircuit
P0355
Ignition C oil "E " P rim ary/S econdary C ircuit
P0356
Ignition C oil "F" P rim ary/S econdary C ircuit
P0373
Interm ittent/E rratic P ulses
P0374
N o P ulse
P0375
Tim ing R eference H igh R esolution Signal "B "
P0376
Too M any P ulses
P0357
Ignition C oil "G " P rim ary/S econdary C ircuit
P0377
Too Few P ulses
P0358
Ignition C oil "H " P rim ary/S econdary C ircuit
P0378
Interm ittent/E rratic P ulses
P0359
Ignition C oil "I" P rim ary/S econdary C ircuit
P0360
Ignition C oil "J" P rim ary/S econdary C ircuit
P0361
Ignition C oil "K " P rim ary/S econdary C ircuit
P0362
Ignition C oil "L" P rim ary/S econdary C ircuit
P0363
M isfire D etected Fueling D isabled
P0364
R eserved
P0365
C am shaft P osition S ensor "B " C ircuit (B ank
1)
P0366
C am shaft P osition S ensor "B " C ircuit
R ange/P erform ance (B ank 1 )
P0367
C am shaft P osition S ensor "B " C ircuit Low
(B ank 1 )
P0368
C am shaft P osition S ensor "B " C ircuit H igh
(B ank 1 )
P0369
Interm ittent (B ank 1 )
P0370
Tim ing R eference H igh R esolution S ignal "A "
&
&

P0379
N o P ulses
P0380
G low P lug/H eater C ircuit "A "
P0381
G low P lug/H eater Indicator C ircuit
P0382
G low P lug/H eater C ircuit "B "
P0385
C rankshaft P osition S ensor "B " C ircuit
P0386
P0387
C rankshaft P osition S ensor "B " C ircuit Low
P0388
C rankshaft P osition S ensor "B " C ircuit H igh
P0389
Interm ittent
P0390
C am shaft P osition S ensor "B " C ircuit (B ank
2)
P0391
P0392
C am shaft P osition S ensor "B " C ircuit Low
(B ank 2)
DTCs, English
P0393
C am shaft P osition S ensor "B " C ircuit H igh
(B ank 2)
P0417
S econdary A ir Injection S ystem S w itching
Valve "B " C ircuit S horted
P0394
Interm ittent (B ank 2)
P0418
S econdary A ir Injection S ystem C ontrol "A "
C ircuit
P0400
E xhaust G as R ecirculation Flow
P0419
S econdary A ir Injection S ystem C ontrol "B "
C ircuit
P0401
E xhaust G as R ecirculation Flow Insufficient
D etected
P0402
E xhaust G as R ecirculation Flow E xcessive
D etected
P0403
E xhaust G as R ecirculation C ontrol C ircuit
P0404
P0405
E xhaust G as R ecirculation S ensor "A "
C ircuit Low
P0406
C ircuit H igh
P0407
E xhaust G as R ecirculation S ensor "B "
C ircuit Low
P0408
C ircuit H igh
P0409
C ircuit
P0410
S econdary A ir Injection S ystem
P0411
S econdary A ir Injection S ystem Incorrect
Flow D etected
P0412
Valve "A " C ircuit
P0413
Valve "A " C ircuit O pen
P0414
Valve "A " C ircuit S horted
P0415
Valve "B " C ircuit
P0416
Valve "B " C ircuit O pen
DTCs, English
P0420
C atalyst S ystem E fficiency B elow Threshold
(B ank 1)
P0421
W arm U p C atalyst E fficiency B elow
Threshold (B ank 1)
P0422
M ain C atalyst E fficiency B elow Threshold
(B ank 1)
P0423
H eated C atalyst Efficiency B elow Threshold
(B ank 1)
P0424
H eated C atalyst Tem perature B elow
Threshold (B ank 1)
P0425
C atalyst Tem perature S ensor (B ank 1)
P0426
C atalyst Tem perature S ensor
P0427
C atalyst Tem perature S ensor Low (B ank 1)
P0428
C atalyst Tem perature S ensor H igh (B ank 1)
P0429
C atalyst H eater C ontrol C ircuit (B ank 1)
P0430
C atalyst S ystem E fficiency B elow Threshold
(B ank 2)
P0431
W arm U p C atalyst E fficiency B elow
Threshold (B ank 2)
P0432
M ain C atalyst E fficiency B elow Threshold
(B ank 2)
P0433
H eated C atalyst Efficiency B elow Threshold
(B ank 2)
P0434
H eated C atalyst Tem perature B elow
Threshold (B ank 2)
P0435
C atalyst Tem perature S ensor (B ank 2)
&
P0436
C atalyst Tem perature S ensor
P0455
E vaporative E m ission S ystem Leak
D etected (large leak)
P0437
C atalyst Tem perature S ensor Low (B ank 2)
P0456
D etected (very sm all leak)
P0438
C atalyst Tem perature S ensor H igh (B ank 2)
P0439
C atalyst H eater C ontrol C ircuit (B ank 2)
P0440
E vaporative E m ission S ystem
P0441
E vaporative E m ission S ystem Incorrect
Purge Flow
P0457
D etected (fuel cap loose/off)
P0458
E vaporative E m ission S ystem P urge C ontrol
Valve C ircuit Low
P0459
Valve C ircuit H igh
P0442
D etected (sm all leak)
P0460
Fuel Level S ensor "A " C ircuit
P0443
Valve C ircuit
P0461
Fuel Level S ensor "A " C ircuit
P0444
Valve C ircuit O pen
P0445
Valve C ircuit S horted
P0446
E vaporative E m ission S ystem Vent C ontrol
C ircuit
P0447
C ircuit O pen
P0448
C ircuit S horted
P0449
E vaporative E m ission S ystem Vent
Valve/S olenoid C ircuit
P0450
E vaporative E m ission S ystem P ressure
S ensor/S w itch
P0451
S ensor/S w itch R ange/P erform ance
P0452
S ensor/S w itch Low
P0453
S ensor/S w itch H igh
P0454
S ensor/S w itch Interm ittent
&
&

P0462
Fuel Level S ensor "A " C ircuit Low
P0463
Fuel Level S ensor "A " C ircuit H igh
P0464
Fuel Level S ensor "A " C ircuit Interm ittent
P0465
E VA P P urge F low S ensor C ircuit
P0466
E VA P P urge F low S ensor C ircuit
P0467
E VA P P urge Flow S ensor C ircuit Low
P0468
E VA P P urge Flow S ensor C ircuit H igh
P0469
E VA P P urge Flow S ensor C ircuit Interm ittent
P0470
E xhaust P ressure S ensor
P0471
E xhaust P ressure S ensor
P0472
E xhaust P ressure S ensor Low
P0473
E xhaust P ressure S ensor H igh
P0474
E xhaust P ressure S ensor Interm ittent
P0475
E xhaust P ressure C ontrol Valve
DTCs, English
P0476
E xhaust P ressure C ontrol Valve
P0498
E vaporative E m ission S ystem Vent Valve
C ontrol C ircuit Low
P0477
E xhaust P ressure C ontrol Valve Low
P0499
C ontrol C ircuit H igh
P0478
E xhaust P ressure C ontrol Valve H igh
P0479
E xhaust P ressure C ontrol Valve Interm ittent
P0500
Vehicle Speed S ensor "A "
P0480
Fan 1 C ontrol C ircuit
P0501
P0481
P0502
Vehicle Speed S ensor "A " C ircuit Low Input
P0482
P0503
Interm ittent/E rratic/H igh
P0483
Fan R ationality C heck
P0504
B rake S w itch A /B C orrelation
P0484
Fan C ircuit O ver C urrent
P0485
Fan P ow er/G round C ircuit
P0486
C ircuit
P0487
E xhaust G as R ecirculation Throttle P osition
C ontrol C ircuit
P0488
E xhaust G as R ecirculation Throttle P osition
C ontrol R ange/Perform ance
P0489
Low
P0490
H igh
P0505
Idle A ir C ontrol System
P0506
Idle A ir C ontrol System R P M Low er Than
E xpected
P0507
Idle A ir C ontrol System R P M H igher Than
E xpected
P0508
Idle A ir C ontrol System C ircuit Low
P0509
Idle A ir C ontrol System C ircuit H igh
P0510
C losed Throttle Position S w itch
P0511
Idle A ir C ontrol C ircuit
P0512
S tarter R equest C ircuit
P0491
S econdary A ir Injection S ystem (Bank 1)
P0513
Incorrect Im m obilizer K ey
P0492
S econdary A ir Injection S ystem (Bank 2)
P0514
B attery Tem perature S ensor C ircuit
P0493
Fan O verspeed
P0494
Fan S peed Low
P0495
Fan S peed H igh
P0496
E vaporative E m ission S ystem H igh P urge
Flow
P0497
E vaporative E m ission S ystem Low P urge
Flow
DTCs, English
P0515
B attery Tem perature S ensor C ircuit
P0516
B attery Tem perature S ensor C ircuit Low
P0517
B attery Tem perature S ensor C ircuit H igh
P0518
Idle A ir C ontrol C ircuit Interm ittent
P0519
Idle A ir C ontrol System P erform ance
&
P0520
E ngine O il P ressure S ensor/S w itch C ircuit
P0540
Intake A ir H eater A C ircuit
P0521
E ngine O il P ressure S ensor/S w itch
P0541
Intake A ir H eater A C ircuit Low
P0522
E ngine O il P ressure S ensor/S w itch Low
Voltage
P0523
E ngine O il P ressure S ensor/S w itch H igh
Voltage
P0524
E ngine O il P ressure Too Low
P0525
C ruise C ontrol S ervo C ontrol C ircuit
P0526
Fan S peed S ensor C ircuit
P0527
Fan S peed S ensor C ircuit
P0528
Fan S peed S ensor C ircuit N o S ignal
P0529
Fan S peed S ensor C ircuit Interm ittent
P0530
A /C R efrigerant P ressure S ensor A C ircuit
P0531
P0532
Low
P0533
H igh
P0534
A ir C onditioner R efrigerant C harge Loss
P0542
Intake A ir H eater A C ircuit H igh
P0543
Intake A ir H eater A C ircuit O pen
P0544
E xhaust G as Tem perature S ensor C ircuit
(B ank 1 S ensor 1)
P0545
Low (B ank 1 S ensor 1)
P0546
H igh (Bank 1 S ensor 1)
P0547
(B ank 2 S ensor 1)
P0548
P0549
P0550
P ow er S teering P ressure S ensor/S w itch
C ircuit
P0551
P0552
C ircuit Low Input
P0553
C ircuit H igh Input
P0535
A /C E vaporator Tem perature S ensor C ircuit
P0554
P0536
P0555
B rake B ooster P ressure S ensor C ircuit
P0537
Low
P0556
P0538
H igh
P0557
B rake B ooster P ressure S ensor C ircuit Low
Input
P0539
Interm ittent
P0558
B rake B ooster P ressure S ensor C ircuit H igh
Input
&
&

DTCs, English
P0559
Interm ittent
P0581
C ruise C ontrol M ulti-Function Input A
C ircuit H igh
P0560
S ystem Voltage
P0582
C ruise C ontrol Vacuum C ontrol C ircuit/O pen
P0561
S ystem Voltage U nstable
P0583
C ruise C ontrol Vacuum C ontrol C ircuit Low
P0562
S ystem Voltage Low
P0584
C ruise C ontrol Vacuum C ontrol C ircuit H igh
P0563
S ystem Voltage H igh
P0585
C ruise C ontrol M ulti-Function Input A /B
C orrelation
P0564
C ruise C ontrol M ulti-Function Input "A "
C ircuit
P0586
C ruise C ontrol Vent C ontrol C ircuit/O pen
P0565
C ruise C ontrol O n S ignal
P0587
C ruise C ontrol Vent C ontrol C ircuit Low
P0566
C ruise C ontrol O ff S ignal
P0588
C ruise C ontrol Vent C ontrol C ircuit H igh
P0567
C ruise C ontrol R esum e S ignal
P0589
C ruise C ontrol M ulti-Function Input B
C ircuit
P0568
C ruise C ontrol S et S ignal
P0569
C ruise C ontrol C oast S ignal
P0590
C ircuit S tuck
P0570
C ruise C ontrol A ccelerate S ignal
P0591
P0571
B rake S w itch "A " C ircuit
P0592
C ircuit Low
P0572
B rake S w itch "A " C ircuit Low
P0573
B rake S w itch "A " C ircuit H igh
P0574
C ruise C ontrol S ystem - Vehicle S peed Too
H igh
P0575
C ruise C ontrol Input C ircuit
P0576
C ruise C ontrol Input C ircuit Low
P0577
C ruise C ontrol Input C ircuit H igh
P0578
C ircuit S tuck
P0579
P0580
C ircuit Low
P0593
C ircuit H igh
P0594
C ruise C ontrol S ervo C ontrol C ircuit/O pen
P0595
C ruise C ontrol S ervo C ontrol C ircuit Low
P0596
C ruise C ontrol S ervo C ontrol C ircuit H igh
P0597
Therm ostat H eater C ontrol C ircuit/O pen
P0598
Therm ostat H eater C ontrol C ircuit Low
P0599
Therm ostat H eater C ontrol C ircuit H igh
P0600
S erial C om m unication Link
P0601
Internal C ontrol M odule M em ory C heck S um
E rror
P0602
C ontrol M odule Program m ing E rror
DTCs, English
&
P0603
Internal C ontrol M odule K eep A live M em ory
(K A M ) E rror
P0604
Internal C ontrol M odule R andom A ccess
M em ory (R A M ) E rror
P0626
G enerator Field/F Term inal C ircuit H igh
P0627
Fuel P um p A C ontrol C ircuit /O pen
P0628
Fuel P um p A C ontrol C ircuit Low
P0605
Internal C ontrol M odule R ead O nly M em ory
(R O M ) E rror
P0629
Fuel P um p A C ontrol C ircuit H igh
P0606
E C M /P C M P rocessor
P0630
V IN N ot P rogram m ed or Incom patible
E C M /PC M
P0607
C ontrol M odule P erform ance
P0631
V IN N ot P rogram m ed or Incom patible TC M
P0608
C ontrol M odule V S S O utput "A "
P0609
C ontrol M odule V S S O utput "B "
P0610
C ontrol M odule Vehicle O ptions E rror
P0632
O dom eter N ot P rogram m ed E C M /P C M
P0633
Im m obilizer K ey N ot P rogram m ed
E C M /PC M
P0611
Fuel Injector C ontrol M odule P erform ance
P0634
P C M /EC M /TC M Internal Tem perature Too
H igh
P0612
Fuel Injector C ontrol M odule R elay C ontrol
P0635
P ow er S teering C ontrol C ircuit
P0613
TC M P rocessor
P0636
P ow er S teering C ontrol C ircuit Low
P0614
E C M / TC M Incom patible
P0637
P ow er S teering C ontrol C ircuit H igh
P0615
S tarter R elay C ircuit
P0638
Throttle A ctuator C ontrol
P0616
S tarter R elay C ircuit Low
P0617
S tarter R elay C ircuit H igh
P0639
Throttle A ctuator C ontrol
P0618
A lternative F uel C ontrol M odule K A M E rror
P0640
Intake A ir H eater C ontrol C ircuit
P0619
A lternative Fuel C ontrol M odule R A M /R O M
E rror
P0620
G enerator C ontrol C ircuit
P0621
G enerator Lam p/L Term inal C ircuit
P0622
G enerator Field/F Term inal C ircuit
P0623
G enerator Lam p C ontrol C ircuit
P0624
Fuel C ap Lam p C ontrol C ircuit
P0625
G enerator Field/F Term inal C ircuit Low
&
&

P0641
S ensor R eference Voltage A C ircuit/O pen
P0642
S ensor R eference Voltage A C ircuit Low
P0643
S ensor R eference Voltage A C ircuit H igh
P0644
D river D isplay S erial C om m unication C ircuit
P0645
A /C C lutch R elay C ontrol C ircuit
P0646
A /C C lutch R elay C ontrol C ircuit Low
P0647
A /C C lutch R elay C ontrol C ircuit H igh
P0648
Im m obilizer Lam p C ontrol C ircuit
DTCs, English
P0649
S peed C ontrol Lam p C ontrol C ircuit
P0670
G low P lug M odule C ontrol C ircuit
P0650
M alfunction Indicator Lam p (M IL) C ontrol
C ircuit
P0671
C ylinder 1 G low P lug C ircuit
P0651
S ensor R eference Voltage B C ircuit/O pen
P0652
S ensor R eference Voltage B C ircuit Low
P0653
S ensor R eference Voltage B C ircuit H igh
P0654
E ngine R P M O utput C ircuit
P0655
E ngine H ot Lam p O utput C ontrol C ircuit
P0656
Fuel Level O utput C ircuit
P0657
A ctuator S upply Voltage C ircuit/O pen
P0658
A ctuator S upply Voltage C ircuit Low
P0659
A ctuator S upply Voltage C ircuit H igh
P0660
Intake M anifold Tuning Valve C ontrol
C ircuit/O pen (B ank 1)
P0661
Intake M anifold Tuning Valve C ontrol C ircuit
Low (B ank 1)
P0662
H igh (B ank 1)
P0663
Intake M anifold Tuning Valve C ontrol
C ircuit/O pen (B ank 2)
P0672
P0673
P0674
P0675
P0676
P0677
P0678
P0683
G low P lug C ontrol M odule to P C M
C om m unication C ircuit
P0684
G low P lug C ontrol M odule to P C M
C om m unication C ircuit R ange/P erform ance
P0685
E C M /PC M P ow er R elay C ontrol C ircuit
/O pen
P0686
E C M /PC M P ow er R elay C ontrol C ircuit Low
P0687
E C M /PC M P ow er R elay C ontrol C ircuit H igh
P0688
E C M /PC M P ow er R elay S ense C ircuit /O pen
P0689
E C M /PC M P ow er R elay S ense C ircuit Low
P0664
Low (B ank 2)
P0690
E C M /PC M P ow er R elay S ense C ircuit H igh
P0665
H igh (B ank 2)
P0691
Fan 1 C ontrol C ircuit Low
P0666
P C M /E C M /TC M Internal Tem perature
S ensor C ircuit
P0667
S ensor R ange/P erform ance
P0668
S ensor C ircuit Low
P0669
S ensor C ircuit H igh
DTCs, English
P0692
Fan 1 C ontrol C ircuit H igh
P0693
P0694
P0695
P0696
P0697
S ensor R eference Voltage C C ircuit/O pen
&
P0698
S ensor R eference Voltage C C ircuit Low
P0699
S ensor R eference Voltage C C ircuit H igh
P0700
Transm ission C ontrol S ystem (M IL R equest)
P0701
Transm ission C ontrol S ystem
P0702
Transm ission C ontrol S ystem E lectrical
P0703
B rake S w itch "B " C ircuit
P0704
C lutch S w itch Input C ircuit M alfunction
P0705
Transm ission R ange S ensor C ircuit
M alfunction (P R N D L Input)
P0718
Input/Turbine S peed S ensor "A " C ircuit
Interm ittent
P0719
B rake S w itch "B " C ircuit Low
P0720
O utput S peed S ensor C ircuit
P0721
O utput S peed S ensor C ircuit
P0722
O utput S peed S ensor C ircuit N o S ignal
P0723
O utput S peed S ensor C ircuit Interm ittent
P0724
B rake S w itch "B " C ircuit H igh
P0725
E ngine S peed Input C ircuit
P0706
P0726
E ngine S peed Input C ircuit
P0707
Transm ission R ange S ensor C ircuit Low
P0727
E ngine S peed Input C ircuit N o S ignal
P0708
Transm ission R ange S ensor C ircuit H igh
P0728
E ngine S peed Input C ircuit Interm ittent
P0709
Interm ittent
P0729
G ear 6 Incorrect R atio
P0710
Transm ission Fluid Tem perature Sensor A
C ircuit
P0711
P0712
C ircuit Low
P0713
C ircuit H igh
P0714
P0715
Input/Turbine S peed S ensor "A" C ircuit
P0716
Input/Turbine S peed S ensor "A" C ircuit
P0717
Input/Turbine S peed S ensor "A" C ircuit N o
S ignal
&
&

P0730
Incorrect G ear R atio
P0731
P0732
P0733
P0734
P0735
P0736
R everse Incorrect R atio
P0737
TC M E ngine S peed O utput C ircuit
P0738
TC M E ngine S peed O utput C ircuit Low
P0739
TC M E ngine S peed O utput C ircuit H igh
P0740
Torque C onverter C lutch C ircuit/O pen
DTCs, English
P0741
Torque C onverter C lutch C ircuit
P erform ance or S tuck O ff
P0742
Torque C onverter C lutch C ircuit S tuck O n
P0743
Torque C onverter C lutch C ircuit E lectrical
P0744
Torque C onverter C lutch C ircuit Interm ittent
P0745
P ressure C ontrol S olenoid "A "
P0746
P ressure C ontrol S olenoid "A " Perform ance
or S tuck O ff
P0747
P ressure C ontrol S olenoid "A " Stuck O n
P0748
P ressure C ontrol S olenoid "A " Electrical
P0749
P ressure C ontrol S olenoid "A " Interm ittent
P0750
S hift S olenoid "A "
P0751
S hift S olenoid "A " P erform ance or S tuck O ff
P0752
S hift S olenoid "A " S tuck O n
P0753
S hift S olenoid "A " E lectrical
P0754
S hift S olenoid "A " Interm ittent
P0755
S hift S olenoid "B "
P0756
S hift S olenoid "B " P erform ance or S tuck O ff
P0757
S hift S olenoid "B " S tuck O n
P0758
S hift S olenoid "B " E lectrical
P0759
S hift S olenoid "B " Interm ittent
P0760
S hift S olenoid "C "
P0761
S hift S olenoid "C " P erform ance or S tuck O ff
P0762
S hift S olenoid "C " S tuck O n
P0763
S hift S olenoid "C " E lectrical
P0764
S hift S olenoid "C " Interm ittent
DTCs, English
P0765
S hift S olenoid "D "
P0766
S hift S olenoid "D " P erform ance or S tuck O ff
P0767
S hift S olenoid "D " S tuck O n
P0768
S hift S olenoid "D " E lectrical
P0769
S hift S olenoid "D " Interm ittent
P0770
S hift S olenoid "E "
P0771
S hift S olenoid "E " P erform ance or S tuck O ff
P0772
S hift S olenoid "E " S tuck O n
P0773
S hift S olenoid "E " E lectrical
P0774
S hift S olenoid "E " Interm ittent
P0775
P ressure C ontrol S olenoid "B "
P0776
P ressure C ontrol S olenoid "B " P erform ance
or S tuck off
P0777
P ressure C ontrol S olenoid "B " S tuck O n
P0778
P ressure C ontrol S olenoid "B " E lectrical
P0779
P ressure C ontrol S olenoid "B " Interm ittent
P0780
S hift E rror
P0781
1-2 S hift
P0782
2-3 S hift
P0783
3-4 S hift
P0784
4-5 S hift
P0785
S hift/Tim ing S olenoid
P0786
S hift/Tim ing S olenoid R ange/P erform ance
P0787
S hift/Tim ing S olenoid Low
P0788
S hift/Tim ing S olenoid H igh
P0789
S hift/Tim ing S olenoid Interm ittent
&
P0790
N orm al/P erform ance S w itch C ircuit
P0812
R everse Input C ircuit
P0791
Interm ediate S haft S peed S ensor A C ircuit
P0813
R everse O utput C ircuit
P0792
P0814
Transm ission R ange D isplay C ircuit
P0793
N o S ignal
P0794
Interm ittent
P0795
P ressure C ontrol S olenoid "C "
P0796
P ressure C ontrol S olenoid "C " P erform ance
or S tuck off
P0797
P ressure C ontrol S olenoid "C " S tuck O n
P0798
P ressure C ontrol S olenoid "C " E lectrical
P0799
P ressure C ontrol S olenoid "C " Interm ittent
P0800
Transfer C ase C ontrol S ystem (M IL
R equest)
P0801
R everse Inhibit C ontrol C ircuit
P0802
Transm ission C ontrol S ystem M IL R equest
C ircuit/O pen
P0803
1-4 U pshift (S kip S hift) Solenoid C ontrol
C ircuit
P0815
U pshift S w itch C ircuit
P0816
D ow nshift S w itch C ircuit
P0817
S tarter D isable C ircuit
P0818
D riveline D isconnect S w itch Input C ircuit
P0819
U p and D ow n S hift S w itch to Transm ission
R ange C orrelation
P0820
G ear Lever X -Y Position S ensor C ircuit
P0821
G ear Lever X P osition C ircuit
P0822
G ear Lever Y P osition C ircuit
P0823
G ear Lever X P osition C ircuit Interm ittent
P0824
G ear Lever Y P osition C ircuit Interm ittent
P0825
G ear Lever P ush-P ull S w itch (S hift
A nticipate)
P0826
U p and D ow n S hift S w itch C ircuit
P0827
U p and D ow n S hift S w itch C ircuit Low
P0804
1-4 U pshift (S kip S hift) Lam p C ontrol C ircuit
P0828
U p and D ow n S hift S w itch C ircuit H igh
P0805
C lutch P osition S ensor C ircuit
P0829
5-6 S hift
P0806
C lutch P osition S ensor C ircuit
P0830
C lutch P edal S w itch "A " C ircuit
P0807
C lutch P osition S ensor C ircuit Low
P0808
C lutch P osition S ensor C ircuit H igh
P0809
C lutch P osition S ensor C ircuit Interm ittent
P0810
C lutch P osition C ontrol Error
P0811
E xcessive C lutch S lippage
&
&

P0831
C lutch P edal S w itch "A " C ircuit Low
P0832
C lutch P edal S w itch "A " C ircuit H igh
P0833
C lutch P edal S w itch "B " C ircuit
P0834
C lutch P edal S w itch "B " C ircuit Low
P0835
C lutch P edal S w itch "B " C ircuit H igh
DTCs, English
P0836
Four W heel D rive (4W D ) S w itch C ircuit
P0837
Four W heel D rive (4W D ) S w itch C ircuit
P0857
Traction C ontrol Input S ignal
P0858
Traction C ontrol Input S ignal Low
P0838
Four W heel D rive (4W D ) S w itch C ircuit Low
P0859
Traction C ontrol Input S ignal H igh
P0839
Four W heel D rive (4W D ) S w itch C ircuit H igh
P0860
G ear S hift M odule C om m unication C ircuit
P0840
Transm ission Fluid P ressure S ensor/S w itch
"A " C ircuit
P0861
Low
P0841
"A " C ircuit R ange/P erform ance
P0862
H igh
P0842
"A " C ircuit Low
P0863
TC M C om m unication C ircuit
P0843
"A " C ircuit H igh
P0844
"A " C ircuit Interm ittent
P0845
"B " C ircuit
P0846
"B " C ircuit R ange/P erform ance
P0847
"B " C ircuit Low
P0848
"B " C ircuit H igh
P0849
"B " C ircuit Interm ittent
P0850
P ark/N eutral S w itch Input C ircuit
P0864
TC M C om m unication C ircuit
P0865
TC M C om m unication C ircuit Low
P0866
TC M C om m unication C ircuit H igh
P0867
Transm ission Fluid P ressure
P0868
Transm ission Fluid P ressure Low
P0869
Transm ission Fluid P ressure H igh
P0870
C C ircuit
P0871
C C ircuit R ange/P erform ance
P0872
C C ircuit Low
P0851
P ark/N eutral S w itch Input C ircuit Low
P0873
C C ircuit H igh
P0852
P ark/N eutral S w itch Input C ircuit H igh
P0874
C C ircuit Interm ittent
P0853
D rive S w itch Input C ircuit
P0854
D rive S w itch Input C ircuit Low
P0855
D rive S w itch Input C ircuit H igh
P0875
D C ircuit
P0876
D C ircuit R ange/P erform ance
P0856
Traction C ontrol Input S ignal
DTCs, English
&
P0877
D C ircuit Low
P0899
C ircuit H igh
P0878
D C ircuit H igh
P0900
C lutch A ctuator C ircuit/O pen
P0879
D C ircuit Interm ittent
P0880
TC M P ow er Input S ignal
P0901
C lutch A ctuator C ircuit R ange/P erform ance
P0902
C lutch A ctuator C ircuit Low
P0903
C lutch A ctuator C ircuit H igh
P0881
TC M P ow er Input S ignal
P0904
G ate S elect P osition C ircuit
P0882
TC M P ow er Input S ignal Low
P0905
G ate S elect P osition C ircuit
P0883
TC M P ow er Input S ignal H igh
P0906
G ate S elect P osition C ircuit Low
P0884
TC M P ow er Input S ignal Interm ittent
P0907
G ate S elect P osition C ircuit H igh
P0885
TC M P ow er R elay C ontrol C ircuit/O pen
P0908
G ate S elect P osition C ircuit Interm ittent
P0886
TC M P ow er R elay C ontrol C ircuit Low
P0909
G ate S elect C ontrol E rror
P0887
TC M P ow er R elay C ontrol C ircuit H igh
P0888
TC M P ow er R elay S ense C ircuit
P0889
TC M P ow er R elay S ense C ircuit
P0890
TC M P ow er R elay S ense C ircuit Low
P0891
TC M P ow er R elay S ense C ircuit H igh
P0892
TC M P ow er R elay S ense C ircuit Interm ittent
P0893
M ultiple G ears E ngaged
P0894
Transm ission C om ponent S lipping
P0895
S hift Tim e Too S hort
P0896
S hift Tim e Too Long
P0897
Transm ission Fluid D eteriorated
P0898
C ircuit Low
&
&

P0910
G ate S elect A ctuator C ircuit/O pen
P0911
G ate S elect A ctuator C ircuit
P0912
G ate S elect A ctuator C ircuit Low
P0913
G ate S elect A ctuator C ircuit H igh
P0914
G ear S hift P osition C ircuit
P0915
G ear S hift P osition C ircuit
P0916
G ear S hift P osition C ircuit Low
P0917
G ear S hift P osition C ircuit H igh
P0918
G ear S hift P osition C ircuit Interm ittent
P0919
G ear S hift P osition C ontrol E rror
P0920
G ear S hift Forw ard A ctuator C ircuit/O pen
P0921
G ear S hift Forw ard A ctuator C ircuit
DTCs, English
P0922
G ear S hift Forw ard A ctuator C ircuit Low
P0923
G ear S hift Forw ard A ctuator C ircuit H igh
P0924
G ear S hift R everse A ctuator C ircuit/O pen
P0925
G ear S hift R everse A ctuator C ircuit
P0926
G ear S hift R everse A ctuator C ircuit Low
P0927
G ear S hift R everse A ctuator C ircuit H igh
P0928
G ear S hift Lock S olenoid C ontrol
C ircuit/O pen
P0929
G ear S hift Lock S olenoid C ontrol C ircuit
P0930
G ear S hift Lock S olenoid C ontrol C ircuit Low
P0931
G ear S hift Lock S olenoid C ontrol C ircuit
H igh
P0943
H ydraulic P ressure U nit C ycling P eriod Too
S hort
P0944
H ydraulic P ressure U nit Loss of P ressure
P0945
H ydraulic P um p R elay C ircuit/O pen
P0946
H ydraulic P um p R elay C ircuit
P0947
H ydraulic P um p R elay C ircuit Low
P0948
H ydraulic P um p R elay C ircuit H igh
P0949
A uto S hift M anual A daptive Learning N ot
C om plete
P0950
A uto S hift M anual C ontrol C ircuit
P0951
A uto S hift M anual C ontrol C ircuit
P0952
A uto S hift M anual C ontrol C ircuit Low
P0932
H ydraulic P ressure S ensor C ircuit
P0953
A uto S hift M anual C ontrol C ircuit H igh
P0933
H ydraulic P ressure S ensor
P0954
A uto S hift M anual C ontrol C ircuit Interm ittent
P0934
H ydraulic P ressure S ensor C ircuit Low
P0935
H ydraulic P ressure S ensor C ircuit H igh
P0936
H ydraulic P ressure S ensor C ircuit
Interm ittent
P0937
H ydraulic O il Tem perature S ensor C ircuit
P0938
H ydraulic O il Tem perature S ensor
P0939
Low
P0940
H igh
P0941
Interm ittent
P0942
H ydraulic P ressure U nit
DTCs, English
P0955
A uto S hift M anual M ode C ircuit
P0956
A uto S hift M anual M ode C ircuit
P0957
A uto S hift M anual M ode C ircuit Low
P0958
A uto S hift M anual M ode C ircuit H igh
P0959
A uto S hift M anual M ode C ircuit Interm ittent
P0960
P ressure C ontrol S olenoid "A " C ontrol
C ircuit/O pen
P0961
P0962
C ircuit Low
P0963
C ircuit H igh
&
P0964
P ressure C ontrol S olenoid "B " C ontrol
C ircuit/O pen
P0984
S hift S olenoid "E " C ontrol C ircuit
P0965
P0985
S hift S olenoid "E " C ontrol C ircuit Low
P0966
C ircuit Low
P0967
C ircuit H igh
P0968
P ressure C ontrol S olenoid "C " C ontrol
C ircuit/O pen
P0969
P0970
C ircuit Low
P0971
C ircuit H igh
P0972
S hift S olenoid "A " C ontrol C ircuit
P0973
S hift S olenoid "A " C ontrol C ircuit Low
P0986
S hift S olenoid "E " C ontrol C ircuit H igh
P0987
"E " C ircuit
P0988
"E " C ircuit R ange/P erform ance
P0989
"E " C ircuit Low
P0990
"E " C ircuit H igh
P0991
"E " C ircuit Interm ittent
P0992
"F" C ircuit
P0993
"F" C ircuit R ange/P erform ance
P0974
S hift S olenoid "A " C ontrol C ircuit H igh
P0994
"F" C ircuit Low
P0975
S hift S olenoid "B " C ontrol C ircuit
P0995
"F" C ircuit H igh
P0976
S hift S olenoid "B " C ontrol C ircuit Low
P0996
"F" C ircuit Interm ittent
P0977
S hift S olenoid "B " C ontrol C ircuit H igh
P0978
S hift S olenoid "C " C ontrol C ircuit
P0979
S hift S olenoid "C " C ontrol C ircuit Low
P0997
S hift S olenoid "F" C ontrol C ircuit
P0998
S hift S olenoid "F" C ontrol C ircuit Low
P0980
S hift S olenoid "C " C ontrol C ircuit H igh
P0A00
M otor Electronics C oolant Tem perature
S ensor C ircuit
P0981
S hift S olenoid "D " C ontrol C ircuit
P0A01
S ensor C ircuit R ange/P erform ance
P0982
S hift S olenoid "D " C ontrol C ircuit Low
P0A02
S ensor C ircuit Low
P0983
S hift S olenoid "D " C ontrol C ircuit H igh
&
&

P0A03
S ensor C ircuit H igh
DTCs, English
P0A04
M otor E lectronics C oolant Tem perature
S ensor C ircuit Interm ittent
P0A05
M otor E lectronics C oolant P um p C ontrol
C ircuit/O pen
P0A06
C ircuit Low
P0A07
C ircuit H igh
P0A08
D C /D C C onverter S tatus C ircuit
P0A09
D C /D C C onverter S tatus C ircuit Low Input
P0A10
D C /D C C onverter S tatus C ircuit H igh Input
P0A11
D C /D C C onverter E nable C ircuit/O pen
P0A12
D C /D C C onverter E nable C ircuit Low
P0A13
D C /D C C onverter E nable C ircuit H igh
P0A14
E ngine M ount C ontrol C ircuit/O pen
P0A15
E ngine M ount C ontrol C ircuit Low
P0A16
E ngine M ount C ontrol C ircuit H igh
P0A27
B attery P ow er O ff C ircuit
P0A28
B attery P ow er O ff C ircuit Low
P0A29
B attery P ow er O ff C ircuit H igh
P2000
N O x Trap E fficiency B elow Threshold (B ank
1)
P2001
N O x Trap E fficiency B elow Threshold (B ank
2)
P2002
P articulate Trap E fficiency B elow Threshold
(B ank 1)
P2003
P articulate Trap E fficiency B elow Threshold
(B ank 2)
P2004
Intake M anifold R unner C ontrol S tuck O pen
(B ank 1)
P2005
Intake M anifold R unner C ontrol S tuck O pen
(B ank 2)
P2006
Intake M anifold R unner C ontrol S tuck
C losed (B ank 1)
P2007
Intake M anifold R unner C ontrol S tuck
C losed (B ank 2)
P0A17
M otor Torque S ensor C ircuit
P2008
Intake M anifold R unner C ontrol C ircuit/O pen
(B ank 1)
P0A18
M otor Torque S ensor C ircuit
P2009
Intake M anifold R unner C ontrol C ircuit Low
(B ank 1)
P0A19
M otor Torque S ensor C ircuit Low
P2010
Intake M anifold R unner C ontrol C ircuit H igh
(B ank 1)
P0A20
M otor Torque S ensor C ircuit H igh
P0A21
M otor Torque S ensor C ircuit Interm ittent
P0A22
G enerator Torque S ensor C ircuit
P0A23
G enerator Torque S ensor C ircuit
P0A24
G enerator Torque S ensor C ircuit Low
P0A25
G enerator Torque S ensor C ircuit H igh
P2011
Intake M anifold R unner C ontrol C ircuit/O pen
(B ank 2)
P2012
Intake M anifold R unner C ontrol C ircuit Low
(B ank 2)
P2013
Intake M anifold R unner C ontrol C ircuit H igh
(B ank 2)
P2014
Intake M anifold R unner P osition
S ensor/S w itch C ircuit (B ank 1)
P0A26
G enerator Torque S ensor C ircuit Interm ittent
DTCs, English
&
P2015
S ensor/S w itch C ircuit R ange/P erform ance
(B ank 1)
P2016
S ensor/S w itch C ircuit Low (B ank 1)
P2017
S ensor/S w itch C ircuit H igh (B ank 1)
P2018
S ensor/S w itch C ircuit Interm ittent (B ank 1)
P2019
S ensor/S w itch C ircuit (B ank 2)
P2020
(B ank 2)
P2021
S ensor/S w itch C ircuit Low (B ank 2)
P2022
S ensor/S w itch C ircuit H igh (B ank 2)
P2023
S ensor/S w itch C ircuit Interm ittent (B ank 2)
P2024
E vaporative E m issions (E VA P) Fuel Vapor
Tem perature S ensor C ircuit
P2025
Tem perature S ensor P erform ance
P2026
Tem perature S ensor C ircuit Low Voltage
P2027
Tem perature S ensor C ircuit H igh Voltage
P2028
Tem perature S ensor C ircuit Interm ittent
P2029
Fuel Fired H eater D isabled
P2030
Fuel Fired H eater P erform ance
P2031
(B ank 1 S ensor 2)
P2032
&
&

P2033
H igh (B ank 1 S ensor 2)
P2034
(B ank 2 S ensor 2)
P2035
P2036
P2037
R eductant Injection A ir P ressure S ensor
C ircuit
P2038
P2039
C ircuit Low Input
P2040
P2041
P2042
R eductant Tem perature S ensor C ircuit
P2043
P2044
R eductant Tem perature S ensor C ircuit Low
Input
P2045
R eductant Tem perature S ensor C ircuit H igh
Input
P2046
Interm ittent
P2047
R eductant Injector C ircuit/O pen (B ank 1
U nit 1)
P2048
R eductant Injector C ircuit Low (B ank 1 U nit
1)
P2049
R eductant Injector C ircuit H igh (B ank 1 U nit
1)
P2050
R eductant Injector C ircuit/O pen (B ank 2
U nit 1)
DTCs, English
P2051
1)
P2071
Intake M anifold Tuning (IM T) Valve S tuck
C losed
P2052
R eductant Injector C ircuit H igh (Bank 2 U nit
1)
P2075
Intake M anifold Tuning (IM T) Valve P osition
S ensor/S w itch C ircuit
P2053
R eductant Injector C ircuit/O pen (Bank 1
U nit 2)
P2076
P2054
2)
P2077
S ensor/S w itch C ircuit Low
P2055
2)
P2078
S ensor/S w itch C ircuit H igh
P2056
R eductant Injector C ircuit/O pen (Bank 2
U nit 2)
P2079
S ensor/S w itch C ircuit Interm ittent
P2057
2)
P2080
R ange/P erform ance (B ank 1 S ensor 1)
P2058
2)
P2081
Interm ittent (B ank 1 S ensor 1)
P2059
R eductant Injection A ir P um p C ontrol
C ircuit/O pen
P2082
P2060
R eductant Injection A ir P um p C ontrol C ircuit
Low
P2083
P2061
R eductant Injection A ir P um p C ontrol C ircuit
H igh
P2084
P2062
R eductant S upply C ontrol C ircuit/O pen
P2085
P2063
R eductant S upply C ontrol C ircuit Low
P2064
R eductant S upply C ontrol C ircuit H igh
P2086
P2065
Fuel Level S ensor "B " C ircuit
P2087
P2066
Fuel Level S ensor "B " P erform ance
P2088
A C am shaft P osition A ctuator C ontrol C ircuit
Low (B ank 1)
P2067
Fuel Level S ensor "B " C ircuit Low
P2068
Fuel Level S ensor "B " C ircuit H igh
P2069
Fuel Level S ensor "B " C ircuit Interm ittent
P2070
Intake M anifold Tuning (IM T) Valve S tuck
O pen
DTCs, English
P2089
H igh (Bank 1)
P2090
B C am shaft P osition A ctuator C ontrol C ircuit
Low (B ank 1)
P2091
H igh (Bank 1)
&
P2092
Low (B ank 2)
P2111
Throttle A ctuator C ontrol S ystem - S tuck
O pen
P2093
H igh (B ank 2)
P2112
Throttle A ctuator C ontrol S ystem - S tuck
C losed
P2094
Low (B ank 2)
P2113
Throttle/P edal P osition S ensor "B " M inim um
S top P erform ance
P2095
H igh (B ank 2)
P2114
Throttle/P edal P osition S ensor "C " M inim um
S top P erform ance
P2096
P ost C atalyst Fuel Trim System Too Lean
(B ank 1)
P2115
Throttle/P edal P osition S ensor "D " M inim um
S top P erform ance
P2097
P ost C atalyst Fuel Trim System Too R ich
(B ank 1)
P2116
Throttle/P edal P osition S ensor "E " M inim um
S top P erform ance
P2098
P ost C atalyst Fuel Trim System Too Lean
(B ank 2)
P2117
Throttle/P edal P osition S ensor "F" M inim um
S top P erform ance
P2099
P ost C atalyst Fuel Trim System Too R ich
(B ank 2)
P2118
Throttle A ctuator C ontrol M otor C urrent
P2100
Throttle A ctuator C ontrol M otor C ircuit/O pen
P2119
Throttle A ctuator C ontrol Throttle B ody
P2101
Throttle A ctuator C ontrol M otor C ircuit
P2102
Throttle A ctuator C ontrol M otor C ircuit Low
P2103
Throttle A ctuator C ontrol M otor C ircuit H igh
P2104
Throttle A ctuator C ontrol S ystem - Forced
Idle
P2105
E ngine S hutdow n
P2120
Throttle/P edal P osition S ensor/S w itch "D "
C ircuit
P2121
P2122
C ircuit Low Input
P2123
P2106
Lim ited P ow er
P2124
P2107
Throttle A ctuator C ontrol M odule P rocessor
P2125
Throttle/P edal P osition S ensor/S w itch "E "
C ircuit
P2108
Throttle A ctuator C ontrol M odule
P erform ance
P2109
Throttle/P edal P osition S ensor "A " M inim um
S top P erform ance
P2110
Lim ited R P M
&
&

P2126
P2127
C ircuit Low Input
P2128
DTCs, English
P2129
P2147
Fuel Injector G roup A S upply Voltage
C ircuit Low
P2130
Throttle/P edal P osition S ensor/S w itch F
C ircuit
P2148
Fuel Injector G roup A S upply Voltage
C ircuit H igh
P2131
C ircuit R ange P erform ance
P2149
Fuel Injector G roup B S upply Voltage
C ircuit/O pen
P2132
C ircuit Low Input
P2150
C ircuit Low
P2133
P2151
C ircuit H igh
P2134
P2152
Fuel Injector G roup C S upply Voltage
C ircuit/O pen
P2135
Throttle/P edal P osition S ensor/S w itch A /
B Voltage C orrelation
P2153
C ircuit Low
P2136
Throttle/P edal P osition S ensor/S w itch A /
C Voltage C orrelation
P2154
C ircuit H igh
P2137
Throttle/P edal P osition S ensor/S w itch B /
C Voltage C orrelation
P2155
Fuel Injector G roup D S upply Voltage
C ircuit/O pen
P2138
Throttle/P edal P osition S ensor/S w itch D /
E Voltage C orrelation
P2156
C ircuit Low
P2139
Throttle/P edal P osition S ensor/S w itch D /
F Voltage C orrelation
P2157
C ircuit H igh
P2140
Throttle/P edal P osition S ensor/S w itch E /
F Voltage C orrelation
P2158
Vehicle Speed S ensor B
P2141
E xhaust G as R ecirculation Throttle C ontrol
C ircuit Low
P2142
E xhaust G as R ecirculation Throttle C ontrol
C ircuit H igh
P2143
E xhaust G as R ecirculation Vent C ontrol
C ircuit/O pen
P2144
C ircuit Low
P2145
C ircuit H igh
P2146
Fuel Injector G roup A Supply Voltage
C ircuit/O pen
DTCs, English
P2159
Vehicle Speed S ensor B
P2160
Vehicle Speed S ensor B C ircuit Low
P2161
Vehicle S peed S ensor B Interm ittent/E rratic
P2162
Vehicle Speed S ensor A / B C orrelation
P2163
Throttle/P edal P osition S ensor A M axim um
S top P erform ance
P2164
Throttle/P edal P osition S ensor B M axim um
S top P erform ance
P2165
Throttle/P edal P osition S ensor C M axim um
S top P erform ance
&
P2166
Throttle/P edal P osition S ensor D M axim um
S top P erform ance
P2185
E ngine C oolant Tem perature S ensor 2
C ircuit H igh
P2167
Throttle/P edal P osition S ensor E M axim um
S top P erform ance
P2186
C ircuit Interm ittent/E rratic
P2168
Throttle/P edal P osition S ensor F M axim um
S top P erform ance
P2187
S ystem Too Lean at Idle (B ank 1)
P2169
E xhaust P ressure R egulator Vent S olenoid
C ontrol C ircuit/O pen
P2188
S ystem Too R ich at Idle (Bank 1)
P2189
S ystem Too Lean at Idle (B ank 2)
P2170
P2190
S ystem Too R ich at Idle (Bank 2)
P2171
P2191
S ystem Too Lean at H igher Load (B ank 1)
P2172
Throttle A ctuator C ontrol S ystem S udden
H igh Airflow D etected
P2173
Throttle A ctuator C ontrol S ystem H igh
A irflow D etected
P2174
Throttle A ctuator C ontrol S ystem S udden
Low A irflow D etected
P2175
Throttle A ctuator C ontrol S ystem Low
A irflow D etected
P2176
Throttle A ctuator C ontrol S ystem Idle
P osition N ot Learned
P2177
S ystem Too Lean O ff Idle (B ank 1)
P2178
S ystem Too R ich O ff Idle (B ank 1)
P2179
S ystem Too Lean O ff Idle (B ank 2)
P2180
S ystem Too R ich O ff Idle (B ank 2)
P2181
C ooling S ystem P erform ance
P2182
C ircuit
P2183
P2184
C ircuit Low
&
&

P2192
S ystem Too R ich at H igher Load (B ank 1)
P2193
S ystem Too Lean at H igher Load (B ank 2)
P2194
S ystem Too R ich at H igher Load (B ank 2)
P2195
O 2 S ensor S ignal S tuck Lean (B ank 1
S ensor 1)
P2196
O 2 S ensor S ignal S tuck R ich (B ank 1
S ensor 1)
P2197
S ensor 1)
P2198
S ensor 1)
P2199
Intake A ir Tem perature S ensor 1 / 2
C orrelation
P2200
N O x S ensor C ircuit (B ank 1)
P2201
N O x S ensor C ircuit R ange/P erform ance
(B ank 1)
P2202
N O x S ensor C ircuit Low Input (B ank 1)
P2203
N O x S ensor C ircuit H igh Input (B ank 1)
P2204
N O x S ensor C ircuit Interm ittent Input (B ank
1)
P2205
N O x S ensor H eater C ontrol C ircuit/O pen
(B ank 1)
DTCs, English
P2206
N O x S ensor H eater C ontrol C ircuit Low
(B ank 1)
P2225
N O x S ensor H eater S ense C ircuit
P2207
N O x S ensor H eater C ontrol C ircuit H igh
(B ank 1)
P2226
B arom etric P ressure C ircuit
P2208
N O x S ensor H eater S ense C ircuit (B ank 1)
P2209
P2210
N O x S ensor H eater S ense C ircuit Low Input
(B ank 1)
P2211
N O x S ensor H eater S ense C ircuit H igh Input
(B ank 1)
P2212
P2213
N O x S ensor C ircuit (Bank 2)
P2214
N O x S ensor C ircuit R ange/P erform ance
(B ank 2)
P2215
N O x S ensor C ircuit Low Input (B ank 2)
P2227
B arom etric P ressure C ircuit
P2228
B arom etric P ressure C ircuit Low
P2229
B arom etric P ressure C ircuit H igh
P2230
B arom etric P ressure C ircuit Interm ittent
P2231
O 2 S ensor S ignal C ircuit S horted to H eater
C ircuit (B ank 1 S ensor 1)
P2232
P2233
P2234
P2216
N O x S ensor C ircuit H igh Input (B ank 2)
P2235
P2217
N O x S ensor C ircuit Interm ittent Input (B ank
2)
P2236
P2218
N O x S ensor H eater C ontrol C ircuit/O pen
(B ank 2)
P2237
O 2 S ensor P ositive C urrent C ircuit/O pen
(B ank 1 S ensor 1)
P2219
N O x S ensor H eater C ontrol C ircuit Low
(B ank 2)
P2238
O 2 S ensor P ositive C urrent C ircuit Low
(B ank 1 S ensor 1)
P2220
N O x S ensor H eater C ontrol C ircuit H igh
(B ank 2)
P2239
O 2 S ensor P ositive C urrent C ircuit H igh
(B ank 1 S ensor 1)
P2221
N O x S ensor H eater S ense C ircuit (B ank 2)
P2240
O 2 S ensor P ositive C urrent C ircuit/O pen
(B ank 2 S ensor 1)
P2222
P2223
N O x S ensor H eater S ense C ircuit Low
(B ank 2)
P2224
N O x S ensor H eater S ense C ircuit H igh
(B ank 2)
DTCs, English
P2241
O 2 S ensor P ositive C urrent C ircuit Low
(B ank 2 S ensor 1)
P2242
O 2 S ensor P ositive C urrent C ircuit H igh
(B ank 2 S ensor 1)
P2243
O 2 S ensor R eference Voltage C ircuit/O pen
(B ank 1 S ensor 1)
&
P2244
O 2 S ensor R eference Voltage P erform ance
(B ank 1 S ensor 1)
P2262
Turbo B oost P ressure N ot D etected M echanical
P2245
O 2 S ensor R eference Voltage C ircuit Low
(B ank 1 S ensor 1)
P2263
Turbo/S uper C harger B oost S ystem
P erform ance
P2246
O 2 S ensor R eference Voltage C ircuit H igh
(B ank 1 S ensor 1)
P2264
W ater in Fuel S ensor C ircuit
P2247
O 2 S ensor R eference Voltage C ircuit/O pen
(B ank 2 S ensor 1)
P2248
O 2 S ensor R eference Voltage P erform ance
(B ank 2 S ensor 1)
P2249
O 2 S ensor R eference Voltage C ircuit Low
(B ank 2 S ensor 1)
P2250
O 2 S ensor R eference Voltage C ircuit H igh
(B ank 2 S ensor 1)
P2251
O 2 S ensor N egative C urrent C ontrol
C ircuit/O pen (B ank 1 S ensor 1)
P2252
O 2 S ensor N egative C urrent C ontrol C ircuit
P2253
P2254
O 2 S ensor N egative C urrent C ontrol
P2255
P2256
P2257
S econdary A ir Injection S ystem C ontrol A
C ircuit Low
P2258
S econdary A ir Injection S ystem C ontrol A
C ircuit H igh
P2259
S econdary A ir Injection S ystem C ontrol B
C ircuit Low
P2260
S econdary A ir Injection S ystem C ontrol B
C ircuit H igh
P2261
Turbo/S uper C harger B ypass Valve M echanical
&
&

P2265
W ater in Fuel S ensor C ircuit
P2266
W ater in Fuel S ensor C ircuit Low
P2267
W ater in Fuel S ensor C ircuit H igh
P2268
W ater in Fuel S ensor C ircuit Interm ittent
P2269
W ater in Fuel C ondition
P2270
S ensor 2)
P2271
S ensor 2)
P2272
S ensor 2)
P2273
S ensor 2)
P2274
S ensor 3)
P2275
S ensor 3)
P2276
S ensor 3)
P2277
S ensor 3)
P2278
3 / B ank 2 S ensor 3
P2279
Intake A ir S ystem Leak
P2280
A ir Flow R estriction / A ir Leak B etw een A ir
Filter and M A F
P2281
A ir Leak B etw een M A F and Throttle B ody
DTCs, English
P2282
A ir Leak B etw een Throttle B ody and Intake
Valves
P2283
Injector C ontrol P ressure S ensor C ircuit
P2284
P2285
Injector C ontrol P ressure S ensor C ircuit Low
P2286
H igh
P2287
Interm ittent
P2288
Injector C ontrol P ressure Too H igh
P2289
Injector C ontrol P ressure Too H igh E ngine
O ff
P2303
Ignition C oil B P rim ary C ontrol C ircuit Low
P2304
Ignition C oil B P rim ary C ontrol C ircuit H igh
P2305
Ignition C oil B S econdary C ircuit
P2306
Ignition C oil C P rim ary C ontrol C ircuit Low
P2307
Ignition C oil C P rim ary C ontrol C ircuit H igh
P2308
Ignition C oil C S econdary C ircuit
P2309
Ignition C oil D P rim ary C ontrol C ircuit Low
P2310
Ignition C oil D P rim ary C ontrol C ircuit H igh
P2311
Ignition C oil D S econdary C ircuit
P2312
Ignition C oil E P rim ary C ontrol C ircuit Low
P2290
Injector C ontrol P ressure Too Low
P2313
Ignition C oil E P rim ary C ontrol C ircuit H igh
P2291
Injector C ontrol P ressure Too Low E ngine
C ranking
P2314
Ignition C oil E S econdary C ircuit
P2292
Injector C ontrol P ressure E rratic
P2293
Fuel P ressure R egulator 2 P erform ance
P2294
P2295
Low
P2296
H igh
P2297
O 2 S ensor O ut of R ange D uring
D eceleration (Bank 1 S ensor 1)
P2298
O 2 S ensor O ut of R ange D uring
D eceleration (Bank 2 S ensor 1)
P2299
B rake P edal P osition / A ccelerator P edal
P osition Incom patible
P2300
Ignition C oil A P rim ary C ontrol C ircuit Low
P2301
Ignition C oil A P rim ary C ontrol C ircuit H igh
P2302
Ignition C oil A S econdary C ircuit
DTCs, English
P2315
Ignition C oil F P rim ary C ontrol C ircuit Low
P2316
Ignition C oil F P rim ary C ontrol C ircuit H igh
P2317
Ignition C oil F S econdary C ircuit
P2318
Ignition C oil G P rim ary C ontrol C ircuit Low
P2319
Ignition C oil G P rim ary C ontrol C ircuit H igh
P2320
Ignition C oil G S econdary C ircuit
P2321
Ignition C oil H P rim ary C ontrol C ircuit Low
P2322
Ignition C oil H P rim ary C ontrol C ircuit H igh
P2323
Ignition C oil H S econdary C ircuit
P2324
Ignition C oil I Prim ary C ontrol C ircuit Low
P2325
Ignition C oil I Prim ary C ontrol C ircuit H igh
P2326
Ignition C oil I Secondary C ircuit
P2327
Ignition C oil J P rim ary C ontrol C ircuit Low
&
P2328
Ignition C oil J P rim ary C ontrol C ircuit H igh
P2329
Ignition C oil J S econdary C ircuit
P2330
Ignition C oil K P rim ary C ontrol C ircuit Low
P2331
Ignition C oil K P rim ary C ontrol C ircuit H igh
P2332
Ignition C oil K S econdary C ircuit
P2333
Ignition C oil L P rim ary C ontrol C ircuit Low
P2334
Ignition C oil L P rim ary C ontrol C ircuit H igh
P2335
Ignition C oil L S econdary C ircuit
P2336
C ylinder #1 A bove K nock Threshold
P2403
D etection P um p Sense C ircuit/O pen
P2404
D etection P um p Sense C ircuit
P2405
D etection P um p Sense C ircuit Low
P2406
D etection P um p Sense C ircuit H igh
P2407
D etection P um p Sense C ircuit
P2408
Fuel C ap S ensor/S w itch C ircuit
P2337
P2409
P2338
P2410
Fuel C ap S ensor/S w itch C ircuit Low
P2339
P2340
P2341
P2342
P2343
P2344
P2345
P2346
P2347
P2400
D etection P um p C ontrol C ircuit/O pen
P2401
D etection P um p C ontrol C ircuit Low
P2402
D etection P um p C ontrol C ircuit H igh
&
&

P2411
Fuel C ap S ensor/S w itch C ircuit H igh
P2412
P2413
E xhaust G as R ecirculation S ystem
P erform ance
P2414
O 2 S ensor E xhaust S am ple E rror (B ank 1
S ensor 1)
P2415
O 2 S ensor E xhaust S am ple E rror (B ank 2
S ensor 1)
P2416
P2417
P2418
E vaporative E m ission S ystem S w itching
Valve C ontrol C ircuit /O pen
P2419
Valve C ontrol C ircuit Low
P2420
Valve C ontrol C ircuit H igh
DTCs, English
P2421
S tuck O pen
P2517
A /C R efrigerant P ressure S ensor B C ircuit
Low
P2422
S tuck C losed
P2518
H igh
P2423
H C A dsorption C atalyst E fficiency B elow
Threshold (B ank 1)
P2519
A /C R equest A C ircuit
P2424
H C A dsorption C atalyst E fficiency B elow
Threshold (B ank 2)
P2500
G enerator Lam p/L-Term inal C ircuit Low
P2501
G enerator Lam p/L-Term inal C ircuit H igh
P2502
C harging S ystem Voltage
P2503
C harging S ystem Voltage Low
P2504
C harging S ystem Voltage H igh
P2505
E C M /P C M P ow er Input S ignal
P2506
E C M /P C M P ow er Input S ignal
P2507
E C M /P C M P ow er Input S ignal Low
P2508
E C M /P C M P ow er Input S ignal H igh
P2509
E C M /P C M P ow er Input S ignal Interm ittent
P2510
E C M /P C M P ow er R elay S ense C ircuit
P2511
E C M /P C M P ow er R elay S ense C ircuit
Interm ittent
P2512
E vent D ata R ecorder R equest C ircuit/ O pen
P2520
A /C R equest A C ircuit Low
P2521
A /C R equest A C ircuit H igh
P2522
A /C R equest B C ircuit
P2523
A /C R equest B C ircuit Low
P2524
A /C R equest B C ircuit H igh
P2525
Vacuum R eservoir P ressure S ensor C ircuit
P2526
P2527
Low
P2528
H igh
P2529
Interm ittent
P2530
Ignition Sw itch R un P osition C ircuit
P2531
Ignition Sw itch R un P osition C ircuit Low
P2532
Ignition Sw itch R un P osition C ircuit H igh
P2533
Ignition Sw itch R un/S tart P osition C ircuit
P2513
E vent D ata R ecorder R equest C ircuit Low
P2534
Low
P2514
E vent D ata R ecorder R equest C ircuit H igh
P2535
H igh
P2515
P2516
DTCs, English
P2536
Ignition Sw itch A ccessory P osition C ircuit
P2537
Ignition Sw itch A ccessory P osition C ircuit
Low
&
P2538
Ignition Sw itch Accessory P osition C ircuit
H igh
P2557
E ngine C oolant Level S ensor/S w itch C ircuit
P2539
Low P ressure Fuel S ystem S ensor C ircuit
P2558
Low
P2540
P2541
Low
P2542
H igh
P2543
Interm ittent
P2544
Torque M anagem ent R equest Input S ignal
A
P2545
A R ange/P erform ance
P2546
A Low
P2547
A H igh
P2548
B
P2549
B R ange/P erform ance
P2559
H igh
P2560
E ngine C oolant Level Low
P2600
C oolant P um p C ontrol C ircuit/O pen
P2601
C oolant P um p C ontrol C ircuit
P2602
C oolant P um p C ontrol C ircuit Low
P2603
C oolant P um p C ontrol C ircuit H igh
P2604
Intake A ir H eater A C ircuit
P2605
Intake A ir H eater A C ircuit/O pen
P2606
Intake A ir H eater B C ircuit
P2607
Intake A ir H eater B C ircuit Low
P2608
Intake A ir H eater B C ircuit H igh
P2609
Intake A ir H eater S ystem P erform ance
P2550
Torque M anagem ent R equest Input B
S ignal Low
P2610
E C M /PC M Internal E ngine O ff Tim er
P erform ance
P2551
Torque M anagem ent R equest Input B
S ignal H igh
P2611
A /C R efrigerant D istribution Valve C ontrol
C ircuit/O pen
P2552
Throttle/Fuel Inhibit C ircuit
P2612
C ircuit Low
P2553
Throttle/Fuel Inhibit C ircuit
P2554
Throttle/Fuel Inhibit C ircuit Low
P2555
Throttle/Fuel Inhibit C ircuit H igh
P2556
P2613
C ircuit H igh
P2614
C am shaft P osition S ignal O utput
C ircuit/O pen
P2615
C am shaft P osition S ignal O utput C ircuit Low
P2616
C am shaft P osition S ignal O utput C ircuit H igh
&
&

DTCs, English
P2617
C rankshaft P osition S ignal O utput
C ircuit/O pen
P2618
C rankshaft P osition S ignal O utput C ircuit
Low
P2619
C rankshaft P osition S ignal O utput C ircuit
H igh
P2637
Torque M anagem ent Feedback S ignal A
P2638
P2639
Low
P2620
Throttle P osition O utput C ircuit/O pen
P2640
H igh
P2621
Throttle P osition O utput C ircuit Low
P2641
Torque M anagem ent Feedback S ignal B
P2622
Throttle P osition O utput C ircuit H igh
P2642
P2623
Injector C ontrol P ressure R egulator
C ircuit/O pen
P2624
Injector C ontrol P ressure R egulator C ircuit
Low
P2625
Injector C ontrol P ressure R egulator C ircuit
H igh
P2626
O 2 S ensor P um ping C urrent Trim
P2627
O 2 S ensor P um ping C urrent Trim C ircuit
P2628
P2629
O 2 S ensor P um ping C urrent Trim
P2630
P2631
P2632
Fuel P um p B C ontrol C ircuit /O pen
P2633
Fuel P um p B C ontrol C ircuit Low
P2634
Fuel P um p B C ontrol C ircuit H igh
P2635
Fuel P um p A Low Flow / P erform ance
P2636
Fuel P um p B Low Flow / P erform ance
DTCs, English
P2643
Low
P2644
H igh
P2645
A R ocker A rm A ctuator C ontrol C ircuit/O pen
(B ank 1)
P2646
A R ocker A rm A ctuator S ystem P erform ance
or S tuck O ff (B ank 1)
P2647
A R ocker A rm A ctuator S ystem S tuck O n
(B ank 1)
P2648
A R ocker A rm A ctuator C ontrol C ircuit Low
(B ank 1)
P2649
A R ocker A rm A ctuator C ontrol C ircuit H igh
(B ank 1)
P2650
B R ocker A rm A ctuator C ontrol C ircuit/O pen
(B ank 1)
P2651
B R ocker A rm A ctuator S ystem P erform ance
or S tuck O ff (B ank 1)
P2652
B R ocker A rm A ctuator S ystem S tuck O n
(B ank 1)
P2653
B R ocker A rm A ctuator C ontrol C ircuit Low
(B ank 1)
P2654
B R ocker A rm A ctuator C ontrol C ircuit H igh
(B ank 1)
&
P2655
A R ocker A rm Actuator C ontrol C ircuit/O pen
(B ank 2)
P2656
A R ocker A rm A ctuator S ystem P erform ance
or S tuck O ff (Bank 2)
P2657
A R ocker A rm A ctuator S ystem S tuck O n
(B ank 2)
P2658
A R ocker A rm A ctuator C ontrol C ircuit Low
(B ank 2)
P2659
A R ocker A rm A ctuator C ontrol C ircuit H igh
(B ank 2)
P2660
B R ocker A rm Actuator C ontrol C ircuit/O pen
(B ank 2)
P2661
B R ocker A rm A ctuator S ystem P erform ance
or S tuck O ff (Bank 2)
P2709
S hift S olenoid F E lectrical
P2710
S hift S olenoid F Interm ittent
P2711
U nexpected M echanical G ear
D isengagem ent
P2712
H ydraulic P ow er U nit Leakage
P2713
P ressure C ontrol S olenoid D
P2714
P ressure C ontrol S olenoid D P erform ance
or S tuck O ff
P2715
P ressure C ontrol S olenoid D S tuck O n
P2716
P ressure C ontrol S olenoid D E lectrical
P2717
P ressure C ontrol S olenoid D Interm ittent
P2662
B R ocker A rm A ctuator S ystem S tuck O n
(B ank 2)
P2718
P ressure C ontrol S olenoid D C ontrol
C ircuit / O pen
P2663
B R ocker A rm A ctuator C ontrol C ircuit Low
(B ank 2)
P2719
P2664
B R ocker A rm A ctuator C ontrol C ircuit H igh
(B ank 2)
P2720
C ircuit Low
P2700
Transm ission Friction E lem ent A A pply
Tim e R ange/P erform ance
P2721
C ircuit H igh
P2701
Transm ission Friction E lem ent B A pply
P2722
P ressure C ontrol S olenoid "E "
P2702
Transm ission Friction E lem ent C A pply
P2703
Transm ission Friction E lem ent D A pply
P2704
Transm ission Friction E lem ent E A pply
P2705
Transm ission Friction E lem ent F A pply
P2706
S hift S olenoid F
P2707
S hift S olenoid F P erform ance or S tuck O ff
P2708
S hift S olenoid F S tuck O n
&
&

P2723
P ressure C ontrol S olenoid "E " P erform ance
or S tuck O ff
P2724
P ressure C ontrol S olenoid "E " S tuck O n
P2725
P ressure C ontrol S olenoid "E " E lectrical
P2726
P ressure C ontrol S olenoid "E " Interm ittent
P2727
P ressure C ontrol S olenoid "E " C ontrol
C ircuit / O pen
P2728
P2729
C ircuit Low
DTCs, English
P2730
C ircuit H igh
P2749
Interm ediate S haft S peed S ensor C C ircuit
P2731
P ressure C ontrol S olenoid "F"
P2750
P2732
P ressure C ontrol S olenoid "F" P erform ance
or S tuck O ff
P2751
N o S ignal
P2733
P ressure C ontrol S olenoid "F" S tuck O n
P2752
Interm ittent
P2734
P ressure C ontrol S olenoid "F" E lectrical
P2735
P ressure C ontrol S olenoid "F" Interm ittent
P2736
P ressure C ontrol S olenoid "F" C ontrol
C ircuit/O pen
P2737
P ressure C ontrol S olenoid "F" C ontrol C ircuit
P2738
Low
P2739
H igh
P2740
Transm ission Fluid Tem perature Sensor "B "
C ircuit"
P2741
C ircuit R ange P erform ance
P2742
C ircuit Low
P2743
C ircuit H igh
P2744
P2745
Interm ediate S haft S peed S ensor B C ircuit
P2746
P2747
N o S ignal
P2748
Interm ittent
DTCs, English
P2753
Transm ission Fluid C ooler C ontrol
C ircuit/O pen
P2754
Transm ission Fluid C ooler C ontrol C ircuit
Low
P2755
Transm ission Fluid C ooler C ontrol C ircuit
H igh
P2756
Torque C onverter C lutch Pressure C ontrol
S olenoid
P2757
S olenoid C ontrol C ircuit Perform ance or
S tuck O ff
P2758
S olenoid C ontrol C ircuit Stuck O n
P2759
S olenoid C ontrol C ircuit Electrical
P2760
S olenoid C ontrol C ircuit Interm ittent
P2761
S olenoid C ontrol C ircuit/O pen
P2762
S olenoid C ontrol C ircuit R ange/P erform ance
P2763
S olenoid C ontrol C ircuit H igh
P2764
S olenoid C ontrol C ircuit Low
P2765
Input/Turbine S peed S ensor "B " C ircuit
P2766
Input/Turbine S peed S ensor "B " C ircuit
&
P2767
Input/Turbine S peed S ensor "B" C ircuit N o
S ignal
P3409
C ylinder 2 D eactivation/Intake Valve C ontrol
C ircuit/O pen
P2768
Input/Turbine S peed S ensor "B" C ircuit
Interm ittent
P3410
P erform ance
P2769
Torque C onverter C lutch C ircuit Low
P3411
C ircuit Low
P2770
Torque C onverter C lutch C ircuit H igh
P2A00
O 2 S ensor C ircuit R ange/P erform ance
(B ank 1 S ensor 1)
P2A01
(B ank 1 S ensor 2)
P2A02
(B ank 1 S ensor 3)
P2A03
(B ank 2 S ensor 1)
P2A04
(B ank 2 S ensor 2)
P2A05
(B ank 2 S ensor 3)
P3400
C ylinder D eactivation S ystem
P3401
C ircuit/O pen
P3402
P erform ance
P3403
C ircuit Low
P3404
C ircuit H igh
P3405
C ylinder 1 E xhaust Valve C ontrol
C ircuit/O pen
P3406
P erform ance
P3407
C ylinder 1 E xhaust Valve C ontrol C ircuit Low
P3408
C ylinder 1 E xhaust Valve C ontrol C ircuit
H igh
&
&

P3412
C ircuit H igh
P3413
C ircuit/O pen
P3414
P erform ance
P3415
P3416
H igh
P3417
C ircuit/O pen
P3418
P erform ance
P3419
C ircuit Low
P3420
C ircuit H igh
P3421
C ircuit/O pen
P3422
P erform ance
P3423
P3424
H igh
P3425
C ircuit/O pen
P3426
P erform ance
DTCs, English
P3427
C ircuit Low
P3445
C ircuit/O pen
P3428
C ircuit H igh
P3446
P erform ance
P3429
C ircuit/O pen
P3447
P3430
P erform ance
P3448
H igh
P3431
P3449
C ircuit/O pen
P3432
H igh
P3450
P erform ance
P3433
C ircuit/O pen
P3451
C ircuit Low
P3434
P erform ance
P3452
C ircuit H igh
P3435
C ircuit Low
P3453
C ircuit/O pen
P3436
C ircuit H igh
P3454
P erform ance
P3437
C ircuit/O pen
P3455
P3438
P erform ance
P3456
H igh
P3439
P3457
C ircuit/O pen
P3440
H igh
P3458
P erform ance
P3441
C ircuit/O pen
P3459
C ircuit Low
P3442
P erform ance
P3460
C ircuit H igh
P3443
C ircuit Low
P3461
C ircuit/O pen
P3444
C ircuit H igh
P3462
P erform ance
P3463
DTCs, English
&
P3464
H igh
P3482
C ylinder 11 D eactivation/Intake Valve
C ontrol P erform ance
P3465
C ircuit/O pen
P3483
P3466
P erform ance
P3484
P3467
C ircuit Low
P3485
C ircuit/O pen
P3468
C ircuit H igh
P3486
P erform ance
P3469
C ircuit/O pen
P3487
Low
P3470
P erform ance
P3488
H igh
P3471
P3489
P3472
H igh
P3473
P3474
P3475
P3476
P3477
C ircuit/O pen
P3478
P erform ance
P3479
Low
P3490
P3491
P3492
P3493
C ircuit/O pen
P3494
P erform ance
P3495
Low
P3496
H igh
U0001
H igh S peed C A N C om m unication B us
P3480
H igh
U0002
H igh S peed C A N C om m unication B us
P erform ance
P3481
U0003
H igh S peed C A N C om m unication B us (+)
O pen
&
&

DTCs, English
U0004
H igh Speed C A N C om m unication B us (+)
Low
U0022
Low S peed C A N C om m unication B us (+)
Low
U0005
H igh Speed C A N C om m unication B us (+)
H igh
U0023
H igh
U0006
H igh Speed C A N C om m unication B us ()
O pen
U0024
Low S peed C A N C om m unication B us ()
O pen
U0007
Low
U0025
Low
U0008
H igh
U0026
H igh
U0009
shorted to B us (+)
U0027
shorted to B us (+)
U0010
M edium S peed C A N C om m unication B us
U0028
Vehicle C om m unication B us A
U0011
M edium S peed C A N C om m unication B us
P erform ance
U0029
Vehicle C om m unication B us A P erform ance
U0012
M edium S peed C A N C om m unication B us (+)
O pen
U0030
Vehicle C om m unication B us A (+) O pen
U0031
Vehicle C om m unication B us A (+) Low
U0013
Low
U0032
Vehicle C om m unication B us A (+) H igh
U0014
H igh
U0033
Vehicle C om m unication B us A () O pen
U0015
M edium S peed C A N C om m unication B us ()
O pen
U0034
Vehicle C om m unication B us A () Low
U0035
Vehicle C om m unication B us A () H igh
U0016
Low
U0036
Vehicle C om m unication B us A () shorted to
B us A (+)
U0017
H igh
U0037
Vehicle C om m unication B us B
U0018
shorted to B us (+)
U0019
Low S peed C A N C om m unication B us
U0020
Low S peed C A N C om m unication B us
P erform ance
U0021
O pen
DTCs, English
U0038
Vehicle C om m unication B us B P erform ance
U0039
Vehicle C om m unication B us B (+) O pen
U0040
Vehicle C om m unication B us B (+) Low
U0041
Vehicle C om m unication B us B (+) H igh
U0042
Vehicle C om m unication B us B () O pen
U0043
Vehicle C om m unication B us B () Low
&
U0044
Vehicle C om m unication B us B () H igh
U0068
Vehicle C om m unication B us E (+) H igh
U0045
Vehicle C om m unication B us B () shorted to
B us B (+)
U0069
Vehicle C om m unication B us E () O pen
U0046
Vehicle C om m unication B us C
U0047
Vehicle C om m unication B us C P erform ance
U0070
Vehicle C om m unication B us E () Low
U0071
Vehicle C om m unication B us E () H igh
U0048
Vehicle C om m unication B us C (+) O pen
U0072
Vehicle C om m unication B us E () shorted to
B us E (+)
U0049
Vehicle C om m unication B us C (+) Low
U0073
C ontrol M odule C om m unication B us O ff
U0050
Vehicle C om m unication B us C (+) H igh
U0100
Lost C om m unication W ith E C M /P C M A
U0051
Vehicle C om m unication B us C () O pen
U0101
Lost C om m unication w ith TC M
U0052
Vehicle C om m unication B us C () Low
U0102
Lost C om m unication w ith Transfer C ase
C ontrol M odule
U0053
Vehicle C om m unication B us C () H igh
U0054
Vehicle C om m unication B us C () shorted to
B us C (+)
U0055
Vehicle C om m unication B us D
U0056
Vehicle C om m unication B us D P erform ance
U0057
Vehicle C om m unication B us D (+) O pen
U0058
Vehicle C om m unication B us D (+) Low
U0059
Vehicle C om m unication B us D (+) H igh
U0103
Lost C om m unication W ith G ear S hift M odule
U0104
Lost C om m unication W ith C ruise C ontrol
M odule
U0105
Lost C om m unication W ith Fuel Injector
C ontrol M odule
U0106
Lost C om m unication W ith G low P lug C ontrol
M odule
U0107
Lost C om m unication W ith Throttle A ctuator
C ontrol M odule
U0060
Vehicle C om m unication B us D () O pen
U0108
Lost C om m unication W ith A lternative Fuel
C ontrol M odule
U0061
Vehicle C om m unication B us D () Low
U0109
Lost C om m unication W ith Fuel P um p
C ontrol M odule
U0062
Vehicle C om m unication B us D () H igh
U0063
Vehicle C om m unication B us D () shorted to
B us D (+)
U0110
Lost C om m unication W ith D rive M otor
C ontrol M odule
U0064
Vehicle C om m unication B us E
U0111
Lost C om m unication W ith B attery E nergy
C ontrol M odule "A "
U0065
Vehicle C om m unication B us E P erform ance
U0112
Lost C om m unication W ith B attery E nergy
C ontrol M odule "B "
U0066
Vehicle C om m unication B us E (+) O pen
U0067
Vehicle C om m unication B us E (+) Low
&
&

U0113
Lost C om m unication W ith E m issions C ritical
C ontrol Inform ation
DTCs, English
U0114
Lost C om m unication W ith Four-W heel D rive
C lutch C ontrol M odule
U0144
Lost C om m unication W ith B ody C ontrol
M odule "D "
U0115
Lost C om m unication W ith E C M /P C M B
U0145
M odule "E "
U0121
Lost C om m unication W ith A nti-Lock B rake
S ystem (A B S ) C ontrol M odule
U0122
Lost C om m unication W ith Vehicle D ynam ics
C ontrol M odule
U0123
Lost C om m unication W ith Yaw R ate S ensor
M odule
U0124
Lost C om m unication W ith Lateral
A cceleration S ensor M odule
U0125
Lost C om m unication W ith M ulti-axis
A cceleration S ensor M odule
U0126
Lost C om m unication W ith S teering A ngle
S ensor M odule
U0127
Lost C om m unication W ith Tire P ressure
M onitor M odule
U0128
Lost C om m unication W ith P ark Brake
C ontrol M odule
U0129
Lost C om m unication W ith B rake S ystem
C ontrol M odule
U0130
Lost C om m unication W ith S teering E ffort
C ontrol M odule
U0131
Lost C om m unication W ith P ow er S teering
C ontrol M odule
U0132
Lost C om m unication W ith R ide Level C ontrol
M odule
U0140
M odule
U0141
M odule "A "
U0142
M odule "B "
U0143
M odule "C "
DTCs, English
U0146
Lost C om m unication W ith G atew ay "A "
U0147
Lost C om m unication W ith G atew ay "B "
U0148
Lost C om m unication W ith G atew ay "C "
U0149
Lost C om m unication W ith G atew ay "D "
U0150
Lost C om m unication W ith G atew ay "E "
U0151
Lost C om m unication W ith R estraints C ontrol
M odule
U0152
Lost C om m unication W ith S ide R estraints
C ontrol M odule (Left)
U0153
Lost C om m unication W ith S ide R estraints
C ontrol M odule (R ight)
U0154
Lost C om m unication W ith R estraints
O ccupant S ensing C ontrol M odule
U0155
Lost C om m unication W ith Instrum ent P anel
C luster (IP C ) C ontrol M odule
U0156
Lost C om m unication W ith Inform ation
C enter "A "
U0157
Lost C om m unication W ith Inform ation
C enter "B "
U0158
Lost C om m unication W ith H ead U p D isplay
U0159
Lost C om m unication W ith P arking A ssist
C ontrol M odule
U0160
Lost C om m unication W ith A udible A lert
C ontrol M odule
U0161
Lost C om m unication W ith C om pass M odule
U0162
Lost C om m unication W ith N avigation
D isplay M odule
U0163
Lost C om m unication W ith N avigation C ontrol
M odule
&
U0164
Lost C om m unication W ith H VA C C ontrol
M odule
U0182
Lost C om m unication W ith Lighting C ontrol
M odule (Front)
U0165
Lost C om m unication W ith H VA C C ontrol
M odule (R ear)
U0183
Lost C om m unication W ith Lighting C ontrol
M odule (R ear)
U0166
Lost C om m unication W ith A uxiliary H eater
C ontrol M odule
U0184
Lost C om m unication W ith R adio
U0167
Lost C om m unication W ith Vehicle
Im m obilizer C ontrol M odule
U0168
Lost C om m unication W ith Vehicle S ecurity
C ontrol M odule
U0169
Lost C om m unication W ith S unroof C ontrol
M odule
U0170
Lost C om m unication W ith "R estraints
S ystem S ensor A "
U0171
S ystem S ensor B "
U0172
S ystem S ensor C "
U0173
S ystem S ensor D "
U0174
S ystem S ensor E "
U0175
S ystem S ensor F"
U0176
S ystem S ensor G "
U0177
S ystem S ensor H "
U0178
S ystem S ensor I"
U0185
Lost C om m unication W ith A ntenna C ontrol
M odule
U0186
Lost C om m unication W ith A udio A m plifier
U0187
Lost C om m unication W ith D igital D isc
P layer/C hanger M odule "A "
U0188
P layer/C hanger M odule "B "
U0189
P layer/C hanger M odule "C "
U0190
P layer/C hanger M odule "D "
U0191
Lost C om m unication W ith Television
U0192
Lost C om m unication W ith P ersonal
C om puter
U0193
Lost C om m unication W ith "D igital A udio
C ontrol M odule A"
U0194
Lost C om m unication W ith "D igital A udio
C ontrol M odule B"
U0195
Lost C om m unication W ith S ubscription
E ntertainm ent R eceiver M odule
U0196
Lost C om m unication W ith R ear S eat
E ntertainm ent C ontrol M odule
U0197
Lost C om m unication W ith Telephone C ontrol
M odule
U0179
S ystem S ensor J"
U0198
Lost C om m unication W ith Telem atic C ontrol
M odule
U0180
Lost C om m unication W ith A utom atic Lighting
C ontrol M odule
U0199
Lost C om m unication W ith "D oor C ontrol
M odule A "
U0181
Lost C om m unication W ith H eadlam p
Leveling C ontrol M odule
&
&

U0200
M odule B "
DTCs, English
U0201
M odule C "
U0202
M odule D "
U0203
M odule E "
U0204
M odule F"
U0205
M odule G "
U0206
Lost C om m unication W ith Folding Top
C ontrol M odule
U0207
Lost C om m unication W ith M oveable R oof
C ontrol M odule
U0208
Lost C om m unication W ith "S eat C ontrol
M odule A "
U0209
M odule B "
U0210
M odule C "
U0211
M odule D "
U0212
Lost C om m unication W ith S teering C olum n
C ontrol M odule
U0213
Lost C om m unication W ith M irror C ontrol
M odule
U0214
Lost C om m unication W ith R em ote Function
A ctuation
U0215
Lost C om m unication W ith "D oor S w itch A "
U0216
Lost C om m unication W ith "D oor S w itch B "
U0220
Lost C om m unication W ith "D oor S w itch F"
U0221
Lost C om m unication W ith "D oor S w itch G "
U0222
Lost C om m unication W ith "D oor W indow
M otor A"
U0223
M otor B"
U0224
M otor C "
U0225
M otor D "
U0226
M otor E"
U0227
M otor F"
U0228
M otor G "
U0229
Lost C om m unication W ith H eated Steering
W heel M odule
U0230
Lost C om m unication W ith R ear G ate M odule
U0231
Lost C om m unication W ith R ain Sensing
M odule
U0232
Lost C om m unication W ith S ide O bstacle
D etection C ontrol M odule (Left)
U0233
Lost C om m unication W ith S ide O bstacle
D etection C ontrol M odule (R ight)
U0234
Lost C om m unication W ith C onvenience
R ecall M odule
U0235
Lost C om m unication W ith C ruise C ontrol
Front D istance R ange S ensor
U0217
Lost C om m unication W ith "D oor S w itch C "
U0300
Internal C ontrol M odule S oftw are
Incom patibility
U0218
Lost C om m unication W ith "D oor S w itch D "
U0301
S oftw are Incom patibility w ith E C M /P C M
U0219
Lost C om m unication W ith "D oor S w itch E "
U0302
S oftw are Incom patibility w ith Transm ission
C ontrol M odule
DTCs, English
&
U0303
S oftw are Incom patibility w ith Transfer C ase
C ontrol M odule
U0321
S oftw are Incom patibility w ith R ide Level
C ontrol M odule
U0304
S oftw are Incom patibility w ith G ear S hift
C ontrol M odule
U0322
S oftw are Incom patibility w ith B ody C ontrol
M odule
U0305
S oftw are Incom patibility w ith C ruise C ontrol
M odule
U0323
S oftw are Incom patibility w ith Instrum ent
P anel C ontrol M odule
U0306
S oftw are Incom patibility w ith Fuel Injector
C ontrol M odule
U0324
S oftw are Incom patibility w ith H VA C C ontrol
M odule
U0307
S oftw are Incom patibility w ith G low P lug
C ontrol M odule
U0325
S oftw are Incom patibility w ith A uxiliary
H eater C ontrol M odule
U0308
S oftw are Incom patibility w ith Throttle
A ctuator C ontrol M odule
U0326
S oftw are Incom patibility w ith Vehicle
Im m obilizer C ontrol M odule
U0309
S oftw are Incom patibility w ith A lternative Fuel
C ontrol M odule
U0327
S ecurity C ontrol M odule
U0310
S oftw are Incom patibility w ith Fuel P um p
C ontrol M odule
U0311
S oftw are Incom patibility w ith D rive M otor
C ontrol M odule
U0312
S oftw are Incom patibility w ith B attery E nergy
C ontrol M odule A
U0313
S oftw are Incom patibility w ith B attery E nergy
C ontrol M odule B
U0314
S oftw are Incom patibility w ith Four-W heel
D rive C lutch C ontrol M odule
U0315
S oftw are Incom patibility w ith A nti-Lock
B rake S ystem C ontrol M odule
U0316
D ynam ics C ontrol M odule
U0317
S oftw are Incom patibility w ith P ark B rake
C ontrol M odule
U0318
S oftw are Incom patibility w ith B rake S ystem
C ontrol M odule
U0319
S oftw are Incom patibility w ith S teering E ffort
C ontrol M odule
U0320
S oftw are Incom patibility w ith P ow er S teering
C ontrol M odule
&
&

DTCs, English
2004 4.6L (LH2)

ENGINE DIAGNOSTIC PARAMETERS
2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
Intake Camshaft
Position
Actuator
Solenoid Control
Circuit
Bank 1
P 2089
Short to
Battery
The purpose is to diagnose

electrical errors detected by
the PWM Driver in ECU on the
Oil Control Solenoid actuator
circuit
P 2088
Short to
Ground
P 0010
Open
Circuit
Intake Camshaft
Position System
Performance.
Bank 1 & 2
P0011
Bank 1
P0021
Bank 2
MALFUNCTION CRITERIA AND

THRESHOLD VALUE(S)
The drive self check the electrical

condition to determine the source of
electrical failure.
SECONDARY PARAMETERS AND

ENABLE CONDITIONS
Battery voltage > 11 V

No previous failure on the Oil Control
solenoid actuator is present
TIME LENGTH
AND FREQUENCY
Recurrence Rate:
100 ms
MIL
TYPE
&
Trips
M/2
If any of the electrical failure is detected

an errors flag is set after the failure
counter max value is reached
Failure counter > 16 (1.6 s)
If this error is set the following actions
are taken:
Cam phasing (VCP function) is set to
limp home (function Passive)
Deactivation of Hardware Based
Diagnosis with the CJ120
Deactivate Generator L & F Terminal
Monitor
Disable knock Control
Knock control adaptation (Circuit 1)
Maximum end of Pre-injection angle is
used & a calibratable constant for start of
injection
Disable fuel quality adaptation at start
(start injection time adaptation)
Disable downstream lambda trim control
Disable Plausibility check of WARF
Sensors
Disable WARF Sensors diagnosis Heater
Coupling
Disable Diagnosis of the WRAF Sensor
Dynamic
Disable Monitoring Upstream Sensor
Signal
Signal during pull full cutoff (PUC)
Disable downstream oxygen sensor
diagnosis
Disable dynamic fuel trim diagnosis
Disable catalyst efficiency diagnosis
The purpose of this diagnosis

is to detect a difference in the
camshaft position relative to
the desired position (set point).
To ignore temporary
differences during the
controller adjustment period,
Actual Cam position > desired cam

position (set point) + allowed tolerance for
deviation
Actual camshaft position > desired
position (set point) + 6 CKP
Actual Cam position < desired cam
2004file8.doc
VCP State enable (the cam

phasing function is active controller
is active & set points are calculated)
Min engine speed for steady

deviation < engine speed < Max
Recurrence Rate:
Every 360 Crank
Revolution
M/1
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
there is a calibratible cycle

counter that has to expire
before the diagnosis is
activated.
If the controller adjustment and
the PWM adaptation cycles
have expired and a steady
position of the camshaft is the
result of the actual engine
state, this camshaft difference
is integrated.
If the integrated difference
reaches a max calibrated
value the Failure counter is
incremented.
Also, when the actual position
is with in acceptable window
another integrator will start
and when the value of the
reaches the diagnosis
initialization value the failure
counter is decrement.

THRESHOLD VALUE(S)

deviation
Actual camshaft position < desired
The errors flag for intake camshaft is set
after the failure counter max value is
reached
Failure counter > 16 (1.6s)
are taken:
Monitor
injection
Sensors
Coupling
Dynamic
Signal
Disable downstream oxygen
sensor diagnosis
-
Disable dynamic
fuel trim
diagnosis
Disable catalyst efficiency
diagnosis
Cam phasing (VCP function) is set to limp
2004file8.doc

ENABLE CONDITIONS
engine speed for steady deviation

Table base on oil temp < N RPM <
Table based on oil temp
-
Min oil pressure for steady deviation

< actual oil pressure < Max oil
pressure for steady deviation
1 Bar < actual oil pressure < 7 bar
PWM adaptation cycle has expired
VCP is not in Limp Home (no failure

on VCP electrical or mechanical)
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
home (function Passive) until the transition

from engine run to engine stop is
detected, even if the error is resolved
Exhaust
Camshaft
Position
Actuator
Solenoid Control
Circuit Bank 1
P 2091
Short to
Battery
P 2090
Short to
Ground

the PWM Driver in ECU on the
Oil Control Solenoid actuator
circuit
P 0013
Open Circuit

electrical failure.

Recurrence Rate:
100 ms
M/2
Recurrence Rate:
360 CKP
M/2

are taken:
Monitor
injection
Sensors
Coupling
Dynamic
Signal
diagnosis
Exhaust
Camshaft
Position System
P0014
Bank 1
The goal of this diagnosis is to

detect steady deviation of the
camshaft position relative to
Actual Cam position > desired cam

deviation
2004file8.doc
VCP State enable (the cam

phasing function is active controller
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Performance.
Bank 1 & 2
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
P0024
Bank 2
the desired position (set point)

by integrating the camshaft
deviation at specific conditions.
To ignore temporary deviations
during the controller
adjustment there is a tuneable
cycle counter, That has to
expire before the diagnosis is
activated.
If the controller adjustment and
the PWM adaptation cycles
have expired and a steady
position of the camshaft is the
result of the actual engine
state, this camshaft deviation
is integrated.
If the integrated deviation
reaches a max calibrated
value the debounce errors
counter is incremented.
And If the integrator reach the
value of the diagnosis
initialization value the errors
counter is decrement.

THRESHOLD VALUE(S)
Actual camshaft position > desired

Actual Cam position < desired cam

deviation
Actual camshaft position < desired
position (set point) +6 CKP
The errors flag for intake camshaft is set
reached
Failure counter > 16 1.6s)
are taken:
Monitor
injection
Sensors
Coupling
Dynamic
Signal
sensor diagnosis
-
Disable dynamic
fuel trim
diagnosis
diagnosis
2004file8.doc

ENABLE CONDITIONS
is active & set points are calculated)

-
Min engine speed for steady

deviation < engine speed < Max
engine speed for steady deviation
Table base on oil temp < N RPM <
Table based on oil temp
Min oil pressure for steady deviation

< actual oil pressure < Max oil
pressure for steady deviation
1 Bar < actual oil pressure < 7 bar
PWM adaptation cycle has expired

TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Intake Cam
/Crank
Correlation
Bank 1 & 2
FAULT CODE
P0016
Bank 1
P0018
Bank 2
MONITOR STRATEGY
DESCRIPTION

detect if the actual CAM edge
change lies in the permissible
expected range. A hysteresis
range is set around the
expected CKP position in
which the errors free CAM
edge change is expected. If a
Cam edge change does not
occur in this CKP range then
an errors is detected.
This diagnosis is done on two
reference edges (180 CKP
apart) which are defined in the
SW, ( the edges are correlated
to the max opening of the
intake camshaft lift
curve/design edge)
The design reference Cam
position is also defined in the
SW.

THRESHOLD VALUE(S)

detected, even if the error is resolved.
VCP State Ready (cam phasing function is
in a ready state after all activation
condition are fulfilled) or Adaptation (in this
state the mechanical edges are learned
relative to design edges)
Actual camshaft position > deign
camshaft position + Mechanical
tolerance
Actual camshaft position > 133 CKP + 12
CKP
Actual camshaft position < deign
camshaft position - Mechanical
tolerance
Actual camshaft position < 133 CKP 12
CKP
VCP State enable (the cam phasing
function is active controller is active &
setpoints are calculated)
Actual camshaft position > Deign
reference camshaft position Max
adjustable phase range tolerance for
desired camshaft position (set point)
around home position
Actual camshaft position > 133 CKP 40
CKP - 3 CKP
camshaft position + tolerance for
Actual camshaft position > 133 CKP + 3
CKP
The errors flag for Exhaust Cam /Crank
Correlation is set after the
Failure Counter Max Value is reached
are taken:
2004file8.doc

ENABLE CONDITIONS
Battery voltage 11 V
The EOL/Service Tool request for
VCP Mechanical check is Passive
At ECM reset & transition from engine run

to stop:
The errors flag is cleared
TIME LENGTH
AND FREQUENCY
Recurrence Rate:
100 ms
MIL
TYPE
&
Trips
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

Monitor
injection
Sensors
Coupling
Dynamic
Signal
Disable dynamic

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
sensor diagnosis
Exhaust Cam
/Crank
Correlation
Bank 1 & 2
P0017
Bank 1
P0019
Bank 2

detect if the actual CAM edge
change lies in the permissible
expected range. A hysteresis
range is set around the
expected CKP position in
which the errors free CAM
edge change is expected. If a
Cam edge change does not
occur in this CKP range then
an errors is detected.
This diagnosis is done on two
fuel trim
diagnosis
diagnosis

VCP State Ready (cam phasing function is
in a ready state after all activation
condition are fulfilled) or Adaptation ((in
this state the mechanical edges are
learned relative to design edges)
Actual camshaft position > deign
camshaft position + Mechanical
tolerance
Actual camshaft position > -117 CKP + 12
CKP
2004file8.doc
The following conditions are fulfilled:

-
Battery voltage 11 V
The EOL/Service Tool request for
VCP Mechanical check is Passive
At ECM reset & transition from engine run

to stop:
The errors flag is cleared
Recurrence Rate:
100 ms
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
reference edges (180 CKP

apart) which are defined in the
SW, ( the edges are correlated
to the max opening of the
intake camshaft lift
curve/design edge)
The design reference Cam
position is also defined in the
SW.

THRESHOLD VALUE(S)

camshaft position - Mechanical
tolerance
Actual camshaft position < -117 CKP 12
CKP
VCP State enable (the cam phasing
function is active controller is active &
setpoints are calculated)
Actual camshaft position > Deign
reference camshaft position + Max
adjustable phase range + tolerance for
Actual camshaft position > -117 CKP + 50
CKP + 3 CKP
camshaft position - tolerance for desired
camshaft position (set point) around
home position
Actual camshaft position > -117 CKP 3
CKP
The errors flag for Exhaust Cam /Crank
Correlation is set after the
Failure Counter Max Value is reached
are taken:
Monitor
injection
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Sensors
Coupling
Dynamic
Signal
Disable dynamic

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
sensor diagnosis
Intake Camshaft
Position
Actuator
Solenoid Control
Circuit Bank 2
P 2093
Short to
Battery
P 2092
Short to
Ground
P 0020
Open Circuit

the hardware on the actuator
Solenoid circuit
fuel trim
diagnosis
diagnosis

electrical failure.
are taken:
Monitor
injection
2004file8.doc

Recurrence Rate:
100 ms
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Exhaust
Camshaft
Position
Actuator
Solenoid Control
Circuit Bank 1
P 2095
Short to
Battery
P 2094
Short to
Ground
P 0023
Open Circuit

the hardware on the actuator
Solenoid circuit

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips

Sensors
Coupling
Dynamic
Signal
diagnosis

electrical failure.
are taken:
Monitor
injection
Sensors
Coupling
Dynamic
2004file8.doc

Recurrence Rate:
100 ms
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Mass Air Flow

(MAF) Sensor
Performance
Mass Air Flow

(MAF) Sensor
Circuit
P0101
P0102
Low
Frequency
P0103
High
Frequency
The load/TP rationality check

can detect unplausibilities in
the system, but only in
combination with the output of
the FSD (fuel system
diagnosis) it is possible to
identify the faulty sensor (load
or throttle position) and to
distinguish between a MAF
sensor errors and a MAP
sensor errors. Usually the
reduced area and the pressure
controller will be deactivated
(and reset) if a plausibility
errors occurs. This means, the
IMM goes to pre-controlled
and the only signal used is the
throttle position.
The purpose of the diagnosis
shall be to detect electrical
faults in the frequency sensor
HFM, The diagnosis will be
divided in two different cases,
when the engine doesnt run
but the ignition key is ON
(HFM-idle diagnosis) and
when the motor is running
(HFM diagnosis).

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Signal
diagnosis
If the FSD detects an errors in the fuel

path, this means that the TP signal is bad.
If the FSD detects no errors this means,
the unplausibility was caused from a faulty
load sensor.
Based on which sensor control is active
the faulty load sensor could be disguised
Load/TP rationality = 1
FSD errors = 0
Pressure ration (MAP/AMP) < 0.85
MAF sensor is faulty
Drive cycle has started

The load/TP rationality check was
complete
No pervious faulty exists on the MAF
performance
Recurrence Rate:
12.5 ms
Low frequency
MAF Frequency for Diagnoses < 50 Hz
Frequency is lower than 200 Hz
Engine not running

ignition Key on
Engine stopped
Recurrence Rate:
12.5 ms
Low frequency flag = 1 after debounce
Engine running
ignition Key on
Engine started
Engine speed > 500 rpm
M/2
The MAF sensor performance errors flag

is set after the errors counter reaches max
value
Failure counter > 16 (200ms)
High Frequency
MAF Frequency for Diagnoses > 12425
Hz
Frequency is higher than 20000 kHz
high frequency errors flag = 1 after
debounce
MAF Frequency for Diagnoses > 520 Kg/h
MAF Frequency for Diagnoses < 1 Kg/h
Sensor has exceed the diagnostic
2004file8.doc
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
threshold
the MAF errors flag is set if any of the
condition is fulfilled
Failure counter >16 (200ms)
Throttle Body
Performance
P0068
MAF sensor control is not active

(output signal is d)
Map sensor control is activated
(output signal is used by intake manifold
model)
Plausibility check throttle reduced area
adaptation values
The load/TP plausibility check

proofs the consistency
between load and throttle
position. The plausibility is
checked by comparing the
excitation of the controller
(reduced area & pressure with
the corresponding "basic"
value (Throttle reduce area if
area controlled, ambient
pressure if pressure
controlled).
In addition, the throttle reduce
area adaptation values are
checked separately. This is
necessary, because at closed
throttle small absolute values
(e.g. due to leakage air
adaptation) may result in large
relative values that pretend a
bad system.
If the current load and throttle

position signals are not
consistent (implausible) a flag
is set, that indicates problems
in the plausibility check
If the controller excitation (or
area adaptation value) is
above a calibratable threshold,
The unplausibility detected
only states, that the actual load
and throttle position do not fit
together and therefore a large
controller excitation is required
to bring them into line.
Plausibility check throttle reduced area

controller excitation
(In the plausibility check only the steady
state conditions are of interest. Therefore,
the controller excitations of the reduced
area controller is smoothed with a low
pass filter. This controller output is only
calculated as long as the corresponding
controller is active. If the plausibility check
is deactivated the calculation of the
moving mean value from the reduced area
controller output is stopped (but not reset).
Depending on several input variables the
(The additive and multiplicative adaptation

values of the reduced area are checked
separately. If one of them exceeds the
corresponding threshold, a related errors
flag is set, if the value is inside the
thresholds the respective flag is reset.
Because adaptation is done with a slow
Recurrence Rate, no filtering of the
adaptation values is required and they are
directly used)
-
Throttle reduced are controller

additive < 15 cm ^2
Throttle reduced are controller
additive > 15 cm ^2
Throttle reduced area controller
factor < 35%
Throttle reduced area controller
factor > 35%
2004file8.doc

No errors currently exist on the throttle or
load.
Diagnoses in not disabled
600 RPM < engine speed < 6300 RPM
0.2 < pressure ration (MAP/ambient) < .95
Recurrence Rate:
25 ms
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
If the fuel system diagnosis is

available, it is possible to
identify the reason of the
unplausibility (i.e. errors in the
load signal or throttle position)
and to distingue between the
different type of load errors
(MAF or MAP).
To get reasonable results from
the FSD, a certain delay time
is required before accessing
the FSD results.

THRESHOLD VALUE(S)
threshold for the controller excitation is

selected. If e.g. the ECT-sensor goes bad,
the threshold for plausibility errors
detection can be chosen higher, so that
more controller excitation is allowed.
If the filtered reduced area controller
excitation reaches a certain thresholds the
plausibility check errors is set to active).
-
Filtered reduced area controller <

35%
filtered reduced area controller >
35%
Plausibility check pressure controller

excitation
((In the plausibility check only the steady
state conditions are of interest. Therefore,
the controller excitations of the reduced
area controller is smoothed with a low
pass filter. This controller output is only
calculated as long as the corresponding
controller is active. If the plausibility check
is deactivated the calculation of the
moving mean value from the reduced area
controller output is stopped (but not reset).
Depending on several input variables the
threshold for the controller excitation is
selected. If e.g. the ECT-sensor goes bad,
the threshold for plausibility errors
detection can be chosen higher, so that
more controller excitation is allowed.
If the ratio of the filtered pressure
controller excitation and the (adapted)
ambient pressure reaches a certain
threshold, the plausibility check errors is
set to active.
-
filtered pressure controller excitation <

225 hpa
filtered pressure controller excitation >
225 hpa
if any of the above condition are fulfilled

then the TP/Load plausibility errors flag is
set after failure counter max value is
reached
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Throttle Body
Performance
FAULT CODE
P0068
MONITOR STRATEGY
DESCRIPTION
The load/TP rationality check can

detect unplausibilities in the
system, but only in combination
with the output of the FSD (fuel
system diagnosis) it is possible to
identify the faulty sensor (load or
throttle position) and to distinguish
between a MAF sensor errors and
a MAP sensor errors. Usually the
controller will be deactivated (and
reset) if a plausibility errors occurs.
This means, the IMM goes to precontrolled and the only signal used
is the throttle position.

THRESHOLD VALUE(S)
If this diagnostic is present the

following are disabled
The intake model adaptive & excitation are
rested and the model is calculating the
load in pre-control (open loop no close
eedback signal is used from the sensors).
Only the throttle signal is used.
load sensor.

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips

complete
No pervious faulty exists on the throttle
body performance
Recurrence Rate:
25 ms
M/2

complete
No pervious faulty exists on the MAP
performance
Recurrence Rate:
25 ms
M/2
Ignition key on
Engine stopped
Engine running and steady throttle
Recurrence Rate;
25ms
FSD errors = 1
Throttle is faulty
The throttle body performance errors flag
value
Manifold
Absolute
Pressure (MAP)
Sensor
Performance
Manifold
Absolute
Pressure (MAP)
Sensor Circuit
P0106
P0107
Low Voltage
P0108
High Voltage
The load/TP rationality check

can detect unplausibilities in
the system, but only in
combination with the output of
the FSD (fuel system
diagnosis) it is possible to
identify the faulty sensor (load
or throttle position) and to
distinguish between a MAF
sensor errors and a MAP
sensor errors. Usually the
controller will be deactivated
(and reset) if a plausibility
errors occurs. This means, the
IMM goes to pre-controlled
and the only signal used is the
throttle position.
The purpose is to diagnose the
mean value of the analog input
signal (V_MAP) from MAP
sensor to the micro-controller.

load sensor.
Based on which sensor control is active
the faulty load sensor could be disguised
FSD errors = 0
Pressure ration (MAP/AMP) > 0.85
MAP sensor is faulty
The MAP sensor performance errors flag
value
Failure counter >16 (400ms)
High voltage
MAP Volts > 4.9V
Short to battery or open circuit errors
detected
Low voltage
2004file8.doc
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
MAP Volts < .08V

Short to ground errors detected
The MAP DTC is set if the failure
conditions are fulfilled.
Manifold
Absolute
Pressure (MAP)
Sensor Circuit
Intermittent
P1106
Intermittent
high

mean value of the analog input
signal (V_MAP) from MAP
sensor to the ECM.
P1107
Intermittent
Low
High pass filter of V_MAP > 4.9V
Ignition key on
Engine stopped
Engine running and steady throttle
Recurrence Rate;
25ms
n/1
Ignition Key on
Recurrence Rate:
100 msec
M/2
Evaluation of sign (MAPn MAPn-1)

errors is set
High intermittent errors detected
Evaluation of sign (MAPn MAPn-1)
errors not set
Low intermittent errors is detected

Low pass filter of V_MAP < .11V
The MAP errors flag is set if any of the
condition is fulfilled after debounce
Intake Air
temperature
(IAT) Sensor
Circuit
P0112
Low Voltage
P0113
High Voltage

analog input signal (V_TIA)
from induction air temperature
Low or high voltage errors
MAP sensor control is d

(output signal is d)
MAF sensor control is activated
(output signal is used by intake manifold
model)
Low Voltage
Time after start > 120s
IAT Voltage
< .04V
Short to ground (low voltage detected)
High voltage
Time after start > 120s
IAT Voltage
> 4.9V
Short to battery or line break (high voltage
detected)
If any of the condition if fulfilled the IAT
errors flag is set after failure counter max
value is reached
Failure counter > .1s
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Intake Air
temperature
(IAT) Sensor
Circuit
Intermittent
Engine Coolant
Sensor
Performance
Engine Coolant
Temperature
Sensor Electrical
Diagnosis (ECT)
Engine Coolant
Temperature
FAULT CODE
P1111
Intermittent
high
P1112
Intermittent
low
P0116
P 0117
P 0118
P 0125
MONITOR STRATEGY
DESCRIPTION
The purpose is to diagnose In

case of intermittent failure
detected on IAT sensor, a
specific ABC counter is
managed.
Target is to avoid sudden
calculation transition in any
function based on IAT
temperature
This Diagnostic Detects a
Stuck ECT sensor signal. An
ECT model is used to
determine the expected rate of
change in the ECT sensor.
Once a calibratable delta
between ECT model minimum
value and ECT model
maximum value is reached
the decision portion of the
diagnostic is entered. If the
delta between ECT minimum
value and ECT maximum
value is less than a
calibratable table value the
sensor is concidered stuck.
This Diagnosis is to detect an

Electrical malfunction, Short
circuit to VB, SCG, OL.
Detects if ECT has reached

sufficient temperature to allow

THRESHOLD VALUE(S)
Load/TP Rationality threshold will be

extended
ABS (Actual air temperature for segment n
filtered air temperature for segment n) >
IAT High Intermittent
ABS (IAT n IAT Filtered n) > 4.9V
IAT Low Intermittent < .04V
IAT intermittent errors flag is set after
debounce
Failure counter >.1s
ECT change on this drive cycle < 1.5 C
If this error is detected then the ECT

model temp is used. The error will latch for
this drive cycle (until power latch occurs).
ECT Volts < .06V

Failure Ctr. > .1s
P 0117 = Active (SCG)
ECT Volts > 4.9V

Inlet Air Temp. -7C
Eng Run Time 120s
Failure Ctr. > .1s
P 0118 = Active
ECT < Table used for Lamda Sensor

Closed Loop operation
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Ignition Key on
Recurrence Rate:
100 msec
N/1
Disable conditions:
ECT fault
IAT fault
MAF fault
EMOP active
Enable conditions:
Engine running
ECT model temp change on this

drive cycle > 100C if start temp=
minus 40C,through 20C if start
temp= 70C at (table based on ECT
at start)
The diagnostic will not fail if start

temp > 70C (temp gage value is
supplied by ECT sensor by ECM via
communication bus)
***Please confirm true for all carlines.
Recurrence Rate
1 sec
(Currently
completes before
th
end of 18 cycle of
-7 C FTP.
Validation of
calibration is NOT
complete)
M\2
Recurrence Rate:
100 ms
M/2
Recurrence Rate:
1s
M\2
Short circuit to ground Diagnosis

IGN = ON
EMOP = Not Active
Short circuit to VB or OL
Diagnosis
IGN = ON
EMOP = Not Active
Disable conditions:
Inlet air temp < -8.25c
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
(ECT) Insufficient
for Closed Loop
Fuel Control
Engine Coolant
Temperature
(ECT) Below
Thermostat
Regulating
Temperature
Engine Coolant
Sensor Signal
Voltage
Throttle Position
Sensor # 1
Electrical
Diagnosis (TP)
MONITOR STRATEGY
DESCRIPTION
closed loop fuel using an ECT

model vs. measured ECT.
If this error is detected then the ECT
model temp is used. The error will latch for
this drive cycle (until power latch occurs).
P 0128
P 1114
P 1115
(TP 1)
Low Volts
P 0122
Detects a stuck open

thermostat, using an ECT
model vs. measured ECT.
This diagnostic will detect an

intermittent short to ground or
intermittent short to battery
voltage / open
This Diagnosis is to detect an

Electrical malfunction, Short
circuit to VB, SCG, OL.
(TP 2)
High Volts
P 0123
Throttle Position
Sensor # 1
Electrical
Diagnosis (TP)

THRESHOLD VALUE(S)
(TP 2)
Low Volts
P 0222
(TP 2)
High Volts
P 0223
The potentiometer voltage for

channel 2 must be within the
admissible limits. This DTC
can distinguish the circuits low
& High Voltage.

ENABLE CONDITIONS
Inlet air temp sensor fault
ECT fault
MAF sensor fault
MAF/TP sensor plausibility fault

Enable conditions:
Engine running time > 30s AND
open loop time > 120s
idle time < 50&
fuel cut off time < 50%
ECT has not been greater than 72C for

10 seconds OR
ECT < 62 c for catylyst diagnostic enable
temperature OR
ECT < 62c for lamda sensor diagnostic
enable temperature
Disable conditions:
ECT fault
Time to close loop fault
MAF sensor fault
MAF/TP sensor plausibility fault
ECT @ start < -8.25 C
ECT @ start > 50 C

Enable conditions:
ECT model > 90 C
idle time < 95%
fuel cutoff time < 50%
ECT Volts < .04V

Failure Ctr. > .1s
P 1114 = Active (INT SCG)
ECT Volts > 4.9V

Inlet Air Temp. -7C
Eng Run Time 120s
Failure Ctr. > .1s
P 1115 = Active
TP Volts < .098
Failure Ctr. = 12 (60ms)
P 0122 = Active ( SCG)
TP Volts > 4.89
Failure Ctr. = 12 (60ms)
P 0123 = Active ( SCVB / OL)
TP Volts < 0.4643 V

Failure counter max = 12 (60ms)
P222 = Active
Limp home RPM limitation
TP Volts > 4.8436 V
Failure counter max = 12 (60ms)
P223 = Active
2004file8.doc
INT Short circuit to ground Diagnosis

IGN = ON
EMOP = Not Active
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Currently the
normal time to
closed loop is 15
seconds. Closed
loop is forced after
120 seconds.
Recurrence Rate:
1s
Run time varies
with the ECT at
start.
M\2
Completes before
th
end of 18 cycle of
-7 C FTP.)
Recurrence Rate:
100mS
N/1
5 ms
M\1
5 ms
M\1
INT Short circuit to VB or OL

Diagnosis
IGN = ON
EMOP = Not Active
Activation: IGN =1.

The error bits, Failure-counters and
other variables or bits are initialised
Deactivation: IGN =0 or the setting
conditions are not fulfilled anymore
TP DTC already set
Limp home active
Activation: IGN =1.
The error bits, Failure-counters and
TP DTC already set
Limp home active
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Wide Range Air

Fuel Sensor # 1
Electrical
Diagnosis (B1S1)
SCG
P 0131
This Diagnostic is intended to

detect a SCG, SCVB, or Open
in the signal line or in the
WRAF sensor. The Electrical
Diagnosis is performed
internally through the ECM
(BSW) by the CJ120 Register.
If the CJ120 detects an Open signal, SCG,

or SCVB.
HO2S Slow
Response Bank
1 & 2 Sensor 1
SCVB
P 0132
Open Line
P 0134
(Bank 1)
P0133
(Bank 2)
P0153
This diagnosis observes the

amplitude of the Lambda
sensor in response to forced
lambda stimulation. The
sensor value is compared to a
Lambda sensor model and a
filtered ratio is generated. This
value is filtered by a gain table
that is used to standardize the
amplitude portion with respect
to engine speed and load. The
integral of all cycles during the
test is the compared to a
single threshold to determine
the response of the sensor
signal. By observing the
amplitude of the sensor signal
during a given forced
stimulation period, the
response time of the sensor

can be determined. A
sensor with slow response
time will not achieve the
modeled amplitude during
a forced stimulation period.
AND
Failure Counter > 100 (500 ms) (inc @ 2)
Related P-Codes = Active
1.) A dynamic parameter of the sensor is
calculated by dividing the period of the
lambda air/fuel ratio switching
characteristic by a multiplication of the
amplitude of the lambda by the difference
between the lambda set point that
includes the period, amplitude and the
basic lambda set-point
2.) The value of this dynamic parameter is
multiplied by a gain value that is used to
standardize the amplitude portion with
respect to engine speed and load and
added to an integrated value of the
dynamic parameter.
3.) This function is equipped with a
counter that counts the number of single
calculations. Once the minimum number
of calculations 15 cyc. is exceeded
another calculation is made. This
calculation divides the integrated dynamic
sensor parameter value by the counter
value. This calculation gives the
characteristic value of the sensor
dynamics. The characteristic value of the
sensor dynamic is then compared to the
limited diagnosis value for error diagnosis.
If Sensor Dynamic Total < .2

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
This diagnostic is inhibited if any of the

following DTCs are present:
HO2S
Enable Conditions
IGN = ON
Diagnosis = Active
Recurrence Rate:
10 ms
M/2
Enable conditions
Recurrence Rate:
10 ms
M\2
HO2S Ready (Lambda Sensor Closed

Loop)
Lambda forced stimulation active
Baro 740hPa
Rpm > 1216 < 3104
MAF > 170 < 400mgstk
Catalyst diagnosis active. Catalyst
diagnostic generates the forced
stimulation used to diagnose the
Catalyst OSC and HO2S Response
Time simultaneously.

CKP Sensors
CMP Sensors
MAF Sensors
MAP Sensors
Injectors DTCs
Ignition Coil DTCs
HO2S DTCs
Limp home Safety (ETC)
EVAP / CPS DTCs
TP DTCs
ECT DTCs
Misfire DTCs
During low engine

speed and load
conditions a longer
forced stimulation
period is required to
assure correct
diagnosis. The
longest period used
is 1.24 seconds.
This value is
multiplied by 15
cycles to determine
the worst case test
time. The result is
18.6 seconds. Under
most operating
conditions the test
will complete in one
continuos test.
However, if the test
is interrupted, test
results for previous
cycles are stored.
This means the 15
cycles do not have
to be consecutive in
order to complete
the diagnostic. They
must all be within the
same key cycle.
P0133 = Active
P0153 = Active
HO2S Heater
Electrical Circuit
Bank 1 Sensor 1
P 0030 OC
P 0031 SCG
P 0032 SCB
The purpose of the diagnostic

is intended to detect electrical
faults within the oxygen sensor
If:
SCB Diagnosis = Enabled
PWM signal 99%
2004file8.doc
Enable Conditions:
IGN = ON,
Eng = ON
Recurrence rate
1s
M\2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
HO2S Heater
Electrical Circuit
Bank 2 Sensor 1
P0050 OC
P0051 SCG
P0052 SCB
HO2S Heater
Electrical Circuit
Bank 1 Sensor 2
P 0036 OC
P 0037 SCG
P 0038 SCB
H02S Heater
Electrical Circuit
Bank 2 Sensor 2
P0056 OC
P0057 SCG
P0058 SCB
HO2S Heater
Performance
Bank 1 and 2
Sensor 1
(Bank 1)
P 0135
(Bank 2)
P 0155
MONITOR STRATEGY
DESCRIPTION
Heater Circuit. This diagnostic

takes into consideration the
following electrical faults based
the heater drivers ATM3x.
Short to B+ by Overtemperature or Overcurrent.
Short to ground and Open-line.
The heater driver is capable of
detecting OL and SCB when in
the ON State and will detect
the SCG only when in the
OFF state. The heater power
is controlled by a PWM signal,
the driver will be placed
alternately in an ON and then
OFF state.
The purpose of the diagnostic
is intended to detect electrical
faults within the oxygen sensor
Heater Circuit. This diagnostic
takes into consideration the
following electrical faults based
the heater drivers.
Short to B+, Short to ground
and Open-line. The heater
driver is capable of detecting
OL and SCB when in the ON
State and will detect the SCG
only when in the OFF state.
The heater power is controlled
by a PWM signal, the driver
will be placed alternately in an
ON and then OFF state.
This function will diagnose an
upstream
oxygen
sensor
heater failure that would lead
to an increase in emissions
beyond the legal thresholds.
The diagnosis shall be carried
out by determining whether the
operative readiness of the
sensor
exceeds
a
time
threshold or whether the
measured
oxygen
sensor
ceramic temperature exceeds
or falls below set bounds over
a number of measurement
cycles. The temperature of the

THRESHOLD VALUE(S)
Diagnostic = Active
Or if:
Exhaust temp. 400C
Diagnostic = Active
If:
SCG Diagnosis = Enabled
PWM signal .39%
Diagnostic = Active
If:
OL Diagnosis = Enabled
PWM signal .39%

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence rate
1s
M\2
Recurrence rate
1s
M\2
Batt volts > 11 < 16

Diagnostic = Enabled
VB DTCs
Diagnostic = Active
If:
SCB Diagnostic Flag = Enabled
Heater state Preheating
Diagnostic = Active
Or:
Cat Temp 400 C
Diagnostic = Active
If:
SCG Diagnostic Flag = Enabled
Diagnostic = Active
If:
OL Diagnostic Flag = Enabled
Diagnostic = Active
After the enable criteria are met the

sensor is observed for readiness. If the
sensor is not ready a timer is started. If
this timer exceeds 20 seconds an
exaggerated stimulation is performed to
try to force the sensor to ready state. If the
sensor is still not active after 25 seconds
of exaggerated stimulation an error is set.
If the sensor is ready previous to the timer
exceeding the 20 seconds another test is
performed. The test will wait 60 seconds
from the time the engine was started. At
this point the sensor temperature is
observed once per second (resistance =
temp) for 32 seconds. If the sensor
2004file8.doc
Enable Conditions:
IGN = ON,
Eng = ON
Batt volts > 11 < 16
Diagnostic = Enabled
VB DTCs
Enable Conditions:
Engine = ON
Heater State not OFF or in Protection
Batt Voltage > 11 < 16v
Heater PWM > 25%
WRAF
DTCs
sensor
internal
resistance
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
sensor is determined by
measuring
the
internal
resistance of the sensor.
temperature is less than 600C or greater

than 900C a fail counter is incremented.
After the 32 seconds has elapsed the fail
counter is observed. If the fail counter
exceeds 28 an error is set.
P0135 = Active
P0155 = Active

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence rate
100 ms
M/2
Recurrence Rate:
100ms
M/2
Recurrence Rate
20 ms
M\2
WRAF sensor heater electrical DTCs

WRAF sensor signal electrical DTCs
VB DTCs
MAF DTCs
Load-TP diagnosis DTCs
WRAF sensor Plausibility DTCs
Heated Oxygen
Sensor (HO2S)
Low Voltage
Bank 1 & 2
Sensor 2
(Bank 1)
P0137
This Diagnostic detects a SCG

in the circuit or the Oxygen
Sensor
(Bank 2)
P0157
HO2S Down Volts < 2mV

HO2S Down Resistance < 10 Ohms
Timer 2 > 5 Sec. ( Failure Window )
Failure Counter > 16 (1.6 sec.)
P0137 = Active
P0157 = Active
Heated Oxygen
Sensor (HO2S)
High Voltage
Bank 1& 2
Sensor 2
(Bank 1)
P0138
HO2S Slow
Response Bank
1 & 2 Sensor 2
(Bank 1)
P0139
This Diagnostic detects a

SCVB in the circuit or the
Oxygen Sensor
(Bank2)
P0158
(Bank 2)
P0159
HO2S Down Volts > 2 volts

P0138 = Active
P0158 = Active
This diagnosis can detect the

sluggish behavior of the
rich/lean switch times during
the transition to the trailing fuel
cut-off. The results are
statistically treated. The
allowable sensor behavior is
based on the sensors signal
under different MAF and signal
band limits.
Non-Intrusive Monitoring

HO2S Circuit Faults
Enable Conditions
IGN = ON
Dynamic Fuel Trim = Active
MAF > 100Kg/h
Timer 1 > 25.5 Sec. ( Stabilization )
Diagnostic = Active

HO2S Circuit Faults
Enable Conditions
IGN = ON
Diagnostic = Active
After the enable conditions are

met and PUC is determined to be
active, the current downstream O2
voltage is monitored and stored. If
the stored value is above 600mV
and MAF > 10 < 200 Kg/h the test
is started. Once the sensor
voltage drops 15% of the stored
value a timer is started. This timer
is then stopped when the voltage
drops 70% of the stored value. At
this point the test is determined to
be valid and the diagnostic
counter is incremented by one.
The switching time value is then
converted to a weighted value.
This process is repeated for 5
PUC events. Each time the
diagnostic counter is incremented
the weighted value is added to a
2004file8.doc
All monitoring conditions must be met

No inhibition reason for diagnosis
Coolant Temp > 70 C
Downstream Sensors = Ready
Vehicle Speed > 5 < 180 Km/h
Cat temp > 450 C
Throttle position sensor errors
Canister purge solenoid errors
Canister purge solenoid mechanical errors
Coolant temperature sensor errors
Coolant temperature signal stuck errors
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
total value. At the end of the 5

PUC events the total value is
divided by the number of PUC
events and another value is
developed. This value is then
compared to a threshold. If the
value exceeds the threshold the
sensor is determine to be slow.
If Total Response Time > 1.002
P0139 = Active
P0159 = Active

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate
100 ms:
M/2
Recurrence Rate:
10 ms
M/2
Coolant temperature signal gradient errors

Coolant temp. sensor plausibility errors
Manifold pressure sensor errors
Crankshaft sensor errors
Camshaft sensor errors
Injection valve errors
Fuel system diagnosis errors
Vehicle speed sensor errors
O2 sensor up output stage OBD1 errors
O2 sensor heater up OBD1 output stage
errors
O2 sensor heater up OBD2 errors
O2 sensor down OBD1 output stage
errors
O2 sensor heater down OBD1 output
stage
errors
O2 sensor down OBD2 switching time
errors, in case of a Switching errors in the
last driving cycle, this condition is faded
out
O2 sensor heater down OBD2 errors
misfire carb A errors
misfire carb B errors
OBD II downstream oxygen sensor
diagnosis enabled
If any one of the above errors is active
then the diagnosis of the monitoring
sensors for will be inhibited.
Heated Oxygen
Sensor (HO2S)
insufficient
Activity B1S2
Wide Range Air

Fuel Sensor # 1
(Bank 1)
P0140
This Diagnostic detects an

Open Signal in the Oxygen
Sensor or the circuit
(Bank 2)
P0160
SCG
P 0151
This Diagnostic is intended to

detect a SCG, SCVB, or Open
HO2S Down Volts < 522mV

HO2S Down Volts > 356mV
Time 5 Sec
HO2S Down Resistance > 60000 Ohms

HO2S Circuit Faults
P0140 = Active
P0160 = Active
Enable Conditions
IGN = ON
Catalyst Temp. > 650C
HO2S Down = Ready
Heater State = Heating
Diagnostic = Active
If the CJ120 detects an Open signal, SCG,

or SCVB.

2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Electrical
Diagnosis (B2S1)
HO2S Heater
Performance
Bank 1 and 2
Sensor 2
Fuel System
Lean Bank 1
FAULT CODE
SCVB
P 0152
Open Line
P 0154
(Bank 1)
P 0141
(Bank 2)
P 0161
P 0171
MONITOR STRATEGY
DESCRIPTION
in the signal line or in the

WRAF sensor. The Electrical
Diagnosis is performed
internally through the ECM
(BSW) by the CJ120 Register.
The
diagnosis
strategy
compares the WRAF sensor
heater internal resistance to a
threshold during conditions
when
the
exhaust
gas
temperature is low enough to
cause the sensor ceramic
temperature to fall outside
normal operating levels if a
failure is present. From the
internal resistance of the
sensor the temperature of the
sensor can be calculated.
Fuel System correction is

monitored to determine if the
system is too lean

THRESHOLD VALUE(S)
AND
Failure Counter > 100 (500 ms) (inc @ 2)
Related P-Codes = Active
After the enable criteria are met a timer is
started. When this timer exceeds 240
seconds
the
modeled
exhaust
temperature is compared to a threshold of
650C. If the temperature exceeds the
threshold the sensor resistance is
observed once per second for 60
seconds. If the sensor resistance is
greater than 1100 ohms a fail counter is
incremented. After the 60 seconds has
elapsed the fail counter is observed. If the
fail counter exceeds 40, an error is set.
If the output for the lambda controller + the

fuel adapts is greater than the emissions
failure threshold for fuel system diagnosis
during 100 seconds of a 300 second test
period. (Test period timer is only
incremented if enable conditions are met)
If Short Term + Long Term Fueling > 25%
FOR
TIME > 100 SEC.
P 0171 = Active

ENABLE CONDITIONS
MIL
TYPE
&
Trips
Recurrence rate
1s
M\2
Recurrence Rate
20 ms
M\2
HO2S
Enable Conditions
IGN = ON
Diagnosis = Active
Enable Conditions:
Engine = ON
Heater = Heating
Batt Voltage > 11 < 16V
Heater PWM > 0 < 99.6%
MAF DTCs
VB DTCs
Load-TP diagnosis DTCs
WRAF sensor electrical DTCs
WRAF sensor heater electrical DTCs
Enable Conditions:
Closed Loop Active
Application conditions fulfilled
Fuel system diagnosis errors not

detected during this trip.
No inhibition due to high charcoal

canister saturation. The canister
purge system cycles closed for 60
seconds after 240 seconds of purge
under all circumstances. Once
canister purge has cycled off, there is
no canister load and thus no canister
inhibition due to saturation.
Rpm > 500
MAF > 60mgstk
Coolant Temp > 70C
Baro > 740hPa
Intake Air Temp > -7C

If any one of the above conditions are not
met then the diagnostic function will not
2004file8.doc
TIME LENGTH
AND FREQUENCY
Worst case to
detect a fuel
system fault is
when the charcoal
canister is
saturated. This
could require a
worst case time of
580 seconds after
ECT enable
temperature is met.
(Two 240 second
purge cycles plus
100 seconds of
purge off time.)
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate
20 ms
M\2
activate
TP errors
ECT errors
IAT errors
MAF errors
Misfire Present
Canister purge errors
Crank shaft sensor errors
Fuel system diagnosis inhibited
Fuel System
Rich Bank 1
P 0172
Fuel System correction is

monitored to determine if the
system is too rich

If Short Term + Long Term Fueling < -25%
FOR
TIME > 100 SEC.
P 0172 = Active
Enable Conditions:
Closed Loop Active


Rpm > 500
MAF > 60mgstk
Coolant Temp > 70C
Baro > 740hPa

activate
TP errors
ECT errors
IAT errors
MAF errors
2004file8.doc
Worst case to
detect a fuel
system fault is
when the charcoal
canister is
saturated. This
could require a
worst case time of
580 seconds after
ECT enable
temperature is met.
(Two 240 second
purge cycles plus
100 seconds of
purge off time.)
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Enable Conditions:
Closed Loop Active


Rpm > 500
MAF > 60mgstk
Coolant Temp > 70C
Baro > 740hPa

activate
TP errors
ECT errors
IAT errors
MAF errors
Misfire Present
Recurrence Rate
20 ms
M\2
Enable Conditions:
Closed Loop Active

Recurrence Rate
20 ms
M\2
Misfire Present
Fuel System
Lean Bank 2
P 0174
This diagnostic condition is

used to observe the output of
linear lambda control to
determine if the system is too
lean

If Short Term + Long Term Fueling > 25%
FOR
TIME > 100 SEC.
P 0174 = Active
Fuel System
Rich Bank 2
P 0175
This diagnostic condition is

used to observe the output of
linear lambda control to
determine if the system is too
rich

2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
If Short Term + Long Term Fueling < -25%
FOR
TIME > 100 SEC.
P 0175 = Active
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
100ms
The diagnostic
shall activate at
every sensor
acquisition.
M/2

Rpm > 500
MAF > 60mgstk
Coolant Temp > 70C
Baro > 740hPa

activate
TP errors
ECT errors
IAT errors
MAF errors
Misfire Present
HO2S Circuit
Low Voltage
During Power
Enrichment Bank
1 & 2 Sensor 2
(Bank 1)
P1137
(Bank 2)
P1157
The purpose is to diagnose a

downstream oxygen sensor
that will not exceed a high
voltage threshold during full
load enrichment.
Downstream oxygen sensor voltage <

700mV during full load fuel enrichment.
AND
Failure Counter > 16 (1.6 sec)
P1137 = Active
P1157 = Active
Activation Conditions
Cat temp > 650C
Downstream sensor is ready and

heating
Full load is present for a specified

time done with a MAF integral
window (100 300 grams)
Downstream O2 heater errors
Downstream O2 Sensor errors
Injector errors
MAF errors
TP errors
Misfire errors
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
HO2S Circuit
High Voltage
During Decel
Fuel Cut-Off
(DFCO)
Bank 1 & 2
Sensor 2
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
(Bank 1)
P1138
The purpose is to diagnose a

downstream oxygen sensor
that will not exceed a low
voltage threshold during fuel
cut-off.
(Bank 2)
P1158

THRESHOLD VALUE(S)
Downstream oxygen sensor voltage >

30mV during decel fuel cut-off.
AND
Failure Counter > 50 (1 sec) (inc. @ 5)
P1138 = Active
P1158 = Active
Post Catalyst
Fuel Trim Lean
condition
Bank 1 and 2
P2096
P2098
Fuel Correction
Diagnostic,
Portion #1
Fuel correction is used to

compensate the fuel system
rich or lean condition. This
diagnostic has two functions.
If the trim controller has exceeded its

ability to keep the downstream sensor in a
desired range for 22 seconds out of a 25
second test period.
1. The purpose is to diagnose

an excess upstream sensor
delay from the trim controller.
Fuel Trim Correction < -2.93%

FOR
TIME > 22 SEC.
2. The purpose is to diagnosis

excess deviation of the
downstream sensor voltage as
compared to the set-point of
the trim controller.
P2096 = Active
P2098 = Active
If portion 1 or 2 has failed the

other portion will be disabled.
Post Catalyst
Fuel Trim Lean
condition
Bank 1 and 2
Fuel Correction
Diagnostic,
Portion #2
P2096
P2098

Downstream sensor voltage deviation

from trim controller set-point:
If Downstream O2 voltage is > 151 mV or
< 498 mV from set-point for 70 seconds of
a 75 second test period.
P2096 = Active
P2098 = Active

d
t
lt
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Cat temp > 650C
Downstream sensor is ready and

heating
Decel Fuel Cut-off is present for a

specified time done with a MAF
integral window (35 - 120 grams)
Downstream O2 heater errors
Downstream O2 Sensor errors
Injector errors
MAF errors
TP errors
Misfire errors
Dynamic trim is active for more than

10 seconds
Canister purge is steady state
100ms
The diagnostic
shall activate at
every sensor
acquisition.
M/2
1 sec
M/2
1 sec
M/2

ECT errors
MAF errors
MAP errors
Fuel System errors
WRAF Sensor errors
WRAF Sensor HTR errors
Oxygen Sensor errors
Oxygen sensor heater errors
Misfire errors

10 seconds

ECT errors
MAF errors
MAP errors
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

other portion will be disabled.
Post Catalyst
Fuel Trim Rich
condition
Bank 1 and 2
P2097
P2099
Fuel Correction
Diagnostic,
Portion #1

If the trim controller has exceeded its

ability to keep the downstream sensor in a
desired range for 22 seconds out of a 25
second test period.

Fuel trim correction > 2.93%

FOR
TIME > 22 SEC.

P2097 = Active
P2099 = Active

other portion will be disabled
.
Post Catalyst
Fuel Trim Rich
condition
Bank 1 and 2
Fuel Correction
Diagnostic,
Portion #2
P2097
P2099

Downstream sensor voltage deviation

from trim controller set-point:
If Downstream O2 voltage is > 151 mV or
< 498 mV from set-point for 70 seconds of
a 75 second test period.
P2097 = Active
P2099 = Active

other portion will be disabled
2004file8.doc

ENABLE CONDITIONS
Fuel System errors
WRAF Sensor errors
Misfire errors

10 seconds

ECT errors
MAF errors
MAP errors
Fuel System errors
WRAF Sensor errors
Misfire errors

10 seconds

ECT errors
MAF errors
MAP errors
Fuel System errors
WRAF Sensor errors
Misfire errors
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
1 sec
M/2
1 sec
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
HO2S Signal
Circuit Shorted
to Heater Circuit
Bank 1 & 2
Sensor 1
(Heater
Coupling)
(Bank 1)
P2231
The diagnosis detects an increase of

leakage current from the heater to the
sensor circuit. The leakage is
originated by a loss of insulation
resistance and induces noise on the
signal. Through the heater coupling
the measured signal of the WRAF
sensor is perturbed and the lambda
regulation is influenced. The diagnosis
criteria is the difference of the sensor
voltage measured at specific times,
triggered by the rising and falling edge
of the heater PWM-signal.
After the enable conditions are met a cycle

counter is started. The counter increments
each time a heater cycle is complete and
a rise and fall value is calculated. If the
actual lambda rise or fall calculated value
is greater than 5.8% from modeled lambda
characteristic a fail counter is incremented
by 1. At the end of 100 cycles, the fail
counter is compared to a threshold of 80.
If the fail counter exceeds the threshold an
error is set.
Enable Conditions
Recurrence Rate
100 ms
M/2
(Bank 2)
P2234
P2231 = Active
P2234 = Active
Injector Control
Circuit
Cylinder #1
P 0201
P 0261
P 0262
This function will detect an

open line, short to ground, and
short to battery voltage on
Injector Cylinder #1
Detection of injection valve errors are

done by hardware diagnosis.
Failure Counter = 16 (1.6s)
If Engine speed > 1200 rpm
High recurrence 100 ms =1.6s = active
Eng. = ON
Closed Loop
Not in Fuel cutoff
Heater PWM 15% or 85%
Forced Stimulation Amplitude < 3%
Forced Stimulation Duration < .35 Sec.
Exhaust Temp > 400C
Diagnosis = Active
HO2S Circuit Faults
OL Diagnosis
Short circuit to ground
Short circuit to VB Diagnosis
IGN = ON
Fuel pump = on
No inhibit on injector circuit
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
If Engine speed < 1200 rpm

Diag low recurrence 300 ms=4.8s = active
Injector Control
Circuit
Cylinder #2
P 0202
P 0264
P 0265


Injector Control
Circuit
Cylinder #3
P 0203
P 0267
P 0268


2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Injector Control
Circuit
Cylinder #4
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
P 0204
P 0270
P 0271


THRESHOLD VALUE(S)

Injector Control
Circuit
Cylinder #5
P 0205
P 0273
P 0274


Injector Control
Circuit
Cylinder #6
Injector Control
Circuit
Cylinder #7
P 0206
P 0276
P 0277
P 0207
P 0279
P 0280



Injector Control
Circuit
Cylinder #8
P 0208
P 0282
P 0283


2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
OL Diagnosis
IGN = ON
Fuel pump = on
No SPI bus errors
Recurrence Rate
high: 100 ms
low: 300 ms
M\2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Every segment
A
M/1

Random Misfires
detected
P0300
CARB A misfire
failure criteria:
Risk of catalyst damage,

monitoring interval over
200 crankshaft revolutions.
CARB B1 misfire
failure criteria:
Emission increase,
monitoring interval over the
first 1000 crankshaft
revolutions.
CARB B4 misfire
failure criteria:
Emission increase, monitoring

interval over 1000 crankshaft
revolutions. For errors
detection, misfire must take
place for 4 monitoring
intervals.
Monitoring during the 200 crankshaft

revolutions:
If the single cylinder misfire detected over a
critical threshold (48)
Enable Conditions
When the Driving Cycle has started.
Flashes
B 1
M/2
Misfire Cylinder Limp Home Process:

The concerning cylinder is shut off
immediately
Max ( 2 ) cylinders will be shut off with this
process.
B 4
M/2
Monitoring at the end of 200 crankshaft

revolutions:
If the global sum of detected misfire is
greater than the threshold ( 48 )
Or
If the sum of detected misfire of each bank
is greater than the threshold (48)
If RPM < 2700, Load percentage is < 70
and Counter is > than a Calibratable value,
then engine criteria is in the FTP region
At the end of first 1000 crankshaft
revolutions:
If the sum of detected misfire is greater than
threshold (35)
At the end of (other than first) 1000
crankshaft revolutions:
If the sum of detected misfire is greater than
threshold (35)
And
The number of violation intervals is greater
than (4) during the driving cycle.
Individual Misfire
Cylinders
#1-8
P 0301
P 0302
P 0303
P 0304
P 0305
P 0306
P 0307
P 0308
During Misfire A monitoring

process, if the number of
detected misfire on a single
cylinder is over a threshold (
48) of short term catalyst
protection, Misfire cylinder limp
home is activated, and Misfire
A errors is confirmed.
At each end of Misfire A, B1,
During the Misfire A monitoring

window:
If the sum of detected misfires of a single
cylinder is greater than a threshold (48)
Misfire cylinder limp home process is
activated:
At the end of Misfire A monitoring
window:
2004file8.doc
Same as above
Every segment
A
M/1
Flashes
B 1
M/2
B 4
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
or B4 monitoring intervals, if
the misfire errors is confirmed
for the interval, the cylinder
with the highest misfire rate is
determined. This threshold is
calibratible.

THRESHOLD VALUE(S)
This Diagnostic incorporates

the CASE learning algorithm
proprietary to GM. It performs
the target wheel learning with
a request via the Scan / EOL
tool.
At the end of EOL CASE learning process:

If there is not a sufficient number of TDCs for
learning
Or
At least one of the ER segment adaptation
values at the limit
Then
The symptom CASE learn is not successful
P 0315 = Active
Misfire detected
with rough road
P1380
Rough road conditions must

be detected to prevent
erroneous misfire detection.
The speed disturbance of
vehicle wheels is used to
evaluate the rough road
condition. A rough road signal
coming from the ABS ECM
through the CAN. If the CAN
rough road index receiving
message in failure mode, a
specific flag is set to inform
that misfire was detected
without rough road detection
available
Rough road conditions must
be detected to prevent
erroneous misfire detection.
The speed disturbance of
vehicle wheels is used to
evaluate the rough road
condition. A rough road signal
coming from the wheel speed
sensors through the CAN. If
the loss of communication
If misfire A, B1 or B4 is detected and the

CAN rough road index receiving message
in failure mode, then
P1380 = active
No
communication
with brake
control module
P1381
MIL
TYPE
&
Trips
M/2
If RPM < 2700, Load percentage is < 70

and Counter is > than a Calibratable
value, then engine criteria is in the FTP
region
IAt the end of Misfire B1/B4 window:
If misfire B1/B4 criteria is confirmed, and
the number of detected misfire on a
cylinder is over the ratio threshold (35)
The Errors is stored
P0315
Misfire detected
with rough road
TIME LENGTH
AND FREQUENCY
If misfire A criteria is confirmed, and the

number of detected misfire on a cylinder is
over the ratio threshold (48) The Errors is
stored
Crankshaft Angle
sensor Errors (
CASE Learn)
System Variation
Not Learned
Rough road data

not available

ENABLE CONDITIONS
If misfire A, B1 or B4 is detected and the

communication with ABS module is in
failure mode, then
P1381 = active
2004file8.doc
Enable Conditions:
If requested from a Scan / EOL tool and
the throttle is depressed to WOT and
CASE has not learned in the first cycle, It
is recommended to release the throttle
and repeat the procedure.
Gear = P / N
Then
CASE learn procedure is active
Enable Conditions:
When the Driving Cycle has started
Enable Conditions:
When the Driving Cycle has started
At EOL testing with

Scan / EOL tool.
M/1
Every segment
N/1
Every segment
N/1
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Knock Sensor
Circuit
(Bank1 )
FAULT CODE
P0325
MONITOR STRATEGY
DESCRIPTION
from wheel speed sensors

occurs, a specific flag is set to
inform that misfire was
detected with no
communication with brake
control module. (Customer
requirement)
The rationality check on the
analog input signal from the
ATM40 device to the microcontroller is performed under 2
complementary algorithms:
(1) Checks the signal value.
(2) Checks scattering of this
signal.
For the range check, the
absolute noise value of the
ATM40 device is checked if it
is inside the normal operating
range. This basic check on
signal is performed on all
cylinders.
Two algorithms used, Master
and Slave, is to observe the
signal bandwidth, both
algorithms have to show the
same state to increment the
failure counter.
Master algorithm:
The bandwidth of the signal is
evaluated for cylinder 3 and 5.
In case of short to ground,
short to battery or an open, the
bandwidth is smaller than
during normal operation. The
magnitude is compared with a
threshold to detect the knock
sensor failure.
Slave algorithm:
The bandwidth of cylinder 3
and 5 are accumulated via an
integration method. The
accumulated voltage value is

THRESHOLD VALUE(S)
Range check:
Every 90 CKP, the absolute noise value
of the ATM40 device is checked if it is
inside the normal operating range 0.18
4.80V.
If an errors is detected, the symptom of
knock sensor 1 failure is detected as no
signal
Master Algorithm:
Every 720 CKP, If the bandwidth
magnitude of cylinder 3 and 5 does not
exceed the threshold 0.04v, the cycle
counter is incremented by 1, this counter
is reset as soon as the magnitude of
cylinder 3 and 5 exceeds the threshold
0.04v. If the cycle counter reaches the
150, a failure has been
Slave algorithm:
Every 720 CKP, if the accumulated
bandwidths value of cylinder 3 and 5 is
reached the threshold 3.0v, the cycle
counter and accumulated value is reset,
otherwise, the cycle counter will be
incremented by 1. If the cycle counter
reaches the threshold 150, the failure is
confirmed.
If both detect a failure, the symptom of
knock sensor 1 failure is detected as
signal plausibility. The failure counter is
incremented.
If after the failure has been set, the
magnitude of cylinder 3 or 5 exceeds the
threshold 0.04v, then the cycle counter is
decremented by 5. As soon as the cycle
counter equals 0 and no check range
errors currently present, the failure counter
is decremented by 1.
2004file8.doc

ENABLE CONDITIONS

Crankshaft Sensor
Camshaft Sensor
CAN/Communication Failures
(SPI)
Enable Conditions:
IGN = ON
Engine state is not in engine start or fuel
cut-off
MAF > min value depend on engine speed
and coolant temperature 240 mg
MAF > min MAF for knock diagnosis 220
mg
Rpm > min engine speed for knock
diagnosis (1400rpm)
Diagnosis = Active
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Every 720 CKP

300 engine
revolutions (150
engine cycles)
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
compared with the threshold to

detect the knock sensor
failure.
If both algorithms detect a
failure, the failure counter is
incremented.
Knock Sensor
Performance
(Bank1 )
P 0326

failure counter.
Master algorithm:
sensor failure.
Slave algorithm:
failure.

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Every 720 CKP

300 engine
revolutions (150
engine cycles)
M\2
When the Failure Ctr. > 16

P 0325 = Active
Limp Home:
In case of a noise failure the knock control
is disabled and spark advance limp home
is performed. If the catalyst heating
function is active, it is also take into
account. With a crankshaft, camshaft, or
SPI bus failure present, knock control
changes also to limp home.
Limp Home value:
If conditions for knock control are valid
and noise failure is present
Then the gradient limitation 4.9deg in
retard direction is used.
If conditions for knock control are not
fulfilled and noise failure is present,
advance direction is used.
Master Algorithm:
0.04v.
If the cycle counter reaches 150, a failure
has been detected
Slave algorithm:
reached the threshold 3.0v, the cycle
counter and accumulated value is reset,
otherwise, the cycle counter will be
incremented by 1. If the cycle counter
reaches the threshold 150,
the failure is confirmed.
incremented.
threshold 0.04v, then the cycle counter is
2004file8.doc

Crankshaft Sensor
Camshaft Sensor
(SPI)
Enable Conditions:
IGN = ON
cut-off
mg
diagnosis (1400rpm)
Diagnosis = Active
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

incremented.
Knock Sensor
Circuit
(Bank2 )
P0330
The rationality check on the

analog input signal from the
ATM40 device to the microcontroller is performed under 2
complementary algorithms:
(3) Checks the signal value.
(4) Checks scattering of this
signal.
For the range check, the
absolute noise value of the
ATM40 device is checked if it
is inside the normal operating
range. This basic check on
signal is performed on all
cylinders.
failure counter.
Master algorithm:

THRESHOLD VALUE(S)

P 0326 = Active
Limp Home:
Limp Home value:
Range check:
Every 90 CKP, the absolute noise value
of the ATM40 device is checked if it is
inside the normal operating range 0.18
4.8v.
If an errors is detected, the symptom of
knock sensor 1 failure is detected as no
signal
Master Algorithm:
150, a failure has been detected.
Slave algorithm:
reached the threshold, the cycle counter
and accumulated value is reset, otherwise,
the cycle counter will be incremented by 1.
2004file8.doc

ENABLE CONDITIONS

Crankshaft Sensor errors
Camshaft Sensor errors
(SPI)
Enable Conditions:
IGN = ON
cut-off
mg
diagnosis 1400rpm
Diagnosis = Active
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Every 720 CKP

300 engine
revolutions (150
engine cycles)
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

sensor failure.
Slave algorithm:
failure.
incremented.
Knock Sensor
Performance
(Bank2 )
P 0331

failure counter.
Master algorithm:

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Every 720 CKP

300 engine
revolutions (150
engine cycles)
M\2
If the cycle counter reaches the threshold

150, The failure is confirmed.
incremented.
threshold 3v, then the cycle counter is
P 0330 = Active
Limp Home:
Limp Home value:
Then the gradient limitation 0.8v in
Master Algorithm:
150, a failure has been detected.
Slave algorithm:
2004file8.doc

Crankshaft Sensor errors
Camshaft Sensor errors
(SPI)
Enable Conditions:
IGN = ON
cut-off
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

sensor failure.

reached the threshold, the cycle counter
and accumulated value is reset, otherwise,
the cycle counter will be incremented by 1.
If the cycle counter reaches the threshold
(150), the failure is confirmed by this
algorithm.
Slave algorithm:
failure.
incremented.

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Once per
crankshaft
Revolution
M/1

mg
diagnosis 1400rpm
Diagnosis = Active

incremented.
threshold 3v, then the cycle counter is
P 0331 = Active
Limp Home:
Crankshaft
sensor circuit
Electrical
Diagnosis
P0335
Crank
implausibly
Missing
Signal
The purpose of the

function is to detect a
failure if synchronisation
on crankshaft signal
cannot be achieved.
Limp Home value:

Then the gradient limitation 0.8v in
If no crankshaft signal is detected after a
number of camshaft signal edges are
detected
Cam Pulses = 16
Then the crankshaft signal is missing
2004file8.doc
Ignition key on
Not in crankshaft errors limp home
position
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Crankshaft
performance
Diagnosis
FAULT CODE
P0336
Loss of
Synchronizat
ion
Missing
Teeth
Additional
Teeth
MONITOR STRATEGY
DESCRIPTION
Crankshaft error is detected

without debouncing if the crank
error is set by the camshaft
signal acquisition. This is the
case if a number of camshafts
signal edges were detected at
a plausible speed and
gradient, and the system is still
not synchronized with the
crankshaft signal. If valid
crankshaft teeth have already
been detected, the symptom
will be implausible signal,
otherwise it will be no signal.
The purpose of the
function is to detect
crankshaft failure when the
system looses
synchronization on the
crankshaft signal.
Synchronization will be lost if
the reference gap is not
detected at the correct
position. The crankshaft signal
acquisition may tolerate up to
two missing/additional teeth
without loosing
synchronization, depending on
the used target wheel and on
configuration data.
Synchronization is always lost
with counting too many teeth,
because the reference gap will
be counted as a normal tooth
when too many teeth are
missing.
Tooth Number Error

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Once per
crankshaft
revolution
M/1
If the number crankshaft teeth error is set

Then the crankshaft signal is implausibly
The number of teeth per crankshaft

revolution is monitored by evaluation of
the counter for missing or additional teeth
Based on this value of the crankshaft
pulse counter the corresponding symptom
is set
The pule counter > 2
The error flag is set after the maximum
failure counter is reached
Failure counter > 16
are taken:
Engine stop will be set by a time-out if no
more crankshaft signal edges are
detected. A failure then may be detected
by a plausibility test against the camshaft
signal.
The engine will synchronize and
calculated a crank position based on the
intake camshaft
The number of teeth per

crankshaft revolution is
monitored by evaluation of
the counter for missing or
additional teeth. The low
byte of this counter counts
the missing teeth, the high
byte counts the additional
2004file8.doc
Ignition key on
Not in crankshaft errors limp home
position
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
teeth. The crankshaft

signal acquisition may
tolerate up to two
missing/additional teeth
without loosing
synchronization,
depending on the used
target wheel and on
configuration data.
If a tooth was missing or
added during one
revolution, then all
variables based on teeth
counting will be produced
with an error. This
concerns e.g. spark
advance, segment time,
misfire segments,
camshaft position, etc. The
purpose of the function is
to provide an information
when the crankshaft signal
is inaccurate, in order to
take the necessary
actions.
Depending on the value of
crankshaft motoring counter,
the symptom will be missing
teeth, or additional teeth
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Intake
Camshaft
Position (CMP)
Sensor Circuit
Bank 1 & 2
P0340
Missing
Signal
(bank 1)
The intake target wheel is an

8x signal consists of 4 long
and 4 short high phases and
low phases correspondingly.
The falling signal edges are
numbered from 0 to 7, starting
with 0 at the falling edge
before logical cylinder 0 TDC.
All falling signal edges are
having the same distance.
Camshaft segment period (Time between

two camshaft signal edges) < min time
between two camshaft signal edges
Camshaft segment period <
[(1, 1, 1, 0.5, 1, 1, 1, 2) * engine speed
based factor ]
P0345
Missing
Signal
(bank 2)
A continuous camshaft edge

counter is incremented with
every plausible falling signal
edge.
The diagnoses detect
camshaft errors: if no signal
edge is detected during one
crankshaft revolution.

ENABLE CONDITIONS
Ignition Key on
Camshaft segment period (Time between

two camshaft signal edges) > max time
between two camshaft signal edges
Camshaft segment period > [(1, 1, 1,
0.5, 1, 1, 1, 2) * engine speed based
factor ]
TIME LENGTH
AND FREQUENCY
Recurrence Rate:
Once pre
crankshaft
revolution
Or
Camshaft signal
implausible is
detected
MIL
TYPE
&
Trips
M/2
No signal edge is detected for a time >

max time between two camshaft signal
edges
No signal edge is detected for a time >
970 ms
Camshaft edge counter for current
segment = 0
Camshaft edge counter for current
segment = Camshaft edge counter for
pervious segment (no increment)
Missing signal flag = 1
Ignition Coil
Cylinder #1
P 0351
P 2300
P 2301

Ignition Coil Cylinder #1
IVVT limp home - function is disabled

Synchronization off intake cam is disabled
Detection of coil errors are done by
hardware diagnosis.
OL Diagnosis
IGN = ON
No inhibit on coil circuit
Recurrence Rate
100 ms
M\2
OL Diagnosis
IGN = ON
Recurrence Rate
100 ms
M\2
OL Diagnosis
Recurrence Rate
100 ms
M\2
Ignition Coil
Cylinder #2
Ignition Coil
Cylinder #3
P 0352
P 2303
P 2304
P 0353
P 2306


hardware diagnosis.


hardware diagnosis.
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Ignition Coil
Cylinder #4
Ignition Coil
Cylinder #5
Ignition Coil
Cylinder #6
Ignition Coil
Cylinder #7
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
P 2307

P 0354
P 2309
P 2310
P 0355
P 2312
P 2313
P 0356
P 2315
P 2316
P 0357
P 2318
P 2319

THRESHOLD VALUE(S)


hardware diagnosis.


hardware diagnosis.


hardware diagnosis.


hardware diagnosis.

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips

IGN = ON
OL Diagnosis
IGN = ON
Recurrence Rate
100 ms
M\2
OL Diagnosis
IGN = ON
Recurrence Rate
100 ms
M\2
OL Diagnosis
IGN = ON
Recurrence Rate
100 ms
M\2
OL Diagnosis
IGN = ON
Recurrence Rate
100 ms
M\2
OL Diagnosis
IGN = ON
Recurrence Rate
100 ms
M\2
Ignition Coil
Cylinder #8
P 0358
P 2321
P 2322


hardware diagnosis.
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Intake
Camshaft
position (CMP)
sensor
performance
Bank 1 & 2
P0341
Implausible
Signal
(bank 1)
P0346
Implausible
Signal
(bank 2)
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
The 8x signal consists of 4

long and 4 short high phases
and low phases
correspondingly. The falling
signal edges are numbered
from 0 to 7, starting with 0 at
the falling edge before logical
cylinder 0 TDC. All falling
signal edges are having the
same distance.
Camshaft segment time ratio (the period

of two consecutive high level divided by
the period of two corresponding low
levels) is calculated at every falling
camshaft signal edge, a match is
searched in a table containing one
theoretical ratio and the falling edge
number. The calculated segment time
ration has a threshold to compensate for
ration during high engine speed increase.
A plausibility test is done at

every falling signal edge. The
algorithm has to synchronize
on the camshaft signal. A
corresponding status flag is set
if synchronization is achieved.
An errors flag is set if
synchronization fails.
If no time ratio match is found then:

Camshaft signal implausible flag is set
IVVT limp home function is disabled
Synchronization off intake cam is disabled
The diagnoses detect

camshaft errors: if
synchronization on the signal
fails
2004file8.doc

ENABLE CONDITIONS
Ignition Key on
TIME LENGTH
AND FREQUENCY
Recurrence Rate:
Once pre
crankshaft
revolution
Or
Camshaft signal
implausible is
detected
MIL
TYPE
&
Trips
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Exhaust
Camshaft
Position (CMP)
Sensor Circuit
Bank 1 & 2
P0365
Missing
Signal
(bank 1)
This diagnoses of Segment

disc for determining of the
relative position of the exhaust
CAM. For no signal
No polarity change of the camshaft signal
P0390
Missing
Signal
(bank 2)
The errors flag for exhaust camshaft

missing signal is set after the failure
The diagnoses is present the following
are disabled
-

Monitor
injection
Sensors
Coupling
Dynamic
Signal
diagnosis
2004file8.doc

ENABLE CONDITIONS
Ignition Key on
TIME LENGTH
AND FREQUENCY
Recurrence Rate:
100 ms
MIL
TYPE
&
Trips
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Exhaust
Camshaft
position (CMP)
sensor
performance
Bank 1
P0366
Implausible
Signal (bank
1)
This diagnoses of Segment

disc for determining of the
relative position of the exhaust
camshaft. Implausible signal
detection
Polarity change occurs on the wrong

position. Rising edge (Transition from low
to high level) should occur in a window
34 crank tooth and 46 crank Tooth
P0391
Implausible
Signal (bank
2)
Falling edge (Transition from high to low

level) should occur in a window
34+60 crank tooth and 46+60 crank
Tooth
Exhaust camshaft edge must occur with a
certain crank tooth window
The errors flag for exhaust camshaft
implausible signal is set after the failure
The diagnoses is present the following
are disabled
Monitor
injection
Sensors
Coupling
Dynamic
Signal
diagnosis
-
2004file8.doc

ENABLE CONDITIONS
Ignition Key on
A delay period
(C_T_DLY_CAM_DIAG_EX = 0.5 second)
has expired after the start has ended
No previous failure on the exhaust
camshaft being diagnosed
TIME LENGTH
AND FREQUENCY
Recurrence Rate:
100 ms
MIL
TYPE
&
Trips
M/2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Catalyst System
Low Efficiency
Bank 1
P 0420
This DTC detects an

insufficient catalyst O2 storage
capacity and consequently
insufficient conversion
properties. This is detected by
imposing a forced stimulation
and monitoring by a
downstream sensor signal
During Catalyst test the
canister purge is closed. This
is to eliminate the need to
enable based on canister load.
Monitoring cycle counter must end

Catalyst diagnosis value must be greater
than the maximum threshold for catalyst
diagnosis to detect a catalyst malfunction.
The threshold value is set to .5
(based on the integrated downstream

lambda sensor voltage signal deviation
relative to the mean value of the
downstream signal)
Cat Temp > 576 C < 901C

ENABLE CONDITIONS
Start of a driving cycle
Enable Conditions
Coolant Temp > 62 C
Vehicle Speed > 25kph < 255kph

Rpm > 1216 < 3104
MAF > 170mgstk, < 400mgstk
Limited dynamic conditions must exist (no
extreme variations in speed and load)
Lambda controller must be active
Forced stimulation of the linear lambda
control is active
Baro > 740hPa

Cam sensor errors
Crank sensor errors
ECT errors
IAT errors
Vehicle speed errors
O2 Sensor errors
TP errors
Misfire errors
Catalyst System
Low Efficiency
Bank 2
P 0430
This DTC detects an

insufficient catalyst O2 storage
capacity and consequently
insufficient conversion
properties. This is detected by
imposing a forced stimulation
and monitoring by a
downstream sensor signal
During Catalyst test the
canister purge is closed This
Monitoring cycle counter must end

Catalyst diagnosis value must be greater
than the maximum threshold for catalyst
diagnosis to detect a catalyst malfunction.
The threshold value is set to .5
(based on the integrated downstream
lambda sensor voltage signal deviation
relative to the mean value of the
downstream signal)
2004file8.doc
Start of a driving cycle
Enable Conditions
Coolant Temp > 62 C
Cat Temp > 576 C < 901C
Vehicle Speed > 25kph < 255kph
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
20 ms
Once per DC
M\2
During low engine

speed and load
conditions a longer
forced stimulation
period is required
to assure correct
diagnosis. The
longest period used
is 1.24 seconds.
This value is
multiplied by 20
cycles to determine
the worst case test
time. The result is
24.8 seconds.
Under most
operating
conditions the test
continuos test.
cycles are stored.
This means the 20
cycles do not have
to be consecutive
in order to
complete the
diagnostic. They do
have to all be
within the same
key cycle.
20 ms
Once per DC
During low engine
speed and load
conditions a longer
forced stimulation
period is required
to assure correct
diagnosis The
M\2
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
canister purge is closed. This

is to eliminate the need to
enable based on canister load.
downstream signal)

ENABLE CONDITIONS
Rpm > 1216 < 3104

The Load areas are:
MAF > 170mgstk, < 400mgstk
Limited dynamic conditions must exist (no
extreme variations in speed and load)
Lambda controller must be active
Forced stimulation of the linear lambda
control is active
Baro > 740hPa

Cam sensor errors
Crank sensor errors
ECT errors
IAT errors
Vehicle speed errors
O2 Sensor errors
TP errors
Misfire errors
2004file8.doc
TIME LENGTH
AND FREQUENCY
diagnosis. The
longest period used
is 1.24 seconds.
This value is
multiplied by 20
cycles to determine
the worst case test
time. The result is
24.8 seconds.
Under most
operating
conditions the test
continuos test.
cycles are stored.
This means the 20
cycles do not have
to be consecutive
in order to
complete the
diagnostic. They do
have to all be
within the same
key cycle.
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Evaporative
Emission (EVAP)
Purge Solenoid
Control Circuit
Open Line
P 0443
SCG
P 0458
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

the hardware (depending of
output driver used).
The Electrical diagnosis is detected by

the hardware internal to the ECM.
SCG, SCVB, or Open Line will be
detected.

the hardware (depending of
output driver used).
The Electrical diagnosis is detected by

the hardware internal to the ECM.
SCG, SCVB, or Open Line will be
detected.

ENABLE CONDITIONS

following DTCs are present
No CPS Errors
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate
100 ms
M/2
Recurrence Rate
100 ms
M/2
Enable Conditions:
IGN = ON
SCVB
P 0459
Evaporative
Emission (EVAP)
Vent Solenoid
Control Circuit
Open Line
P 0449
SCG
P 0498

following DTCs are present
EVAP
Enable Conditions:
IGN = ON
SCVB
P 0499
Fuel Level
Sensor # 1
Performance /
Rationality
Diagnosis
P 0461
This Diagnostic checks the

integrity of the Fuel Level
sensor signal.
Fuel Level > FTL @ Start + .78%. Or

Fuel Level < FTL @ Start .78%. For
Time > 1800s and
Failure Ctr = 2
P 0461 = Active
Enable Conditions
IGN = ON
ENG = RUNNING
Fuel Level > 7.8 L
Fuel Level < 27.73 L
Vehicle Spd > 25 kph
Diagnosis = Active
Recurrence Rate
1s
N/1
Fuel Level
Sensor # 1
Electrical
Diagnosis
Fuel Level
Sensor # 1
Electrical
Diagnosis
P 0462
This Diagnostic Detects a SCG

in the Fuel Level Sensor or
Circuit
Enable Conditions
IGN = ON
System Voltage Faults = None
Recurrence Rate
1s
N/1
P 0463
This Diagnostic Detects an

Open Signal Line / SCVB in
the Fuel Level Sensor or
Circuit
FTL Volts < .5V for

Time > 20s and
Failure Ctr. > 50s
P 0462 = Active
FTL Volts > 3v for
Time > 20s and
Failure Ctr. > 50s
P 0463 = Active
Enable Conditions
IGN = ON
Recurrence Rate
1s
N/1
Vehicle Speed
Input Signal
Diagnosis
P 0500
The Vehicle speed input

diagnostic is performed by
verifying the Can Link is
functional and the TCM is
sending reliable output shaft
data.
incorrect Crank Request Key
IGN = ON
Can Message = Invalid
Failure Ctr. > 16 (1.6s)
P 0500 = Active

VSS
Can Communication
Diagnosis = Active
Recurrence Rate
100 ms
M/2
100mS
N/1
Start Switch
Circuit (Crank
P 0512
NOT COMPLETE
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Request)
(LAV Only)
Engine Oil
Pressure (EOP)
Sensor
Rationality
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Position
P0521
Pressure
Sensor
plausibility
check (Stuck
Sensor)
In case of engine speed

gradient variation (increasing
or decreasing), during this
engine speed variation we can
check the oil pressure variation
to determine a stuck sensor: in
case of no variation after s
certain delay we set an error
assuming we have a failure
with the Oil pressure sensor
(detection of stuck value).
Absolute value of the delta between

the current engine speed value and
pervious engine speed value < a
calibratable threshold is meet for a
period of time greater than a
calibratable time
Time = 1 second
ABS(RPM(n) RPM(n-1)) < 25 rpm
Absolute value of the delta between
the current acquisition and pervious oil
pressure value < a calibratable
threshold
ABS(EOP_MES(n) EOP_MES(n-1))
< 0.25 bar
If the condition is meet for a period of
time greater than a calibratable period
Time = 1.5 second
No previous failure on the Oil Pressure

sensor is present
100ms
M/1
Recurrence Rate;
100 ms
M/1
Ignition Key on
The coolant must be with in
thresholds: Minimum coolant
temperature for oil pressure diagnosis
< current coolant temperature <
maximum coolant temperature for oil
pressure diagnosis
20 C < ECT < 100 C
The engine speed must be with in
thresholds: Minimum engine speed for
oil pressure diagnosis < current
engine speed< maximum engine
speed for oil pressure diagnosis
600 < RPM < 6300
If a failure is detected an errors flag is set

reached
Engine Oil
Pressure (EOP)
Sensor Circuit
P0522
Low Voltage
P0523
High Voltage
The Oil Pressure Sensor is

checked for defects by a range
check of its output voltage
V_POIL.
Two different conditions can
be detected:
- Oil pressure sensor signal
line short to ground or open
line
- Oil pressure sensor signal
line short to battery voltage

are taken:
Cam phasing (VCP function) will be
engine speed limited (minimum engine
speed to activate cam phasing will be
increased to 1500 RPM)
Short to ground/open circuit (low
Voltage)
Sensor voltage < threshold for detection
short ground/open line
Sensor Volts < .1V
Short to battery (high voltage)

Sensor voltage > threshold for detection
2004file8.doc
Ignition Key on
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate;
100 ms
M/2
Plausibility diagnosis
IGN = ON
ENG = RUNNING
RPM > 450
Recurrence Rate;
100 ms
N\1
OL Diagnosis, Short circuit to ground

IGN = ON
A/C requested = on
Diagnostic = Active
Recurrence Rate;
100 ms
N\1
short to battery
Sensor Volts < 4.9V
Engine Idle Speed

Diagnosis
P 0506
P 0507
This diagnostic detects an out

of control Idle Rpm, When Idle
conditions are desired.

are taken:
Cam phasing (VCP function) will be
engine speed limited (minimum engine
speed will be increased
Rpm > Desired Rpm By TBL (200)
Time > 10s
Failure Ctr. > 1.6s
P 0507 = Active
Or
Rpm < Desired Rpm By TBL (100)
Time > 10s
Failure Ctr. > 1.6s
P 0506 = Active

Crankshaft Sensor
ETC
TP
Fuel Injectors
Ignition Coils
MAF
MAP
CPS
Enable Conditions
IGN = ON
Eng = Running
Throttle = Closed for a Time > 5s
TP Adapt = Done
Vehicle Speed = 0
ECT > -7c
ECT < 120c
MAF < 300 mg/stk
CPS Duty Cyc. < 100%
Diagnosis = Active
A/C System High

Side Pressure
Sensor
P 0531
This Diagnostic will detect a

skewed signal, a plausibility
check on A/C Pressure Sensor
will check if the signal is valid
A/C System High

Side Pressure
Sensor
P 0532
P 0533
This Diagnostic will detect an

short to battery voltage on A/C
Pressure Sensor
AC Request = No
AC Clutch = No
AC Volts > 4.9 for
Time > 240s
Failure Ctr. > 16 (1.6)
P 0531 = Active
Detection of A/C pressure sensor
electrical errors are done by hardware
diagnosis internal to the ECM.
AC Volts > 4.9V
P 0533 = Active
If any AC DTC is stored, The AC system
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
System Voltage
Diagnosis
FAULT CODE
P 0562
MONITOR STRATEGY
DESCRIPTION
This Diagnosis detects low

system voltage

THRESHOLD VALUE(S)
This Diagnosis detects High

system voltage
System Volts < 8v
Enable Conditions
IGN = ON
ENG = RUNNING
ENG Runtime > 10s
RPM > 500
Recurrence Rate;
100 ms
G/1
Enable Conditions
IGN = ON
ENG = RUNNING
ENG Runtime > 10s
RPM > 500
Recurrence Rate;
100 ms
G/1
IGN = ON
Recurrence Rate;
100 ms
M\1
System Volts > 16v

Failure counter > 30 (3s)
P 0562 = Active
Control Module
Read Only
Memory (ROM)
Diagnosis
Control Module
Not Programmed
Control Module
Random Access
Memory (RAM)
Diagnosis
ETC LEVEL 3
MONITORING
FUNCTIONS.
ECM Self Test
Control Module
Performance
(Safety Level 3)
Diagnosis
P 0601
P 0602

ECM errors for ROM
This is for service ECU
MIL
TYPE
&
Trips
will be disabled.
P 0563 = Active
P 0563
TIME LENGTH
AND FREQUENCY
AC Volts < .1V

P 0532 = Active
Failure counter > 30 (3s)
System Voltage
Diagnosis

ENABLE CONDITIONS
Detection of ECM ROM errors are done by

hardware diagnosis internal to the ECM.
ECM Not Programmed
N/1
P 0604

ECM errors for RAM
Detection of ECM RAM errors are done by

hardware diagnosis internal to the ECM.
IGN = ON
P 0606
The multiple diagnostic

monitors associated with this
diagnostic trouble code have
all been added due to the ETC
system. The monitors include
RAM and ROM checks; predrive check; Can,
SPI, Check Sum. instruction
set tests; program flow
monitoring and communication
monitoring by both the main
microprocessor and the
monitoring microprocessor.
There is also a check of the
ability to control engine speed
without throttle control.
1.
Enable Conditions
Key ON
2.
3.
4.
5.
It is checked each driving cycle that

the monitoring microprocessor can
disable through hardware connection
the throttle and fuel injector drivers.
A special set of instructions are
checked continuously with set inputs
for proper calculation.
The program flow counter is
monitored by checking that the level
2 monitors are called at specific time
intervals.
The communication between the
main microprocessor and the
monitoring microprocessor is
checked that correct signals are sent
at specific time intervals.
The ROM check tests the algorithm
2004file8.doc
Once per Ignition

Cycle (100 ms abc
increment)
M\1
Every crankshaft
revolution
M/1
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
6.
7.
Vehicle Speed
output Signal
Electrical
Diagnosis
P 0608
The Hardware detects

electrical errors on the vehicle
speed output signal ine.

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate;
200 ms
N/1
Recurrence Rate;
200 ms
N/1
Recurrence Rate;
200 ms
G/1
Recurrence Rate;
100 ms
N/1
software and the calibration data

separately and continuously as well
as the entire ROM at startup.
The RAM test checks the entire RAM
at startup and does continuous
complement checks of the level 2
monitoring flags.
Once a level 2 errors has occurred,
the engine speed limitation monitor
checks that engine speed is
controlled below a threshold.
Detection of ECM self test errors are done

by hardware diagnosis internal to the
ECM.
Failure Ctr. > 16 cts (Time depends on
engine speed)
P 0606 = active
The Hardware detects OL, SCG, & SCVB

VSS
Enable Conditions
IGN = ON
Starter Relay
Circuit
Generator FTerminal
Diagnosis
Fuel Pump
Speed Control
Feedback Circuit
P 0615
P 0616
P 0617
P 0625
P 0626
P 0627

ECM input open line, short to
ground, or short to battery
voltage on the Starter Relay
Circuit
This diagnostic detects a
failure on the Generator F
Terminal. The F Terminal is
monitored by the ECM. There
are two Test performed:
Key ON & Run
This diagnostic will detect

ECM input noisy on interface
in the Fuel Pump Speed
Detection of Starter Relay Circuit electrical

errors are done by hardware diagnosis
internal to the ECM.
P 0615 = active
P 0616 = active
P 0617 = active
Key ON Test
Gen Filtered (MMV) Duty Cycle 65%
Time > 5s
Failure Ctr. > 1 (.2s)
P 0626 = Active
Run Test
Rpm < 3000
Time > 5s
P 0625 = Active
Enable Conditions
Key ON Test
IGN = ON
Rpm = 0
Run Test
IGN ON
ENG ON
Detection of Variable Fuel Pump Speed

IGN = ON
Fuel pump controlled by fuel pump speed
control (FPSC)
2004file8.doc
When the relay is commanded on, an

open, or short to battery voltage can
be detected.
When the relay is commanded off, a short
to ground can be detected.
This diagnostic is inhibited if any of the following
DTCs are present:
Crankshaft Sensor
Cam Sensor
Generator
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Control Circuit

P 0627 = active
Detection of Fuel Pump Relay electrical
P 0628 = active
P 0628 = active
P 0629 = active
P 0629 = active
P 0231 = active
P 0232 = active
Primary tank fuel almost empty (primary
tank fuel total less than 6.25 Litter) AND
Secondary tank above empty threshold
(secondary tank fuel total above 33 Litter)
for a period of 60 Second.
P 1251 = active
P 1252 = active
Fuel Pump Relay

Circuit Low
Voltage
P 0628

open line or short to ground on
Fuel Pump Relay
Fuel Pump
Speed Control
Output Circuit
Low Voltage
P 0628
Fuel Pump
Speed Control
Output Circuit
High Voltage
P 0629

ECM input open line or short to
ground on the Fuel Pump
Speed Control Feedback
Circuit
This diagnostic will detect a
short to battery voltage on Fuel
Pump Relay Circuit
Fuel Pump Relay

Circuit High
Voltage
P 0629

short to battery voltage on Fuel
Pump Relay Circuit
Fuel Pump
Speed Control
Feedback Circuit
P 0231
Fuel Pump
Speed Control
Feedback Circuit
P 0232
Fuel Tank
Transfer Pump
P 2636

fuel pump open circuit
between the Fuel Pump Speed
Control Module and the Fuel
Pump
fuel pump open circuit
between the Fuel Pump Speed
Control Module and the Fuel
Pump
failed fuel tank transfer pump
Fuel Pump
Speed Control
Feedback Circuit
P 1251

output driver failure on the
Fuel Pump Speed Control or
an FPSC internal Failure
Fuel Pump
Speed Control
Feedback Circuit
P 1252

erratic output on the Fuel
Pump Speed Control
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
IGN = ON
Fuel pump not controlled by fuel pump
speed control (FPSC)
Recurrence Rate;
100 ms
N/1
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
N/1
IGN = ON
control (FPSC)
Recurrence Rate;
100 ms
N/1
IGN = ON
Fuel pump not controlled by fuel pump
speed control (FPSC)
Recurrence Rate;
100 ms
N/1
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
N/1
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
N/1
1S
N/1
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
N/1
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
N/1
No SPI bus failures
IGN = ON
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
Fuel Pump
Speed Control
Feedback Circuit
P 1253

input failure 100% duty cycle
on the Fuel Pump Speed
Control Feedback Circuit
Engine Metal
Overtempature
Protection
P 1258

errors for an Engine Metal
Overtempature
Fuel Pump
Speed Control
Feedback Circuit
P 1254

input failure 0% duty cycle on
the Fuel Pump Speed Control
Feedback Circuit
Multifunction
Cruise Switch 1
P 0564

Out of Range Cruise Switch
Set/Coast Stuck Cruise Switch
Resume/Accel Stuck Cruise
Switch,
Brake Lamp
Switch
P 0572
P 0573

short to ground/stuck closed or
a short to battery/stuck open
Extended Travel
Brake Switch
Circuit
(LAV ONLY)
Throttle Actuator
Position
Performance
P 1575

THRESHOLD VALUE(S)

P 1253 = active
Detection of Engine Metal
Overtempature is internal to the ECM.
P 1258 = active
P 1254 = active
Detection of an Out of Range Cruise
Switch is
Failure Ctr > 48 (4.8s)
P 0564 is active
Detection of Brake Lamp Switch is

VS = 0 kph (Vehicle must come to a stop
to inc. counter.)
Failure Ctr. > 255
P 0572
P 0573

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
N/1
IGN = ON
Engine running
This Diagnostic inhibits IAT, ECT,
Misfire, Lambda, Fuel System, and
Cruise Diagnostics from running.
IGN = ON
control (FPSC)
No SPI bus failures
Recurrence Rate;
100 ms
M/1
Recurrence Rate;
100 ms
N/1
IGN = ON
Engine = Running
Recurrence Rate;
100 ms
N/1
IGN = ON
Engine = Running
VB > 11V
TP > 40%
VS > 80 kph
Recurrence Rate;
100 ms
N/1
N/1
Not supported at this time
P 0638
This diagnosis is to detect

a throttle valve errors.
Command Performance
I Duty cycle of the ETC Position Controller

I >= 100 % for
Time > 0.85 s
And if the
Time < 1.2s ( if breaks free in this amount
of time, we do not have an errors)
Otherwise :
Failure counter max = 12
P 0638 = Active
Limp home RPM limitation.
2004file8.doc
Activation: IGN =1.

Deactivation: IGN =0
-
LV_ERR_TP already set

Limp home active
Recurrence Rate;
5 ms
M/1
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
Reference
Voltage #1
Diagnosis (5 V)
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
P 0641
The purpose of this Diagnostic

is to detect a failure 0n the 5 V
Reference line which is a
supply to multiple engine
sensors.

THRESHOLD VALUE(S)
Ref V < 2V (SCG)

P 0641 = Active
Ref V > 3V (SVB)
P 0641 = Active

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Enable Conditions
IGN = ON
Recurrence Rate;
25 ms
M/1
Ref V Diff > .5V

Ref Signal = Noisy
P 0641 = Active
A/C Compressor
Clutch Relay
P 0646
P 0647
This Diagnostic will detect an

short to battery voltage on A/C
Compressor Clutch Relay
Detection of A/C compressor clutch relay

diagnosis internal to the ECM. If at Ignition
ON an errors is detected
P 0646 or P 0647 is Active
OL Diagnosis, Short circuit to ground

IGN = ON
AC Request = ON
A/C Clutch = ON
Diagnostic = Active
Recurrence Rate;
100 ms
N\1
Reference
Voltage #2
Diagnosis (5 V)
P 0651
The purpose of this Diagnostic

is to detect a failure 0n the 5 V
Reference line which is a
supply to multiple engine
sensors.
Ref V < 2V (SCG)

P 0651 = Active
Ref V > 3V (SVB)
P 0651 = Active
Enable Conditions
IGN = ON
Recurrence Rate;
25 ms
M/1
Ref V Diff > .5V

Ref Signal = Noisy
P 0651 = Active
Malfunction
Indicator Lamp
P 0650
Cooling Fan
Relay #1 Control
Circuit Low
Voltage
P 0691
This Diagnosis detects

electrical errors: OL/SCG or
SCVB, in the Malfunction
Indicator Lamp/Circuit
low voltage / open circuit on
Cooling fan
Detection of Malfunction Indicator Lamp

Detection of Cooling Fan electrical errors
are done by hardware diagnosis internal
to the ECM.
P 0691 = Active
IGN = ON
Battery voltage > 11V
Recurrence Rate;
200 ms
M/2
OL / SCG Diagnosis
IGN = ON
Recurrence Rate;
200 ms
M\2
This Diagnostic will detect

High voltage on the Cooling
fan relay / circuit.

to the ECM.
Short circuit to battery voltage

IGN = ON
Recurrence Rate;
200 ms
M\2
(LAV ONLY)
Cooling Fan
Relay # 1 Control
Circuit High
P 0692
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION
Voltage
Cooling Fan
Relay #2 Control
Circuit Low
Voltage
P 0693

low voltage / open circuit on
Cooling fan
Not Supported on the XLR
Cooling Fan
Relay #2 Control
Circuit High
Voltage
P 0694
This Diagnostic will detect

High voltage on the Cooling
fan relay / circuit.
Not Supported on the XLR
Control Module
Power Main
Relay
P 0686
P 0687

ECM input open line, short to
voltage on the Control Module
Power Main Relay
Control Module
Power Main
Relay
(Feedback Diag)
P 0689
P 0690
The Diagnosis is performed to

detect if the Main Relay has
effectively switched and
remains on after Key-On.
The Diagnosis is also
performed to detect if the Main
Relay has effectively switched
off after Key-Off.

THRESHOLD VALUE(S)
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
OL / SCG Diagnosis
IGN = ON
Recurrence Rate;
200 ms
M\2
Short circuit to battery voltage

IGN = ON
Recurrence Rate;
200 ms
M\2
IGN = ON
Recurrence Rate;
200 ms
N/1
If ignition switch is on and ignition

voltage > 11volts
And time >1.5 seconds has elapsed.
IGN = ON
and
ignition voltage > 11 volts
Recurrence Rate;
12.5 ms
N/1
Then if VB (relay voltage) is < 10 volts for

0.200 seconds
P0689 = active
OR
Ignition Off

P 0692 = Active
to the ECM.
P 0693 = Active
to the ECM.
P 0694 = Active
Detection of Main Relay Circuit electrical
Failure Ctr. > 10 (2s)
P 0686 = active
P 0687 = active

ENABLE CONDITIONS
or
If ignition switch is off And time >1.5
seconds has elapsed.
Then if VB (relay voltage) is > 10 volts for
0.125 seconds
P0690 = active
Transmission
Control Unit
P 0700

errors for the TCU and report it
to the ECM to Light the MIL
Brake Lamp
Switch
P 0703
This diagnostic will detect the

plausibility of the Brake Lamp
Switch
Automatic Gear
Shift Signal
P 0850

failure on the Park Neutral
Detection of TCU errors are done by

hardware diagnosis internal to the ECM
P 0700 = active
IGN = ON
Recurrence Rate;
100 ms
M/1
Detection of Brake Lamp Switch

Plausibility is
P 0703 is active
IGN = ON
Engine = Running
Recurrence Rate;
100 ms
N/1
Selected Gear = PN
PN = Not Active

Recurrence Rate;
1s
N/1
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
(Park / Neutral)
MONITOR STRATEGY
DESCRIPTION
Switch

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
P 0850 = Active
VSS > 10mph
Failure counter > 16 s
PN = Active
P0850 = Active
Gear Errors (TCM)

CAN Errors
VSS
IGN = ON
PN Input = Active
Detection of the TCS Drag Reduction

Request is
Failure Ctr > 16 (200ms)
P 1513 is active
IGN = ON
Engine = Running
Recurrence Rate;
12.5 ms
N/1
Detection of the Theft Deterrant Missing

Message is performed internal to the ECM
Failure Ctr > 16 (1.6)
P 1626 is active
P 1629 is Active
IGN = ON
Recurrence Rate;
100 ms
N/1
IGN = ON
Recurrence Rate;
100 ms
N/1
Recurrence Rate;
100 ms
N/1
IGN = ON
TCS Drag
Reduction
Request
(LAV ONLY)
P 1513
Theft Deterrant
System
P 1626
Signal Lost
P 1629
Message not
Received
Theft Deterrant
Learn Mode
Active
P 1630

errors on Learn Mode Active
for Theft Deterrant
Detection of the Theft Deterrant Learn

Mode is performed internal to the ECM
P 1630 is active
Theft Deterrant
Start Enable
Signal Not
Correct
P1631

errors on Signal Not Correct
for Theft Deterrant
Detection of the Theft Deterrant Start

Enable Signal Not Correct is performed
internal to the ECM
P 1631 is active
Lift / Dive for

RTD (Real Time
Damping)
P 1652
This diagnostic will detect the

plausibility for Lift / Dive for
RTD
Detection of the Lift / Dive for RTD is

Failure Ctr > 16 (.4s)
P 1652 is active
IGN = ON
Engine = Running
Recurrence Rate;
25 ms
N/1
The Generator L-terminal output diagnostics

indicate a short to power failure or a short to
ground failure continuously for a time period,
that is greater than or equal to
Key ON Test
Time > 15s
P 2501 = Active
Run Test
Time > 5s
P 2500 = Active
Key-on Test.
Recurrence Rate;
100 ms
G/1
Generator LTerminal
Diagnosis
P 2500
Generator LTerminal Low
Voltage
P 2501
Generator LTerminal
High Voltage

No Response on TCS Drag
Reduction Request
This Diagnostic will detect if
the VTD Signal is lost or not
received
This diagnostic detects a

failure on the Generator L
Terminal. The Generator Lterminal is monitored by the
Powertrain controller. The
Generator voltage regulator
indicates a fault condition (i.e.,
internal fault, broken belt) by
pulling the L-terminal input to a
low state. There are two Test
performed:
Key ON & Run
2004file8.doc
Run Test
L terminal
CAM
Crank
Rpm = 0
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
The generator L-terminal fault diagnostic

trouble code (DTC) shall be cleared when
the conditions for the L-Terminal fault DTC
are not present, or when a Service Test
Tool has commanded clearing of the DTC.
Fuel Level
Sensor # 2
Performance /
Rationality
Diagnosis
P 2066
This Diagnostic checks the

integrity of the Fuel Level
sensor signal.
Fuel Level > FTL @ Start + .78%. Or

Fuel Level < FTL @ Start .78%. For
Time > 1800s and
Failure Ctr = 2
P 2066 = Active
Enable Conditions
IGN = ON
ENG = RUNNING
Fuel Level > 7.8 L
Fuel Level < 27.73 L
Vehicle Spd > 25 kph
Diagnosis = Active
Recurrence Rate;
1s
N/1
Fuel Level
Sensor # 2
Electrical
Diagnosis
Fuel Level
Sensor # 2
Electrical
Diagnosis
P 2067
This Diagnostic Detects a SCG

in the Fuel Level Sensor or
Circuit
Enable Conditions
IGN = ON
Recurrence Rate;
1s
N/1
P 2068
This Diagnostic Detects an

Open Signal Line / SCVB in
the Fuel Level Sensor or
Circuit
FTL Volts < .5V for

Time > 20s and
Failure Ctr. > 50s
P 2067 = Active
FTL Volts > 3v for
Time > 20s and
Failure Ctr. > 50s
P 2068 = Active
Enable Conditions
IGN = ON
Recurrence Rate;
1s
N/1
Throttle Actuator
Control (TAC)
Motor Control
Circuit
P2100
The TAC H-Bridge IC

checks every 1ms the
MTC if there is a short
circuit to battery voltage or
ground. In addition the IC
is able to detect
overtemperature.
TAC H-Bridge IC Flag = 1

Activation: IGN =1.

The errors bits, Failure-counters and
Recurrence Rate;
1s
M /1
Recurrence Rate;
5 ms
M/1
Throttle
Actuator
Position
Performance
P 2101
This diagnosis is able to

detect a throttle valve
errors or a jammed
actuator. The given pulse
width modulation signal
MTCPWM exceeds the
position controller
permissible maximum
value for longer than
designated time.
P 2100 =Active
Limp home RPM limitation.
TP Average TP Set Point> 1.503

TP
for the Time > 2 s
P 2101 = Active
2004file8.doc

Limp home active
Activation: IGN =1.

Limp home active
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Throttle Actuator
Position Module
Performance
Safety Level 2
P 2108
MONITOR STRATEGY
DESCRIPTION
This DTC is able recognize

that any of the safety level 2
flags are enabled
( APP, MAF,ADC,ECT, etc)
The errors would be set and
limp home is enabled.

THRESHOLD VALUE(S)
Any of the level 2 flags enabled :

LV_XXX_MON = 1

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Activation: IGN = 1
Deactivation: IGN = 0
Limp home active
Recurrence Rate
40 ms
M/1
Activation: IGN = 1
Limp home active
Recurrence Rate
5 ms
M/1
P 2108 = Active
Throttle position
adaptation
P 2119
This diagnosis is to
determine the
measurement inaccuracy
between the two signal
voltages. They will be
referenced to their supply
voltage. After the initial
engine start and
component change the
characteristic
Potentiometer value is
learnt within an adaptation
routine. The value for the
lower stop is stored at the
end of the driving cycle in
the non-volatile memory.
A plausibilization unit
monitors both sensor
signals, as well as the
belonging supply voltage
and from them establishes
the system state of the
THR-position acquisition
(undisturbed, disturbed,
THR-position not
recognizable). From the
voltages of both TPchannels, the THR-position
for each channel is
determined, taking into
consideration the
adaptation values for the
lower stop.
If the conditions are not
fulfilled the errors is set.
Ignition and injection would
be deactivated.
Start Routine
First Check of Limp Home position at Start
routine (ST_CHK_CHK_LIH_1)
I Voltage_TP_X 0.84 V 0.2490 V
P 2119 = Active
Ignition and injection remains deactivated
NEXT Step :
Spring test at the Start routine
(ST_CHK_GO_UPPER_POS)
TP_AV 17.0027 1.860 TP /
5ms
P 2119 = Active
Limp Home 2 Active
nd
2 Limp Home position at Start

routine (ST_CHK_CHK_LIH_2)
I Voltage_TP_1/2 Adapt.value for ch
1/2 I 0.2490 V
P 2119 = Active
Limp Home 2 Active
Adaptation Routine
Adaptation of limp home position
(AD_CHK_LIH_1)
Voltage TP Ch 1 / 0.840 0.3027 V
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
Voltage TP Ch 2 / 4.141 0.3027 V

P 2119 = Active
Limp Home 2 Active
Spring test at the adaptation routine
TP_AV 17.0027 1.860 TP /
5ms
P 2119 = Active
*Limp Home 2 Active
nd
2 Limp home check

I Voltage_TP_1/2 Adapt.value for ch
1/2 I <= 0.2490 V
P 2119 = Active
*Limp Home 2 Active
Adaptation of lower mechanical stop
(AD_GO_LOWER_STOP)
Voltage_TP _1 - 0.508 V
0.0781
0.0781
P 2119 = Active
*Limp Home 1 Active

Limp home spring Test opening
TP_Set point_during adapt
8.0017
Third Check of Limp Home position at
Adaptation routine (AD_CHK_LIH_3)
IVoltage_TP _1 - 0.508 V
0.0781
0.0781
2004file8.doc

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate
25 ms
M/1
P 2119 = Active
*Limp Home 2 Active
* ETC Limp Home 1

-Throttle valve without the power( hold by
spring in the Limp-Home position)
-Engine speed limitation in limp home
mode( with considering the drivers
request)
*ETC Limp Home 2

-Throttle valve without the power( hold by
spring in the Limp-Home position)
-Engine speed limitation in limp home
mode( without considering the drivers
request)
Accelerator
Pedal Position
(APP) Sensor 1
Circuit Low
Voltage
Accelerator
Pedal Position
(APP) Sensor 1
Circuit High
Voltage
Throttle Position
(TP) Sensor 1-2
Correlation
P2122
P2123
P 2135
Activation: IGN =1.

This DTC can distinguish

the circuits high voltage.
During normal operation,
the output voltages of the
APP-sensors must lie
within a permitted range.
Voltage_PVS_1 < 0.1465 V

Limp home calibrateble TQ reduction

with pedal limitation

LV_ERR_PVS already set
Limp home active
This DTC can distinguish

the circuits high voltage.
During the normal
operation, the output
voltages of the APPsensors must lie within a
permitted range.
V_PVS_1 > 4.8096 V

LV_ERR_PVS_H_1 = 1
P2123 = Active
Activation: IGN =1
Limp home active
Recurrence Rate
25 ms
M/1
This DTC detects the

rationality between TP 1 and 2.
Test performs a comparison
between TP 1 voltage vs. TP 2
in order to detect relative
deviation of the two TP
voltages. (calculated from the
maximum value of the both
channels).
I TP ratio check calculation I >

0.2688 V
Activation: IGN =1.

Recurrence Rate
25 ms
M/1
P2122 = Active

Failure counter max = 12 (.3s)

Errors is set and
P 2135 = Active
If we have that :
MAF_Measured < 519 mg/stk
2004file8.doc

conditions are not fulfilled anymore.
Limp home active
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate
25 ms
M/1
Recurrence Rate
25 ms
M/1
Recurrence Rate
25 ms
M/1
We proceed with calculation of

MAF_SUB_X (Maf,IAT,ECT,Baro) and
Deviation TP_MAF_DIF_X ( for each
channel) used for determining which
channel is faulty)
Accelerator
Pedal Position
(APP) Sensor 1-2
Correlation
P 2138
Accelerator
Pedal Position
(APP) Sensor 2
Circuit Low
Voltage
P2127
Accelerator
Pedal Position
(APP) Sensor 2
Circuit High
Voltage
P2128
The objective of the Ratio

Check is to detect a
relative deviation of the
two APP voltages.
Ratio check calculation of CH 1 & 2

V Diff > .32V Hysteresis
( calculated form the max values of the
channels)
If the voltages differ more than

a permitted Hysteresis, the
fault code will be set during
debouncing.
Ratio deviation errors is set

(not able to detect the faulty channel)
This DTC can distinguish the

circuits low voltage. During the
normal operation, the output
voltages of the APP-sensors
must lie within a permitted
range.
Voltage PVS_2 < 0.1465 V

P2127 = Active
Activation: IGN =1.

Limp home calibratible TQ reduction


Limp home active
Voltage PVS_2 > 4.5898

Activation: IGN =1.

This DTC can distinguish the

circuits high voltage. During
normal operation, the output
voltages of the APP-sensors
must lie within a permitted
range.
Activation: IGN = 1.
-

Limp home active

P 2138 = Active
Limp home calibratible TQ reduction
P2128 = Active
2004file8.doc

Limp home active
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Throttle position
start check 1
P 2176
MONITOR STRATEGY
DESCRIPTION
This diagnostic
checks the following
conditions
First limp home check
and Adaptation of the
Limp Home Position
Limp home spring
test
Second limp home check

THRESHOLD VALUE(S)
Voltage_TP_1,2 compared to adaptive

Voltages are (.249 V) time > (.05 s) then
conditions not met. New adaptation is
necessary if engine start cancelled
First Limp home check must be fulfilled.
The actual value of the throttle position
has to reach the setpoint 11.99 within
the hysteresis(1.86/5ms)
within
a limit maximum of time (.2 S). Limp
home-Engine speed
limitation.

ENABLE CONDITIONS
Activation: IGN =1
Each step must be met in order to
continue on to the next step
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
Recurrence Rate
5 ms
M/1
Time lenght < 25 s

Recurrence Rate :
1 per trip
M\2
Deactivation: IGN=0
TP adaptation request
Limp home active
Ignition and Injection are active
Limp home spring test must be fulfilled.

TP V 1,2 compared to adaptive Voltages
are > .249 V for time .05 s then
conditions not met. New adaptation is
necessary if engine start cancelled or
else Limp home-Engine speed.
Evaporative
Emission (EVAP)
System ( 1mm
Leak Detected)
P 0442
Leak detection based on

decay method. Vacuum is
generated in the fuel tank
system by means of canister
purge valve opening and
canister vent valve closed,
then the purge is stopped and
the leak size is calculated from
the variation of the differential
pressure (tank, atmosphere).
The leak size calculated is
compared to a threshold.
A- 1mm detection
Leak diameter calculated > 0.664
2004file8.doc
-Time after start 600 s

-Barometric Pressure 700 hPa
-ECT 75 degre C
-IAT 3 degre C
-Minimum time purging in part load before
monitoring
canister load >= 0.5 time = 50 s
canister load < 0.5
time = 30 s
-Charcoal Canister Load 1.5
-17 hPa < DTP < 1 hPa
-Vehicle Speed < 8 km/h
-Differential tank pressure fluctuation
detected at least once before monitoring
active
-Service request not active (canister purge
valve, venting valve)
-Lambda Close loop active
The monitoring is inhibited if any of the
following errors are present :
-DTP errors
-Vehicle speed errors
-Canister purge valve errors
-Venting valve errors
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
-TP errors
-MAF errors
-IAT errors
-ECT errors
-Upstream lambda sensor errors
-Injector errors
-Misfiring
Evaporative
Emission (EVAP)
Vent System
Performance (
Stuck Closed )
P 0446
Fuel Tank
Pressure
Sensor (DTP)
Performance
P 0451
During normal in-use

conditions the differential
pressure (tank, atmosphere) in
the fuel tank system has to be
greater than a threshold
The DTP sensor performance

is performed from two ways :
A- Constant sensor value
detection.
From engine start and for
calibrated time duration the
variation of the DTP signal
has to be greater than a
calibrated threshold.
B- Noisy sensor value
detection.
At idle the DTP signal value
variations have to be smaller
than 2 thresholds (peak/peak,
slope).
DTP value < -17 hPa

Failure counter :
Increment = 1
Max counter = 5
This diagnostic disables the followings :
-EVAP emission control
-EVAP monitoring
-DTP diagnosis
Engine stop phase not active

Engine start phase not active
Canister purge active
-DTP errors
-Venting valve electrical errors
Recurrence Rate =
50ms
M/2
ADifferential tank pressure variation <

0.02v
AEngine started
-Vehicle speed variation > 45 km/h
-Canister flow variation > 0.01 kg/h
-Differential tank pressure > 0.02V
A
Time lenght < 5
Sec
Frequency = 50 ms
M/2

-DTP errors (noisy, electrical)
B
Time lenght < 5 Sec
Failure counter :
Increment = 1
Max counter = 30
-DTP diagnosis
-EVAP monitoring
-Venting valve stuck close diagnosis
B
Differential tank pressure sensor variation
> 0.5 hPa
Differential tank pressure sensor slope
> 1 hPa/s
Failure counter :
Increment = 1
Max counter = 30
-DTP diagnosis
2004file8.doc
B
-Idle speed active
-Differential tank pressure fluctuation
detected at least once before idle speed
active
-DTP errors (constant, electrical)
-Venting valve errors
-MAF errors
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
-EVAP monitoring
Fuel Tank
Pressure
Sensor (DTP)
Electrical
Diagnosis
P 0452
FTP Circuit
Low Volts
P 0453
FTP Circuit
High Volts
The DTP sensor electrical

diagnosis is performed by two
ways,
A- Short to ground
B- Short to battery or line
break

0.02v

ENABLE CONDITIONS
-TP errors
-IAT errors
-ECT errors
-Upstream lambda sensor errors
-FSD
-Injector errors
-Misfiring
Engine started
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
All the time when

engine runs.
Frequency = 50 ms
M/2
All the time when

engine runs.
Frequency = 50 ms
N\1
Failure counter :
Increment = 1
Max counter = 30
-DTP diagnosis
-EVAP monitoring
B
Differential tank pressure sensor variation
> 0.5 hPa
Differential tank pressure sensor slope
> 1 hPa/s
Failure counter :
Increment = 1
Max counter = 30
Fuel Tank
Pressure
Sensor (DTP)
Intermittent
P 0454
The DTP sensor intermittent

diagnosis is performed by two
ways,
C- Short to ground
D- Short to battery or line
break

-DTP diagnosis
-EVAP monitoring
0.049v
B
Differential tank pressure sensor > 4.95v
Failure counter :
Increment = 1
Max counter = 16
-DTP diagnosis
-EVAP monitoring
2004file8.doc
Engine started
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Evaporative
Emission (EVAP)
System (Large
Leak Detected)
P 0455
MONITOR STRATEGY
DESCRIPTION
The large leak detection is

performed from two ways :
A-Leak detection based on
decay method. Vacuum is
system by means of canister
purge valve opening and
canister vent valve closed,
then the purge is stopped and the
leak size is calculated from the
variation of the differential
pressure (tank, atmosphere).
The leak size calculated is
compared to a threshold.

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
AEvacuation time during monitoring > 17 s

DTP variation during evacuation phase >
-6 hPa
ASame than Evaporative Emission (EVAP)

System ( 1mm Leak Detected)
A
Time lenght <
26.25
Recurrence Rate =
1 per trip
M\2
BDTP average variation < 6 hPa

Time evacuation 8 s
Number check repetition with consecutive
failure in a row>= 2
B-Leak detection based on

fuel cap missing strategy. Time
counter is set then vacuum is
system. Vacuum level is
compared to a threshold. This
vacuum threshold has to be
reached as long as the time
counter is smaller than a
threshold. This strategy is
repeated for a defined number
before to set the final errors

Same than Evaporative Emission (EVAP)
BFrom Engine off
Time after start < 500 s (120 s)
Or,
From Engine On
-Last idle speed time duration > 10 s (60
s)
-Time from last idle speed to start the
monitoring =< 100 s
B
Time lenght <
26.25 s
General conditions
-Idle speed not active
-Leak detection monitoring conditions not
active
-Time elapsed from the last check > 50 s
- Limited Vehicle speed variation < 12 km
- Minimum vehicle speed > 12km/h
Limited barometric pressure variation < 8
hPa
-Canister purge valve flow > 0.5 kg/h
Evaporative
Emission (EVAP)
Vent System
Performance (
Stuck Open )
P0455
Evaporative
Emission (EVAP)
System Flow
P 0496
The opening check is done

during the EVAP monitoring.
When the evacuation phase is
over the differential pressure in
the tank has to be lower than a
threshold
-Evacuation time duration > 17 s

-DTP variation evacuation phase < -6 hPa
Failure counter :
Increment = 1
Max counter = 1
-DTP diagnosis
-EVAP monitoring
The Canister valve opening

check is done during the EVAP
monitoring. At the beginning of
Time elapsed in Vapor generation phase <

5s
DTP variation > - 5.5 hPa
2004file8.doc
Leak detection monitoring in evacuation

phase
Recurrence Rate =
1 per trip
M/2
Frequency = 1 per
trip
M/2

Leak detection monitoring in Vapor

generation phase
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
During NonPurge ( Stuck

Open )
MONITOR STRATEGY
DESCRIPTION
the leak monitoring the vapor

level is measured by closing
the canister purge valve and
the canister vent valve. While
the vapor level measurement
the differential pressure inside
the tank has to be greater than
a threshold, otherwise a failure
is detected

THRESHOLD VALUE(S)

ENABLE CONDITIONS
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
IGN = ON
Engine = Running
Recurrence Rate
12.5 ms
N/1
IGN = ON
Recurrence Rate
12.5 ms
N/1
IGN = ON
Recurrence Rate
12.5 ms
N/1
IGN = ON
Recurrence Rate
12.5 ms
M/1

Failure counter :
Increment = 1
Max counter = 7
-Canister Purge valve in minimum mode
-Lambda diagnosis upstream sensor
-Lambda diagnosis downstream sensor
-Lambda adaptation
-DTP sensor diagnosis
-Idle speed adaptation
-FSD
Lost
Communication
with TCS
U 1040
Electrical Class
2 Failure
U1300
U1301
Can Bus
Communication
Malfunction
U 0001
Lost
Communications
With
Transmission
Control System
U 0101
Communication is performed
internal to the ECM
Loss of Module
on CAN bus
U 0002
Adaptive cruise DTC set only if

adaptive cruise is present.
(295 only)
Detection of CAN bus is internal to the

ECU
IGN = ON
Recurrence Rate
12.5 ms
N/1
internal to the ECM
Detection of BCM is internal to the ECU

IGN = ON
Recurrence Rate
12.5 ms
N/1
internal to the ECM
Detection is internal to the ECU

IGN = ON
Recurrence Rate
12.5 ms
N/1
Lost
Communications
With BCM
System
Lost
Communications
With
Brake/Traction
Control System
U 0140
U 0121

failure on the Class 2 Data link
connection to the TCS
(265 only)
electrical open, short to
voltage
(265 Only)
failure on the Can Bus Data
link connection
Detection of Class 2 Failure is internal to

the ECM.
P 1040 = active
Detection of Electrical Class 2 Failure is
P 1300 = active
P 1301 = active
Detection of Can Bus Failure is internal to
the ECM.
P 0001 = active
Detection of Class 2 Failure is internal to
the ECM.
(215 Only)
2004file8.doc
2004 4.6L (LH2)

2004file8.doc
SENSED
PARAMETER
FAULT CODE
Lost
Communications
With Powertrain
Control (ACC)
System
Lost Data from
DIM
U 0104
internal to the ECM
(215 Only)

U 1064
265 Only
Lost Data from

CCP
U 1153
Lost Data from

VTD
U 1192
MONITOR STRATEGY
DESCRIPTION

THRESHOLD VALUE(S)
TIME LENGTH
AND FREQUENCY
MIL
TYPE
&
Trips
IGN = ON
Recurrence Rate
12.5 ms
N/1

IGN = ON
Recurrence Rate
12.5 ms
N/1
265 Only

IGN = ON
Recurrence Rate
12.5 ms
N/1
265 Only

IGN = ON
Recurrence Rate
12.5 ms
N/1
2004file8.doc

ENABLE CONDITIONS
Compilador Alexander Abrigo /Trabajo Final de Grado

Previo a la obtencin del ttulo de Ingeniero Mecnico
Automotriz.
UPS - 2007
Los trminos siguientes y sus definiciones son relacionados a sistemas
OBD1.
A - Amperios
A/C - Aire acondicionado
A/CL BIMET - Sensor bimetlico del purificador de aire
A/CL DV - Ducto del purificador de aire y motor de vaco de la vlvula
A/D - Convertidor analgico-digital
A/F - Relacin aire-combustible
A/T - Transmisin automtica
A4R70W - Transmisin automtica con sobremarcha de gran diferencia entre
los engranes
AAC - Vlvula auxiliar de control de aire
AAV - Vlvula contra combustin retardada (Mazda)
ABCV - Vlvula de control de purga de aire (Ford)
ABS - Sistema de frenos antibloqueo
ABSV - Vlvula solenoidal de derivacin de aire (Mazda)
ABV - Vlvula de derivacin de aire
AC - Corriente alterna
ACC - Embrague del aire acondicionado
ACC - Control climtico automtico
ACCS - Interruptor del embrague de ciclaje del aire acondicionado
ACD - Interruptor de demanda del aire acondicionado
ACON - Seal de encendido del aire acondicionado
ACP - Seal de presin del aire acondicionado
ACPSW - Interruptor de presin del aire acondicionado

ACR - Rel del aire acondicionado
ACR4 - Aire acondicionado: refrigerante, recuperacin, reciclaje, recarga
ACT - Temperatura de carga del aire
ACV - Vlvula de control de aire
ADU - Unidad analgica-digital
AFC - Control de flujo de aire
AFM - Medidor de flujo de aire
AFR - Relacin aire-combustible
AFS - Medidor de flujo de aire (Mitsubishi)
AIR - Sistema secundario de inyeccin de aire
AIRB - Solenoide de derivacin de aire
AIRD - Solenoide derivador de aire
AIS - Sistema de inyeccin de aire (Chrysler)
AIS - Velocidad de marcha lenta
AIV - Vlvula de inyeccin de aire
ALC - Control automtico de nivel
ALCL - Enlace de comunicaciones de la lnea de montaje (GM)
ALDL - Enlace de datos de la lnea de montaje
ALT - Alternador (reemplazado por GEN)
AM1 - Control de aire 1, derivador de aire
AM2 - Control de aire 2, derivador de aire
AMB - Ambiente
AOD - Sobremarcha automtica
AODE - Transmisin electrnica de sobremarcha automtica
AODE-W - Transmisin automtica con sobremarcha de gran diferencia entre
los engranes
AP - Pedal del acelerador
APC - Control automtico de rendimiento

APS - Sensor de presin atmosfrica (Mazda)
APS - Sensor de presin absoluta (GM)
APT - Aceleracin parcial ajustable
ARC - Control automtico de marcha
ARS - Sistema automtico de sujecin
ASARC - Suspensin de aire automtica - Control automtico de marcha
ASD - Rel de apagado automtico
ASDM - Mdulo de diagnstico de bolsas de aire (Chrysler)
ASE - Excelencia del servicio automotor
ASM - Modo de simulacin de aceleracin
ASR - Regulacin de desplazamiento de aceleracin
ATC - Control automtico de temperatura
ATDC - Despus del punto muerto superior
ATF - Lquido de transmisin automtica
ATM - Modo de prueba de accionador
ATS - Sensor de temperatura del aire (Chrysler)
ATX - Transeje automtico
AVOM - Voltmetro/hmetro analgico
AWD - Traccin en todas las ruedas
AWD - Traccin en las cuatro ruedas
AWG - American Wire Gage (calibre)
AX4S - Transmisin automtica con 4 velocidades
AXOD - Sobremarcha automtica - transeje
AXOD-E - Sobremarcha automtica - Transeje - Controlada electrnicamente
B/MAP - Presin absoluta baromtrica/del mltiple
B+ - Voltaje positivo de batera
BAC - Vlvula de control de derivacin de aire

BARO - Presin baromtrica
BAT - Batera
BC - Control del ventilador
BCM - Mdulo de control del chasis
BHP - Potencia (HP) de frenos
BHS - Sensor bimetlico de calor (Ford)
BID - Descarga inductiva sin cortacircuitos (AMC)
BLM - Block Learn Multiplier (reemplazado por LT FUEL TRIM)
BMAP - Sensor de presin absoluta del mltiple/Baromtrica (Ford)
BOB - Caja de acceso para pruebas
BOO - Interruptor de encendido/apagado de freno
BP - Presin baromtrica
BPA - Derivacin mecnica de aire
BPCSV - Derivacin de vlvula solenoidal de control
BPP - Interruptor de posicin del pedal de freno
BPS - Sensor de retropresin
BPT - Transductor de retropresin
BPV - Vlvula de derivacin (Ford)
BPW - Ancho de pulso de freno
BSV - Supresor de explosiones (Ford)
BTDC - Antes de punto muerto superior
BTS - Sensor de temperatura de la batera
BTSI - Interbloqueo de cambio de transmisin de freno
Btu - Unidad trmica britnica
BUS N - Bus negativo
BUS P - Bus positivo
BV - Puerto de ventilacin de la cmara de flotacin del carburador (Ford)
BVSV - Vlvula de control de ventilacin bimetlica

BVT - Sistema de transduccin de retropresin variable (Ford)
C - Carbono
C - Celsius (centgrados)
C.A.R.B. - California Air Resource Board
C3 - Sistema de control de comando computarizado (GM)
C3I - Encendido por bobina controlado por computadora
C4 - Sistema convertidor cataltico controlado por computadora (GM)
CAC - Cargar enfriador de aire
CANP - Solenoide de purga del filtro de carbn activo EVAP
CARB - Carburador
CAS - Sistema de aire limpio
CAS - Sensor de ngulo del cigeal
CASE - Error de sensor de ngulo del cigeal
CBD - Distribuidor con cmara cerrada
CC - convertidor cataltico
CC - Control de crucero
CC - Centmetros cbicos
CC - Control de clima
CCC - Control de embrague del convertidor
CCC - Sistema de control de comando por computadora (GM)
CCD - Permanencia controlada por computadora
CCD - Deteccin de colisin de Chrysler
CCDIC - Centro de informacin sobre control climtico para el conductor
CCEI - Mejoramiento de marcha lenta controlado por refrigerante (Chrysler)
CCEV - Interruptor de vaco del motor controlado por refrigerante (Chrysler)
CCM - Mdulo central de control
CCM - Monitor continuo de componentes

CCNT, DTC CCNT - Cdigo de conteo
CCO - Anulador del embrague del convertidor
CCOT - Sistema de refrigeracin de embrague alternante-tubo de orificio
CCP - Panel de control de climatizacin
CCP - Purga controlada de cmara (GM)
CCRM - Mdulo de rel de control constante
CCS - Solenoide de embrague de marcha con motor desembragado
CCSP - Almacenamiento en cartucho de carbono/Purga
CCV - Vlvula de control del cartucho
CDCV - Vlvula de cierre de drenaje del cartucho
CDI - Ignicin de descarga de capacitor (AMC)
CDR - Lectura de diagnstico de Chrysler
CDRV - Vlvula reguladora de depresin del crter
CE - Extremo del conmutador
CEAB - Purga de aire para el motor en fro
CEC - Sistema de control de emisiones del crter (Honda)
CECU - Unidad central de control electrnico (Nissan)
CEL - Revisar luz del motor
CER - Varilla de enriquecimiento en fro (Ford)
CES - Interruptor de activacin del embrague
CESS - Interruptor sensor de motor fro
CFC - Clorofluorocarbonos
CFI - Inyeccin central de combustible
CFI - Inyeccin continua de combustible
CFM - Pies cbicos por minuto
CFV - Venturi de flujo crtico
CHM - Calentador de mezcla en fro
CID - Seal de identificacin de cilindro

CID - Desplazamiento en pulgadas cbicas
CIS - Sistema de inyeccin continua (Bosch)
CKP - Sensor de posicin del cigeal
CKP REF - Referencia de posicin del cigeal
CKT - Circuito
CL - Circuito cerrado
CLC - Embrague de bloqueo del convertidor (reemplazado por TCC)
CLCC - Control del carburador en circuito cerrado
CLNT - Refrigerante
CLV - Valor de carga calculado
CMFI - Inyeccin central de combustible multi-puerto
CMP - Sensor de posicin del cigeal
CMP REF - Referencia de posicin del cigeal
CO - Monxido de carbono
CO2 - Dixido de carbono
COC - Catalizador de oxidacin convencional (Ford)
COP - Encendido electrnico con una bobina sobre cada buja
CP - Purga de cartucho (GM)
CP - Sensor de posicin del cigeal (Ford)
CPA - Aseguramiento de posicin de conector
CPI - Inyeccin de combustible en puerto central
CPP - Posicin del pedal del embrague
CPS - Fuente central de energa
CPSOV - Vlvula de cierre de purga de cartucho (Ford)
CPU - Unidad central de procesamiento
CRK - Seal de rotacin
CRT - Tubo de rayos catdicos

CSC - Control de encendido con refrigerante (Ford)
CSE GND - Tierra de caja PCM
CSSA - Sistema de avance de encendido en fro (Ford)
CSSH - Sistema de retencin de encendido en fro (Ford)
CTAV - Interruptor de vaco accionado por baja temperatura (Ford)
CTM - Mdulo temporizador central
CTO - Salida limpia del tacmetro
CTO - Anulacin de temperatura del refrigerante
CTOX - Oxidador continuo
CTP - Posicin cerrada del acelerador
CTS - Interruptor de temperatura de carga (Chrysler)
CTS - Sensor de temperatura del refrigerante
CTVS - Interruptor de vaco para detectar acelerador cerrado
CV - Velocidad constante
CV - Vlvula de control
CVCC - Sistema de combustin controlada con vrtice compuesto (Honda)
CVR - Regulador de vaco de control (Ford)
CVS - Muestreador de volumen constante
CWM-Ford - Modulador para tiempo fro (Ford)
DAB - Bus de accesorios retardados
dB - Decibeles
DC - Ciclo de trabajo
DC - Corriente continua
DCISCA - Accionador de velocidad de marcha lenta, motor de corriente
continua
DCL - Enlace de comunicaciones de datos
DDL - Enlace de diagnstico de datos
DE - Extremo de transmisin
DEC - Controlador electrnico digital
DEFI - Inyeccin de combustible digital electrnica (Cadillac)
DEPS - Sensor digital de posicin del motor
DERM - Mdulo de reserva de energa de diagnstico
DFCO - Modo de corte de combustible durante desaceleracin
DFI - Inyeccin directa de combustible
DFS - Cierre de combustible durante desaceleracin
DI - Encendido directo
DI - Encendido del distribuidor (Sistema)
DIC - Centro de informacin para el conductor
DICM - Mdulo de control de ignicin del distribuidor
DIS - Encendido directo (encendido durante la carrera de escape)
DLC - Conector de enlace de datos (OBD)
DM - Motor de arranque
DMCM - Mdulo de control de motor de arranque
DMCT - Temperatura del refrigerante del motor de arranque
DMPI Module - Mdulo inversor de potencia del motor de arranque
DMS - Sistema modulador del distribuidor
DOHC - Dos rboles de leva en cabeza
DOL - Lnea de salida de datos a IPC
DPC - Control dinmico de presin
DPFE - Retroalimentacin de presin diferencial
DPI - Block Learn Multiplier (reemplazado por LT FUEL TRIM)
DRB II - Caja de lectura de diagnstico (Chrysler)
DRCV - Vlvula de control de retardo de distribuidor
DRL - Luces diurnas
DSO - Osciloscopio de almacenamiento digital
DSR - Subrutina de diagnstico de Ford

DSS - Solenoide de descenso de marcha
DSSA - Dual Signal Spark Advance (Ford)
DSV - Vlvula solenoidal de desaceleracin
DTC - Cdigo de diagnstico de problemas
DTC FRZ - Imagen fija de cdigo de diagnstico de problemas
DTM - Modo de prueba de diagnstico
DTVS - Interruptor de vaco de doble temperatura
DV - Vlvula de retardo
DVAC - Vlvula de control de avance de vaco del distribuidor
DVDSV - Vlvula de retardo de vaco al diferencial y vlvula separadora
DVDV - Vlvula de retardo de vaco al distribuidor
DVOM - Voltmetro-hmetro digital
DV-TW - Vlvula rel bidireccional
DVVV - Vlvula de ventilacin de vaco del distribuidor
E4OD - Sobremarcha electrnica de 4 velocidades
EAC - Control electrnico de aire (reemplazado por AIR)
EACV - Vlvula de control electrnico del aire
EAIR - Inyeccin de aire secundaria electrnica
EBCM - Mdulo electrnico de control de frenos
EBP - Retropresin de escape
EBTCM - Mdulo electrnico de control de frenos
EC - Control del motor
ECA - Conjunto de control electrnico (Ford)
ECC - Control electrnico de climatizacin
ECCS - Sistema de control electrnico concentrado
ECI - Compresor extendido en marcha lenta
ECIT - Sincronizacin electrnica de control de ignicin

ECL - Nivel de refrigerante del motor
ECM - Mdulo de control electrnico/del motor
ECS - Sistema de control de evaporacin (Chrysler)
ECS - Sistema de control de emisiones
ECT - Temperatura del refrigerante del motor
ECU - Unidad de control electrnico
EDF - Electro-Drive Fan
EDIS - Sistema electrnico de encendido directo (reemplazado por EI)
EDM - Modulador electrnico del distribuidor (Ford)
EEC - Control electrnico del motor (Ford)
EEC-I - Control de sincronizacin de ignicin
EEC-II - Control de sincronizacin de ignicin y suministro de combustible a
travs de un sistema de carburador alimentado
EEC-III - Control de sincronizacin de ignicin y suministro de combustible a
travs de un sistema de inyeccin central
EEC-IV - Control de sincronizacin de ignicin y suministro de combustible a
travs de un sistema de inyeccin electrnico
EECS - Sistema de control de emisiones evaporativo
EEGR - EGR electrnico (Solenoide)
EEGR Monitor - Prueba de EGR electrnico
EEPROM - Memoria programable slo de lectura borrable electrnicamente
EESS - Sistema de emisiones evaporativo (Ford)
EEVIR - Valores ecualizados del evaporador en el receptor
EFC - Control electrnico de combustible
EFC - Carburador con retroalimentacin electrnica (Chrysler)
EFCA - Conjunto de control electrnico de combustible (Ford)
EFE - Evaporacin anticipada de combustible
EFI - Inyeccin electrnica de combustible
EFT - Temperatura del combustible en el motor

EFV - Evaporacin anticipada de combustible
EGC - Vlvula de control de gases de escape (Ford)
EGO - Sensor de oxgeno en gases de escape (Ford)
EGOR - Retorno de seal de EGO (Ford)
EGR - Recirculacin de gases de escape
EGR Monitor - Prueba recirculacin de gases de escape (EGR) con OBDII
EGR TVV - Vlvula de vaco para recirculacin de gases de escape
EGRB - Sensor de intensificacin de EGR
EGRC - Solenoide de control de EGR (Ford)
EGRC-BPT - Transductor de retropresin de control de EGR
EGRPS - Sensor de posicin de vlvula de EGR (Mazda)
EGRT - Temperatura de recirculacin de gases de escape
EGRV - Solenoide de ventilacin de recirculacin de gases de escape
EGTS - Interruptor de temperatura de gases de escape (reemplazado pro
EGRT)
EH - Electro-Hidrulico
EI - Sistema integrado de ignicin electrnica
EICV - Vlvula de control electrnico de marcha lenta
ELB - Electronic Lean Burn (Chrysler)
ELC - Control electrnico de nivel
ELCD - Dispositivo de control de prdidas por evaporacin
EM - Modificacin del motor
EMB - Frenos electromagnticos
EMF - Fuerza electromotriz (voltaje)
EMI - Interferencia electromagntica
EMR - Retardo del mdulo electrnico
EN - Generador (Alternador)
EOBD - Diagnstico a bordo europeo

EOP - Presin del aceite del motor
EOS - Sensor de oxgeno en escape
EOT - Temperatura del aceite del motor
EP - Presin del escape
EPA - Agencia de Proteccin Ambiental (EPA)
EPC - Control electrnico de presin
EPOS - Sensor de posicin de vlvula EGR (Ford)
EPROM - Memoria programable slo de lectura, borrable
EPT - Transductor de presin de EGR (reemplazado por PFE)
ESA - Avance de encendido electrnico (Chrysler)
ESC - Sistema electrnico de control de encendido (Ford)
ESD - Descarga electrosttica
ESS - Seleccin de encendido electrnico (Cadillac)
EST - Sincronizacin de encendido electrnico
ETC - Control electrnico de temperatura
ETP - Transductor de presin de EGR
ETR - Receptor con sintona electrnica
EVAP - Sistema evaporativo de emisiones
EVAP CP - Purga del cartucho evaporativo
EVAP CV - Ventilacin del cartucho del sistema evaporativo de emisiones
EVIC - Centro de informacin electrnica del vehculo
EVO - Orificio electrnico del vehculo
EVP - Sensor de posicin de vlvula de EGR
EVR - Regulador de vaco de EGR
EXH - Escape
F4WD - Traccin en las cuatro ruedas a tiempo completo
FAN - Ventilador de enfriamiento (baja o alta velocidad)
FBC - Carburador de retroalimentacin

FBCA - Accionador del carburador de retroalimentacin (Ford)
FC - Control del ventilador
FCA - Conjunto de control de combustible (Chrysler)
FCS - Solenoide de control de combustible (Ford)
FDBK - Retroalimentacin
FDC - Vlvula de desaceleracin de combustible (Ford)
FDV - Vlvula de desaceleracin de combustible (Ford)
FEEPROM - Memoria flash programable slo de lectura, electrnicamente
borrable
FEPROM - Memoria flash programable slo de lectura, borrable
FF - Combustible flexible
FI - Inyector de combustible
FIC - Control de marcha lenta rpida
FICD - Dispositivo de control de marcha lenta rpida
FIPL - Palanca de la bomba de inyeccin de combustible
FLC - Convertidor torsional de fludo con dispositivo de bloqueo
FLS - Sensor de nivel de lquido (GM)
FM - Programa del motor del ventilador en PCM
FMEM - Manejo del efecto del modo de falla
FMVSS - Normas federales de seguridad para vehculos automotores
FOM - Modo de operacin con problemas (Limp Mode)
FP - Rel de bomba de combustible (Ford)
FP - Bomba de combustible
FPM - Monitor de bomba de combustible (en PCM)
FPRC - Control del regulador de bomba de combustible
FRC - Forzado
FRP - Presin del distribuidor de combustible
FRT - Temperatura del distribuidor de combustible

FRZ - Imagen detenida
FT - Ajuste de combustible
FTL - Sensor de nivel del tanque de combustible
FTO - Salida filtrada del tacmetro
FTP - Presin del tanque de combustible
FTT - Temperatura del tanque de combustible
FWD - Traccin delantera
g/sec - Gramos por segundo
GA - Medidor
GCM - Mdulo de control del regulador
GCW - Peso bruto combinado
GDC - Centro de datos de combustible
GDI - Inyeccin directa de gasolina
GEM - Mdulo electrnico genrico
GEN - Generador (Alternador)
GND - Conexin elctrica a tierra
GOOSE - Apertura/cierre breve del acelerador
GPM - Gramos por milla
GPS - Sensor de presin del regulador
GST - Herramienta genrica de escaneo
GVW - Peso bruto del vehculo
H - Hidrgeno
H/CMPR - Alta compresin
H2O - Agua
HAC - Compensador de gran altitud
HAIS - Sistema de admisin de aire calentado (Chrysler)
HBV - Voltaje del soplador del calentador

HC - Hidrocarburos
HCDS - Alta velocidad del tambor del embrague
HCV - Hidrocarburo (Ford)
HCV - Vlvula de control del calor de escape (Ford)
HD - Uso pesado
HDC - Enfriamiento de uso pesado
HDR-CKP - Sensor CKP de alta velocidad de datos
HEGO - Sensor de oxgeno en gases de escape calentados
HEI - Ignicin de alta energa (GM)
HFC - Control del ventilador de alta (velocidad)
HFP - Control de bomba de combustible alta (rel)
Hg - Mercurio
HIC - Vlvula compensadora de marcha lenta en caliente (Ford)
HLOS - Sistema de operaciones limitado por el hardware
HO - Alto rendimiento
HO2S - Sensor de oxgeno calentado
HO2S-1-1 - Seal del Banco Uno, Sensor Uno
HO2S-1-2 - Seal del Banco Uno, Sensor Dos
HO2S-1-3 - Seal del Banco Uno, Sensor Tres
HO2S-2-1 - Seal del Banco Dos, Sensor Uno
HO2S-2-2 - Seal del Banco Dos, Sensor Dos
hp - Potencia en HP
HPC - Lmite de alta presin
HPL - Lquido a alta presin
HPS - Sistema de alto rendimiento
HPV - Vapor a alta presin
HSC - Combustin con alto nivel de turbulencia
HT - Alta tensin
HUD - Visualizacin digital de datos
HVAC - Calentador, ventilacin y aire acondicionado
HVACM - Mdulo de calentador-ventilacin-aire acondicionado
HVS - Interruptor de alto voltaje
Hz - Hertz
I/M - Inspeccin y mantenimiento
I/O - Entrada/Salida
I/P - Panel de instrumentos
IA - Admisin de aire
IAC - Control de aire para marcha lenta (motor o solenoide)
IACV - Vlvula de control para marcha lenta
IAS - Solenoide de admisin de aire (Ford)
IAT - Temperatura de entrada del aire
IBP - Retropresin integral
IC - Circuito integrado
IC - Control de encendido
ICM - Mdulo de control de encendido
ICP - Presin de control de inyeccin
ICS - Solenoide de control para marcha lenta (GM)
ID - Dimetro interior
IDI - Encendido directo integrado
IDL - Interruptor de posicin para marcha lenta
IDM - Mdulo de diagnstico de encendido
IDM - Mdulo accionador del inyector
IFI - Inyeccin de combustible indirecta
IFS - Interruptor de inercia de combustible
IGN - Encendido
IGN ADV - Avance de encendido
IGN GND - Tierra de encendido
ILC - Compensador de carga para marcha lenta
IMA - Ajustador de mezcla para marcha lenta
IMRC - Control del mltiple de admisin
IMS - Seal de mdulo de encendido
IMS - Sensor de millaje inferido (Ford)
IMT - sincronizacin del mltiple de admisin
INJ 1 to INJ 10 - Inyectores de combustible 1 a 10
INT - Integrador (reemplazado por ST FUEL TRIM)
IPC - Conjunto del panel de instrumentos
IPR - Regulador de presin de inyectores
IRCM - Mdulo de control por rel integrado
ISA - Accionador de velocidad de marcha lenta
ISC - Control de velocidad de marcha lenta
ISO - International Standard of Organization
ISS - Velocidad del eje de entrada
ITA - Ajuste de sincronizacin de encendido
ITCS - Sistema de control de sincronizacin de encendido (Honda)
ITS - Interruptor de seguimiento para marcha lenta
IVS - Interruptor de validacin de marcha lenta
IVSC - Control integrado de velocidad del vehculo
IVV - Vlvula de vaco para marcha lenta (Ford)
JAS - Sistema de chorros de aire (Mitsubishi)
JSV - Vlvula solenoidal de mezcla
KAM - Memoria permanente (Keep Alive Memory)
KAPWR - Corriente directa de la batera
KD - Cambio a marcha inferior

KDLH - Kickdown Low Hold
Kg/cm2 - Kilogramos/ Centmetros cbicos
kHz - Kilohertz
Km - Kilmetros
KOEC - Llave encendida, motor girando
KOEO - Llave encendida, motor apagado
KOER - Llave encendida, motor funcionando
KPA - Kilopascales
KS - Sensor de golpeteo
KSM - Mdulo sensor de golpeteo
L - Litros
L4 - Motor de cuatro cilindros en lnea
LAMBSE - Ajuste de combustible a corto plazo
LCD - Pantalla de cristal lquido
LED - Diodo emisor de luz
LFC - Control bajo del ventilador
LFP - Control de la bomba de combustible a baja velocidad
LHD - Direccin a la izquierda
LOAD - Valor de carga calculado
LOC - Mini convertidor cataltico de oxidacin
LONGFT - Ajuste de combustible a largo plazo
LOOP - Estado del circuito de operacin del motor
LOS - Estrategia de operacin limitada
LPG - Gas de petrleo licuado
LSS - Solenoide de desplazamiento lineal
LTFT - Ajuste de combustible a largo plazo
LTS - Interruptor de bajo refrigerante

LUS - Solenoide de bloqueo
LV8 - Cargar variable
LWB - Base de ruedas larga
M/C - Control de mezcla
M/T - Transmisin manual
MAF - Sensor de masa de flujo de aire
MAF RTN - Tierra del sensor de flujo de masa de aire
MAP - Sensor de presin absoluta del mltiple
MAS - Tornillo de ajuste de mezcla
MAT - Temperatura de aire del mltiple
MC - Control de mezcla
MCS - Solenoide de control de mezcla (GM)
MCT - Sensor de temperatura de carga del mltiple (Ford)
MCU - Unidad de control del microprocesador (Ford)
MCV - Vlvula de control del mltiple (Ford)
MDP - Presin diferencial del mltiple
MECS - Sistema electrnico de control de Mazda
MEMCAL - Calibracin de memoria
MFI - Inyeccin de combustible multipuerto
MIC - Grupo de instrumentos mecnicos
MIL - Lmpara indicadora de falla de funcionamiento
MISAR - Deteccin microprocesada y regulacin automtica (GM)
MLP - Posicin de palanca manual
MLUS - Solenoide de bloqueo modulado o su circuito de control (Ford)
MLVLPS - Posicin de palanca de vlvula manual
MPFI - Inyeccin de combustible multipuerto
MPG - Millas por galn
MPH - Millas por hora

MPI - Inyeccin multipuerto
mS or ms - Milisegundo
MSFF - Millas desde primera falla
MSLF - Millas desde ltima falla
MST - Temperatura de superficie del mltiple
MT - Transmisin manual
MTV - Vlvula de ajuste del mltiple
mV or mv - Milivoltios
MVLPS - Posicin de palanca de vlvula manual
MVZ - Zona de vaco del mltiple
N - Nitrgeno
N.C. - Posicin normalmente cerrada
N.O. - Posicin normalmente abierta
N/MIL - Cdigo fijado sin solicitud de MIL
N/V - Relacin entre velocidad del eje de entrada y velocidad del vehculo
NDIR - Infrarrojo no dispersor
NDS - Interruptor de marcha neutra
NGS - Interruptor de marcha neutra (Ford)
NGV - Vehculos a gas natural
Nm - Newton-metros
NOx - xidos de nitrgeno
NTC - Coeficiente negativo de temperatura
NVRAM - Memoria no voltil de acceso aleatorio
O2 - Oxgeno
O2S-11 - Seal de sensor de oxgeno (Banco 1)
O2S-21 - Seal de sensor de oxgeno (Banco 2)
OASIS - Sistema de Informacin de Servicio Automotor en Lnea de Ford

Motor Company
OBD I - Diagnstico a bordo, Versin I
OBD II - Diagnstico a bordo, Versin II
OBD STAT - Estado del sistema de diagnstico a bordo
OC - Convertidor cataltico de oxidacin
OCC - Revisin circuito de salida (Ford)
OCIL - Lmpara indicadora de cancelacin de sobremarcha
OCS - Interruptor de cancelacin de sobremarcha
OCT ADJ - Interruptor de combustible para ajuste de octanos
OD - Sobremarcha
OD - Dimetro exterior
ODM - Monitor de dispositivo de salida
ODS - Velocidad del tambor de sobremarcha
OE - Equipo original
OEM - Fabricante del equipo original
OHC - Motor con rbol de levas de cabeza
OHV - Vlvula de cabeza
OL - Circuito abierto
ORC - convertidor de oxidacin-reduccin
OS - Sensor de oxgeno
OSAC - Orifice Spark Advance Control (Chrysler)
OSC - Revisin de estado de salida (Ford)
OSM - Monitor de estado de salida
OSS - Eje de velocidad de salida
OTIS - Sistema de informacin de viaje
OVCV - Vlvula de control de ventilacin exterior
P/B - Servofrenos
P/E - Enriquecimiento de potencia

P/N - Nmero de pieza
P/S - Aire a presin (Honda)
PA - Air de presin (Honda)
PAFS - Sistema de alimentacin de aire por pulsos (Chrysler)
PAIR - Inyeccin de aire secundaria pulsada
PAS - Sistema antirrobo pasivo
PAS - Direccin asistida
PASS - Sistema de seguridad automotriz personalizado
PC - Control de presin
PCB - Circuito impreso
PCI - Interfaz de comunicaciones programable
PCM - Mdulo de control del tren motriz
PCS - Solenoide de control de presin
PCV - Ventilacin positiva del crter
PECV - Vlvula de control de enriquecimiento de potencia
PF - Sensor de flujo de purga
PFE - Sensor de EGR de retroalimentacin de presin
PFI - Inyeccin de combustible en puertos
PFI - Inyeccin de combustible en puertos (GM)
PGM-FI - Inyeccin de combustible programada para administrar el
combustible (Honda)
PID - Lugar de identificacin de parmetros
PID SUP - Identificacin de parmetros soportada
PIP - Seal de captacin de perfil de encendido
PIV - Voltaje inverso mximo
PKE - Entrada pasiva sin llave
PMD - Controlador montado en bomba
PNP - Position de neutral par

POT - Potencimetro
PPM - Partes por minuto
PPS - Interruptor de presin con puerto (Ford)
PR - Alivio de presin
PRC - Control del regulador de presin
PRNDL - Interruptor
PROM - Memoria programable slo de lectura
PS - Direccin asistida
PSA - Conjunto del interruptor de presin
PSC - Control de direccin asistida
PSI - Libras por pulgada cuadrada
PSOM - Mdulo de velocmetro-odmetro programable
PSOV - Vlvula de cierre de purga (Ford)
PSP - Presin de direccin asistida
PSPS - Interruptor de presin de direccin asistida
PTC - Resistencia de coeficiente de temperatura positivo
PTO - Toma de potencia (Opcin traccin en 4 ruedas)
PTOX - Oxidacin perodica por retenci
PTU - Desbloqueo a marcha media
PVA - Avance de vaco con orificio
PVS - Interruptor de vaco con orificio
PWM - Pulso con modulacin
PWR GND - Tierra para PCM
QDM - Mdulo de manejo cudruple
RABS - Sistema trasero de frenos antibloqueo
RAM - Memoria de acceso aleatorio
RAP - Potencia retenida al interior
RECAL - Ajuste de calibracin

REDOX - convertidor de reduccin-oxidacin
REF - Referencia
RFI - Interferencia de radiofrecuencia
RHD - Direccin a la derecha
RKE - Entrada con control remoto sin llave
RM - Mdulo de rel
ROM - Memoria slo de lectura
RON - Octanaje
RPM - Revoluciones por minuto
RRS - Sensor de reluctancia variable
RTD - Amortiguacin en tiempo real
RTN - Circuito de tierra de sensor dedicado
RTV - Vulcanizacin a temperatura ambiente
RVP - Presin de vapor Reid
RWAL - Antibloqueo de ruedas traseras
RWD - Traccin trasera
S4WD - Traccin en las cuatro ruedas seleccionable
SAE - Grado de viscosidad
SA-FV - Separador combustible-vaco
SAVM - Modulador de avance de encendido por vaco
SAW - ngulo de encendido
SBDS - Sistema de diagnstico para pabelln de servicio
SBEC - Controlador del motor de placa nica (reemplazado por PCM)
SBS - Solenoide de refuerzo (Ford)
SBT - Serial Bus Traveler
SC - Motor supercargado
SCAP - Sensor de presin absoluta con capacitancia de silicona (Ford)

SCB - Derivacin del supercargador
SCC - Computadora de control de encendido (Chrysler)
SCP - Protocolo corporativo estndar
SDI - Encendido directo de Saab
SDM - Mdulo de diagnstico de sensores
SDV - Vlvula de retardo de encendido
SDV - Vlvula de desaceleracin de encendido
SEFI - Inyeccin de combustible electrnica secuencial
SEO - Opcin de equipo especial
SES - Luz "Service Engine Soon" Servicio del motor a la brevedad
(reemplazado por MIL)
SFI - Inyeccin secuencial de combustible
SHED - Sistema de determinacin evaporativa con alojamiento sellado
SHO - Motor de rendimiento super alto
SHRT FT - Ajuste de combustible a corto plazo
SHRTFT1 - Ajuste de combustible a corto plazo, Banco 1
SIG RTN - Retorno de seal (tierra del sensor)
SIL - Lmpara indicadora de cambio de marcha
SIPS - Sistema de proteccin contra impactos laterales
SIR - Sujecin inflable suplementaria
SIS - Solenoide de regulacin para marcha lenta
SMEC - Controlador de motor de mdulo nico (reemplazado por PCM)
SMPI - Inyeccin de combustible secuencial multipuerto (Chrysler)
SO2 - Dixido de azufre
SOHC - Monorbol de levas en cabeza
SPD - Velocidad
SPFI - Inyeccin de combustible en un slo punto (cuerpo del acelerador)
SPI - Interfaz serial para perifricos

SPL - Limitador de humo
SPOUT - Seal de salida de buja
SPS - Sistema de programacin de servicio
SRC - Control selectivo de manejo (Selective Ride Control)
SRDV - Vlvula de retardo de encendido
SRI - Indicador recordatorio de servicio
SRS - Solenoide de retardo de encendido
SRS - Sistema suplementario de sujecin (bolsa de aire)
SRT - Prueba de preparacin del sistema
SS - Sensor de velocidad (Honda)
SS1, SS2,etc. - Cambios, solenoide 1, 2, etc.
SSI - Encendido de estado slido (Ford)
ST - Herramienta de rastreo
STAR - Lectura automtica de autoprueba
STI - Entrada de autoprueba
STI - Entrada de autoprueba (Ford)
STO - Salida de autoprueba
STO - Salida de autoprueba (Ford)
STS - Servicio del sistema del acelerador (lmpara)
SUSP - Mdulo del sistema de suspensin
SVV - Vlvula solenoidal de ventilacin (Ford)
SWB - Base de ruedas baja
TA - Temperatura Aire (Honda)
TAB - Solenoide de derivacin de aire (Thermactor Air Bypass)
TAC - Control de accionador del acelerador
TAC - Purificador de aire termosttico (GM)
TACH - Tacmetro
TAD - Desviador de aire (Thermactor Air Diverter)

TAP - Presin adaptiva de transmisin
TAV - Vaco accionado por temperatura
TBI - Inyeccin en el cuerpo del acelerador
TC - Turbocargador
TCA - Purificador de aire controlado por termostato
TCC - Embrague convertidor de torque
TCCP - Presin del embrague convertidor de torque
TCCS - Sistema Toyota controlado por computadora
TCIL - Lmpara indicadora de control de transmisin
TCM - Mdulo de control de transmisin
TCP - Cargador de torque
TCP - Bomba aceleradora compensada por temperatura (Ford)
TCS - Interruptor de control de traccin
TCS - Interruptor de control de transmisin
TCS - Encendido controlada por transmisin (GM)
TD - Turbodiesel
TDC - Punto muerto superior
TDI - Inyeccin turbo-directa
TE - Expansin trmica
TFP - Presin del lquido de transmisin
TFP - Presin del lquido del acelerador
TFT - Temperatura del lquido de transmisin
THM - Turbo Hydra-Matic
TI - Sistema de encendido transistorizado
TIC - Control trmico de encendido (Chrysler)
TIV - Vlvula de vaco para marcha lenta (Ford)
TK - Accionador del acelerador (Ford)

TKS - Solenoide accionador del acelerador
TOT - Temperatura del aceite de transmisin
TP - Posicin del acelerador
TP Mode - Modo de posicin del acelerador
TPCV - Vlvula de control del tanque de presin
TPI - Tuned Port Injection
TPM - Monitor de presin de neumticos
TPP - Potencimetro de posicin de acelerador
TPS - Sensor de posicin de acelerador
TPT - Transductor de posicin de acelerador (Chrysler)
TR - Sensor de rango de transmisin
TRLHP - Vlvula de vaco trmica
TRS, TRS+1 - Sistema de control de encendido regulado por la transmisin
TSB - Boletn de servicio tcnico
TSP - Posicionador del solenoide del acelerador (Ford)
TSS - Sensor de velocidad del eje de transmisin
TSS - Sensor del eje de velocidad de la turbina
TV - Vlvula del acelerador
TVS - Interruptor de vaco de temperatura
TVV - Vlvula de ventilacin trmica (Ford)
TWC - Triple catalizador
TWC + OC - Triple catalizador
UART - Receptor-transmisor asncrono universal
UD - Reserva de potencia (Underdrive)
UIDI - Up-Integrated Direct Ignition
V - Voltios
VAC - Vaco
VAF - Medidor de flujo de aire de paletas

VAF - Flujo volumtrico de aire
VAT - Sensor de temperatura del aire
VATS - Sistema antirrobo del vehculo
VBAT - Voltaje de la batera del vehculo (sistema)
VCC - Solenoide de control de cierre de vaco
VCM - Mdulo de control del vehculo
VCRM - Mdulo de rel de control variable
VCTS - Vlvula sensora de temperatura para control de vaco (Ford)
VCV - Vlvula de control de vaco (Ford)
VDOT - Tubo con orificio de desplazamiento variable
VDV - Vlvula de retardo de vaco
VDV - Vlvula diferencial de vaco (Ford)
VECI - Calcomana de informacin de control de emisiones del vehculo
VF - Fluorescente de vaco
VIM - Mdulo de interfaz del vehculo
VIN - Nmero de identificacin del vehculo
VIS - Sistema de induccin variable
VLCM - Mdulo de control de carga variable
VMV - Vlvula de control de vapor (EVAP)
VMV - Vlvula moduladora de vaco
VNT - Turbocargador de inyector variable
VOTM - Modulador del acelerador operado por vaco (Ford)
VPWM - Ancho de pulso variable modulado
VPWR - Corriente conmutada por la ignicin
VR - Regulador de voltaje
VR/S - Regulador/Solenoide de vaco (Ford)
VRDV - Vlvula de retardo de vaco (Ford)

VREF - Voltaje de referencia (de PCM)
VRESER - Depsito de vaco (Ford)
VREST - Limitador de vaco (Ford)
VRIS - Sistema de induccin de resonancia variable
VRS - Sensor de reluctancia variable
VRV - Vlvula reguladora de vaco (Ford)
VSS - Sensor de velocidad del vehculo
VVA - Amplificador venturi de vaco (Ford)
VVC - Ahogador de voltaje variable (Ford)
VVV - Vlvula de ventilacin de vaco (Ford)
W/B - Base de las ruedas
WAC - Rel de aire acondicionado (WOT)
WACA - Monitor de rel de aire acondicionado (WOT)
WOT - Acelerador totalmente abierto
WOTV - Vlvula del acelerador totalmente abierta (Ford)
WSS - Sensor de velocidad de las ruedas
WU OC - Calentamiento de convertidor cataltico de oxidacin
WU TWC - Calentamiento de convertidor cataltico de tres vas

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UNIVERSIDAD POLITCNICA SALESIANA

CARRERA DE INGENIERA MECNICA AUTOMOTRIZ

Trabajo final de grado previo a la obtencin del Ttulo de Ingeniero

TEMA: COMPENDIO DEL SISTEMA OBDII

AUTOR: ALEXANDER ABRIGO MALDONADO

DIRECTOR: ING. PAL MNDEZ

El presente trabajo es un compendio de informacin a cargo del autor J. Alexander

Todo el contenido del presente trabajo es la unin de varios conceptos de diversos

Cuenca, Noviembre 16 de 2007.

Autor: J. Alexander Abrigo Maldonado

OFICIO DEL DIRECTOR DEL TRABAJO FINAL

Agradezco a mis padres por ser

Este trabajo est dedicado

Gracias por todo lo que has

DESARROLLO DEL TRABAJO ........................................................................... 3

1.1. Principios de la contaminacin automovilstica ............................................ 5

CAPTULO II: Descripcin del sistema .............................................................. 12

CAPTULO III: Monitoreos y Protocolos en que se basan ................................. 34

CAPTULO IV: Evolucin hacia OBDIII ........................................................... 69

En este texto se pretende realizar un compendio de informacin acerca del sistema

El sistema OBDII se implement en USA desde 1996 en autos a gasolina y desde

OBDII son las siglas de la denominacin en ingls para Diagnsticos de a Bordo

Para lograr la estandarizacin de los diferentes aspectos antes mencionados, este

La evolucin que le espera a este sistema, los diagnsticos de a bordo tercera

1.2. Formas de contaminacin producidas

1.3.3. Comisin de Recursos del Aire de

1.3.4. Puesta en marcha para la aplicacin del

1.1. Principios de la contaminacin Automovilstica.

Hace aproximadamente unos 329 aos, en 1678 ya se dise un motor de

A mediados de la dcada de 1880 se comenzaron a fabricar vehculos con motores de

Ahora bien, en Estados Unidos de Norteamrica tambin se empez por esta

1.2. Formas de contaminacin producidas por un vehculo

humanidadd grandes avances en la in

mina un vehhculo modeerno? Para contestar

evaporacin de combustible del tanque de combustible, valga la redundancia, y otra

1.3. Origen del sistema OBDII.

EPA ha dictado regulaciones para varios sistemas automotrices a lo largo de los

Primer decreto sobre Aire Limpio aprobado como ley.

Enmienda del Decreto sobre Aire Limpio.

Formacin de la Agencia de Proteccin al Medio Ambiente.

Promulgacin de normas sobre emisiones evaporativas.

Introduccin al Primer Programa de Inspeccin y mantenimiento.

Promulgacin de normas sobre NOx de combustin.

Introduccin del primer convertidor cataltico.

Promulgacin de los niveles de volatilidad del combustible.

Enmienda del Decreto sobre Aire Limpio para polticas corrientes.

Pruebas I/M 240

Acuerdo para el requerimiento del OBD II en vehculos.

1.3.3. Comisin de Recursos del Aire de California ( CARB )

La CARB comenz a regular el OBD (On Board Diagnostics) en vehculos vendidos

El OBD I requera el monitoreo de: El sistema de medicin de combustible, el

Una lampara indicadora de malfuncionamiento (MIL) fue requerida para alertar al

Estas leyes fueron generalmente ignoradas hasta que en 1988 la Sociedad de

Los requerimientos iniciales, de los primeros sistemas conocidos como OBD,

especificaciones de la CARB de formas diferente. De hecho, la conformidad era tan

Talleres independientes a travs de la nacin luchaban para diagnosticar vehculos

Para modelos a partir de comienzos de 1994, ambos, CARB y la EPA aumentaron

El Sistema OBD II es una mejora del Sistema OBD. Es un sistema de diagnstico

El OBD II monitorea el sistema mucho ms de cerca, monitorea el desempeo del

2.2. Terminologa y Simbologa.5

El aumento de estrictas reglas sobre la emisin de gases ha requerido de un creciente

En 1991, la Sociedad de Ingenieros Automotrices (SAE) public dicho listado para

La publicacin resultante, J1930, se refiere a lo siguiente:

Condicin de conduccin. Un especfico ambiente o condicin.