Obd II Diagnostic Trouble Codes Dtc

ON-Board Diagnostic Trouble Codes The list below contains standard diagnostic trouble codes (DTC’s) that are used by some manufacturers to identify vehicle problems. The codes provide below are generic codes that may not apply to all vehicles. Vehicle manufacturers may use manufacturer specific DTC codes that are different from the codes shown below. Foreign vehicles may also use DTC codes different from the generic DTC codes. The Division recommends that motorists not depend on the DTC codes in this list for vehicle repairs until they confirm the generic DTC codes apply to their vehicles. The list below is for information purposes only and is not intended for use in vehicle repairs.

Diagnostic Trouble Code (DTCs) Diagnostic Trouble Code (DTCs) -- Trouble codes are how OBDII identifies and communicates to technicians where and what on-board problems exist. The first number in the DTC indicates whether the code is an SAE generic code (applies to all OBDII systems) or is specific to the vehicle manufacturer. The remaining three numbers provide information regarding the specific vehicle system and circuit. An analysis of a typical OBDII code is shown below.

Following is a list of generic DTCs

DTC Codes - P0100-P0199 – Fuel and Air Metering DTC P0100 P0101 P0102 P0103 P0104 P0105 P0106 P0107 P0108 P0109 P0109 P0111 P0112

Description Mass or Volume Air Flow Circuit Malfunction Mass or Volume Air Flow Circuit Range/Performance Problem Mass or Volume Air Flow Circuit Low Input Mass or Volume Air Flow Circuit High Input Mass or Volume Air Flow Circuit Intermittent Manifold Absolute Pressure/Barometric Pressure Circuit Malfunction Manifold Absolute Pressure/Barometric Pressure Circuit Range/Performance Problem Manifold Absolute Pressure/Barometric Pressure Circuit Low Input Manifold Absolute Pressure/Barometric Pressure Circuit High Input Manifold Absolute Pressure/Barometric Pressure Circuit Intermittent Intake Air Temperature Circuit Malfunction Intake Air Temperature Circuit Range/Performance Problem Intake Air Temperature Circuit Low Input

P0113 P0114 P0115 P0116 P0117 P0118 P0119 P0120 P0121 P0122 P0123 P0124 P0125 P0126 P0130 P0131 P0132 P0133 P0134 P0135 P0136 P0137 P0138 P0139 P0140 P0141 P0142 P0143 P0144 P0145 P0146 P0147 P0150 P0151 P0152 P0153 P0154 P0155 P0156 P0157 P0158 P0159 P0160 P0161 P0162 P0163 P0164 P0165 P0166 P0167 P0170 P0171 P0172 P0173 P0174

Intake Air Temperature Circuit High Input Intake Air Temperature Circuit Intermittent Engine Coolant Temperature Circuit Malfunction Engine Coolant Temperature Circuit Range/Performance Problem Engine Coolant Temperature Circuit Low Input Engine Coolant Temperature Circuit High Input Engine Coolant Temperature Circuit Intermittent Throttle/Petal Position Sensor/Switch A Circuit Malfunction Throttle/Petal Position Sensor/Switch A Circuit Range/Performance Problem Throttle/Petal Position Sensor/Switch A Circuit Low Input Throttle/Petal Position Sensor/Switch A Circuit High Input Throttle/Petal Position Sensor/Switch A Circuit Intermittent Insufficient Coolant Temperature for Closed Loop Fuel Control Insufficient Coolant Temperature for Stable Operation 02 Sensor Circuit Malfunction (Bank I Sensor 1) 02 Sensor Circuit Low Voltage (Bank I Sensor I) 02 Sensor Circuit High Voltage (Bank I Sensor 1) 02 Sensor Circuit Slow Response (Bank 1 Sensor 1) 02 Sensor Circuit No Activity Detected (Bank I Sensor 1) 02 Sensor Heater Circuit Malfunction (Bank 1 Sensor 1) 02 Sensor Circuit Malfunction (Bank I Sensor 2) 02 Sensor Circuit Low Voltage (Bank I Sensor 2) 02 Sensor Circuit High Voltage (Bank I Sensor 2) 02 Sensor Circuit Slow Response (Bank 1 Sensor 2) 02 Sensor Circuit No Activity Detected (Bank 1 Sensor 2) 02 Sensor Heater Circuit Malfunction (Bank 1 Sensor 2) 02 Sensor Circuit Malfunction (Bank I Sensor 3) 02 Sensor Circuit Low Voltage (Bank I Sensor 3) 02 Sensor Circuit High Voltage (Bank I Sensor 3) 02 Sensor Circuit Slow Response (Bank 1 Sensor 3) 02 Sensor Circuit No Activity Detected (Bank I Sensor 3) 02 Sensor Heater Circuit Malfunction (Bank I Sensor 3) 02 Sensor Circuit Malfunction (Bank 2 Sensor I) 02 Sensor Circuit Low Voltage (Bank 2 Sensor I) 02 Sensor Circuit High Voltage (Bank 2 Sensor 1) 02 Sensor Circuit Slow Response (Bank 2 Sensor 1) 02 Sensor Circuit No Activity Detected (Bank 2 Sensor 1) 02 Sensor Heater Circuit Malfunction (Bank 2 Sensor 1) 02 Sensor Circuit Malfunction (Bank 2 Sensor 2) 02 Sensor Circuit Low Voltage (Bank 2 Sensor 2) 02 Sensor Circuit High Voltage (Bank 2 Sensor 2) 02 Sensor Circuit Slow Response (Bank 2 Sensor 2) 02 Sensor Circuit No Activity Detected (Bank 2 Sensor 2) 02 Sensor Heater Circuit Malfunction (Bank 2 Sensor 2) 02 Sensor Circuit Malfunction (Bank 2 Sensor 3) 02 Sensor Circuit Low Voltage (Bank 2 Sensor 3) 02 Sensor Circuit High Voltage (Bank 2 Sensor 3) 02 Sensor Circuit Slow Response (Bank 2 Sensor 3) 02 Sensor Circuit No Activity Detected (Bank 2 Sensor 3) 02 Sensor Heater Circuit Malfunction (Bank 2 Sensor 3) Fuel Trim Malfunction (Bank 1) System too Lean (Bank 1) System too Rich (Bank 1) Fuel Trim Malfunction (Bank 2) System too Lean (Bank 2)

P0175 P0176 P0177 P0178 P0179 P0180 P0181 P0182 P0183 P0184 P0185 P0186 P0187 P0188 P0189 P0190 P0191 P0192 P0193 P0194 P0195 P0196 P0197 P0198 P0199

System too Rich (Bank 2) Fuel Composition Sensor Circuit Malfunction Fuel Composition Sensor Circuit Range/Performance Fuel Composition Sensor Circuit Low Input Fuel Composition Sensor Circuit High Input Fuel Temperature Sensor A Circuit Malfunction Fuel Temperature Sensor A Circuit Range/Performance Fuel Temperature Sensor A Circuit Low Input Fuel Temperature Sensor A Circuit High Input Fuel Temperature Sensor A Circuit Intermittent Fuel Temperature Sensor B Circuit Malfunction Fuel Temperature Sensor B Circuit Range/Performance Fuel Temperature Sensor B Circuit Low Input Fuel Temperature Sensor B Circuit High Input Fuel Temperature Sensor B Circuit Intermittent Fuel Rail Pressure Sensor Circuit Malfunction Fuel Rail Pressure Sensor Circuit Range/Performance Fuel Rail Pressure Sensor Circuit Low Input Fuel Rail Pressure Sensor Circuit High Input Fuel Rail Pressure Sensor Circuit Intermittent Engine Oil Temperature Sensor Malfunction Engine Oil Temperature Sensor Range/Performance Engine Oil Temperature Sensor Low Engine Oil Temperature Sensor High Engine Oil Temperature Sensor Intermittent

DTC Codes - P0200-P0299 – Fuel and Air Metering (Injector Circuit) DTC P0200 P0201 P0202 P0203 P0204 P0205 P0206 P0207 P0208 P0209 P0210 P0211 P0212 P0213 P0214 P0215 P0216 P0217 P0218 P0219 P0220 P0221 P0222 P0223 P0224 P0225 P0226

Description Injector Circuit Malfunction Injector Circuit Malfunction - Cylinder 1 Injector Circuit Malfunction - Cylinder 2 Injector Circuit Malfunction - Cylinder 3 Injector Circuit Malfunction - Cylinder 4 Injector Circuit Malfunction - Cylinder 5 Injector Circuit Malfunction - Cylinder 6 Injector Circuit Malfunction - Cylinder 7 Injector Circuit Malfunction - Cylinder 8 Injector Circuit Malfunction - Cylinder 9 Injector Circuit Malfunction - Cylinder 10 Injector Circuit Malfunction - Cylinder 11 Injector Circuit Malfunction - Cylinder 12 Cold Start Injector 1 Malfunction Cold Start Injector 2 Malfunction Engine Shutoff Solenoid Malfunction Injection Timing Control Circuit Malfunction Engine Overtemp Condition Transmission Over Temperature Condition Engine Overspeed Condition Throttle/Petal Position Sensor/Switch B Circuit Malfunction Throttle/Petal Position Sensor/Switch B Circuit Range/Performance Problem Throttle/Petal Position Sensor/Switch B Circuit Low Input Throttle/Petal Position Sensor/Switch B Circuit High Input Throttle/Petal Position Sensor/Switch B Circuit Intermittent Throttle/Petal Position Sensor/Switch C Circuit Malfunction Throttle/Petal Position Sensor/Switch C Circuit Range/Performance Problem

P0227 P0228 P0229 P0230 P0231 P0232 P0233 P0234 P0235 P0236 P0237 P0238 P0239 P0240 P0241 P0242 P0243 P0244 P0245 P0246 P0247 P0248 P0249 P0250 P0251 P0252 P0253 P0254 P0255 P0256 P0257 P0258 P0259 P0260 P0261 P0262 P0263 P0264 P0265 P0266 P0267 P0268 P0269 P0270 P0271 P0272 P0273 P0274 P0275 P0276 P0277 P0278 P0279 P0280 P0281

Throttle/Petal Position Sensor/Switch C Circuit Low Input Throttle/Petal Position Sensor/Switch C Circuit High Input Throttle/Petal Position Sensor/Switch C Circuit Intermittent Fuel Pump Primary Circuit Malfunction Fuel Pump Secondary Circuit Low Fuel Pump Secondary Circuit High Fuel Pump Secondary Circuit Intermittent Engine Overboost Condition Turbocharger Boost Sensor A Circuit Malfunction Turbocharger Boost Sensor A Circuit Range/Performance Turbocharger Boost Sensor A Circuit Low Turbocharger Boost Sensor A Circuit High Turbocharger Boost Sensor B Malfunction Turbocharger Boost Sensor B Circuit Range/Performance Turbocharger Boost Sensor B Circuit Low Turbocharger Boost Sensor B Circuit High Turbocharger Wastegate Solenoid A Malfunction Turbocharger Wastegate Solenoid A Range/Performance Turbocharger Wastegate Solenoid A Low Turbocharger Wastegate Solenoid A High Turbocharger Wastegate Solenoid B Malfunction Turbocharger Wastegate Solenoid B Range/Performance Turbocharger Wastegate Solenoid B Low Turbocharger Wastegate Solenoid B High Injection Pump Fuel Metering Control "A" Malfunction (Cam/Rotor/Injector) Injection Pump Fuel Metering Control "A" Range/Performance (Cam/Rotor/Injector) Injection Pump Fuel Metering Control "A" Low (Cam/Rotor/Injector) Injection Pump Fuel Metering Control "A" High (Cam/Rotor/Injector) Injection Pump Fuel Metering Control "A" Intermittent (Cam/Rotor/Injector) Injection Pump Fuel Metering Control "B" Malfunction (Cam/Rotor/Injector) Injection Pump Fuel Metering Control "B" Range/Performance Injector) Injection Pump Fuel Metering Control "B" Low (Cam/R Injection Pump Fuel Metering Control "B" High (Cam/R Injection Pump Fuel Metering Control "B" Intermittent Injector) Cylinder I Injector Circuit Low Cylinder I Injector Circuit High Cylinder I Contribution/Balance Fault Cylinder 2 Injector Circuit Low Cylinder 2 Injector Circuit High Cylinder 2 Contribution/Balance Fault Cylinder 3 Injector Circuit Low Cylinder 3 Injector Circuit High Cylinder 3 Contribution/Balance Fault Cylinder 4 Injector Circuit Low Cylinder 4 Injector Circuit High Cylinder 4 Contribution/Balance Fault Cylinder 5 Injector Circuit Low Cylinder 5 Injector Circuit High Cylinder S Contribution/Balance Fault Cylinder 6 Injector Circuit Low Cylinder 6 Injector Circuit High Cylinder 6 Contribution/Balance Fault Cylinder 7 Injector Circuit Low Cylinder 7 Injector Circuit High Cylinder 7 Contribution/Balance Fault

P0282 P0283 P0284 P0285 P0286 P0287 P0288 P0289 P0290 P0291 P0292 P0293 P0294 P0295 P0296

Cylinder 8 Injector Circuit Low Cylinder 8 Injector Circuit High Cylinder 8 Contribution/Balance Fault Cylinder 9 Injector Circuit Low Cylinder 9 Injector Circuit High Cylinder 9 Contribution/Balance Fault Cylinder 10 Injector Circuit Low Cylinder 10 Injector Circuit High Cylinder 10 Contribution/Balance Fault Cylinder 11 Injector Circuit Low Cylinder 11 Injector Circuit High Cylinder 11 Contribution/Balance Fault Cylinder 12 Injector Circuit Low Cylinder 12 Injector Circuit High Cylinder 12 Contribution/Range Fault

DTC Codes - P0300-P0399 – Ignition System or Misfire DTC P0300 P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308 P0309 P0311 P0312 P0320 P0321 P0322 P0323 P0325 P0326 P0327 P0328 P0329 P0330 P0331 P0332 P0333 P0334 P0335 P0336 P0337 P0338 P0339 P0340 P0341 P0342 P0343 P0344 P0350

Description Random/Multiple Cylinder Misfire Detected Cylinder 1 Misfire Detected Cylinder 2 Misfire Detected Cylinder 3 Misfire Detected Cylinder 4 Misfire Detected Cylinder 5 Misfire Detected Cylinder 6 Misfire Detected Cylinder 7 Misfire Detected Cylinder 8 Misfire Detected Cylinder 9 Misfire Detected Cylinder 11 Misfire Detected Cylinder 12 Misfire Detected Ignition/Distributor Engine Speed Input Circuit Malfunction Ignition/Distributor Engine Speed Input Circuit Range/Performance Ignition/Distributor Engine Speed Input Circuit No Signal Ignition/Distributor Engine Speed Input Circuit Intermittent Knock Sensor 1 Circuit Malfunction (Bank I or Single Sensor) Knock Sensor 1 Circuit Range/Performance (Bank 1 or Single Sensor) Knock Sensor 1 Circuit Low Input (Bank I or Single Sensor) Knock Sensor 1 Circuit High Input (Bank I or Single Sensor) Knock Sensor 1 Circuit Intermittent (Bank 1 or Single Sensor) Knock Sensor 2 Circuit Malfunction (Bank 2) Knock Sensor 2 Circuit Range/Performance (Bank 2) Knock Sensor 2 Circuit Low Input (Bank 2) Knock Sensor 2 Circuit High Input (Bank 2) Knock Sensor 2 Circuit Intermittent (Bank 2) Crankshaft Position Sensor A Circuit Malfunction Crankshaft Position Sensor A Circuit Range/Performance Crankshaft Position Sensor A Circuit Low Input Crankshaft Position Sensor A Circuit High Input Crankshaft Position Sensor A Circuit Intermittent Camshaft Position Sensor Circuit Malfunction Camshaft Position Sensor Circuit Range/Performance Camshaft Position Sensor Circuit Low Input Camshaft Position Sensor Circuit High Input Camshaft Position Sensor Circuit Intermittent Ignition Coil Primary/Secondary Circuit Malfunction

P0351 P0352 P0353 P0354 P0355 P0356 P0357 P0358 P0359 P0360 P0361 P0362 P0370 P0371 P0372 P0373 P0374 P0375 P0376 P0377 P0378 P0379 P0380 P0381 P0382 P0385 P0386 P0387 P0388 P0389

Ignition Coil A Primary/Secondary Circuit Malfunction Ignition Coil B Primary/Secondary Circuit Malfunction Ignition Coil C Primary/Secondary Circuit Malfunction Ignition Coil D Primary/Secondary Circuit Malfunction Ignition Coil E Primary/Secondary Circuit Malfunction Ignition Coil F Primary/Secondary Circuit Malfunction Ignition Coil G Primary/Secondary Circuit Malfunction Ignition Coil H Primary/Secondary Circuit Malfunction Ignition Coil I Primary/Secondary Circuit Malfunction Ignition Coil J Primary/Secondary Circuit Malfunction Ignition Coil K Primary/Secondary Circuit Malfunction Ignition Coil L Primary/Secondary Circuit Malfunction Timing Reference High Resolution Signal A Malfunction Timing Reference High Resolution Signal A Too Many Pulses Timing Reference High Resolution Signal A Too Few Pulses Timing Reference High Resolution Signal A Intermittent/Erratic Pulses Timing Reference High Resolution Signal A No Pulses Timing Reference High Resolution Signal B Malfunction Timing Reference High Resolution Signal B Too Many Pulses Timing Reference High Resolution Signal B Too Few Pulses Timing Reference High Resolution Signal B Intermittent/Erratic Pulses Timing Reference High Resolution Signal B No Pulses Glow Plug/Heater Circuit "A" Malfunction Glow Plug/Heater Indicator Circuit Malfunction Exhaust Gas Recirculation Flow Malfunction Crankshaft Position Sensor B Circuit Malfunction Crankshaft Position Sensor B Circuit Range/Performance Crankshaft Position Sensor B Circuit Low Input Crankshaft Position Sensor B Circuit High Input Crankshaft Position Sensor B Circuit Intermittent

DTC Codes - P0400-P0499 – Auxiliary Emissions Controls DTC P0400 P0401 P0402 P0403 P0404 P0405 P0406 P0407 P0408 P0410 P0411 P0412 P0413 P0414 P0415 P0416 P0417 P0418 P0419 P0420 P0421 P0422

Description Exhaust Gas Recirculation Flow Malfunction Exhaust Gas Recirculation Flow Insufficient Detected Exhaust Gas Recirculation Flow Excessive Detected Exhaust Gas Recirculation Circuit Malfunction Exhaust Gas Recirculation Circuit Range/Performance Exhaust Gas Recirculation Sensor A Circuit Low Exhaust Gas Recirculation Sensor A Circuit High Exhaust Gas Recirculation Sensor B Circuit Low Exhaust Gas Recirculation Sensor B Circuit High Secondary Air Injection System Malfunction Secondary Air Injection System Incorrect Flow Detected Secondary Air Injection System Switching Valve A Circuit Malfunction Secondary Air Injection System Switching Valve A Circuit Open Secondary Air Injection System Switching Valve A Circuit Shorted Secondary Air Injection System Switching Valve B Circuit Malfunction Secondary Air Injection System Switching Valve B Circuit Open Secondary Air Injection System Switching Valve B Circuit Shorted Secondary Air Injection System Relay ‘A" Circuit Malfunction Secondary Air Injection System Relay "B’ Circuit Malfunction Catalyst System Efficiency Below Threshold (Bank 1) Warm Up Catalyst Efficiency Below Threshold (Bank 1) Main Catalyst Efficiency Below Threshold (Bank 1)

P0423 P0424 P0430 P0431 P0432 P0433 P0434 P0440 P0441 P0442 P0443 P0444 P0445 P0446 P0447 P0448 P0449 P0450 P0451 P0452 P0453 P0454 P0455 P0460 P0461 P0462 P0463 P0464 P0465 P0466 P0467 P0468 P0469 P0470 P0471 P0472 P0473 P0474 P0475 P0476 P0477 P0478 P0479 P0480 P0481 P0482 P0483 P0484 P0485

Heated Catalyst Efficiency Below Threshold (Bank 1) Heated Catalyst Temperature Below Threshold (Bank 1) Catalyst System Efficiency Below Threshold (Bank 2) Warm Up Catalyst Efficiency Below Threshold (Bank 2) Main Catalyst Efficiency Below Threshold (Bank 2) Heated Catalyst Efficiency Below Threshold (Bank 2) Heated Catalyst Temperature Below Threshold (Bank 2) Evaporative Emission Control System Malfunction Evaporative Emission Control System Incorrect Purge Flow Evaporative Emission Control System Leak Detected (small leak) Evaporative Emission Control System Purge Control Valve Circuit Evaporative Emission Control System Purge Control Valve Circuit Evaporative Emission Control System Purge Control Valve Circuit Shorted Evaporative Emission Control System Vent Control Circuit Malfunction Evaporative Emission Control System Vent Control Circuit Open Evaporative Emission Control System Vent Control Circuit Shorted Evaporative Emission Control System Vent Valve/Solenoid Circuit Malfunction Evaporative Emission Control System Pressure Sensor Malfunction Evaporative Emission Control System Pressure Sensor Range/Performance Evaporative Emission Control System Pressure Sensor Low Input Evaporative Emission Control System Pressure Sensor High Input Evaporative Emission Control System Pressure Sensor Intermittent Evaporative Emission Control System Leak Detected (gross leak) Fuel Level Sensor Circuit Malfunction Fuel Level Sensor Circuit Range/Performance Fuel Level Sensor Circuit Low Input Fuel Level Sensor Circuit High Input Fuel Level Sensor Circuit Intermittent Purge Flow Sensor Circuit Malfunction Purge Flow Sensor Circuit Range/Performance Purge Flow Sensor Circuit Low Input Purge Flow Sensor Circuit High Input Purge Flow Sensor Circuit Intermittent Exhaust Pressure Sensor Malfunction Exhaust Pressure Sensor Range/Performance Exhaust Pressure Sensor Low Exhaust Pressure Sensor High Exhaust Pressure Sensor Intermittent Exhaust Pressure Control Valve Malfunction Exhaust Pressure Control Valve Range/Performance Exhaust Pressure Control Valve Low Exhaust Pressure Control Valve High Exhaust Pressure Control Valve Intermittent Cooling Fan I Control Circuit Malfunction Cooling Fan 2 Control Circuit Malfunction Cooling Fan 3 Control Circuit Malfunction Cooling Fan Rationality Check Malfunction Cooling Fan Circuit Over Current Cooling Fan Power/Ground Circuit Malfunction

DTC Codes - P0500-P0599 – Vehicle Speed Controls and Idle Control System DTC P0500 P0501 P0502

Description Vehicle Speed Sensor Malfunction Vehicle Speed Sensor Range/Performance Vehicle Speed Sensor Low Input

P0503 P0505 P0506 P0507 P0510 P0520 P0521 P0522 P0523 P0530 P0531 P0532 P0533 P0534 P0550 P0551 P0552 P0553 P0554 P0560 P0561 P0562 P0563 P0565 P0566 P0567 P0568 P0569 P0570 P0571 P0572 P0573 P0574 P0575 P0576 P0576 P0578 P0579 P0580

Vehicle Speed Sensor Intermittent/Erratic/High Idle Control System Malfunction Idle Control System RPM Lower Than Expected Idle Control System RPM Higher Than Expected Closed Throttle Position Switch Malfunction Engine Oil Pressure Sensor/Switch Circuit Malfunction Engine Oil Pressure Sensor/Switch Circuit Range/Performance Engine Oil Pressure Sensor/Switch Circuit Low Voltage Engine Oil Pressure Sensor/Switch Circuit High Voltage A/C Refrigerant Pressure Sensor Circuit Malfunction A/C Refrigerant Pressure Sensor Circuit Range/Performance A/C Refrigerant Pressure Sensor Circuit Low Input A/C Refrigerant Pressure Sensor Circuit High Input Air Conditioner Refrigerant Charge Loss Power Steering Pressure Sensor Circuit Malfunction Power Steering Pressure Sensor Circuit Range/Performance Power Steering Pressure Sensor Circuit Low Input Power Steering Pressure Sensor Circuit High Input Power Steering Pressure Sensor Circuit Intermittent System Voltage Malfunction System Voltage Unstable System Voltage Low System Voltage High Cruise Control On Signal Malfunction Cruise Control Off Signal Malfunction Cruise Control Resume Signal Malfunction Cruise Control Set Signal Malfunction Cruise Control Coast Signal Malfunction Cruise Control Accel Signal Malfunction Cruise Control/Brake Switch A Circuit Malfunction Cruise Control/Brake Switch A Circuit Low Cruise Control/Brake Switch A Circuit High Cruise Control Related Malfunction Cruise Control Related Malfunction Cruise Control Related Malfunction Cruise Control Related Malfunction Cruise Control Related Malfunction Cruise Control Related Malfunction Cruise Control Related Malfunction

DTC Codes - P0600-P0699 – Computer Output Circuit DTC P0600 P0601 P0602 P0603 P0604 P0605 P0606 P0608 P0609 P0620 P0621 P0622 P0650

Description Serial Communication Link Malfunction Internal Control Module Memory Check Sum Error Control Module Programming Error Internal Control Module Keep Alive Memory (KAM) Error Internal Control Module Random Access Memory (RAM) Error Internal Control Module Read Only Memory (ROM) Error PCM Processor Fault Control Module VSS Output "A’ Malfunction Control Module VSS Output "B" Malfunction Generator Control Circuit Malfunction Generator Lamp "L" Control Circuit Malfunction Generator Field "F" Control Circuit Malfunction Malfunction Indicator Lamp (MIL) Control Circuit Malfunction

P0654 P0655 P0656

Engine RPM Output Circuit Malfunction Engine Hot Lamp Output Control Circuit Malfunction Fuel Level Output Circuit Malfunction

DTC Codes - P0700-P0899 – Transmission DTC P0700 P0701 P0702 P0703 P0704 P0705 P0706 P0707 P0708 P0709 P0710 P0711 P0712 P0713 P0714 P0715 P0716 P0717 P0718 P0719 P0720 P0721 P0722 P0723 P0724 P0725 P0726 P0727 P0728 P0730 P0731 P0732 P0733 P0734 P0735 P0736 P0740 P0741 P0742 P0743 P0744 P0745 P0746 P0747 P0748 P0749 P0750 P0751 P0752

Description Transmission Control System Malfunction Transmission Control System Range/Performance Transmission Control System Electrical Torque Converter/Brake Switch B Circuit Malfunction Clutch Switch Input Circuit Malfunction Transmission Range Sensor Circuit malfunction (PRNDL Input) Transmission Range Sensor Circuit Range/Performance Transmission Range Sensor Circuit Low Input Transmission Range Sensor Circuit High Input Transmission Range Sensor Circuit Intermittent Transmission Fluid Temperature Sensor Circuit Malfunction Transmission Fluid Temperature Sensor Circuit Range/Performance Transmission Fluid Temperature Sensor Circuit Low Input Transmission Fluid Temperature Sensor Circuit High Input Transmission Fluid Temperature Sensor Circuit Intermittent Input/Turbine Speed Sensor Circuit Malfunction Input/Turbine Speed Sensor Circuit Range/Performance Input/Turbine Speed Sensor Circuit No Signal Input/Turbine Speed Sensor Circuit Intermittent Torque Converter/Brake Switch B Circuit Low Output Speed Sensor Circuit Malfunction Output Speed Sensor Range/Performance Output Speed Sensor No Signal Output Speed Sensor Intermittent Torque Converter/Brake Switch B Circuit High Engine Speed input Circuit Malfunction Engine Speed Input Circuit Range/Performance Engine Speed Input Circuit No Signal Engine Speed Input Circuit Intermittent Incorrect Gear Ratio Gear I Incorrect ratio Gear 2 Incorrect ratio Gear 3 Incorrect ratio Gear 4 Incorrect ratio Gear 5 Incorrect ratio Reverse incorrect gear ratio Torque Converter Clutch Circuit Malfunction Torque Converter Clutch Circuit Performance or Stuck Off Torque Converter Clutch Circuit Stock On Torque Converter Clutch Circuit Electrical Torque Converter Clutch Circuit Intermittent Pressure Control Solenoid Malfunction Pressure Control Solenoid Performance or Stuck Off Pressure Control Solenoid Stuck On Pressure Control Solenoid Electrical Pressure Control Solenoid Intermittent Shift Solenoid A Malfunction Shift Solenoid A Performance or Stuck Off Shift Solenoid A Stuck On

P0753 P0754 P0755 P0756 P0757 P0758 P0759 P0760 P076 P0762 P0763 P0764 P0765 P0766 P0767 P0768 P0769 P0770 P0771 P0772 P0773 P0774 P0780 P0781 P0782 P0783 P0784 P0785 P0786 P0787 P0788 P0789 P0790 P0801 P0803 P0804

Shift Solenoid A Electrical Shift Solenoid A Intermittent Shift Solenoid B Malfunction Shift Solenoid B Performance or Stock Off Shift Solenoid B Stuck On Shift Solenoid B Electrical Shift Solenoid B Intermittent Shift Solenoid C Malfunction I Shift Solenoid C Performance or Stuck Off Shift Solenoid C Stuck On Shift Solenoid C Electrical Shift Solenoid C Intermittent Shift Solenoid D Malfunction Shift Solenoid D Performance or Stuck Off Shift Solenoid D Stuck On Shift Solenoid D Electrical Shift Solenoid D Intermittent Shift Solenoid E Malfunction Shift Solenoid E Performance or Stuck Off Shift Solenoid E Stuck On Shift Solenoid E Electrical Shift Solenoid E Intermittent Shift Malfunction 1-2 Shift Malfunction 2-3 Shift Malfunction 3-4 Shift Malfunction 4-5 Shift Malfunction Shift/Timing Solenoid Malfunction Shift/Timing Solenoid Range/Performance Shift/Timing Solenoid Low Shift/Timing Solenoid High Shift/Timing Solenoid Intermittent Normal/Performance Switch Circuit Malfunction Reverse Inhibit Control Circuit Malfunction 1-4 Upshift (Skip Shift) Solenoid Control Circuit Malfunction 1-4 Upshift (Skip Shift) Lamp Control Circuit Malfunction

2007 PCED On Board Diagnostics

SECTION 4: Powertrain DTC Charts and Descriptions Procedure revision date: 03/29/2006

Diagnostic Trouble Code (DTC) Charts and Descriptions Note: Refer to the applicable Workshop Manual section to diagnose the body and chassis DTCs.

P0010 - Intake Camshaft Position Actuator Circuit/Open (Bank 1) Description:

Possible Causes:

The powertrain control module (PCM) monitors the variable camshaft timing (VCT) circuit to the PCM for high and low voltage. The test fails if the voltage exceeds or falls below a calibrated limit for a calibrated amount of time.

Diagnostic Aids:

Open or short in the VCT circuit Open VPWR circuit Open or short in the VCT solenoid valve

This DTC is a circuit check. Testing should include the harness and solenoid coil.

Application

Key On Engine Off

All

Key On Engine Running

Continuous Memory

GO to Pinpoint Test HK .

P0011 - Intake Camshaft Position Timing - Over-Advanced (Bank 1) Description:

Possible Causes:

The powertrain control module (PCM) monitors the variable camshaft timing (VCT) position for an over-advanced camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in an advanced position.

Diagnostic Aids: Application All

Camshaft timing improperly set Continuous oil flow to the VCT piston chamber VCT solenoid valve stuck open Camshaft advance mechanism binding (VCT unit)

This DTC is a functional check of the VCT unit. Diagnose any base engine concerns related to the engine oil pressure or engine timing. Refer to the Workshop Manual Section 303-00, Engine System. Key On Engine Off


Continuous Memory

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P0012 - Intake Camshaft Position Timing - Over-Retarded (Bank 1) Description:

Possible Causes:

The powertrain control module (PCM) monitors the variable camshaft timing (VCT) position for over-retarded camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in a retarded position.

Diagnostic Aids: Application

Camshaft timing improperly set Continuous oil flow to the VCT piston chamber VCT solenoid valve stuck open Camshaft advance mechanism binding (VCT unit)

This DTC is a functional check of the VCT unit. Diagnose any base engine concerns related to the engine oil pressure or engine timing. Refer to the Workshop Manual Section 303-00, Engine System. Key On Engine Off


Continuous Memory

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All

P0016 - Crankshaft Position - Camshaft Position Correlation - Bank 1 Sensor A Description:

Possible Causes:

The powertrain control module (PCM) monitors the variable camshaft timing (VCT) position for a misalignment between the camshaft and crankshaft. The test fails when the misalignment is greater than 1 tooth.


Worn timing chain tensioner Worn timing chain tensioner arm Loose timing chain

Check or adjust the timing. Key On Engine Off


Continuous Memory

Refer to the Workshop Manual Section 303-01, Engine, to verify the timing.

P0018 - Crankshaft Position - Camshaft Position Correlation - Bank 2 Sensor A Description:

See the description for DTC P0016.

Possible Causes: See the possible causes for DTC P0016.

Diagnostic Aids: See the diagnostic aids for DTC P0016. Application All

Key On Engine Off


Continuous Memory

Refer to the Workshop Manual Section 303-01, Engine, to verify the timing.

P0020 - Intake Camshaft Position Actuator Circuit/Open (Bank 2) Description:



Diagnostic Aids: See the diagnostic aids for DTC P0010. Application

Key On Engine Off Key On Engine Running Continuous Memory

All


P0021 - Intake Camshaft Position Timing - Over-Advanced (Bank 2) Description:




Key On Engine Off Key On Engine Running

—

Continuous Memory

GO to Pinpoint Test HK . GO to Pinpoint Test HK .

P0022 - Intake Camshaft Position Timing - Over-Retarded (Bank 2) Description:





—

Continuous Memory

GO to Pinpoint Test HK . GO to Pinpoint Test HK .

P0040 - Oxygen Sensor Signals Swapped Bank 1 Sensor 1/Bank 2 Sensor 1 Description:

The heated oxygen sensor (HO2S) monitor determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when there is no response from the HO2S being tested.

Possible Causes:

Crossed HO2S harness connectors Crossed HO2S wiring at the harness connectors Crossed HO2S wiring at the PCM connectors

Diagnostic Aids:

Connect the HO2S connector to the correct bank.

Application

Key On Engine Off


Continuous Memory

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GO to Pinpoint Test DW .

—

All

P0041 - Oxygen Sensor Signals Swapped Bank 1 Sensor 2/Bank 2 Sensor 2 Description:

Possible Causes:

The heated oxygen sensor (HO2S) monitor determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when there is no response from the HO2S being tested. Crossed HO2S harness connectors Crossed HO2S wiring at the harness connectors Crossed HO2S wiring at the PCM connectors


Connect the HO2S connector to the correct bank. Key On Engine Off


Continuous Memory

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—

All

P005x - HO2S Heater Resistance (Bank 1, Sensor 1), (Bank 1, Sensor 2), (Bank 1, Sensor 3), and (Bank 2, Sensor 1) Description: Possible Causes:

Heater current requirements too low or high in the heated oxygen sensor (HO2S) heater control circuit (HO2S11, HO2S12, HO2S13, HO2S21).


VPWR circuit open HO2S heater circuit open HO2S heater circuit short in the harness Damaged HO2S heater

Inspect the connectors for signs of damage, water ingress, or corrosion. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DW .

Continuous Memory

P0060 - HO2S Heater Resistance (Bank 2, Sensor 2) Description:

Heater current requirements too low or high in the heated oxygen sensor (HO2S) heater control circuit (HO2S22).

Possible Causes:

See the possible causes for DTC P005x.

Diagnostic Aids:

See the diagnostic aids for DTC P005x.

Application

Key On Engine Off

All


Continuous Memory


P0068 - Manifold Absolute Pressure (MAP)/Mass Air Flow (MAF) - Throttle Position Correlation The powertrain control module (PCM) monitors a vehicle operation rationality check by comparing sensed throttle position to mass air flow readings. If during a key on engine running (KOER) self-test, the comparison of the throttle position (TP) sensor and MAF sensor readings are not consistent with the calibrated load values, the test fails and a DTC is stored in continuous memory.

Description:

Possible Causes:

Air leak between MAF sensor and throttle body TP sensor not seated properly Damaged TP sensor Damaged MAF sensor

Diagnostic Aids: Diagnose any MAP, MAF, or TP circuit DTCs first. Drive the vehicle and exercise the throttle and the TP sensor in all gears. A TP PID less than 4.82% (0.24 volt) with a LOAD PID greater than 55%, or a TP PID greater than 49.05% (2.44 volts) with a LOAD PID less than 30% indicates a concern is present. Application

Key On Engine Off


Continuous Memory

Vehicles With Electronic Throttle Control (ETC)

—

GO to Pinpoint Test DV .


All others

—

GO to Pinpoint Test DH .


P0097 - Intake Air Temperature Sensor 2 Circuit Low Description:

Indicates the sensor signal is less than the self-test minimum. The intake air temperature 2 (IAT2) sensor minimum is 0.2 volt.

Possible Causes:

Diagnostic Aids:

Grounded circuit in the harness Incorrect harness connection Damaged sensor

Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6 , Reference Values.

Application

Key On Engine Off


All

Continuous Memory

GO to Pinpoint Test DU .

P0098 - Intake Air Temperature Sensor 2 Circuit High Description:

Indicates the sensor signal is greater than the self-test maximum. The intake air temperature 2 (IAT2) sensor maximum is 4.6 volts.

Possible Causes:

Diagnostic Aids:

Open circuit in the harness Sensor signal short to voltage Incorrect harness connection Damaged sensor

Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6 , Reference Values.

Application

Key On Engine Off


All

Continuous Memory


P0102 - Mass or Volume Air Flow A Circuit Low Description: The mass air flow (MAF) sensor circuit is monitored by the powertrain control module (PCM) for low air flow (or voltage) input through the comprehensive component monitor (CCM). If during key on, engine running (KOER) the air flow (or voltage) changes below a minimum calibrated limit, the test fails. Possible Causes:

Diagnostic Aids:

MAF sensor disconnected MAF circuit open to PCM VPWR open to MAF sensor PWR GND open to the MAF sensor MAF RTN circuit open to PCM MAF circuit shorted to GND Intake air leak (near the MAF sensor) A closed throttle indication (throttle position [TP] sensor system) Damaged MAF sensor

A MAF V PID reading less than 0.23 volt in continuous memory or KOER indicates a hard fault.

Application

Key On Engine Off


Continuous Memory

—

GO to Pinpoint Test DC .


All

P0103 - Mass or Volume Air Flow A Circuit High Description: The mass air flow (MAF) sensor circuit is monitored by the powertrain control module (PCM) for high air flow (or voltage) input through the comprehensive component monitor (CCM). If during key on, engine off (KOEO), or key on, engine running (KOER), the air flow (or voltage) changes above a maximum calibrated limit, the test fails. Possible Causes:


MAF sensor screen is blocked MAF circuit shorted to voltage Damaged MAF sensor

A MAF V PID (MAF PID) reading greater than 4.6 volts during KOER indicates a hard fault. Key On Engine Off

All


Continuous Memory


P0104 - Mass or Volume Air Flow A Circuit Intermittent/Erratic Description: Possible Causes: Diagnostic Aids: Application

A concern exists in the mass air flow (MAF) sensor A circuit, or the air tube containing the sensor, causing an incorrect air flow reading.

Intermittent circuit A open or short Air leaks in the tube from the MAF to the throttle body

Verify the integrity of the MAF sensor circuit A for an intermittent concern. Check the MAF sensor tube for air leaks. Key On Engine Off


Continuous Memory

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All

P0106 - Manifold Absolute Pressure (MAP/BARO) Sensor Range/Performance Description: Possible Causes:

MAP sensor input to the powertrain control module (PCM) is monitored and is not within the calibrated value.

Slow responding MAP sensor Electrical circuit failure

Damaged MAP sensor

Diagnostic Aids:

VREF voltage should be between 4.0 and 6.0 volts. The PID reading is in frequency.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DM .

P0107 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) Sensor Low Description:

MAP sensor operating voltage is below the minimum calibrated parameter of 0.25 volts.

Possible Causes:

Open in the circuit, or short to ground VREF circuit open, or short to ground Damaged MAP sensor

Diagnostic Aids: VREF should be greater than 4.0 volts. The PID reading is in frequency/volts. Application

Key On Engine Off

All


Continuous Memory


P0108 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) Sensor High Description: Possible Causes:

Sensor operating voltage is greater than 5 volts (VREF). As a result it failed above the maximum allowable calibrated parameter.


VREF shorted to VPWR MAP signal shorted to VPWR VREF should be less than 6.0 volts. The PID reading is in frequency/volts Open circuit

VREF should be greater than 4.0 volts. The PID reading is in frequency/volts. Key On Engine Off


Continuous Memory


P0109 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) Sensor Intermittent Description:

The sensor signal to the powertrain control module (PCM) is failing intermittently.

Possible Causes:

Loose electrical connection Damaged MAP sensor

Diagnostic Aids: Check the harness and connection. Application All

Key On Engine Off


Continuous Memory


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P0111 - Intake Air Temperature (IAT) Sensor 1 Circuit Range/Performance Description:

Possible Causes: Diagnostic Aids: Application

Indicates the IAT rationality test has failed. This DTC indicates that the IAT value is higher than a calibrated value and could prevent 1 or more on-board diagnostic (OBD) monitors from completing. The PCM runs this logic after an engine off and a calibrated soak period (typically 6 hours). This soak period allows IAT and engine coolant temperature (CHT or ECT) to stabilize and not differ by more than a calibrated value. DTC P0111 is set when: the IAT at engine start exceeds the ECT or CHT by more than a calibrated value, typically 17°C (30°F).

IAT Sensor

Make sure the IAT and the CHT or ECT are similar when the engine is cold. Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DA .

P0112 - Intake Air Temperature (IAT) Sensor 1 Circuit Low Description: Possible Causes:

Indicates the sensor signal is less than the self-test minimum. The IAT sensor minimum is 0.2 volt or 121°C (250°F).


Grounded circuit in the harness Damaged sensor Improper harness connection

An IAT V PID reading less than 0.2 volt with key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DA .

Continuous Memory

P0113 - Intake Air Temperature (IAT) Sensor 1 Circuit High Description: Possible Causes:

Indicates the sensor signal is greater than the self-test maximum. The IAT sensor maximum is 4.6 volts or -50°C (-58°F). Open circuit in the harness Sensor signal short to voltage Damaged sensor Improper harness connection


An IAT V PID reading greater than 4.6 volts with the key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off

All


Continuous Memory


P0114 - Intake Air Temperature (IAT) Sensor 1 Intermittent/Erratic Description: Possible Causes:

Indicates the sensor signal was intermittent during the comprehensive component monitor (CCM).


Damaged harness Damaged sensor Damaged harness connector

Monitor the IAT on a scan tool. Look for sudden changes in the reading when the harness is wiggled or the sensor is tapped. Key On Engine Off


Continuous Memory


P0116 - Engine Coolant Temperature (ECT) Sensor 1 Circuit Range/Performance Description:

Indicates the engine coolant temperature rationality test has failed. This DTC indicates that the ECT or cylinder head temperature (CHT) value is higher than the calibrated value and could prevent 1 or more on-board diagnostic (OBD) monitors from completing. The PCM runs this logic after an engine off and a calibrated soak period (typically 6 hours). This soak period allows the intake air temperature (IAT) and the CHT or ECT to stabilize and not differ by more than a calibrated value. DTC P0116 is set when all of the following conditions are met: The ECT at engine start exceeds the IAT at engine start by more than a calibrated value, typically 17°C (30°F).

The ECT exceeds a calibrated value, typically 107°C (225°F). The fuel system, heated oxygen and misfire monitors have not completed. The calibrated time to set DTC P0116 has expired. Possible Causes: Diagnostic Aids:

ECT or CHT sensor Coolant system concern

Make sure the IAT and the ECT are similar when the engine is cold. Also make sure the ECT or CHT sensor and the actual engine operating temperatures are the same.

Application

Key On Engine Off


Continuous Memory

Vehicles with only a CHT sensor

—

—

GO to Pinpoint Test DL .

All others

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—

GO to Pinpoint Test DX .

P0117 - Engine Coolant Temperature (ECT) Sensor 1 Circuit Low Description: Possible Causes:

Indicates the sensor signal is less than the self-test minimum. The ECT sensor minimum is 0.2 volt or 121°C (250°F).

Diagnostic Aids:

Grounded circuit in the harness Damaged sensor Incorrect harness connection

A concern is present if an ECT V PID reading less than 0.2 volt with the key ON engine OFF or during any engine operating mode.

Application

Key On Engine Off

All


Continuous Memory


P0118 - Engine Coolant Temperature (ECT) Sensor 1 Circuit High Description: Possible Causes:

Indicates the sensor signal is greater than the self-test maximum. The ECT sensor maximum is 4.6 volts or -50°C (-58°F).


Open circuit in the harness Sensor signal short to voltage Improper harness connection Damaged sensor

An ECT V PID reading greater than 4.6 volts with the key ON engine OFF or during any engine operating mode indicates a concern is present. Key On Engine Off


Continuous Memory

All


P0119 - Engine Coolant Temperature (ECT) Sensor 1 Circuit Intermittent/Erratic Description:

Possible Causes:

Indicates the ECT circuit became intermittently open or shorted while the engine was running. On vehicles that are not equipped with an ECT sensor, the cylinder head temperature (CHT) sensor can be used and can set this DTC.

Damaged harness Damaged sensor Damaged harness connector Low engine coolant

Diagnostic Aids: Monitor the ECT or the CHT on a scan tool, look for sudden changes in the reading when the harness is wiggled or the sensor is tapped. Application

Key On Engine Off


Continuous Memory


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All others

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P0121 - Throttle/Pedal Position Sensor A Circuit Range/Performance For Vehicles With Electronic Throttle Control (ETC) Description:

Possible Causes:

The electronic throttle control (ETC) throttle position (TP) sensor 1 circuit was flagged as a concern by the powertrain control module (PCM) indicating an out of range in either the closed or wide open throttle (WOT) modes.

Obstruction in the throttle plate movement Damaged throttle body TP circuit open to PCM Damaged TP sensor SIG RTN circuit open to the TP sensor

Diagnostic Aids: This concern exhibits a symptom of limited power. A TP1 PID reading less than 13% (0.65 volt), or greater than 93% (4.65 volts) in key ON, engine OFF or key ON, engine running indicates a concern is present. For All Others Description:

The throttle position (TP) sensor circuit is monitored by the powertrain control module (PCM) for a non-closed throttle position at idle. The test fails if the key on engine running (KOER) self-test terminates upon placing the transmission gear selector in DRIVE or REVERSE or the TP closed throttle position is not achieved when closing the

throttle (idle) after opening it (in PARK or NEUTRAL). Possible Causes:

Binding throttle linkage Damaged throttle body TP circuit open to PCM Damaged TP sensor SIG RTN circuit open to the TP sensor

Diagnostic Aids: Drive the vehicle, bring it to a stop, and turn the key to the OFF position. Start the vehicle, and run the KOER self-test at idle. Application

Key On Engine Off




All others


Continuous Memory

P0122 - Throttle/Pedal Position Sensor A Circuit Low For Vehicles With Electronic Throttle Control (ETC) Description: Possible Causes:

The ETC throttle position (TP) sensor 1 circuit was flagged as a concern by the powertrain control module (PCM) indicating a low voltage or open circuit.

Diagnostic Aids:

Open ETC TP sensor harness Short to ground in the ETC TP sensor harness Damaged TP sensor SIG RTN circuit open to the TP sensor

This concern exhibits a symptom of limited power. A TP1 PID reading less than 3.42% (0.17 volt) in key ON, engine OFF or key ON, engine running indicates a concern is present.

For All Others Description:

Possible Causes:

The TP sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). The test fails if the TP rotation angle (or voltage) changes above the maximum calibrated limit.

Diagnostic Aids:

TP sensor not seated properly TP circuit open to PCM VREF open to TP sensor TP circuit short to GND Damaged TP sensor

This concern exhibits a symptom of limited power. A TP PID reading less than 3.42% (0.17 volt) in key ON, engine OFF or key ON, engine running indicates a concern is present.

Application

Key On Engine Off




All others


Continuous Memory

P0123 - Throttle/Pedal Position Sensor A Circuit High For Vehicles With Electronic Throttle Control (ETC) Description: Possible Causes:

The ETC throttle position (TP) sensor 1 circuit was flagged as a concern by the powertrain control module (PCM) indicating a high voltage.

Diagnostic Aids:

TP sensor harness short to VREF TP sensor harness is short to voltage Damaged TP sensor VREF circuit short to TP sensor

Drive the vehicle, bring it to a stop, and turn the key to the OFF position. Start the vehicle and carry out the key on engine running (KOER) self-test at idle. Access the KOER DTCs on the scan tool. The TP1 signal is normally at a high voltage at closed throttle, and a lower voltage at wide open throttle (WOT) (opposite of TP2).


Possible Causes:

The TP sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). The test fails if the TP rotation angle (or voltage) changes above the maximum calibrated limit.


TP sensor not seated properly TP sensor harness is short to voltage TP sensor harness short to VREF SIG RTN circuit open to the TP sensor Damaged TP sensor

A TP PID reading greater than 93% (4.65 volts) in key ON, engine OFF or key ON, engine running indicates a concern is present. Key On Engine Off




All others


Continuous Memory

P0125 - Insufficient Coolant Temperature For Closed Loop Fuel Control Indicates the engine coolant temperature (ECT) or the cylinder heat temperature (CHT) sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting the engine.

Description:

Possible Causes:

Insufficient warm up time Low engine coolant level Leaking or stuck open thermostat Malfunctioning ECT sensor Malfunctioning CHT sensor

Diagnostic Aids: Compare the thermostat specification to the actual ECT using the engine temperature PID (ECT or CHT). The temperature reading should be similar when the engine is at a normal operating temperature. Application

Key On Engine Off


Continuous Memory


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All others

—

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P0127 - Intake Air Temperature (IAT) Too High Description:

Indicates that the IAT2 sensor has detected a concern in the charge air cooler CAC system.

Possible Causes:

Diagnostic Aids:

Blockage of heat exchangers Low fluid level Fluid leakage CAC pump or relay failure Crossed CAC coolant lines

Monitor the IAT2 PID. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6 , Reference Values for IAT values.

Application

Key On Engine Off

All


Continuous Memory


P0128 - Coolant Thermostat (Coolant Temperature Below Thermostat Regulating Temperature) Description: Possible Causes:

Indicates that the thermostat monitor has not achieved the required engine operating temperature within a specified amount of time after starting the engine.

Insufficient warm up time

Low engine coolant level Leaking or stuck open thermostat Inoperative engine coolant temperature (ECT) sensor Inoperative cylinder head temperature (CHT) sensor

Refer to Section 1, Thermostat Monitor for system information.


Key On Engine Off


Continuous Memory


—

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All others

—

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P012B - Turbocharger/Supercharger Inlet Pressure Sensor Circuit Range/Performance Description: Possible Causes:

Manifold absolute pressure (MAP) sensor input to the powertrain control module (PCM) is monitored and is not within the calibrated value.


Slow responding MAP sensor Electrical circuit failure Damaged MAP sensor

VREF voltage should be between 4.0 and 6.0 volts. The PID reading is in frequency. Key On Engine Off

All


Continuous Memory


P012C - Turbocharger/Supercharger Inlet Pressure Sensor Circuit Low Description: Possible Causes:

MAP sensor operating voltage is below the minimum calibrated parameter of 0.25 volts.

Open in the circuit, or short to ground VREF circuit open, or short to ground Damaged MAP sensor

Diagnostic Aids: VREF should be greater than 4.0 volts. The PID reading is in frequency/volts. Application All

Key On Engine Off

Key On Engine Running GO to Pinpoint Test DM .

Continuous Memory

P012D - Turbocharger/Supercharger Inlet Pressure Sensor Circuit High Description:

Manifold absolute pressure (MAP) sensor operating voltage is above the maximum calibrated parameter of 5 volts.

Possible Causes:

Diagnostic Aids:

VREF shorted to VPWR MAP signal shorted to VPWR VREF short to voltage Open circuit

VREF should be greater than 4.0 volts.

Application

Key On Engine Off

All


Continuous Memory


P012E - Turbocharger/Supercharger Inlet Pressure Sensor Circuit Intermittent/Erratic The sensor signal to the powertrain control module (PCM) is intermittent.

Description: Possible Causes:

Loose electrical connection Damaged manifold absolute pressure (MAP) sensor

Diagnostic Aids: Check the harness and connection. Application All

Key On Engine Off

Key On Engine Running Continuous Memory


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—

P0132 - O2 Circuit High Voltage (Bank 1, Sensor 1) Description: Possible Causes: Diagnostic Aids: Application All

The heated oxygen sensor (HO2S) signals are monitored for an over voltage condition. The code is set when the HO2S signal voltage is 1.5 volts or greater.

Short to VPWR in the harness or HO2S

An HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S. An HO2S PID voltage of 1.5 volts or greater indicates a short to voltage. Key On Engine Off


Continuous Memory

P0133 - O2 Circuit Slow Response (Bank 1, Sensor 1) Description: Possible Causes:

The heated oxygen sensor (HO2S) monitor checks the HO2S frequency and amplitude. The test fails if the frequency and amplitude fall below a calibrated limit during testing.


Contaminated HO2S Exhaust leaks Short/open wiring Incorrect fueling MAF sensor Deteriorating HO2S Inlet air leaks

Access the HO2S test results from the generic OBD menu to verify the DTC. Key On Engine Off


Continuous Memory

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—


All

P0135 - O2 Heater Circuit (Bank 1, Sensor 1) Description:

Possible Causes:

During testing the heated oxygen sensor (HO2S) heaters are checked for open and short circuits and excessive current draw. The test fails when the current draw exceeds a calibrated limit or an open or short circuit is detected.


Vacuum hose disconnected on exhaust gas recirculation (EGR) system module (ESM) applications Short to VPWR in the harness or HO2S Water in the harness connector Open VPWR circuit Open GND circuit Low battery voltage Corrosion or incorrect harness connections Damaged HO2S heater

Check the HO2S electrical connector for damage, corrosion, and water intrusion. Damaged HO2S heater. Key On Engine Off


P0138 - O2 Circuit High Voltage (Bank 1, Sensor 2) Description:


Continuous Memory




All


P0139 - O2 Circuit Slow Response (Bank 1, Sensor 2) Description: The heated oxygen sensor (HO2S) monitor tracks the rate of voltage change during the rise and fall of the HO2S signal. When the rate of voltage change is less than a calibrated value, the powertrain control module (PCM) begins to modify the fuel trim attempting to increase the HO2S voltage switch rate. The DTC is set when the PCM is at the allowable limit or has exceeded an allowable length of time for fuel trim modification, without detecting an acceptable rate of voltage change. Possible Causes:


Contaminated or damaged HO2S Deteriorating HO2S Exhaust leaks Aftermarket accessories Performance modifications

Access the HO2S test results from the generic OBD menu to verify the DTC. Key On Engine Off


Continuous Memory

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All







All


P0148 - Fuel Delivery Error Description: Possible Causes:

At least 1 bank is lean at wide open throttle (WOT).

Severely restricted fuel filter Severely restricted fuel supply line Damaged or worn fuel pump Damaged or contaminated mass air flow (MAF) sensor



—

—

Continuous Memory GO to Pinpoint Test HC .






—

Continuous Memory

GO to Pinpoint Test DW . GO to Pinpoint Test DW .

P0153 - O2 Circuit Slow Response (Bank 2, Sensor 1) Description:





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—

Continuous Memory GO to Pinpoint Test DW .






All







—

GO to Pinpoint Test DW . GO to Pinpoint Test DW .

P0159 - O2 Circuit Slow Response (Bank 2, Sensor 2) Description:

Continuous Memory



Diagnostic Aids: See the diagnostic aids for DTC P0139.

Application


All

—

—

Continuous Memory GO to Pinpoint Test DW .






All


P0171 - System Too Lean (Bank 1) Description:

The adaptive fuel strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. Refer to Section 1, Powertrain Control Software Fuel Trim for more information.

Possible Causes:

Fuel System:

Damaged or leaking fuel pulse damper Fuel filter plugged or dirty Damaged or worn fuel pump Leaking fuel pump check valve Leaking/contaminated fuel injectors Low fuel pressure or running out of fuel Evaporative emission (EVAP) canister purge valve is leaking when the canister is clean Fuel supply line restricted Fuel rail pressure sensor bias

Exhaust System:

Exhaust leaks in the exhaust manifold gasket or mating gaskets before or near the heated oxygen sensor (HO2S)

EGR System:

Vacuum hose disconnected on exhaust gas recirculation (EGR) system module (ESM) applications

EGR valve tube/gasket leak EGR vacuum regulator solenoid leak

Intake Air System:

Air leaks after the mass air flow (MAF) sensor Vacuum leaks Positive crankcase ventilation (PCV) system is leaking or the valve is stuck open Improperly seated engine oil dipstick Damaged or contaminated MAF sensor

Secondary Air Injection:


Damaged secondary air injection system or a mechanically stuck valve

View freeze frame data to determine the operating conditions when the DTC was set. Observe the LONGFT1 and LONGFT2 PIDs. Refer to Section 2, Adaptive Fuel DTC Diagnostic Techniques for more information. Key On Engine Off


Continuous Memory

—

—

GO to Pinpoint Test H .

All

P0172 - System Too Rich (Bank 1) Description:

The adaptive fuel strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. Refer to Section 1, Powertrain Control Software Fuel Trim for more information.

Possible Causes:

Fuel System:

Damaged or leaking fuel pulse damper Leaking fuel injectors Fuel return line restricted Fuel rail pressure sensor bias EVAP canister purge valve is leaking when the canister is full

Base engine.

Engine oil contamination

Intake Air System:

Damaged or contaminated mass air flow (MAF) sensor

Diagnostic Aids:

View freeze frame data to determine the operating conditions when the DTC was set. Observe the LONGFT1 and LONGFT2 PIDs. Refer to Section 2, Adaptive Fuel DTC Diagnostic Techniques for more information.

Application All

Key On Engine Off


Continuous Memory

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—


P0174 - System Too Lean (Bank 2) Description:





All

—

—


P0175 - System Too Rich (Bank 2) Description:





All

—

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P0180 - Fuel Temperature Sensor A Circuit Description:

Possible Causes:

The comprehensive component monitor (CCM) monitors the fuel temperature sensor circuit to the powertrain control module (PCM) for low and high voltage. The test fails if the voltage falls below or exceeds a calibrated limit and amount of time during testing.

Diagnostic Aids:

Open or short in the harness Low ambient temperature operation Improper harness connection Damaged fuel temperature sensor

Verify the FRT PID value to determine an open or short.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DD .

P0181 - Fuel Temperature Sensor A Circuit Range/Performance Description:

Possible Causes:

The comprehensive component monitor (CCM) monitors the fuel temperature sensor for acceptable operating temperature. The test fails if the voltage falls below or exceeds a calibrated limit, for a calibrated amount of time during testing.

Diagnostic Aids:


Application All

Open or short in the harness Low ambient temperature operation Incorrect harness connection Damaged fuel temperature sensor Damaged powertrain control module (PCM)

Key On Engine Off


Continuous Memory



—

P0182 - Fuel Temperature Sensor A Circuit Low Description:

Possible Causes:

The comprehensive component monitor (CCM) monitors the fuel temperature sensor circuit to the powertrain control module (PCM) for low voltage. The test fails if the voltage falls below a calibrated limit for a calibrated amount of time during testing.


Short in the harness VREF open or short Low ambient temperature operation Incorrect harness connection Damaged fuel temperature sensor

Verify the FRT PID and VREF values to determine an open or short. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DD .

P0183 - Fuel Temperature Sensor A Circuit High

Continuous Memory

Description:

Possible Causes:

The comprehensive component monitor (CCM) monitors the fuel temperature sensor circuit to the powertrain control module (PCM) for high voltage. The test fails if the voltage exceeds a calibrated limit for a calibrated amount of time during testing.

Diagnostic Aids:

Open circuit Open or short to voltage in the harness Incorrect harness connection Damaged fuel temperature sensor


Application

Key On Engine Off


All

Continuous Memory


P0190 - Fuel Rail Pressure Sensor A Circuit Description:

Possible Causes:

The comprehensive component monitor (CCM) monitors the fuel rail pressure (FRP) sensor to the powertrain control module (PCM) for VREF voltage. The test fails when the VREF voltage from the PCM drops to a voltage less than a minimum calibrated value.


VREF open in harness VREF open in sensor Vacuum leaks

Verify a VREF voltage between 4 and 6 volts. Key On Engine Off


Continuous Memory

—

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All

P0191 - Fuel Rail Pressure Sensor A Circuit Range/Performance Description:

Possible Causes:

The comprehensive component monitor (CCM) checks the fuel rail pressure (FRP) sensor for an acceptable fuel pressure. The test fails when the fuel pressure falls below or exceeds a minimum/maximum calibrated value for a calibrated period of time.

Diagnostic

High fuel pressure Low fuel pressure Damaged FRP sensor Excessive resistance in the circuit Vacuum leaks Low or no fuel

A FRP PID value during key ON, engine running of 138 kPa (20 psi) to 413 kPa (60 psi) is

Aids:

acceptable.

Application

Key On Engine Off

All


Continuous Memory


P0192 - Fuel Rail Pressure Sensor A Circuit Low Description:

Possible Causes: Diagnostic Aids:

The comprehensive component monitor (CCM) monitors the fuel rail pressure (FRP) sensor circuit to the powertrain control module (PCM) for low voltage. The test fails if the voltage falls below a calibrated limit for a calibrated amount of time during testing.

FRP signal short to SIG RTN or PWR GND Damaged FRP sensor

A FRP PID value during key ON, engine OFF or key ON, engine running less than 0.3 volt indicates a concern is present.

Application

Key On Engine Off

All


Continuous Memory


P0193 - Fuel Rail Pressure Sensor A Circuit High Description:

Possible Causes:

The comprehensive component monitor (CCM) monitors the fuel rail pressure (FRP) sensor circuit to the powertrain control module (PCM) for high voltage. The test fails if the voltage exceeds a calibrated limit for a calibrated amount of time during testing.

Diagnostic Aids:

Application All

FRP signal short to VREF or VPWR FRP signal open Damaged FRP sensor

An FRP signal high condition can be caused by any number of conditions, including a short on FRP signal to VREF, a more positive voltage level, an open FRP signal or signal return. The FRP signal line is pulled up by the PCM and VREF at the sensor, and down by the sensor through SIGRTN. Key On Engine Off


Continuous Memory


P0196 - Engine Oil Temperature (EOT) Sensor Circuit Range/Performance Description: Indicates the value from the EOT sensor is not within the powertrain control module (PCM)

predicted engine oil temperature range, based on other PCM inputs. Possible Causes:

Diagnostic Aids:

Application

Engine not at operating temperature Cooling system problem or stuck thermostat EOT circuit failure

The EOT rationality test looks for the EOT sensor value to be within a calibrated delta of the PCM predicted engine oil temperature. Make sure the EOT sensor reading is similar to the engine temperature. If the EOT reading greatly differs from engine temperature, check the EOT circuitry for correct operation. Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DY .

P0197 - Engine Oil Temperature (EOT) Sensor Circuit Low Description: Possible Causes:

Indicates EOT signal voltage is low (high temperature).


Damaged harness Damaged harness connector Damaged sensor

An EOT V PID reading less than 0.2 volt with the key on engine off (KOEO) or during any engine operating mode indicates a short to ground. Key On Engine Off

All


Continuous Memory


P0198 - Engine Oil Temperature (EOT) Sensor Circuit High Description: Possible Causes:

Indicates EOT signal voltage is high (low temperature).


Damaged harness Damaged harness connector Damaged sensor

An EOT V PID reading greater than 4.5 volts with the key ON engine OFF or during any engine operating mode indicates an open circuit. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DY .

Continuous Memory

P020x - Injector Circuit/Open - Cylinder X Description:

Possible Causes:

Note: x represents injector numbers 1 through 9. The comprehensive component monitor (CCM) monitors the operation of the fuel injector drivers in the powertrain control module (PCM). The test fails when the fuel injector circuitry is inoperative. Open circuit Damaged fuel injector Damaged PCM


PID Data Monitor INJx_F fault flags equals YES. This DTC is set when a concern is detected between the PCM and the fuel injector. Key On Engine Off


All

Continuous Memory

GO to Pinpoint Test KG .

P0210 - Injector Circuit/Open - Cylinder 10 Description:

See the description for DTC P020x.

Possible Causes: See the possible causes for DTC P020x.

Diagnostic Aids: See the diagnostic aids for DTC P020x. Application


All

GO to Pinpoint Test KG .

P0217 - Engine Coolant Over-Temperature Condition Description: Possible Causes:

Indicates an engine overheat condition was detected by the engine temperature sensor (CHT or ECT depending how the vehicle is equipped).


Engine cooling system concerns Low engine coolant level Base engine concerns

Monitor the engine temperature PID (CHT or ECT) for an overheat condition. Typical engine temperature should be close to cooling system thermostat specification. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DX .

Continuous Memory

P0218 - Transmission Fluid Temperature Over-Temperature Condition Description:

Indicates a transmission overheat condition was sensed by the transmission fluid temperature (TFT) sensor.


Low transmission fluid level Transmission cooling system concerns

Monitor the transmission temperature PID TFT for an overheat condition.

Application

Key On Engine Off

All


Continuous Memory

Refer to the Workshop Manual Section 307-01, Automatic Transmission.

P0219 - Engine Over Speed Condition Description: Indicates the vehicle has been operated in a manner which caused the engine speed to exceed a calibrated limit. The engine RPM is continuously monitored and evaluated by the powertrain control module (PCM). The DTC is set when the RPM exceeds the calibrated limit set within the PCM. For additional information on the engine RPM limiter, refer to Section 1, Powertrain Control Software . Possible Causes: Diagnostic Aids: Application

Wheel slippage (water, ice, mud, and snow) Excessive engine RPM in NEUTRAL or operated in the wrong transmission gear

The DTC indicates the vehicle has been operated in a manner which caused the engine speed to exceed a calibrated limit. Key On Engine Off


Continuous Memory

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GO to Pinpoint Test ND .

All

P0221 - Throttle/Pedal Position Sensor/Switch B Circuit Range/Performance Description:

Possible Causes:

The electronic throttle control (ETC) throttle position (TP) sensor 2 circuit was flagged as a concern by the powertrain control module (PCM) indicating an out of range in either the closed or wide open throttle (WOT) modes.

Diagnostic

Binding throttle linkage Damaged throttle body TP circuit open to PCM Damaged TP sensor SIG RTN circuit open to the TP sensor Self-test operator error (foot resting on the accelerator pedal during test)

This concern exhibits a symptom of limited power. A TP2 PID reading greater than 96.42%

Aids: Application

(4.65 volts) during key ON, engine OFF or key ON, engine running indicates a concern is present. Key On Engine Off

All


Continuous Memory


P0222 - Throttle/Pedal Position Sensor/Switch B Circuit Low Description: Possible Causes:

The electronic throttle control (ETC) throttle position (TP) sensor 2 circuit was flagged as a concern by the powertrain control module (PCM) indicating a low voltage, or open circuit. Open ETC TP sensor harness Short to ground in the ETC TP sensor harness Damaged TP sensor SIG RTN circuit open to the TP sensor


This concern exhibits a symptom of limited power. A TP2 PID reading less than 3.42% (0.17 volt) during key ON, engine OFF or key ON, engine running indicates a concern is present. Key On Engine Off

All


Continuous Memory


P0223 - Throttle/Pedal Position Sensor/Switch B Circuit High Description: Possible Causes:

The electronic throttle control (ETC) throttle position (TP) sensor 2 circuit was flagged as a concern by the powertrain control module (PCM) indicating a high voltage.


ETC TP sensor harness shorted to VREF Damaged TP sensor ETC TP2 circuit open VREF circuit short to TP sensor

This concern exhibits a symptom of limited power. A TP2 PID reading greater than 93% (4.65 volts) in key ON, engine OFF or key ON, engine running indicates a concern is present. Key On Engine Off

All

P0230 - Fuel Pump Primary Circuit

Key On Engine Running GO to Pinpoint Test DV .

Continuous Memory

Description: The powertrain control module (PCM) monitors the fuel pump (FP) circuit output from the PCM. The test fails when the FP output is commanded ON (grounded) and excessive current draw is detected on the FP circuit. The test also fails when the FP output is commanded OFF and voltage is not detected on the FP circuit. The PCM expects to detect VPWR voltage coming through the fuel pump relay coil to the FP circuit. Possible Causes:

Open or shorted (FP) circuit Open VPWR circuit to the fuel pump relay Damaged fuel pump relay Damaged PCM

Diagnostic Aids:

Application

A concern is present when the FP_F PID reads YES. An open circuit or short to ground can only be detected with the fuel pump commanded OFF. A short to voltage can only be detected with the fuel pump commanded ON. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the fuel pump output command is cycled on and off. Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test KA .

P0231 - Fuel Pump Secondary Circuit Low Description:

Possible Causes:

The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit. The test fails if the PCM commands the fuel pump ON and B+ voltage is not detected on the FPM circuit.


Open B+ circuit to the fuel pump relay Open FP PWR circuit between the fuel pump relay and its connection to the FPM circuit Damaged fuel pump relay

During the key on engine off (KOEO) self-test, the PCM commands the fuel pump ON so this test can be carried out. Key On Engine Off

All


Continuous Memory


P0232 - Fuel Pump Secondary Circuit High Description: The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit. This test fails when the PCM detects voltage on the FPM circuit while the fuel pump is commanded OFF. The FPM circuit is wired to a pull-up voltage inside the PCM. The FPM circuit goes high if, with the key ON, engine OFF and the fuel pump commanded OFF, the FPM/FP PWR circuit loses its path to ground through the fuel pump. The FPM circuit also goes high if the FPM/FP PWR circuit is short to voltage.

Possible Causes:

Diagnostic Aids:

Inertia fuel shutoff (IFS) switch not reset or electrically open Open circuit between the fuel pump and the FPM connection to the FP PWR circuit Poor fuel pump ground Fuel pump electrically open Fuel pump secondary circuits short to voltage Fuel pump relay contacts always closed Open FPM circuit between the PCM and the connection to the FP PWR circuit

Continuous memory P0232 can be set if the IFS switch is tripped then reset, or if the fuel pump circuit is activated when the PCM expected the circuit to be off. This DTC may set during a fuel system test or prime procedure.

Application

Key On Engine Off

All


Continuous Memory


P0297 - Vehicle Over Speed Condition Description: Indicates the vehicle has been operated in a manner which caused the vehicle speed to exceed a calibration limit. The vehicle speed is continuously monitored and evaluated by the powertrain control module (PCM). The DTC is set when the vehicle speed exceeds the calibrated limit set within the PCM. For additional information on the vehicle speed limiter, refer to Section 1, Powertrain Control Software . Possible Causes: Diagnostic Aids:

Vehicle driven at a high rate of speed

The DTC indicates the vehicle has been operated in a manner which caused the engine speed to exceed a calibrated limit.

Application All

Key On Engine Off


Continuous Memory

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P0298 - Engine Oil Over Temperature Condition Description: Indicates the engine oil temperature protection strategy in the powertrain control module (PCM) has been activated. This temporarily prohibits high engine speed operation by disabling injectors, to reduce the risk of engine damage from high engine oil temperature. On engines equipped with an oil temperature sensor, the PCM reads oil temperature to determine if it is excessive. When an oil temperature sensor is not present, the PCM uses an oil algorithm to determine actual temperature. Engine shutdown strategy function is the same on vehicles with and without oil temperature sensors. Possible Causes:

Very high engine RPM for an extended period of time Overheating condition


Damaged engine oil temperature (EOT) sensor or circuit (vehicles with an EOT sensor) Base engine concerns

The engine is operating in high RPM range due to improper gear selection. This may cause a lack/loss of power or surge. Key On Engine Off


Continuous Memory

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All

P0300 - Random Misfire Detected Description:

The random misfire DTC indicates multiple cylinders are misfiring or the powertrain control module (PCM) cannot identify which cylinder is misfiring.

Possible Causes:

Diagnostic Aids:

Camshaft position sensor (CMP) Low fuel (less than 1/8 tank) Stuck open EGR valve Blocked EGR passages

One or more EGR passages may be blocked or partially blocked. If this is the case the misfire detection monitor indicates the EGR port to check for possible blockage.

Application All

Key On Engine Off


Continuous Memory

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GO to Pinpoint Test HD .

P030x - Cylinder x Misfire Detected Description: NOTE: x represents cylinder numbers 1 through 9. The misfire detection monitor is designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. Possible Causes:

Diagnostic Aids:

Ignition system Fuel injectors Running out of fuel EVAP canister purge valve Fuel pressure Evaporative emission system EGR system Base engine

The malfunction indicator lamp (MIL) blinks once per second when a misfire severe enough to cause catalyst damage is detected. If the MIL is on steady state due to a misfire, this

indicates the threshold for emissions was exceeded and caused the vehicle to fail an inspection and maintenance tailpipe test. Application

Key On Engine Off


Continuous Memory

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All

P0310 - Cylinder 10 Misfire Detected Description:

See the description for DTC P030x.

Possible Causes: See the possible causes for DTC P030x.

Diagnostic Aids: See the diagnostic aids for DTC P030x. Application


All

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Continuous Memory GO to Pinpoint Test HD .

P0315 - Crankshaft Position System Variation Not Learned. Description:


The powertrain control module (PCM) is unable to learn and correct for mechanical inaccuracies in crankshaft pulse wheel tooth spacing. This DTC disables the misfire monitor.

Damaged crankshaft pulse wheel teeth Damaged crankshaft position (CKP) sensor

Requires visual inspection of the CKP sensor and the crankshaft pulse wheel teeth for damage. Key On Engine Off


Continuous Memory

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All

P0316 - Misfire Detected On Startup (First 1000 Revolutions) Description: Possible Causes:

DTC P0316 is set in addition to any type B misfire DTC which occurs in the first 1,000 revolution test interval following engine start.

Damaged crankshaft position (CKP) sensor Ignition system Fuel injectors Running out of fuel Fuel quality

Diagnostic Aids:

Base engine Damaged powertrain control module (PCM)

Freeze frame data and the DTC P03xx are also stored, indicating which cylinder the misfire occurred.

Application All

Key On Engine Off


Continuous Memory

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P0320 - Ignition/Distributor Engine Speed Input Circuit Description:

Possible Causes:

The ignition engine speed sensor input signal to powertrain control module (PCM) is continuously monitored. The test fails when the signal indicates that 2 successive erratic profile ignition pickup (PIP) pulses occurred.


Loose wires/connectors Arcing secondary ignition components (coil, wires and plugs) On-board transmitter (2-way radio)

The DTC indicates that 2 successive erratic PIP pulses occurred. Key On Engine Off


Continuous Memory

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GO to Pinpoint Test NC .

All

P0325 - Knock Sensor 1 Circuit (Bank 1) Description:

Possible Causes:

The KS detects vibrations upon increase and decrease in engine RPM. The knock sensor generates a voltage based on this vibration. A DTC is set if the voltage goes outside a calibrated level.


KS circuit short to GND KS sensor circuit short to voltage KS circuit open Damaged KS

A knock sensor voltage greater than 0.5 volt with the key ON engine OFF indicates a concern is present. Key On Engine Off


Continuous Memory

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GO to Pinpoint Test DG .

GO to Pinpoint Test DG .

P0326 - Knock Sensor 1 Circuit Range/Performance (Bank 1) Description:





All

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Continuous Memory

GO to Pinpoint Test DG . GO to Pinpoint Test DG .

P0330 - Knock Sensor 2 Circuit (Bank 2) Description:





All

—

Continuous Memory


P0331 - Knock Sensor 2 Circuit Range/Performance (Bank 2) Description:





All

—

Continuous Memory


P0340 - Camshaft Position Sensor A Circuit (Bank 1 or single sensor) Description: Possible Causes:

The test fails when the powertrain control module (PCM) can no longer detect the signal from the camshaft position (CMP) sensor on bank 1.

CMP circuit open CMP circuit short to GND CMP circuit short to voltage SIG RTN open (VR sensor) CMP GND open (Hall-effect sensor)


CMP circuit short to CMP2 circuit (if equipped) CMP incorrectly installed (Hall-effect sensor) Damaged CMP sensor shielding Damaged CMP sensor Damaged PCM

Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may have an intermittent impact on the CMP signal. Key On Engine Off


All

Continuous Memory

GO to Pinpoint Test DR .

P0344 - Camshaft Position Sensor A Circuit Intermittent (Bank 1 or single sensor) Description: Possible Causes:

The test fails when the powertrain control module (PCM) detects an intermittent signal from the camshaft position (CMP) sensor.


Intermittent open circuit Intermittent short circuit Damaged sensor shielding Damaged sensor

Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may have an intermittent impact on the CMP signal. Key On Engine Off


Continuous Memory

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P0345 - Camshaft Position Sensor A Circuit (Bank 2) Description:

The test fails when the powertrain control module (PCM) can no longer detect the signal from the camshaft position (CMP) sensor on bank 2.

Possible Causes:

See the possible causes for DTC P0340.

Diagnostic Aids:

See the diagnostic aids for DTC P0340.

Application All

Key On Engine Off

Key On Engine Running GO to Pinpoint Test DR .

Continuous Memory

P0349 - Camshaft Position Sensor A Circuit Intermittent (Bank 2) See the description for DTC P0344.

Description:



Continuous Memory


All

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P0350 - Ignition Coil Primary/Secondary Circuit Description:

Each ignition primary circuit is continuously monitored. The test fails when the powertrain control module (PCM) does not receive a valid ignition diagnostic monitor (IDM) pulse signal from the ignition module (integrated in the PCM).

Possible Causes:

Diagnostic Aids:

Open or short in the ignition START/RUN circuit Open coil driver circuit Coil driver circuit short to ground Damaged coil Coil driver circuit short to VPWR

Use the 12-volt non-powered test lamp to verify START/RUN voltage at the ignition coil harness connector. Check the coil driver circuit for open, short to VPWR, or short to ground.

Application

Key On Engine Off


All

Continuous Memory

GO to Pinpoint Test JE .

P0351 - Ignition Coil A Primary/Secondary Circuit Description:


Possible Causes:


Diagnostic Aids:


Application

Key On Engine Off


Continuous Memory

Coil-on-plug (COP) ignition testing

—

GO to Pinpoint Test JF .


Coil pack ignition testing

—



P0352 - Ignition Coil B Primary/Secondary Circuit Description:


Possible Causes:


Diagnostic Aids:


Application

Key On Engine Off


Continuous Memory


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—



P0353 - Ignition Coil C Primary/Secondary Circuit Description:


Possible Causes:


Diagnostic Aids:


Application

Key On Engine Off


Continuous Memory


—




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P0354 - Ignition Coil D Primary/Secondary Circuit Description:


Possible Causes:


Diagnostic Aids:


Application Coil-on-plug (COP) ignition testing

Key On Engine Off


Continuous Memory

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P0355 - Ignition Coil E Primary/Secondary Circuit Description:





—

Continuous Memory

GO to Pinpoint Test JF . GO to Pinpoint Test JF .

P0356 - Ignition Coil F Primary/Secondary Circuit Description:





—

Continuous Memory


P0357 - Ignition Coil G Primary/Secondary Circuit Description:





—


P0358 - Ignition Coil H Primary/Secondary Circuit Description:

Continuous Memory





All

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Continuous Memory


P0359 - Ignition Coil I Primary/Secondary Circuit Description:





All

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Continuous Memory


P0360 - Ignition Coil J Primary/Secondary Circuit Description:





All

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Continuous Memory


P0400 - Exhaust Gas Recirculation (EGR) Flow Description: The electric EGR (EEGR) system is monitored once per drive cycle at high and low load conditions. The test fails when a concern is detected by powertrain control module (PCM) calculations indicating the EGR flow is less or greater than expected. Possible Causes:

EEGR valve stuck open or closed Connector to EEGR not seated EEGR motor winding circuits short or open No voltage to the EEGR Harness open or short to voltage or ground Vacuum signal to manifold absolute pressure (MAP) restricted or leaking Mass air flow (MAF) sensor signal erroneous

Diagnostic Aids:

Carbon build up in the EEGR valve seat area One or more sensors is not responding or is out of range

All of the following sensors input data to the PCM for correct operation of the EEGR system: engine coolant temperature (ECT), crankshaft position (CKP), intake air temperature (IAT), MAF, throttle position (TP), MAP. Any DTC relating to these sensors must be resolved prior to addressing DTC P0400.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test KD .

P0401 - Exhaust Gas Recirculation (EGR) Flow Insufficient Detected Description:

Possible Causes:

The EGR system is monitored during steady state driving conditions while the EGR is commanded on. The test fails when the signal from the differential pressure feedback EGR (DPFE) sensor indicates that EGR flow is less than the desired minimum.

Diagnostic Aids:

Application

Vacuum supply EGR valve stuck closed EGR valve leaks vacuum EGR flow path restricted EVR circuit short to voltage VREF open to DPFE sensor DPFE sensor downstream hose is off or plugged EVR circuit open VPWR open to EGR vacuum regulator solenoid DPFE sensor hoses are both off DPFE sensor hoses are reversed Damaged EGR orifice tube Damaged EGR vacuum regulator solenoid

Carry out the key on engine running (KOER) self-test and look for DTC P1408 as an indication of a hard fault. If DTC P1408 is not present, look for contamination, restrictions, leaks, and intermittent concerns. Key On Engine Off


Continuous Memory

Vehicles with an EGR system module (ESM)

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GO to Pinpoint Test HH .

All others

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GO to Pinpoint Test HE .

P0402 - Exhaust Gas Recirculation (EGR) Flow Excessive Detected

Description:

Possible Causes:

The EGR system is monitored for undesired EGR flow during idle. The EGR monitor looks at the differential pressure feedback EGR (DPFE) signal at idle and compares it to the stored signal measured during key on engine off (KOEO). The test fails when the signal at idle is greater than at KOEO by a calibrated amount.

EGR valve stuck open Plugged EGR vacuum regulator solenoid vent Plugged EGR tube Slow responding DPFE sensor Damaged DPFE sensor Incorrect vacuum hose connection Plugged vacuum hoses EVR circuit short to ground Damaged EGR vacuum regulator solenoid

Diagnostic Aids: A DPFEGR PID reading that is greater at idle than during KOEO by 0.5 volt or a rough engine idle may indicate a hard fault. Application

Key On Engine Off


Continuous Memory


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All others

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P0403 - Exhaust Gas Recirculation (EGR) Control Circuit For Vehicles With an Electric EGR (EEGR) Description:

Possible Causes:

The EEGR system is continuously monitored to check the 4 EEGR motor coils, circuits, and the powertrain control module (PCM) for opens, shorts to voltage and ground. If a concern is detected, the EEGR system is disabled and additional monitoring is suspended for the remainder of the drive until the next drive cycle.

EEGR motor windings open Connector to EEGR not seated Open circuit in the harness from the PCM to the EEGR Short circuit in the EEGR motor Short circuit in the harness from the PCM to the EEGR PCM

Diagnostic Aids: For All Others Description:

This test checks the electrical function of the EGR vacuum regulator solenoid. The test fails when the EVR circuit voltage is either too high or too low when compared to the expected voltage range. The EGR system must be enabled for the test to be completed.

Possible Causes:

EVR circuit open EVR circuit short to voltage or ground VPWR open to EGR vacuum regulator solenoid EGR vacuum regulator solenoid PCM

Diagnostic Aids: The EGR vacuum regulator solenoid resistance is between 26 and 40 ohms. Application

Key On Engine Off




Vehicles With an Electric EGR (EEGR)


All others


Continuous Memory

P0405 - Exhaust Gas Recirculation (EGR) Sensor A Circuit Low Description:

Possible Causes:

The EGR monitor checks the differential pressure feedback EGR (DPFE) sensor signal to the powertrain control module (PCM) for low voltage. The test fails when the average voltage to the PCM drops to a voltage less than the minimum calibrated value.


DPFE circuit short to ground Damaged DPFE sensor VREF short to ground

A DPFEGR PID reading less than 0.05 volt with the key ON, engine OFF or running indicates a hard fault. Key On Engine Off




All others


Continuous Memory

P0406 - Exhaust Gas Recirculation (EGR) Sensor A Circuit High Description:

The EGR monitor checks the EGR sensor signal to the powertrain control module (PCM) for high voltage. The test fails when the average voltage to the PCM exceeds the maximum calibrated value.

Possible Causes:

Differential pressure feedback EGR (DPFE) circuit open VREF short to voltage Damaged DPFE sensor DPFE circuit short to voltage SIG RTN circuit open

A DPFEGR PID reading greater than 4.5 volts with the key ON, engine OFF or running indicates a hard fault.


Key On Engine Off




All others


Continuous Memory

P0410 - Secondary Air Injection (AIR) System The AIR system detected a lack of air flow with the secondary AIR pump ON.


AIR inlet hose leak. AIR inlet hose disconnected.

Diagnostic Aids: Measured air flow is less than expected. Visually inspect the secondary AIR inlet hose. Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test HM .

P0412 - Secondary Air Injection (AIR) System - Switching Valve A Circuit Description: On the primary side of the AIR relay, open and short faults on the AIR command circuit are detected during normal operation by the powertrain control module (PCM) output driver. Possible Causes:

Diagnostic Aids:

Short to voltage or ground in the AIR command circuit Open in the AIR command circuit AIR bypass solenoid fault AIR relay fault

For intermittent faults use the AIR PCM output driver fault PID (AIRF) during a harness wiggle test with the AIR PCM output driver in OFF and ON states. The AIR PCM output driver fault PID AIRF instantly detects open circuits and shorts to ground with the PCM output driver off. The AIR PCM output driver fault PID AIRF instantly detects open circuits and shorts to ground with the PCM output driver off. The AIR PCM output driver fault PID AIRF instantly detects a short to voltage or low resistance load with the PCM output driver on. Use the output test mode to toggle the PCM output driver from OFF to ON. Refer to Section 2, Output Test Mode (OTM) .

Application

Key On Engine Off

All


Continuous Memory


P0420 - Catalyst System Efficiency Below Threshold (Bank 1) Description: Indicates the bank 1 catalyst system efficiency is below the acceptable threshold. Possible Causes:

Diagnostic Aids:

Application All

Use of leaded fuel Damaged heated oxygen sensor (HO2S) Out of range engine coolant temperature (ECT) sensor High fuel pressure Damaged exhaust manifold Damaged catalytic converter Oil contamination Cylinder misfiring Downstream HO2S wires improperly connected Damaged exhaust system pipe Damaged muffler/tailpipe assembly Retarded spark timing Leaking fuel injector

Compare HO2S upstream HO2S11 and downstream HO2S12 switch rate and amplitude. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S very slow and reduces the amplitude of those switches as compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly with increased amplitude, approaching the switching rate and amplitude of the upstream HO2S. Once beyond an acceptable limit the DTC is set. Key On Engine Off


Continuous Memory

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GO to Pinpoint Test HF .

P0430 - Catalyst System Efficiency Below Threshold (Bank 2) Description:

Indicates the bank 2 catalyst system efficiency is below the acceptable threshold.



Key On Engine Off


Continuous Memory

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GO to Pinpoint Test HF .

P0442 - Evaporative Emission System Leak Detected (Small Leak) Description:

Possible Causes:

The powertrain control module (PCM) monitors the complete evaporative emission (EVAP) control system for the presence of a small fuel vapor leak. System failure occurs when a fuel vapor leak from an opening as small as 1.016 mm (0.040 in) is detected by the EVAP running loss monitor test.

Diagnostic Aids:

Aftermarket EVAP hardware that does not conform to the required specifications Small holes or cuts in the fuel vapor hoses/tubes Canister vent solenoid stays partially open on closed command Damaged, missing or loosely installed fuel filler cap Loose fuel vapor hose/tube connections to the EVAP system components EVAP system component seals leaking at or near the EVAP canister purge valve, fuel tank pressure sensor, canister vent (CV) solenoid, fuel vapor control valve tube assembly or fuel vapor vent valve assembly

Check for a missing fuel filler cap or the integrity of the cap. Check for loose or damaged vapor hoses. Visually inspect the EVAP canister inlet port, CV solenoid filter, and canister vent hose assembly for contamination or debris.

Application All

Key On Engine Off


Continuous Memory

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GO to Pinpoint Test HX .

P0443 - Evaporative Emission System Purge Control Valve Circuit Description: The powertrain control module (PCM) monitors the state of the evaporative emission (EVAP) canister purge valve circuit output driver. The test fails when the signal moves outside the minimum or maximum limit for the commanded state. Possible Causes:

Diagnostic Aids:

Application All

VPWR circuit open EVAP canister purge valve circuit short to GND Damaged EVAP canister purge valve EVAP canister purge valve circuit open EVAP canister purge valve circuit short to VPWR Damaged PCM

To verify normal function, monitor the EVAP canister purge valve signal PID EVAPPDC (or EVMV for electronic valve) and the signal voltage (PCM control side). With the valve closed, the EVAPPDC indicates a 0% duty cycle (0 mA for EVMV) and voltage approximately equal to battery voltage. When the valve is commanded fully open, EVAPPDC indicates 100% duty cycle (1000 mA for EVMV) and a voltage drop of 3 volts minimum is normal. Output test mode may be used to switch output on/off to verify function. Key On Engine Off

Key On Engine Running GO to Pinpoint Test HX .

Continuous Memory

P0446 - Evaporative Emission System Vent Control Circuit Description: Monitors the canister vent (CV) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by powertrain control module (PCM) command. Possible Causes:

VPWR circuit open KAPWR circuit open (vehicles equipped with engine off natural vacuum (EONV) EVAP leak check monitor) CV solenoid circuit short to PWR GND or CHASSIS GND Damaged CV solenoid CV solenoid circuit open CV solenoid circuit short to VPWR CV solenoid circuit short to KAPWR (vehicles equipped with engine off natural vacuum (EONV) EVAP leak check monitor) Damaged PCM

Diagnostic Aids:

Application

To verify normal functioning, monitor the EVAP canister vent solenoid signal PID EVAPCV and the signal voltage (PCM control side). With the valve open, EVAPCV indicates 0% duty cycle and a voltage approximately equal to battery voltage. When the valve is commanded fully closed, EVAPCV indicates 100% duty cycle, and a minimum voltage drop of 4 volts is normal. Output test mode may be used to switch output on/off to verify function. Key On Engine Off

All


Continuous Memory


P0451 - Evaporative Emission System Pressure Sensor/Switch Range/Performance Description: Note: For some vehicle applications, DTC P0451 is set for a fuel tank pressure (FTP) sensor range (offset) concern. The DTC P0454 replaces the original P0451 for intermittent (noisy) sensor concerns. Until the phase in process is complete, noisy or offset FTP sensor concerns may set DTC P0451. The fuel tank pressure changes greater than 14 inches of water in 0.10 seconds. FTP sensor output is offset by + /- 1.7 inches of water. Possible Causes:

Diagnostic Aids:

Intermittent open or short in the FTP sensor or the FTP sensor signal Contaminated or damaged sensor Damaged powertrain control module (PCM)

Monitor the FTP PID and note if it changes from above 15 inches of water to below minus (-) 15 inches of water often in 1 minute. With the FTP sensor at atmospheric pressure, the FTP PID normally indicates 0 inches of water. Look for a minimum reading of +/- 1.7 inches of water as an indication of an offset condition.

Application

Key On Engine Off

All


Continuous Memory


P0452 - Evaporative Emission System Pressure Sensor/Switch Low Description:

Possible Causes:

The powertrain control module (PCM) monitors the evaporative emission (EVAP) control system fuel tank pressure (FTP) sensor input signal to the PCM. The test fails when the signal average drops below a minimum allowable calibrated parameter.

Diagnostic Aids:

Contamination internal to the FTP sensor connector FTP circuit short to GND or SIG RTN Damaged FTP sensor

An FTP voltage PID reading less than 0.22 volt in key ON, engine OFF or key ON, engine running indicates a concern is present.

Application

Key On Engine Off

All


Continuous Memory


P0453 - Evaporative Emission System Pressure Sensor/Switch High Description:

Possible Causes:

The powertrain control module (PCM) monitors the evaporative emission (EVAP) control system fuel tank pressure (FTP) sensor input signal to the PCM. The test fails when the signal average jumps above a minimum allowable calibrated parameter.


FTP circuit open VREF short to VPWR FTP circuit short to VREF or VPWR SIG RTN circuit open Damaged FTP sensor

An FTP voltage PID reading greater than 4.50 volts in key ON, engine OFF or key ON, engine running indicates a concern is present. Key On Engine Off


Continuous Memory


P0454 - Evaporative Emission System Pressure Sensor/Switch Intermittent Description:

The fuel tank pressure changes greater than 14 inches of water in 0.10 seconds.

Possible Causes:

Diagnostic Aids:

Intermittent open or short in the fuel tank pressure (FTP) sensor or the FTP sensor signal Contaminated or damaged sensor

Monitor the FTP PID and note if it changes from above 15 inches of water to below minus (-) 15 inches of water often in 1 minute.

Application All

Key On Engine Off


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GO to Pinpoint Test Z .

P0455 - Evaporative Emission System Leak Detected (Gross Leak/No Flow) Description: The powertrain control module (PCM) monitors the complete evaporative emission (EVAP) control system for no purge flow, the presence of a large fuel vapor leak, or multiple small fuel vapor leaks. System failure occurs when no purge flow, which is attributed to fuel vapor blockages or restrictions, a large fuel vapor leak, or multiple fuel vapor leaks are detected by the EVAP running loss monitor test with the engine running, but not at idle. Possible Causes:


Aftermarket EVAP hardware that does not conform to the required specifications Disconnected or cracked fuel EVAP canister tube, EVAP canister purge outlet tube, or EVAP return tube EVAP canister purge valve stuck closed Damaged EVAP canister Damaged or missing fuel filler cap Insufficient fuel filler cap installation Loose fuel vapor hose/tube connections to the EVAP system components Blockages or restrictions in the fuel vapor hoses/tubes Fuel vapor control valve tube assembly or fuel vapor vent valve assembly blocked Canister vent (CV) solenoid stuck open Mechanically inoperative fuel tank pressure (FTP) sensor

Check for audible vacuum noise or significant fuel odor in the engine compartment or near the EVAP canister and fuel tank. Key On Engine Off


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P0456 - Evaporative Emission System Leak Detected (Very Small Leak) Description: The powertrain control module (PCM) monitors the complete evaporative emission (EVAP) control system for the presence of a very small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 0.508 mm (0.020 inch) is detected by the EVAP running loss monitor test.

Possible Causes:

Very small holes or cuts in the fuel vapor hoses/tubes Loose fuel vapor hose/tube connections to the EVAP system components EVAP system component seals leaking. See the Possible Causes for DTC P0442


Check for a missing fuel filler cap or the integrity of the cap. Check for loose or damaged vapor hoses. Visually inspect the EVAP canister inlet port, CV solenoid filter, and canister vent hose assembly for contamination or debris. Key On Engine Off


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All

P0457 - Evaporative Emission System Leak Detected (Fuel Cap Loose/Off) Description:

Possible Causes:

A fuel tank pressure change less than a minus (-) 7 inches of water in 30 seconds has occurred after refueling; or there is excessive purge, fuel vapor, flow greater than 0.06 lb/min (0.45 gm/s).

Diagnostic Aids:

Fuel filler cap not installed on refueling (storing continuous memory DTC) and the fuel cap indicator lamp (FCIL) may also be illuminated Damaged, missing, or loosely installed fuel filler cap

Check for a missing fuel filler cap or the integrity of the cap. If OK, clear continuous memory DTCs and reinitiate the EVAP emission running loss monitor drive cycle.

Application All

Key On Engine Off


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P0460 - Fuel Level Sensor A Circuit Description: The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the PCM determines that the value of the FLI signal is stuck. The PCM calculates the amount of fuel used during operation. If the FLI signal does not change or does not correspond with the calculated fuel usage, the DTC is set. Possible Causes:

Empty fuel tank Fuel pump (FP) module concern Incorrectly installed fuel gauge Damaged instrument cluster FLI short to VPWR Overfilled fuel tank Damaged fuel gauge FLI circuit open FLI circuit short to CASE GND or PWR GND

Stuck float arm

Diagnostic Aids:

Monitor the FLI PIDs in key ON, engine running. A concern is present if the FLI percentage PID is at 25% fill and the FLI voltage PID is less than 0.90 volt with a non-matching fuel gauge or the FLI percentage PID is at 75% fill and the FLI voltage PID is greater than 2.45 volts with a non-matching fuel gauge.

Application All

Key On Engine Off


Continuous Memory

Refer to the Workshop Manual Section 413-01, Instrument Cluster for fuel level indicator diagnosis.

P0461 - Fuel Level Sensor A Circuit Range/Performance Description: The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the FLI signal repeatedly moves in and out of range, exceeding the minimum or maximum allowable calibrated parameters for a specified fuel fill percentage in the fuel tank. Possible Causes: Diagnostic Aids: Application All

Excessive electrical noise Intermittent open circuit

Verify aftermarket equipment does not generate the radio frequency interference / electromagnetic interference (RFI/EMI) which may cause noisy FLI input signal. Key On Engine Off


Continuous Memory


P0462 - Fuel Level Sensor A Circuit Low Description:

Possible Causes:

The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the FLI signal is less than the minimum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank.

Diagnostic Aids:

Empty fuel tank Fuel pump (FP) module concern Incorrectly installed fuel gauge Damaged instrument cluster Damaged fuel gauge FLI circuit open FLI circuit short to ground


Application

Key On Engine Off

All


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P0463 - Fuel Level Sensor A Circuit High Description:

Possible Causes:

The powertrain control module (PCM) monitors the fuel level input (FLI) communications network message for a concern. The test fails when the FLI signal is greater than the maximum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank.

Diagnostic Aids:

Fuel pump (FP) module concern Incorrectly installed fuel gauge Damaged instrument cluster FLI short to VPWR Overfilled fuel tank Damaged fuel gauge


Application

Key On Engine Off

All


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P0480 - Fan 1 Control Circuit For Relay Controlled Electric Cooling Fan Description: Monitors the low fan control (LFC) primary circuit output from the powertrain control (PCM). The test fails when the PCM grounds the LFC circuit and excessive current draw is detected on the LFC circuit; or with the LFC circuit not grounded by the PCM the voltage is not detected on the LFC circuit (the PCM expects to detect VPWR voltage coming through the low speed fan control relay coil to the LFC circuit). Possible Causes:

Diagnostic Aids:

Open or short LFC circuit Open VPWR circuit to the low speed FC relay Damaged low speed FC relay

When the LFCF PID reads YES, a concern is currently present. During the key on engine off (KOEO) self-test, the cooling fan is cycled on and off. A short to voltage can only be detected when the PCM is grounding the LFC circuit. During the KOEO and key on engine running (KOER) self-test, the LFC circuit is cycled on and off.

For Variable Speed Electric Cooling Fan

Description: This test checks the fan control-variable (FCV) output circuit. The DTC sets if the powertrain control module (PCM) detects the voltage on the FCV circuit is not within the expected range. Possible Causes:

Diagnostic Aids:

FCV circuit open or short B+ or ground circuit concern to cooling fan VPWR open to cooling fan (if applicable) Damaged cooling fan module

During the key on engine off (KOEO) self-test, the cooling fan is cycled on and off.

For Cooling Fan Clutch Description: This test checks the fan control-variable (FCV) output circuit for the cooling fan clutch. The DTC sets if the powertrain control module (PCM) detects the voltage on the FCV circuit is not within the expected range. Possible Causes:


FCV circuit open in the harness FCV circuit short to voltage or ground in the harness Damaged cooling fan clutch solenoid.

During the key on engine off (KOEO) self-test, the cooling fan is cycled on and off. Key On Engine Off


Crown Victoria, Five Hundred, Freestyle, Fusion, Grand Marquis, Milan, Montego, Town Car, Zephyr

GO to Pinpoint Test KN .

Cooling Fan Clutch

GO to Pinpoint Test HV .

All others

GO to Pinpoint Test KF .

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P0481 - Fan 2 Control Circuit Description: Monitors the HFC primary circuit output from the powertrain control module (PCM). The test fails, when the HFC output is commanded on (grounded) and excessive current draw is detected on the HFC circuit; or when the HFC circuit is commanded off and voltage is not

detected on the HFC circuit (the PCM expects to detect VPWR voltage through the high speed FC relay coil to the HFC circuit). Possible Causes:

Diagnostic Aids:

Open or short HFC circuit Open VPWR circuit to the high speed FC relay Damaged high speed FC relay

When the HFCF PID reads YES, a concern is currently present. An open circuit or short to ground can only be detected when the PCM is not grounding the HFC circuit. A short to voltage can only be detected when the PCM is grounding the HFC circuit. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the HFC circuit is cycled on and off.

Application

Key On Engine Off

All


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P0482 - Fan 3 Control Circuit Description: Monitors the MFC primary circuit output from the powertrain control module (PCM). The test fails, when the MFC output is commanded on (grounded) and excessive current draw is detected on the MFC circuit; or when the MFC circuit is commanded off and voltage is not detected on the MFC circuit (the PCM expects to detect IGN START/RUN voltage through the medium speed FC relay coil to the MFC circuit). Possible Causes:

Diagnostic Aids:

Application

Open or short MFC circuit Open IGN START/RUN circuit to the medium speed FC relay Damaged medium speed FC relay

When the MFCF PID reads YES, a concern is currently present. An open circuit or short to ground can only be detected when the PCM is not grounding the MFC circuit. A short to voltage can only be detected when the PCM is grounding the MFC circuit. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the MFC circuit is cycled on and off. Use output test mode to command the low speed/high speed fan on. The PCM also activates the medium speed fan output. Key On Engine Off

All


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P0483 - Fan Performance Description: Possible Causes:

The fan control module, referred to as the cooling fan motor, indicates a cooling fan motor stall or cooling fan motor overheat condition.

Cooling fan motor mechanical concerns Obstructions


Check for a mechanical concern with the cooling fan motor or for obstructions limiting the cooling fan motor operation. Key On Engine Off


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GO to Pinpoint Test KN .

All

P0491 - Secondary Air Injection (AIR) System Insufficient Flow (Bank 1) Description: Possible Causes:

The secondary AIR system detected that there was insufficient mass air flow change during pump switching (ON/OFF). Secondary AIR pump with no or low air flow Secondary AIR bypass solenoid leaking/blocked or stuck open/closed Secondary AIR diverter valve leaking/blocked or stuck open/closed Secondary AIR air hose restricted Secondary AIR vacuum hoes restricted or leaking


Measured air flow is less than expected. Visually inspect the secondary AIR inlet hose. Key On Engine Off


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All

P0500 - Vehicle Speed Sensor (VSS) A Description:

Possible Causes:

Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the VSS, the transfer case speed sensor (TCSS) or the anti-lock brake system (ABS) control module. If the engine RPM is above the torque converter stall speed (automatic transmission) and the engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient vehicle speed data input, a concern is indicated and a DTC is set. On most vehicle applications the malfunction indicator lamp (MIL) is illuminated when this DTC is set.

Open in the VSS+/VSS- harness circuit Open in the TCSS signal or the TCSS signal return harness circuit Short to GND in the VSS harness circuit Short to GND in the TCSS harness circuit Short to PWR in the VSS harness circuit Short to PWR in the TCSS harness circuit Damaged drive mechanism for VSS or TCSS Damaged VSS or TCSS Damaged wheel speed sensors Damaged wheel speed sensor harness circuits Damage in the module(s) connected to the VSC/VSS circuit

Open or short in the vehicle speed circuit VSS signal between the ABS VSS signal output and the VSS signal inputs to the PCM and other modules (F-Super Duty)

Diagnostic Aids: Monitor the VSS PID while driving the vehicle. This DTC is set when the PCM detects a sudden loss of vehicle speed signal over a period of time. If vehicle speed data is lost, check the source of the vehicle speed input: VSS, TCSS or ABS. Note: On some manual shift-on-the-fly (MSOF) applications, VSS and TCSS PID can be monitored. However if no TCSS PID is available and VSS PID is zero, TCSS circuitry frequency must be checked for loss of sensor signal. If another vehicle electronic module has generated the P0500 and the vehicle does not receive its vehicle speed input from the VSS, TCSS or ABS, check the PCM for output shaft speed (OSS) sensor DTCs. On OSS applications the PCM uses the OSS to calculate the vehicle speed. If no OSS DTCs are found check for correct PCM configuration, tire size and axle ratio. Application

Key On Engine Off

F-Super Duty Vehicles with an automatic transmission and output shaft speed (OSS) sensor DTCs


Continuous Memory

GO to Pinpoint Test DF . Refer to the Workshop Manual Section 307-01, Automatic Transmission.

All others

GO to Pinpoint Test DP .

P0503 - Vehicle Speed Sensor (VSS) A Intermittent/Erratic/High Description:

Possible Causes:

Indicates poor or noisy VSS performance. Vehicle speed data is received from either the VSS, the transfer case speed sensor (TCSS), or the antilock brake system (ABS) control module.

Diagnostic Aids:

Application

Noisy VSS/TCSS input signal from the radio frequency interference / electromagnetic interference (RFI/EMI) external sources, such as ignition components or the charging circuit Damaged VSS or driven gears Damaged TCSS Damaged wiring harness or connectors Malfunction in the module(s) or circuit connected to the VSS/TCSS circuit Aftermarket add-on

Monitor the VSS PID while driving the vehicle, and check for intermittent vehicle speed indication. Verify the ignition and charging systems are functioning correctly. Key On Engine Off

Key On Engine

Continuous Memory

Running F-Super Duty

GO to Pinpoint Test DF .

Five Hundred, Freestyle, Montego, Navigator

The powertrain control module (PCM) uses information from the anti-lock brake system (ABS) module and the transmission control module (TCM) to calculate vehicle speed. Check these modules for DTCs.

Vehicles with an automatic transmission and output shaft speed (OSS) sensor DTCs


All others


P0505 - Idle Air Control (IAC) System For Vehicles With Electronic Throttle Control (ETC) Description:

Possible Causes:

The powertrain control module (PCM) attempts to control engine speed during the key on, engine running (KOER) self-test. The test fails when the desired RPM could not be reached or controlled during the self-test.

Diagnostic Aids:

Failure mode effects management (FMEM) condition is present Intake air restriction Exhaust restriction Sludged throttle body Vacuum leaks Damaged electronic throttle body (ETB) Damaged PCM

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present inspect the intake air system for air restrictions, vacuum leaks, and damage. If no concerns are present, clear the DTC and carry out the KOER self-test.


Possible Causes:

The powertrain control module (PCM) attempts to control engine speed during the key on, engine running (KOER) self-test. The test fails when the desired RPM could not be reached or controlled during the self-test.

Diagnostic Aids:

IAC circuit open VPWR to IAC solenoid open B+ or VPWR to IAC solenoid open Air inlet is plugged IAC circuit shorted to PWR Damaged IAC valve

Application

Key On Engine Off



Continuous Memory

Refer to the Description, Possible Causes and Diagnostic Aids for the DTC.

All others

GO to Pinpoint Test KE .

P0506 - Idle Air Control (IAC) System RPM Lower Than Expected For Vehicles With Electronic Throttle Control (ETC) Description: Possible Causes:

This DTC is set when the powertrain control module (PCM) detects an engine idle speed that is less than the desired RPM.

Diagnostic Aids:

Intake air restriction Vacuum leaks Exhaust restriction Engine mechanical concern Sludged throttle body Damaged electronic throttle body (ETB) Damaged PCM

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present inspect the intake air system for air restrictions and damage. If no concerns are present, clear the DTC and carry out the KOER self-test.

For All Others Description: Possible Causes:


Diagnostic Aids: Application Vehicles With Electronic Throttle Control (ETC) All others

IAC circuit open Air inlet is plugged B+ or VPWR to IAC solenoid open Damaged or incorrect IAC valve IAC valve stuck closed VPWR to IAC solenoid open IAC circuit shorted to PWR

Disconnect the IAC valve and look for little or no change in engine RPM as an indication of a stuck or damaged valve. Key On Engine Off


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P0507 - Idle Air Control (IAC) System RPM Higher Than Expected For Vehicles With Electronic Throttle Control (ETC) Description: Possible Causes:

This DTC is set when the powertrain control module (PCM) detects an engine idle speed that is greater than the desired RPM.

Diagnostic Aids:

Intake air leak after throttle body Vacuum leaks Damaged EVAP system EGR valve leaks vacuum Damaged electronic throttle body (ETB) Damaged PCM

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present inspect the intake air system for air or vacuum leaks and damage. If no concerns are present, clear the DTC and repeat the self-test.

For All Others Description: Possible Causes:


Diagnostic Aids: Application Vehicles With Electronic Throttle Control (ETC)

IAC circuit shorted to ground Damaged or incorrect IAC valve IAC valve stuck open Intake air leak after throttle body Vacuum leaks Damaged EVAP system EGR valve leaks vacuum



Continuous Memory


All others


P050A - Cold Start Idle Air Control Performance Description: The cold start emission reduction monitor has detected an airflow performance deficiency. The cold start emission reduction monitor validates the operation of the components of the

system required to achieve the cold start emission reduction strategy, retarded spark timing (P050B) and elevated idle airflow (P050A). When the idle airflow test portion of the cold start emission reduction strategy is enabled, the idle air control system requests a higher idle RPM to increase the engine airflow. The cold start emission reduction monitor compares the actual airflow measured by the MAF sensor to the requested PCM airflow. The DTC is set when the airflow is less than the calibrated limit. Possible Causes:

Damaged intake air system tubes Restricted air filter Restricted or blocked idle air control or intake passages Air or vacuum leaks Base engine problem

Diagnostic Aids:

This DTC is an informational DTC and may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present inspect the intake air system for air restrictions and damage. If no concerns are present, clear the DTCs and repeat the self-test. The cold start emission reduction monitor runs during a cold start. Before repeating the selftest, a 2 to 3 hour soak period is required for the cold start emission reduction monitor to run at start up.

Application

Key On Engine Off

All


Continuous Memory


P050B - Cold Start Ignition Timing Performance Description:

Possible Causes:

The cold start ignition timing performance has a functional response test of actual spark timing angle actual versus commanded spark timing in the powertrain control module (PCM).


Spark timing Spark capture circuit Spark timing monitor Spark capture circuit monitor

Diagnose all other powertrain related DTCs first. Key On Engine Off


Vehicles with coil pack ignition system

GO to Pinpoint Test JC .

All others

GO to Pinpoint Test JB .

P050E - Cold Start Engine Exhaust Temperature Out of Range For Vehicles With Electronic Throttle Control (ETC)

Continuous Memory

The powertrain control module (PCM) calculates the actual catalyst warm up temperature during a cold start. The PCM then compares the actual temperature to the expected catalyst temperature model. The difference between the actual and expected temperatures is a ratio. When this ratio exceeds the calibrated value this DTC is set and the malfunction indicator lamp (MIL) illuminates.

Description:

Possible Causes:

Intake air restriction Exhaust restriction Engine mechanical concern Damaged or sludged electronic throttle body (ETB) Vacuum leaks Damaged PCM

Diagnostic Aids: This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. If other DTCs are not present inspect the intake air system for air restrictions, vacuum leaks, and damage. If no concerns are present, clear the DTC and carry out the key ON, engine running (KOER) self-test. For All Others The powertrain control module (PCM) attempts to control engine speed during the key on, engine running (KOER) self-test. The test fails when the desired RPM could not be reached or controlled during the self-test.

Description:

Possible Causes:

IAC circuit open VPWR to IAC solenoid open B+ or VPWR to IAC solenoid open Air inlet is plugged IAC circuit shorted to PWR Damaged IAC valve


Key On Engine Off


Continuous Memory



All others


P0511 - Idle Air Control (IAC) Circuit Description: Possible Causes:

This DTC is set when the powertrain control module (PCM) detects an electrical load failure on the IAC output circuit.

IAC circuit open VPWR to IAC solenoid open B+ or VPWR to IAC solenoid open IAC circuit shorted to PWR

Damaged IAC valve IAC circuit short to GND


Key On Engine Off

All


Continuous Memory


P0528 - Fan Speed Sensor Circuit No Signal Description:

Possible Causes:

The powertrain control module (PCM) uses the fan speed sensor (FSS) input to monitor the cooling fan clutch speed. If the indicated fan speed is lower than the calibrated value during the key on engine running (KOER) self-test, the DTC is set.


FSS VPWR circuit open in the harness FSS PWRGND circuit open in the harness FSS circuit open in the harness FSS circuit short to voltage or ground in the harness Damaged FSS sensor Damaged PCM

Visually inspect the cooling fan clutch for damage or obstruction. Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test HV .

P0532 - A/C Refrigerant Pressure Sensor A Circuit Low Description: Possible Causes:

The ACP sensor inputs a voltage to the powertrain control module (PCM). If the voltage is below the calibrated level the DTC sets.


ACP circuit short to GND or SIGRTN VREF circuit open Open ACP circuit Damaged ACP sensor

Verify the VREF voltage is between 4 and 6 volts. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DS .

Continuous Memory

P0533 - A/C Refrigerant Pressure Sensor A Circuit High Description:

The ACP sensor inputs a voltage to the powertrain control module (PCM). If the voltage is above a calibrated level the DTC sets.

Possible Causes:

Diagnostic Aids:

ACP sensor circuit short to PWR ACP circuit open ACP circuit short to VREF Damaged ACP sensor

Verify the VREF voltage is between 4 and 6 volts.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DS .

P0534 - A/C Refrigerant Charge Loss Description: Indicates frequent A/C compressor clutch cycling. Possible Causes:

Diagnostic Aids:

Application

Mechanical A/C system concern (such as low refrigerant charge, damaged A/C cycling switch) Intermittent open between the cycling pressure switch and the powertrain control module (PCM) Intermittent open in the IGN RUN circuit to cycling pressure switch (if applicable)

This test is designed to protect the transmission. In some strategies, the PCM unlocks the torque converter during A/C clutch engagement. If a concern is present that results in frequent A/C clutch cycling, damage could occur if the torque converter is cycled at these intervals. This test detects this condition, sets the DTC and prevents the torque converter from excessive cycling. Key On Engine Off


Continuous Memory

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GO to Pinpoint Test KM .

All

P0537 - A/C Evaporator Temperature Sensor Circuit Low Description: Indicates the ACET signal input was less than the self-test minimum. The self-test minimum is 0.13 volts. Possible Causes:

ACET circuit short to ground or SIG RTN Damaged ACET sensor

Diagnostic Aids:

The powertrain control module (PCM) sources a low current 5 volts on the ACET circuit (this voltage can be measured with the sensor disconnected). As the A/C evaporator air temperature changes, the ACET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the ACET signal is detected below the selftest minimum, check for shorts to the SIG RTN or ground, which would pull the voltage low.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DJ .

P0538 - A/C Evaporator Temperature Sensor Circuit High Description: Indicates the ACET signal input was greater than the self-test maximum. The self-test maximum is 4.5 volts. Possible Causes:

Diagnostic Aids:

ACET circuit open SIG RTN circuit open to the ACET sensor ACET circuit short to voltage (VREF) Damaged ACET sensor

The powertrain control module (PCM) sources a low current 5 volts on the ACET circuit (this voltage can be measured with the sensor disconnected). As the A/C evaporator air temperature changes, the ACET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the ACET signal is detected above the selftest maximum, check for open circuits (ACET or SIG RTN), which would cause the voltage to remain high. Although not as probable, also check for a short to voltage (VREF).

Application

Key On Engine Off

All


Continuous Memory


P0552 - Power Steering Pressure (PSP) Sensor/Switch Circuit Low Description: Possible Causes:

Indicates the PSP sensor input signal was less than the self-test minimum.

PSP sensor damaged SIG RTN circuit open VREF circuit open or shorted PSP sensor signal circuit open or shorted

Diagnostic Aids: View the PSP PID to monitor the PSP input. Application All

Key On Engine Off Key On Engine Running Continuous Memory GO to Pinpoint Test DT .

P0553 - Power Steering Pressure (PSP) Sensor Circuit High Input Indicates the PSP sensor input signal was greater than the self-test maximum.


PSP sensor damaged VREF circuit shorted to voltage PSP sensor signal circuit open PSP sensor signal circuit shorted to voltage

Diagnostic Aids: View the PSP PID to monitor the PSP input. Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DT .

P0579 - Cruise Control Multifunction Input A Circuit Range / Performance Description: Possible Causes:



All

Refer to the Workshop Manual Section 310-03, Speed Control.

P0581 - Cruise Control Multifunction Input A Circuit High Description: Possible Causes:



All


P0600 - Serial Communication Link Description: Possible

Indicates an error occurred in the powertrain control module (PCM). This DTC may be set alone or in combination with P2105.

Damaged PCM

Causes: Diagnostic Aids: Application

Key On Engine Off


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GO to Pinpoint Test QE .

All

P0602 - Powertrain Control Module (PCM) Programming Error Description: Possible Causes: Diagnostic Aids:

This DTC indicates a programming error within the vehicle ID (VID) block.

VID data corrupted by the scan tool during VID reprogramming

Using the scan tool, reprogram the VID block. If the PCM does not allow reprogramming of the VID block, reflashing of the PCM is required.

Application

Key On Engine Off

All


Continuous Memory

The VID block must programmed. Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P0603 - Internal Control Module Keep Alive Memory (KAM) Error Description: Possible Causes:

Indicates the powertrain control module (PCM) has experienced an internal memory concern. However, there are external items that can cause this DTC.


Reprogramming Battery terminal corrosion KAPWR to PCM interrupt/open Loose battery connection

If KAPWR is interrupted to the PCM because of a battery or PCM disconnect, this DTC can be generated on the first power-up. Key On Engine Off


Continuous Memory

GO to Pinpoint Test QB .

—


P0604 - Internal Control Module Random Access Memory (RAM) Error Description: Indicates the powertrain control module (PCM) RAM has been corrupted.

Possible Causes:

Module reprogramming Aftermarket performance products. Damaged PCM


Key On Engine Off


Continuous Memory

Reprogram or update the calibration. Check for other DTCs or drive symptoms for further action. Make sure to check for aftermarket performance products before installing a new PCM. If it is necessary to install a new PCM, refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P0605 - Internal Control Module Read Only Memory (ROM) Error Description: The powertrain control module (PCM) ROM has been corrupted. Possible Causes:

An attempt was made to change the calibration Module programming error Damaged PCM


Key On Engine Off


Continuous Memory

Reprogram or update the calibration. Reprogram the vehicle identification VID block (use as built data). Check for other DTCs or drive symptoms for further action. Make sure to check for aftermarket performance products before installing a new powertrain control module (PCM). If it is necessary to install a new PCM, refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P0606 - Control Module Processor Description: This DTC indicates a register readback (powertrain control module [PCM] internal communications) error. Possible Causes: Diagnostic Aids: Application All

Damaged PCM

Internal PCM concern. Install a new PCM. Key On Engine Off


Continuous Memory

Make sure to check for aftermarket performance products before installing a new PCM.

Reprogram or update the calibration. Check for other DTCs and diagnose those first. Make sure to check for aftermarket performance products before installing a new PCM. Clear the DTCs, repeat the self-test. If the DTC is retrieved again, install a new PCM. Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P0607 - Control Module Performance Description: Indicates that the powertrain control module (PCM) internal central processing unit (CPU) has encountered an error. The PCM monitors itself and carries out internal checks of its own CPU. If any of these checks returns an incorrect value, the DTC is set. Possible Causes:

Module programming error Aftermarket performance products Damaged PCM


Key On Engine Off


Continuous Memory

Reprogram or update the calibration. Check for other DTCs or drive symptoms for further action. Make sure to check for aftermarket performance products before installing a new PCM. If it is necessary to install a new PCM, refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P060A - Internal Control Module Monitoring Processor Performance Description: Possible Causes: Diagnostic Aids: Application All

Indicates an error occurred in the powertrain control module (PCM). This DTC is set in combination with P2105.

Software incompatibility issue Damaged PCM

Verify the PCM is at the latest calibration level. Key On Engine Off


Continuous Memory

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P060B - Internal Control Module A/D Processing Performance

Description:

Indicates an error occurred in the powertrain control module (PCM). This DTC is set in combination with P2104 or P2110.


Damaged PCM

Inspect the harness for damage. Verify correct operation of the sensors using VREF and related circuits.

Application

Key On Engine Off


Continuous Memory

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All

P060C - Internal Control Module Main Processor Performance Indicates an error occurred in the powertrain control module (PCM).



Diagnostic Aids: Verify the PCM is at the latest calibration level. Application


All

—

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Continuous Memory GO to Pinpoint Test QE .

P0610 - Control Module Vehicle Options Error Indicates a powertrain control module (PCM) vehicle options error.


Module reprogramming Aftermarket performance products. PCM



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See Note 1

P061B - Internal Control Module Torque Calculation Performance Description: Possible

Indicates a calculation error occurred in the powertrain control module (PCM).

Causes: Diagnostic Aids:

Check for sensor and circuit related DTCs. Do not install a new electronic throttle body (ETB) for this DTC.

Application

Key On Engine Off


Continuous Memory

—

—


All

P061C - Internal Control Module Engine RPM Performance Description: Possible Causes:

Indicates a calculation error occurred in the powertrain control module (PCM).

Crankshaft position (CKP) sensor circuit is open or short CKP sensor circuit intermittent Damaged CKP sensor Camshaft position (CMP) sensor circuit is open or short CMP sensor circuit intermittent Damaged CMP sensor Damaged PCM

Diagnostic Aids: Verify correct operation of the CKP and CMP sensors and related circuits. Application


All

—

—


P061D - Internal Control Module Engine Air Mass Performance Description: Possible Causes:

Indicates an error occurred in the powertrain control module (PCM).


Diagnostic Aids: Verify the PCM is at the latest calibration level. Application All


—

—


P061F - Internal Control Module Throttle Actuator Controller Performance Description: Possible


Causes: Diagnostic Aids: Verify correct operation of the electronic throttle control (ETC) components and related circuits. Application All

Key On Engine Off


Continuous Memory

—

—


P0620 - Generator Control Circuit Description:

The powertrain control module (PCM) reads the GENLI and sends a DTC through the network when the GENLI indicates a concern.

Possible Causes:

Diagnostic Aids:

I-line control (ILC) circuit short to ground ILC circuit short to voltage ILC circuit open GENLI circuit short to voltage or ground GENLI circuit open B+ circuit open Generator drive mechanism Damaged generator/regulator assembly Damaged PCM

Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test HY .

P0622 - Generator Field Terminal Circuit Description:

Possible Causes:

The powertrain control module (PCM) monitors the generator load from the generator/regulator in the form of frequency. The frequency range is determined by the temperature of the voltage regulator, where 97% indicates a full load, and less than 6% indicates no load.

GENLI circuit short to voltage or ground GENLI circuit open GENRC circuit short to voltage or ground GENRC circuit open ILC circuit short to voltage or ground ILC circuit open Battery-sense circuit open Generator drive mechanism

Diagnostic Aids:

Damaged generator/regulator assembly Damaged PCM


Application

Key On Engine Off


All

Continuous Memory


P0625 - Generator Field Terminal Circuit Low Description:

Possible Causes:

The powertrain control module (PCM) monitors generator load from the generator/regulator in the form of frequency. The concern indicates the input is lower than the load should be in normal operation. The load input could be low when no generator output exists.

Diagnostic Aids:

GENRC circuit short to ground GENLI circuit short to ground Open B+ wire during operation Low system voltage Broken generator belt Damaged generator/regulator assembly


Application

Key On Engine Off


All

Continuous Memory


P0626 - Generator Field Terminal Circuit High Description:

Possible Causes:

The powertrain control module (PCM) monitors generator load from the generator/regulator in the form of frequency. The concern indicates the input is higher than the load should be in normal operation. The load input could be high when a battery short to ground exists.


GENLI circuit short to voltage GENRC circuit short to voltage B+ open prior to start-up Open GENRC prior to start-up Open ILC prior to start-up

Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number. Key On Engine Off


Continuous Memory

All


P062C - Internal Control Module Vehicle Speed Performance Description: Possible Causes:


Module communications network concerns Output shaft speed (OSS) sensor concern Turbine shaft speed (TSS) sensor concern Anti-lock brake system (ABS) concern

Diagnostic Aids: Repair any ABS DTCs, ABS-related DTCs in other modules, or vehicle communication concerns. Application

Key On Engine Off


Continuous Memory

—

—


All

P0642 - Sensor Reference Voltage A Circuit Low Description: Possible Causes:

Indicates the reference voltage (VREF) circuit is lower than VREF minimum.

VREF short to ground Damaged sensor Incorrect harness connection

Diagnostic Aids: This DTC is set due to an under voltage condition on the VREF circuit. Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test C .

P0643 - Sensor Reference Voltage A Circuit High Description: Possible Causes:

Indicates the reference voltage (VREF) circuit is higher than VREF maximum.

VREF short to voltage Damaged sensor Incorrect harness connection

Diagnostic Aids: This DTC is set due to an over voltage condition on the VREF circuit. Application All

Key On Engine Off

Key On Engine Running GO to Pinpoint Test C .

Continuous Memory

P0645 - Air Conditioning Clutch Relay (A/CCR) Control Circuit Description: Monitors the A/CCR circuit output from the powertrain control module (PCM). The test fails when the PCM grounds the A/CCR circuit, excessive current draw is detected on the A/CCR circuit; or, with the A/CCR circuit not grounded by the PCM, voltage is not detected on the A/CCR circuit (the PCM expects to detect VPWR voltage coming through the A/CCR relay coil to the A/CCR circuit). Possible Causes:

Diagnostic Aids:

Open or short A/CCR circuit Damaged A/CCR relay Open VPWR circuit to the A/CCR relay

The A/CCR control circuit can be monitored using the WACF and WAC PID. When the WACF PID reads YES, a concern is present. An open circuit or short to ground can only be detected when the PCM is not grounding the circuit. A short to voltage can only be detected when the PCM is grounding the circuit. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the WAC circuit is cycled on and off. Verify the A/C and the defrost were OFF during the KOEO and KOER self-tests. Check ACCS the PID to verify. If the vehicle is not equipped with A/C, ignore DTC P0645.

Application

Key On Engine Off

All


Continuous Memory


P0657 - Actuator Supply Voltage A Circuit/Open Voltage to all transmission solenoids has been interrupted.


Diagnostic Aids: Refer to the Workshop Manual Section 307-01, Automatic Transmission. Application


All


P0660 - Intake Manifold Tuning Valve (IMTV) Control Circuit Open - Bank 1 Description:

The IMTV system is monitored for failure during continuous, key on engine off (KOEO), or key on engine running (KOER) self-tests. The test fails when the signal is more or less than an expected calibrated range.


IMTV signal circuit open, shorted to PWR GND or SIG RTN Damaged IMTV actuator

An IMTVM PID reading may indicate a fault.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test HU .

P0663 - Intake Manifold Tuning Valve (IMTV) Control Circuit Open - Bank 2 Description:



IMTV signal circuit open, shorted to PWR GND or SIG RTN Damaged IMTV actuator

An IMTVM PID reading may indicate a fault.

Application

Key On Engine Off

All


Continuous Memory


P0685 - Electronic Control Module (ECM)/Powertrain Control Module (PCM) Power Relay Control Circuit/Open Description:

Possible Causes: Diagnostic Aids: Application All

This DTC sets when the ignition switch position run (ISP-R) circuit indicates the key is in the OFF, ACC, or LOCK position, and the amount of time the PCM remains powered through the PCM power relay exceeds a predetermined amount of time.

PCM relay control (PCMRC) circuit short to ground in the harness Damaged PCM power relay

Ability to communicate with the PCM when the key is in the OFF, ACC, or LOCK position indicates a hard fault. Key On Engine Off


Continuous Memory

GO to Pinpoint Test B .

P0689 - Electronic Control Module (ECM)/Powertrain Control Module (PCM) Power Relay Sense

Circuit Low Description:

This DTC sets when the passive anti theft system (PATS) system indicates the key is in ON or START position and the ignition switch position run (ISP-R) circuit indicates OFF, ACC, or LOCK position.

Possible Causes:

Diagnostic Aids:

Ignition circuit fuse ISP-R circuit open in the harness ISP-R circuit short to ground in the harness Damaged ignition switch Damaged PATS system

Diagnose and repair all PATS DTCs first.

Application

Key On Engine Off

All


Continuous Memory


P0690 - Electronic Control Module (ECM)/Powertrain Control Module (PCM) Power Relay Sense Circuit High Description:

This DTC sets when the passive anti theft system (PATS) system indicates the key is in the OFF, ACC, or LOCK position and the ignition switch position run (ISP-R) circuit indicates ON or START position.

Possible Causes:

Diagnostic Aids:

ISP-R circuit short to voltage in the harness Damaged PATS system Damaged ignition switch

Diagnose and repair all PATS DTCs first.

Application

Key On Engine Off

All


Continuous Memory


P0703 - Brake Switch B Input Circuit Description: Possible Causes:

Indicates the powertrain control module (PCM) did not receive a brake pedal position (BPP) input.

Open or short in the BPP circuit Open or short in the stoplamp circuits Damage in module(s) connected to the BPP circuit. Damaged brake switch Misadjusted brake switch

Diagnostic Aids:

Check for proper function of the stoplamps. Using a scan tool, check the BPP PID. The stoplamps and PID should toggle on and off with brake pedal activation.

Application

Key On Engine Off

Freestar/Monterey,

Verify the brake pedal was applied and released during the key on engine running (KOER) self-test. For additional concerns, refer to the Workshop Manual Section 417-01, Exterior Lighting.

Town Car Expedition, Navigator


Continuous Memory

Verify the brake pedal was applied and released during the key on engine running (KOER) self-test. For additional concerns, refer to the Workshop Manual Section 206-09, Anti-Lock Control.

All others

GO to Pinpoint Test FD .

P0704 - Clutch Switch Input Circuit Description:

When the clutch pedal is applied the voltage goes to low. If the powertrain control module (PCM) does not see this change from high to low the DTC is set.

Possible Causes:

Diagnostic Aids:

Clutch pedal position (CPP) circuit short to voltage Damaged CPP switch CPP circuit open in the SIGRTN

When the clutch pedal is applied and then released, the CPP switch voltage should cycle.

Application All

Key On Engine Off


Continuous Memory

GO to Pinpoint Test TA .

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P0705 - Transmission Range Sensor A Circuit (PRNDL) Input Description: Possible Causes:



All


P0707 - Transmission Range Sensor A Circuit Low




All


P0708 - Transmission Range Sensor A Circuit High Description: Possible Causes:



All


P071x - Transmission Code Description: Possible Causes:



All


P0720 - Output Shaft Speed (OSS) Sensor Circuit Description: Possible Causes:

The OSS sensor inputs a signal to the powertrain control module (PCM) based on the speed of the output shaft of the transmission.

Diagnostic Aids:

OSS sensor circuit short to GND OSS sensor circuit short to PWR OSS sensor circuit open Damaged OSS sensor

Verify the sensor signal output varies with the vehicle speed.

Application

Key On Engine Off


Continuous Memory

Manual transmission

—

—


All others


P0721 - Output Shaft Speed (OSS) Sensor Circuit Range/Performance Description: Possible Causes:

The OSS sensor signal is very sensitive to noise. This noise distorts the input to the powertrain control module (PCM).

Wiring misrouted Aftermarket add-on Wiring damaged Wiring insulation wear

Diagnostic Aids: Check the routing of the harness. Check the wiring and the connector for damage. Application

Key On Engine Off


Continuous Memory

Manual transmission

—

—


All others


P0722 - Output Shaft Speed (OSS) Sensor Circuit No Signal Description: Possible Causes:

The OSS sensor failed to provide a signal to the PCM upon initial movement of vehicle.

Diagnostic Aids:

Damaged OSS connector Damaged OSS sensor, or not installed properly Harness intermittently shorted or open

Check the wiring, connector, and sensor for damage.

Application

Key On Engine Off


Continuous Memory

Manual transmission

—

—


All others


P0723 - Output Shaft Speed (OSS) Sensor Circuit Intermittent Description: Possible Causes:

The OSS sensor signal to the PCM is irregular or interrupted.


Harness connector not properly seated Harness intermittently shorted or open Harness connector damaged OSS sensor damaged, or not installed properly

Verify harness and connector integrity. Verify proper installation of the OSS sensor. Key On Engine Off Key On Engine Running

—

Manual transmission

All others

—

Continuous Memory GO to Pinpoint Test DP .





All





All


P075x - Transmission Code Description:

Possible Causes:



All





All





All





All





All


P0815 - Upshift Switch Circuit Description: Possible Causes:



All


P0830 - Clutch Pedal Switch A Circuit Description: The powertrain control module (PCM) monitors the clutch pedal position bottom of travel (CPP-BT) switch only during the calibrated engine speed range (cranking speed range). This DTC is set when the CPP-BT switch does not indicate that the clutch is disengaged (clutch pedal pressed) when the engine is cranked. Possible Causes:

Diagnostic Aids:

Damaged CPP-BT switch Damaged CPP-BT harness Open PWRGND circuit to the CPP-BT switch Vehicle push-started with the clutch engaged (clutch pedal released) Aftermarket remote starting device

Verify that the vehicle was not push-started with the clutch engaged. Check for aftermarket equipment such as remote starting devices which may bypass the clutch pedal position switch when cranking the engine.

Application

Key On Engine Off


Continuous Memory

F-150 4.2L

—

—


All others

Refer to the Workshop Manual Section 303-06, Starting System to diagnose the symptom no start, no crank.

P0833 - Clutch Pedal Switch B Circuit Description: The powertrain control module (PCM) monitors the clutch pedal position top of travel (CPPTT) switch only during the calibrated engine speed range (cranking speed range). This DTC is set when the CPP-TT does not indicate that the clutch is disengaged (clutch pedal pressed) when the engine is cranked. Possible Causes:

Diagnostic Aids:

Damaged CPP-TT switch Damaged CPP-TT harness Open PWRGND circuit to the CPP-TT switch Vehicle push-started with the clutch engaged (clutch pedal released) Aftermarket remote starting device

Verify that the vehicle was not push-started with the clutch engaged. Check for aftermarket equipment such as remote starting devices which may bypass the clutch pedal position switch when cranking the engine.

Application

Key On Engine Off

All


Continuous Memory


P0840 - Transmission Fluid Pressure Sensor/Switch A Circuit Description: Possible Causes:



All


P09xx - Transmission Code Description: Possible Causes:



All


P1000 - On-Board Diagnostic (OBD) Systems Readiness Test Not Complete Description: The OBD monitors are carried out during the OBD drive cycle. DTC P1000 is stored in continuous memory if any of the OBD monitors do not carry out their full diagnostic check. Possible Causes:

Diagnostic Aids:

Application

The vehicle is new from the factory Battery or powertrain control module (PCM) had recently been disconnected An OBD monitor concern occurred before completion of an OBD drive cycle PCM DTCs have recently been cleared with a scan tool Power take off (PTO) circuit concern or PTO is on during testing.

This DTC, inspection/maintenance (I/M) readiness function is part of the PCM strategy. A battery disconnection or clearing codes using a scan tool results in the various I/M readiness bits being set to a not-ready condition. As each non-continuous OBD monitor completes a full diagnostic check, the I/M readiness bit associated with that monitor is set to a ready condition. This may take 1 or 2 drive cycles based on whether concerns are detected or not. The readiness bits for comprehensive component monitoring (CCM), misfire, and fuel system monitoring are considered complete once all the non-continuous monitors have been evaluated. Because the EVAP and secondary air injection (AIR) system monitors require certain ambient conditions to run, special logic can bypass the monitor for the purpose of clearing the EVAP/secondary AIR system I/M readiness bit, due to continued presence of these extreme conditions. DTC P1000 does not need to be cleared from the PCM except to pass an I/M test. The malfunction indicator lamp (MIL) flashes after a period of time with the key in the RUN position (engine not running) if DTC P1000 is set. Key On Engine Off


Continuous Memory

See Note 2

See Note 2

GO to Pinpoint Test QC .

All

P1001 - Key On Engine Running (KOER) Not Able To Complete, KOER Aborted Description: Possible Causes:

This non-malfunction indicator lamp (MIL) DTC is set when the KOER self-test does not complete in the time allowed.


Incorrect self-test procedure Unexpected response from the self-test monitors RPM out of specification

Carry out the KOEO self-test. Refer to Section 3 , Step 1: Powertrain Control Module (PCM) Quick Test. Key On Engine Off


Continuous Memory


P1100 - Mass Air Flow (MAF) Sensor Circuit Intermittent Description: The MAF sensor circuit is monitored by the powertrain control module (PCM) for sudden voltage (or air flow) input change through the comprehensive component monitor (CCM). If during the last 40 warm-up cycles in key on, engine running (KOER) the PCM detects a voltage (or air flow) change beyond the minimum or maximum calibrated limit, a continuous memory DTC is stored. Possible Causes:

Diagnostic Aids:

Poor continuity through the MAF sensor connectors Poor continuity through the MAF sensor harness Intermittent open or short inside the MAF sensor

While accessing the MAF V PID on the scan tool, lightly tap on the MAF sensor or wiggle the MAF sensor connector and harness. If the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an intermittent fault is indicated.

Application

Key On Engine Off

All


Continuous Memory


P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range Description: The MAF sensor circuit is monitored by the powertrain control module (PCM) for an out of range air flow (or voltage) input. If, during key on engine off (KOEO), the air flow voltage signal is greater than 0.27 volt the test fails. Likewise, if, during key on engine running (KOER), the air flow voltage signal is not within 0.46 volt to 2.44 volts, the test fails. Possible Causes:


Low battery charge MAF sensor partially connected MAF sensor contamination PWR GND open to the MAF sensor MAF RTN circuit open to PCM Damaged MAF sensor

A MAF V PID reading greater than 0.27 volt (KOEO) or a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates a hard fault. Key On Engine Off


Continuous Memory



—

P1112 - Intake Air Temperature (IAT) Circuit Intermittent Description: Possible

Indicates the IAT sensor signal was intermittent.

Damaged harness

Causes:


Damaged sensor Damaged harness connector

Monitor the IAT on a scan tool. Look for sudden changes in the reading when the harness is wiggled or the sensor is tapped. Key On Engine Off


Continuous Memory

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All

P1114 - Intake Air Temperature 2 (IAT2) Circuit Low (Supercharged/Turbocharged engines) Description: Possible Causes:

Indicates the sensor signal is less than the self-test minimum. The IAT2 sensor minimum is 0.2 volt.


Grounded circuit in the harness Incorrect harness connection Damaged sensor

Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6 , Reference Values. Key On Engine Off

All


Continuous Memory


P1115 - Intake Air Temperature 2 (IAT2) Circuit High (Supercharged/Turbocharged engines) Description: Possible Causes:

Indicates the sensor signal is greater than the self-test maximum. The IAT2 sensor maximum is 4.6 volts.


Open circuit in the harness Sensor signal short to voltage Incorrect harness connection Damaged sensor

Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer to Section 6 , Reference Values. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DU .

P1116 - Engine Coolant Temperature (ECT) Sensor Out of Self-Test Range

Continuous Memory

Indicates the ECT sensor is out of self-test range. The correct range is 0.3 to 3.7 volts.


Overheating condition Malfunctioning thermostat Damaged ECT sensor Low engine coolant Damaged harness connector

The ECT must be greater than 10°C (50°F) to pass the key on engine off (KOEO) self-test and greater than 82°C (180°F) to pass the key on engine running (KOER) self-test.

Diagnostic Aids:

Application

Key On Engine Off


Continuous Memory

Vehicles with only a (CHT) sensor



—

All others



—

P1117 - Engine Coolant Temperature (ECT) Sensor Circuit Intermittent Description:

Indicates the ECT circuit became intermittently open or shorted while the engine was running.

Possible Causes:

Diagnostic Aids:

Damaged harness Damaged sensor Damaged harness connector Low engine coolant

Monitor the ECT on a scan tool. Look for sudden changes in the reading when the harness is wiggled or the sensor is tapped.

Application All

Key On Engine Off


Continuous Memory

—

—


P1120 - Throttle Position Sensor A Out Of Range Low (Ratch Too Low) Description: The throttle position (TP) sensor circuit is monitored by the powertrain control module (PCM) for a low TP rotation angle or voltage input below the closed throttle position through the comprehensive component monitor (CCM). The test fails if the TP rotation angle or voltage remains within the calibrated self-test range, but falls between 3.42-9.85% (0.170.49 volt). Possible Causes:

TP circuit with frayed wires Corrosion or loose connection on the TP circuit connectors and pins

VREF open to TP sensor VREF short to SIG RTN


A TP PID between 3.42-9.85% (0.17-0.49 volt) in key ON, engine OFF or key ON, engine running indicates a concern is present. Key On Engine Off

All


Continuous Memory


P1124 - Throttle Position Sensor A Out Of Self-Test Range Description:

Possible Causes:

The throttle position (TP) sensor circuit is monitored by the powertrain control module (PCM) for an out of range TP rotation angle or voltage input. The test fails if the TP rotation angle or voltage reading is less than 13.27% (0.66 volt) or greater than 23.52% (1.17 volts).

Diagnostic Aids:

The TP PID reading not between 13.27-23.52% (0.66-1.17 volts) in key ON, engine OFF or key ON, engine running indicates a concern is present.

Application All

Binding or bent throttle linkage TP sensor not seated properly Throttle plate below closed throttle position Throttle plate/screw misadjusted Damaged TP sensor

Key On Engine Off


Continuous Memory



—

P1127 - Exhaust Temperature Out of Range, O2 Sensor Tests Not Completed Description:

Possible Causes:

The heated oxygen sensor (HO2S) monitor uses an exhaust temperature model to determine when the HO2S heaters are cycled ON. The test fails when the inferred exhaust temperature is below a minimum calibrated value.


Engine not operating long enough prior to carrying out the key on engine running (KOER) self-test Exhaust system too cool

Monitor the HO2S heater PIDs to determine their ON/OFF state. DTC P1127 is present if the exhaust is not hot. Key On Engine Off


Continuous Memory

—


—

P115E - Throttle Actuator Control (TAC) Throttle Body Air Flow Trim at Max Limit Description: During idle, the powertrain control module (PCM) monitors the throttle angle and air flow. If the air flow is determined to be less than expected, the PCM adjusts the throttle angle to compensate. The air flow reduction is typically the result of sludge buildup around the throttle plate. This DTC indicates the PCM has reached the maximum allowed compensation and is no longer able to compensate for the buildup. Possible Causes:

Sludge around the throttle plate


Key On Engine Off


Continuous Memory

All

Install a new ETB. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls.

P117A - Engine Oil Over Temperature — Forced Limited Power Description:

Indicates the engine oil protection strategy is enabled when the engine oil temperature (EOT) reaches a predetermined level in the powertrain control module (PCM). The PCM then limits the engine RPMs until the EOT returns to normal.

Possible Causes:

Diagnostic Aids:

Engine overheating Low engine coolant Loaded weight is greater than the maximum vehicle weight rating. Refer to Owner's Literature for vehicle weight ratings.

This DTC is an informational DTC and may be set by an engine overheating concern. If the engine overheats, check the cooling system. Refer to the Workshop Manual Section 30303, Engine Cooling for cooling system diagnosis.

Application

Key On Engine Off

All



P1184 - Engine Oil Temperature (EOT) Sensor Out of Self-Test Range Description: Possible Causes:

Continuous Memory

Indicates the EOT signal was out of self-test range.

Damaged harness Damaged sensor Damaged harness connector

Diagnostic Aids: The engine should be at operating temperature before carrying out the self-test. Application

Key On Engine Off

All


Continuous Memory


P1227 - Wastegate Failed Closed (Over pressure) Description: Possible Causes:

Indicates that boost pressure is continuously higher than desired.


EGR valve MAF sensor SIP sensor Supercharger bypass actuator stuck closed Supercharger

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. Key On Engine Off


Continuous Memory

—

—

GO to Pinpoint Test KJ .

All

P1228 - Wastegate Failed Open (Under pressure) Description: Possible Causes:

Indicates that boost pressure is continuously lower than desired.


EGR valve MAF sensor SIP sensor Supercharger bypass actuator stuck open Supercharger

This DTC is informational only and it may be accompanied by other DTCs. Diagnose other DTCs first. Key On Engine Off


Continuous Memory

—

—

GO to Pinpoint Test KJ .

P1229 - Charge Air Cooler (CAC) Pump Driver Description:

This DTC sets when the powertrain control module (PCM) commands the supercharger CAC pump to operate but no current is detected.

Possible Causes:

Diagnostic Aids:

CAC pump motor open circuit CAC pump relay coil open Open circuit between the relay and pump CAC pump motor shorted Open circuit between the PCM and the relay Poor CAC pump ground connection

Check for voltage at the relay. Check the fuse in the voltage circuit. Check the ground connection of the CAC pump motor.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test KP .

P1233 - Fuel Pump Driver Module Disabled or Off Line Description: The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit from the fuel pump driver module (FPDM). With the key ON, engine OFF or key ON, engine running the FPDM continuously sends a duty cycle signal to the PCM through the FPM circuit. The test fails if the PCM stops receiving the duty cycle signal. Possible Causes:

Diagnostic Aids:

Application All

Inertia fuel shutoff (IFS) switch needs to be reset Open FPDM ground circuit Open circuit to FPDM PWR RLY Open FPDM PWR circuit Open or short FPM circuit (engine should start) Damaged IFS switch Damaged FPDM PWR RLY Damaged FPDM

The PCM expects to see one of the following duty cycle signals from the FPDM on the FPM circuit: 1) 50% (500 ms on, 500 ms off), all OK. 2) 25% (250 ms on, 750 ms off), FPDM did not receive a fuel pump (FP) duty cycle command from the PCM, or the duty cycle that was received was invalid. 3) 75% (750 ms on, 250 off), the FPDM detected a concern in the circuits between the FPDM and the fuel pump. Key On Engine Off


Continuous Memory

GO to Pinpoint Test KB .

P1234 - Fuel Pump Driver Module Disabled or Off Line Description: The powertrain control module (PCM) monitors the fuel pump monitor 2 (FPM2) circuit from the fuel pump driver module 2 (FPDM2). With the key ON, engine OFF or key ON, engine running the FPDM2 continuously sends a duty cycle signal to the PCM through the FPM2 circuit. The test fails if the PCM stops receiving the duty cycle signal.

Possible Causes:

Diagnostic Aids:

Inertia fuel shutoff (IFS) switch needs to be reset Open FPDM2 ground circuit Open circuit to FPDM2 PWR RLY Open FPDM2 PWR circuit Open or short FPM2 circuit (engine should start) Damaged IFS switch Damaged FPDM2 PWR RLY Damaged FPDM2

The PCM expects to see one of the following duty cycle signals from the FPDM2 on the FPM2 circuit: 1) 50% (500 ms on, 500 ms off), all OK. 2) 25% (250 ms on, 750 ms off), the FPDM2 did not receive a fuel pump (FP) duty cycle command from the PCM, or the duty cycle that was received was invalid. 3) 75% (750 ms on, 250 off), the FPDM2 detected a concern in the circuits between the FPDM2 and the fuel pump.

Application

Key On Engine Off

All


Continuous Memory


P1235 - Fuel Pump Control Out Of Range Description: This DTC indicates the fuel pump driver module (FPDM) detected an invalid or missing fuel pump (FP) duty cycle signal on the fuel pump control (FPC) circuit from the powertrain control module (PCM). The FPDM sends a message to the PCM through the fuel pump monitor (FPM) circuit, indicating this concern was detected. The PCM sets the DTC when the message is received. Possible Causes:

Diagnostic Aids:

Application

FPC circuit open or short Electronic throttle control (ETC) system concern. Check for ETC DTCs Damaged FPDM Damaged PCM

The FPDM sends a 25% duty cycle (250 ms on, 750 ms off) through the FPM circuit to the PCM while the concern is being detected by the FPDM. If the concern is no longer detected, the FPDM returns to sending an all OK (50% duty cycle) message to the PCM. For ETC applications, check if ETC DTC P2105 is present. An ETC system concern could cause DTC P1235, and should be diagnosed first. Key On Engine Off

All


Continuous Memory


P1236 - Fuel Pump Control Out Of Range Description: This DTC indicates the fuel pump driver module 2 (FPDM2) detected an invalid or missing fuel pump (FP) duty cycle signal on the fuel pump control (FPC) circuit from the powertrain

control module (PCM). The FPDM2 sends a message to the PCM through the fuel pump monitor 2 (FPM2) circuit, indicating this concern was detected. The PCM sets the DTC when the message is received. Possible Causes:

Diagnostic Aids:

FPC circuit open or short Damaged FPDM2 Damaged PCM

The FPDM2 sends a 25% duty cycle (250 ms on, 750 ms off) through the FPM2 circuit to the PCM while the concern is being detected by the FPDM2. If the concern is no longer detected, the FPDM2 returns to sending an all OK (50% duty cycle) message to the PCM.

Application

Key On Engine Off

All


Continuous Memory


P1237 - Fuel Pump Secondary Circuit Description: This DTC indicates that the fuel pump driver module (FPDM) detected a fuel pump secondary circuit concern. The FPDM sends a message to the powertrain control module (PCM) through the fuel pump monitor (FPM) circuit indicating this concern was detected. The PCM sets the DTC when the message is received. Possible Causes:

Diagnostic Aids:

Open or short FP PWR circuit Open FP RTN circuit to FPDM Open or short circuit in the fuel pump Locked fuel pump rotor Damaged FPDM

The FPDM sends a 75% duty cycle (750 ms on, 250 ms off) through the FPM circuit to the PCM while the concern is being detected by the FPDM. If the concern is no longer detected, the PCM returns to sending an all OK (50% duty cycle) message to the PCM. The FPDM controls pump speed by supplying a variable ground on the FP RTN circuit.

Application

Key On Engine Off

All


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P1238 - Fuel Pump Secondary Circuit Description: This DTC indicates the fuel pump driver module (FPDM2) detected a fuel pump secondary circuit concern. The FPDM2 sends a message to the powertrain control module (PCM) through the fuel pump monitor (FPM2) circuit, indicating this concern was detected. The PCM sets the DTC when the message is received. Possible Causes:

Open or short FP2PWR circuit Open FP2RTN circuit to FPDM2

Open or short circuit in the fuel pump Locked fuel pump rotor Damaged FPDM2

Diagnostic Aids:

Application

The FPDM2 sends a 75% duty cycle (750 ms on, 250 ms off) through the FPM2 circuit to the PCM while the concern is being detected by the FPDM2. If the concern is no longer detected, the PCM returns to sending an all OK (50% duty cycle) message to the PCM. The FPDM2 controls pump speed by supplying a variable ground on the FP2RTN circuit. Key On Engine Off

All


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P1244 - Alternator Load High Input Description:

Possible Causes:

The powertrain control module (PCM) monitors generator load from the generator/regulator in the form of frequency. The concern indicates the input is higher than the load should be in normal operation. The load input could be high when a battery short to ground exists.

Diagnostic Aids:

GENLI circuit short to voltage GENRC circuit short to voltage B+ open prior to start-up Open GENRC prior to start-up Open ILC prior to start-up Damaged PCM


Application

Key On Engine Off

All


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P1245 - Alternator Load Low Input Description:

Possible Causes:

The powertrain control module (PCM) monitors generator load from the generator/regulator in the form of frequency. The concern indicates the input is lower than the load should be in normal operation. The load input could be low when no generator output exists.

GENRC circuit short to ground GENLI circuit short to ground Open B+ wire during operation Low system voltage Broken generator belt Damaged generator/regulator assembly Damaged PCM

Diagnostic Aids:


Application

Key On Engine Off


All

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P1246 - Alternator Load Input Description:

Possible Causes:

The powertrain control module (PCM) monitors the generator load from the generator/regulator in the form of frequency. The frequency range is determined by the temperature of the voltage regulator, where 97% indicates a full load, and less than 6% indicates no load. GENLI circuit shorted to voltage or ground GENLI circuit open GENRC circuit shorted to power or ground GENRC circuit open ILC circuit shorted to voltage or ground ILC circuit open Battery-sense circuit open Generator drive mechanism Damaged generator/regulator assembly Damaged PCM


Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number. Key On Engine Off


All

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P1260 - Theft Detected, Vehicle Immobilized Description: Possible Causes: Diagnostic Aids: Application All

Indicates the passive anti-theft system (PATS) determined a theft condition existed and the engine is disabled. This DTC is a good indicator to check the PATS for DTCs.

Previous theft condition Anti-theft system failure

Theft indicator flashing rapidly or on solid when ignition switch is in the ON position. Check anti-theft system for DTCs. Key On Engine Off


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GO to Pinpoint Test QD .

P1270 - Engine RPM or Vehicle Speed Limiter Reached Description: Indicates the vehicle has been operated in a manner which caused the engine or vehicle to exceed a calibration limit. The engine RPM and vehicle speed are continuously monitored and evaluated by the powertrain control module (PCM). The DTC is set when the RPM or vehicle speed falls out of a calibrated range. For additional information on the engine RPM/vehicle speed limiter, refer to Section 1, Powertrain Control Software . Possible Causes:

Wheel slippage (water, ice, mud, and snow) Excessive engine RPM in NEUTRAL or operated in the wrong transmission gear Vehicle driven at a high rate of speed


The DTC indicates the vehicle was operated in a manner which caused the engine RPM or vehicle speed to exceed a calibrated limit. Key On Engine Off


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All

P1285 - Cylinder Head Over Temperature Condition Description: Indicates an engine overheat condition was sensed by the cylinder head temperature (CHT) sensor. Possible Causes:

Low engine coolant level Base engine concerns Engine cooling system concerns CHT sensor concern

Diagnostic Aids:

Application

On some applications when this fault occurs the engine temperature warning indicator illuminates or forces the temperature gauge to the full H (hot) zone. The warning indicator can be triggered by either grounding the engine temperature warning circuit when wired to the powertrain control module (PCM), or by sending a PCM network message to the instrument cluster. Key On Engine Off

All


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P1288 - Cylinder Head Temperature (CHT) Sensor Out of Self-Test Range Description: Possible

Indicates the CHT sensor is out of self-test range. The engine is not at a normal operating temperature.

Cold engine

Causes:

Diagnostic Aids:

Engine overheating Damaged harness connector Low engine coolant level Damaged CHT sensor

Bring the engine to operating temperature. If cold, repeat the self-test. If the engine overheats, check the cooling system. Refer to the Workshop Manual Section 303-03, Engine Cooling for cooling system diagnosis.

Application

Key On Engine Off

All


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P1289 - Cylinder Head Temperature (CHT) Sensor Circuit High Description: Possible Causes:

Indicates a CHT sensor circuit open.


Open CHT sensor circuit CHT sensor circuit short to voltage Damaged CHT sensor Improper harness connection

A CHT V PID reading of greater than 4.6 volts with key ON engine OFF, or during any engine operating mode, indicates a concern is present. Note: DTC P0118 may also be reported when this DTC is set. Either of these DTCs activate the MIL. Key On Engine Off

All


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P128A - Cylinder Head Temperature (CHT) Sensor Circuit Intermittent/Erratic Description: Possible Causes: Diagnostic Aids: Application All

Indicates the CHT circuit became intermittently open or shorted while the engine was running.

Damaged harness or connector Damaged sensor

Monitor the CHT on a scan tool. Look for sudden changes in the reading when the harness is wiggled or the sensor is tapped. Key On Engine Off


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P1290 - Cylinder Head Temperature (CHT) Sensor Circuit Low Description: Possible Causes:

Indicates a CHT sensor circuit short to ground. Grounded circuit in CHT harness Damaged CHT sensor Improper harness connection


A CHT V PID value reading of less than 0.2 volt with key ON engine OFF, or during any engine operating mode, indicates a concern is present. DTC P0117 may also be reported when this DTC is set. Either of these DTCs activates the malfunction indicator lamp (MIL). Key On Engine Off

All


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P1299 - Cylinder Head Over Temperature Protection Active Description:

Possible Causes:

Indicates an engine overheat condition was detected by the cylinder head temperature (CHT) sensor. A failure mode effects management (FMEM) strategy called fail-safe cooling was activated to cool the engine. Engine cooling system concerns Low engine coolant level Base engine concerns


Refer to Section 1, Powertrain Control Software , for more information on the fail-safe cooling strategy and cylinder head temperature sensor. Key On Engine Off

All


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P1336 - Crankshaft/Camshaft Sensor Range/Performance Description: Possible Causes:

The input signal to the powertrain control module (PCM) from the crankshaft position (CKP) sensor or the camshaft position (CMP) sensor is erratic.


Damaged CKP sensor Damaged CMP sensor Base engine concerns Harness concerns

Check the harness for routing, alterations, improper shielding, or electrical interference from other improperly functioning systems. Key On Engine Off


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All

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GO to Pinpoint Test JD .

P1397 - System Voltage Out Of Self -Test Range Description:


This DTC indicates that the 12-volt system voltage is too high or too low during the key on engine off (KOEO) or key on engine running (KOER) self-test. It sets if the system voltage falls below or exceeds the calibrated threshold at any time during the KOEO or KOER selftest.

Battery or charging system concern.

Make sure the battery voltage is between 11 and 18 volts before running a KOEO or KOER self-test.

Application

Key On Engine Off

All


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Refer to the Workshop Manual Section 414-00, Charging System to diagnose the charging system concern.

P1405 - Differential Pressure Feedback Sensor Upstream Hose Off or Plugged Description:

Possible Causes:

While driving, the exhaust gas recirculation (EGR) monitor commands the EGR valve closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the differential pressure feedback EGR (DPFE) sensor indicates EGR flow is in the negative direction.

Diagnostic Aids:

Application All

The upstream hose is disconnected The upstream hose is plugged (ice) Plugged or damaged EGR tube

Look for signs of water or icing in the hose. Verify the hose connection and routing (no excessive dips). Check the DPFE sensor for correct mounting and function. View the DPFEGR PID while applying and releasing vacuum directly to the sensor with a hand pump. Key On Engine Off


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P1406 - Differential Pressure Feedback Sensor Downstream Hose Off or Plugged Description: While driving, the exhaust gas recirculation (EGR) monitor commands the EGR valve

closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the differential pressure feedback EGR (DPFE) sensor continues to indicate EGR flow even after the EGR valve is commanded closed. Possible Causes:

Diagnostic Aids:

Downstream hose is disconnected Downstream hose is plugged (ice) Plugged or damaged EGR tube

Look for signs of water or icing in the hose. Verify the hose connection and routing (no excessive dips). Check the DPFE sensor for correct mounting and function. View the DPFEGR PID while applying and releasing vacuum directly to the sensor with a hand pump.

Application

Key On Engine Off

All


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P1408 - Exhaust Gas Recirculation (EGR) Flow Out of Self-Test Range (Non-MIL) Description:

Possible Causes:

This test is carried out during the key on engine running (KOER) on-demand self-test only. The EGR system is commanded on at a fixed engine speed. The test does not pass and the DTC is set when the measured EGR flow falls above or below the required calibration.

Diagnostic Aids:

Application

For electric EGR (EEGR) system, see possible causes for DTC P0400. For vacuum activated systems, see the possible causes for DTC P0401.

For EEGR, use the output state control function of the scan tool and monitor the manifold absolute pressure (MAP) PID and the EEGR PID (EGRMDSD) while commanding the EEGR on. If EGR is introduced into the engine at idle, the RPM drops or stalls out. For vacuum systems see diagnostic aids for DTC P0401. Key On Engine Off


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Vehicles With an Electric EGR (EEGR)

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All others

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P1409 - Exhaust Gas Recirculation (EGR) Vacuum Regulator Solenoid Circuit Description:

This test checks the electrical function of the EGR vacuum regulator solenoid. The

test fails when the EVR circuit voltage is either too high or too low when compared to the expected voltage range. The EGR system must be enabled for the test to be completed. Possible Causes:

EVR circuit open EVR circuit short to voltage or ground VPWR open to EGR vacuum regulator solenoid Damaged EGR vacuum regulator solenoid

The EGR vacuum regulator solenoid resistance is between 26 and 40 ohms.


Key On Engine Off




All others


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P1436 - A/C Evaporator Air Temperature Circuit Low Description: Indicates the A/CET signal input was less than the self-test minimum. The self-test minimum is 0.13 volts. Possible Causes: Diagnostic Aids:

A/CET circuit short to ground or SIG RTN Damaged A/CET sensor

The powertrain control module (PCM) sources a low current 5 volt reference on the A/CET circuit (this voltage can be measured with the sensor disconnected). As the A/C evaporator air temperature changes, the A/CET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the A/CET signal is detected below the selftest minimum, check for shorts to SIG RTN or ground which would pull the voltage low.

Application

Key On Engine Off

All


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P1437 - A/C Evaporator Air Temperature Circuit High Description: Indicates the A/CET signal input was greater than the self-test minimum. The self-test maximum is 4.5 volts. Possible Causes:

A/CET circuit open SIG RTN circuit open to A/CET sensor A/CET circuit short to voltage (VREF) Damaged A/CET sensor

Diagnostic Aids:

Application

The powertrain control module (PCM) sources a low current 5 volt reference on the A/CET circuit (this voltage can be measured with the sensor disconnected). As the A/C evaporator air temperature changes, the A/CET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the A/CET signal is detected above the selftest maximum, check for open circuits (A/CET or SIG RTN), which would cause the voltage to remain high. Although not as probable, also check for a short to voltage (VREF). Key On Engine Off


All

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P1443 - Evaporative Emission System Control Valve (Low/No Flow) Description: Possible Causes:

A fuel tank pressure change greater than minus (-) 7 inches of water in 30 seconds occurred with a purge, fuel vapor, flow at less than 0.02 lb/min (0.15 gm/s).


Blocked fuel vapor hose between the EVAP canister purge valve and the fuel tank pressure (FTP) sensor Blocked fuel vapor hose between the EVAP canister purge valve and the engine intake manifold Blocked vacuum hose between the EVAP canister purge valve solenoid and the engine intake manifold EVAP canister purge valve mechanically stuck closed

Check for blockages between the fuel tank, the EVAP canister purge valve, and the engine intake manifold. Check for obstructions in the EVAP canister purge valve diaphragm and ports. Key On Engine Off


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All

P1450 - Unable to Bleed Up Fuel Tank Vacuum Description:

Possible Causes:

Monitors the fuel vapor vacuum and pressure in the fuel tank. System failure occurs when the evaporative emission (EVAP) running loss monitor detects excessive fuel tank vacuum with the engine running, but not at idle.

Blockages or kinks in the EVAP canister tube or EVAP canister purge outlet tube between the fuel tank, the EVAP canister purge valve and the EVAP canister Fuel filler cap stuck closed, preventing vacuum relief Contaminated fuel vapor elbow on the EVAP canister Restricted EVAP canister CV solenoid stuck partially or fully open Plugged CV solenoid filter EVAP canister purge valve stuck open

Diagnostic Aids:

VREF circuit open in the harness near the fuel tank pressure (FTP) sensor, the FTP sensor or the powertrain control module (PCM) Damaged FTP sensor

Visually inspect the EVAP canister inlet port, CV solenoid filter, and canister vent hose assembly for contamination or debris. Check EVAP canister purge valve for vacuum leak.

Application All

Key On Engine Off


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P1451 - Evaporative Emission System Vent Control Circuit Description: Monitors the canister vent (CV) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by powertrain control module (PCM) command. Possible Causes:

Diagnostic Aids:

VPWR circuit open CV solenoid circuit short to PWR GND or CHASSIS GND Damaged CV solenoid CV solenoid circuit open CV solenoid circuit short to VPWR

To verify normal functioning, monitor the evaporative emission (EVAP) CV solenoid signal PID EVAPCV and the signal voltage on the PCM control side. With the valve open, the EVAPCV PID indicates 0% duty cycle and a voltage approximately equal to battery voltage. When the valve is commanded fully closed, the EVAPCV PID indicates 100% duty cycle, and a minimum voltage drop of 4 volts is normal. Output test mode may be used to switch the output on and off to verify function.

Application

Key On Engine Off


All

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P1460 - Wide Open Throttle A/C Cutout Circuit Description: Monitors the A/CCR circuit output from the powertrain control module (PCM). The test fails when the PCM grounds the A/CCR circuit, excessive current draw is detected on the A/CCR circuit; or, with the A/CCR circuit not grounded by the PCM, voltage is not detected on the A/CCR circuit (the PCM expects to detect VPWR voltage coming through the A/CCR relay coil to the A/CCR circuit). Possible Causes:

Open or short A/CCR circuit Damaged A/CCR relay Open VPWR circuit to the A/CCR relay

Diagnostic Aids:

Application

The A/CCR control circuit can be monitored using the WACF and WAC PID. When the WACF PID reads YES, a concern is present. An open circuit or short to ground can only be detected when the PCM is not grounding the circuit. A short to voltage can only be detected when the PCM is grounding the circuit. During the key ON engine OFF (KOEO) and the key OFF engine running (KOER) self-test, the WAC circuit is cycled on and off. Verify the A/C and the defrost were off during KOEO and KOER self-test (Check the A/CCS PID to verify). If the vehicle is not equipped with A/C, ignore DTC P1460. Key On Engine Off

All


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P1461 - A/C Pressure Sensor Circuit High Description:

The A/CP sensor inputs a voltage to the PCM. If the voltage is above a calibrated level the DTC sets.

Possible Causes:

Diagnostic Aids:

A/CP sensor circuit short to PWR A/CP circuit open A/CP circuit short to VREF Damaged A/CP sensor

Verify a VREF voltage between 4 and 6 volts.

Application

Key On Engine Off

All


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P1462 - Air Conditioning Pressure (A/CP) Sensor Low Voltage Detected Description:

Possible Causes:

The A/CP sensor inputs a voltage to the powertrain control module (PCM). If the voltage is below the calibrated level the DTC sets. The A/CP sensor inputs a voltage to the PCM. If the voltage is below the calibrated level the DTC sets.


A/CP circuit short to GND or SIGRTN VREF circuit open Open A/CP circuit Damaged A/CP sensor

Verify a VREF voltage between 4 and 6 volts. Key On Engine Off


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All


P1463 - Air Conditioning Pressure Sensor (A/CP) Insufficient Pressure Change Description:

Possible Causes:

Each time the A/C clutch engages, the powertrain control module (PCM) is looking for a pressure change in the refrigerant. If the change in pressure is outside of the calibration the DTC sets.

Diagnostic Aids:

A/C system mechanical failure Open ACP or VREF circuit A/C sensor damaged A/C system electrical failure A/C clutch always engaged

Verify the A/C system function, including refrigerant charge. Refer to the Workshop Manual Section 412-00, Climate Control System.

Application

Key On Engine Off


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All

P1464 - A/C Demand Out Of Self-Test Range Description: Possible Causes:

The diagnostic trouble code (DTC) sets when the powertrain control module (PCM) receives a request for A/C during the self-test.

Diagnostic Aids:

If the A/C or defrost was on during self-test, turn the A/C or defrost off and repeat the selftest. An A/C request to the PCM may come through the communication link or on a dedicated hardwire circuit from the A/C switch.

Application All

A/C or defrost on during self-test A/CCS circuit short to voltage Damaged A/C demand switch Damaged WAC relay

Key On Engine Off


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P1469 - Rapid A/C Cycling Description: Indicates frequent A/C compressor clutch cycling. Possible

Mechanical A/C system concern (such as low refrigerant charge, damaged A/C

Causes:

Diagnostic Aids:

Application

cycling switch) Intermittent open between the cycling pressure switch and the powertrain control module (PCM) Intermittent open in the IGN RUN circuit to cycling pressure switch (if applicable)

This test is designed to protect the transmission. In some strategies, the PCM unlocks the torque converter during A/C clutch engagement. If a concern is present that results in frequent A/C clutch cycling, damage could occur if the torque converter is cycled at these intervals. This test detects this condition, sets the DTC and prevents the torque converter from excessive cycling. Key On Engine Off


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All

P1474 - Fan Control Primary Circuit Description: Monitors the LFC primary circuit output from the powertrain control module (PCM). The test fails if the PCM grounds the LFC circuit, excessive current draw is detected on the LFC circuit, or with the LFC circuit not grounded by the PCM, voltage is not detected on the LFC circuit (the PCM expects to detect VPWR voltage coming through the. Possible Causes:

Diagnostic Aids:

Open or short LFC circuit Open VPWR circuit to the low speed FC relay Damaged low speed FC relay

When the LFCF PID reads YES, a concern is currently present. An open circuit or short to ground can only be detected when the PCM is not grounding the LFC circuit. A short to voltage can only be detected when the PCM is grounding the LFC circuit. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the LFC circuit is cycled on and off.

Application

Key On Engine Off


All

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P1477 - Additional Fan Relay Circuit Description: Monitors the MFC primary circuit output from the powertrain control module (PCM). The test fails if the MFC output commanded on (grounded), excessive current draw is detected on the MFC circuit or, with the MFC circuit commanded off, voltage is not detected on the MFC circuit (the PCM expects to detect IGN START/RUN voltage through the medium speed FC relay coil to the MFC circuit). Possible

Open or short MFC circuit

Causes:

Diagnostic Aids:

Open IGN START/RUN circuit to the medium speed FC relay Damaged medium speed FC relay

When the MFCF PID reads YES, a concern is currently present. An open circuit or short to ground can only be detected when the PCM is not grounding the MFC circuit. A short to voltage can only be detected when the PCM is grounding the MFC circuit. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the MFC circuit is cycled on and off. When using output test mode on a scan tool, and commanding the low speed fan on, the PCM also activates the medium speed fan output.

Application

Key On Engine Off

All


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P1479 - High Fan Control Primary Circuit Description: Monitors the HFC primary circuit output from the powertrain control module (PCM). The test fails if the HFC output commanded on (grounded), excessive current draw is detected on the HFC circuit or, with the HFC circuit commanded off, voltage is not detected on the HFC circuit (the PCM expects to detect VPWR voltage through the high speed FC relay coil to the HFC circuit). Possible Causes:

Diagnostic Aids:

Application

Open or short HFC circuit Open VPWR circuit to the high speed FC relay Damaged high speed FC relay

When the HFCF PID reads YES, a concern is currently present. An open circuit or short to ground can only be detected when the PCM is not grounding the HFC circuit. A short to voltage can only be detected when the PCM is grounding the HFC circuit. During the key on engine off (KOEO) and key on engine running (KOER) self-test, the HFC circuit is cycled on and off. Key On Engine Off

All


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P1489 - PCV Heater Control Circuit Description: Possible Causes:

This DTC sets when the powertrain control module (PCM) detects a positive crankcase ventilation (PCV) heater circuit failure.

Open or shorted PCV circuit Damaged PCV heater assembly

Diagnostic Aids:

Make sure the PCV valve is correct for the engine application and the PCV heater circuit is properly connected.

Application

Key On Engine Off

All


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GO to Pinpoint Test HG .

P1500 - Vehicle Speed Sensor (VSS) Description:

Possible Causes:

Indicates the VSS input signal was intermittent. This DTC is set when a VSS concern interferes with other on-board diagnostics (OBD) tests, such as the catalyst efficiency monitor, the EVAP monitor or the HO2S monitor.


Intermittent VSS connections Intermittent open in the VSS harness circuit(s) Intermittent short in VSS harness circuit(s) Damaged VSS

Check the wiring, connector, and sensor for damage. Key On Engine Off


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F-Super Duty






All others


P1501 - Vehicle Speed Sensor (VSS) Out of Self-Test Range Description:

Possible Causes:

Indicates the VSS input signal is out of self-test range. If the powertrain control module (PCM) detects a VSS input signal any time during the selftest, DTC P1501 is set and the test aborts.

Noise on the VSS input signal from the radio frequency interference/electro magnetic interference (RFI/EMI) External sources, such as ignition wires, the charging circuit or aftermarket equipment

Verify the VSS input is 0 km/h (0 mph) when the vehicle transmission is in PARK.


Key On Engine Off


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F-Super Duty



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All others



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P1502 - Vehicle Speed Sensor (VSS) Intermittent Description:

Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the VSS, transfer case speed sensor (TCSS) or anti-lock brake system (ABS) control module. This DTC is set the same way as P0500. However, it is intended to flash the transmission control indicator lamp (TCIL) for first time VSS circuit error/malfunctions.

Possible Causes:


Diagnostic Aids:


Application

Key On Engine Off

F-Super Duty Vehicles with an automatic transmission and output shaft speed (OSS) sensor DTCs


Continuous Memory

GO to Pinpoint Test DF . Refer to the Workshop Manual Section 307-01, Automatic Transmission.

All others

P1504 - Idle Air Control (IAC) Circuit



This DTC is set when the powertrain control module (PCM) detects an electrical load failure on the IAC output circuit.

IAC circuit open VPWR to IAC solenoid open IAC circuit short to voltage IAC circuit short to GND Damaged IAC valve


Key On Engine Off


All

Continuous Memory


P1506 - Idle Air Control (IAC) Overspeed Error Description: Possible Causes:



IAC circuit short to GND Damaged IAC valve IAC valve stuck open Intake air leak after throttle body Vacuum leaks Failed EVAP system



All

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P1507 - Idle Air Control (IAC) Underspeed Error Description: Possible Causes:


IAC circuit open Air inlet is plugged Damaged or incorrect IAC valve IAC valve stuck closed VPWR to IAC solenoid open IAC circuit short to voltage



All


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P1512 - Intake Manifold Runner Control (IMRC) Stuck Closed (Bank 1) Description: Possible Causes:

This DTC is set when the vacuum actuated IMRC is commanded open, but the IMRC monitor indicates closed.


IMRC monitor circuit open Suspect IMRC solenoid Mechanical concern - bind, seize, damage, or obstruction of IMRC hardware

Monitor the IMRC and IMRCM PIDs. The IMRCM state should change when the IMRC is commanded open or closed. Key On Engine Off


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All


This DTC is set when the vacuum actuated IMRC is commanded open, but the IMRC monitor indicates closed.


IMRC monitor circuit open Suspect IMRC solenoid Mechanical concern - bind, seize, damage, or obstruction of IMRC hardware



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P1516 - Intake Manifold Runner Control (IMRC) Input Error (Bank 1) Description:

The IMRC system is monitored for failure during continuous or key on engine off (KOEO) self-test. Each DTC distinguishes the corresponding failed bank for IMRC actuator assemblies with dual monitor switches. The test fails when the signal is outside an

expected calibrated range. Possible Causes: Diagnostic Aids:

Monitor the IMRC and IMRCM PIDs. The IMRCM state should change when the IMRC is commanded open or closed.

Application All

Mechanical concern - bind, seize, damage, or obstruction of IMRC hardware

Key On Engine Off


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P1517 - Intake Manifold Runner Control (IMRC) Input Error (Bank 2) Description:


The IMRC system is monitored for failure during continuous or key on engine off (KOEO) self-test. Each DTC distinguishes the corresponding failed bank for IMRC actuator assemblies with dual monitor switches. The test fails when the signal is outside an expected calibrated range.




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P1518 - Intake Manifold Runner Control (IMRC) Stuck Open Bank 1 Description: Possible Causes: Diagnostic Aids: Application All

This DTC is set when the electrically actuated IMRC is commanded closed, but the IMRC monitor indicates open.

IMRC monitor signal circuit shorted to PWR GND or SIG RTN Damaged IMRC actuator


Key On Engine Running GO to Pinpoint Test HU .

P1519 - Intake Manifold Runner Control (IMRC) Stuck Closed Bank 1

Continuous Memory

Description:

This DTC is set when the electrically actuated IMRC is commanded open, but the IMRC monitor indicates closed.

Possible Causes:

Diagnostic Aids:

IMRC monitor circuit open IMRC control circuit open IMRC monitor circuit short to VREF IMRC monitor return circuit open Damaged IMRC actuator IMRC VPWR circuit open


Application

Key On Engine Off


All

Continuous Memory


P151A - Intake Manifold Runner Controller Performance Description:

Possible Causes:

The intake manifold runner control (IMRC) system is monitored for failures. The test fails when the system detects a loss of bi-directional communication or signal(s) between the PCM and the IMRC solenoid.


IMRC control circuit open Mechanical concern - bind, seize, damage, or obstruction of IMRC hardware IMRC control circuit short to voltage IMRC VPWR circuit open IMRC GND circuit open Damaged IMRC actuator

View the IMRCF PID to monitor for a fault. Key On Engine Off


All

Continuous Memory


P1520 - Intake Manifold Runner Control (IMRC) Circuit Description: Possible Causes: Diagnostic Aids:

This DTC indicates a failure in the IMRC primary control circuit.

IMRC control circuit open


Application

Key On Engine Off

All


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P1537 - Intake Manifold Runner Control (IMRC) Stuck Open (Bank 1) Description:

This DTC is set when the vacuum actuated IMRC is commanded closed, but the IMRC monitor indicates open.

Possible Causes:

Diagnostic Aids:

IMRC monitor signal circuit shorted to PWR GND or SIG RTN Damaged IMRC solenoid Blocked vacuum hoses


Application

Key On Engine Off

All


Continuous Memory


P1538 - Intake Manifold Runner Control (IMRC) Stuck Open (Bank 2) Description:

This DTC is set when the vacuum actuated IMRC is commanded closed, but the IMRC monitor indicates open.

Possible Causes:

Diagnostic Aids:

IMRC monitor signal circuit shorted to PWR GND or SIG RTN Damaged IMRC solenoid Blocked vacuum hoses


Application

Key On Engine Off

All


Continuous Memory


P1548 - Engine Air Filter Restriction Description:

Possible Causes:

The powertrain control module (PCM) monitors the manifold absolute pressure (MAP) at various engine speeds during wide open throttle (WOT) operation, and compares the information to a calibrated value. If the air flow is out of range, the DTC is set.

Intake air restriction Clogged air filter

Diagnostic Aids:

If this DTC is set, inspect the intake air system and replace the air filter if no obstructions are found.

Application

Key On Engine Off

All


Continuous Memory

REFER to the Workshop Manual Section 303-12.

P1549 - Intake Manifold Communication Control (IMCC) Circuit (Bank 1) Description:

Possible Causes:

The IMCC or intake manifold tuning (IMTV) system is monitored for failure during continuous or key on engine off (KOEO) self-test. The test fails when the powertrain control module (PCM) detects a concern with the IMTV output circuit.

Diagnostic Aids:

An IMTV fault PID (IMTVF) displaying YES may indicate a fault.

Application All

Open IMTV circuit Open VPWR circuit Shorted IMTV circuit Damaged IMTV

Key On Engine Off


Continuous Memory


—


P1550 - Power Steering Pressure (PSP) Sensor Out of Self-Test Range Description:

Possible Causes:

The PSP sensor input signal to the powertrain control module (PCM) is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range.


Steering wheel not turned during self-test. PSP sensor or circuit damaged Power steering concern

The DTC indicates the PSP sensor is out of self-test range. Key On Engine Off


Continuous Memory



—

P1565 - Speed Control Command Switch Out Of Range High





P1566 - Speed Control Command Switch Out Of Range Low Description: Possible Causes:




P1567 - Speed Control Output Circuit Description: Possible Causes:




P1568 - Speed Control Unable to Hold Speed Description: Possible Causes:




P1572 - Brake Pedal Switch Circuit Description: Indicates the brake input rationality test for brake pedal position (BPP) and brake pressure switch (BPS) has failed. One or both inputs to the powertrain control module (PCM) did not change state when expected. On some vehicles with stability assist, the BPP switch is connected to the anti-lock brake system (ABS) module and the ABS generates a driver brake application (DBA) signal, which is then sent to the PCM. Possible Causes:


Misadjusted brake switches, BPP or BPS Blown fuse Damaged BPP switch Damaged BPS switch Open or short in the BPP circuit Open or short in the DBA circuit Open or short in the BPS circuit

DTC P1572 is set when the PCM does not sense the proper sequence of the brake pedal input signal from both the BPP and BPS switches when the brake pedal is pressed and released. Key On Engine Off


Continuous Memory

—

—


All

P1582 - Electronic Throttle Monitor Data Available Description:

Indicates the actuation of restraint deployment, and the availability of electronic throttle monitor data.


This DTC indicates the actuation of the restraint deployment system. Do not install a new powertrain control module (PCM), because there is no concern indicated. Key On Engine Off

All


Continuous Memory


P1633 - Keep Alive Power (KAPWR) Voltage Too Low Description: Possible Causes:

Indicates the KAPWR circuit has experienced a voltage interrupt.

Open KAPWR circuit Intermittent KAPWR

Diagnostic Aids:

Loss of KAPWR to the powertrain control module (PCM) results in immediate malfunction indicator lamp (MIL) illumination and DTC P1633.

Application

Key On Engine Off

All


Continuous Memory


P1635 - Tire/Axle Ratio Out of Acceptable Range Description:

This DTC indicates the tire and axle information contained in the vehicle ID block (VID) does not match the vehicle hardware.

Possible Causes:

Diagnostic Aids:

Incorrect tire size Incorrect axle ratio Incorrect VID configuration parameters

Using the scan tool, view the tire and axle parameters within the VID. They must match the vehicle hardware.

Application

Key On Engine Off

All


Continuous Memory


P1636 - Inductive Signature Chip Communication Error Description: Possible Causes:

Indicates the powertrain control module (PCM) has lost communication with the inductive signature chip. Damaged PCM


Key On Engine Off


Continuous Memory

DTC P1636 indicates the PCM has lost communication with the inductive signature chip. Install a new PCM. Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P1639 - Vehicle ID (VID) Block Corrupted, Not Programmed Description: Possible

This DTC indicates the VID block is not programmed or the information within is corrupt.

New powertrain control module (PCM)

Causes:

Diagnostic Aids:

Incorrect PCM Incorrect VID configuration

Program the PCM to the most recent calibration available.

Application

Key On Engine Off

All


Continuous Memory

The VID block must programmed. Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) .

P1640 - Powertrain DTCs Available in Another Module Description:

Vehicles using a secondary engine control module can request that the powertrain control module (PCM) illuminates the malfunction indicator lamp (MIL) when a failure occurs which affects emissions.

Possible Causes:

DTCs stored in a secondary module, which requested the MIL to be turned on


Key On Engine Off


Continuous Memory


P1641 - Fuel Pump Primary Circuit For Vehicles Equipped With a FPDM Description:

See the description for DTC P1235/P1236.

Possible Causes:

See the possible causes for DTC P1235/P1236.

Diagnostic Aids:

See the diagnostic aids for DTC P1235/P1236.



Possible Causes:


Diagnostic Aids:


Application


Vehicles Equipped With a FPDM


All others


P1650 - Power Steering Pressure (PSP) Switch Out of Self-Test Range Description:

Possible Causes:

In the key on engine off (KOEO) self-test, this DTC indicates the PSP input to the powertrain control module (PCM) is high. In the key on engine running (KOER) self-test, this DTC indicates the PSP input did not change state.

Diagnostic Aids:

Check if the vehicle was towed or a power steering repair was carried out. Observe the PSP V PID while checking the wires for intermittent concerns.

Application All

The steering wheel must be turned during KOER self-test PSP switch/shorting bar damaged SIG RTN circuit open PSP circuit open or shorted to SIGRTN

Key On Engine Off


Continuous Memory

GO to Pinpoint Test FF .


—

P1651 - Power Steering Pressure (PSP) Switch Input Description:

Possible Causes:

The powertrain control module (PCM) counts the number of vehicle speed transitions from 0 to a calibrated speed. After a calibrated number of speed transitions, the PCM expects the PSP input to change. This DTC is set if the transition is not detected.


Vehicle towed with the engine running The power steering hydraulic concern was repaired but the DTC was not erased PSP switch/shorting bar damaged SIG RTN circuit open PSP circuit open or shorted to SIGRTN

Check if the vehicle was towed or a power steering repair was carried out. Observe the PSP V PID while checking the wires for intermittent concerns. Key On Engine Off


Continuous Memory

—

—


All

P1674 - Control Module Software Corrupted Description: Possible

Indicates an error occurred in the powertrain control module (PCM). This DTC is set in combination with P2105.

Software incompatibility issue

Causes: Diagnostic Aids:

Damaged PCM

Verify the PCM is at the latest calibration level.

Application

Key On Engine Off


Continuous Memory

—

—


All

P1703 - Brake Switch Out of Self-Test Range Description:

Possible Causes:

Indicates that during the key on engine off (KOEO) self-test, the brake pedal position (BPP) signal was high, or during the key on engine running (KOER) self-test, the BPP signal did not cycle high and low.

Diagnostic Aids:

Open or short in the BPP circuit Open or short in the stoplamp circuits Concern in module(s) connected to the BPP circuit Damaged brake switch Misadjusted brake switch

Check for correct function of the stoplamps. Using the scan tool, check the BPP PID. The stoplamps and PID should toggle on and off with brake pedal activation.

Application

Key On Engine Off

Freestar/Monterey,

Verify the brake pedal was applied and released during the KOER self-test. For additional concerns, refer to the Workshop Manual Section 417-01, Exterior Lighting.

Town Car Expedition, Navigator


Continuous Memory

Verify the brake pedal was applied and released during the KOER self-test. For additional concerns, refer to the Workshop Manual Section 206-09, Anti-Lock Control.

All others


P1705 - Transmission Range Sensor Out of Self-Test Range Description: Possible Causes:

The transmission range circuit is not indicating PARK/NEUTRAL during self-test.

Gear selector not in PARK/NEUTRAL

Diagnostic Aids: Verify the gear selector is in PARK/NEUTRAL. Application All

Key On Engine Off


Continuous Memory


P1709 - Park/Neutral Position (PNP) Switch Out of Self-Test Range Description:

This DTC indicates that the voltage is high when it should be low.

Possible Causes:

PNP/CPP circuit short to PWR Damaged PNP or CPP switch PNP/CPP circuit open in the SIGRTN

Diagnostic Aids: When activating either the PNP or CPP switch, the voltage should cycle from 5 volts to low. Application

Key On Engine Off

All


Continuous Memory


P1729 - 4x4L Switch Description:


The 4x4L switch is an on/off switch. If the powertrain control module (PCM) does not sense appropriate voltage when the switch is cycled on and off, a DTC sets for mechanical shift on the fly systems.

The 4x4L harness between the PCM and the 4x4L switch is open or shorted Damaged 4x4L switch

Verify the 4x4L switch cycles on/off. Key On Engine Off


Continuous Memory

Refer to the Workshop Manual Section 308-07A, Four-Wheel Drive Systems.

P1780 - Transmission Control Switch (TCS) Out of Self-Test Range Description: Possible Causes:

During key on engine running (KOER) self-test the TCS must be cycled, or a DTC is set.

TCS not cycled during the self-test. TCS circuit short or open Damaged TCS switch

Diagnostic Aids: Verify the TCS switch cycles on/off. Application All

Key On Engine Off

Key On Engine Running GO to Pinpoint Test TB .

Continuous Memory

P1781 - 4x4L Switch Out of Self-Test Range Description:

The 4x4L switch is an on/off switch. If the powertrain control module (PCM) does not sense low voltage when the switch is on, the DTC sets.


4x4L harness open or shorted Damaged electronic shift module

Verify the 4x4L switch cycles on/off.

Application All

Key On Engine Off


Continuous Memory


P17xx Description: Possible Causes:



All


P18xx Description: Possible Causes:


Key On Engine Off


Continuous Memory


P1900 - Output Shaft Speed (OSS) Sensor Circuit Intermittent Description:

The OSS sensor signal to the powertrain control module (PCM) is irregular or interrupted.

Possible Causes:

Diagnostic Aids:

Harness connector not properly seated Harness intermittently shorted or open Harness connector damaged OSS sensor damaged, or not installed properly

Verify harness and connector integrity. Verify proper installation of the OSS sensor.

Application

Key On Engine Off

Manual transmission


Continuous Memory


All others


P1901 - Turbine Shaft Speed (TSS) Sensor Circuit Intermittent Description:

The TSS sensor signal to the powertrain control module (PCM) is irregular or interrupted.

Possible Causes:

Harness connector not properly seated Harness intermittently shorted or open Harness connector damaged TSS sensor damaged or not installed properly

Diagnostic Aids: Verify harness and connector integrity. Verify proper installation of the TSS sensor. Application

Key On Engine Off

All


Continuous Memory


P2004 - Intake Manifold Runner Control (IMRC) Stuck Open (Bank 1) Description: Possible Causes:

This DTC is set when the IMRC is commanded closed, but the IMRC monitor indicates open. This DTC replaces P1518 and P1537.


IMRC monitor signal circuit shorted to PWR GND or SIG RTN Damaged IMRC actuator or solenoid Blocked vacuum hoses


Key On Engine Running GO to Pinpoint Test HU .

Continuous Memory

P2005 - Intake Manifold Runner Control (IMRC) Stuck Open (Bank 2) Description: Possible Causes:

This DTC is set when the IMRC is commanded closed, but the IMRC monitor indicates open. This DTC replaces P1538.

Diagnostic Aids:

IMRC monitor signal circuit shorted to PWR GND or SIG RTN Damaged IMRC actuator or solenoid Damaged PCM Blocked vacuum hoses

An IMRCM PID reading near approximately 1 volt at closed throttle may indicate a fault.

Application

Key On Engine Off

All


Continuous Memory



This DTC is set when the IMRC is commanded open, but the IMRC monitor indicates closed. This DTC replaces P1512 and P1519.


IMRC monitor circuit open IMRC control circuit open IMRC monitor circuit short to VREF Damaged IMRC actuator or solenoid


All


Continuous Memory



This DTC is set when the IMRC is commanded open, but the IMRC monitor indicates closed. This DTC replaces P1513.

Diagnostic

IMRC monitor circuit open IMRC control circuit open IMRC monitor circuit short to VREF Damaged IMRC actuator or solenoid

Monitor the IMRC and IMRCM PIDs. The IMRCM state should change when the IMRC is

Aids:

commanded open or closed.

Application

Key On Engine Off


All

Continuous Memory


P2008 - Intake Manifold Runner Control (IMRC) Circuit Open (Bank 1) Description:

This DTC indicates a failure in the IMRC primary control circuit. This DTC replaces P1520.


IMRC control circuit open


Application

Key On Engine Off

All


Continuous Memory


P2014 - Intake Manifold Runner Position Sensor/Switch Circuit (Bank 1) Description: The intake manifold runner control (IMRC) system is monitored for failure during continuous or key on engine off (KOEO) self-test. Each DTC distinguishes the corresponding failed bank for IMRC actuator assemblies with dual monitor switches. The test fails when the signal on the monitor pin is outside an expected calibrated range. This DTC replaces P1516. Possible Causes: Diagnostic Aids: Application All

IMRC monitor circuit open Mechanical concern - bind, seize, damage or obstruction of IMRC hardware



Continuous Memory


P2015 - Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance (Bank 1) Description:

The intake manifold runner control (IMRC) system is monitored for failures. Each DTC distinguishes the corresponding failed bank. The test fails when the system detects the presence of a broken or persistently out of range linkage.

Possible Causes:



Key On Engine Off

All


Continuous Memory


P2019 - Intake Manifold Runner Position Sensor/Switch Circuit (Bank 2) Description: The intake manifold runner control (IMRC) system is monitored for failure during continuous or key on engine off (KOEO) self-test. Each DTC distinguishes the corresponding failed bank for IMRC actuator assemblies with dual monitor switches. The test fails when the signal on the monitor pin is outside an expected calibrated range. This DTC replaces P1517. Possible Causes: Diagnostic Aids:

IMRC monitor circuit open Mechanical concern - bind, seize, damage or obstruction of IMRC hardware


Application

Key On Engine Off

All


Continuous Memory


P2020 - Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance (Bank 2) Description:





All


P2065 - Fuel Level Sensor B Circuit Description:

Fuel level information is sent to the powertrain control module (PCM) on the communication link.

Possible Causes:


Communication link concern Damaged instrument cluster Damaged smart junction box (SJB) Damaged PCM

Refer to the Workshop Manual Section 413-01, Instrument Cluster for fuel level indicator diagnosis. Key On Engine Off


Continuous Memory


P2066 - Fuel Level Sensor B Circuit Range/Performance Description:


Possible Causes:


Diagnostic Aids:


Application All

Key On Engine Off


Continuous Memory


P2067 - Fuel Level Sensor B Circuit Low Description:


Possible Causes:


Diagnostic Aids:


Application All

Key On Engine Off


Continuous Memory


P2068 - Fuel Level Sensor B Circuit High

Description:


Possible Causes:


Diagnostic Aids:


Application

Key On Engine Off

All


Continuous Memory


P2070 - Intake Manifold Tuning Valve (IMTV) Stuck Open Bank 1 Description:



IMTV signal circuit shorted to PWR GND or SIG RTN Damaged IMRC actuator

An IMTVM PID reading may indicate a fault. Key On Engine Off


Continuous Memory

—



All

P2071 - Intake Manifold Tuning Valve (IMTV) Stuck Closed Bank 1 Description:

Possible Causes:



IMTV signal circuit shorted to PWR GND or SIG RTN Damaged IMRC actuator IMTV circuit open

An IMTVM PID reading may indicate a fault. Key On Engine Off


Continuous Memory

—



P2072 - Throttle Actuator Control (TAC) System - Ice Breakage Description: This DTC only identifies that the strategy has carried out several open and close cycles to remove potential ice build up. This DTC does not imply any system concerns, only that the mode has occurred, and that mode may be causing a long start time. Possible Causes: Diagnostic Aids:

Application

Ice or oil in the intake air system could be the result of a positive crankcase ventilation (PCV) system concern

Check the PCV system for evidence of water or ice. Disconnect the intake air fresh air plenum from the throttle body. Check for water or oily residue at the PCV fresh air port. Disconnect the tube at the valve cover and check the tube for ice obstruction/ice. Start the engine and, to check the PCV system, place a piece of cardboard on the crankcase vent in the rocker cover. If the cardboard is held on the crankcase vent and fumes are not exiting, reconnect the tube to the valve cover and the intake air port. If the test passes, the PCV system is OK. If the cardboard is not held in place, turn off the engine and check the PCV valve side of the system for ice or obstruction and repair as necessary. If no obstruction is found there, isolate and repair any obstruction in the intake manifold connection. If no obstruction is found there, make sure the PCV coolant heater is functional and repair as necessary. If no concern is present, make sure the PCV valve is allowing the proper vacuum flow and repair as necessary. Key On Engine Off

All


Continuous Memory


P2100 - Throttle Actuator Control (TAC) Motor Circuit/Open Description: Possible Causes:

A powertrain control module (PCM) fault flag is set indicating the motor circuit is open. May require cycling the key.


TAC motor has an open winding TAC motor is damaged TAC motor harness is open TAC motor harness is short to PWR TAC motor harness circuits are short together TAC motor harness connector is unplugged

A TAC motor circuit PID reading may indicate a concern, if available. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DV .

Continuous Memory

P2101 - Throttle Actuator Control (TAC) Motor Range/Performance Description: Possible Causes: Diagnostic Aids: Application

A powertrain control module (PCM) fault flag is set indicating the motor circuit is open, and may require cycling the key.

TAC motor circuits are cross-wired


All


Continuous Memory


P2104 - Throttle Actuator Control (TAC) System - Forced Idle Description:

The TAC system is in the failure mode effects management (FMEM) mode of forced idle.


This DTC is an informational DTC and may be set in combination with a number of other DTCs which are causing the FMEM. Diagnose other DTCs first. Key On Engine Off

All


Continuous Memory


P2105 - Throttle Actuator Control (TAC) System - Forced Engine Shutdown Description:

The TAC system is in the failure mode effects management (FMEM) mode of forced engine shutdown.



Key On Engine Running GO to Pinpoint Test QE .

P2106 - Throttle Actuator Control (TAC) System - Forced Limited Power

Continuous Memory

Description:

The TAC system is in the failure mode effects management (FMEM) mode of forced limited power. This DTC indicates the FMEM action is in effect due to a concern in an electronic throttle control (ETC) related component or module.


This DTC is an informational DTC and may be set in combination with a number of other DTCs which are causing the FMEM. Diagnose other DTCs first. Do not install a new electronic throttle body (ETB) for this DTC. Key On Engine Off

All


Continuous Memory


P2107 - Throttle Actuator Control (TAC) Module Processor Description:

Possible Causes:

The electronic throttle control (ETC) area of the powertrain control module (PCM) failed the self-test. The concern could be the result of an incorrect throttle position (TP) command, or TAC motor wires shorted together.


TAC motor wire shorted together TAC motor circuit wires short to PWR Damaged electronic throttle body (ETB) Damaged PCM


All


Continuous Memory


P2110 - Throttle Actuator Control (TAC) System - Forced Limited RPM Description:

The TAC system is in the failure mode effects management (FMEM) mode of forced limited RPM.



Key On Engine Running GO to Pinpoint Test QE .

Continuous Memory

P2111 - Throttle Actuator Control (TAC) System - Stuck Open Description:

This powertrain control module (PCM) fault status indicates the throttle plate is at a greater angle than commanded.

Possible Causes:

Binding throttle body, stuck open TAC motor circuits are cross-wired TAC motor harness circuits are shorted together Damaged PCM


Key On Engine Off

All


Continuous Memory


P2112 - Throttle Actuator Control (TAC) System - Stuck Closed Description:

This powertrain control module (PCM) fault status indicates the throttle plate is at a lower angle than commanded.

Possible Causes:

Binding throttle body, stuck closed Damaged PCM


Key On Engine Off

All


Continuous Memory


P2121 - Throttle/Pedal Position Sensor/Switch D Circuit Range/Performance Description: Possible Causes:

The accelerator pedal position (APP) sensor fault flag is set for sensor 1 by the powertrain control module (PCM), indicating the signal is out of the normal self-test operating range.

Diagnostic Aids:

APP sensor 1 is open, or short to ground or voltage APP sensor signal circuits are short together Damaged APP sensor Damaged PCM

An APP1 sensor PID reading may indicate a concern.

Application

Key On Engine Off

All


Continuous Memory

GO to Pinpoint Test DK .

P2122 - Throttle/Pedal Position Sensor/Switch D Circuit Low The accelerator pedal position (APP) sensor 1 is out of self-test range low.


APP sensor harness short to ground Damaged APP sensor

Diagnostic Aids: An APP1 sensor PID reading may indicate a concern. Application


All


P2123 - Throttle/Pedal Position Sensor/Switch D Circuit High The accelerator pedal position (APP) sensor 1 is out of self-test range high.


APP sensor harness open APP sensor harness is short to VREF Damaged APP sensor


Key On Engine Off

All


Continuous Memory


P2126 - Throttle/Pedal Position Sensor/Switch E Circuit Range/Performance Description: Possible Causes:



APP sensor assembly is binding Damaged APP sensor Damaged PCM

An APP2 sensor PID reading may indicate a concern. Key On Engine Off


Continuous Memory

All


P2127 - Throttle/Pedal Position Sensor/Switch E Circuit Low The accelerator pedal position (APP) sensor 2 is out of self-test range low.


APP sensor circuit is short to ground APP sensor circuit is open Damaged APP sensor



All


P2128 - Throttle/Pedal Position Sensor/Switch E Circuit High The accelerator pedal position (APP) sensor 2 is out of self-test range high.


APP sensor assembly is binding APP sensor harness is short to voltage Damaged APP sensor


Key On Engine Off

All


Continuous Memory


P2131 - Throttle/Pedal Position Sensor/Switch F Circuit Range/Performance Description: Possible Causes:



APP sensor assembly is binding Damaged APP sensor Damaged PCM

An APP3 sensor PID reading may indicate a concern. Key On Engine Off

Key On Engine Running GO to Pinpoint Test DK .

Continuous Memory

P2132 - Throttle/Pedal Position Sensor/Switch F Circuit Low The accelerator pedal position (APP) sensor 3 is out of self-test range low.


APP sensor assembly is binding APP sensor harness short to ground Damaged APP sensor



All


P2133 - Throttle/Pedal Position Sensor/Switch F Circuit High The accelerator pedal position (APP) sensor 3 is out of self-test range high.


APP sensor assembly is binding APP sensor harness is short to voltage Damaged APP sensor


Key On Engine Off

All


Continuous Memory


P2135 - Throttle/Pedal Position Sensor/Switch A/B Voltage Correlation Description: Possible Causes:

The powertrain control module (PCM) flagged a concern indicating that throttle position (TP) 1 and TP2 disagree by more than a calibrated limit.

Diagnostic Aids:

Application

TP sensor shorted internally to VREF TP sensor harness is short to voltage TP sensor signal wires are short together Damaged TP sensor

Compare the TP1 and TP2 PID values for a full sweep and correlation. Refer to the chart in pinpoint test DV. GO to Pinpoint Test DV . Check the wiring harness for an open or a short circuit. Check the TP sensor for an internal open or short circuit. If no circuit concerns are present, install a new TP sensor. Key On Engine Off


Continuous Memory

All


P2195 - O2 Sensor Signal Biased/Stuck Lean - Bank 1, Sensor 1 Description:

A heated oxygen sensor (HO2S) indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time.

Possible Causes:

Electrical:

Short to VPWR in the harness or HO2S Water in the harness connector Open/shorted HO2S circuit Corrosion or incorrect harness connections Damaged HO2S Damaged powertrain control module (PCM)

Fuel System:

Excessive fuel pressure Leaking/contaminated fuel injectors Leaking fuel pressure regulator Low fuel pressure or running out of fuel Vapor recovery system

Intake Air System:

Air leaks after the mass air flow (MAF) sensor Vacuum leaks Positive crankcase ventilation (PCV) system Improperly seated engine oil dipstick

EGR System:

Leaking gasket Stuck EGR valve Leaking diaphragm or EGR vacuum regulator

Base Engine:

Oil overfill Camshaft timing Cylinder compression

Exhaust leaks before or near the HO2S(s)


Key On Engine Off


Continuous Memory

—



P2196 - O2 Sensor Signal Biased/Stuck Rich - Bank 1, Sensor 1 Description:

A heated oxygen sensor (HO2S) indicating rich at the end of a test is trying to correct for an over-lean condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time.

Possible Causes:



Key On Engine Off

All


Continuous Memory


P2197 - O2 Sensor Signal Biased/Stuck Lean - Bank 2, Sensor 1 Description:





—



P2198 - O2 Sensor Signal Biased/Stuck Rich - Bank 2, Sensor 1 Description:





All


P2257 - Secondary Air Injection (AIR) System Control A Circuit Low Description: Possible Causes:

The AIR system monitor circuit is low, indicating the secondary AIR pump is off although the secondary AIR pump was commanded on by the powertrain control module (PCM).

Diagnostic Aids:

Open B+ circuit Open VPWR circuit Open voltage circuit between the AIR relay and the secondary AIR pump Damaged AIR relay

The AIR monitor circuit PCM input contains a pull up voltage through a resistance internal to the PCM. This voltage is normally held low by the resistance path through the secondary AIR pump when the secondary AIR pump is off. A single electrical open circuit component such as an AIR relay coil in this multicomponent circuit is not detected by the PCM output driver, yet it sets DTC P2257.

Application

Key On Engine Off

All


Continuous Memory


P2258 - Secondary Air Injection (AIR) System Control A Circuit High Description: Possible Causes:

The AIR system monitor circuit is high, indicating the secondary AIR pump is on although the secondary AIR pump was commanded off by the powertrain control module (PCM).


AIR relay fault - stuck closed Secondary AIR pump fault - circuit open in motor Open ground to secondary AIR pump Open AIR monitor circuit between the secondary AIR pump and the PCM Short to voltage in the AIR relay to secondary AIR pump voltage circuit

The AIR monitor circuit PCM input contains a pull up voltage through a resistance internal to the PCM. This voltage is normally held low by the resistance path through the secondary AIR pump when the secondary AIR pump is off. Key On Engine Off

Key On Engine Running GO to Pinpoint Test HM .

P2270 - O2 Sensor Signal Stuck Lean - Bank 1, Sensor 2

Continuous Memory

Description:

The downstream heated oxygen sensor (HO2S) is forced rich and lean and monitored by the powertrain control module (PCM). The test fails if the PCM does not detect the output of the HO2S in a calibrated amount of time.

Possible Causes:

Pinched, shorted, and corroded wiring and pins Crossed HO2S wires Exhaust leaks Contaminated or damaged HO2S


Key On Engine Off


Continuous Memory

—



P2271 - O2 Sensor Signal Stuck Rich - Bank 1, Sensor 2 Description:





—



P2272 - O2 Sensor Signal Stuck Lean - Bank 2, Sensor 2 Description:





—


P2273 - O2 Sensor Signal Stuck Rich - Bank 2, Sensor 2 Description:






All

—



P2274 - O2 Sensor Signal Stuck Lean - Bank 1, Sensor 3 See the description for DTC P2270.

Description:




All

—



P2275 - O2 Sensor Signal Stuck Rich - Bank 1, Sensor 3 See the description for DTC P2270.

Description:




All

—



P2448 - Secondary Air Injection System High Airflow (Bank 1) Description: Possible Causes: Diagnostic Aids: Application All

The secondary AIR system detects excessive mass air flow change with the pump ON and a rich exhaust system air fuel ratio.

Secondary AIR outlet hose leak. Secondary AIR outlet hose is disconnected.

Measured air flow is less than expected. Visually inspect the secondary AIR inlet hose. Key On Engine Off

Key On Engine Running GO to Pinpoint Test HM .

Continuous Memory

P260F - Evaporative System Monitoring Processor Performance Description:

Possible Causes:

This DTC sets when a concern is detected internal to the powertrain control module (PCM). The microprocessor that controls the engine off natural vacuum (EONV) leak check monitor is separate from the main processor within the PCM.

Diagnostic Aids:

Module communications network concerns PCM calibration level Damaged PCM

Verify the PCM is at the latest calibration level. Reprogram if necessary.

Application

Key On Engine Off

All


Continuous Memory


Pxxxx Description: Possible Causes: Diagnostic Aids: Application All

Key On Engine Off


Continuous Memory

For Pxxxx DTCs not listed in this chart, refer to the customer's symptom to determine the applicable Workshop Manual section for diagnosis.

U0101 - Lost Communication With Transaxle Control Module (TCM) Description:


The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messages from the TCM. This DTC sets when the PCM fails to receive the TCM message within the defined amount of time.

Damaged CAN communication bus circuit

Network DTC concerns occur during module-to-module communication. For additional description and operation of the vehicle communication network, refer to the Workshop Manual Section 418-00, Module Communications Network. Key On Engine Off


Continuous Memory

All

—

U0121 - Lost Communication With The Anti-lock Brake System (ABS) Control Module Description:


The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messages from the ABS. This DTC sets when the PCM fails to receive the ABS message within the defined amount of time. Damaged CAN communication bus circuit

Network DTC concerns occur during module-to-module communication. For additional description and operation of the vehicle communication network, refer to the Workshop Manual Section 418-00, Module Communications Network. Key On Engine Off


All

Continuous Memory

—

U0155 - Lost Communication With Instrument Panel Cluster Control Module Description: Possible Causes:

Missing message concerns are logged by a module upon failure to receive a message from another module within a defined retry period.


Open VPWR circuit to the sending module Open GND circuit to the sending module Open network circuits to the sending module

Carry out the diagnostics for the associated network module. Key On Engine Off


Continuous Memory

Refer to the Workshop Manual Section 413-01, Instrument Cluster.

U0300 - Internal Control Module Software Incompatibility Description: This DTC indicates that there are incompatible software levels within the powertrain control module (PCM) that control the electronic throttle control (ETC) system. The ETC system uses 3 different microprocessors within the PCM, each having its own software level and function. The 3 microprocessors must have the correct level of software in order to communicate and function together. Possible

Causes: Diagnostic Aids: Application

Verify the PCM is at the latest calibration level. Key On Engine Off


Continuous Memory

—

—


All

U1039 - SCP (J1850) Invalid or Missing Data for Vehicle Speed Description: Possible Causes:

Network DTC(s) occur during module-to-module communication concerns. Two types of network concerns can be categorized:


Invalid data network concerns - data is transferred within the normal inter-module message, but contains known invalid data. The transmitting module logs a DTC related to the invalid data concern. Missing message network concerns - missing message concerns are logged by the module upon failure to receive a message from another module within a defined retry period.

Carry out the on-board diagnostics for the associated network module. For additional information concerning the description and operation of the vehicle communication network, refer to the Workshop Manual Section 418-00, Module Communications Network. Key On Engine Off


Continuous Memory

Refer to the Workshop Manual Section 206-09, Anti-Lock Control.

Uxxxx - Network Communication Diagnostic Trouble Code (DTC) Description:

Powertrain related DTC from another module.


Key On Engine Off


Continuous Memory

All

For U DTC(s) received during self-test of a module other than the powertrain control module (PCM), refer to Section 3, QT Step 1: Powertrain Control Module QT (PCM) Quick Test.

Note: 'x' equals any number 0 through 9 or letter A through F. Note 1: Reprogram or update the calibration. Check for other DTCs and diagnose those first. Make sure to check for aftermarket performance products before installing a new PCM. Clear the DTCs, repeat the selftest. If the DTC is retrieved again, install a new PCM. Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM) . Note 2: DTC P1000 is ignored in the key on engine off (KOEO) and key on engine running (KOER) selftests. Disregard DTC P1000 and continue as directed.

Descripción, causas y soluciones

Los 100 Códigos OBDII más Frecuentes

INTRODUCCION Desde 1996 todos los vehículos están equipados con el sistema OBDII, que es la evolución del sistema OBD, implementado en California en 1991, con el fin de reducir la emisión de gases contaminantes a la atmosfera. El sistema OBDII agrega dos sensores de oxígeno, uno a cada extremo del convertidor catalítico a fin de comprobar el correcto funcionamiento del mismo. Ya el sistema OBD I incorporaba controladores para los diferentes sistemas y componentes relacionados con las emisiones de gases contaminantes. Parte del OBD obliga a que los vehículos tengan una luz indicadora del mal estado del vehículo, llamada luz MIL (Malfunction Indicator Lamp) que está representada de diferentes maneras en el vehículo, desde la imagen de un motor, hasta los textos “Check Engine” o “Service Engine Soon”, Este compendio de: descripciones, explicaciones, causas, síntomas y soluciones fue creado para ayudar a los mecánicos en la reparación de los vehículos y es el resultado de la investigación en diferentes medios incluyendo medios electrónicos. Comprende más de 100 de los códigos de falla OBDII más consultados en e‐auto.com.mx. En algunos casos se incluye la liga a algún vídeo o material en internet que ayudará a comprender mejor el funcionamiento de diferentes sensores así como las pruebas que se realizan a los mismos, de manera que aprovechamos los diferentes medios para ayudarles a reparar los vehículos que llegan a su taller. Sinceramente esperamos que este manual les sea de gran ayuda. Creado en Agosto 2011

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INDICE CÓDIGO PÁGINA P0010 .................... 1 P0011 .................... 1 P0020 .................... 2 P0021 .................... 2 P0031 .................... 3 P0032 .................... 4 P0051 .................... 5 P0052 .................... 6 P0100 .................... 7 P0101 .................... 8 P0102 .................... 9 P0103 .................... 10 P0104 .................... 11 P0106 .................... 11 P0107 .................... 12 P0108 .................... 12 P0109 .................... 13 P0112 .................... 13 P0113 .................... 14 P0117 .................... 14 P0118 .................... 15 P0121 .................... 15 P0122 .................... 16 P0123 .................... 16 P0125 .................... 17 P0127 .................... 17 P0128 .................... 18 P0130 .................... 19 P0131 .................... 20 P0132 .................... 20 P0133 .................... 21 P0134 .................... 21 P0135 .................... 22 P0136 .................... 22 P0137 .................... 23 P0138 .................... 23 P0139 .................... 24 P0140 .................... 25 P0141 .................... 26 P0150 .................... 27

CÓDIGO PÁGINA P0151 .................... 28 P0153 .................... 29 P0155 .................... 29 P0156 .................... 30 P0159 .................... 30 P0161 .................... 31 P0171 .................... 31 P0172 .................... 32 P0174 .................... 32 P0175 .................... 33 P0176 .................... 34 P0180 .................... 34 P0181 .................... 35 P0182 .................... 35 P0183 .................... 36 P0186 .................... 36 P0187 .................... 37 P0188 .................... 37 P0190 .................... 38 P0191 .................... 39 P0192 .................... 40 P0193 .................... 41 P0201 .................... 42 P0202 .................... 43 P0203 .................... 44 P0204 .................... 45 P0205 .................... 46 P0206 .................... 47 P0207 .................... 48 P0208 .................... 49 P0209 .................... 50 P0210 .................... 51 P0211 .................... 52 P0212 .................... 53 P0217 .................... 54 P0230 .................... 54 P0231 .................... 55 P0300 .................... 55 P0301 .................... 56 P0302 .................... 56

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CÓDIGO PÁGINA P0303 .................... 57 P0304 .................... 57 P0305 .................... 58 P0306 .................... 58 P0307 .................... 59 P0308 .................... 59 P0309 .................... 60 P0310 .................... 60 P0311 .................... 61 P0312 .................... 61 P0325 .................... 62 P0340 .................... 62 P0341 .................... 63 P0400 .................... 64 P0401 .................... 65 P0402 .................... 65 P0403 .................... 66 P0410 .................... 67 P0420 .................... 68 P0421 .................... 68 P0430 .................... 69 P0431 .................... 69 P0440 .................... 70 P0441 .................... 70 P0442 .................... 71 P0443 .................... 72 P0446 .................... 73 P0453 .................... 74 P0455 .................... 75 P0456 .................... 75 P0500 .................... 76 P0501 .................... 76 P0506 .................... 77 P0507 .................... 77 P0601 .................... 78 P0603 .................... 78



P0010

P0011

ARMADORA

ARMADORA

Genérico

Genérico

DESCRIPCION EN ESPAÑOL


Actuador posición árbol levas (banco 1) ‐ circuito defectuoso

Posición árbol levas (banco 1) – sobre avanzado o problema de rendimiento

DESCRIPCION EN INGLES


"A" Camshaft Position Actuator Circuit (Bank 1)

"A" Camshaft Position ‐ Timing Over‐Advanced or System Performance (Bank 1)

EXPLICACION Un código P0010 se refiere a la válvula solenoide de control de aceite del sistema VVT (distribución variable) o VCT (sincronización variable del árbol de levas), los componentes y la PCM. Este código significa que el voltaje en el circuito ha caído por debajo de un límite establecido por un tiempo específico (varía por marca, modelo y motor).

EXPLICACION Un código P0011 se refiere a la VVT (distribución variable) o VCT (sincronización variable del árbol de levas), los componentes y la PCM, también conocido como ECM). Que consta de unos pocos componentes diferentes, pero el código de falla P0011 se refiere específicamente a la sincronización del árbol de levas (CAM). En este caso, si la sincronización de la leva está por encima de un límite establecido (más avanzada), la luz del motor (MIL) se iluminará y el código se establecerá.

SÍNTOMAS • • •

Luz MIL encendida. Dificultad para encender el motor Marcha inestable del motor

POSIBLES CAUSAS • • •

SÍNTOMAS • •

Un control defectuoso de la válvula de aceite (OCV) Abierto o cortocircuito en el VVT / circuito de VCT Computadora dañada

POSIBLES CAUSAS • •

POSIBLES SOLUCIONES Revisar cuidadosamente el circuito del banco 1 / circuito de VCT, sistema de cableado y conectores, como lo indica el manual de reparación. Con el motor caliente, cheque la operación de la OCV, sustitución / repare o reemplace según sea necesario MÁS INFORMACION Vídeo de Sensor CMP

• •

Sincronización incorrecta del árbol de levas Problema en la válvula solenoide de control de tiempo (pegado abierto) Flujo continuo de aceite a la cámara de pistón de VCT Problemas en el cableado (cableado y/o cables)

POSIBLES SOLUCIONES Este código de falla es el resultado de un fallo mecánico de la unidad de VCT o componentes relacionados, así que no hay necesidad de un diagnóstico eléctrico. Consulte el manual de reparación de vehículo para realizar pruebas de componentes para la unidad de VCT. MÁS INFORMACION Vídeo de Sensor CMP Vídeo del sistema VVT

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Difícil arranque Marcha mínima inestable

Más de códigos OBDII, haz clic aquí



P0020

P0021 ARMADORA

ARMADORA

Genérico

Genérico



Posición árbol levas (banco 2) ‐ sobre avanzado o problema de desempeño (banco 2)

Circuito actuador de posición del árbol levas (banco 2) ‐ circuito defectuoso


DESCRIPCION EN INGLES EXPLICACION

"A" Camshaft Position ‐ Timing Over‐Advanced or System Performance (Bank 2)

Un código P0020 se refiere a la válvula de control de aceite (válvula solenoide) del sistema VVT (distribución variable) o VCT (sincronización variable del árbol de levas), los componentes y la PCM. Este código significa que el voltaje en el circuito ha caído por debajo de un límite establecido por un tiempo específico (varía por marca, modelo y motor). Banco 2 se refiere al lado del motor que no contiene al cilindro N º 1. Nota: este DTC es casi idéntico al P0010

Un código P0021 se refiere a la VVT (distribución variable de válvulas) o VCT (sincronización variable del árbol de levas), los componentes y la ECM del vehículo. En este caso, si la sincronización del árbol de levas está por encima del límite establecido (más avanzada), la luz MIL se iluminará y el código aparecerá. Este código es básicamente el mismo que el P0011, excepto que este es para el banco 2.

"A" Camshaft Position Actuator Circuit (Bank 2)

EXPLICACION

SÍNTOMAS


• • •

Luz MIL encendida Marcha inestable del motor Otros síntomas pueden estar presentes

POSIBLES CAUSAS


• •

Un control defectuoso de la válvula de control de aceite (OCV) Abierto o cortocircuito en el VVT / circuito de VCT Computadora dañada

• •

POSIBLES SOLUCIONES • •

Este código de falla es el resultado de un fallo mecánico de la unidad de VCT o componentes relacionados, así que no hay necesidad de un diagnóstico eléctrico. Consulte el manual de reparación del vehículo específico para realizar pruebas de componentes para la unidad de VCT. MÁS INFORMACION Vídeo de Sensor CMP Vídeo del sistema VVT

Vídeo de Sensor CMP Vídeo del sistema VVT

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Sincronización incorrecta del árbol de levas Error de la válvula solenoide de control de tiempo (pegada o abierta) Flujo continuo de aceite a la cámara de pistón de VCT Problemas en el cableado (cableado y/o cables)

POSIBLES SOLUCIONES

Revise cuidadosamente el circuito del Banco 2 / circuito de VCT, sistema de cableado y conectores, como lo indica el manual de reparación. Con el motor caliente, cheque la operación de la OCV, sustituya o repare según sea el caso

MÁS INFORMACION

Difícil arranque Marcha mínima inestable Luz MIL encendida.




P0031 ARMADORA

POSIBLES CAUSAS

Genérico

•


•

Baja señal del circuito de control del calefactor del sensor de oxígeno (Banco 1 Sensor 1)

•


Corto o línea abierta en el circuito del calefactor del sensor Cableado / conectores, rotos o deshilachados que conducen a los sensores y /o relevador dañado Computadora dañada

POSIBLES SOLUCIONES Revisar el cableado y los conectores que conducen al sensor. Utilice un multímetro digital. También, si el sistema incluye un relevador y un fusible, tendrá que revisar esos componentes. Verificar 12 volts en la alimentación de circuito del calefactor (desconecte el sensor para hacer esta medición) Medir la resistencia del circuito del calentador (hecho en el mismo sensor) Medir la resistencia y el voltaje de los cables Consulte a un manual de servicio para las especificaciones correctas (volts, ohmios) para el vehículo. Una solución común para este DTC es sustituir el sensor de oxígeno (sensor # 1 en el banco 1). MÁS INFORMACION Vídeo e información de Sensor de Oxígeno

Heated Oxygen Sensor (HO2S) Heater Control Circuit Low (Bank 1 Sensor 1)

EXPLICACION El código P0031 se refiere al sensor de oxígeno, ubicado en el banco 1, enfrente del convertidor catalítico. El sensor #2 está en la parte trasera del convertidor. Este sensor de oxígeno # 1 también puede ser referido como un sensor de aire/combustible ya que en algunos vehículos se detecta la cantidad de oxígeno en los gases de escape en comparación con el aire exterior, esta información la usa la computadora del vehículo para ajustar la relación aire/combustible en el cilindro. El sensor es menos eficaz cuando la temperatura de gas de escape es baja, por lo que incluye, en algunos casos, un calentador que se activa para ayudar a obtener mejores lecturas, también llamado sensor de banda ancha. Este código P0031 significa que la resistencia del circuito de calefacción es más baja de lo normal. En la mayoría de los casos, ese nivel de resistencia debe caer por debajo de 0.8 Amperes para activar el código de falla. Este código es muy similar en naturaleza a los códigos P0032, P0051 y P0052.

SÍNTOMAS Luz MIL encendida.

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P0032 ARMADORA

POSIBLES CAUSAS

Genérico

•


• •

Calefactor de Sensor de Oxígeno (banco 1, sensor 1) ‐ señal alta

•


POSIBLES SOLUCIONES

Heated Oxygen Sensor (HO2S) Heater Control Circuit High (Bank 1 Sensor 1)

• • •

EXPLICACION El código de falla P0032 se refiere al sensor de oxígeno, ubicado en el banco 1, al frente del convertidor catalítico. Un segundo sensor de oxígeno se encuentra en la parte trasera del convertidor. Este sensor de oxígeno # 1 también puede ser referido como un sensor de relación aire/combustible ya que en algunos vehículos detecta la cantidad de oxígeno en los gases de escape en comparación con el aire exterior, esta información la usa la computadora del vehículo para ajustar la relación aire/combustible en el cilindro. El sensor es menos eficaz cuando la temperatura de gas de escape es baja, por lo que, en algunos casos, está equipado con un calentador que se activa para obtener mejores lecturas. El código P0032 significa que la resistencia del circuito de calefacción es más alta de lo normal. En la mayoría de los casos, ese nivel de resistencia debe estar por arriba de los 10 Amp para activar el código de falla. Tenga en cuenta, este código es muy similar en naturaleza a los códigos P0032, P0051 y P0052. SINTOMAS Luz MIL encendida.

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Corto o línea abierta en el circuito del calefactor del sensor. Falla en el sensor de calefacción. Cableado / conectores, rotos o deshilachados que conducen a los sensores y / o relevador dañado. Computadora dañada.

• • • •

Revisar el cableado y los conectores que conducen al sensor. Si el sistema incluye un relevador y un fusible revíselos. Verificar 12 volts en la alimentación de circuito del calefactor , desconecte el sensor para hacer esta medición) Medir la resistencia del circuito del calentador (hecho en el mismo sensor) Medir la resistencia y el voltaje de los cables Consulte a un manual de servicio para las especificaciones correctas (volts, ohmios) para el vehículo. Una solución común para este DTC es sustituir el sensor de oxígeno Sensor # 2 en el banco 1.

MÁS INFORMACION Vídeo e información de Sensor de Oxígeno




P0051 ARMADORA

POSIBLES CAUSAS

Genérico

• •


•

Calefactor de Sensor de Oxígeno (sensor 1 banco 2) ‐ señal baja

•


Falla en el calentador del sensor de oxígeno Corto o línea abierta en el circuito del calefactor del sensor Cableado / conectores, rotos o deshilachados que conducen a los sensores y / o relevador dañado Computadora dañada

POSIBLES SOLUCIONES

Heated Oxygen Sensor (HO2S) Heater Control Circuit Low (Bank 2 Sensor 1)

• • •

EXPLICACION El código de falla P0051 se refiere al sensor de oxígeno, ubicado en el banco 2, al frente del convertidor catalítico. Un segundo sensor de oxígeno se encuentra en la parte trasera del convertidor. Este sensor de oxígeno # 1 también puede ser referido como un sensor de aire/combustible ya que en algunos vehículos se detecta la cantidad de oxígeno en los gases de escape en comparación con el aire exterior, esta información la usa la computadora del vehículo para ajustar la relación aire/combustible en el cilindro. El sensor es menos eficaz cuando la temperatura de gas de escape es baja, por lo que incluye, en algunos casos, un calentador que se activa para ayudar a obtener mejores lecturas. El código P0051 significa que la resistencia del circuito de calefacción es más baja de lo normal. En la mayoría de los casos, ese nivel de resistencia debe estar por debajo de 0.8 Amperes para activar el código de falla. Tenga en cuenta, este código es muy similar en naturaleza a los códigos P0031, P0032 y P0052.

• • • •




Página 5




P0052 ARMADORA

POSIBLES CAUSAS

Genérico

• •


•

Calefactor de Sensor de Oxígeno (sensor 1 banco 2) ‐ señal alta

•


Falla en el calentador del sensor de oxígeno Corto o línea abierta en el circuito del calefactor del sensor Cableado / conectores, rotos o deshilachados que conducen a los sensores y / o relevador dañado Computadora dañada

POSIBLES SOLUCIONES

Heated Oxygen Sensor (HO2S) Heater Control Circuit High (Bank 2 Sensor 1)

• • •

EXPLICACION El código de falla P0052 se refiere al sensor de oxígeno, ubicado en el banco 2, al frente del convertidor catalítico. También hay un sensor de oxígeno detrás del convertidor que es el Sensor # 2, banco 2, es decir el banco que no contiene al cilindro 1. Este sensor de oxígeno # 1 también puede ser referido como un sensor de aire/combustible ya que en algunos vehículos se detecta la cantidad de oxígeno en los gases de escape en comparación con el aire exterior, esta información la usa la computadora del vehículo para ajustar la relación aire/combustible en el cilindro. El sensor es menos eficaz cuando la temperatura de gas de escape es baja, por lo que incluye en algunos casos este sensor incluye un calentador que se activa para ayudar a obtener mejores lecturas, también llamado sensor de banda ancha. El código P0052 significa que la resistencia del circuito de calefacción es más baja de lo normal. En la mayoría de los casos, ese nivel de resistencia debe estar por arriba de 10 Amperes para activar el código de falla. Tenga en cuenta, este código es muy similar en naturaleza a los códigos P0031, P0032 y P0051.

• • • •




Página 6




P0100 ARMADORA

POSIBLES SOLUCIONES

Genérico

• •


•

Sensor masa/volumen aire – mal funcionamiento del circuito


•

Mass or Volume Air Flow Circuit Malfunction

EXPLICACION

•

Esto significa que hay un problema con el sensor de flujo de masa de aire (MAF) o en su circuito.

•

MÁS INFORMACION Vídeo e información del Sensor MAF

SÍNTOMAS Posible lenta respuesta del vehículo.


El sensor MAF puede que no esté bien conectado, o exista un falso contacto en el conector del sensor. El sensor MAF puede estar dañado

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Borrar el código y revisar si vuelve. A continuación, iniciar con un procedimiento de reparación partiendo de lo más fácil a lo más difícil. Compruebe que el sensor está conectado correctamente y que no hay falsos contactos y/o cables rotos o deshilachados. Desenchufe y vuelva a conectar el cableado del sensor MAF. Verifique el voltaje del sensor MAF (revise un manual de reparación de vehículos de información específica) Reemplace el sensor MAF




P0101 ARMADORA Genérico


•

Sensor masa o volumen aire – problema de rango/funcionamiento


•

Mass or Volume Air Flow Circuit Range/Performance Problem

EXPLICACION Esto significa que hay un problema con circuito del sensor de flujo de masa de aire (MAF). La computadora detecta que la frecuencia real de la señal del sensor MAF no está dentro del rango predeterminado, valor calculado para más de 4.0 segundos.

• •

SÍNTOMAS Podría notar un alto consumo de combustible.


Una alta resistencia en el circuito de tierra del sensor MAP puede causar este DTC. Cualquier pérdida de vacío al sensor MAP puede causar este DTC.

MÁS INFORMACION Vídeo e información de Sensor MAP Vídeo e información del Sensor MAF

POSIBLES SOLUCIONES • Borrar el código y ver si vuelve Revise las siguientes condiciones: • Cableado mal enrutado, revise el cableado del sensor MAF, cuidando que no esté cerca de:

Página 8

o Los cables de las bujías o bobinas o Cualquier solenoide o Cualquier relevador o Cualquier motor Un flujo mínimo del aire a través de la cavidad del sensor puede provocar este DTC. Revise cualquier fuga de vacío del sensor MAF. Con la mariposa totalmente abierta (WOT) debe indicar un aumento rápidamente en el escáner. Este aumento debe ser de 6‐12 g/s en ralentí a 230 g/s ó más en el momento de cambiar de 1ra a 2da marcha. Si el aumento no se observa, revise alguna restricción en el sistema de inducción o sistema de escape. La presión barométrica (BARO) que se utiliza para calcular el valor del MAF se basa inicialmente en el sensor MAP, cuando la llave del interruptor está en posición de on. Cuando el motor está en marcha el valor de sensor MAP se actualiza continuamente cerca de WOT. Un sensor MAP obstruido hará que el valor calculado MAF sea inexacto. El valor mostrado en la pantalla del sensor MAP varía con la altitud. Con el encendido y el apagado del motor, el valor aproximado al nivel del mar es 103 KPa. Este valor se reducirá en aproximadamente 3 KPa por cada 305 metros (1.000 pies) de altura.




P0102 ARMADORA

SÍNTOMAS

Genérico

Posible alto consumo de combustible Respuesta del vehículo muy lenta.

DESCRIPCION EN ESPAÑOL Sensor masa/volumen aire – baja señal de entrada al circuito

POSIBLES SOLUCIONES


Borrar el código y revisar si vuelve. A continuación, iniciar con un procedimiento de reparación partiendo de lo más fácil a lo más difícil. • Revise las siguientes condiciones: • Un cableado mal enrutado Revise el cableado del sensor MAF, que esté conectado correctamente, y que no esté roto el conector o los cables rotos o deshilachados. • Revise todas las tomas de aire cerca del sensor • Tome el MAF y límpielo usando un líquido en espray como limpiador de frenos o limpiador para cuerpo de acelerador. Sea cuidadoso con el sensor para no dañarlo. • Verifique el voltaje del sensor MAF (revise un manual de reparación de vehículos de información específica) • Cambie el sensor MAF MÁS INFORMACION Vídeo e información del Sensor MAF

Mass or Volume Air Flow Circuit Low Input

EXPLICACION El circuito de sensor MAF es supervisado por la PCM para monitorear el flujo de aire bajo (o bajo voltaje). Si durante el funcionamiento del motor el flujo de aire cambia por debajo del límite calibrado, la prueba falla provocando el código de falla. Esto significa que hay un problema con circuito del sensor de flujo de masa de aire (MAF). Una descripción más técnica sería que el circuito del MAF tiene menos flujo de lo esperado (el flujo de aire).

POSIBLES CAUSAS • • • • • • • • •

Sensor MAF desconectado. Sensor MAF sucio o contaminado. Línea abierta del sensor a la PCM. Falso contacto. Línea de tierra abierta. Cuerpo de aceleración cerrado u obstruido. Fuga de aire de entrada, cerca del sensor MAF. Circuito del sensor MAF derivado a tierra. Sensor MAF dañado. PCM dañada.

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P0103 ARMADORA

SÍNTOMAS

Genérico

Seguramente no se notará ningún problema grave, aunque puede notar un alto consumo de combustible y/o la respuesta del vehículo muy lenta.

DESCRIPCION EN ESPAÑOL Sensor masa/volumen aire ‐ entrada alta al circuito

POSIBLES SOLUCIONES


• • •

Mass or Volume Air Flow Circuit High Input

EXPLICACION El circuito de sensor MAF es supervisado por la PCM para monitorear el flujo de aire alto (o alto voltaje), llevando a cabo un monitoreo de componentes comprensivos. Si durante el funcionamiento del motor el flujo de aire cambia por encima de límite calibrado, la prueba falla, provocando el código de falla.

• • •

POSIBLES CAUSAS • • • •

•

Sensor MAF obstruido. Sensor MAF desconectado o con falso contacto. Sensor MAF dañado. PCM dañada.

Borrar el código y revisar si vuelve. Revise las siguientes condiciones: Un cableado mal enrutado, revise el cableado del sensor MAF, que esté conectado correctamente, y que no esté roto el conector o los cables rotos o deshilachados. Revise todas las tomas de aire cerca del sensor Limpiar el sensor MAF usando un líquido en espray como limpiador de frenos o limpiador para cuerpo de aceleración. Sea cuidadoso con el sensor para no dañarlo. Verifique el voltaje del sensor MAF (revise un manual de reparación de vehículos de información específica) Reemplace el sensor MAF.


EXPLICACION Esto significa que hay un problema con circuito del sensor de flujo de masa de aire (MAF). Una descripción más técnica sería que el circuito del MAF tiene más flujo de lo esperado (el flujo de aire).

Página 10




P0104

P0106

ARMADORA

ARMADORA

Genérico

Genérico



Sensor masa/volumen aire ‐ circuito intermitente

Sensor presión absoluta colector/presión barométrica – problema en el rango o funcionamiento



Mass or Volume Air Flow Circuit Intermittent

Manifold Absolute Pressure/Barometric Pressure Circuit Range/Performance Problem

EXPLICACION

EXPLICACION

Hay un problema con circuito del sensor de flujo de masa de aire (MAF). El circuito del MAF está generando lecturas incorrectas

SÍNTOMAS

Este sensor manda información a la PCM y esta a su vez supervisa al sensor, si no está dentro del valor calibrado, enciende la luz MIL.

Alto consumo de combustible. Respuesta del vehículo muy lenta.

POSIBLES CAUSAS

POSIBLES CAUSAS

• • • •

Un código P0104 puede generarse por una o más de las siguientes causas: • El sensor MAF puede ser que este desconectado o no esté haciendo contacto correctamente con el cableado, o los cables pueden estar rotos o pelados en algún punto. • Fuga de aire en el sistema de admisión

MÁS INFORMACION Vídeo e información de Sensor MAP

POSIBLES SOLUCIONES • • • • •

Baja respuesta del sensor. Línea(s) del sensor abierta(s). Sensor dañado. PCM dañada.

Borrar el código y revisar si vuelve. Revise el cableado del sensor MAF, que esté conectado correctamente, Revise todas las tomas de aire cerca del sensor Verifique el voltaje del sensor MAF (revise un manual de reparación de vehículos de información específica) Reemplace el sensor MAF.


Página 11




P0107

P0108

ARMADORA

ARMADORA

Genérico

Genérico



Sensor presión absoluta colector/presión barométrica ‐ entrada baja al circuito

Sensor presión absoluta colector/presión barométrica ‐ entrada alta al circuito



Manifold Absolute Pressure/Barometric Pressure Circuit Low Input

Manifold Absolute Pressure/Barometric Pressure Circuit High Input

EXPLICACION

EXPLICACION

Este sensor opera en una de sus líneas con una alimentación de 5 volts de referencia, además de operar con valores mínimos y máximos, por consiguiente, si la computadora detecta que los valores de este sensor están fuera de rango, se generará un código de falla.

El sensor registra un voltaje de operación mayor a 5.0 volts, que rebasa el parámetro máximo aceptable calibrado. Nota: Tomar en cuenta los valores que indica el fabricante.

POSIBLES CAUSAS


• Sensor dañado • Frecuencias fuera de rango • PCM dañada Nota: Comprobar el circuito, por un voltaje y una tierra correcta. El voltaje de referencia normalmente es de 5V, y el de tierra en un rango de ‐100mv. MÁS INFORMACION Vídeo e información de Sensor MAP

Líneas abiertas o corto a tierra. Línea de referencia a tierra. Sensor dañado. PCM dañada.


Página 12




P0109

P0112

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de presión absoluta /presión barométrica del múltiple ‐ circuito intermitente

Sensor temperatura aire admisión ‐ entrada baja al circuito



Intake Air Temperature Circuit Low Input

Manifold Absolute Pressure/Barometric Pressure Circuit Intermittent

EXPLICACION

EXPLICACION

Indica que la señal del sensor es menor que el mínimo de la prueba de funcionamiento. El mínimo de sensor IAT es 0.2 volts ‐ 121°C (250°F).

La señal de sensor a la PCM falla de manera intermitente, es decir, en ocasiones se interrumpe la señal.

POSIBLES CAUSAS


• • • •

Conector flojo. Sensor dañado.


Página 13

Circuito del cableado aterrizado Sensor dañado Conexión del cableado inapropiada PCM dañada

MÁS INFORMACION Vídeo e información de Sensor IAT




P0113

P0117

ARMADORA

ARMADORA

Genérico

Genérico



Sensor temperatura aire admisión ‐ entrada alta al circuito

Sensor temperatura refrigerante motor ‐ entrada baja al circuito



Intake Air Temperature Circuit High Input

Engine Coolant Temperature Circuit Low Input

EXPLICACION

EXPLICACION

Indica que la señal de sensor es mayor que el máximo de la prueba de funcionamiento. El máximo del sensor IAT es 4.6 volts ‐50°c (‐46°f).

Indica que la señal de sensor es menor que el mínimo de la prueba de funcionamiento. El mínimo del sensor ECT es 0.2 volts o 121°C (250°F).

POSIBLES CAUSAS • • • • •

POSIBLES CAUSAS

Circuito Abierto en el Cableado Señal del sensor en corto Sensor dañado Conexión del cableado inapropiada PCM dañada

• • •

MÁS INFORMACION Vídeo e información de Sensor ECT


Página 14

Sensor dañado Conector mal puesto o flojo PCM dañada




P0118

P0121

ARMADORA

ARMADORA

Genérico

Genérico



Sensor temperatura refrigerante motor ‐ entrada alta al circuito

Sensor posición de Mariposa de Acelerador/Circuito de acelerador A – problema en el rango/funcionamiento



Engine Coolant Temperature Circuit High Input

Throttle Position Sensor/Switch A Circuit Range/Performance Problem

EXPLICACION

EXPLICACION

Indica que la señal de sensor es mayor que el máximo de la prueba de funcionamiento. El máximo del sensor ECT es 4.6 volts o‐50°c (‐46 ° F).

Este sensor es del tipo potenciómetro y se utiliza para indicar la demanda de aceleración del conductor. Tiene una alimentación de 5 Volts de referencia y una señal de tierra que provienen de la PCM. Este sensor lo utiliza la PCM para controlar la entrega de combustible, para operar el transeje o caja automática, entre otros.


Líneas abiertas del sensor a la PCM PCM dañada Conector mal puesto o flojo Sensor dañado



Líneas abiertas del sensor a la PCM Lecturas fuera de rango Sensor dañado PCM dañada Cuerpo de aceleración dañado

MÁS INFORMACION Vídeo e información de Sensor TPS

Página 15




P0122

P0123

ARMADORA

ARMADORA

Genérico

Genérico



Sensor Posición de Mariposa de Acelerador /Interruptor A ‐ entrada baja al circuito

Sensor Posición de Mariposa de Acelerador /Interruptor A ‐ entrada alta al circuito



Throttle Position Sensor/Switch A Circuit Low Input

Throttle Position Sensor/Switch A Circuit High Input

EXPLICACION

EXPLICACION

El circuito de sensor TP es supervisado por la PCM. Si los valores se salen de un rango mínimo establecido, se disparará el código de falla

El circuito de sensor TP es supervisado por la PCM. Si los valores se salen de un rango máximo establecido, se disparará el código de falla

POSIBLES CAUSAS

POSIBLES CAUSAS

• • • • • •

• • • • • • •

Líneas abiertas del sensor a la PCM Lecturas fuera de rango El sensor está mal instalado, no asienta bien Circuito aterrizado Sensor dañado PCM dañada


Líneas abiertas del sensor a la PCM Lecturas fuera de rango El sensor está mal instalado, no asienta bien Circuito aterrizado Circuito del sensor en corto Sensor dañado PCM dañada


Página 16




P0125

P0127

ARMADORA

ARMADORA

Genérico

Genérico



Temperatura refrigerante insuficiente para control combustible de bucle cerrado.

Temperatura aire admisión demasiado alta



Intake Air Temperature Too High

Insufficient Coolant Temperature for Closed Loop Fuel Control.

EXPLICACION

EXPLICACION

Este sensor es un termistor, y mide los cambios de temperatura del aire que ingresa al motor. Cuando aumenta la temperatura, la resistencia del sensor disminuye. Este sensor recibe un voltaje de referencia de 5 V de la PCM. La señal del sensor, varía aproximadamente de 4.7 V en frio, y hasta 0.4 V en caliente. La PCM proporciona la señal de tierra para este sensor.

Indica que el sensor ECT no ha alcanzado el nivel requerido de temperatura para entrar en condiciones de funcionamiento después de encender el motor.


Temperatura insuficiente Bajo nivel de anticongelante Mal funcionamiento del sensor Sensor dañado Termostato pegado en posición abierto



Página 17

Corto circuito interno Líneas abiertas Corto circuito en la línea Punta del sensor sucia PCM dañada





P0128 ARMADORA

POSIBLES SOLUCIONES • • •

Genérico

DESCRIPCION EN ESPAÑOL Falla en el termostato.


•

Coolant Thermostat Malfunction

•

EXPLICACION La temperatura del anticongelante está por debajo de la temperatura de regulación del termostato. Esto significa que la PCM del motor detecta que el motor no ha alcanzado la temperatura requerida dentro de un período de tiempo específico después de encender el motor. La computadora toma en cuenta el tiempo que el vehículo ha estado funcionando, la temperatura del aire de admisión (IAT), la temperatura del refrigerante del motor (ECT) y la velocidad del vehículo.

•

Lo más común es reemplazar el termostato Revise la densidad del refrigerante y su nivel Verificar el funcionamiento correcto del ventilador (comprobar si está trabajando más de lo que debiera). Reemplazarlo de ser necesario. Compruebe que la temperatura del refrigerante del motor sea la adecuada (ECT) a la que muestra el indicador, reemplazar si es necesario. Compruebe la temperatura adecuada del aire de admisión (IAT), reemplazar sensor si es necesario. Reemplazar el termostato.

MÁS INFORMACION Vídeo e información de Sensor IAT Vídeo e información de Sensor ECT



Nivel bajo de anticongelante Termostato pegado en posición abierto Moto ventilador siempre trabajando Sensor de temperatura y sensor IAT defectuosos.

Página 18




P0130 ARMADORA

POSIBLES SOLUCIONES

Genérico

•

DESCRIPCION EN ESPAÑOL Sensor de oxígeno (banco 1, sensor 1) ‐ circuito defectuoso


•

O2 Sensor Circuit Malfunction (Bank 1 Sensor 1)

•

EXPLICACION El sensor de oxígeno produce un voltaje basado en el contenido de oxígeno en los gases de escape. El voltaje varía entre 0.1 y 0.9 volts, 0.1 indica pobre y 0.9 indicando rico. La ECM supervisa constantemente el voltaje, si la computadora determina que el voltaje del sensor de oxígeno es demasiado baja (menos de 0.4 volts) durante mucho tiempo (más de 20 segundos por lo general), se establece este código.

SÍNTOMAS Si el problema es constante, los síntomas pueden incluir: • Motor funciona irregularmente. • Humo negro saliendo del escape • Alto consumo de combustible • Luz MIL encendida

•

POSIBLES CAUSAS Por lo general es un sensor de oxígeno en mal estado, pero no es siempre el caso. Si el sensor de oxígeno no ha sido reemplazado nunca y es viejo, muy probablemente el sensor es el problema. Otras causas pueden ser: • Agua y/o corrosión en el conector • Terminales en el conector dañadas • Cableado quemado en los componentes de escape • Cortocircuito o circuito abierto en el cableado debido a la fricción con los componentes del motor • Agujeros en el escape permitiendo que el oxígeno del medio ambiente entre en el sistema de escape • Fugas de vacío en el motor • Sensor de oxígeno dañado • PCM dañada

Página 19

•

Determinar si el sensor 2 del banco 1 trabaja correctamente. Los valores deben cambiar rápidamente de manera uniforme. Si lo hace, el problema es probablemente intermitente y deberá examinar el cableado del sensor. A continuación, realice una prueba manipulando los conectores y el cableado mientras se observa el voltaje del sensor de oxígeno. Trate de determinar si el sensor da una lectura precisa. Para ello, elimine el vacío del regulador de combustible brevemente. La lectura del sensor de oxígeno debe ser rica, reaccionando al combustible extra añadido. Vuelva a instalar el vacío al regulador, luego cree una condición pobre eliminando una línea de suministro de vacío del múltiple de admisión. La lectura del sensor de oxígeno debe ir acorde, en respuesta a los gases de escape. Si el sensor funciona correctamente, el sensor puede estar bien y el problema puede que sean agujeros en el tubo de escape o una fuga de vacío no medida en el motor (NOTA: las fugas de vacío son casi siempre acompañadas de códigos de mezcla pobre. Si el escape no tiene agujeros, es posible que el sensor de oxígeno pueda malinterpretar las lecturas de los gases de escape. Si nada de esto es el caso y el sensor de oxígeno sólo no trabaja o trabaja lento, desconecte el sensor y asegúrese de tiene una alimentación de 5 volts de referencia. Luego, verifique la alimentación de 12V al circuito del calentador del sensor de oxígeno. También verifique la continuidad a tierra en el circuito. Si alguno de estos se pierde, o no son de su voltaje adecuado, ese puede ser el problema. Reemplace el sensor de oxígeno.





P0131

P0132

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de oxígeno (banco 1, sensor 1) – bajo voltaje

Sensor de oxígeno (banco 1, sensor 1) – voltaje alto



O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1)

O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)

EXPLICACION

EXPLICACION

Este sensor mide la cantidad de oxígeno que sale por el escape. Este sensor es una parte fundamental del circuito del control que constantemente asegura la correcta mezcla de aire/combustible. La señal de este sensor se usa para controlar la entrega de combustible estando en el modo de circuito cerrado durante carga de aire ligera y en la operación de ralentí. La señal del sensor no se toma en cuenta cuando se está en el modo de circuito abierto (open loop) o bien durante la aceleración máxima (wide open throttle operation)

Se refiere al sensor de oxígeno frente al Banco 1. Este código indica que la lectura del sensor precalentado de oxígeno es muy alta. En el caso de vehículos Ford, indica que el voltaje en el sensor es de más de 1.5 volts. Otros vehículos pueden ser similares.

POSIBLES CAUSAS

•

• • • •

SÍNTOMAS Posiblemente no se presente ningún problema al conducir.

POSIBLES CAUSAS

Líneas abiertas Sensor dañado Líneas en corto PCM dañada

•

El circuito del sensor de oxígeno (calentador) está en cortocircuito. El cableado del sensor está roto o desgastado (poco probable)



• •

Borrar el código y revisar si vuelve. La solución más probable es reemplazar el sensor, pero también existen las siguientes opciones: Compruebe si hay problemas de cableado (en cortocircuito, cables deshilachados) Verifique el voltaje del sensor de oxígeno


Página 20




P0133

P0134

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de oxígeno (banco 1, sensor 1) ‐ respuesta lenta

Sensor de oxígeno (banco 1, sensor 1) ‐ actividad no detectada



O2 Sensor Circuit Slow Response (Bank 1 Sensor 1)

O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 1)

EXPLICACION

EXPLICACION Este código se refiere el sensor de oxígeno en el banco 1 está inactivo. La PCM genera un voltaje de referencia de ±450 mV en el circuito de señal del sensor de oxígeno. En frío, la PCM detecta que la resistencia interna del sensor es alta. Cuando el sensor se calienta la resistencia es baja y comienza a generar un voltaje basado en el contenido de oxígeno en el escape. Cuando la PCM determina que el tiempo necesario para que el sensor se caliente es superior a un minuto, o que el voltaje no está fuera de 391‐491 mV, determina que el sensor está inactivo o abierto y establece el código P0134.

Este sensor monitorea el oxígeno de la atmosfera por los cables del sensor, es decir, el aire debe entrar por la parte posterior del sensor entre los cables y así comparar el oxígeno. Cuando uno de estos sensores es contaminado por aceite ya sea por que el motor tiene fugas o sin querer derramamos un poco en esta parte del sensor, el aceite no permitirá el flujo de aire al interior del sensor, provocando que no funcione correctamente.


Sensor muy sucio Sensor dañado Algún punto del tubo de escape o mofle roto Combustible no adecuado PCM dañada

SÍNTOMAS • • • •

Luz MIL encendida Mal funcionamiento del motor Emisión de humo negro Bajo rendimiento de combustible

POSIBLES CAUSAS


• • • • • •

Sensor de oxígeno dañado Circuito del calefactor del sensor en mal estado Cableado o conexión al sensor en mal estado. Fusible del circuito del calentador quemado. Agujeros en el sistema de escape. Error de la PCM


Tubo de escape oxidado Revise los cables y conectores Reemplazo del sensor Reemplace el fusible si está fundido Reemplazar PCM (como último recurso)


Página 21




P0135

P0136

ARMADORA

ARMADORA

Genérico

Genérico



Calefactor de Sensor de Oxígeno (banco 1, sensor 1) ‐ circuito defectuoso

Sensor de oxígeno (sensor 2 banco 1) – falla en circuito




O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 1)

EXPLICACION

EXPLICACION

Muchos motores usan sensores de oxígeno pre calentados (HO2S), que calientan eléctricamente el sensor para alcanzar y mantener rápidamente la temperatura de funcionamiento. Esto acortará el tiempo para iniciar el funcionamiento de circuito cerrado. También se elimina la pérdida de señal del sensor de oxígeno, debido al enfriamiento del sensor durante el flujo bajo de gases de escape. El sensor de oxígeno (HO2S), controla el nivel de oxígeno en los gases de escape en cada banco. Para el funcionamiento óptimo del catalizador, la mezcla de aire y combustible debe mantenerse cerca de la relación estequiométrica. Si el voltaje de salida del HO2S cambia repentinamente al acercarse a la relación estequiométrica, la ECM ajusta el tiempo de inyección para que la relación aire‐combustible sea casi estequiométrica. El HO2S genera un voltaje entre 0.1 y 0.9 V en respuesta al oxígeno en los gases de escape. Si el oxígeno aumenta en los gases de escape, la relación aire‐combustible se interpreta como pobre. La ECM interpreta que es pobre cuando el voltaje del HO2S está por debajo de 0.45 V. Si el oxígeno disminuye en los gases de escape, la relación aire‐ combustible se interpreta como rica. La ECM interpreta rico cuando el voltaje del HO2S está por encima 0.45 V. NOTA: La señal del sensor de oxígeno será ignorada por la ECU cuando el sistema trabaja en circuito abierto (Open Loop).

Las pruebas fallan cuando la corriente excede el límite de calibración y/o un corto o línea abierta es detectado.

POSIBLES CAUSAS • • • • • •

Agua en el conector del cableado Bajo voltaje de Batería Corrosión o falta de fijación de los conectores o del cableado Circuito abierto Circuito aterrizado PCM dañada

POSIBLES SOLUCIONES Este código es generado por lo regular por el sensor de oxígeno, debido a que el conector del sensor esta cerca de el catalizador, el calentamiento hace que el plástico que ajusta el conector, a la hora de conectarlo, se esponje ocasionando el falso contacto, para esto retirar este plástico de forma cuadrada y color anaranjado o rojo, después limpiar el conector, colocarlo en su lugar y asegurarlo con un cincho plástico. MÁS INFORMACION Vídeo e información de Sensor de Oxígeno


Cables del sensor haciendo corto entre sí. Circuito abierto Sensor contaminado o dañado Cables y pines pinchados, cortados o corroídos PCM dañada


Página 22




P0137

P0138

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de oxígeno (sensor 2 banco 1) – bajo voltaje

Sensor de oxígeno (sensor 2 banco 1) – voltaje alto



O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2)

O2 Sensor Circuit High Voltage (Bank 1 Sensor 2)

EXPLICACION

EXPLICACION

Esencialmente es el mismo que P0136. El P0137, se refiere al segundo sensor de oxígeno en el banco 1. Este código (P0137) significa que el voltaje del sensor de oxígeno O2 se mantuvo bajo durante más de 2 minutos. Este, es interpretado por la ECM como una condición de bajo voltaje y establece la luz MIL. El banco 1 sensor 2 está ubicado en la parte posterior del convertidor catalítico y produce una señal de salida con respecto a la capacidad de almacenamiento de oxígeno del convertidor catalítico. Esta parte trasera (sensor 2) del sensor es menos activa que la señal producida por el sensor frontal. Sin embargo, si la ECM detecta que el sensor está inactivo, este código aparecerá.

El sensor precalentado de oxígeno (2) situado detrás del catalizador produce una señal de salida con respecto a la capacidad de almacenamiento de oxígeno del convertidor catalítico. El sensor 2 es menos activo que la señal producida por el sensor de oxígeno frontal. Este código se establece cuando el voltaje del sensor es mayor que 999 mV por más de 2 minutos (el tiempo depende del modelo). Podría ser de hasta 4 minutos.

SÍNTOMAS

• •

SÍNTOMAS • •

Puede no haber síntomas visibles para el conductor, salvo la luz MIL encendida (Check Engine).

POSIBLES CAUSAS

POSIBLES CAUSAS • • • • • • •

• •

Fugas de escape cerca de la parte trasera del sensor. Catalizador tapado Corto en el circuito de la señal del sensor de oxígeno Alta resistencia o circuito abierto de la señal O2 Falla del sensor de oxígeno Presión de combustible inapropiada Inyector defectuoso

• • •

•

Sensor de oxígeno defectuoso. Corto a voltaje de la batería en el circuito de sensor de oxígeno. Falla del sensor de oxígeno Presión de combustible inapropiada Inyector defectuoso



Luz MIL encendida. Es posible una presión alta de combustible, provocando una mezcla rica en el sistema. Excesivo consumo de combustible. Exceso de humo en el escape.

Cambiar el sensor defectuoso Reparar la fuga de escape cerca del sensor trasero. Compruebe si el catalizador está tapado y cámbielo cuando sea necesario Reparar en el circuito algún corto, línea abierta, o alta resistencia del circuito de O2.

Repare el corto en el circuito de sensor de oxígeno Reemplace el sensor de oxígeno.

MÁS INFORMACION Vídeo e información de Sensor de Oxígeno Vídeo de Inyectores de combustible

MÁS INFORMACION Vídeo e información de Sensor de Oxígeno Vídeo de Inyectores de combustible

Página 23




P0139 ARMADORA

POSIBLES CAUSAS

Genérico

• • • • • •

DESCRIPCION EN ESPAÑOL Sensor de oxígeno (sensor 2 banco 1) ‐ respuesta lenta

DESCRIPCION EN INGLES O2 Sensor Circuit Slow Response (Bank 1 Sensor 2)

POSIBLES SOLUCIONES • • • •

EXPLICACION Este código indica que la relación aire/combustible no está siendo bien ajustada debido a la señal del sensor de oxígeno o de la ECM, o no se ajustan con la frecuencia esperada una vez que el motor está a la temperatura normal de trabajo.

•

SÍNTOMAS • • • •

• •

Luz MIL encendida. Es posible una presión alta de combustible. Excesivo consumo de combustible. Exceso de humo en el escape.

Borrar el código y revisar si vuelve, si vuelve: Revisar y reparar cualquier fuga de escape. Compruebe si hay problemas de cableado. Comprobar la frecuencia y la amplitud del sensor de oxígeno (avanzado). Compruebe si hay un sensor deteriorado / contaminado y reemplácelo si es necesario. Compruebe si hay fugas de aire de admisión Comprobar el funcionamiento del sensor MAF.

MÁS INFORMACION Vídeo e información de Sensor de Oxígeno Vídeo e información del Sensor MAF Vídeo de Inyectores de combustible

Página 24

El Sensor de oxígeno deficiente. Corto circuito o cables desgastados. Existe fuga de gases de escape. Falla del sensor de oxígeno Presión de combustible inapropiada Inyector defectuoso




P0140 ARMADORA

Genérico

POSIBLES SOLUCIONES


•

Sensor de oxígeno (sensor 2 banco 1) ‐ actividad no detectada

DESCRIPCION EN INGLES O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 2)

• • • • •

EXPLICACION El módulo de control del tren motriz (PCM) provee 0.45 volts de referencia para el sensor de oxígeno. Cuando el sensor de oxígeno llega a la temperatura de funcionamiento, generará un voltaje que variará dependiendo del contenido de oxígeno de los gases de escape. Mezcla pobre genera un voltaje bajo (menos de .45 V) y mezcla rica genera un alto voltaje (superior a .45 V). Los sensores de oxígeno en un banco específico marcado como "sensor 2" (como en este caso) se usan para controlar las emisiones. Un catalizador de tres vías (TWC) (sistema de convertidor catalítico) se utiliza para controlar las emisiones del tubo de escape. La PCM usa la señal recibida del sensor de oxígeno 2 para leer la eficiencia del TWC. Si la señal recibida desde la parte posterior (# 2) del sensor de oxígeno indica que el voltaje ha "atrapado" entre .425 a .474 V, la PCM determina este sensor está inactivo y este código aparecerá.

•

• • • •

SÍNTOMAS

•

La Luz MIL se iluminará. Probablemente no notará otro problema en el funcionamiento del vehículo. La razón es que la parte trasera o posterior del catalizador no afecta a la entrega de combustible (esto es una excepción en Chrysler). Tan sólo supervisa la eficiencia del convertidor catalítico. Por esta razón, probablemente no se nota ningún problema de motor.


Circuito del calentador del sensor en corto. Circuito en corto en la señal del sensor de oxígeno. Conector o cableado en contacto con el escape. Agua en algún conector del cableado o la PCM. PCM dañada.

Página 25

Primero, encienda el motor y déjelo calentar. Utilizando un escáner, revise el voltaje del sensor 2 en el banco 1 Normalmente, el voltaje debe cambiar lentamente por encima y por debajo de 0.45 volts. Si lo hace, el problema es probable intermitente. Sin embargo, si no cambia, o se pega a continuación, realice lo siguiente: Apague vehículo. Revise el cableado o el conector. Repare o reemplace según sea necesario. Abra el interruptor, motor apagado. Desconecte el conector del sensor de oxígeno y verifique si hay 12 Volts en el circuito del calefactor, cheque la tierra del circuito. Si no marca los 12V, revise los fusibles. Si está fundido el fusible del circuito del calentador, entonces puede ser el sospechoso de un calentador mal estado causando que el fusible se funda. Sustituir el sensor y el fusible. Reparar o limpiar el circuito a tierra. A continuación, con el conector desconectado, verifique que haya 5 volts en el circuito de referencia. Si los 5 volts están presenten en el conector de la PCM pero no en el conector del sensor de oxígeno, entonces existe un cortocircuito o línea abierta entre la PCM y el conector del sensor de oxígeno. Si no hay 5 volts presentes en el conector de la PCM, probablemente la PCM está dañada. Reemplazar la PCM. (Nota: en los modelos de Chrysler, un problema común es el circuito de referencia 5 Volts puede provocar un corto debido a cualquier sensor en el coche que utiliza una referencia de 5 volts. Simplemente desconectar un sensor en cada una hasta que los 5 volts reaparezcan. Si todas las alimentaciones están presentes, a continuación, reemplace el sensor correspondiente y vuelva a probar.





P0141 ARMADORA

POSIBLES CAUSAS

Genérico

• • •

DESCRIPCION EN ESPAÑOL Calefactor de Sensor de Oxígeno (sensor 2 banco 1) ‐ circuito defectuoso

• • •

DESCRIPCION EN INGLES O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 2)

MÁS INFORMACION

EXPLICACION

Vídeo e información de Sensor de Oxígeno

Las pruebas fallan cuando la corriente excede el límite calibrado y/o un corto o línea abierta es detectado.

Página 26





P0150 • •

ARMADORA Genérico


POSIBLES SOLUCIONES Utilizando un escáner, determinar si el sensor 1 del banco 2 realiza el cambio de mezcla rica a pobre correctamente, debe cambiar rápidamente y de manera uniforme. Si lo hace, el problema es probablemente intermitente y se debe revisar el cableado del sensor. A continuación, manipule los conectores y el cableado mientras se observa el voltaje del sensor de oxígeno. Trate de determinar si el sensor da una lectura precisa en el escape o no. Para ello, elimine el vacío del regulador de combustible brevemente. La lectura del sensor de oxígeno debe ser rica, reaccionando al combustible extra añadido. Vuelva a instalar el vacío al regulador, luego inducir una condición pobre mediante la eliminación de una línea de suministro de vacío del múltiple de admisión. La lectura del sensor de oxígeno debe ir acorde, en respuesta a los gases de escape. Si el sensor funciona correctamente, el sensor puede estar bien y el problema puede que sean agujeros en el tubo de escape o una fuga de vacío no medida en el motor (NOTA: las fugas de vacío son casi siempre acompañadas de códigos de mezcla pobre. Si el escape no tiene agujeros, es posible que el sensor de oxígeno esté malinterpretando las lecturas de los gases de escape.) Si nada de esto es el caso y el sensor de oxígeno sólo no trabaja o trabaja lento, desconecte el sensor y asegúrese de tiene una alimentación de 5 volts de referencia. Luego, verifique la alimentación de 12V al circuito del calefactor del sensor de oxígeno. También verifique la continuidad a tierra en el circuito. Si alguno de estos se pierde, o no son de su voltaje adecuado, ese puede ser el problema. El sensor de oxígeno no funcionará correctamente sin el voltaje adecuado. En todo caso, reemplace el sensor de oxígeno. MÁS INFORMACION Vídeo e información de Sensor de Oxígeno

Sensor de oxígeno (sensor 1 banco 2) ‐ circuito defectuoso

DESCRIPCION EN INGLES O2 Sensor Circuit Malfunction (Bank 2 Sensor 1)

EXPLICACION El sensor de oxígeno produce un voltaje basado en el contenido de oxígeno en los gases de escape. El voltaje varía entre 0.1 y 0.9 volts, 0.1 indica pobre y 0.9 indica rico. La ECM supervisa constantemente el voltaje, mientras que en circuito cerrado determina la cantidad de combustible a inyectar. Si la ECM determina que el voltaje del sensor de oxígeno es demasiado baja (menos de 0.4 volts) durante mucho tiempo (más de 20 segundos ‐ el tiempo varía con el modelo), se establece este código. El P0150 se refiere a Banco 2.

SÍNTOMAS Si el problema es constante, los síntomas pueden ser: • Luz MIL encendida • Motor funciona irregularmente • Bocanadas de humo negro por el tubo de escape • Motor muerto • Alto consumo de combustible.


Por lo general la causa es un sensor de oxígeno en mal estado, sobre todo si el sensor es viejo. Agua o corrosión en el conector. Terminales en el conector flojas. Cableado quemado en los componentes de escape Abierto o cortocircuito en el cableado debido a la fricción en los componentes del motor Agujeros en el escape permitiendo que el oxígeno no medidos en el sistema de escape Fugas de vacío en el motor.

Página 27

Sensor de oxígeno dañado. PCM dañada.




P0151 minutos. Este, es interpretado por la ECM como una condición de bajo voltaje y establece el MIL. El sensor 1 del banco 2 está ubicado al frente del convertidor catalítico.

ARMADORA Genérico


POSIBLES CAUSAS

Sensor de oxígeno (sensor 1 banco 2) ‐ bajo voltaje

• • • •

DESCRIPCION EN INGLES O2 Sensor Circuit Low Voltage (Bank 2 Sensor 1)

EXPLICACION

SÍNTOMAS

Este sensor mide la cantidad de oxígeno que sale por el escape. Este sensor es una parte fundamental del circuito del control que constantemente asegura la correcta mezcla de aire/combustible. La señal de este sensor se usa para controlar la entrega de combustible estando en el modo de circuito cerrado durante carga de aire ligera y en la operación de ralentí. La señal del sensor no se toma en cuenta cuando se está en el modo de circuito abierto (open loop) o bien durante la aceleración máxima (wide open throttle operation) Esencialmente es lo mismo que los códigos P0136, P0137 y P0131, un código P0151 se refiere al primer sensor de oxígeno en el banco 2. El código P0151 significa que el voltaje del sensor de oxígeno O2 se mantuvo bajo durante más de 2

Página 28

Líneas abiertas Sensor dañado Líneas en corto PCM dañada

Luz MIL encendida


Cambiar el sensor defectuoso Reparar corto, línea abierta, o alta resistencia del circuito de oxígeno.





P0153

P0155

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de oxígeno (sensor 1 banco 2) ‐ respuesta lenta

Calefactor de Sensor de Oxígeno (sensor 1 banco 2) – falla en el circuito





EXPLICACION

EXPLICACION

Este código indica que el la relación aire/combustible no está siendo ajustada como debe ser por el sensor de oxígeno o la ECM, o no responde a lo que se espera, o no se ajusta con la frecuencia esperada una vez que el motor está a la temperatura normal de trabajo. Este sensor monitorea el oxígeno de la atmosfera, el aire debe entrar por la parte posterior del sensor entre los cables. Cuando uno de estos sensores es contaminado por aceite, este no permitirá el flujo de aire al interior del sensor, provocando fallas.

Las pruebas fallan cuando la corriente excede el límite calibrado y/o un corto o línea abierta es detectado. Este código se refiere al sensor de oxígeno de la parte delantera en el banco 2. El circuito de calefacción en el sensor de oxígeno disminuye el tiempo necesario para entrar en circuito cerrado. Cuando el calentador del sensor llega a la temperatura de funcionamiento, el sensor de oxígeno responde cambiando de acuerdo con el contenido de oxígeno de los gases de escape que lo rodean.

POSIBLES CAUSAS

POSIBLES CAUSAS

• • • • • •

• • • • • •

Sensor muy sucio Sensor dañado Algún punto del tubo de escape o mofle roto Combustible no adecuado El cableado del sensor está roto o desgastado PCM dañada

Agua en el conector del cableado Bajo voltaje de alimentación Problemas de contacto en conectores o cableado Circuito abierto Circuito aterrizado PCM dañada

SÍNTOMAS

SÍNTOMAS

Posiblemente no se presente ningún problema al conducir.

Usted se dará cuenta de que hay consumo en exceso de combustible y la luz MIL encendida.

POSIBLES SOLUCIONES • • • • • • •

POSIBLES SOLUCIONES

Revisar y reparar cualquier fuga de escape Revise el cableado (cortocircuito, cables deshilachados) Revisar frecuencia y amplitud del sensor de oxígeno Revisar si hay un sensor de oxígeno contaminado. Revisar si hay fugas de aire de admisión Revisar que el sensor MAF funcione correctamente Reemplace el sensor de oxígeno banco 2

• •

Reparación de la resistencia o corto de los cables o conectores del cableado Reemplazar sensor de oxígeno (no se puede reparar un corto circuito que se produce internamente en el sensor).


MÁS INFORMACION Vídeo e información de Sensor de Oxígeno Vídeo e información del Sensor MAF

Página 29




P0156

P0159

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de oxígeno (sensor 2 banco 2) – falla en el circuito

Sensor de oxígeno (sensor 2 banco 2) ‐ respuesta lenta





EXPLICACION

EXPLICACION Este código indica que la relación aire‐combustible no está siendo ajustada como debe ser por el sensor de oxígeno o la ECM no responde como se esperaba, o no se ajustan con la frecuencia que espera una vez que el motor está caliente o bajo una temperatura normal de trabajo.

Muchos de los motores de modelos recientes, utilizan un sensor precalentado de oxígeno (HO2S), el cual es calentado eléctricamente para alcanzar y mantener rápidamente la temperatura de funcionamiento. Esto acortará el tiempo necesario para iniciar el funcionamiento de circuito cerrado. También se elimina la pérdida de la señal del sensor de oxígeno, debido al enfriamiento del sensor durante el flujo bajo de gases de escape. NOTA: La señal del sensor de oxígeno será ignorada por la ECU cuando el sistema trabaja en circuito abierto (open loop).

SÍNTOMAS Posiblemente no se presente ningún problema al conducir.



Cables del sensor haciendo corto entre sí. Circuito abierto Sensor contaminado o dañado Cables y pines dañados, cortados o corroídos PCM dañada

Sensor de oxígeno con problema Cableado del sensor está roto o desgastado Hay fuga de gases de escape


MÁS INFORMACION

• •

Vídeo e información de Sensor de Oxígeno

• • • •

Borrar el código de falla y ver si aparece de nuevo. Si el código vuelve, probablemente se solucione cambiando el sensor. Revisar y reparar cualquier fuga de escape Compruebe si hay problemas de cableado (en cortocircuito, cables deshilachados) Comprobar la frecuencia y la amplitud del sensor de oxígeno Compruebe si hay un sensor de oxígeno contaminado, reemplazar si es necesario Compruebe si hay fugas de aire de admisión Comprobar el sensor MAF que esté funcionando correctamente

MÁS INFORMACION Vídeo e información de Sensor de Oxígeno Vídeo e información del Sensor MAF

Página 30




P0161

P0171 ARMADORA

ARMADORA

Genérico

Genérico



Regulación inyección (banco 1) ‐ demasiado pobre

Calefactor de Sensor de Oxígeno (sensor 2 banco 2) – problemas en el circuito



Fuel Trim too lean (Bank 1)

EXPLICACION


EXPLICACION

La Estrategia Adaptable de combustible continuamente supervisa el hardware de entrega de combustible. La prueba falla cuando la lectura rebasa el límite para mezcla rica.

Las pruebas fallan cuando la corriente excede el límite calibrado y/o un corto o línea abierta es detectado.

POSIBLES CAUSAS


•



• •

• •

Sistema de Combustible o Excesiva presión de combustible o Inyectores de contaminados, con fugas o tapados o Presión del combustible baja o sin combustible o Fugas o regulador de presión de combustible con falla. o Filtro o líneas de combustible tapadas o sucias o Válvula check de la bomba de combustible fallando o Fugas de los componentes del sistema EVAP o Sensor de presión del riel de combustible con falla Sistema de Recuperación de vapor Sistema de aire de admisión o Sensor MAF dañado o Fugas de aire después del MAF. o Fugas de Vacío o Válvula PCV fugando o pegada en abierto Sistema EGR o Junta de escape o Válvula EGR pegada Sistema Motor o Exceso nivel de aceite o Compresión del cilindro o Fuga de gases de combustión antes de la sonda lambda

POSIBLES SOLUCIONES •

Limpiar el sensor MAF. Asegúrese de no dañar el sensor MAF y de que esté seco antes de volver a instalarlo. • Revise todas las mangueras de vacío y PCV. • Revise la presión de combustible y que el filtro este limpio. MÁS INFORMACION Vídeo de Inyectores de combustible Vídeo e información del Sensor MAF

Página 31




P0172

P0174

ARMADORA

ARMADORA

Genérico

Genérico







Fuel Trim too Rich (Bank 1)

Fuel Trim too Lean (Bank 2)

EXPLICACION

EXPLICACION

La Estrategia Adaptable de combustible continuamente supervisa el hardware de entrega de combustible y falla cuando la lectura rebasa el límite de mezcla pobre calibrado.

La Estrategia Adaptable de combustible continuamente supervisa el hardware de entrega de combustible y falla cuando la lectura rebasa el límite de mezcla rica calibrado.

POSIBLES CAUSAS

POSIBLES CAUSAS

•

• •

• • •

•

Sistema de Combustible o Excesiva presión de combustible o Inyectores de contaminados, con fugas o tapados o Presión del combustible baja o sin combustible o Fugas o regulador de presión de combustible con falla. o Filtro o líneas de combustible tapadas o sucias o Válvula check de la bomba de combustible fallando o Fugas de los componentes del sistema EVAP o Sensor de presión del riel de combustible con falla Sistema de Recuperación de vapor Sistema de aire de admisión o Sensor MAF dañado o Fugas de aire después del MAF. o Fugas de Vacío o Válvula PCV fugando o pegada en abierto Sistema EGR o Junta de escape o Válvula EGR pegada Sistema Motor o Exceso nivel de aceite o Compresión del cilindro Fuga de gases de combustión antes de la sonda lambda

• •

• •

POSIBLES SOLUCIONES • • • • • •


Revise todas las mangueras de vacío y PCV. Revise las tuberías de combustible por fugas. Limpiar el sensor MAF con un limpiador de electrónica o limpiador de frenos. Asegúrese de no dañar el sensor MAF y de que esté seco antes de volver a instalarlo. Revise la presión en la línea de combustible Limpie los inyectores de combustible, pueden estar sucios Revise si hay fuga de escape antes del sensor de oxígeno

Página 32


• •

Limpiar el sensor de MAF con un limpiador de electrónica o de frenos. Asegúrese de no dañarlo y que esté seco antes de volver a instalarlo. Revise todas las mangueras de vacío y PCV. Revisar presión de combustible y que el filtro este limpio.

MÁS INFORMACION Vídeo de Inyectores de combustible Vídeo e información del Sensor MAF




P0175 ARMADORA

POSIBLES SOLUCIONES

Genérico

• • •

DESCRIPCION EN ESPAÑOL Regulación inyección (banco 2) ‐ demasiado rico


• • •

Fuel Trim too Rich (Bank 2)

EXPLICACION

MÁS INFORMACION

La Estrategia Adaptable de combustible continuamente supervisa el hardware de entrega de combustible y falla cuando la lectura rebasa el límite de mezcla pobre calibrado.

Vídeo de Inyectores de combustible Vídeo e información del Sensor MAF

POSIBLES CAUSAS •

• •

• •

Revise todas las mangueras de vacío y PCV. Revise las tuberías de combustible por fugas. Limpiar el sensor MAF con un limpiador de electrónica o limpiador de frenos. Asegúrese de no dañar el sensor MAF y de que esté seco antes de volver a instalarlo. Revise la presión en la línea de combustible Limpie los inyectores de combustible, pueden estar sucios Revise si hay fuga de escape antes del sensor de oxígeno


Página 33




P0176

P0180

ARMADORA

ARMADORA

Genérico

Genérico



Sensor composición combustible – problema en el circuito

Sensor de temperatura combustible A ‐ problema en el circuito



Fuel Composition Sensor Circuit Malfunction

Fuel Temperature Sensor A Circuit Malfunction

EXPLICACION

EXPLICACION

La señal de entrada de sensor FF a PCM continuamente es supervisada. La prueba falla cuando la señal cae de un máximo o un mínimo del rango calibrado

El monitor de componentes comprensivos supervisa el circuito del sensor a la PCM. Si el voltaje sale fuera de rango de los valores calibrados, la prueba falla.


POSIBLES CAUSAS

Líneas abiertas o en corto Contaminación de combustible Corto a tierra PCM dañada

• • • • •

POSIBLES SOLUCIONES Cambiar el sensor de composición de combustible

Líneas abiertas o en corto Conector flojo o haciendo falso Operación de temperatura ambiente baja Sensor dañado PCM dañada

POSIBLES SOLUCIONES Cambiar el sensor de temperatura de combustible.

Página 34




P0181

P0182

ARMADORA

ARMADORA

Genérico

Genérico



Sensor temperatura combustible A ‐ problema de rango/funcionamiento

Sensor de temperatura de combustible A ‐ entrada baja al circuito



Fuel Temperature Sensor A Circuit Range/Performance

Fuel Temperature Sensor A Circuit Low Input

EXPLICACION

EXPLICACION



POSIBLES CAUSAS

POSIBLES CAUSAS

• • • •

• • • •

Líneas abiertas o en corto Conector flojo o haciendo falso Sensor dañado PCM dañada


POSIBLES SOLUCIONES

POSIBLES SOLUCIONES

• •

• •

Cambiar el sensor de temperatura de combustible. Limpiar las terminales asegurando que el contacto es correcto.

Página 35





P0183

P0186

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de temperatura de combustible A ‐ entrada alta al circuito

Sensor temperatura combustible B ‐ problema de rango/funcionamiento



Fuel Temperature Sensor A Circuit High Input

Fuel Temperature Sensor B Circuit Range/Performance

EXPLICACION

EXPLICACION



POSIBLES CAUSAS

POSIBLES CAUSAS

• • • • •

• • • •

Líneas abiertas o en corto (corto a positivo) Conector flojo o haciendo falso Operación de temperatura ambiente baja Sensor dañado PCM dañada




Página 36






P0187

P0188

ARMADORA

ARMADORA

Genérico

Genérico



Sensor de temperatura de combustible B ‐ entrada baja al circuito

Sensor de temperatura de combustible B ‐ entrada alta al circuito



Fuel Temperature Sensor B Circuit Low Input

Fuel Temperature Sensor B Circuit High Input

EXPLICACION

EXPLICACION



POSIBLES CAUSAS

POSIBLES CAUSAS

• • • •

• • • • •





Página 37

Líneas abiertas o en corto (corto a positivo) Conector flojo o haciendo falso Operación de temperatura ambiente baja Sensor dañado PCM dañada





P0190 ARMADORA

SÍNTOMAS

Genérico


• •

Sensor presión rampa combustible ‐ problema en el circuito

POSIBLES CAUSAS


• • • • • •

Fuel Rail Pressure Sensor Circuit Malfunction

EXPLICACION El monitor de componentes comprensivos supervisa el circuito del sensor a la PCM. Si el voltaje sale fuera de rango de los valores calibrados, la prueba falla. El sensor de presión del riel de combustible (FRP) es del tipo diafragma que cambia su resistencia eléctrica conforme cambia la presión. La resistencia eléctrica aumenta a medida que aumenta la presión y disminuye a medida que disminuye la presión. La resistencia variable afecta a la caída de voltaje en los terminales del sensor y proporciona una señal eléctrica al módulo de control del tren motriz (PCM), correspondiente a la presión. Estos sensores son considerados pasivos. Un sensor pasivo se conecta a un circuito de manera que la variación de la resistencia del sensor pasivo provoca una variación en el flujo de corriente total. La caída de voltaje a través de una resistencia fija en serie con la resistencia del sensor determina la señal en la PCM. Esta señal es igual al voltaje de referencia menos la caída de voltaje en la resistencia fija. El sensor de FRP mide la presión del combustible cerca de los inyectores de combustible. Esta señal es utilizada por la PCM para ajustar el inyector de combustible de ancho de pulso y medir el combustible en cada cilindro.

Página 38

Luz MIL encendida El motor no arranca

Líneas abiertas o en corto Conector flojo o haciendo falso Sensor dañado Baja o alta presión de combustible Nivel bajo de combustible PCM dañada

MÁS INFORMACION Vídeo de Inyectores de combustible




P0191 ARMADORA

SÍNTOMAS

Genérico

• •


POSIBLES CAUSAS

Sensor presión rampa combustible ‐ problema de rango/funcionamiento

• • • • •

DESCRIPCION EN INGLES Fuel Rail Pressure Sensor Circuit Range/Performance

EXPLICACION

Página 39

Baja o alta presión de combustible Nivel bajo de combustible Sensor dañado Excesiva resistencia en el circuito Tanque de gasolina vacío o con nivel muy bajo

MÁS INFORMACION

El monitor de componentes comprensivos supervisa el circuito del sensor a la PCM. La prueba falla cuando la presión de combustible cae por debajo de un rango mínimo o rebasa un rango máximo establecido. El sensor de presión del riel de combustible (FRP) es del tipo diafragma que mide los cambios en la resistencia generados por los cambios de presión. La resistencia eléctrica aumenta a medida que aumenta la presión y disminuye a medida que disminuye la presión. La resistencia variable afecta a la caída de voltaje en los terminales del sensor y proporciona una señal eléctrica al módulo de control del tren motriz (PCM), correspondiente a la presión. Estos sensores son considerados pasivos. Un sensor pasivo se conecta a un circuito de manera que la variación de la resistencia del sensor pasivo provoca una variación en el flujo de corriente total. La caída de voltaje a través de una resistencia fija en serie con la resistencia del sensor determina la señal en la PCM. Esta señal es igual al voltaje de referencia menos la caída de voltaje en la resistencia fija. El sensor de FRP mide la presión del combustible cerca de los inyectores de combustible. Esta señal es utilizada por la PCM para ajustar el inyector de combustible de ancho de pulso y medir el combustible a cada cilindro.


Vídeo de Inyectores de combustible




P0192 ARMADORA

SÍNTOMAS

Genérico

• •


POSIBLES CAUSAS

Sensores de presión de riel de combustible ‐ entrada baja al circuito

• • • • • •

DESCRIPCION EN INGLES Fuel Rail Pressure Sensor Circuit Low Input

EXPLICACION El monitor de componentes comprensivos supervisa el circuito del sensor a la PCM. Si el voltaje sale fuera de rango de los valores calibrados, la prueba falla. (Voltaje bajo) El sensor de presión del riel de combustible (FRP) es del tipo diafragma que mide los cambios en la resistencia generados por los cambios de presión. La resistencia eléctrica aumenta a medida que aumenta la presión y disminuye a medida que disminuye la presión. La resistencia variable afecta a la caída de voltaje en los terminales del sensor y proporciona una señal eléctrica al módulo de control del tren motriz (PCM), correspondiente a la presión. Estos sensores son considerados pasivos. Un sensor pasivo se conecta a un circuito de manera que la variación de la resistencia del sensor pasivo provoca una variación en el flujo de corriente total. La caída de voltaje a través de una resistencia fija en serie con la resistencia del sensor determina la señal en la PCM. Esta señal es igual al voltaje de referencia menos la caída de voltaje en la resistencia fija. El sensor de FRP mide la presión del combustible de los inyectores de combustible. Esta señal es utilizada por la PCM para ajustar el inyector de combustible en ancho de pulso y medir el combustible a cada cilindro.

Página 40


Señal abierta del sensor (solo negativo) Corto a tierra Sensor dañado PCM dañada Bomba de combustible dañada Bajo nivel de combustible o sin combustible





P0193 ARMADORA

SÍNTOMAS

Genérico

• •


POSIBLES CAUSAS

Sensores de presión de riel de combustible ‐ entrada alta al circuito

• • • • • •

DESCRIPCION EN INGLES Fuel Rail Pressure Sensor Circuit High Input

EXPLICACION El monitor de componentes comprensivos supervisa el circuito del sensor a la PCM. Si el voltaje sale fuera de rango de los valores calibrados, la prueba falla. (Voltaje alto) El sensor de presión del riel de combustible (FRP) es del tipo diafragma que mide los cambios en la resistencia generados por los cambios de presión. La resistencia eléctrica aumenta a medida que aumenta la presión y disminuye a medida que disminuye la presión. La resistencia variable afecta a la caída de voltaje en los terminales del sensor y proporciona una señal eléctrica al módulo de control del tren motriz (PCM), correspondiente a la presión. Estos sensores son considerados pasivos. Un sensor pasivo se conecta a un circuito de manera que la variación de la resistencia del sensor pasivo provoca una variación en el flujo de corriente total. La caída de voltaje a través de una resistencia fija en serie con la resistencia del sensor determina la señal en la PCM. Esta señal es igual al voltaje de referencia menos la caída de voltaje en la resistencia fija. El sensor de FRP mide la presión del combustible cerca de los inyectores de combustible. Esta señal es utilizada por la PCM para ajustar el inyector de combustible de ancho de pulso y medir el combustible a cada cilindro.

Página 41


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Señal abierta del sensor (solo negativo) Corto a tierra Sensor dañado Bomba de combustible dañada Bajo nivel de combustible o sin combustible Presión alta de combustible (causado por el regulador de presión dañado) PCM dañada





P0201 ARMADORA

POSIBLES SOLUCIONES

Genérico

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DESCRIPCION EN ESPAÑOL Inyector cilindro 1 ‐ problema en el circuito

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Injector Circuit Malfunction ‐ Cylinder 1

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EXPLICACION Significa que la PCM detectó un fallo en el inyector o el cableado del inyector. El controlador del inyector y cuando se activa el inyector, la PCM espera que el voltaje sea "baja" o cercana a cero. Cuando el inyector está apagado, la PCM espera ver un voltaje que está cerca de voltaje de batería o "alta". Si la PCM no detecta el voltaje esperado se establece este código. La PCM también monitorea la resistencia en el circuito. Si la resistencia es demasiado baja o alta se establece este código.

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SÍNTOMAS Los síntomas de este problema son: • Falla de encendido. • Aceleración pobre. • Luz MIL encendida.



Inyector dañado suele ser la causa de este código, pero no se descarta la posibilidad de una de las siguientes causas. Línea abierta en el cableado del inyector Corto en el cableado del inyector Computadora dañada

Página 42

Utilizando un multímetro comprobar la resistencia del inyector. Si no está dentro de especificaciones, sustituir el inyector. Compruebe si hay voltaje en el conector del inyector de combustible. Debe tener 10 volts o más. Comprobar visualmente que el conector no esté dañado o con los cables rotos. Comprobar visualmente el inyector. Con un probador de inyectores, activar el inyector y ver si funciona. Si el inyector funciona, entonces es probable que sea una línea abierta, o un inyector bloqueado. Si no cuenta con un probador, cambiar el inyector con otro y ver si presenta la misma falla y el mismo código. Si ya no presentó el código, cambiar el inyector. En la PCM, quitar el cable conductor de la PCM y conector de tierra del cable. (Asegúrese de tener el cable correcto. Si no está seguro, no lo intente) El inyector debe activarse. Reemplace el inyector




P0202 ARMADORA

POSIBLES SOLUCIONES

Genérico

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Inyector cilindro 2 ‐ problema en el circuito

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EXPLICACION Significa que la PCM detectó un fallo en el inyector o el cableado del inyector. Controla el inyector y cuando se activa el inyector, la PCM espera que el voltaje sea "bajo” o cercano a cero. Cuando el inyector está apagado, la PCM espera ver un voltaje que está cerca de voltaje de batería o "alta". Si la PCM no detecta el voltaje esperado se establece este código. La PCM también monitorea la resistencia en el circuito. Si la resistencia es demasiado baja o alta se establece este código.

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Falla de encendido. Aceleración pobre. Luz MIL encendida.



Inyector dañado suele ser la causa de este código, pero no descarta la posibilidad de una de las siguientes causas. Línea abierta en el cableado del inyector Corto en el cableado del inyector Computadora dañada

Página 43

En primer lugar, utilizando un multímetro comprobar la resistencia del inyector Si no está dentro de especificaciones, a continuación, sustituir el inyector. Compruebe si hay voltaje en el conector del inyector de combustible. Debe tener 10 volts o más. Comprobar visualmente el conector que no esté dañado o con los cables rotos. Comprobar visualmente el inyector. Si usted tiene acceso a un probador de inyector, activar el inyector y ver si funciona. Si el inyector funciona, entonces es probable que sea una línea abierta, o un inyector bloqueado. Si usted no tiene acceso a un probador, cambiar el inyector con otro y ver si realiza el mismo fallo y se presenta el mismo código. Si ya no presentó el código, cambiar el inyector. En la PCM, quitar el cable conductor de la PCM y conector de tierra del cable. (Asegúrese de tener el cable correcto. Si no está seguro, no lo intente) El inyector debe activarse Reemplace el inyector.




P0203 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0204 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0205 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0206 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0207 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0208 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0209 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0210 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0211 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0212 ARMADORA

POSIBLES SOLUCIONES

Genérico

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P0217

P0230

ARMADORA

ARMADORA

Genérico

Genérico



Sobrecalentamiento motor

Circuito primario de bomba de combustible ‐ problema en el circuito



Engine Overtemp Condition

Fuel Pump Primary Circuit Malfunction

EXPLICACION

EXPLICACION

Este sensor mide los cambios de temperatura del anticongelante del motor, para evitar daños potenciales al motor.

La PCM monitorea el circuito de la bomba de combustible. Si se detecta anomalías como variaciones de voltaje fuera de rango, etc. se iluminara la luz MIL.


POSIBLES CAUSAS

Bajo nivel de anticongelante Termostato Sensor dañado PCM dañada

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Página 54

Circuito abierto o en corto Relevador de combustible dañado Circuito abierto del relevador PCM dañada




P0231

P0300

ARMADORA

ARMADORA

Genérico

Genérico



Circuito secundario de bomba de combustible ‐ circuito bajo

Uno o varios cilindros ‐ falsa explosión detectada



Fuel Pump Secondary Circuit Low

Random/Multiple Cylinder Misfire Detected

EXPLICACION

EXPLICACION Esto significa que la PCM del coche ha detectado que no todos los cilindros del motor trabajan correctamente. El código P0300 indica un fallo de encendido múltiple o algún cilindro sin saber cuál es. Si el último dígito es un número distinto de cero, indica que cilindro está fallando. Por ejemplo un código P0302, le dirá que el cilindro número dos está fallando. Desafortunadamente, un P0300 no indica el cilindro.

La PCM monitorea el circuito de la bomba de combustible. Si se detecta anomalías como variaciones de voltaje fuera de rango, etc., se iluminara la luz MIL.


Circuito de alimentación desde la batería del relevador de la bomba abierto Circuito abierto entre el relevador de la bomba de combustible y la PCM Relevador dañado PCM dañada


Motor inestable Respuesta lenta Otros síntomas pueden estar presentes.

POSIBLES CAUSAS • • • • • • • • • •

Cables de bujía defectuosos Bobina o paquete de bobinas defectuoso Sensor de oxígeno defectuoso Inyector de combustible defectuoso Válvulas de escape quemadas o dañadas Convertidor catalítico defectuoso Válvula EGR bloqueada o tapada Sensor CKP defectuoso Combustible escaso PCM dañada

POSIBLES SOLUCIONES • • • • • • •

Página 55

Si hay síntomas, tales como el motor inestable, comprobar todo el cableado y los conectores que llevan a los cilindros (es decir, bujías de encendido). Como sugerencia cambie las bujías, cables de las bujías, tapa de distribuidor y el rotor (si aplica). De lo contrario, revisar la o las bobinas. Revisar si el catalizador esta en malas condiciones. Si huele a huevos podridos en el escape, el convertidor catalítico necesita ser reemplazado. Revisar los inyectores de combustible Revisar el sensor de flujo de aire Revisar la válvula EGR por si está pegado en abierto.




P0301

P0302

ARMADORA

ARMADORA

Genérico

Genérico



Cilindro 1 ‐ falsa explosión detectada




Cylinder 1 Misfire Detected


EXPLICACION

EXPLICACION

Esto significa que la PCM del coche ha detectado que uno de los cilindros del motor no trabaja correctamente. En este caso de trata del cilindro #1.


SÍNTOMAS

SÍNTOMAS

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POSIBLES CAUSAS

POSIBLES CAUSAS

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Bujía con problema Cable de bujía con problema Bobina defectuosa Sensor de oxígeno defectuoso Inyector de combustible defectuoso Válvula de escape quemada Convertidor catalítico defectuoso Tanque de combustible vacío Compresión deficiente PCM dañada


POSIBLES SOLUCIONES

POSIBLES SOLUCIONES

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MÁS INFORMACION Vídeo e información de Sensor EGR Página 56


MÁS INFORMACION Vídeo e información de Sensor EGR




P0303

P0304

ARMADORA

ARMADORA

Genérico

Genérico









EXPLICACION

EXPLICACION



SÍNTOMAS

SÍNTOMAS

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POSIBLES CAUSAS

POSIBLES CAUSAS

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POSIBLES SOLUCIONES

POSIBLES SOLUCIONES

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P0305

P0306

ARMADORA

ARMADORA

Genérico

Genérico









EXPLICACION

EXPLICACION



SÍNTOMAS

SÍNTOMAS

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POSIBLES CAUSAS

POSIBLES CAUSAS

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POSIBLES SOLUCIONES

POSIBLES SOLUCIONES

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P0307

P0308

ARMADORA

ARMADORA

Genérico

Genérico









EXPLICACION

EXPLICACION



SÍNTOMAS

SÍNTOMAS

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POSIBLES CAUSAS

POSIBLES CAUSAS

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POSIBLES SOLUCIONES

POSIBLES SOLUCIONES

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P0309

P0310

ARMADORA

ARMADORA

Genérico

Genérico









EXPLICACION

EXPLICACION



SÍNTOMAS

SÍNTOMAS

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POSIBLES CAUSAS

POSIBLES CAUSAS

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POSIBLES SOLUCIONES

Un código P0310 puede deberse a: • Bujía con problema • Cable de bujía con problema • Bobina defectuosa • Sensor de oxígeno defectuoso • Inyector de combustible defectuoso • Válvula de escape quemada • Convertidor catalítico defectuoso • Tanque de combustible vacío • Compresión deficiente • PCM dañada

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POSIBLES SOLUCIONES

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P0312

P0311

ARMADORA

ARMADORA

Genérico

Genérico









EXPLICACION

EXPLICACION






POSIBLES CAUSAS

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Vídeo e información de Sensor EGR

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MÁS INFORMACION


POSIBLES SOLUCIONES






P0325

P0340

ARMADORA

ARMADORA

Genérico

Genérico



Sensor detonación 1 (banco 1) ‐ problema en el circuito

Sensor posición árbol levas A (banco 1) ‐ problema en el circuito



Knock Sensor 1 Circuit Malfunction (Bank 1 or Single Sensor)

Camshaft Position Sensor Circuit Malfunction

EXPLICACION

EXPLICACION

Cuando ocurre una vibración, se crea una presión en los cristales internos del sensor. Esta presión provoca que el sensor genere un voltaje que crece en proporción a la vibración. La PCM usa esta información para el cálculo del avance de chispa.

Esto indica que el problema se detectó en el circuito del sensor de posición del árbol de levas. El problema podría estar en cualquier parte del circuito ‐ el mismo sensor, el cableado, o la PCM. No se limite a sustituir el sensor de posición del árbol de levas, y crea que esto lo arreglará.


SÍNTOMAS

Respuesta lenta Falta de potencia Otros síntomas pueden estar presentes.

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POSIBLES CAUSAS

Sensor dañado Cable en corto circuito Circuito dañado

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Respuesta lenta Pérdida de potencia en el motor Difícil arranque No arranca el motor

Comprobar la resistencia del sensor Comprobar líneas abiertas Reemplazar el sensor

Cable o un conector en el circuito conectado a tierra, en corto o roto. Sensor de posición del árbol de levas fallando PCM fallando Circuito abierto Sensor de posición del cigüeñal fallando

POSIBLES SOLUCIONES

MÁS INFORMACION

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Vídeo e información de Sensor de Detonación

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Inspeccionar visualmente el cableado y los conectores en el circuito Verifique la continuidad en el cableado del circuito Comprobar el funcionamiento del sensor de posición del árbol de levas Reemplace el sensor de posición del árbol de levas según sea necesario Comprobar el circuito de posición del cigüeñal, Reemplace el cableado del circuito y / o conectores según sea necesario Diagnosticar / reemplazar la PCM como sea necesario

MÁS INFORMACION Vídeo de Sensor CMP

Página 62




P0341 ARMADORA

POSIBLES SOLUCIONES

Genérico

Compruebe que los cables no pasan muy cerca de los componentes secundarios de encendido (bobina, cables de las bujías, etc.). Revise el cableado del sensor de por si presenta quemaduras o decoloración por roces con partes calientes. Revise el sensor del árbol de levas Inspeccionar la rueda reluctor (si es posible) para ver cualquier diente o algún otro daño Si el reluctor no es visible desde el exterior del motor, la inspección sólo puede hacerse mediante retirando el árbol de levas o colector de admisión (dependiendo del motor) Si todo lo anterior está bien, reemplace el sensor. MÁS INFORMACION Vídeo de Sensor CMP

DESCRIPCION EN ESPAÑOL Sensor posición árbol levas A (banco 1) ‐ problema de rango/funcionamiento

DESCRIPCION EN INGLES Camshaft Position Sensor Circuit Range/Performance

EXPLICACION El código P0341 básicamente significa que el módulo de control del tren motriz (PCM) ha detectado un problema con la señal de árbol de levas. El sensor de posición del árbol de levas (CMP) envía una señal específica a la PCM para monitorear el punto muerto superior en la carrera de compresión, así como señales que indican la posición del sensor de la leva. Esto se logra a través de una rueda reluctor adjunta al árbol de levas que pasa por el sensor de la leva. Cada vez que la señal a la PCM es incompatible con lo que la señal debe ser, se establece este código. NOTA: Este código también puede ser fijado por largos períodos de arranque.


Alto consumo de combustible Problemas de arranque El motor no arranca


El cableado del sensor del árbol de levas enviado demasiado cerca de los cables para bujía (causa interferencias) Mala conexión de cables en el sensor de la leva Mala conexión de cables en PCM Sensor del árbol de levas dañado Rueda reluctor dañado

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DESCRIPCION EN ESPAÑOL Recirculación de gases de escape ‐ falla

DESCRIPCION EN INGLES Exhaust Gas Recirculation Flow Malfunction

EXPLICACION Los gases de escape son controlados por la válvula EGR que regula la cantidad de gases de escape que vuelven a entrar al cilindro. El módulo de control del tren motriz (PCM) determina la cantidad en base a la carga del motor, temperatura y otras condiciones. Si la PCM detecta que la cantidad de gases de escape que entra al cilindro es insuficiente o inexistente, se establece este código.

SÍNTOMAS • •

Incremento de temperatura Incremento de emisiones de NOx (Óxidos de Nitrógeno)

POSIBLES CAUSAS Un código P0400 puede deberse a: • Algo que restringe el flujo de los gases de escape (EGR) • Solenoide de la EGR dañado • Cableado defectuoso del solenoide EGR / cableado • Las líneas de vacío dañadas / desconectada de la válvula EGR • Válvula EGR defectuosa


Utilizando un escáner, operar la válvula EGR con el motor en marcha. Revise todas las líneas de vacío, mangueras, etc. Remueva la válvula y límpiela si es necesario Revise el cableado del solenoide y el solenoide Reemplazar la válvula EGR


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P0401

P0402

ARMADORA

ARMADORA

Genérico

Genérico



Recirculación gases escape ‐ flujo insuficiente

Recirculación gases escape ‐ flujo excesivo



Exhaust Gas Recirculation Flow Insufficient Detected

Exhaust Gas Recirculation Flow Excessive Detected

EXPLICACION

EXPLICACION

La válvula EGR es parte del sistema de las emisiones del vehículo, y se utiliza para reducir la temperatura de combustión y la presión para el control de óxidos de nitrógeno. Existen tres componentes para el sistema EGR: la válvula EGR, un solenoide actuador y un sensor de presión diferencial de EGR (DPFE). Estos tres funcionan juntos para proporcionar la cantidad correcta de recirculación teniendo como base la temperatura del motor, la carga, etc. El código P0401 significa se ha detectado una cantidad insuficiente de EGR.

La válvula EGR es parte del sistema de las emisiones del vehículo, y se utiliza para reducir la temperatura de combustión y la presión para el control de óxidos de nitrógeno. En general, existen tres componentes para el sistema EGR: la válvula EGR, un solenoide actuador y un sensor de presión diferencial de EGR (DPFE). Estos tres funcionan juntos para proporcionar la cantidad correcta de recirculación teniendo como base la temperatura del motor, carga, etc. El código P0402 significa que el sistema OBD ha detectado una cantidad excesiva de EGR.

SÍNTOMAS

SÍNTOMAS

Pre‐ignición, cuando el motor está bajo carga o a altas velocidades.

Marcha mínima inestable. Problemas en el funcionamiento del motor.

POSIBLES CAUSAS

POSIBLES CAUSAS

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Un código P0402 puede deberse a: • El DPFE (diferencial de presión EGR) del sensor está defectuoso y necesita ser reemplazado • Hay un bloqueo en la EGR (tubo), lo más probable es que tenga acumulación de carbón • La válvula EGR está defectuosa • La válvula EGR no puede abrir por falta de vacío

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DPFE (sensor de diferencial de presión EGR) defectuoso y Bloqueo en la EGR (tubo), probable tiene carbón acumulado Válvula EGR está defectuosa Válvula EGR no abre por falta de vacío

POSIBLES SOLUCIONES En este código, es muy común que solo se cambié la válvula sin embargo el código vuelve a aparecer. La válvula EGR no siempre es la causa. Use una bomba de vacío para probar la válvula EGR. Debe haber una diferencia notable en las RPM con la EGR abierta: Limpiar la válvula EGR y/o los tubos para eliminar depósitos. Compruebe el voltaje en la DPFE, en comparación con los valores especificados (revise un manual de reparaciones para el modelo específico de su auto) Reemplace el sensor DPFE (de preferencia original) Vuelva a colocar la válvula EGR MÁS INFORMACION Vídeo e información de Sensor EGR

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POSIBLES SOLUCIONES En este código, es muy común que solo se cambié la válvula y el código vuelve a aparecer. La válvula EGR no siempre es la causa. La solución más probable es reemplazar el sensor. Compruebe el voltaje en el sensor de DPFE en ralentí y cuando la EGR esté abierta Reemplace el sensor DPFE MÁS INFORMACION Vídeo e información de Sensor EGR




POSIBLES SOLUCIONES

P0403

Con el interruptor abierto y el motor apagado, usar un escáner para activar el solenoide de EGR. Escuchar o sentir un clic, lo que indica que el solenoide está en funcionamiento. Si el solenoide funciona, tendrá que comprobar la corriente en el circuito de tierra. Debe ser inferior a 1 Amp. Si es así, el problema es intermitente. Si no es así entonces no hay demasiada resistencia en el circuito, realice lo siguiente: Cuando es activado ver si usted puede soplar a través de ella. Si usted no puede quizá exista una obstrucción que causa una resistencia excesiva. Reemplazar el solenoide de EGR. Si no hay bloqueo, desconecte el solenoide EGR y el conector de la PCM que contiene el circuito de solenoide de control de EGR. Utilizando un multímetro digital Ohm, medir la resistencia de control entre el circuito de control y tierra de la batería. Debe ser infinito. Si no es así, entonces hay un cortocircuito a tierra en el circuito de control. Reparar el cortocircuito a tierra y probar de nuevo. MÁS INFORMACION Vídeo e información de Sensor EGR

ARMADORA Genérico

DESCRIPCION EN ESPAÑOL Recirculación de gases de escape ‐ problema en el circuito

DESCRIPCION EN INGLES Exhaust Gas Recirculation Circuit Malfunction

EXPLICACION La continuidad es revisada por si existen circuitos abiertos y/o en corto. Cuando la EGR recibe la orden de abrirse, la PCM detecta los cambios de voltaje esperados.

SÍNTOMAS Usualmente un fallo en el circuito de control, no dejará síntomas evidentes salvo la lámpara Indicadora de falla (MIL), encendida. Sin embargo, si el solenoide de control de EGR se atasca en posición abierto debido a los desechos, etc. el código puede ser acompañado por problemas de encendido.

POSIBLES CAUSAS Un código P0403 puede deberse a: • Solenoide EGR dañado • Excesiva resistencia en el circuito de control (PCM control de tierra) debido a una línea abierta, o daños en el cableado. • Mala conexión en el cableado de solenoide de EGR (desgastada o pines sueltos) • Presencia de agua en el cableado de solenoide de EGR • Bloqueo en el control de solenoide de EGR, solenoide abierto o cerrado provocando una resistencia excesiva • La pérdida de voltaje de alimentación de solenoide de EGR • PCM dañada

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DESCRIPCION EN ESPAÑOL Sistema inyección aire secundario ‐ falla del sistema

DESCRIPCION EN INGLES Secondary Air Injection System Malfunction

EXPLICACION El código P0410 se refiere al sistema de emisiones. La bomba de aire introduce aire a los gases de escape para reducir las emisiones. Se necesita aire del exterior y la bomba lo introduce a través de dos válvulas en cada banco.

SÍNTOMAS • •

Luz MIL encendida Motor con fluctuaciones

POSIBLES CAUSAS Un código P0410 puede deberse a: • Mangueras de vacío dañadas • No funciona la bomba de aire • Circuito de solenoide de paso de aire abierto • Solenoide de paso de aire, atascado, abierto o cerrado • Válvula de paso de aire con fuga, bloqueada o atascada en abierto / cerrado • Agua estancada en la bomba de aire • Solenoide congelado • La bomba presenta corrosión

POSIBLES SOLUCIONES Revise si hay líneas desconectadas en las líneas de vacío en el sistema de aire Revise el enrutamiento adecuado de las líneas de vacío. Desconecte la manguera de la bomba de aire a la válvula solenoide, arrancar el motor y vea si se bombea aire. En algunos casos, un pequeño agujero en la cubierta de hule en la bomba permite que el agua drene.

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P0420

P0421

ARMADORA Genérico

ARMADORA Genérico



Sistema catalizador (banco 1) ‐ eficiencia por debajo del límite (banco 1)

Eficiencia de calentamiento del catalizador por debajo del límite (Banco 1) DESCRIPCION EN INGLES Warm Up Catalyst Efficiency Below Threshold (Bank 1)

DESCRIPCION EN INGLES Catalyst System Efficiency Below Threshold (Bank 1)

EXPLICACION

EXPLICACION

Esto significa que uno de los sensores de oxígeno del convertidor catalítico en el banco 1 detecta que el convertidor no está funcionando tan eficientemente como debe ser (según especificaciones). Es parte del sistema de emisiones de los vehículos.

El convertidor catalítico tiene un sensor de oxígeno al frente y otro detrás. Cuando el vehículo se calienta y se ejecuta en modo de circuito cerrado, la lectura debe fluctuar. La lectura del sensor de oxígeno debe ser bastante estable. Normalmente, el código P0420 desencadena la luz MIL, si las lecturas de los dos sensores son similares. Esto es indicativo de (entre otras cosas) de el convertidor que no funciona tan eficientemente como debe ser (según especificaciones).

SÍNTOMAS Los síntomas pueden no ser notorios. Es más probable que se presente el código después de que el motor ha tenido varios arranques en frío de los últimos días.

SÍNTOMAS

POSIBLES CAUSAS

Posiblemente no se presente ningún síntoma

• • •


Combustible con mayor cantidad de plomo fue usado Un sensor de oxígeno no funciona adecuadamente Sensor de temperatura del motor no funciona Daños y/o fugas del colector de escape o catalizador o tubo de escape Sincronización de la chispa retrasada Los sensores de oxígeno en el frente y detrás del convertidor están reportando muy similares lecturas

Convertidor catalítico no funciona correctamente Un sensor de oxígeno no funciona adecuadamente Bujía no trabaja correctamente

POSIBLES SOLUCIONES Medir el voltaje en el sensor de oxígeno en el Banco 1 (el sensor trasero, o el sensor después de el convertidor). Sería una buena práctica probar cada sensor de oxígeno


• •

Reparar fugas en el colector de escape, tuberías, convertidor catalítico. Utilice un osciloscopio para diagnosticar el funcionamiento del sensor de oxígeno (Consejo: El sensor de oxígeno en la parte delantera del convertidor catalítico tiene normalmente una forma de onda fluctuante. La forma de onda del sensor detrás del convertidor debe ser más constante). Revise el sensor de oxígeno, reemplazar si es necesario Reemplace el convertidor catalítico

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P0430

P0431

ARMADORA

ARMADORA

Genérico

Genérico



Sistema catalizador (banco 2) ‐ eficiencia por debajo umbral

Catalizador delantero (banco 2) ‐ eficiencia de calentamiento por debajo umbral DESCRIPCION EN INGLES Warm Up Catalyst Efficiency Below Threshold (Bank 2)

DESCRIPCION EN INGLES Catalyst System Efficiency Below Threshold (Bank 2)

EXPLICACION

EXPLICACION

Esto significa que uno de los sensores de oxígeno del convertidor catalítico en el banco 2 detecta que el convertidor no está funcionando tan eficientemente como debe ser (según especificaciones).

Esto significa que uno de los sensores de oxígeno del convertidor catalítico en el banco 2 detecta que el convertidor no está funcionando tan eficientemente como debe ser (según especificaciones).

SÍNTOMAS • •

SÍNTOMAS

Los síntomas pueden no ser notorios. Luz MIL encendida

• •

POSIBLES CAUSAS • • • • • • • • •

Los síntomas pueden no ser notorios. Luz MIL encendida

POSIBLES CAUSAS

Convertidor catalítico no funciona correctamente Un sensor de oxígeno no funciona adecuadamente Bujía no trabaja correctamente Tubo de escape Fugas de aire de admisión Inyectores de combustible defectuosos Inyector de combustible fugando Sincronización del encendido incorrecta Módulo de control del motor

• • •

Convertidor catalítico no funciona correctamente Un sensor de oxígeno no funciona correctamente Fuga de gases de escape


Revisar si hay fugas de escape y en su caso repararlas Revisar el voltaje en el sensor de oxígeno en el Banco 1. Es conveniente probar cada sensor de oxígeno.


Revisar el voltaje en el sensor de oxígeno en el banco 1. Es conveniente probar cada sensor de oxígeno.

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P0440

P0441

ARMADORA

ARMADORA

Genérico

Genérico



Sistema de control de emisiones evaporación ‐ falla del sistema

Sistema emisiones evaporación ‐ flujo incorrecto de purga


Evaporative Emission Control System Incorrect Purge Flow


Evaporative Emission Control System Malfunction

EXPLICACION

EXPLICACION

Esto indica que una parte del sistema de control de emisiones (EVAP) ya no está funcionando correctamente. El sistema de EVAP se compone de varias partes, incluyendo, el gas, las líneas de combustible, filtro de carbón activo, válvula de purga, y otras mangueras. El sistema de control de emisiones previene el escape de vapores del sistema de combustible de un vehículo. Los vapores de combustible son transportados por las mangueras a un recipiente de carbón activo para su almacenamiento. Más tarde, cuando el motor está en marcha una válvula de purga se abre para permitir el control de la ingesta de vacío para extraer los vapores de combustible en el motor.

Este sistema previene que los gases del tanque escapen a la atmosfera. Cuando se evapora el combustible en el tanque, el vapor se dirige hacia el recipiente de carbón activo. Estos vapores se almacenan hasta que la PCM determina el momento ideal para su purgado.

SÍNTOMAS Posiblemente usted no nota ningún problema al conducir


El tapón del tanque de combustible no está instalado o no funciona correctamente El solenoide de purga no funciona El canister está conectado y no funciona correctamente

SÍNTOMAS Posiblemente usted no nota ningún problema al conducir, Luz MIL encendida

POSIBLES CAUSAS


Retire y vuelva a instalar el tapón del tanque, borre el código de falla y use la unidad durante un día y vea si el código regresa. Revise el sistema de EVAP para verificar que no existan cortes o fugas en los tubos y mangueras Revise las mangueras para asegurarse de que no esté desconectado el sistema EVAP Compruebe y en su caso cambie el sensor Compruebe y en su caso cambie la válvula de purga

• • • • • • • • •

Tanque sin el tapón de gasolina o flojo Tapón de gasolina incorrecto para el vehículo Interruptor de vacío dañado Línea EVAP rota o dañada Líneas abiertas o en cortocircuito en el circuito de alimentación de voltaje a solenoide de purga Solenoide de purga defectuoso Restricción del solenoide EVAP, línea o filtro Resistencia o corrosión en el conector de purga PCM dañada

POSIBLES SOLUCIONES • • • • • •

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Reemplazar el tapón de gasolina Reparar líneas dañadas del sistema Reparar líneas abiertas o en corto del circuito del solenoide de purga del canister Reemplazar el solenoide de purga Reemplazar el interruptor Reemplazar la PCM




P0442 ARMADORA

SÍNTOMAS

Genérico

Probablemente no se presente ningún síntoma notorio.

POSIBLES CAUSAS


• • •

Sistema emisiones evaporación ‐ fuga pequeña detectada

DESCRIPCION EN INGLES Evaporative Emission Control System Leak Detected (small leak)

• •

EXPLICACION Esto indica una fuga de vapor de combustible en el sistema de control EVAP. Esto significa una pérdida muy pequeña que ha sido detectada. De hecho, la pérdida puede ser de un agujero tan pequeño como 0.04 "de diámetro. El (EVAP) de control de emisiones previene el escape de vapores del sistema de combustible de un vehículo. Los vapores de combustible son guiados por las mangueras a un recipiente de carbón activado. Más tarde, cuando el motor está en marcha una válvula de purga se abre para permitir el control de la ingesta de vacío para extraer los vapores de combustible.

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Tapón de combustible flojo o mal colocado Tapón de gasolina incorrecto para el vehículo Una pequeña fuga / agujero en un tubo de vapor de combustible Otras pequeñas fugas en el sistema EVAP Sello defectuoso


Retire y vuelva a instalar el tapón del tanque de combustible, borrar los códigos, y circule la unidad durante un día y ver si los códigos vuelven De lo contrario, sustituir el tapón del tanque de combustible Revise el sistema de EVAP para revisar si hay cortes, agujeros en los tubos y/o mangueras.




P0443 ARMADORA

POSIBLES SOLUCIONES

Genérico

•

DESCRIPCION EN ESPAÑOL Válvula de purga del sistema de control emisiones de vapor ‐ problema en el circuito

•

DESCRIPCION EN INGLES Evaporative Emission Control System Purge Control Valve Circuit Malfunction

EXPLICACION El sistema de emisiones de evaporación (EVAP) permite a los vapores del tanque de gas ser quemados, y no ventilados a la atmósfera en forma de una emisión. La purga de la válvula solenoide se alimenta de voltaje de la batería. La ECM controla la válvula de funcionamiento del circuito de tierra, la apertura de la válvula de purga en momentos específicos que permiten a estos gases para entrar en el motor. La ECM supervisa el circuito de tierra, así, en busca de defectos. Cuando el solenoide de purga no está activado, la ECM debe ver a un alto voltaje en el circuito de tierra. Cuando se activa el solenoide, la ECM debe ver el voltaje de tierra bajo, cercano a cero. Si la ECM no ve estas variaciones como esperaba, o detecta un proceso abierto en el circuito, se establece el código.

•


Luz MIL encendida. Condición pobre si la válvula de purga está atascada en abierta. Excesiva presión en el tanque de gas en la forma de un sonido "silbido" cuando se quita la tapa, lo que indica una válvula de purga que no funciona en absoluto o atascada en cerrada.

Utilizando un escáner, activar el solenoide de purga. Escuchará o sentirá un clic procedente de la purga de solenoide. Se debe hacer clic una vez, en algunos modelos se puede hacer clic en varias ocasiones. Si no es así, haga clic en la opción de activación de la herramienta, desenchufe el conector del solenoide y revise que no tenga daños, agua, etc., luego, verifique el voltaje de la batería en el cable de alimentación, si hay voltaje de la batería, active las válvulas de forma manual utilizando un cable y ver si se activa la válvula. Si lo hace, entonces el solenoide está funcionando correctamente, pero hay un problema con el circuito de control. Si no hace clic, cuando lo activas manualmente, sustituya el solenoide de purga. Para comprobar si hay un problema en el circuito de control (si las pruebas de solenoide están bien y tiene voltaje en el solenoide) conecte el solenoide y elimine el circuito de control (baja) el conector del cable de ECM (Si no estás seguro de cómo hacerlo, no lo intente). Con el cable de tierra removido de la ECM, girar la llave de encendido y luego manualmente proporcione piquetes de tierra. El solenoide debe hacer clic. Si lo hace, entonces no hay problema con el cable de control y hay un problema con la ECM, será necesario cambiar la ECM. Sin embargo, si no lo hace, muy probablemente haya una línea abierta entre la ECM y el solenoide.

POSIBLES CAUSAS •

• • • •

Puede haber un problema con la purga del circuito de control, no necesariamente de la válvula. Por lo general, encontramos a la válvula y el solenoide como un conjunto. Solenoide de purga (interna a corto o abierto) Cableado rosando con otro componente que causa cortocircuito o circuito abierto, conectores gastados, rotos o en cortocircuito por la intrusión de agua. PCM dañada Circuito controlador dentro de la PCM dañado

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P0446 ARMADORA

POSIBLES CAUSAS

Genérico

• • • •

DESCRIPCION EN ESPAÑOL Sistema emisiones evaporación, control ventilación – problemas en el circuito

• •

DESCRIPCION EN INGLES Evaporative Emission Control System Vent Control Circuit Malfunction

Tapón de combustible flojo o mal colocado Tapón de gasolina incorrecto para el vehículo Válvula de ventilación defectuosa Línea abierta, corto o excesiva resistencia del circuito de control de la válvula de ventilación Válvula de ventilación obstruida PCM dañada


EXPLICACION Esta válvula de ventilación se cierra a fin de sellar la abertura para que el sistema EVAP pueda presionar y asegurar que no haya fugas. Esta válvula de ventilación se alimenta, normalmente, de voltaje de batería. La ECM controla la tierra, es decir que activa la válvula (cierre). Si la ECM detecta un cortocircuito a tierra, y/o abierta, activará el código P0446. Este código puede referirse también a la detección de que el sistema de EVAP es incapaz de alcanzar o mantener el vacío durante la prueba.

• • • •

Retire y vuelva a instalar el tapón del tanque de combustible, borrar los códigos, y circule la unidad durante un día y ver si los códigos vuelven De lo contrario, sustituir el tapón del tanque de combustible Reemplazar la válvula de ventilación Reparación de circuito abierto, en corto, o el problema de la resistencia Reemplazar PCM

SÍNTOMAS • •

Luz MIL iluminada Posible olor a gasolina

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P0453 ARMADORA

POSIBLES SOLUCIONES

Genérico

• • •

DESCRIPCION EN ESPAÑOL Sensor de presión emisiones de vapor ‐ señal alta


•

Evaporative Emission Control System Pressure Sensor High Input

EXPLICACION El EVAP (emisiones por evaporación) permite que los vapores del tanque de combustible sean purgados y quemados por el motor en vez de expulsarlo a la atmósfera como emisiones nocivas. El sistema de EVAP contiene un sensor de presión para comprobar la integridad del sistema. Periódicamente, el sistema de EVAP realiza una prueba de presión para comprobar que no existen fugas en el sistema. Utiliza este sensor, también conocido como la presión del tanque de combustible (FTP). En el código P0453: la PCM (Powertrain Control Module) notó que el sensor de presión EVAP o FTP detectó una presión superior a la normal (por encima de 4.5 volts) en el sistema EVAP. NOTA: En algunos vehículos la FTP es una parte integral de la bomba de combustible en el tanque.

•

Apretar el tapón de combustible Cambie el sensor de presión del sistema de control EVAP Realizar la prueba (KOEO). El valor normal es por lo general cerca de 2.5 volts a la presión atmosférica (algunos pueden fluctuar debido a la altitud). No siempre debe ser superior a 4.5 volts. Si está cerca de 2.7 V con el tapón del tanque de combustible cerrado, el problema es probablemente intermitente. Use un multímetro, y mida el voltaje en el cable de señal al mismo tiempo tratando de inducir al problema de mover todas las pruebas de cableado en el sensor FTP. Si el voltaje varía cuando se analiza, verifique las conexiones, que no tengan agua, el conector, cables rotos o dañados. Si el valor mostrado en el análisis está por encima de 4.5V, desconectar el sensor (si es posible) y comprobar si hay voltaje de nuevo. Si el voltaje alto sigue cuando se desconecta, inspeccionar los cables, si el voltaje alto desaparece al desconectar el sensor, verifique que haya buena tierra para el sensor y el voltaje de referencia adecuado. Si usted tiene una buena tierra, y 5 volts de referencia, sustituir el sensor de FTP, ya que esta probable en corto circuito.

SÍNTOMAS • •

Luz MIL iluminada Posible olor fuerte a combustible


Cables abiertos de la señal del sensor de FTP Corta a corriente en la señal de cable del sensor de FTP Sensor de FTP dañado Anormalmente alta presión en el tanque de combustible debido al bloqueo de purga EVAP mangueras o está demasiado lleno el tanque Pérdida de tierra para el sensor El circuito de control de presión del sistema EVAP está abierto o en cortocircuito Manguera del sistema EVAP obstruido, torcida, desconectado o una mala conexión.

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P0455

P0456

ARMADORA

ARMADORA

Genérico

Genérico



Sistema de control de emisiones de vapor ‐ fuga grande detectada

Sistema emisiones evaporación ‐ fuga pequeña detectada



Evaporative Emissions System ‐ Small leak detected

Evaporative Emission Control System Leak Detected (gross leak)

EXPLICACION El módulo de control del tren motriz (PCM) en diferentes momentos realiza varias pruebas en el sistema EVAP. El OBD II mejora los sistemas de EVAP manteniendo los gases del tanque de combustible y evita que se salgan a la atmósfera, y en lugar de eso los reenvía al motor para ser quemados. Pruebas de presión se llevan a cabo por la PCM para supervisar el sistema de sellado de las fugas. La PCM controla la presión del sistema EVAP al ver el sensor del tanque de presión de combustible (FTP). Cuando el sensor indica una pequeña fuga en el sistema EVAP, se establece este código.

EXPLICACION Esto indica una fuga grande de vapor de combustible o la falta de flujo de purga en el sistema de control EVAP. El sistema de control de emisiones previene el escape de vapores del sistema de combustible de un vehículo. Los vapores de combustible son guiados por las mangueras a un recipiente de carbón activado. Después, cuando el motor está en marcha, una válvula de purga se abre para permitir el control de la ingesta de vacío para extraer los vapores de combustible en el motor.

SÍNTOMAS

SÍNTOMAS

Luz MIL encendida

No habrá ningún problema de manejo

POSIBLES CAUSAS


Normalmente el código P0456 es generado por un tapón de combustible incorrecto o defectuoso. Llenar el depósito de combustible con el motor en marcha puede causar este código, o si la tapa no estaba bien apretada. Cualquiera de los siguientes puntos también podría ser la causa: Una pequeña fuga en cualquiera de las mangueras de EVAP o mangueras del tanque de combustible Una pequeña fuga en la válvula de purga o válvula de ventilación El canister, puede estar dañado

Una tapa de gasolina suelta o mal colocada La tapa no embona Otras fugas o pieza dañada en el sistema EVAP


Retire y vuelva a instalar el tapón del tanque de combustible, borrar los códigos, y circule la unidad durante un día y ver si los códigos vuelven De lo contrario, sustituir el tapón del tanque de combustible Revise el sistema de EVAP para revisar si hay obstrucciones, agujeros en los tubos y/o mangueras


Tapón de combustible flojo o mal colocado Tapón de gasolina incorrecto para el vehículo Usando un escáner activar el solenoide de ventilación. Luego controlar el sensor de presión del tanque de combustible (FTP). Si el sistema está sellado correctamente, el número se mantendrá constante. Si el sistema escapa lentamente, utiliza una máquina de humo y detectar de que componente de EVAP sale el humo. No presurizar el sistema de EVAP con presión de aire. Si lo hace, puede dañar el solenoide de purga y ventilación.

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P0500

P0501

ARMADORA

ARMADORA

Genérico

Genérico



Sensor velocidad del vehículo ‐ falla

Sensor velocidad del vehículo – problema de rango o funcionamiento



Vehicle Speed Sensor Malfunction

Vehicle Speed Sensor Range/Performance

EXPLICACION

EXPLICACION

El sensor de velocidad del vehículo (VSS) no está funcionando correctamente.

El sensor de velocidad del vehículo (VSS) no está funcionando correctamente.

SÍNTOMAS • • • • • •

SÍNTOMAS

Pérdida de frenos ABS La luz de advertencia "anti‐lock" o "freno" iluminada El velocímetro o el odómetro puede no funcionar correctamente El limitador de RPM del vehículo puede disminuir El desplazamiento de la transmisión automática puede ser errático Otros síntomas también pueden estar presentes

• • • • • •


Pérdida de frenos ABS La luz de advertencia "anti‐lock" o "freno" iluminada El velocímetro o el odómetro puede no funcionar correctamente El limitador de RPM del vehículo puede disminuir El desplazamiento de la transmisión automática puede ser errático Otros síntomas también pueden estar presentes

POSIBLES CAUSAS

El sensor de velocidad del vehículo (VSS) no funciona adecuadamente Hay un cable roto o desgastado que conduce a la sensor de velocidad del vehículo La PCM del vehículo no está correctamente configurado para el tamaño real de neumáticos en el vehículo

• • •

El sensor de velocidad del vehículo (VSS) no funciona adecuadamente Hay un cable roto o desgastado que conduce a la sensor de velocidad del vehículo La PCM del vehículo no está correctamente configurado para el tamaño real de neumáticos en el vehículo

POSIBLES SOLUCIONES

• •

POSIBLES SOLUCIONES

• •

Lo más sencillo es borrar el código y ver si se restablece. Revise que todo el cableado y los conectores que llevan al sensor de velocidad estén en buenas condiciones. La ubicación del sensor depende del vehículo. El sensor podría estar en el eje trasero, transmisión, o tal vez el cubo de la rueda (freno). Si el cableado y los conectores están bien, entonces revise el voltaje en el sensor de velocidad. El procedimiento exacto depende de la marca y modelo del vehículo. Si todo se ve bien, sustituir el sensor.

• •

• •

MÁS INFORMACION

MÁS INFORMACION Vídeo e información de Sensor VSS

Vídeo e información de Sensor VSS

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Lo más sencillo es borrar el código y ver si se restablece. A continuación, compruebe que todo el cableado y los conectores que llevan al sensor de velocidad. La ubicación del sensor depende del vehículo. El sensor podría estar en el eje trasero, transmisión, o tal vez el cubo de la rueda (freno). Si el cableado y los conectores están bien, entonces revise el voltaje en el sensor de velocidad. El procedimiento exacto depende de la marca y modelo del vehículo. Si todo se ve bien, sustituir el sensor.




P0506

P0507

ARMADORA

ARMADORA

Genérico

Genérico



Sistema control ralentí ‐ rpm inferior a lo previsto

Sistema control ralentí ‐ rpm superior a previsto



Idle Control System Revolutions Per Minute (Engine Speed) (RPM) Lower Than Expected

Idle Control System Revolutions Per Minute (Engine Speed) (RPM) Higher Than Expected

EXPLICACION

EXPLICACION

Este código P0506 es común que se dispare en los vehículos que tienen el control electrónico del acelerador. Es decir, que no tiene un cable del acelerador regular desde el pedal del acelerador al motor. Se basan en los sensores y electrónica de control del acelerador. En este caso, el código P0506 se activa cuando la PCM detecta una velocidad de motor a ralentí que es inferior a la pre‐programada.

Se basan en los sensores y electrónica de control del acelerador. En este caso, el código P0507 se activa cuando la PCM (módulo de control del sistema de propulsión) detecta una velocidad de motor a ralentí que es mayor a la programada. En el caso de los vehículos de GM (y posiblemente otros), si el régimen de ralentí es superior a 200 rpm más alto de lo esperado, este código aparece. Este código P0507 es común que se dispare en los vehículos que tienen el control electrónico del acelerador. Es decir, que no tiene un cable del acelerador regular desde el pedal del acelerador al motor.

SÍNTOMAS • •

Velocidad ralentí menor. Luz MIL encendida.



Pérdida de vacío Obstrucción de aire en el conducto de admisión de aire Falla de ventilación positiva del cárter (PCV) Cuerpo de aceleración dañado o acelerador sucio Problema interno en el motor PCM fallando

Velocidad ralentí inestable. Luz MIL encendida. Problemas para arrancar


POSIBLES SOLUCIONES Este es un código de información, así que revise si hay otros códigos, para inspeccionar las fugas de vacío, las restricciones, y los daños. Si no hay otros síntomas que el DTC en sí, sólo borrar el código y revisar si vuelve.

Pérdida de vacío Fugas a la entrada de aire Válvula EGR con fugas de vacío Una falla de ventilación positiva del la válvula PCV Cuerpo de aceleración dañado o sucio Error del sistema EVAP Circuito defectuoso IAC


Página 77

Este DTC es un código de información, si aparecen otros códigos, atiéndalos primero. Si no hay otros síntomas que el DTC en sí, sólo borrar el código y revisar si vuelve.




P0601

P0603

ARMADORA

ARMADORA

Genérico

Genérico



Módulo control motor ‐ memoria ROM

Memoria del módulo de control interno (KAM) ‐ error



Control Module Read Only Memory(ROM)

Internal Control Module Keep Alive Memory (KAM) Error

EXPLICACION

EXPLICACION

Esto significa que hay un error interno en el módulo de control del tren motriz (PCM). Este código se presenta frecuentemente en vehículos Chrysler, Dodge y Jeep y significa que una comunicación en serie falló dentro de la computadora por al menos 6 veces.

SÍNTOMAS

Voltaje de la batería se suministra a la ECM / PCM, incluso cuando el interruptor de encendido se apaga para la función de memoria del ECM / PCM, el aire/combustible de retroalimentación relación de compensación de la memoria de valor, el volumen de aire en marcha el aprendizaje de memoria de valor, etc.

•

SÍNTOMAS

Luz MIL encendida

•


Casi siempre el problema es la PCM posiblemente debido a un cortocircuito interno. Si se desconecta la PCM, mientras que la batería está conectada, se puede generar este código.

• • • • •


Reprogramar la PCM Cambiar la PCM

Batería con carga baja Terminal de la batería floja. ECM / PCM circuito de alimentación abierto o en corto Error de programación de ECM / PCM Falla en la ECM / PCM

POSIBLES SOLUCIONES Conectar bien las terminales de la batería Recargar la batería. Borrar el código, si vuelve a aparecer puede ser necesario reprogramar o cambiar la ECM/PCM.

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Luz MIL encendida

• El motor podría no arrancar POSIBLES CAUSAS


Obd II Diagnostic Trouble Codes Dtc

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