SECTION 6C1 — 3.2L ENGINE DRIVEABILITY AND

EMISSIONS

Specifications

Torque Sp ecifications

Diagram s and Schem atics

PCM Wiring Diagram (1 of 7)

PCM Wiring Diagram (2 of 7)

PCM Wiring Diagram (3 of 7)

PCM Wiring Diagram (4 of 7)

PCM Wiring Diagram (5 of 7)

PCM Wiring Diagram (6 of 7)

PCM Wiring Diagram (7 of 7)

PCM Pi n outs

PCM Pinout Table, 80-Way Blue Connector

– Row “F1 ∼ 20"

PCM Pinout Table, 80-Way Blue Connector

– Row “F20 ∼ 40"

PCM Pinout Table, 80-Way Blue Connector

– Row “F41 ∼ 60"

PCM Pinout Table, 80-Way Blue Connector

– Row “F61 ∼ 80"

PCM Pinout Table, 80-Way Red Connector

– Row “S1 ∼ 20"

PCM Pinout Table, 80-Way Red Connector

– Row “S21 ∼ 40"

PCM Pinout Table, 80-Way Red Connector

– Row “S41 ∼ 60"

PCM Pinout Table, 80-Way Red Connector

– Row “S61 ∼ 80"

Compon ent Locat ors

Engine Component Locator

Undercarriage Component Locator

Fuse and Relay Panel (Underhood Electrical Center)

Sensors and Miscellaneous Component Locators

Diagnosis

Strategy-Bas ed Diagno stics

DTC Stored

No DTC

No Matching Sym ptom

Intermittents

No Trouble Foun d

Verifying Vehicle Repair

General Serv ice Information

OBD Serv iceability Issues

Visual / Physical Engine Compart me nt Inspection

Basic Knowledge of Tools Required

Serial Data Communications

Class 2 Serial Data Com m unicat ions

On-Board Diagnostic (OBD)

On-Board Diagnostic Tests

Comprehensive Component Monitor

Diagnostic Operation

The Diagnostic Executive

DTC Types

Decimal/Binary/ Hexadec imal Conversions

Verifying Vehicle Repair

Reading Diagno stic Trouble Codes Using

The Tech 2 Scan Tool

Tech 2

Tech 2 Features

Getting Started

Primary System-Based Diagnostic

Primary System-Ba sed Diagnostic

Fuel Control Heated Oxygen Sensor

HO2S Heater

On-Boar d Diagnostic (OBD) System Check

A/C Clutch Control Circuit Diagnos is

Electronic Ignition Syste m Diagnos is

Visual Check of The Evaporative E mission Canister

Fuel Metering System Check

Powertrain Control Module (PCM) Diagnosis

Multiple PCM Information Sensor DTCs Set

Exhaust Gas Recirculation (EGR) Diagnosis

Engin e Tech2 Data Definitions and Ranges

Typical Scan Data Va lues

No Malfunction Indica tor Lamp (MIL)

Malfunction Indicator Lamp (MIL) “ON" Steady

No Reduced Power Lamp (RPL)

Reduce d Power Lamp (RPL) “ON" Steady

Engine Cranks But Will Not Run

Fuel System Electrical Test

Electric T hrottle Control (ETC) Syste m Check

Fuel System Diagnosis

Exhaust Gas Recirculation (EGR) System Check

Manifold Absolute Pressure (MAP ) Output Check

Evaporat ive (EVAP) Emissions Ca nister Purge Valve

Check

PCM Diagnostic Trouble Codes

DTC P0101 MAF System Performance

DTC P0102 MAF Sensor Circuit Low Frequency

DTC P0103 MAF Sensor Circuit High Frequency

DTC P0106 MAP System Performance

DTC P0107 MAP Sensor Circuit Low Voltage

DTC P0108 MAP Sensor Circuit High Voltage

DTC P0112 IAT Sensor Circuit Low Voltage

DTC P0113 IAT Sensor Circuit High Voltage

DTC P0117 ECT Sensor Circuit Low Voltage

DTC P0118 ECT Sensor Circ uit High Voltage

DTC P0131 HO2S Circuit Low Voltage

Bank 1 Se nsor 1

DTC P0132 HO2S Circuit High Voltage

Bank 1 Se nsor 1

Techline

DTC P0134 HO2S Circuit Insufficient

Activity Bank 1 Sensor 1

DTC P0135 HO2S Heater Circuit

Bank 1Sensor 1

DTC P0151 HO2S Circuit Low Volt age

Bank 2 Sensor 1

DTC P0152 HO2S Circuit High Voltage

Bank 2 Sensor 1

DTC P0154 HO2S Circuit Insufficient

Activity Bank 2 Sensor 1

DTC P0155 HO2S Heater Circuit Open

Bank 2 Sensor 1

DTC P0171 Fuel Trim System Lean Bank 1

DTC P0172 Fuel Trim System Rich Bank 1

DTC P0174 Fuel Trim System Lean Bank 2

DTC P0175 Fuel Trim System Rich Bank 2

DTC P0201 Injector 1 Control Circuit

DTC P0202 Injector 2 Control Circuit

DTC P0203 Injector 3 Control Circuit

DTC P0204 Injector 4 Control Circuit

DTC P0205 Injector 5 Control Circuit

DTC P0206 Injector 6 Control Circuit

DTC P0300 Engine Misfire Detected

DTC P0301 Cylinder Misfire Detected

DTC P0302 Cylinder Misfire Detected

DTC P0303 Cylinder Misfire Detected

DTC P0304 Cylinder Misfire Detected

DTC P0305 Cylinder Misfire Detected

DTC P0306 Cylinder Misfire Detected

DTC P0325 ION Sensing Module/ION

Sensing Knock Intensity Circuit Fault

DTC P0336 58X Reference Signal Circuit

DTC P0337 CKP Sensor Circuit

Low Frequency

DTC P0351 Ignition 1 Control Circuit

DTC P0352 Ignition 2 Control Circuit

DTC P0353 Ignition 3 Control Circuit

DTC P0354 Ignition 4 Control Circuit

DTC P0355 Ignition 5 Control Circuit

DTC P0356 Ignition 6 Control Circuit

DTC P0402 EGR Pintle Crank Error

DTC P0404 EGR Open Stuck

DTC P0405 EGR Low Voltage

DTC P0406 EGR High Voltage

DTC P0502 VSS Circuit Low Input

DTC P0506 Idle Air Control System

Low RPM

DTC P0507 Idle Air Control System

High RPM

DTC P0562 System Voltage Low

DTC P0563 System Voltage High

DTC P0565 Cruise Main Switch Circuit Error

DTC P0566 Cruise Cancel Switch Circuit Error

DTC P0567 Cruise Resume Switch Circuit Error

DTC P0571 No Brake Switch Signal

DTC P0601 PCM Memory

DTC P0602 PCM Programming Error

DTC P0604 PCM RAM Error

DTC P0606 PCM Internal Performance

DTC P1106 MAP Sensor Circuit Intermittent

High Voltage

DTC P1107 MAP Circuit Intermittent Low Voltage

DTC P1111 IAT Sensor Circuit Intermittent

High Voltage

DTC P1112 IAT Sensor Circuit Intermittent

Low Voltage

DTC P1114 ECT Sensor Circuit Intermittent

Low Voltage

DTC P1115 ECT Sensor Circuit Intermittent

High Voltage

DTC P1120-TPS 1 Throttle Position Sensor

(TP S1) Output Abnormal

DTC P1125 ETC (Electric Throttle Control)

Lim it Performance Mode

DTC P1167 Fuel System Rich During Decel

Fuel Cut Off (Bank 1)

DTC P1169 Fuel System Rich During Decel

Fuel Cut Off (Bank 2)

DTC P1171 Fuel System Lean During Accelerator

DTC P1220 Throttle Position Senser2

(TP S2) Circ ui t Fault

DTC P1221 TPS1 – TPS2 Cor relation

(Circuit Performance)

DTC P1271 APS 1- 2 Correlation Error

DTC P1272 APS 2 – 3 Correlation Error

DTC P1273 APS 1 – 3 Correlation Error

DTC P1275 APS 1 Output Fault

DTC P1280 APS 2 Output Fault

DTC P1285 APS 3 Output Fault

DTC P1290 ETC Forced Idle Mode

DTC P1295 ETC Power Management Mode

DTC P1299 ETC Forced Engine Shutdown Mode

DTC P1310 ION Sensing Module Diagnos is

DTC P1311 ION Sensing Module SEC

Line 1 Circuit Fault

DTC P1312 ION Sensing Module SEC

Line 2 Circuit Fault

DTC P1326 ION Sensing Module Com bust ion

Quali ty Input Circuit F ault

DTC P1340 ION Sensing Module Cylinder

ID Fault (Cylinder Synchronizat ion Fail)

DTC P1404 EGR Stuck Closed

DTC P1514 TPS - MAF Correlation Error

DTC P1515 Command - Actual TPS

Correlation Error

DTC P1516 Command - Actual TPS

Correlation Error

DTC P1523 Actuator Control Return Performance

DTC P1571 Brake Switch No Operation

DTC P1626 No respons e from im mobiliz er

DTC P1631 Received response was not correct

DTC P1635 ence Voltage # 1 Circuit Fault

DTC P1639 Reference Voltage # 2 Circuit Fault

DTC P1640 Driver-1-Output Circuit Fault (ODM)

DTC P1648 Received incorrect security code

DTC P1649 Security code & security key

not programm ed

DTC P1650 Quad Driver Module “A" Fault

Symp tom Diagnosis

Defaul t Matrix Table

On Vehicle Service

Crankshaft Position (CKP) Sensor

Removal Procedure

Inspection Procedure

Installation Procedure

Engine Coolant Temperature (ECT) Sensor

Removal Procedure

Installation Procedure

Heated Oxygen S ens or (HO2S )

Removal Procedure

Inspection Procedure

Installation Procedure

Intake Air Temperature (IAT) Sensor

Removal Procedure

Installation Procedure

ION Sensing Mo dule

Removal Procedure

Installation Procedure

Mass Air Flow (MAF) Sensor

Removal Procedure

Installation Procedure

Manifold Absolute Pressure (MAP ) Sensor

Removal Procedure

Installation Procedure

Malfunction Indi cator Lamp (MIL)

Removal and Installation Procedure

Reduced Power Lamp

Powertrain Control Module (PCM)

Service Precaution

Electrostatic Discharge (ESD) Dama ge

Removal Proc edure

Installation Proced ure

Throttle Position (TP) Sensor

Removal Proc edure

Function Check

Installation Proced ure

Vehicle Speed Sensor (VSS)

Removal Proc edure

Inspection Procedure

Installation Proced ure

Air Cleaner/Air Filt er

Removal Proc edure

Installation Proced ure

Comm on Cham ber

Removal and Ins tallation Proced ure

Accelerator Pedal Replacement

Removal Proc edure

Installation Proced ure

Accelerator Position Sensor Replacement

Removal Proc edure

Installation Proced ure

Accelerator Position Sensor Adjustment

Removal Proc edure

How To Adj u st For AP Senso r

Fuel Filler Cap

General Desc ription

Inspection Procedure

Fuel Filter

Removal Procedure

Inspection Procedure

Installation Proced ure

Fuel Gaug e Unit

Removal Procedure

Fuel Injectors

Removal Procedure

Inspection Procedure

Installation Proced ure

Fuel Metering System

Fuel Pressure Relief Procedure

F ue l Pump As sembly

Removal Procedure

Fuel Pump Relay

Removal Procedure

Installation Proced ure

Fuel Rail Assembly

Removal Procedure

Installation Proced ure

Fuel Tank

Removal Procedure

Throttle Body (TB)

Removal Procedure

Inspection Procedure

Installation Proced ure

Electronic Igni tion Syste m

Removal Procedure

Installation Proced ure

Catalytic Converter

Removal and Installati on Procedu re

Air Conditioning Thermo Relay

Removal Procedure

Installation Proced ure

EVAP Canister

Removal Procedure

Inspection Procedure

Installation Proced ure

EVAP Can ister Purg e Solenoid

Removal Procedure

Installation Proced ure

Linear Exhaust Gas Recirc. (EGR) Valve

Removal Procedure

Installation Proced ure

Posi ti ve Cr ankcase Ventilation (PCV) Valve

Removal Procedure

Inspection Procedure

PCV Valve

Installation Proced ure

Wiring and Connectors

Wiring Harness Service

Connectors and Terminals

PCM Connectors and Terminals

Removal Procedure

Installation Proced ure

Wire Harness Repair: Shielded Cable

Removal Procedure

Installation Proced ure

Twisted Leads

Removal Procedure

Installation Procedure

Weather-Pack Connector

Tools Required

Removal Procedure

Installation Procedure

Com-Pack III

General Information

Metri-Pack

Tools Required

Removal Procedure

Installation Procedure

General Description (PCM and Sensors)

General Description (Air Induction)

General Description (Fuel Metering)

General Description (Electronic Ignition System)

A/C Clutch Di agnosis

General Description (Evaporative

(EVAP) Emission System)

General Description (Exhaust Gas

Recirculation (EGR) System)

General Description (Positive Crankcase

Ventilation (PCV) System)

Spe c ial To ols

SPECIFICATIONS

TORQUE SPECIFICATI ONS

Application N·m

EGR Bolt 25

Engine Coolant Temperature Sensor 30

Fuel Drain Plug 20

Fuel Pressure Regulator Attaching Screw 3

Fuel Rail Bolts 25

Fuel Tank Undercover Retaining Bolts 36

Heated Oxygen S ens or 55

Lower Intake Manifold to Engine Block Bolts 25

Lower Intake M ani fol d to Engine Block Nuts 25

Spark Plugs 18

Throttle Body Mounting B olts 10

Common C ham ber t o Lower Intake Mani fold Bo lts 25

VSS R etainin g Bolt 16

DIAGRAMS AND SCHEMATICS

PCM WIRING DIAGRAM (1 OF 7)

060R100120

PCM WIRING DIAGRAM (2 OF 7)

060R100121

PCM WIRING DIAGRAM (3 OF 7)

060R100122

STATE

CAPACITOR

SOLID

PCM WIRING DIAGRAM (4 OF 7)

060R100123

PCM WIRING DIAGRAM (5 OF 7) 060R100124

PCM WIRING DIAGRAM (6 OF 7)

060R100125

PCM WIRING DIAGRAM (7 OF 7)

060R100126

PCM PINOUTS

PCM PINOUT TABLE, 80-WAY BLUE CONNECTOR – ROW “F1 ∼ 20"

060RY00045

PIN PIN Function Wire Color IGN ON ENG RUN

F1 PCM Gr oun d BLK 0.0V 0.0 V

F2 5Volt Reference“2" (AP Sensor 2) GRN 5.0V 5.0V

F3 5Vol t Reference“2" (TP Sensor 2) RED/WHT 5.0V 5.0V

F4 A/C Clutch GRY/RED B+(A/C off) B+(A/C off )

F5 1-2/3-4 Shift Solenoid GRN/RED 0.0V 0.0V

F6 Not Used — — —

F7 Tachomet er BLK/RED 8.8V 10.0V (at idle)

F8 Not Used — — —

F9 Not Used — — —

F10 Not Used — — —

F11 TP Sensor (TOD) RED/WHT — —

F12 Not Used — — —

F13 Not Used — — —

F14 Mass Air Flow(MAF) BLK/BLU 4.9V 4 .2V

F15 Not Used — — —

F16 Not Used — — —

F17 Not Used — — —

F18 Not Used — — —

F19 Ignition Feed RED/GRN B+ B+

F20 Ignition Feed RED/WHT B+ B+

PCM PINOUT TABLE, 80-WAY BLUE CONNECTOR – ROW “F20 ∼ 40"

060RY00156

PIN PIN Function Wire Color IGN ON ENG RUN

F21 Bank 1 HO2S 1 Ground WHT 0.0V 0.0V

F22 Not Used — — —

F23 Bank 2 HO2S 1 Ground BLU 0.0V 0.0V

F24 Not Used — — —

F25 ION Sensing Mod ule RED/B LU 1.555V 1.555 V

F26 ION Sensing Mod ule RED/BLK 1. 555V 1 .555V

F27 Intake Air Temperature (IAT) Sensor GRN 0.5–4.9V 0.5–4.9V

F28 Not Used — — —

F29 Manifold Absolute Pressure (MAP ) RED 3.5V–4. 9V (depends

on altitude and

barometric pressure)

0.6-1.3V

F30 Not Used — — —

F31 Not Used — — —

F32 Not Used — — —

F33 Not Used — — —

F34 Not Used — — —

F35 Not Used — — —

F36 Not Used — — —

F37 Powe r Steering Pre ssu r e ( PSP) GRN/YEL B+ B+

F38 Illuminated Switch GRN/YEL B+ B+

F39 Brake Switch RED 0.0V 0. 0 V

F40 PCM Groun d BLK/BLU 0.0V 0.0V

PCM PINOUT TABLE, 80-WAY BLUE CONNECTOR – ROW “F41 ∼ 60"

060RY00046

PIN PIN Function Wire Color IGN ON ENG RUN

F41 Throttle Position(TP) 1 Sensor Ground GRN 0.0V 0.0V

F 42 Fuel Pump R e lay PN K/ WH T 0.0V B+

F43 Adaptor Case VIO/RED 0.0V 0.0V

F44 Not Used — — —

F45 A /C Requ est GRN/BLK 0.0V 0.0V

F46 Stop Lamp Switch GRY/RED 0 .0 V 0.0V

F47 Adaptor Case VIO/WHT B+ B+

F48 Throttle Valve DC Motor(–) BLU Duty Cycle Duty Cycle

F49 Not Used — — —

F50 Not Used — — —

F51 Not Used — — —

F52 Not Used — — —

F53 ECT Groun d YEL/BLK 0.0V 0.0V

F54 Not Used — — —

F55 Not Used — — —

F56 Injector Cylinder #5 GRN/BLK B+ B+

F57 I gnition Feed RED/WHT B+ B +

F58 Class 2 Data ORN/BLK 0.0V 0.0V

F59 Not Used — — —

F60 Not Used — — —

PCM PINOUT TABLE, 80-WAY BLUE CONNECTOR – ROW “F61 ∼ 80"

060RY00047

PIN PIN Function Wire Color IGN ON ENG RUN

F61 Throttle Position(TP) 2 Sensor Ground GRN/WHT 0.0V 0.0V

F62 Injector Cylinder #2 GRN/ORN B+ B+

F63 AP Sensor 1 Sensor Ground RED 0.0V 0.0V

F64 Injector Cylinder #4 GRN/RED B+ B+

F65 Throttle Position(TP) 2 Sensor Signal BLU/WHT 0.5– 0.8V 0.8–0.8V (at idle)

F66 Injector Cylinder #3 GRN B+ B+

F67 ION Sens ing Mod ule YEL 1.555V 1.555V

F68 ION Sens ing Module RE D 1.555V 1.555V

F69 Injector Cylinder #1 GRN/WHT B+ B+

F70 Not Used — — —

F71 Not Used — — —

F72 Auto Cruise Resume WHT/BLU 0.0V 0.0V

F73 Crankshaft Position Sensor WHT/BLU 0.3V 2.2V

F74 ECT Sensor BLU/RE D 0.5– 4.9V 0.5–4.9V

F75 Ignition Feed RED/GRN B+ B+

F76 Clutch Switch (M/T only) GRN B+ B+

Mode Sw itch (A/T only) PNK/BLK B + B+

F77 Mode Sw itch PNK/BLU B+ B+

F78 Mode Sw itch PN K/Y EL 0.0V 0.0V

F79 Mode Sw itch PNK 0.0V 0.0V

F80 AP Sensor 2 Ground BLU 0.0V 0.0V

PCM PINOUT TABLE, 80-WAY RED CONNECTOR – ROW “S1 ∼ 20"

060RY00069

PIN PIN Function Wire Color IGN ON ENG RUN

S1 PCM Gr oun d BLK/PNK 0.0V 0.0V

S2 Bank 1 HO2S 1 Heater Ground BLK/ORN 0.0V 0.0V

S3 Not Used — — —

S4 Not Used — — —

S5 5Volt Reference“2" (CKP Sensor) WHT 5.0V 5 .0V

S6 Auto Cruise Control GRY/GRN 0.0V 0.0V

S7 C/P urge Solenoid Val v e YEL/RED B+ B+

S8 Not Used — — —

S9 Not Used — — —

S10 Shift High (Band Apply) BRN/YEL B+ B+

S11 Malfunction Indicator (Check Engine) Lamp WHT/GRN 0.0V B+

S12 Not Used — — —

S13 ION Sensing Module RED/ WHT 1.555V 1.555V

S14 Bank 2 HO2S 1 Ground BLU 0.0V 0.0V

S15 Not Used — — —

S16 Not Used — — —

S17 Bank 1 HO2S 1 Ground WHT 0.0V 0.0V

S18 Bank 1 HO2S 1 Low WHT/BLU 0.0V 0.1V

S19 ION Sensing Mod ule RED/YEL 1.555V 1.555V

S20 Transm ission Fluid Temperat ure Sens or

Ground RED/WHT 0.0V 0.0V

PCM PINOUT TABLE, 80 -WAY RED CONNECTOR – ROW “S21 ∼ 40"

060RY00049

PI N PIN Function Wire C ol or IGN ON EN G RUN

S21 Rr Window Demist Switch YEL/GRN — —

S22 Transmission Output Speed S ensor B LU/YEL 0.0V 0.0V

S23 PCM Groun d BLK 0. 0V 0.0V

S24 Not Used — — —

S25 Not Used — — —

S26 EGR Control High BLU/ RED B+ B+

S27 VSS Input BLK/YEL 0.0V 0.1V (at rest)

S28 Injector Cylinder #6 GR N/YEL B+ B+

S2 9 W inter Switc h VIO/ GR N B+ B +

S3 0 C r uis e Main Sw i tc h WHT/B LU 0.0V 0.0V

S31 Transm ission Range Signal“2–3'' GRN 0.0V 0.0V

S32 Ignition Feed R ED/GRN B+ B+

S33 TCC Soleno id BRN/WHT 0.0V 0.0V

S34 Not Used — — —

S35 ION Sensing Module RED/GRN 1.555V 1.555V

S36 5Volt Reference (AP Sensor 1) BLK 5.0V 5.0V

S37 5V olt Reference (MAP Sensor/EGR Position

Sensor) GRY/RED 5.0V 5.0V

S38 5Volt Reference (TP Sensor 1) RED 5. 0V 5.0V

S39 Auto Cruise Lamp WHT 0.0V 0.0V

S40 PCM Groun d BLK /YE L 0.0V 0.0V

PCM PINOUT TABLE, 80 -WAY RED CONNECTOR – ROW “S41 ∼ 60"

060RY00050

P I N PIN Function Wire Color IGN ON ENG RU N

S41 AP Sensor 3 Senso r Ground ORN/ BLU 0. 0V 0.0V

S42 Bank 2 HO2S 1 Heater Ground WHT/RED 0.0V 0.0V

S43 Trans m ission Range Signal“1–2'' “3–4'' GRY/WHT B + B+

S44 Rr Def. Relay RED/WHT — —

S45 Not Used — — —

S46 Not Used — — —

S47 Water Temp. Gauge WHT/BLK B+ B+

S48 Not Used — — —

S49 DLC RED/WHT B+ B+

S50 Not Used — — —

S51 TCC Solenoid BRN/BLU 0.0V 0.0V

S52 Not Used — — —

S53 Power Switch VIO/RED B + B+

S54 Bank 2 HO2S 1 Low BLU 0.0V 0.1V

S55 T ransmission Output Sp eed Sensor BLU/GRN 0.0V 0.0V

S56 Not Used — — —

S57 Not Used — — —

S58 Bank 1 HO2S 1 High ORN/BLU 0.3V 0.1–0.9V

S59 Cruise Set GRN 0.0V 0.0V

S60 Not Used — — —

PCM PINOUT TABLE, 80 -WAY RED CONNECTOR – ROW “S61 ∼ 80"

060RY00051

PIN PIN Function Wire Color IGN ON ENG RUN

S61 Intake Air Temperature (IAT) Sensor Ground YEL/GRN 0.0V 0.0V

S62 ION Sensing Mod ule RED 1.555V 1.555 V

S63 Not Used — — —

S64 Bank 2 HO2S 1 High PNK 0.3V 0.1–0.9V

S65 Not Used — — —

S66 Transm ission Fluid Temperature S ensor RED/BLK 0.5–4.9V

( Vari e s with temp) 0.5–4.9V

(Va r i e s w i th te mp )

S67 Exhaust Ga s Recirculation (EGR) GRY/RED 0.6V 0.6V

S68 Accelerator Position (AP) Sensor 1 WHT 0.41–0.45V 0.41–0.45V

S69 Throttle Valve DC Motor(+) GRN Duty Cycle Duty Cycle

S70 Not Used — — —

S71 Not Used — — —

S72 Ignition Feed fo r ETC RED/GRN B+ B+

S73 Cruise Enable Lamp GRN/WHT 0.0V 0.0V

S74 Variable Intake Manifold YEL/BLK 0.0V B+ (>3600 rpm)

S75 Not Used — — —

S76 Throttle Position (TP) 1 Sensor Signal BLU 0.5–0.8V 0.5–0.8V (at idle)

S77 5Volt Reference (AP Sensor 3) ORN 5.0V 5.0V

S78 Accelerator Position (AP) Sensor 2 YEL 0.41–0.45V 0.41–0.45V

S79 Accelerator Position (AP) Sensor 3 BLU/GRN 4.55–4.99V 0.41–0.45V

S80 Manifold Absolute Pressure (MAP) GRN 0V 0V

COMPONENT LOCATORS

ENGINE COMPONENT LOCATOR

060R100144

Engine C omponent Loca tor Tab le

Number Name Location

1 Linear Exhaust Gas Recirculation (EGR) Valve Rear right side of the engine

2 Throttle Position (TP) Sensor On the throttle body

3 Intake Air Temperature (IAT) Sensor On the intake air duct near th e throttle body

4 Check Engine (MIL) Light On the instrument panel beneath the tachometer

5 Positive Crankcase Ventilation (PCV) Valve On the left of the cylinder head cover

6 Air Cleaner Left front of the engine bay

7 Mass Air Flow (MA F ) Sensor Attached to the air filter bo x

8 Fuel Rail On the Common Chamber

9 Fuel Pressure Regulator Left- Rear of the Common Cham ber

10 ION Sensing module Bolted to the top of the Common Chamber

11 Common Chamber Top of the engine

12 EVAP Duty Solenoid Valve Bolted to the front of the coolant pipe

13 Fuse/R ela y Box Along the inside of the right f ende r

14 Ma nifold Absolute Press ure (MAP ) Sensor Bolted to the top of the Common Chambe r

15 Throttle Body Between the intake air duct and the Common

Chamber

16 Engine Coolant Temperature Sensor On the coolant crossover pipe at the front of the

engine, near the throttle body

17 Power Train Control Module (PCM) Along the inside of the left fender

UNDERCARRIAGE COMPONENT LOCATOR

014RW188

Undercarriage Component Locator Table

Number Name Location

1 Heated Oxygen Sensor (Bank 2) Threaded into the exhaust pipe ahead the left-

hand catalytic converter

2 Fuel Filter Located along the inside of the right frame rail,

ahead of the propeller shaft

3 Fuel P um p and Gauge Unit Installed in the top of the f uel tank

4 Evaporative (EVAP) Canister Behind of the cross member

5 Vehicle Speed Sensor (VSS) Protrudes from the transmission housing, just

ahead of the fuel ta nk

6 Heated Oxygen Sensor (Bank 1) Threaded into the exhaust pipe ahead the right-

hand catalytic converter

FUSE AND RELAY PANEL (UNDERHOOD ELECTRICAL CENTER)

SENSORS AND MISCELLANEOUS

COMPONENT LO CATORS

HO2 Sensor

150RY00023

Vehicle Speed Sensor

035RW112

Fuel Tank

060R100129

CKP Sensor

060RW111

Canist er Purg e Valve

141R100005

Ma p S ensor

055RY00002

Fuel Fi l ter

041RW004

IAT Se nsor

060R100130

FUEL GAUGE AND

MA F S e nsor

T321078

EC T S ensor

060RY00014

PCV Valv e

060RY00016

ION Sensing Module

060RY00023

DIAGNOSIS

STRATEGY-BASED DIAGNOSTICS

Strategy-Based Diagnostics

The st ra tegy-based diagnostic is a uni form ap proach to

repair all Electrical/Electronic (E/E) systems. The

diagnostic flow can always be used to resolve an E/E

system problem and is a starting point when repairs are

necessary. The following steps will instruct the

technician how to proceed with a diagnosis:

1. Verify the customer complaint.

• To verify the customer complaint, the technician

shou ld know the normal operation of the system .

2. Perfo rm preliminary checks.

• Conduct a thorough vis ual inspection.

• Review the service history.

• Detect unusual sounds or odors.

• Gather diagnostic trouble code information to

achieve an effective repair.

3. Check bulletins and other service information.

• This includes videos, newsletters, etc.

4. Refer to service information check(s).

• “System checks" contain informa tion on a system

that m ay not be support ed by one or m ore DTCs.

System checks verify proper operation of the

system. This will lead the technician in an

organized approac h to diagnost ics .

5. Refer to service diagnostics.

DTC STORED

Follow the designated DTC chart exactly to make an

effective repair.

NO DTC

Select the symptom from the symptom tables. Follow

the diagnostic paths or suggestions to complete the

repair. You may refer to the applicable component/

system check in the system checks.

NO MATCHING SYMPTOM

1. A nalyze th e complaint.

2. Develop a plan for diagnostics.

3. Utilize the wiring diagrams and the theory of

operation.

Combine technician knowledge with efficient use of the

available service information.

INTERMITTENTS

Conditions that are not always present are called

intermittents. To resolve intermittents, perform the

following steps:

1. Observe history DTCs, DTC modes, and freeze

frame data.

2. Evaluate the symptoms and the conditions

described by the customer.

3. Use a check sheet or other method to identify the

circuit or elec t rical system component.

4. Follow the suggestions for intermittent diagnosis

found in the service documentation.

Most Scan Tools, such as the Tech 2, have

data-capturing capabilities that can assist in detecting

intermittents.

NO TROUBLE FOUND

This condition exists when the vehicle is found to

operate normally. The condition described by the

customer may be normal. Verify the customer complaint

against another vehicle that is operating normally. The

condition may be intermittent. Verify the complaint

under the conditions described by the customer before

releasing the vehicle.

1. Re-examine the compl aint.

When the complaint cannot be successfully found or

isolated, a re-evaluation is necessary. The

complaint should be re-verified and could be

intermittent as defined in Intermittents section, or

could be normal.

2. Repair and ve rify.

After isolating the cause, the repairs should be

made. Validate for proper operation and verify that

the symptom has been corrected. This may involve

road testing or other methods to verify that the

complaint has been resolved under the following

conditions:

• Conditions noted by the customer.

• If a DTC was diagnosed, verify a repair by

duplicating conditions present when the DTC was

set as noted in the Failure Records or Freeze

Frame data.

VERIFYING VEHICLE REPAIR

Verification of the vehicle repair will be more

comprehensive for vehicles with OBD system

diagnostics. Following a repair, the technician should

perform the following steps:

Important: Follow the steps below when you verify

repairs on OBD systems. Failure to follow these steps

could result in unnecessary repairs.

1. Review and record the Failure Records and the

Freeze Frame data for the DTC which has been

diagnosed (Freeze Frame data will only be stored

for an A or B type diagnostic and only if the

MIL("Check En gine" lamp) has been reques ted).

2. Clear the DTC(S).

3. Operate the vehicle within conditions noted in the

Failure Records and Freeze Frame data.

4. Monitor the DTC status information for the DTC

which has been diagnosed until the diagnostic test

associated with that DTC runs.

GENERAL SERVICE INFORMATION

OBD SERVICEABILITY ISSUES

With the introduction of OBD diagnostics across the

entire passenger car and light-duty truck market in

1996, illumination of the MIL (“Check Engine" lamp) due

to a non-vehicle fault could lead to misdiagnosis of the

vehicle, increased warranty expense and customer

dissatisfaction. The following list of non-vehicle faults

does not include every p ossible fault and may not apply

equally to all product lines.

Fuel Quality

Fuel quality is not a new issue for the automotive

industry, but its potent ial for t urning on the MIL (“Check

Engine" lamp) with OBD syste ms is new.

Fuel addi tives such as “dry gas" and “octane enhances"

may affect the performance of the fuel. If this results in

an incomplete combustion or a partial burn, it will show

up as a Misfire DTC P0300. The vapor pressure of the

fuel can also create problems in the fuel system,

especially during the spring and fall months when

severe ambient temperature swings occur . A high vapor

pressure could show up as a Fuel Trim DTC due to

excessive canister loa ding.

Using fuel with the wrong octane rating for the vehicle

may cause derivability problems. Many of the major fuel

companies advertise that using “premium" gasoline will

improve the performance of the vehicle. Most premium

fuels use alcohol to increase the octane rating of the

fuel. Although alcohol-enhanced fuels may raise the

octane rating, the fuel's ability to turn into vapor in cold

temperatures deteriorates. This may affect the starting

ability and cold derivability of the engine.

Low fuel levels can lead to fuel starvation, lean engine

operati on, and eventually engine misfire.

Non-OEM Parts

All of the OBD diagnostics have been calibrated to run

with OEM parts. Something as simple as a

high-performance exhaust system that affects exhaust

syste m back pressure co uld potenti a lly inte rfer e with t he

operation of the EGR v alve and thereby turn on the M IL

(“Check Engine" lamp). Small leaks in the exhaust

system near the post catalyst oxygen sensor can also

cause the MIL (“Check Engine" lamp) to turn on.

Aftermarket electronics, such as transceivers, stereos,

and anti-theft devices, may radiate EMI into the control

system if they are improperly installed. This may cause

a false sensor reading and turn on the MIL (“Check

Engine" lamp).

Environment

Temporary environmental conditions, such as localized

flooding, will have an effect on the vehicle ignition

system. If the ignition system is rain-soaked, it can

temporarily cause engine misfire and turn on the MIL

(“Check Engine" lamp).

Vehicle Marshaling

The transportation of new vehicles from the assembly

plant to the dealership can involve as many as 60 key

cycles within 2 to 3 miles of driving. This type of

operation contributes to the fuel fouling of the spark

plugs and will turn on the MIL (“Check Engine" lamp)

with a P0300 Misfire DTC.

Poor Vehicle Maintenance

The sensitivity of OBD diagnostics will cause the MIL

(“Check Engine" lamp) to turn on if the vehicle is not

maintained properly. Restricted air f i lters, fuel filt ers, and

crankcase deposits due to lack of oil changes or

improper oil viscosity can trigger actual vehicle faults

that were not previously monitored prior to OBD. Poor

vehicle maintenance can't be classified as a

“non-vehicle fault", but with the sensitivity of OBD

diagnostics, vehicle maintenance schedules must be

more closely followed.

Related System Faults

Many of the OBD system diagnostics will not run if the

PCM dete cts a fault on a related system or componen t.

One example would be that if the PCM detected a

Misfire fault, the diagnostics on the catalytic converter

would be suspended until Misfire fault was repaired. If

the Misfire fault was severe enough, the catalytic

converter could be damaged due to overheating and

would never set a Catalyst DTC until the Misfire fault

was repaired and the Catalyst diagnostic was allowed to

run to completion. If this happens, the customer may

have to make two trips to the dealership in order to

repair the vehic le .

VISUAL / PHYSICAL ENGINE

COMPARTMENT INSPECTION

Perform a careful visual and physical engine

compartment inspection when performing any

diagnostic procedure or diagnosing the cause of an

emission test failure. This can often lead to repairing a

problem without further steps. Use the following

guidelines when performing a visual/physical

inspection:

• Inspect all vacuum hoses for pinches, cuts,

disco nnections , and proper routing.

• Inspect hoses that are difficult to see behind other

components.

• Inspect all wires in the engine compartment for

pro per connections, burned or c hafed spo ts, pin ched

wires, contact with sharp edges or contact with hot

exh aust manif olds or pipes.

BASIC KNOWLEDGE OF TOOLS

REQUIRED

NOTE: Lack of basic knowledge of this powertrain

when performing diagnostic procedures could result in

an incorrect diagnosis or damage to powertrain

components. Do not attempt to diagnose a powertrain

problem without this basic knowledge.

A basic understanding of hand tools is necessary to

effectively use this section of the Serv ice M anual .

SERIAL DAT A COMMUNICATIONS

CLASS 2 SERIAL DATA

COMMUNICATIONS

Government regulations require that all vehicle

manufacturers establish a common communication

system. This vehicle utilizes the “Class 2"

communication system. Each bit of information can

have one of two lengths: long or short. This allows

vehicle wiring to be reduced by transmitting and

receiving multiple signals over a single wire. The

messages carried on Class 2 data streams are also

prioritized. If two messages attempt to establish

comm unications on the data line at the same time, only

the message with higher priority will continue. The

device with the lower priority message must wait. The

most significant result of this regulation is that it

provides Scan tool manufacturers with the capability to

access data from any make or model vehicle that is

sold.

The data displayed on other Scan tools will appear the

same, wi th some exceptions. Some Scan tools will only

be able to display certain vehicle parameters as values

that are a coded representation of the true or actual

value. On this vehicle the Scan tool displays the actual

values for vehicle parameters. It will not be necessary to

perform any conversions from coded values to actual

values.

ON-BOARD DIAGNOSTIC (OBD)

ON-BOARD DIAGNOSTIC TESTS

A di agnost ic test i s a series of steps, the resul t o f which

is a pass or fail reported to the diagnostic executive.

When a diagnostic test reports a pass result, the

diagnostic executive records the following data:

• The diagnostic test has been completed since the

last ignitio n cycle.

• The diagnostic test has passed during the current

ignition cy cle.

• The fault identified by the diagnostic test is not

currently active.

When a diagnostic test reports a fail result, the

diagnostic executive records the following data:

• The diagnostic test has been completed since the

last ignitio n cycle.

• The fault identified by the diagnostic test is currently

active.

• The fault has been acti ve during this ignition cycle.

• The operating condition s at the time of t he failure.

Remember, a fuel trim DTC may be triggered by a list of

vehicle faults. Make use of all information available

(other DTCs stored, rich or lean condition, etc.) when

diagnosing a fuel trim fault.

COMPREHENSIVE COMPONENT MONITOR

DIAGNOSTIC OPERATION

Comprehensive component monitoring diagnostics are

required to monitor emissions-related input and output

powertrain components. The OBD Comprehensive

Component Monitoring List Of Components Intended To

illuminate MIL is a list of components, features or

functions that could fall under this requirement.

In put Co m pone nts:

Input components are monitored for circuit continuity

and out-of-range values. This includes rationality

checking. Rationality checking refers to indicating a fault

when the signal from a sensor does not seem

reasonable, i.e. Throttle Position (TP) sensor that

indicates high throttle position at low engine loads or

MAP voltage. Input components may include, but are

not limited to the following sensors:

• Vehicle S peed Sensor (VSS)

• Crankshaft Position (CKP) sensor

• Throttle Position (TP) sensor

• Engine Coolant Tempe rature (ECT) sensor

• Manifold Absolute Pressure (MAP) sensor

• Mass Air Flow (MAF) sensor

In addition to the circuit continuity and rationality check,

the ECT sensor is monitored for its ability to achieve a

steady state temperature to enable closed loop fuel

control.

Ou t put C om ponents:

Output components are diagnosed for proper response

to control module commands. Components where

functional monitoring is not feasible will be monitored for

circuit continuity and out-of-range values if applicable.

Output components to be monitored include, but are not

limited to, the following circuits:

• Control module controlled EVAP Canister Purge

Valve

• Electronic Trans mission con trols

•A/C relays

• VSS outp ut

•MIL control

Refer to PCM and Se ns ors in General Descriptions.

Passive an d Active Diagnostic Tests

A passive test is a diagnostic test which simply monitors

a vehicle system or component. Conversely, an active

test, actually takes some sort of action when performing

diagnostic functions, often in response to a failed

passive test. For example, the EGR diagnostic active

test will force the E GR valve open du ring closed t hrottle

decel. Either action should result in a change in

manifold pressure.

Intrusive Diagnostic Tests

This is any on-board test run by the Diagnostic

Management System which may have an effect on

vehicle performance or emission levels.

Warm-Up Cycle

A warm-up cycle means that engine at temperature

must reach a minimum of 70°C (160°F) and rise at least

22°C (40°F) over the course of a trip.

Freeze Fra m e

Freeze Frame is an element of the Diagnostic

Management System which stores various vehicle

information at the moment an emissions-related fault is

stored in mem ory and when the MIL is com manded on.

These data can help to identify the cause of a fault.

Refer to Storing And Erasing Freeze Fram e D ata in this

section for more detailed information.

Failure Records

Failure Records data is an enhancement of the OBD II

Freeze Frame feature. Failure Records store the same

vehicle information as does Freeze Frame, but it will

store that information for any fault which is stored in

on-board memory, while Freeze Frame stores

information only for emission-related faults that

comm and the M IL on.

Enable Criteria

The term “enable criteria" is engineering language for

the conditions necessary for a given diagnostic test to

run. Each diagnostic has a specific list of conditions

which must be met before the diagnostic will run.

“Enable criteria" is another way of saying “conditions

required".

The enable criteria for each diagnostic is listed on the

first page of the DTC description in Section 6C1 under

the heading “Conditions for Setting the DTC". Enable

criteria varies with each diagnostic, and typically

includes, but is not limited to the following items:

• e ngine speed

• vehicle speed

•ECT

•MAF/MAP

• b arome tric pressure

•IAT

•TP

• h igh caniste r purge

• fuel tr im

• T CC enabled

•A/C on

Trip

Technically, a trip is a key on-run-key off cycle in which

all the enable criteria for a given diagnostic are met,

allowing the diagnostic to run. Unfortunately, this

concept is not quite that simple. A trip is official when all

the enable criteria for a given diagnostic are met. But

because the enable criteria vary fro m one diagnostic to

another, the definition of trip varies as well. Some

diagnostics are run when the vehicle is at operating

temperature, some when the vehicle first starts up;

some require that the vehicle be cruising at a steady

highway s peed, some run on ly when the veh icle is idle;

some diagnostics function with the TCC disabled. Some

run only immediately following a cold engine start-up.

A trip then, is defined as a key on-run-key off cycle in

which the vehicle was operated in such a way as to

satisfy the enabling criteria for a given diagnostic, and

this diagnostic will consider this cycle to be one trip.

However, another diagnostic with a different set of

enable criteria (which were not met) during this driving

event, would not consider it a trip. No trip will occur for

that particular diagnostic until the vehicle is driven in

such a way as to meet all t he enabl e criteria.

THE DIAGNOSTIC EXECUTIVE

The Diagnostic Executive is a unique segment of

software which is designed to coordinate and prioritize

the diag nostic procedu res as well as defi ne the protocol

for recording and displaying their results. The main

responsibilit ies of the Diagnost ic E x ecuti ve ar e l isted as

the following:

• Commanding the MIL (“Check Engine" lamp) on and

off

• DTC logging and clearing

• F reeze F ram e data f or the f irst em ission rel ated DTC

recorded

• Non-emission related Service Lamp

• Operating conditions Failure Records buffer, (the

number of records will vary)

• Current stat us information on each diagnostic

• Sy ste m Status (I/ M ready)

The Diagnostic Executive records DTCs and turns on

the MIL when e mission-related faults occur. It can also

turn off t he MIL if the conditions cease which caused the

DTC to set.

Diagnostic Inform ation

The diagnostic charts and functional checks are

designed t o lo cate a fau lty circuit or component throug h

a process of logical decisions. The charts are prepared

with the requirement that the vehicle functioned

correctly at the time of assembly and that there are no

multiple faults present.

There is a continuous self-diagnosis on certain control

functions. This diagnostic capability is complemented by

the diagnostic procedures contained in this manual. The

language of communicating the source of the

malfunction is a system of diagnostic trouble codes.

When a malfunction is detected by the control module, a

diagnostic trouble code is set and the Malfunction

Indicator Lamp (MIL) (“Check Engine" lamp) is

illuminated.

Malfunction Indicator Lamp (MIL)

The Malfunction Indicator Lamp (MIL) looks the same

as the MIL you ar e already familiar with (“Check Engine"

lamp). However, OBD require s t hat it illumi nate under a

strict set of guide lines.

Basically, the M IL is turned on when the PCM detects a

DTC that will imp act vehicle emissions.

The MIL is under the control of the Diagnostic

Executive. The MIL will be turned on if an

emissions-related diagnostic test indicates a

ma lf u nc t io n h as o c cu rre d. It w ill s tay on un ti l the s y ste m

or component passes the same test, for three

consecut ive trips, with no e mi ssions related faults.

Extinguishing the MIL

When the MIL is on, the Diagnostic Executive will turn

off the MIL after three(3) consecutive trips that a “test

passed" has been reported for the diagnostic test that

originally caused the MIL to illuminate.

Although the MIL has been turned off, the DTC will

remain in the PCM memory (both Freeze Frame and

Failure Records) until forty(40) warm-up cycles after no

faults have been comp leted.

If the MIL was set by eit her a fuel t rim or misfire -related

DTC, additional requirements must be met. In addition

to the requirements stated in the previous paragraph,

these requirements are as follows:

• The diagnostic tests that are passed must occur

within 375 RPM of the RPM data stored at the time

the last test failed.

• Plus or minus ten (10) percent of the engine load that

was stored at t he time t he l ast fail ed.

• Sim ilar engine temperat ure conditions (warm ed up or

w armin g up ) as those stored at the time the last test

failed.

Meeting these requirements ensures that the fault which

turned on the MIL has been corrected.

The MIL (“Check Engine" lamp) is on the instrument

panel and has the following function:

• It informs the driver that a fault affects vehicle

emission levels has occurred and that the vehicle

shou ld be taken for service as soon as possible.

• As a bul b and syste m check, the MIL will come “ON"

with the key “ON" and the engine no t running. When

the engi ne is starte d, the MIL will turn “OFF."

• When the MIL remains “ON" while the engine is

running, or when a m al function is s uspecte d due to a

derivability or emissions problem, a Powertrain

On-Board Diagnostic System Check must be

performed. The procedures for these checks are

given in On-Board Diagnostic (OBD) System Check.

These checks will expose faults which may not be

detected if other diagnostics are performed first.

DTC TYPES

Each DTC is directly related to a diagnostic test. The

Diagnostic Management System sets DTC based on

the failure of the tes ts during a trip or trips. Certain t ests

must fail two (2) consecutive trip s before the DTC is set.

The following are the four (4) types of DTCs and the

characteristics of those codes:

•Type A

• Emissions related

• Requests illumination of the MIL of the first trip with

a fail

• St ores a History DTC on t he first trip with a fail

• Stores a Freeze Frame (if empty)

• Stores a F ail Record

• Updates the Fail Record each time the diagnostic

test fails

•Type B

• Emissions related

• “Armed" aft er one (1) trip with a fail

• “Disarmed" after one (1) trip with a pass

• Requests illumination of the MIL on the second

consecutive trip with a fail

• Stores a History DTC on the second consecutive

trip with a fail (The DTC will be armed after the first

fail)

• Stores a Free ze Fram e on the se cond c onsec utive

tr ip wi th a fai l (i f em p ty)

• Stores a Fail Record when the first test fails (not

dependent on consecutive trip fails )

• Updates the Fail Record each time the diagnostic

test fails

(Some special conditions apply to misfire and fuel trim

DTCs)

• Typ e C (if t he vehicle is so equipped)

• Non-Emissions related

• Requests illumination of the Service Lamp

• St ores a History DTC on the fir st tr ip with a fai l

•Does not store a Freez e Fram e

• Stores Fail Record when test fails

• Updates the Fail Record each time the diagnostic

test fails

•Type D

• Non-Emissions related

• Not reque st illumin atio n of any lamp

• St ores a History DTC on the fir st tr ip with a fai l

•Does not store a Freez e Fram e

• Stores Fail Record when test fails

• Updates the Fail Record each time the diagnostic

test fails

Important: Only four Fa il Records can be stored. E ac h

Fail Record is for a different DTC. It is possible that

there will not be Fail Records for every DTC if multiple

DTCs are set.

Special Cases of Ty pe B Diagno stic Tests

Unique to the misfire diagnostic, the Diagnostic

Executive has the capability of alerting the vehicle

operator to potentially damaging levels of misfire. If a

misfire condition exists that could potentially damage

the catalytic converter as a result of hig h misfire levels,

the Diagnostic Executive will command the MIL to

“flash" at a rate of once per second during those the

time that the catalyst damaging misfire condition is

present.

Fuel trim and misfire are special cases of Type B

diagnost ics. Each time a fuel trim or misfire malfunction

is detected, engine load, engine speed, and engine

coolant temp erature are recorded.

When the ignition is turned off, the last reported set of

conditions remain stored. During subsequent ignition

cycles, the stored conditions are used as reference for

similar conditions. If a malfunction occurs during two

consecutive trips, the Diagnostic Executive treats the

failure as a normal Type B diagnostic, and does not use

the stored conditions. However, if a malfunction occurs

on two non-consecutive trips, the stored conditions are

compared with the current conditions. The M IL wil l the n

illuminate under the following conditions:

• When the engine load conditions are within 10% of

the previous te st that failed.

• Eng ine sp eed is within 37 5 rpm, of the previous test

that failed.

• Engine coolant temperature is in the same range as

the previous te st that failed.

Storing and Erasing Freeze Frame Data and Failure

Records

Government regulations require that engine operating

conditions be captu red whenev er the M IL is illuminat ed.

The data captured is called Freeze Frame data. The

Freeze Frame data is very similar to a single record of

operating conditions. Whenever the MIL is illuminated,

the corresponding record of operating conditions is

recorded to the Freeze Frame buffer.

Freeze Frame data can only be overwritten with data

associated with a misfire or fuel trim malfunction. Data

from these faults take preced ence over data asso ciated

with any other fault. The Freeze Frame data will not be

erased unles s the associated history DTC is cleared.

Each tim e a dia gnos tic t est rep orts a failure, the c urrent

engine op erating conditions are recorded in the Failure

Records buffer. A subsequent failure will update the

recorded operating conditions. The following operating

conditions for the diagnostic test which failed typically

include the following parameters:

• Air Fuel Ratio

•Air Flow Rate

• Fuel Trim

• Engine Speed

• Engine Load

• Engine Coolant Tem perature

• Vehicle Speed

• TP Angle

• MAP/BARO

• Injector Base Pulse Width

• Loop Status

Int erm i t te nt Malfunct i on I ndi c at o r La m p

In the case of an “intermittent" fault, the MIL (“Check

Engine" lamp) may illuminate and then (after three trips)

go “OFF". However, the corresponding diagnostic

trouble code will be stored in memory. When

unexpected diagnostic trouble codes appear, check for

an intermittent malfun ction.

A diagnostic trouble code may reset. Consult the

“Diagnostic Aid s" associated with the dia gnostic trouble

code. A physical inspection of the applicable

sub-system most often will resolv e the probl e m.

Data Link Connect or (D LC )

The provision for communication with the control

module is the Data Link Connector (DLC). It is located

at the lower left of the instrument panel behind a small

square cover. The DLC is use d to connect to the Tech 2

Scan Tool. Som e common us es of the Tech 2 are listed

below:

• Ident ifying stored Diagnosti c Troubl e Codes (DTCs).

• Cl earing DTCs.

• Perf orming outp ut control tests.

• Re ading serial data.

TS24064

DECIMAL/BINARY/HEXADECIMAL

CONVERSIONS

Beginning in 1996, Federal Regulations require that all

auto manufacturers selling vehicles in the United Stat es

provide Scan Tool manufacturers with software

information to display vehicle operating parameters. All

Scan Tool man ufacturers will display a va riety of vehicle

in formation wh ich will aid in repair ing th e vehic le. S ome

Scan Tools will display encoded messages which will

aid in determining the nature of the concern. The

met hod of enc odi ng invol ves the u se of a two additiona l

numbe ring systems: Binary and Hexade cimal.

The bina ry number system has a base of two numbers.

Each digit is either a 0 or a 1. A binary number is an

eight digit number and is read from right to left. Each

digit has a position number with the farthest right being

the 0 position and the farthest left being th e 7 position.

The 0 position, when displayed by a 1, indicates 1 in

decimal . Each position to the left is doubl e the previous

position and adde d t o any ot her po sition v alu es m arke d

as a 1.

A hexadecimal system is composed of 16 different

alpha numeric characters. The alpha numeric

characters used are numbers 0 through 9 and letters A

through F. The he xadecimal system is the most natural

and common approach for Scan Tool manufacturers to

display data represented by binary num bers and digital

code.

VERIFYING VEHICLE REPAIR

Verification of vehicle repair will be more

comprehensive for vehicles with OBD II system

diagnostic. Following a repair, the technician should

perform the following steps:

1. Review and record the Fail Records and/or Freeze

Frame d ata for the DTC which h as been diagno sed

(Freeze Frame data will only be stored for an A or B

type diagnostic and only if the MIL has been

requested).

2. Clear DT C(s).

3. Operate the vehicle within conditions noted in the

Fail Records and/or Freeze Frame data.

4. Monitor the DTC status information for the DTC

which has been diagnosed until the diagnostic test

associated with that DTC runs.

Following these steps are very important in verifying

repairs on OB D ll system s. Failure t o foll ow t hese steps

could result in unnecessary repairs.

READING DIAGNOSTIC TROUBLE CODES

USING THE TECH 2 SCAN TOOL

The procedure for reading diagnostic trouble code(s) is

to use a diagnostic Scan Tool. When reading DTC(s),

follow instructions supplied by tool manufacturer.

Clearing Diagnostic Trouble Codes

Important: Do not c lea r DTCs un less directed t o do so

by the service information provided for each diagnostic

procedure. When DTCs are cleared, the Freeze Frame

and Failure Record data which may help diagnose an

intermittent fault will also be erased from memory.

If the fault that caused the DTC to be stored into

memory has been corrected, the Diagnostic Executive

will begin to count the “warm-up" cycles with no further

faults detected, the DTC will automatically be cleared

from the PCM memory.

To clear Diagnostic Trouble Codes (DTCs), use the

diagnost ic Scan Tool “clear DTCs" or “clear inform ation"

function. When clearing DTCs follow instructions

supplied by the tool man ufacturer.

When a Scan Tool is not available, DTCs can also be

cleared by disconnecting one of the following sources

for at least thir ty (30) seconds.

NOTE: To prevent system damage, the ignition key

must be “OFF" when disconnecting or reconnecting

battery power.

• The power source to the control module. Examples:

fuse, pigtail at battery PCM connectors, etc.

•The negative battery cable. (Disconnecting the

negative battery cable will result in the loss of other

on-board mem ory data, such as preset radio tuning).

TECH 2

Holden dealer service departments are recommended

to use the TECH 2 Scan Tool. Refer to th e Secti on 0C

and Section 0C-1 for full instructions on the use of

TECH 2.

901RW180

EndOFCallout

TECH 2 FEATURES

1. Tec h 2 is a 12 volt system. Do not apply 24 volts.

2. After connecting and/or installing the Vehicle

Communications Interface (VCI) module, PCMCIA

card and DLC connector to the Tech 2, connect the

tool to the vehicle DLC.

3. Make sure the Tech 2 is OFF when removing or

installing the PCMCIA card.

4. The PCMCIA card has a capacity of 10 Megabytes

which is 10 times greater than the memory of the

Tech 1 Mass Storage Cartridge.

5. The Tech 2 has the capability of two snapshots.

6. The PCMCIA card is sensitive to magnetism and

static electricity, so care should be taken in the

handling of the card.

7. The Tech 2 can plot a graph when replaying a

snapshot.

8. Always return to the Main Menu by pressing the

EXIT key se vera l ti mes bef o re shutt ing down.

9. To clear Diagnostic Trouble Codes (DTCs), open

Application Menu and press “F1: Clear DTC Info".

Legend

(1) P CM CIA Card

(2) RS 232 Loop Back Connector

(3) SAE 16/19 Ad apter

(4) DLC Cable

(5) Tech–2

GETTING STARTED

• Before operating the Holden PCMCIA card with the

Tech 2, the following steps must be performed:

1. Insert the Holden system PCMCIA card (1) into the

Tech 2 (5).

2. Connect the SAE 16/19 adapter (3) to the DLC

cable (4).

3. Connect the DLC cable to the Tech 2 (5)

4. M ake sure the vehicle ignition is off.

5. Connect the Tech 2 SAE 16/19 adapter to the

vehicle DLC.

810RW317

6. Turn on the vehicle ignition.

7. Power the Tech 2 ON and verify the Tech 2 power

up display.

Refer to Section 0C-1 TECH 2 Diagnosis - Engine

Application for further procedures.

NOTE: T he RS232 Loop ba ck connector is only to us e

for diagnosis of Tech 2. Refer to user guide of the

TECH 2.

PRIMARY SYSTEM-BASED

DIAGNOSTIC

PRIMARY SYSTEM-BASED DIAGNOSTIC

There are primary system-based diagnostics which

evaluate system operation and its effect on vehicle

emissions. The primary system-based diagnostics are

listed below with a brief description of the diagnostic

function:

Oxygen Sensor Diagnosis

The fuel control heated oxygen sensors are diagnosed

for the following conditions:

• Heater performance (time to activity on cold start)

• Slow response

• Response time (time to switch R/L or L/R)

• Inactive signal (output steady at bias voltage –

approx . 450 mV)

• Sig nal fixed high

• S ign al fix ed lo w

If the oxygen sensor pigtail wiring, connector or terminal

are damaged, the entire oxygen sensor assembly must

be replaced. DO NOT attempt to repair the wiring,

connector or terminals. In order for the sensor to

function properly, it must have clean reference air

provided to it. This clean air reference is obtained by

way of the oxygen sensor wire(s). Any attempt to repa ir

the wires, connector or terminals could result in the

obstruction of the reference air and degrade oxygen

sensor performance. Refer to On-Vehicle Service,

Heated Oxyg en Senso rs in this section.

FU E L CONTR O L HEATED OX YGEN

SENSOR

The main function of the fuel control heated oxygen

sensors is to provide the control module with exhaust

stream oxygen content information to allow proper

fueling and maintain emissions within mandated levels.

After it reaches operating temperature, the sensor will

generate a voltage, inversely proportional to the amount

of oxygen present in the exhaust gases. The control

module uses the signal voltage from the fuel control

heated oxygen sensors while in closed loop to adjust

fuel inject or pulse wi dt h. While in c losed lo op, the P CM

can adjust fuel delivery to maintain an air/fuel ratio

which allows the best combination of emission control

and deriva bility. The fuel control heated oxy gen sens ors

are also used to determine catalyst effi ciency.

HO2S HEATER

Heated oxygen sensors are used to minimize the

amount of time required for closed loop fuel control to

begin operation and to allow accurate catalyst

monitoring. The oxygen sensor heater greatly

decreases the amount of time required for fuel control

sensors (Bank 1 HO2S 1 and Bank2 HO2S 1) to

become ac tiv e.

ON-BOARD DIAGNOSTIC (OBD) SYST EM CHECK 060R100062

Circuit Description

The on-board diagnostic system check is the starting

point for any derivability complaint diagnosis. Before

using this procedure, perform a careful visual/physical

check of the PCM and engine grounds for cleanliness

and tightness.

The on-board diagnostic system check is an organized

approach to identifying a problem created by an

electronic engine control system malfunction.

Diagn ostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken inside

the insulation. Check for poor connections or a

damaged harness. Inspect the PCM harness and

connector for improper mating, broken locks, improperly

formed or damaged terminals, poor terminal-to-wire

conne ction , and damaged harness .

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart:

1.The MIL (“Check Engine lamp") should be “ON"

steady with the ignition “ON " and th e e ngine “OFF".

If not, the “No MIL" chart should be used to isolate

the ma lfunction.

3.Checks the Class 2 data circuit and ensures that the

PCM is able to transmit serial data.

4.This test ensures that the PCM is capable of

controlling the MIL (“Check Engine lamp") and the

MIL (“Check Engine lamp") driver circuit is not

shorted to ground.

5.This test ensures that the PCM is capable of

controlling the RPL (“Reduced Power lamp ") and the

RPL (“Reduced Power lamp") driver circuit is not

shorted to ground.

7.Check the DTCs (System ,Vol ts Supply circuit).

8.Check the DTCs (PCM{Software} detect Errors).

10.If the engine will not start, the Cranks But Will Not

Run chart should be used to diagnose the condition.

13.A Tech2 parameter which is not within the typical

range m ay help to isolate the area which is causing

the problem.

14.This vehicle is equipped with a PCM which utilizes

an electrically erasable programmable read only

memory (EEPROM). When the PCM is replaced, the

new PCM must be programmed. Refer to PCM

Replacement and Programming Procedures in

Powertrain Control Module (PCM) and Sensors of

t h is sect ion .

On-Board Diagnostic (OBD) System Check

Step Action Value(s) Yes No

1 1. Ignition “ON", engine “OFF".

2. Observe the malfunction indicator lamp (MIL or

“Check Engine lamp").

Is the MIL (“Check Engine lamp")“ON"? — Go to St ep 2

Go to No

MIL(“Check

Engi ne lamp" )

2 1. Ignition “ON", engine “OFF".

2. O bs erve the “Reduced Power lamp".

Is the RPL (“Reduced Power lamp") “ON" for 3

seconds? — G o to St ep 3

Go to No

RPL(“Reduced

Power lamp")

3 1 . Ig nit io n “ OFF" .

2 . Install Te ch2.

3. Ignition “ON".

4. Attempt to display PCM engine data with the

Tech2.

Does the Tech2 display PCM data? G o to St ep 4 Go to Step 12

4 1. Using th e Tech2 output tests funct ion, select MIL

(“Check Engine lamp") control and command the

MIL (“Check Engine lamp") “ON".

2. Observe the MIL (“Check Engine lamp").

Did the MIL (“Check Engine lamp") turn “ON"? — Go to Step 5

Go to

MIL(“Check

Engi ne lamp" )

On Steady

5 1. Using th e Tech2 output tests funct ion, select MIL

(“Check Engine lamp") control and command the

RPL (“Reduced Power lamp") “OFF".

2. Observe the RPL (“Reduced Power lamp").

Did the MIL (“Reduced Power lamp") turn “OFF"? — Go to Step 6

Go to

RPL(“Reduced

Power lamp")

On Steady

6 Select “Display DTCs" with the Tech2.

Are any DTCs stored? — Go to Step 7 Go to Step 11

7 Stored DTCs;

P0562, P 0563, P0601, P0602, P0604, P0 606, P1625,

P1635, P1 639, P1640, P1650

Are the any of the above DTCs stored? —

Go to

applicable DTC

table Go to Step 8

8 Stored DTCs;

P1514, P 1515, P15 16, P1523, P 1125, P 1290 , P1295,

P1299

Are the any of the above DTCs stored? —

Go to

applicable DTC

table Go to Step 9

9 Stored DTCs;

1. P0106, P0107, P1107, P0401, P1404, P0405,

P1120, P1221, P1515, P1516, P1275, P1635,

P1271, P12 73, P1285, P1 272

2. P0336, P0337, P1220, P1515, P1221, P1516,

P1280, P16 39, P1271, P1 272

Are the any of the above DTCs stored?

Go t o “Multiple

PCM

Information

sensor DTCs

Set" Go to Step 10

10 Attempt to start the engine.

Did the engine start and continue to run? —Go to Step 6

Go to Cranks

Bu t Will Not

Run

11 Compare P CM d ata values displayed on th e Tech2 to

the typical engine scan data values.

Are the displayed values normal or close to t he typical

values? —Go to Symptom

Refer to

indicated

Component

Syste m Checks

12 1. Ignition “OFF", disconnect the PCM.

2. Ignition “ON", engine “OFF".

3. Check the Class 2 data circuit for an open, short

to ground, or short t o vol t age. Also, check the DLC

ignition feed circu it for an op en or short to ground

and the DLC ground circuit for an open.

4. I f a problem is found, repair a s necess ary.

Was a problem found? — Go to St ep 2 Go to Step 13

13 1. Attempt to reprogram the PCM. Refer to

Powertrain Control Module (PCM) in On-Vehicle

Service.

2. Attempt to display PCM data with the Tech2.

Does the Tech2 display PCM engine data? — Go to Step 2 Go to Step 14

14 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? —Go to St ep 2 —

Step Action Value(s) Yes No

A/C CLUTCH CONTROL CIRCUIT DIAGNOSIS

060R100063

Circuit Description

W hen air conditioning and blo wer fan are selecte d, and

if the system has a sufficient refrigerant charge, a

12-vol t signal is supplied to the A/C request input of th e

powertrain control module (PCM). The A/C request

signal may be temporarily canceled during system

operati on b y the electro nic therm os tat in the evaporat or

case. When the A/C request signal is received by the

PCM, th e PCM supplies a ground from the compressor

clutch rela y if the e ngine operat ing con ditions are wi thin

acceptable ranges. With the A/C compressor relay

energized, voltage is supplied to the compressor clutch

coil.

The PCM will enable the compressor clutch to engage

whenever A/C has been selected with the engine

running, unless any of the following conditions are

present:

• T he ignition voltage is below 10.5 volts.

• The engine coolant temperature (ECT) is greater

than 119 °C (246 °F).

• The intake air temperature (IAT) is less than 5°C

(41°F).

• The power steering pressure switch signals a high

pressure condition during 3 seconds after ignition

“ON".

Diag nostic Ai ds

To diagnos e an the intermi ttent fault, check for following

conditions:

• Poor c onnection at the P CM–Inspe ct connections for

backed -out term inals, impr oper ma ting, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness–Inspect the wiring harness for

damage. If the harness appears to OK, observe the

A/C clutch while moving connectors and wiring

harnesses related to the A/C. A sudden clutch

malfunction will indicate the source of the intermittent

fault.

A/C Clutch Diagnosis

This chart should be used for diagnosing the electrical

portion of the A/C compressor clutch circuit. A Tech2

will be used in diagnosing the system. The Tech2 has

the ability to read the A/C request input to the PCM. The

Tech2 can display when the PCM has commanded the

A/C clutch “ON". The Tech2 should have the ability to

override the A/C request signal and energize the A/C

compressor relay.

Test Description

Important: Do not engage the A/C compressor clutch

with the engine running if an A/C mode is not selected

at the A/C control switch.

The numbers below refer to the step numbers on the

Diagnostic Chart:

3. This a test determine is the problem is with the

refrigerant system. If the switch is open, A/C

pressure gauges will be used to determine if the

pressure switch is faulty or if the system is partially

discharged or empty.

4. Although the normal complaint will be the A/C clutch

failing to engage, it is possible for a short circuit to

cause the clutch to run when A/C has not been

selected. This step is a test for that condition.

7. There is an extremely low probability that both relays

will fail at the same time, so the substitution process

is one way to check the A/C Thermostat relay. Use a

known good relay to do a substitution check.

A/C Clutch Control Circuit Diagnosis

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Are any other DTCs stored?

—

Go to the other

DTC chart(s)

firs t Go to Step 3

3 1. Disconnect the electrical connector at the

pressure switch located on the receiver/drier.

2. Use an ohmmeter to check continuity across the

pressure swit ch.

Is the pressure switch open? —

Go to Air

Conditioning to

diagnose t he

cause of the

open pressure

switch Go to Step 4

4Important: Before continuing with the diagnosis, the

following conditions mu st be met:

• The intake air temperature must be greater than

15°C. (60°F).

• The engine coolant temperature must be less than

119°C (246°F).

1. A/C “OFF".

2. Start th e engine and idle for 1 minute.

3. O bse rve the A/C compressor.

Is the A/C compressor clutch engaged even though A/

C has not been requested? — Go to Step 37 Go to S tep 5

5 1 . Idle the engine.

2. A/C “ON".

3. Blower “ON".

4. O bse rve the A/C compressor.

Is the A/C compressor magnetic clutch engaged? — Refer to

Diagnostic Aids Go to Step 6

6 1. Engine idling.

2. A/C “ON".

3. Blower “ON".

4. Observe the “A/C Request" display on the Tech2.

(Refer to the Miscellaneous test)

Does the tool “A/C Request" display indicate “Ye s"? — Go to Step 26 Go to Step 7

7 Temporarily substitute the A/C compressor relay in

place of the A/C thermostat relay, then repeat Step 5.

Did the “A/C Request " display indicate “Yes"? — Go to St ep 8 Go to Step 9

8 Replac e the original A/C thermostat rel ay.

Is the action complete ? — Verify r epair —

9 Does the blower operate? — Go to S tep 10 Go to Step 11

10 Repair the blower.

Is the action complete ? — Verify r epair —

11 Check for a faulty 10A A/C fuse in the underdash fuse

panel.

Was the 10A fuse OK ? — Go to S tep 13 Go to St ep 12

12 Check for short circuit and make repairs if necessary.

Replace the 10A A/C fuse.

Is the action complete ? — Verify r epair —

13 1. Remove the glove box to gain access to the A/C

thermostat.

2. Disconnect the thermostat connector.

3. Attach a fused jumper between ground and the

thermostat wire.

4. A/C “ON".

5. Blower “ON".

Dose A/C request indicate “YES" on the Tech2? — Go to Step 14 Go to St ep 17

14 1. Ignition “ON".

2. Use a DVM to check voltage at the electronic A/C

thermostat.

Was vol tage equal to the specified value? B+ Go to S t ep 17 Go to Step 15

15 Check for open wire between the thermostat and the

A/C switch.

Was the wire open? — Go to Step 16 Go to St ep 17

16 Repair the open wire between the therm ostat and the

A/C switch.

Is the action complete ? — Verify r epair —

17 Check for an open circuit between A/C thermostat

relay and PCM A/C request terminal (F45).

Was there an open c ircuit? — Go to Step 18 Go to St ep 19

18 Repair the open circuit between the PCM and A/C

thermostat relay.

Is the action complete ? — Verify r epair —

19 1. Ignition “ON".

2. Use a DVM to check voltage at the A/C pressure

switc h (BRN).

Was vol tage equal to the specified value? B+ Go to S t ep 21 Go to Step 20

20 Repair the open circuit between the 10A A/C fuse and

the pressure switch.

Is the action complete ? — Verify r epair —

21 Use an ohmmeter to check continuity between the

pressure switch and the A/C thermostat relay.

Was the circuit open? — Go to Step 22 Go to St ep 23

22 Repair the open circuit between the pressure switch

and the A/C thermostat relay.

Is the action complete ? — Verify r epair —

23 Check for damaged pin or terminal at F45 of the PCM.

Was a damaged pin or terminal found? — Go to St ep 24 Go to Step 25

Step Action Value(s) Yes No

24 Repair the damaged pin or terminal.

Is the action complete ? — Verify r epair —

25 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to On-Vehicle Service in

Powertrain Control Module Sensor s for procedures.

And also refer to latest Service Bulletin.

Check to se e if t he Latest software is released or not.

And then Down Load the LATEST PROGRAMMED

SOFTWARE to the replacement PCM.

Is the action complete ? — Verify r epair —

26 1. Remove the A/C compresso r rela y.

2. Ignition “ON".

3. Use a DVM to c heck volt age at bot h of the wires at

the A/C compresso r relay so cket.

Is the voltage equal to t he spec ified value? B+ Go to Step 28 Go to St ep 27

27 Repair the faulty wire between the A/C fuse and the A/

C compre ssor relay .

Is the action complete ? — Verify r epair —

28 1. A/C compresso r relay removed.

2. Engine idling.

3. A/C “ON".

4. Blower “ON".

5. Use a DVM to measure voltage between the wire

at the A/C compressor relay socket and battery±.

Did the DVM indicate the specified value? B+ Go to S tep 32 Go to St ep 29

29 Check for an open wire between PCM terminal F4 and

the A/C compressor re lay.

Was the wire open? — Go to Step 30 Go to St ep 31

30 Repair the open wire between the PCM and the A/C

compressor relay.

Is the action complete ? — Verify r epair —

31 Check for a damaged pin or terminal at F4 of the

PCM.

Was a damaged pin or a terminal found? — Go to Step 24 Go to St ep 25

32 1. A/C compresso r relay removed.

2. Connect a fused jumper at the A/C compressor

relay socket with eithe r wire.

3. Engine idling.

4. A/C “ON".

5. Blower “ON".

Did the compressor magnet ic clutch engage? — Go to Step 33 Go to St ep 34

33 Repair the A/C compressor relay.

Is the action complete ? — Verify r epair —

34 Check for an open circuit between the A/C

compressor relay and the A/C clutch.

Was an open circuit found? — Go to Step 35 Go to St ep 36

35 Repair the open circuit between the compressor

Clutch and the A/C compressor relay.

Is the action complete ? — Verify r epair —

36 Service the compressor clutch or replace the

compresso r due to a f aulty i nter nal overheat switch .

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

ELECTRONIC IGNITION SYSTEM

DIAGNOSIS

If the engine cranks but will not run or immediately

stalls, the Engine Cranks But Will Not Start chart must

be used to determine if the failure is in the ignition

system or the fuel system. If DTC P0300 through

P0306, P0341, or P0336 is set, the appropriate

diagnostic trouble code chart must be used for

diagnosis.

If a misfire i s being experienced with no DTC set, refer

to the Symptoms section for diagnosis.

VI SUAL CHECK OF THE

EVAPORATIVE EM ISSION

CANISTER

• If the canister is cracked or damaged, replace the

canister.

• If fuel is leaking from the canister, replace the

can ister and check hose s and hose routing.

FUEL METERING SYSTEM CHECK

Some failures of the fuel metering system will result in

an “Engine Cranks But Will Not Run" symptom. If this

condition e xists, refer to the Cranks But Will Not Run

chart. This chart will determine if the prob lem is caused

by the ignition system, the PCM, or the fuel pump

electrical circuit.

Refer to Fuel System Electrical Test for the fuel

system wiring schematic.

If there is a fu el delivery problem, refer to

Fuel System Diagnosis, which diagnoses the fuel

injectors, the fuel pressure regulator, and the fuel pump.

If a malfunction occurs in the fuel metering system, it

usually results in either a rich HO2S signal or a lean

HO2S signal. This condition is indicated by the HO2S

voltage, which causes the PCM to change the fuel

calculation (fuel injector pulse width) based on the

HO2S reading. Changes made to the fuel calculation

will be indicated by a change in the long term fuel trim

values which can be m onitored with a Tech2. Ideal lon g

term fuel trim values are around 0%; for a lean HO2S

signal, the PCM will add fuel, resulting in a fuel trim

value abov e 0%. Som e variations in fuel t rim values are

normal because all en gines are not exactly the same. If

the evaporative emission canister purge is “ON", the

fuel trim may be as low as –38%. If the fuel trim v alues

are greater than +23% , refer to DTC P0131,

DTC P0151, DTC P0171, and DTC 1171 for items

which can cause a lean HO2S signal.

POWERTRAIN CONTROL MODULE

(PCM) DIAGNOSIS

To read and clear diagnostic trouble codes, use a

Tech2.

Important: Use of a Tech2 is recommended to clear

diagnostic trouble codes from the PCM memory.

Diagnostic troub le codes c an also be cleared by t urnin g

the ignition “OFF" and disconnecting the battery power

from the PCM for over 3 hours. Turning off the ignition

and disconnecting the battery power from the PCM will

cause all diagnostic information in the PCM memory to

be cleared. Therefore, all the diagnostic tests will have

to be re-run.

Since the PCM can have a failure which may aff ect only

one circuit, following the diagnostic procedures in this

37 1. Remove the A/C compresso r rela y.

2. Idle the engine.

Is the compressor clutch still engaged when A/C is not

selected? — Go to Step 38 Go to St ep 39

38 Repair the short to voltage between the A/C clutch

and A/C compressor relay.

Is the action complete ? — Verify r epair —

39 1. Reinsta ll the A/C c ompr e s s or relay.

2. Remove the A/C thermostat relay.

3. Engine idling.

Is the compressor clutch still engaged when A/C is not

selected? — Go to Step 40 Go to St ep 42

40 Use a DVM to check for a s hort to ground between the

A/C compressor relay and F4 of t he PC M.

Was a short detected? — Go to Step 41 Go to St ep 25

41 Repair the short to g round betwe en the P CM and A /C

compressor relay.

Is the action complete ? — Verify r epair —

42 Repair the short to ground between the A/C

thermostat relay and the electronic thermostat.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

section will determine which circuit has a problem and

where it is.

If a diagnost ic chart indicates that the PCM co nnections

or the PCM is the cause of a problem, and the PCM is

replaced, but this does not correct the problem, one of

the following may be the reason:

• There is a problem with the PCM terminal

con nections. The terminals m ay ha ve to be removed

from the connector in order to check them properly.

• EEPROM program is not correct for the application.

Incorrect components or reprogramming the PCM

with the wrong EEPROM program may cause a

mal function and may or may not set a DTC.

• The problem is intermittent. This means that the

problem is not present at the time the system is being

checked. In this case, refer to the Symptoms portion

of the man ual and m ake a careful physical inspec tion

of all component and wiring associated with the

af fe cte d system.

• There is a shorted solenoid, relay coil, or harness.

Solenoids and relays are turned “ON" and “OFF" by

the PCM using internal electronic switches called

drivers. A sh orted s olenoid, relay coil, or harness will

not damage the PCM but will cause the solenoid or

relay to be inoperative.

MULTIPLE PCM INFORMATION

SENS OR DTCS SET

Circuit Description

The po wertrain control module (PCM) monitors various

sensors to determine the engine operating condition s.

The PCM controls fuel delivery, spark advance,

transmission operation, and emission control device

operation based on the sensor inputs.

The PCM provides a sensor ground to all of the

sensors.

The P CM appl ies 5 volts through a pu ll-up resistor, and

determines the status of the following sensors by

monitoring the voltage present between the 5-volt

supply and the resistor:

• The engine coolant temperature (ECT) sensor

• T he intake air tem perature (IAT) sensor

• T he transmiss ion fluid temperatu re (TFT) sensor

The PCM provides the following sensors with a 5-volt

reference and a senso r ground signal:

• The exhaust gas recirculating (EGR) pintle position

sensor

• T he ma nifold absolute pressure (MAP) sensor

• T he throttle position (TP) sensor 1

• The accelerator position (AP) sensor 1

• The accelerator position (AP) sensor 3

• T he Crank position (CKP) sen sor

• T he throttle position (TP) sensor 2

• The accelerator position (AP) sensor 2

The PCM mo nitors the separate feedback signals from

these sensors in order to determine their operating

status.

Diag nostic Ai ds

Important: Be sure to inspect PCM and engine

grounds for being secure and clean.

A short to voltage in one of the sensor input circuits may

cause one or more of the following DTCs to be set:

• P0108, P1106

• P0406

• P1120, P1515, P122 1, P1516, P16 35

• P1275, P1639, P12 71, P1273

• P1285, P1272, P12 73

• P0336, P0337

• P1220, P1515, P12 21, P1515, P1516

• P1280, P1271, P12 72

Important: I f a se nsor input c ircuit has been s horted t o

voltage, ensure that the sensor is not damaged. A

damaged sensor will continue to indicate a high or low

voltage after the affected circuit has been repaired. If

the sensor has been damaged, replace it.

An open in the sensor ground circuit between the PCM

and the splice will cause one or more of the following

DTCs to be set:

• P0108, P1106

• P0406

• P1120, P1515, P122 1, P1516, P16 35

• P1275, P1639, P12 71, P1273

• P1285, P1272, P12 73

• P0336, P0337

• P1220, P1515, P12 21, P1515, P1516

• P1280, P1271, P12 72

A short to ground in the 5-volt reference A or B circuit

will c au se one or more of the followi ng DTCs to be set:

• P0106, P0107, P1107

• P0401, P1404, P04 05

• P1120, P1515, P122 1, P1516, P16 35

• P1275, P1639, P12 71, P1273

• P1285, P1272, P12 73

• P0336, P0337

• P1220, P1515, P12 21, P1515, P1516

• P1280, P1271, P12 72

Check for the following conditions:

•Poor connection at PCM. Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damage

terminals, and a poor terminal-to-wire connection.

•Damaged harness. Inspect the wiring harness for

damage. If the harness is not damaged, observe an

affected sensor fs d isplayed value on the Tech 2 with

the ignition “ON" and the engine “OFF" while you

move the connectors and the wiring harnesses

related to the following sensors:

• MAP Sensor

•EGR

• TPS1/TPS2

• APS1/APS2/APS3

•CKP

MULTIPLE PCM INFORMATION SENSOR DTCS SET

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. T urn the ignition “OFF", disconnect the PCM.

2. Turn the ignition “ON" , c heck the 5 volt reference

1 and 2 circ ui t for the following conditions:

• A poor connection at the PCM.

• An open between the PCM connector and the

splice.

• A sho rt to ground.

• A shor t to vo lta ge.

Is there an open or short? — G o to St ep 3 Go to S tep 4

3 Repair the open or short.

Is the action complete ? — Verify r epair —

4 Check the sensor ground circuit for the following

conditions:

• A poor connection at the PCM or the affected

sensors.

• An open between the PCM connector and the

affected sensors.

Is there an open or a poor connection? — Go to Step 5 Go to Step 6

5 Repair the open or the poor connection.

Is the action complete ? — Verify r epair —

6 Following below the DTCs stored:

P1635, P1 639 —

Go to

applicable DTC

table Go to S tep 7

7 Measure the resistance below the items:

• EGR sensor supply circuit and ground circuit.

• Between MAP sensor supply circuit and EGR

Sensor supply c ircuit.

• Between MAP Sensor supply circuit and PCM

harn ess connector. (5Volt supply circuit)

Is the resistance near the specified value? 0 ΩGo to Step 9 Go to S tep 8

8 Locate and repair the open circuit in the MAP or EGR

sensor supply circuit.

Is the action complete ? — Verify r epair —

9 1. Disconnec t the MAP, and EGR con nector.

2. Igni tion “ON ".

3. Measure the resistance below the items:

• MA P sensor GND circuit.

• EGR GND circuit.

Does the voltage resistance near the specified value? 0 ΩGo to Step 11 Go to St ep 10

10 Locate and repair the short circuit in th e MAP or EGR

sensor signal or GND circuit.

Is the action complete ? — Verify r epair —

11 Measure the resistance below the items:

• CKP sensor supply circuit.

• Between CKP Sensor supply circuit and PCM

harn ess connector. (5Volt supply circuit)

Does the voltage resistance near the specified value? 0 ΩGo to Step 13 Go to St ep 12

12 Locate and repair the open circuit in the CKP sensor

supply circuit.

Is the action complete ? — Verify r epair —

EXHAUST GAS RECIRCULATION

(EGR) DIAGNOSIS

An EG R f low che ck diagno sis of the li near EGR sy stem

is covered by DTC P0401. Pintle position error

diagnosis is covered by DTC P0402, P0404, P1404,

P0405, P0406. If EGR diagnostic trouble codes P0401

and/or P0402, P0404, P1404, P0405, P0406 are

encou ntere d, refer to t he DTC charts.

ENGINE TECH2 DATA DEFINITIONS

AND RANGES

A/C CLUTCH – Tech2 Displays ON or OFF –

Indicates whether the PCM has commanded the A/C

clutch ON. Used in A/C system diagnostic.

A/C REQUE ST — Tech2 Di splays YES or NO —

Indicates the state of the A/C request input circuit from

the HVAC controls. The PCM uses the A/C request

signal to determine whether A/C compressor operation

is being requested.

AIR/FUEL RATIO — Tech2 Range 0.0-25.5 —

Air/fuel ratio indicates the PCM commanded value. In

closed loop, the air/fuel ratio should normally be

displayed around “14.2-14.7". A lower air/fuel ratio

indicates a richer commanded mixture, which may be

seen during power enrichment or TWC protection

modes. A higher air/fuel ratio indicates a leaner

commanded mixture. This can be seen during

deceleration fue l mode.

AP1 —Tech2 Rang e 0%-100% —

AP (accelerator pedal) angle is computed by the PCM

from the AP sensor voltage. AP angle should display

“13%" at idle and “85-89%" at wide open throttle.

AP2 —Tech2 Rang e 0%-100% —

AP (accelerator pedal) angle is computed by the PCM

from the AP sensor voltage. AP angle should display

“85-89%" at idle and “11-1 5%" at wide open thro ttle.

AP3 —Tech2 Rang e 0%-100% —

AP (accelerator pedal) angle is computed by the PCM

from the AP sensor voltage. AP angle should display

“85-89%" at idle and “32-36%" at wide open throttle.

BAROMETRIC PRESSURE — Tech2 Range 10-105

kPa/0.00-5.00 Volts —

The barometric pressure reading is determined from the

MAP sensor signal monitored during key up and wide

open throttle (WOT) conditions. The barometric

pressure is used to compensate for altitude differences

and is normally displayed around “61-104" depending

on altitude and baromet ric pressure.

13 1. Disconnec t the CKP sensor connec tor.

2. Igni tion “ON ".

3. M eas ure the vo ltage below the items:

• CKP sensor GND circuit and shiel d circuit.

Does the voltage resistance near the specified value? 0 ΩGo to Step 15 Go to St ep 14

14 Locate and repair the short circuit in the CKP sensor

signal or GND circuit.

Is the action complete ? — Verify r epair —

15 Are more of the following items for DTCs stored?

EGR, MAP, CK P, TPS, APS —

Go to

applicable DTC

table Go to Step 16

16 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? —Go to OBD

System Check —

Step Action Value(s) Yes No

CHECK TRANS LAMP — AUT O TRANSMISSI ON —

Indicates the need to check for a DTC with the Tech 2

when the lamp is flashing 0.2 seconds ON and 0.2

seconds OFF.

DESIRED EGR POS. — Tech2 Range 0%-100% —

Represents the EGR pintle position that the PCM is

commanding.

DESIRED IDLE — Tech2 Range 0-3187 RPM —

The idle speed that the PCM is comm anding. The PCM

will compensate for various engine loads based on

engine coolant temperature, to keep the engine at the

desired speed.

ECT — (Engine Coolant Temp erature) Tech2 Rang e

–40°C to 151°C (–40°F to 304°F) —

The engine coolant temperature (ECT) is mounted in

the coolant stream and sends engine temperature

informat ion to the P CM. The PCM appl ies 5 volts t o th e

ECT sensor circuit. The sensor is a thermistor which

changes internal resistance as temperature changes.

When the sensor is cold (high resistance), the PCM

monitors a high signal voltage and interprets that as a

cold engine. As the sensor warms (decreasing

resistance), the voltage signal will decrease and the

PCM will interpret the lower voltage as a warm engine.

EGR DUTY CYCLE — Tech2 Range 0%-100% —

Represents th e EGR valve driver PWM signal from the

PCM. A duty cycle of 0% indicates that no EG R flow is

being commanded; a 100% duty cycle indicates

maximum EGR flow command ed.

EGR FEEDBACK — Tech2 R ang e 0.00-5.00 Vol ts —

Indicates the EGR pintle position sensor signal voltage

being monitored by the PCM. A low volta ge indicates a

fully extended pintle (closed valve); a voltage near 5

volts indicates a retracted pintle (open valve).

ENGINE LOAD — Tech2 Range 0%-100% —

Engine load is calculated by the PCM from engine

speed and MAF sensor readings. Engine load should

increase with an inc rease in RPM or air flow.

ENGINE RUN TIME — Tech2 Range

00:0 0:00-99:99:99 Hrs:M in:S ec —

Indicates the time elapsed since the engine was st arted.

If the eng ine i s s topped, engine run tim e will b e res et t o

00:00:00.

ENGIN E SPEED — Ran ge 0-9999 RP M —

Engine speed is computed by the PCM from the 58X

reference input. It should remain close to desired idle

under various eng ine loads with engine idling.

EVAP PURGE PWM — Tech2 Range 0%-100% —

Represents the PCM commanded PWM duty cycle of

the EVAP purge solenoid valve. “0%" displayed

indicates no purge; “100%" displayed indicates full

purge.

FUEL PUMP — Tech2 Dis plays ON or OFF —

Indicates the PCM commanded state of the fuel pump

relay dr iv er ci r cu it.

HO2S BANK 1, SEN. 1 — Tech2 Ran ge 0-1132 mV —

Represents the fuel control exhaust oxygen sensor

output voltage. Should fluctuate constantly within a

exhau st) while operating in closed loop.

HO2S BANK2, SEN. 1 —Tech2 Range 0-1132 mV—

Represents the fuel control exhaust oxygen sensor

output voltage. Should fluctuate constantly within a

range bet ween 10mV (lea n exhaus t) and 1000 m V (rich

exhau st) while operating in closed loop.

HO2S BANK 1, SEN. 1—Tech2 Displays NOT

READY or READY—

Indicates the status of the exhaust oxygen sen so r. The

Tech2 will indicate that the exhaust oxygen sensor is

ready when the PCM detects a fluctuating HO2S

voltage sufficient to allow closed loop operation. This

will not occur unless the exhaust oxygen sensor is

warmed up.

HO2S BANK 2, SEN. 1 — Tech2 Displays NOT

READY or READY —

Indicates the status of the exhaust oxygen sen so r. The

Tech2 will indicate that the exhaust oxygen sensor is

ready when the PCM detects a fluctuating HO2S

voltage sufficient to allow closed loop operation. This

will not occur unless the exhaust oxygen sensor is

warmed up.

IAT (INTAKE AI R T EMPER ATURE) — Te ch2 Range –

40°C to 151°C (–40°F to 304°F) —

The PCM converts the resistance of the intake air

temperature sensor to degrees. Intake air temperature

(IAT) is used by the PCM to adjust fuel delivery and

spark timing according to incoming air density.

IGNITION 1 — Tech2 Range 0-25.5 Volts —

This represents the system voltage measured by the

PCM at its ignition feed.

INJ. PULSE BANK 1/INJ. PULSE BANK 2 — Tech2

Range 0-1000 mse c. —

Indicates the amount of time the PCM is commanding

each injector “ON" during each engine cycle. A longer

injector pulse width wi ll cause more fuel to be delivered.

Injector pulse width should increase with increased

engine load.

LONG TERM FUEL TRIM BANK 1/BANK 2 —

The long term fuel trim is derived from the short term

fuel tri m values and represents a long term correction of

fuel delivery for the bank in question. A value of 0%

indicat es that fuel delive ry requires no compens ation to

maintain the PCM com manded ai r/ fuel ratio. A n egative

value significantly below 0% indicates that the fuel

system is rich and fuel delivery is being reduced

(decreased injector pulse width). A positive value

significantly greater than 0% indicates that a lean

condition exists and the PCM is compensating by

adding fuel (increased injector pulse width). Because

long term f uel t rim t ends to f ollow short term f uel t rim, a

value in the negative ra nge due to ca nister pu rge at idle

should not be considered unusual. Fuel trim values at

maximum authority may indicate an excessively rich or

lean syste m .

Fuel System STATUS — Tech2 Displays OPEN or

CLOSED —

“CLOSED" indicates that the PCM is controlling fuel

delivery ac cording to oxyge n sensor voltage. In “OPEN"

the PCM ignores the oxygen sensor voltage and bases

the am ount of fue l to be del ivered on T P senso r, engin e

coolant, and MAF sensor inputs only.

MAF — T ech2 Range 0.0-512 gm/s —

MAF (mass air flow) is the MAF input frequency

converted to grams of air per second. This indica tes the

amoun t of air entering the engine.

MAP — Tech2 Range 10-105 kPa (0.00-4.97 Volts) —

The manifold absolute pressure (MAP) sensor

measures the change in the intake manifold pressure

from engine load, EGR flow, and speed changes. As

intake manifold pressure increases, intake vacuum

decreases, resulting in a higher MAP sensor voltage

and kPa reading. The MAP sensor signal is used to

monitor intake manifold pressure changes during the

EGR flow test, to update the BARO reading , and as an

enabling factor for several of the diagnostics.

MIL — Tech2 Di splays ON or OFF —

Indicates the PCM com manded state of the malfunction

indicator lamp.

MISFIRE CUR. CYL. #1 /#2 /#3 /#4 / #5 / #6 — Tech2

Range 0-255 Counts —

The misfire current counters increase at a rate

according to the number of the possible misfires being

detected on each cylinder. The counters may normally

display some activity, but the activity should be nearly

equal for all the cyli nders .

MISFIRE CUR. CYL. #1 /#2 /#3 /#4 / #5 / #6 — Tech 2

Range 0-65535 Counts —

The misfire history counters display the relative level of

misfire that has been detected on each cylinder. The

misfire history counters will not update or show any

activity until a misf ire DTC (P0300) has become active.

MISFIRE FAILURES SINCE FIRST FAIL — Tech2

Range 0-65535 Counts —

Indicates the number of 200 crankshaft revolution

sample periods during which the level of misfire was

sufficiently high to report a fail.

MISFIRE PASSES SINCE FIRST FAIL — Tech2

Range 0-65535 Counts —

Indicates the number of 200 crankshaft revolution

sample periods during which the level of misfire was

suff iciently low to report a pass.

POWER ENRICHMENT — Tech2 Displays ACTIVE or

INACTIVE —

“ACTIVE" displayed indicates that the PCM has

detected conditions appropriate to operate in power

enrichment mode. The PCM will command power

enrichment mode when a large increase in throttle

position and load is detected. While in power

enrich ment mo de, the PCM will increas e the amount of

fuel delivered b y entering open lo op and i ncreasing th e

injector pulse width. This is done to prevent a possible

sag or hesitation from oc curring during accelerator.

SPARK — Tech2 Range –64° to 64° —

Displays the amount of spark advance being

comma nded by the PCM on the IC circuit.

START-UP ECT — Tech 2 Range –40°C to 151°C (–

40°F to 304°F) —

Indicates the engine coolant temperature at the time

that the vehicle was started. Used by the HO2S

diagnostic to determine if the last start-up was a cold

start.

START-UP IAT — Tech2 Range –40°C to 151°C (–

40°F to 304°F) —

Indicates the intake air temperature at the time that the

vehicle was started. Used by the HO2S diagnostic to

determine if the last start-u p was a cold start.

TOTAL MISFIRE CURRENT COUNT — Tec h 2 Range

0-255 —

Indicates the total number of cylinder firing events that

were detected as being misfires during the last 200

crankshaft revolution sample period.

TP — Tech2 Range 0%- 100% —

TP (throttle position) angle is computed by the PCM

from the TP sensor voltage. TP angle should display

“3-5%" at idle and “100%" at wide open throttle.

CATALYST PROTECTION MODE — Tech2 Displays

YES or NO —

“YES" displayed indicates that the PCM has detected

conditions appropriate to operate in TWC protection

mode. The PCM will decrease the air/fuel ratio to a

value that depends on mass air flow (higher mass air

flow = lower air/ fuel ratio).

WEAK CYLINDER — Tech2 Displays Cylinder

Number —

This indicates that the PCM has detected crankshaft

speed variations t hat indi cate 2 % or m ore c ylinde r firing

events are misfires.

TYPICAL SCAN DATA VALUES

Use the Typical Scan Data Values Table only after the

On-Board Diagnostic System Check has been

completed, no DTC(s) were noted, and you have

determined that the on-board diagnostics are

functioning properly. Tech2 values from a

properly-running engine may be used for comparison

with the engine you are diagnosing. The typical scan

data values represent values that would be seen on a

normall y-run ning engine.

NOTE: A Tech2 th at di splays faulty da ta should not be

used, and t he problem s hould be reported to the Tech2

manufacturer. Use of a faulty Tech2 can result in

misdiagnosis and unnecessary replacement of parts.

Only the parameters listed below are referred to in this

service manual for use in diagnosis. For further

information on using the Tech2 to diagnose the PCM

and related sensors, refer to the applicable reference

section listed below. If all values are within the typical

range described below, refer to the Symptoms section

for diagnosis.

Test Conditions

Engine running, lower radiator hose hot, transmission in

park or neutral, closed loop, accessories off, brake not

applied and air conditioning off.

3.2L V-6 Engine (Automatic an d Manual Transm is sion)

Te ch2

Parameter Data Li st Units

Displayed Typ ical Data

Values (IDLE) Typical Data

Values

(2500RPM)

Refer To

A/C Clutch Relay Engine O n/Off Off Off General Desc ription and

Operation, A/C Clutch

Circuit Operation

A/C Request Engi ne Yes/No No No General Desc ription and

Operation, A/C Requ est

Signal

Air/Fuel Ratio Engi ne Ratio: _ to 1 14.7 14.7 General Desc ription and

Operati on, Fuel System

Mete ring Purpos e

AP Sensor1 Engine Percent 11–13 35–4 0 General Description and

Operation

AP Sensor2 Engine Percent 87–88 60–65 General Description and

Operation

AP Sensor3 Engine Percent 87–88 50–57 General Description and

Operation

Barometric

Pressure Engine k P a 61-104 (depen ds

on altitude and

barometric

pressure)

61-104 (depe nds

on altitude and

barometric

pressure)

General Desc ription and

Operation

Brake Light

Switch Engine Open 0V /

Closed 12V Open 0V Open 0V Refer to Secti on 5

Check Trans

Lamp (Auto

Trans)

Engi ne O n/O ff Off Off 4L30-E Auto matic

Trans m ission Diagno sis

Cruise Main

Switch Engine Active/

Inactive Inactive Inactive Refer to Section 10

De c e l Fu el C u to ff E n g in e Activ e /

Inactive Inactive Inac tive Ge neral Desc ription and

Operati on, Deceleration

Mode

Desired EGR

Position Engi ne Perc ent 0% 0% General Desc ription and

Operation, EGR P intle

Position Sens or

Desired Idle

Speed Engi ne RP M 750 (AT )

700 (MT) — General Desc ription and

Operation

ECT (Engine

Coolant Temp) Engine Degrees C,

Degrees F 80-100°C

(176-212°F) 80-100°C

(176-212°F) General Description and

Operati on, Engine Coolant

Temperature (ECT) Sensor

EGR Closed

Pintle Po sition Engi ne Steps 20-40 20-40 General Desc ription and

Operation, EGR P intle

Position Sens or

EGR Duty Cycle Engi ne P ercent 0% 0% Ge neral Description and

Operation, Linear EG R

Operation and Results of

Incorrect Operation

EGR Feedbac k E ngi ne Volts 0.45-0.80 0.45-0. 80 —

EGR Normalized Engi ne P ercent 0% 0% —

Engine Load Engi ne Perc ent 2.0% - 5.5% 8. 0% - 16.0% General Desc ription and

Operati on, Mass Air Flow

(MAF) Sensor

T i me From Start Engine Sec Varies. Resets at

each engine start. Var i e s . R e se ts a t

each engine start. —

Engine Speed Engi ne RPM W ithin –50 to

+100 of “Desir ed

Idle"

Actual engine

speed —

EVAP Purge

Solenoid Engine P ercent 0% 0% Diagnosis, EVAP Emission

Canister Purge Valve

Check

F uel S ystem

Status Engi ne O pen Loop/

Closed Loop Closed Loop Clos ed Loo p General Description

Fuel Pump Engine On/Off On On Engine Fuel

HO2S Bank 1

Sen.1 (millivolts) O2 Sensor

Data Millivolts 50-950 changing

quickly 50-950, always

changing quickly General Desc ription and

Operati on, Fuel control

HO2S

HO2S Bank 2

Sen.1 (millivolts) O2 Sensor

Data Millivolts 50-950 changing

quickly 50-950 changing

quickly General Desc ription and

Operati on, Fuel Control

HO2S

HO2S Bank 1

Sen.1 (ready/not

ready)

O2 Sensor

Data Ready

Yes/No Ready

Yes Ready

Yes Ge neral Description and

Operati on, Fuel Control

HO2S; DTC: P0135

HO2S Bank 2

Sen.1 (ready/not

ready)

O2 Sensor

Data Ready

Yes/No Ready

Yes Ready

Yes Ge neral Description and

Operati on, Fuel Control

HO2S

HO2S Warm-Up

Time Bank 1

Sen.1

O2 Sensor

Data Seconds 25-45 25-45 General Description and

Operati on, Fuel Control

HO2S

HO2S Warm-Up

Time Bank 2

Sen.1

O2 Sensor

Data Seconds 25-45 25-45 General Description and

Operati on, Fuel Control

HO2S

IAT (Intake Air

Temp) Engine Degrees C,

Degrees F 0-100°C,

depends on

underhood

temperature

0-80°C, depends

on underhood

temperature

General Desc ription and

Operati on, Intake Air

Temperature (IAT) Sensor

Illumination

Switch Engine Closed 0V/

Open 12V Closed 0V Closed 0V Refer to Section 8

Ignition Vol tage Engine Volts 12.8-14. 1 12.8-14. 1 General Desc ription and

Operati on, Electronic

Ignition System

Inj. Pulse Bank 1 Engine M ill iseconds 2.0-4.0 2.5-4.0 General Description, Fuel

Meter ing, Fuel Injector

Inj. Pulse Bank 2 Engine M ill iseconds 2.0-4.0 2.5-4.0 General Description, Fuel

Meter ing, Fuel Injector

Knock Present Engine No/ Yes No No General Description and

ION Sensing Mo dule

Knock Signal Engine Percent 1∼41∼4 General Description and

ION Sensing Mo dule

Knock Sensor

Retard Engine °CA 0 0 General Description and

ION Sensing Mo dule

Knock Counter Engine Counts — — General Description

Te ch2

Parameter Data Li st Units

Displayed Typ ical Data

Values (IDLE) Typical Data

Values

(2500RPM)

Refer To

Long Term FT

Bank 1 (Long

Term Fuel Trim)

Misfire Counts and

Percentage 100 to 150

counts, –15% to

+15%

100 to 150

counts, –15% to

+15%

Diagnosis, Fuel Trim

System Monitor; DTCs:

P0171, P0 172

Long Term FT

Bank 2 (Long

Term Fuel Trim)

Misfire Counts and

Percentage 100 to 150

counts, –15% to

+15%

100 to 150

counts, –15% to

+15%

Diagnosis, Fuel Trim

System Monitor; DTCs:

P0171

MAF (Mass Air

Flow) Engi ne Grams per

second 2.8 5-6.6 5 9.5-16.5 General Desc ription and

Operation, MA F; DTCs:

P101, P0102, P0103

MAP kPa

(Manifold

Absolute

Pressure)

Engi ne Kil opascals 23-40 19-32 General Description and

Operati on, Manifold

Absolute Pressure (MAP)

Sensor; DTCs: P0106,

P0107, P0 108

Volts 0.65-1.32 0.46-1.10

MIL Engine On/Off Off Off On-Board Diagnostic

System Check

Misfire Cur. Cyl

#1 Misfire Counts 0-2 0-2 DTC P0300

Misfire Cur. Cyl

#2 Misfire Counts 0-2 0-2 DTC P0300

Misfire Cur. Cyl

#3 Misfire Counts 0-2 0-2 DTC P0300

Misfire Cur. Cyl

#4 Misfire Counts 0-2 0-2 DTC P0300

Misfire Cur. Cyl

#5 Misfire Counts 0-2 0-2 DTC P0300

Misfire Cur. Cyl

#6 Misfire Counts 0-2 0-2 DTC P0300

Misfire Hist. Cyl

#1 Misfire Counts 0 0 DTC P0300

Misfire Hist. Cyl

#2 Misfire Counts 0 0 DTC P0300

Misfire Hist. Cyl

#3 Misfire Counts 0 0 DTC P0300

Misfire Hist. Cyl

#4 Misfire Counts 0 0 DTC P0300

Misfire Hist. Cyl

#5 Misfire Counts 0 0 DTC P0300

Misfire Hist. Cyl

#6 Misfire Counts 0 0 DTC P0300

Mis fire Failur e s

Since First Fail Misfire Counts 0 0 DTC P0300

Misfire Passes

Since First Fail Misfire Counts 0 0 DTC P0300

PNP (Park/

Neutral Position) Engine P -N /

R-D-3-2-L P-N P-N 4L30-E Automatic

Trans m ission Diagno sis

Power

Enrichment E ngi ne NO /YES NO NO General Description and

Operation, Ac celerator

Mode

Te ch2

Parameter Data Li st Units

Displayed Typ ical Data

Values (IDLE) Typical Data

Values

(2500RPM)

Refer To

PSP Switch

(Power S teering

Pressure)

Engine Normal/Hi Normal Pressure Normal Pressure Refer to 2A Section

Spark (Advance) Engi ne Degrees

Before To p

Dead Center

15-22 34-44 General Description and

Operati on, Electronic

Ignition System

Start -Up ECT

(Engine Coolant

Temp)

Engine Degrees C,

Degrees F Depends on

engine coolant

temperature at

time of start -up

Depends on

engine coolant

tempera ture at

time of start-up

General Desc ription and

Operati on, Engine Coolant

Temperature (ECT) Sensor

Start- U p IAT

(Intak e Air Temp) Engine Degrees C,

Degrees F Depends on

intake air

temperature at

time of start -up

Depends on

intake air

tempera ture at

time of start-up

General Desc ription and

Operati on, Intake Air

Temperature (IAT) Sensor

Total Mis fire

Current Count Misfire Counts 0-5 0-5 DTC P0300

TP Sensor 1

(Throttle Position

Sensor 1)

Engi ne Perc entage 8–12 28–36 General Description and

Operation, Throttle Position

(TP) Sensor

TP Sensor 2

(Throttle Position

Sensor 2)

Engi ne Perc entage 8–12 28–36 General Description and

Operation, Throttle Position

(TP) Sensor

Throttle at Idle Engine No/ Yes Yes No Ge neral Description and

Operation, Throttle Position

(TP) Sensor

Vehicle Speed Engi ne M P H / km/h 0 0 4L30-E Automatic

Trans m ission Diagno sis

Weak Cylinder Misfire Cylinder # — — DTC P0300

Te ch2

Parameter Data Li st Units

Displayed Typ ical Data

Values (IDLE) Typical Data

Values

(2500RPM)

Refer To

NO MALFUNCTION INDICATOR LAMP (MIL)

060R100064

Circuit Description

The “Check Engine" lamp (MIL) should always be

illuminated and steady with the ignition “ON" and the

engine stopped. Ignition feed voltage is supplied to the

MIL bulb through the meter fuse. The powertrain contro l

module (PCM) turns the MIL “ON" by grounding the MIL

driver circuit.

Diagn ostic Aids

An intermittent MIL may be cased by a poor connection,

rubbed-through wire insulation, or a wire broken inside

the insulation. Check for the followi ng items:

• Inspect the PCM harness and connections for

impro per mating, broken locks, improperly formed or

damaged terminals, poor terminal-to-wire connection,

and damaged harness.

• If the engine runs OK, check for a faulty light bulb, an

open in the MIL driver circuit, or an open in the

instrument cluster ignition feed.

• If the engine cranks but will not run, check for an

open PCM ignition or battery fee d, or a poor PCM to

engine ground.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. A “No MIL" condition accompanied by a no-start

condition suggests a faulty PCM ignition feed or

battery feed circuit.

9. Using a test light connected to B+, probe eac h o f th e

PCM grou nd t erm inal s t o en su re t hat a good ground

is present. Refer to PCM Terminal End View for

terminal locations of the PCM ground circuits.

12. In this step, temporarily substitute a known good

relay for the PCM relay. The horn relay is nearby,

and it can be verified as “good" simply by honking

the horn. Replace the horn relay after completing

this step.

17. This vehicle is equipped with a PCM which utilizes

an electrically erasable programmable read only

memory (EEPROM). When the PCM is replaced, the

new PCM must be programmed. Refer to

PCM Replacement and Programming Procedures

in Powertrain Control Module (PCM ) and Se nsors.

No Malfunction Indicator Lamp (MIL)

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Attempt to start the engine.

Does the engine start? — G o to St ep 3 Go to S tep 6

3 Check the meter fuse for the instrument cluster

ignition feed circuit.

Is the fuse OK? — Go to Step 4 Go to Step 16

4 Ignition “ON", probe the ignition feed circuit at the

cluster connector with a test ligh t to ground.

Is the test light “ON" ? — Go to Step 5 Go to Step 13

5 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM.

3. Jumper the MIL driver circuit at the PCM

connector to ground.

4. Ignition “ON".

Is the MIL “ON"? — G o to St ep 10 Go to Step 11

6 Check the PCM ignition feed and battery feed fuses

(15 A engine fuse and 15 A PCM fuse).

Are both fuses OK? — Go to St ep 7 Go to St ep 15

7 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM.

3. Ignition “ON".

4. Probe the ignition feed ci rcuit at th e PC M harness

connector with a test light to ground.

Is the test light “ON" ? — Go to Step 8 Go to Step 12

8 Probe the battery feed circuit at the PCM harness

connector w ith a test light to ground.

Is the test light “ON" ? — Go to Step 9 Go to Step 14

9 Check for a faulty PCM ground connect ion.

Was a problem found? — Verify repair Go to Step 10

10 Check for damaged termi nals at the PCM.

Was a problem found? — Verify repair Go to Step 17

11 Check for an open MIL driver circuit between the PCM

and the MIL.

Was a problem found? — Verify repair Go to Step 18

12 Substitute a known “good" relay for the PCM main

relay.

Was the malfunction fixed? — Verify repair Go to Step 13

13 Repair the open in the ignition feed circuit.

Is the action complete ? — Verify r epair —

14 Locate and repair the open PCM battery feed circuit.

Is the action complete ? — Verify r epair —

15 Locate and repair the short to ground in the PCM

ignition feed circuit or PCM battery feed circuit.

Is the action complete ? — Verify r epair —

16 Locate and repair the short to ground in the ignition

feed circuit to the instrument cluster, and replace the

fuse.

Is the action complete ? — Verify r epair —

17 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify r epair —

18 Check the MIL driver circuit for a poor connection at

the instrument panel connector.

Was a problem found?

— Verify repair

Go to

Instrument

Panel in

Electrical

Diagnosis

Step Action Value(s) Yes No

MALFUNCTION INDICATOR LAMP (MIL) “ON" STEADY

060R100064

Circuit description

The malfunction indicator lamp (MIL) should always be

illuminated and steady with ignition “ON" and the engine

stopped. Ignition feed volta ge is supp lied directly to the

MIL indicator. The powertrain control module (PCM)

turns the MIL “ON" by grounding the MIL driver circuit.

The MIL should not remain “ON" with the engine

running and no DTC(s) set. A steady MIL with the

engine running and no DTC(s) suggests a short to

ground in the MIL driver circuit.

Diagn ostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation, or a wire broken inside

the insulation. Check for the followi ng items:

• Poor connection or damaged harness – Inspect the

PCM harness and connectors for improper mating,

broken locks, improperly formed or damaged

terminals, poor terminal-to-wire connection, and

dama ged harnes s.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. If the MIL does not remain “ON" when the PCM is

disconnected, the MIL driver wiring is not faulty.

3. If the MIL driver circuit is OK, the instrument panel

clu ste r is faulty.

6. This vehicle is equipped with a PCM which utilizes an

electrically erasable programmable read only

memory (EEPROM). When the PCM is replaced, the

new PCM must be programmed. Refer to

PCM Replacement and Programming Procedures

in Powertrain Control Module (PCM ) and Se nsors.

Malfunction Indicator Lamp (MIL) “ON" Steady

Step Action Value(s) Yes No

1 Was the “On-Board diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “OFF", disconne ct PCM.

2. Ignition “ON", observe the MIL (Service Engine

Soon lamp).

Is the MIL “ON"? — Go to Step 3 Go to S tep 5

3 1. Ignition “OFF", disconnect the instrument panel

cluster.

2. Check the MIL driver circuit between the PCM and

the instrument panel cluster for a short to ground.

3. If a problem is found, repair as necessary.

Was the M IL driver circuit shorted to ground? — Go to OBD

System Check Go to Step 4

4 Replac e the instrume nt panel cluster.

Is the action complete ? —Go to OBD

System Check —

5 1. Ignition “OFF", reconnect the PCM.

2. Ignition “ON", reprogram the EEPROM. Refer to

On-Vehicle Service in Powertrain Control Module

and Sensors fo r pr ocedu res.

3. Using the Tech 2 output controls function, select

MIL dash lamp control and command the MIL

“OFF". (Refer to the Miscellaneous test)

Did the MIL turn “OFF"? — Go to OBD

System Check Go to Step 6

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? —Go to OBD

System Check —

NO REDUCED POWER LAMP (RPL)

060R100065

Circuit Description

The Reduced Power lamp (RPL) should be illuminated

during 3 seconds with the ignition “ON" and the engine

stopped. Ignition feed voltage is supplied to the RPL

bulb through the meter fuse. The powertrain control

module (PCM) orderes the RPL “ON" signal for

Multiplex Control Unit. When Multiplex Control Unit is

received RPL “ON" signal that turn RPL “ON" by

grounding the R PL driver circuit.

Diagn ostic Aids

An intermittent RPL may be caused by a poor

connection, rubbed-through wire insulation, or a wire

broken inside the insulation. Check for the following

items:

• Inspect the PCM and Multiplex Control Unit harness

and connections for improper mating, broken locks,

improperly formed or damaged terminals, poor

terminal to wire connection, and damaged harness.

• If the engine runs OK, check for a faulty light bulb, an

open in the MIL driver circuit, or an open in the

instrument cluster ignition feed.

• If the engine cranks but will not run, check for an

open PCM ignition or battery fee d, or a poor PCM to

engine ground.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. A “No RPL" condition accompanied by a no-start

condition suggests a faulty PCM ignition feed or

battery feed circuit.

9. Using a test light connected to B+, probe eac h o f th e

Multiplex Control Unit ground terminals to ensure

that a good ground is present. Refer to

Multiplex Control Unit Terminal End View for

terminal locations of the Unit Terminal End View for

terminal locations of the Multiplex Control Unit

ground circuits.

12.Using a test light connect ed to B+, probe each of the

PCM grou nd t erm inal s t o en su re t hat a good ground

is present. Refer to PCM Terminal End View for

terminal locations of the PCM ground circuits.

21.In this step, temporarily substitute a known good

relay for the PCM relay. The horn relay is nearby,

and it can be verified as “good" simply by honking

the horn. Replace the horn relay after completing

this step.

24.This vehicle is equipped with a PCM which utilizes

an electrically erasable programmable read only

memory (EEPROM). When the PCM is replaced, the

new PCM must be programmed. Refer to

PCM Replacement and Programming Procedures

in Powertrain Control Module (PCM ) and Se nsors.

GND

No Reduced Power Lamp (RPL)

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

Performed? —Go to Step 2 Go to OBD

System Check

2 Attempt to start the engine.

Does the engine start? — G o to St ep 3 Go to Step 11

3 Check the following fuses:

MAIN(100A), B+1(60A), B+2(50A), METER(15A),

ECM(15A) , ENGINE(15A)

Was a problem found? — Go to St ep 14 Go to Step 4

4 1. Ignition "OFF".

2. Disconnect the cluster meter connector.

3. Ignition “ON", Probe the i gnition feed circuit at the

cluster connector with a test light to ground.

Is the test light “ON" ? — Go to Step 5 Go to Step 15

5 1 . Ig nit io n “ OFF" .

2. Disconnect the Multiplex Control Unit.

3. Check the circuit (Lamp driver Circuit) between

PCM and Multiplex Control Unit.

Was a problem found? — Go to St ep 16 Go to Step 6

6 1. Reconne ct the cluster meter connector.

2. Disconnect the Multiplex Control Unit.

3. Jumper the RPL driver circuit at the Multiplex

Control Unit connector to ground.

4. Ignition “ON".

Is the RPL “ON"? — G o to Step 7

Go to

Instrument

Panel in

Electrical

Diagnosis

7 1 . Ig nit io n “ OFF" .

2. Probe the ignition feed circuit at the Multiplex

Control Unit connector with a test light to ground.

3. Ignition “ON".

Is the test light “ON" ? — Go to Step 8 Go to Step 17

8 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM.

3. Check the circuit (Lamp driver Circuit) between

PCM and Multiplex Control Unit.

Was a problem found? — Go to St ep 18 Go to Step 9

9 Check the Multiplex Control Unit ground connection

and circuit.

Was a problem found? — Go to St ep 19 Go to Step 10

10 Check for damaged terminals at the Multiplex Cont rol

Unit.

Was a problem found? — Go to St ep 20 Go to S tep 11

11 1. Ignition “ON".

2. Probe the ignition feed ci rcuit at th e PC M harness

connector with a test light to ground.

Is the test light “ON "? — G o to Step 12 Go to Step 21

12 1. Ignition “OFF".

2. Check for a faulty PCM ground connection and

Circuit.

Was a problem found? — Go to St ep 23 Go to Step 13

13 Check for damaged termi nals at the PCM.

Was a problem found? — Go to St ep 24 Go to Step 25

14 Replace the fuse.

Is the action complete ? — Verify r epair —

15 Locate an d repair the cluster m eter battery feed open

circuit.

Is the action complete ? — Verify r epair —

16 Locate and repair the circuit between cluster meter

and Multiplex Control Unit open circuit.

Is the action complete ? — Verify r epair —

17 Locate and repair the circuit Multiplex Control Unit

battery feed open circuit.

Is the action complete ? — Verify r epair —

18 Locate and repair the between Multiplex Control Unit

and PCM open circuit.

Is the action complete ? — Verify r epair —

19 Locate an d repair the ground connection for M ultiplex

Control Unit circuit.

Is the action complete ? — Verify r epair —

20 Replace the Multiplex Control Unit. circuit.

Is the action complete ? — Verify r epair —

21 Substitute a known “good" relay for the PCM main

relay.

Was the malfunction fixed? — Verify repair Go to Step 22

22 Repair the open in the ignition feed circuit.

Is the action complete ? — Verify r epair —

23 Locate and repair the ground connection for PCM

circuit.

Is the action complete ? — Verify r epair —

24 Replace the PCM.

Important: The replacement PCM must be

programmed.

Refer to O N-Veh icle Service in Power Control Mo dule

and Sensors for procedures.

And also refer to latest Service Bulletin.

Check to see if the latest software is released or not.

And then Down Load the LATEST PROGRAMMED

SOFTWARE to the replacement PCM.

Is the action complete ? — Verify r epair —

25 1. Ignition “OFF".

2. Reconnect all connectors.

3. Install the Tech2.

4. Ignition “ON".

5. Using the Tech2 output controls function, select

RPL dash lamp control and command the RPL

“ON". (Refer to the Miscellaneous test)

Did the RPL turn “ON"? — Verify repair Go to St ep 26

26 1. Ignition “OFF".

2. Disconnect the PCM.

3. Check the circuit (DLC line) between PCM and

DLC.

Was a problem found? — Go to St ep 27 Go to Step 24

27 Locate and repair the circuit between PCM and DLC.

Is the action comple te ? — Go to St ep 25 —

Step Action Value(s) Yes No

REDUCED POWER LAMP (RPL) “ON" STEADY

060R100065

Circuit Description

The Reduced Power lamp (RPL) should be illuminated

during 3 seconds with the ignition “ON" and the engine

stopped. Ignition feed voltage is supplied to the RPL

bulb through the meter fuse. The powertrain control

module (PCM) orderes the RPL “ON" signal for

Multiplex Control Unit. When Multiplex Control Unit is

received RPL “ON" signal that turn RPL “ON" by

grounding the R PL driver circuit.

The RPL should not remain “ON" with the engine

running and no DTC(s) set. A steady RPL with the

engine running and no DTC(s) suggests a short to

ground in the RPL driver circuit.

Diagn ostic Aids

An intermittent RPL may be caused by a poor

connection, rubbed through wire insulation, or a wire

broken inside the insulation. Check for the following

items:

• Poor connection or damaged harness - Inspect the

PCM harness and connectors for improper mating,

broken locks, improperly formed or damaged

terminals, poor terminal to wire connection, and

dama ged harnes s.

• C ontamination of the APS with dust or grease, which

affects the resistance values of APS1 & APS2

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. If the RPL does n ot remain “ON" when the Multiplex

Control Unit is disconnected, the RPL driver wiring is

no t fa ulty.

3. If the RPL driver circuit is OK, the instrument panel

clu ste r is faulty.

10. This vehicle is equipped with a PCM which utilizes

an electrically erasable programmable read only

memory (EEPROM). When the PCM is replaced, the

new PCM must be programmed. Refer to

PCM Replacement and Programming Procedures

in Powertrain Control Module (PCM ) and Se nsors.

GND

Reduced Power Lamp (RPL) “ON" Steady

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “OFF", disconnect Multi plex Control Unit.

2. Ignition “ON", observe the RPL (Reduced Power

Lamp).

Is the RPL “ON"? — G o to Step 3 Go to Step 4

3 1. Ignition “OFF", disconnect the instrument panel

cluster.

2. Check the RPL driver ci rcuit bet ween the Multiplex

Control Unit and t he i nstrument panel cl uster for a

short to ground.

3. If a problem is found, repair as necessary.

Was the RPL driver circuit shorted to ground? — Verify repair Go to Step 4

4 1. Replace the Multiplex Control Unit.

2. Install the Tech2

3. Ignition “ON".

4. Using the Tech2 output controls function, select

RPL dash lamp control and command the RPL

“OFF". (Refer to the Miscellaneous test)

Did the MIL turn “OFF"? — Verify repair Go to S tep 5

5 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM.

3. Check the circuit (Lamp driver Circuit) between

PCM and Multiplex Control Unit.

Was a problem found? — Go to St ep 6 Go to Step 7

6 Locate and repair the circuit between Multiplex

Control Unit and PCM open circuit.

Is the action complete ? — Go to Step 7 —

7 1. Instal l th e Tec h2

2. Ignition “ON".

3. Using the Tech2 output controls function, select

RPL dash lamp control and command the RPL

“OFF". (Refer to the Miscellaneous test)

Did the MIL turn “OFF"? — Go to Verify

repair Go to S tep 8

8 1. Ignition "OFF".

2. Disconnect the PCM.

3. Check the circuit (DLC line) between PCM and

DLC.

Was a problem found? — Go to St ep 9 Go to Step 10

9 Locate and repair the circuit bet ween P CM and DLC.

Is the action complete ? — Go to Step 2 —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? —Go to OBD

System Check —

ENGINE CRANKS BUT WILL NOT RUN

060R100121

060R100122

Circuit Description

The electronic Ignition system uses a coil -at-plug

method of spark distribution. In this type of ignition

system, the powertrain control module (PCM) triggers

the correct driver outside the Ignition Current Sense

System (ICSS), which then triggers the correct ignition

coil based on the 58X signal received from the

crankshaft position sensor (CKP). The spark plug

connected to the coil fires when the ICSS opens the

ground circuit for the coil's primary circ uit.

During crank, the PCM monitors the CKP 58X signal.

The CKP signal is used to determ ine whic h cylinder will

fire first. After the CKP 58X signal has been processed

by the PCM, it will command all six injectors to allow a

priming shot of fuel for all the cylinders. After the

priming, the injectors are left “OFF" during the next six

58X reference pulses from the CKP. This allows each

cylinder a c hance to use the fuel from the priming sho t.

During this waiting been rec eived by the PC M. Th e IO N

sensor signal allows the PCM to operate the injectors

sequentially based on camshaft position. If the camshaft

position signal is not present at start - up, the PCM will

begin seque ntial fuel de liv ery with a 1 -in-6 chanc e that

fuel delivery is correct.

The engine w ill ru n wit hout a IO N s ensor sign al, but wil l

set a DTC code.

Diagn ostic Aids

An intermittent problem may be caused by a poor

connection, rubbed - through wire insulation or a wire

broken inside the insulation. Check for the following

items:

• Poor connection or damaged harness-Inspect the

PCM harness and connectors for improper mating,

broken locks, improperly formed or damaged

terminals, poor terminal-to-wire connection, and

dama ged harnes s.

• Faulty engine coolant temperature sensor-Using a

Tech 2, compare engine coolant temperature with

intake air temperature on a completely cool engine.

Engine coolant temperature should be within 10 ° C

of intake air temperature. If not, replace the ECT

sensor.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

5. An obvious cause of low fuel pressure would be an

empty fuel tank.

6. A blinking test light verifies that the PCM is

monitoring the 58X crankshaft reference signal and

is capable of activating the injectors. If there is an

open or shorted driver circuit, DTCs 201 – 206 and a

misfire DTC 300 – 306 should be set.

18. By u sing a spark tester, each ignition coi l's ability to

produce 25,000 volts is verified.

24. If there is an open or shorted driver circuit, DTCs

201 – 206 and a misfire DTC 301 – 306 should be

set. All six injector driver circuits can be checked at

one time w ithout rem oving the intake m ani fold if a J

39021 – 95 test light is available. This is the

alternative procedure:

• With the ignition “OFF", disconnect the gray

connector located at the rear of the air filter,

attached to a bracket on the purge canister.

• Connect test light 5-8840-2636-0 to the connector.

Do any of the light constantly illuminate or fail to

blink whe n th e engi ne is cr anked? If so, repair th e

short or open circuit, or replace the PCM if

indicated.

This procedure only tests the driver circuit as far as the

test connection, so step 31 is added to test the circuit all

the way to the injector.

Engine Cranks But Will Not Run

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Check the ignition coil fuse (15A), the engine fuse

(15A), and the PCM fuse (30A).

Was a fuse blown? — Go to St ep 3 Go to Step 4

3 Check for a short to ground and replace the fuse.

Is the action complete ? — Verify r epair —

4 1. Ignition “OFF " , install a fuel pressure gauge at the

test fitting on the fuel supply line in the engine

compartment. (Use a shop cloth to absorb any fuel

leakage while making the connect ion.)

2. Ignition “ON", observe the fuel pressure.

Is the fuel pressure within the specified values, and

does it hold steady? 285 - 375 kPa

(43 – 55 psi) Go to St ep 6 Go to S tep 5

5 Is any fuel pressure indicated?

—

Go to Fuel

System

Electrical Test

Go t o Fuel

System

Diagnosis

6 Install an injector test light at the #2 cylinder injector

harness connector (or install 5-8840-2636-0 test light

to the injector test connector).

Does the light blink when the engine is cranked? — Go to St ep 8 Go to Step 24

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 11-pin connector at the ION

sensing module .

3. With a test light to B + , probe each of the 6

exposed ION sensing module pins, one at a time,

while the engine is cranked. (Use the gray narrow

Metri - Pak © flexible female conne ctor from the J

- 35616 kit to make the pin accessible.)

Does the light flash at each pin when the engine is

cranked? — Go to Step 11 Go to Step 8

8 1. Remove the 4-pin connector at the ION sensing

module.

2. Ignition “ O N ".

3. Use a test light at the harness connector to verify

that the module is being supplied with B + and

ground.

Was a problem found? — Go to St ep 9 Go to Step 10

9 Repair the open ignition feed circuit or ground circuit

to the ION sensing module.

Is the action complete ? — Verify r epair —

10 Repair the I ON sens ing module.

Is the action complete ? — Verify r epair —

11 1. Reconnect the ION sensing module 11-pin

connector.

2. Remo ve the electrical connec tor from each coil.

3. With a test light to B+, probe each of the coil

connectors at the wire which runs to the ION

sensing module .

Does the light flash at each coil connector when the

engine is cranked? — Go to Step 13 Go to Step 12

12 Check for an open circuit between the coil and ION

sensing module.

Is the action complete ? — Verify r epair —

13 1. Ignition “ON".

2. While the coil connecto rs are disc onnected, touch

each coil connector's ignition feed terminal with a

grounded test light (the ignition feed wire is YEL

tracer).

Did the test light illuminate? — Go to Step 15 Go to Step 14

14 Repair the open ignition feed circuit.

Is the action complete ? — Verify r epair —

15 While the coil connectors are disconnected, touch

each connector's secondary ground terminal with a

test light to B +. (The ground wires are black.)

Did the test light il luminate at each coil connect or? — Go to St ep 17 Go to Step 16

16 Repair the open secondary ground circuit.

Is the action complete ? — Verify r epair —

17 1. Test the fuel for conta mination.

2. If a problem is found, clean the fuel system and

correct the contaminated fuel condition as

necessary. Replace the fuel filter and replace any

injectors that are not delivering fuel (see Injector

Balance Test).

Was a problem found? — Verify repair Go to Step 18

18 1. Remove any igni tio n coil and install a spark tester

at the spark plug end of the co il.

2. Observe the tester while the engine is cranking.

Was a crisp, blue spark observed? Only one or two

sparks followed by no result is considered the same

as “No Spark". — Go to S tep 20 Go to Step 19

19 Replace t he ignition coi l, and return to Step 19 to test

the remaining coils.

Is the action complete ? — Verify r epair —

20 Repeat St ep 19 for eac h coil. Rem ove only one coil at

a time, and reinstall each coil on its spark plug after

testing, but do not refasten coils with screws at this

time.

After all coils have passed the spark test, does the

engine start? —

Refasten all

coils with their

screws Go to Step 21

21 1. Remove the spark plugs from all cylinders.

2. Vi sually inspect the spark plug electrodes.

3. Replace any spark plugs with loose or missing

electrodes or cracked insulators.

Did your inspection reveal any spark plugs exhibiting

excessi ve fo uli n g ? —

Correct the

fouling

condition Go to Step 22

Step Action Value(s) Yes No

22 Refer to Engine Mechanical Diagnosis to diagnose the

following conditions:

• F aulty or incorrect camshaft driv e belts

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• Inc orrect valve timing

• Le ak ing head gasket

Is the action com plete? — Verify repair Go to Step 24

23 Obse rve the “E ngi ne Speed" data display on the Tech

2 while cranking the engine.

Is the engine RPM indicated? — Go to Step 24 Go to Step 33

24 1. Disconnect the 7-pin gray conne ctor at t he rear of

the air filter beneath the point where the air duct

attaches to the MAF sensor.

2. Ignition “ON".

3. Using a test light connected to ground, probe the

ignition terminal at the PCM (female) side of the

7-pin connector.

Is the test light “ON "? — G o to Step 25 Go to St ep 31

25 1. At the PCM (female) side of the connector,

connect a test light between the ignition + terminal

and one of the injector driver circuits at the same

connector.

2. Ignition “ON".

3. Observe the test light, and repeat the test for each

injector driver circui t.

Did the test light stay on when checking any of the 6

injector driver circ ui ts? — Go to Step 26 Go to Step 28

26 1. Ignition “OFF", disconne ct the PCM.

2. Ignition “ON", observe the test lig ht.

Is the test light “ON "? — G o to Step 27 Go to St ep 32

27 Locate and repair the short to ground in the injector

driver circuit.

Is the action complete ? — Verify r epair —

28 1. Using the same test location as in step 26,

connect a test light between the ignition terminal

and one of the driver c i rcuits.

2. Crank the engine and observe the test light.

3. Repeat for each injector driver circ uit.

Did the light blink during the test for each circuit? — Go to Step 30 Go to Step 29

29 Check for an open injector driver circui t.

Was a problem found? — Verify repair Go to Step 32

30 1. At the injector (male) side of the gray connector

mentioned in step 25, connect an ohmmeter

between the ignition pin and one of the driver

circuit pins.

2. Check for continuity in the circuit.

3. Repeat for each injector circuit. The readings

should be approximately equal to the specified

value for in jector resistance.

Was a problem found? 12.5 ΩVe r ify repa ir Go to Step 7

Step Action Value(s) Yes No

31 Repair the ignition feed circuit.

Is the action complete ? — Verify r epair —

32 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

33 1. Raise the ve hicle and di sconnect the CKP sensor

harness.

2. Ignition “ON".

3. With a test light to ground, probe the harness

ignition feed terminal.

Did the lig ht illu m in ate? — Go t o St ep 35 Go to Step 34

34 Check the ignition feed wire between the sensor and

the PCM for a short to ground or open circuit.

Is the action complete ? — Verify r epair —

35 1. Ignition “ON".

2. At the CKP harness connector, connect a test light

between the ignition and ground terminals.

Did the lig ht illu m in ate? Go t o St ep 37 Go to Step 36

36 Check the sensor ground circuit for an open or short

to voltage.

Is the action complete ? — Verify r epair —

37 Check the signal circuit between the sensor and the

PCM for a short to ground, short to voltage, or an

open.

Was a problem found? — Verify repair Go to Step 38

38 Replace the CKP position sensor.

Is the action com plete? — Verify repair Go to Step 32

Step Action Value(s) Yes No

FUEL SYSTEM ELECTRICAL TEST

060R100121

Circuit Description

When the ignition switch is first turned “ON", the

powertrain control module (PCM) energizes the fuel

pump relay which applies power to the in-tank fuel

pump. The fuel pump rel ay will remain “ON" as long as

the engine is running or cranking and the PCM is

receiving 58X crankshaft position pulses. If no 58X

crankshaft position pulses are present, the PCM

de-e nergizes the fu el p ump rela y within 2 sec on ds after

the ignition is turned “ON" or the engine is stopped.

The f uel pum p del ivers fue l to t he fuel rail and in jecto rs,

then to the fuel pressure regulator. The fuel pressure

regulator controls fuel pressure by allowing excess fuel

to be returned to the fu el tank. With the engi ne stopped

and ignition “ON", the f uel pump can be turned “ON" by

using a command by the Tech 2.

Diagn ostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation, or a wire broken inside

the insulation. Check for the followi ng items:

• Poor connection or damaged harness – Inspect the

PCM harness and connectors for improper mating,

broken locks, improperly formed or damaged

terminals, poor terminal-to-wire connection, and

dama ged harnes s.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. If the fuel pump is operating but incorrect pressure is

noted, the fuel pump wiring is OK and the “Fuel

System Pressure Test" chart should be used for

diagnosis.

CAUTION: To reduce the risk of fire and personal

injury:

• It is necessary to relieve fuel system pressure

before connecting a fuel pressure gauge. Refer to

Fuel Pressure Relief Procedure, below.

• A small amount of fuel may be released when

disconnecting the fuel lines. Cover fuel line

fittings with a shop towel before disconnecting,

to catch any fuel that may leak out. Place the

towel in an approved container when the

proc edu re is completed.

Fuel Pressure Relief Procedure

1. Remove the fuel cap.

2. Remove the fuel pump relay from the underhood

relay center.

3. Start the e ngine and allow it to stall .

4. Crank the engine for an additional 3 s econds.

Fuel Gauge Installation

1. Remove the shoulder fitting cap.

2. Install fuel gauge 5-8840-0378-0 to the fuel feed line

located in front of and above the right side valve

t rai n cover .

3. Reinstall the fuel pump relay.

Fuel System Electrical Test

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Read the “Caution" above.

2. Relieve the fuel system pressure and install the

fuel pump pressure gaug e to the test fitting.

3. Ignition ON, Engine is Off .

4. Use a Tech 2 to command the fuel pump “ON".

(Refer to the Miscellaneous Test.)

Is there an immediate pressure build-up which

indicates the pump is running? — G o to St ep 3 Go to S tep 4

3 1. Verify that the pump is not running by removing

the fuel fille r cap and list ening.

2. Command the pump “ON" with the Tech 2.

Did the pump turn “OFF" after 2 seconds? — Test completed Go to Step 12

4 1 . Ig nit io n “ OFF" .

2. Remove the fuel pump relay.

3. Using a test light connected to ground, probe the

battery feed to the relay.

Did the lig ht illu m in ate? — G o to Step 6 Go to S tep 5

5 Repair short or open battery feed to fuel pump relay.

Is the action complete ? — Verify r epair —

6 1. Connect a test light between the two wires that

connect to the fuel pump relay pull-in coil.

2. Ignition “ON".

Did the test light illuminate for 2 seconds and then turn

off? — Go to Step 12 Go to S tep 7

7 1. With a test light connected to battery (–), probe

the fuel pump relay connector at the wire which

runs from the relay pull-in coil to the PCM.

2. Ignition “ON".

Did the test light illuminate for 2 seconds and then turn

off? — G o to St ep 8 Go to S tep 9

8 Locate a nd repair open i n the fuel pump relay ground

circuit.

Is the action complete ? — Verify r epair —

9 Check for short or open between the PCM and the

fuel pump relay.

Was a problem found? — Verify repair Go to Step 10

10 1. Check the fuel pump relay circuit for a poor

terminal connection at the PCM.

2. If a problem is found, replace terminal as

necessary.

Was a problem found? — Verify repair Go to Step 11

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to On-Vehicle Service in

Powertrain Control Module and Sensors for

procedures.

And also refer to latest Service Bulletin.

Check to se e if t he Latest software is released or not.

And then Down Load the LATEST PROGRAMMED

SOFTWARE to the replacement PCM.

Is the action complete ? — Verify r epair —

12 1. Reconne ct the fuel pump relay.

2. Disconnect the fuel pump electrical connector at

the fuel tank.

3. Using a test light connected to ground, probe the

fuel pump feed wire (harness side).

4. Command the fuel pump “ON" with a Tech 2.

Did the light illum ina te for 2 seconds? — Go to Step 15 Go to Step 13

13 1. Honk the horn to verify that the horn relay is

functioning.

2. Substitute the horn relay for the fuel pump relay.

3. Leave the test light connected as in step 12.

4. Command the fuel pump “ON" with the Tec h 2.

Did the test light illuminate for 2 seconds when the

fuel pump was commanded “ON"? — Go to St ep 17 Go to St ep 14

14 1. Re-connect the horn relay in its proper location.

2. Check for a short circuit, blown fuse or open circuit

between the relay and the fuel tank.

Is the action complete ? — Verify r epair —

15 1. With the fuel pu mp electrical connect or at the fuel

tank disconnected, connect a test light between

the feed wire and the ground wire (harness side).

2. Command the fuel pump “ON" with a Tech 2.

Did the test light il luminate for 2 seconds? — Go to Step 18 Go to St ep 16

16 Repair the open circuit in the fuel pump ground wire.

Is the action complete ? — Verify r epair —

17 1. Re-connect the horn relay in its proper location.

2. Replace the fuel pump relay.

Is the action complete ? — Verify r epair —

18 Replace the fuel pum p.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

ELECTRI C THROTTLE CONTROL (ETC) SYSTEM CHECK

060R100123

Circuit Description

• The powertrain control module (PCM) controls

engine speed by adjusting the position of the throttle

control valve (DC motor). The throttle motor is a DC

motor driven by one coil. The PCM applies current to

the DC motor coil in PWM (%) to adjust the throttle

valve into a passage in the throttle body to allow air

flow. This method allows highly accurate control of

engine speed and quick response to changes in

engine loa d.

• The accelerator position (AP1) sensor circuit

provides a voltage signal relative to accelerator pedal

angle.

The accelerator pedal angle will vary about 13% at

idle position to about 87% at wide open

throttle(WOT).

APS signal is used to determine which DC motor will

adjust throttle position.

After the APS signal has been processed by the

PCM, it will command DC motor to allow movement

of throttle position.

Diagn ostic Aids

• An interm ittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken

inside the insulation. Chec k for poor connect ions or a

damaged harness. Inspect the PCM harness and

connector for improper mating, broken locks,

improperly formed or damaged terminals, poor

terminal -to-wire connection, and dam aged harnes s.

• Throttle body – Check for objects blocking the DC

motor or thro tt le bore, excessive deposits in the ET C

passage and on the valve spring, and excessive

deposits in the throttle bore and on the throttle valve

plate.

• Accelerator pedal – Check for objects blocking the

AP sensor or pedal arm with spring, and excessive

deposits in the accelerator pedal arm and on the

accelerator peda l.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart:

2. Visually/physically inspect for the following throttle

valve condition s.

3. Visually/physically inspect for the following

accele rator pedal conditions .

5. Check the following circuits for throttle valve and DC

motor. Check the following TP sensor resistance and

DC motor.

7. Check the following circuits for accelerator pedal.

Check the following AP sensor resistance.

10. Following DTC: Software detect Error for ETC

system.

11. Following DTC: Software detect Error for ETC

system.

Electric Throttle Control (ETC) System Check

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Visually/physically inspect for the following conditi ons:

• T hrottle body tampering.

• Restricted intake throttle system. Check for a

possible coll apsed air i ntake duct, restricted air fi lter

element, or foreign objects blocking the air intake

system.

• Throttle body: Check for objects blocking the

throttle passage or throttle bore, excessive deposits

in the throttle passage and on the throttle valve,

and excessive carbon deposits in the throttle bore

and on the throttle plate.

• Throttle lever: Check for smooth operation without

excessive play.

Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 3

3 Visually/physically inspect for the following conditi ons:

• Accelerator pedal : Ch eck fo r objects resticting the

spring or pedal arm.

• Accelerator pedal : Check for Check for smooth

operation without excessive play.

• Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 4

4 Check for a poor connection at the throttle body

harness connec tor.

Check for a poor connection at the accelerator

position sensor harness connector.

If a problem is found, replace faulty terminals as

necessary.

Was a problem found? — Verify repair Go to Step 5

5 Check the following circuits for an open, short to

voltage, short to ground, or poor connection at the

PCM:

• T hrottle position sensor 1 circuit.

• T hrottle position sensor 2 circuit.

• Throttle DC motor circuit.

If a problem is found, repair as neces sary.

Was a problem found? Verify repair Go to S tep 6

6 Check the Throttle Position sensor resistance.

If a problem is found, repair as neces sary.

Was a problem found? 0.56k - 2.6kΩVer ify repair Go to Step 7

7 1. Instal l th e Tec h2

2. Ignition “ON" but not engine running.

3. Chech the APS a nd TP S valu e s .

Was the problem found?

Id l e

TP1 = 1–6%

TP2 = 1–6%

WOT

TP1 = 98–

100% TP2 =

98–100% Go to St ep 8 Go to S tep 9

8 Replac e the throttle valve.

Is the action complete ? — Verify r epair —

9 1. Instal l th e Tec h2

2. Ignition “ON" but not engine running.

3. Check the APS values .

Was the problem found?

Idle

AP1 = 11–

13%

AP2 = 87–

88%

AP3 = 87–

88%

WOT

AP1 = 85–

89%

AP2 = 11–

15%

AP3 = 32–

36% Go to Step 10 Goto S tep 11

10 Replace the Accelerator Pedal Sensor.

Is the action complete ? — Verify r epair —

11 Check the following circuits for an open, short to

voltage, short to ground, or poor connection at the

PCM:

• Accelerator position sensor 1 circuit.

• Accelerator position sensor 2 circuit.

• Accelerator position sensor 3 circuit.

If a problem is found, repair as neces sary.

Was a problem found? Verify repair Go to Step 12

12 Check the Accelerator Position sensor resist ance

If a problem is found, repair as neces sary.

Was a problem found? 4-6 Go to Step 13 Go to Step 14

13 Replace the accelerator position sensor.

Is the action complete ? — Verify r epair –

14 Following below the DTCs stored:

P1125, P1290, P1295, P1 299 —

Go to

applicable DTC

chart Go to Step 15

15 Following below the DTCs stored:

P1514, P1515, P1516, P1523, P1271, P1272, P1273 —

Go to

applicable DTC

chart Go to Step 16

16 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

FUEL SYSTEM DIAGNOSIS

060R100121

Circuit Description

When the ignition switch is turned “ON", the powertrain

control module (PCM) will turn “ON" the in-tank fuel

pump. The in-tank fuel pump will remain “ON" as long

as the engine is cranking or running and the PCM is

receiving 58X cra nksh aft position pulses. If there a re no

58X crankshaft position pulses, the PCM will turn the

in-tank fuel pump “OFF" 2 seconds after the ignition

switch is turned “ON" or 2 seconds after the engine

stops running.

The in-tank fuel pump is an electric pump within an

integral reservoir. The in-tank fuel pump supplies fuel

through an in-line fuel fi lter to the fuel rail assembly. The

fuel pump is designed to provide fuel at a pressure

above the pressure needed by the fuel injectors. A fuel

pressure regulator, attached to the fuel rail, keeps the

fuel available to the fuel injectors at a regulated

pressure. Unused fuel is returned to the fuel tank by a

separate fuel return line.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. Conne ct th e fuel pressure gauge to the fuel feed line

as shown in the fuel system illustration. Wr ap a shop

towel around the fuel pressure connection in order to

absorb any fuel leakage that may occur when

installing the fuel pressure gauge. With the ignition

switch “ON" and the fuel pump running, the fuel

pressure indicated by the fuel pressure gauge

should be 333-376kPa (48-55 psi). This pressure is

controlled by the amount of pressure the spring

inside the fuel pressure regulator can provide.

3. A fuel system that cannot maintain a constant fuel

pressure has a leak in one or more of the following

areas:

• The fuel pump check va lve.

• The fuel pump flex line.

• The valve or valve seat within the fuel pressure

regulator.

• The fuel injec tor(s).

4. Fuel pressure that drops off during accelerator,

cruise, or ha rd cornering may case a lean condition.

A lean condi ti on can cause a loss of power, surging,

or misfire. A lean condition can be diagnosed using a

Tech 2. If an extremely lean condition occurs, the

oxygen sensor(s) will stop toggling. The oxygen

sensor output voltage(s) will drop below 500 mV.

Also, the fuel injector pulse width will increase.

Important: Make sure the fuel system is not operating

in the “Fuel Cut-Off Mode".

When the engine is at idle, the manifold pressure is

low (hig h vacuum ). This low pressure (hig h v acuum )

is applied to the fuel pressure regulator diaphragm.

The low pressure (high vacuum) will offset the

pressure be ing ap plied to the fuel p ressure reg ulator

diaphragm by the spring inside the fuel pressure

regulator. When this happens, the result is lower fuel

pressure. The fuel pressure at idle will vary slightly

as the barometric pressure changes, but the fuel

pressure at idle should always be less than the fuel

pressure noted in step 2 with the engine “OFF".

16. Check the spark plug associated with a particular

fuel injector for fouling or saturation in order to

determine if that particular fuel injector is leaking. If

checking the spark plug associated w ith a particular

fuel injector for fouling or saturation does not

determine that a particular fuel injector is leaking,

use the following procedure:

• Remove the fuel rail, but leave the fuel lines and

injectors connect ed to the fuel rail. Ref er to

Fuel Rail Assemb ly in On-Vehicle Service.

• Lift the fuel rail just enough to leave the fuel

injector nozzles in the fuel injector ports.

CAUTION: In order to reduce the risk of fire and

personal injury that may result from fuel spraying

on the engine, verify that the fuel rail is positioned

over the fuel injector ports and verify that the fuel

injector retaining clips are intact.

• Pressurize the fuel system by connecting a 10

am p fu sed jumper b etwee n B+ and the fuel p ump

relay connector .

• Visually and physically inspect the fuel injector

nozzles for leaks.

17. A rich condition may result from the fuel pressure

being above 376kPa (55psi). A rich condition may

cause a DTC P0132 or a DTC P0172 to set.

Derivability conditions associated with rich

conditions can include hard starting (followed by

black smoke) and a strong sulfur smell in the

exhaust.

20. T his test determines if the high fuel pressure is du e

to a restricted fuel return line or if the high fuel

pressure is due to a faulty fuel pressure regulator.

21. A lean condition may result from fuel pressure below

333kPa (48 psi). A lean condition may cause a DTC

P0131 or a DTC P0171 to set. Derivability conditions

associated with lean conditions can include hard

starting (when the engine is cold ), hesitation, poor

derivability, lack of power , surging , and misfiring.

22. Restricting the fuel return line causes the fuel

pressure to rise above the regulated fuel pressure.

Command the fuel pum p “ON" with the Tech 2. The

fuel pressure should rise above 376kPa (55psi) as

the fuel return line becomes partiall y closed.

NOTE: Do not allow the fuel pressure to exceed

414kPa (60psi). Fuel pressure in excess of 414kPa

(60psi) may damage the fuel pressure regulator.

CAUTION: To reduce the risk of fire and personal

injury:

• It is necessary to relieve fuel system pressure

before connecting a fuel pressure gauge. Refer to

Fuel Pressure Relief Procedure, below.

• A small amount of fuel may be released when

disconnecting the fuel lines. Cover fuel line

fittings with a shop towel before disconnecting,

to catch any fuel that may leak out. Place the

towel in an approved container when the

procedure is completed.

Fuel Pressure Relief Procedure

1. Remove the fuel cap.

2. Remove the fuel pump relay from the underhood

relay center.

3. Start the engine and allow it to stall.

4. Crank the engine for an additional 3 seconds.

Fuel Gauge Installation

1. Remove the shoulder fitting cap.

2. Install fuel gauge 5-8840-0378-0 to the fuel feed line

located in front of and above the right side valve

train cover.

3. Reinstall the fuel pump relay.

Fuel System Diagnosis

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Turn the ignition “OFF".

2. Turn the air conditioning system “OFF".

3. Relieve fuel system pressure and install the fuel

pressure gauge.

4. Turn the ignition “ON".

NOTE: The fuel pump will run for approximately 2

seconds. Use the Tech 2 to command the fuel pump

“ON".

(Refer to the Miscellaneous Test.)

5. Observe the fuel pressure indicated by the fuel

pressure gauge with the fuel pump running.

Is the fuel pressure within the specified limits? 290-376kPa

(42- 55psi) G o to St ep 3 Go to Step 17

3NOTE: The fuel pressure will drop when the fuel

pump stops running, then it should stabilize and

remain constant.

Does the fuel pressure indicated by the fuel pressure

gauge remain constant? — Go to Step 4 Go to St ep 12

4 1. When the vehicle is at normal operation

temperature, turn the ignition “ON" to build fuel

pressure and observe the measurement on the

gauge.

2. Start the engine and observe the fuel pressure

gauge.

Did the reading drop by the amount s pecified after the

engine was started? 21-105kPa

(3-15psi) G o to Step 5 Go to Step 9

5 Is fuel pressure dropping off during accelerator,

cruise, or hard cornering? —Go to St ep 6 Che ck for

improper fuel

6 Visually and physically i nspect the following items for

a restriction:

• T he in-pipe fuel filter.

• T he fuel feed line.

Was a restr iction found? — Verify rep air Go to Step 7

7 Remove the fuel tank and visually and physically

insp ect the f o llow ing ite ms :

• T he fuel pump strainer for a rest riction.

• T he fuel line for a leak .

• V erify that the correct fuel pump is in the vehicle.

Was a problem found in any of these areas? — Verify repair Go to Step 8

8 Replac e the fuel pump.

Is the action complete ? — Verify r epair —

9 1. Disconnect the vacuum hose from the fuel

pressure regulator.

2. With the engine idling, apply 12-14 inches of

vacuum to the fuel pressure regulator.

Does the fuel pressure indicated by the fuel pressure

gauge drop by the amount specified? 21-105k Pa

(3-15psi) Go to Step 10 Go to Step 11

10 Locate and repair the loss of vacuum to the fuel

pressure regulator.

Is the action complete ? — Verify r epair —

11 Replace the fuel pressure regulato r.

Is the action complete ? — Verify r epair —

12 1. Run the fuel pump with t he Tec h 2.

2. After pressure has built up, turn off the pump and

clamp the supply hose shut with suitable locking

pliers which will n ot damage the hose .

Does the fuel pressure indicated by the fuel pressure

gauge remain constant? — Go to Step 13 Go to Step 15

13 Visually inspect the fuel supply line and repair any

leaks.

Was a problem found? — Verify repair Go to Step 14

14 Remove the fuel tank and inspect for leaky hose or

in-tank fuel line .

Was a problem found? — Verify repair Go to Step 8

15 1. If the pliers are still clamped to the fuel supply

hose, remove the locking pliers.

2. With suitable locking pliers, which will not dam age

the hose, clamp the fuel return line t o prevent fuel

from returning to the fuel tank.

3. Run the fuel pump with t he Tec h 2.

4. After pressure has built up, remove power to the

pump.

Does the fuel pressure indicated by the fuel pressure

gauge remain constant? — Go to Step 11 Go to St ep 16

16 Locate and replace any leaking fuel injector(s).

Is the action complete ? — Verify r epair —

17 Is the fuel pressure indicated by the fuel pressure

gauge above the specified limit? 37 6kPa

(55psi) Go to St ep 18 Go to St ep 21

Step Action Value(s) Yes No

18 1. Relieve the fuel pressure. Refer to the Fuel

Pressur e Relief.

2. Disconnect the fuel return line from the fuel rai l.

3. Attach a length of flexible hose to the fuel rail

return outlet passage.

4. Place the open end of the flexible hose into an

approved gasoline container.

5. Run the fuel pump with t he Tec h 2.

6. Observe the fuel pressure indicated by the fuel

pressure gauge with the fuel pump running.

Is the fuel pressure within the specified limits? 290-376kPa

(42- 55psi) Go to S t ep 19 Go to St ep 20

19 Locate and correct the restriction in the fuel return

line.

Is the action complete ? — Verify r epair —

20 Visually and physically inspect the fuel rail outlet

passages for a restriction.

Was a restr iction found? — Verify rep air Go to Step 11

21 Is the fuel pressure indicated by the fuel pressure

gauge above the specified value? 0kPa (0psi) Go to Step 22 Go to St ep 23

22 1. Command the fuel pump “ON" with the Tec h 2.

2. Using suitable pliers which will not damage the

fuel hose , gradually apply press ure with the plie rs

to pinch the flexible fuel return hos e closed.

CAUTION: Do n ot let the fuel pressure excee d the

second specified value.

Does the fuel pressure indicated by the fuel pressure

gauge rise above the first specified value?

376kPa

(55psi)

414kPa

(60psi) Go to St ep 11 Go to Step 7

23 1. Command the fuel pump “ON" with the Tec h 2.

2. Remove the fuel filler ca p and listen f or t he sound

of the fuel pump running.

3. Turn the pump off.

Was the fuel pump running? — Go to Step 7

Go t o Fuel

System

Electrical Tes t

Chart

Step Action Value(s) Yes No

EXHAUST GAS RECIRCULATION (EGR) SYST EM CHECK

060R100131

Circuit Description

A properly operation exhaust gas recirculation (EGR)

system will directly affect the air/fuel requirements of the

engine. Since the exhaust gas introduced into the air/

fuel mixture is an inert gas (contains very little or no

oxygen), less fuel is required to maintain a correct air/

fuel ratio.

Introducing exhaust gas into the combustion chamber

lowers combustion temperatures and reduces the

formation of oxides of nitrogen (NOx) in the exhaust

gas. Lower combustion temperatures also prevent

detonation.

If the EGR pintle were to sta y closed, the inert exhaust

gas would be replaced with air and the air/fuel mixture

would be leane r. Th e powertrain control module (PCM)

would compe nsa te for the lean condition by adding fuel,

resulting in higher long term fuel trim values.

Diag nostic Ai ds

The EGR valve ch art is a check of the EGR s ystem. An

EGR pintle constantly in the closed position could cause

detonation and high emissions of NOx. It could also

result in high long term fuel trim values in the open

throttle cell, but not in the closed throttle cell. An EGR

pintle constantly in the open position would cause a

rough idle. Also, an EGR mounted incorrectly (rotated

180°) could cause rough idle. Check for the following

items:

• EGR passages – Check for restricted or blocked

EGR passages.

• Manifold absolute pressure sensor – A manifold

absolute pressure sensor may shift in calibration

enough to affect fu el delivery. Refer to

Manifold Absolute Pressure Output Check.

Exhaust Gas Recirculation (EGR) System Check

Step Action Value(s) Yes No

1 Check the EGR valve for looseness.

Is the EGR valve Loose? — Go to St ep 2 Go to S tep 3

2 T i ghten the EGR valve.

Is the action complete ? — Verify r epair —

3 1. Place the transmission selector in Pa rk or Neutral.

2. Start th e engine and idle until warm.

3. Using a Te ch 2, command E GR “50% ON".

(Refer to the Miscellaneous Test.)

Does the engine idle rough and lose RPMs? —

EGR system

working

properly. No

problem found. Go to Step 4

4 1. Engine “OFF".

2. Ignition “ON".

3. Using a test light to ground, check the EGR

harness between the EGR valve and the ignition

feed.

Does the test light ill um inat e? — G o to Step 6 Go to Step 5

5 Repair the EGR harness ignition feed.

Was the proble m corrected? — Veri fy repair Go to S tep 6

6 1. Remove the EGR valve.

2. Visually and physically inspect the EGR valve

pintle, valve passages and adapter for excessive

deposits, obstructions or any restrictions.

Does the EGR valve have excessive deposits,

obstructions or any restrictions? — Go to St ep 7 Go to S tep 8

7 Clean or replace EGR system components as

necessary.

Was the proble m corrected? — Veri fy repair Go to S tep 8

8 1. Ground the EGR valve metal case to battery (–).

2. Using a Tech 2, command EGR “ON" and observe

the EGR valve pintle for movement.

Does the EGR valve pintle move according to

comma nd? — G o to St ep 9 Go to DT C

P1406 chart

9 1. Remove the EGR inlet and outlet pipes from the

intake and exhaust manifolds .

2. Visually and physically inspect manifold EGR

ports and EGR inlet and outlet pipes for blockage

or restriction caused by excessive deposits or

other damage.

Do the manifold EGR ports or inlet and outlet pipes

have excessive deposits, obstructions, or any

restrict ions? — Go to Step 10

EGR system

working

properly. No

problem found.

10 Clean or replace EGR system components as

necessary.

Is the action complete ? — Verify r epair —

MANIFOLD ABSOLUTE PRESSURE (MAP) OUTPUT CHECK

060R100132

Circuit Description

The manifold absolute pressure (MAP) sensor

measures the changes in the intake MAP which result

from engine load (intake manifold vacuum) and engine

speed changes; and converts these into a voltage

output. The powertrain control module (PCM) sends a

5-volt reference voltage to th e MAP sensor. As the MAP

changes, the output voltage of the sensor also changes.

By monitoring the sensor output voltage, the PCM

knows the MAP. A lower pressure (low voltage) output

voltage will be about 1-2 volts at idle. Higher pressure

(high voltage) output voltage will be about 4-4.8 volts at

wide open thrott le. The MA P sens or is also u se d, under

certain conditions, to measure barometric pressure,

allowing the PCM to make adjustments for different

altitudes. The PCM uses the MAP sensor to diagnose

proper operation of the EGR system, in addition to other

functions.

Test Descr iption

Important: Be sure to used the same diagnostic test

equipment for all measurements.

The num ber(s) below refer to the step number(s ) on the

Diagnostic Chart.

2. Applying 34 kPa (10 inch Hg) vacuum to the MAP

sensor should cause the voltage to be 1.5-2.1 volts

less than the voltage at step 1. Upon applying

vacuum to the sensor, the change in voltage should

be instantaneous . A slow voltage change i ndicat es a

faulty sensor.

3. Check the vacuum hose to the sensor for leaking or

restriction, Be sure that no other vacuum devices are

conne cted to the MAP hos e.

Important: M ake s ure th e e lectrical connector remains

securely fastened.

4. Disconnect the sensor from the bracket. Twist the

sensor with your hand to check for an intermittent

connection. Output changes greater than 0.10 volt

indicat e a bad sensor.

Manifold Absolute Pressure (MAP) Output Check

Step Action Value(s) Yes No

1 1. Turn the ignition “OFF" and leave it “OFF" for 15

seconds.

2. Ignition “ON". Don't crank engine.

3. The Tech 2 should indicate a manifold absolute

pressure (MAP) sensor voltage.

4. Compare this scan reading to scan reading of a

known good vehicle obtained using the exact

same procedure as in S teps 1-4.

Is the voltage reading the same +/–0.40 volt? — G o to St ep 2 Go to Step 5

2 1. Disconnect the vacuum hose at the MAP sensor

and plug the hose.

2. Connect a hand vacuum pump to the MAP sensor.

3. Start th e engine.

4. Apply 34 kPa (10 in.Hg) of vacuum and note the

voltage change.

Is the voltage change 1.5-2.1 volts less t han Ste p 1? — G o to Step 3 Go to S tep 4

3 Check the sensor cover for leakage or restriction.

Does the hose supply vacuum to the MAP sensor

only? — G o to St ep 5 Go to S tep 4

4 Repair the hose blockage.

Is the action complete ? — Verify r epair —

5 Check the sensor connect ion.

Is the sensor connection good ? — G o to St ep 6 Go to S tep 7

6 Refer to On-Ve hicle Service, MAP Sensor.

Is the action complete ? — Verify r epair —

7 Repair the poor connection.

Is the action complete ? — Verify r epair —

EVAPORATIVE (EVAP) EMISSIONS CANISTER PURGE VALVE CHECK

060R100111

Circuit Description

Canister purge is controlled by a solenoid valve that

allows manifold vacuum to purge the canister. The

powertrain control module (PCM) supplies a ground to

energize the solenoid valve (purge “ON"). The EVAP

purge solenoid control is turned “ON" and “OFF" several

times a second. The duty cycle (pulse width or “ON"

time) is determined by engine operating conditions

including load, throttle position, coolant temperature

and ambient temperature. The duty cycle is calculated

by the PCM and the purge solenoid is enabled when the

appropriate conditions have been met:

• The fuel control system is operating in the

close d-loop mode.

• The engine coolant temperature (ECT) is more than

10°C at start up, and then the ECT is more than

40°C.

• The ECT is less than 10°C at start up, an d then it is

more than 60°C.

• The ECT is more than 40°C at start up, and the

engine run time after start is more than 30 seconds.

• The ECT is less than 40°C at start up, and the engine

run time after start is more than 90 seconds.

Diag nostic Ai ds

• M ake a visu al check of vacuum hos es.

• Check the throttle body for cracks.

• Check the malfunction indicator lamp for a possible

mechani c al problem.

Test Descr iption

The num ber(s) below refer to the step number(s ) on the

Diagnostic Chart.

1. Check to see if the solenoid is open or closed. The

solenoid is normally de-energized in this step, so it

should be closed.

2. This step checks to determine if the solenoid was

open due to an electrical circuit problem or a

defective solenoid.

3. This should normally energize the solenoid, opening

the valve and allowing the vacuum to drop (purge

“ON").

Evaporative (EVAP) Emissions Canister Purge Valve Check

Step Action Value(s) Yes No

1 1 . Ig nit io n “ OFF" .

2. Ignition “ON", engine “OFF".

3. At the throttle body, disconnect the hose t hat goes

to the purge solenoid.

4. Using a hand vacuum pump with an attached

vacuum gauge 5 -8 840-0279-0 , apply vacuu m (10

in. Hg or 34 kPa) to the s olenoid.

Does the solenoid hold the vacuum? — G o to St ep 3 Go to S tep 2

2 1 . Disconnect the solenoid electrica l connector.

2. As in Step 1, apply vacuum (10 in. Hg or 34 kPa)

to the solenoid.

Does the solenoid hold the vacuum? — G o to St ep 4 Go to S tep 7

3 1. At the throttle body, put a cap over the vacuum

port whe re t he hos e wa s disconnected for t esting.

This is to prevent a v acuum leak when the engine

is started.

2. Ignition “OFF".

3. Install the Tech 2.

4. Apply vacuum to the purge sole noid with the hand

vacuum pump.

5. Start th e engine, run at 2500 RPM.

6. Using the Tech 2, select Powertrain, 3.2–V6

6VD1, F3: Misc. Tests, F2: EVAP Purge, F0:

EVAP Purge.

(Refer to the Miscellaneous Test.)

7. Turn the purge solenoid “ON".

Did the vacuum drop when the purge was turned on? — G o to St ep 8 Go to S tep 9

4 Check for a short to ground in the YE L/ RED wire.

Is there a short? — G o to St ep 5 Go to S tep 6

5 Repair the short to ground.

Is the action complete ? — Verify r epair —

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

7 Replace the faulty purge solenoid. Refer to

On-Vehicle Service, EVAP Caniste r Purge Solenoi d.

Is the action complete ? — Verify r epair —

8 1. Turn the ignition “OFF".

2. At the throttle body, install a vacuum gau ge where

the hose from the purge solenoid was

disconne cted for testing.

3. Start th e engine.

4. Stabilize the engine speed at about 2500 RPM.

5. Momentarily snap the throttle open and let i t r eturn

to idle.

Is there approximately 10 in. Hg (34 kPa) of vacuum

available at the EVAP emission canister purge

solenoid? —

No problem

found in the

EV AP emission

canister purge

valve check Refer to

Diagnostic Aids

9 1 . Disconnect the solenoid electrica l connector.

2. Connect a test lamp between the harness

terminals.

Does the test lam p ligh t? — Go to Step 7 Go to St ep 10

10 Probe terminal A and terminal B with a test lamp to

ground.

Does the test lamp light on both terminals? — G o to St ep 11 Go to St ep 12

11 Repair the short to voltage in the YEL/RED wire.

Is the action complete ? — Verify r epair —

12 Does one of the terminals light the test lamp? — Go to S tep 13 Go to St ep 14

13 Check for an open in the YEL/RED wire between the

purge solenoid and the PCM.

Was there an open c ircuit? — Go to Step 15 Go to S tep 6

14 Repair the open in the BLK/YEL wire.

Is the action complete ? — Verify r epair —

15 Repair the open in the YEL/RED wire.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

PCM DIAGNOSTIC TRO UBLE CODES

The following table lists the diagnostic trouble codes

supported by this vehicle application. If any DTCs not

listed here are displayed by a Tech 2, the Tech 2 data

may be faulty; notify the Tech 2 manufacturer of any

DTCs displayed that are not included in the following

table.

PCM Diagnostic Trouble Codes

DTC Description Type Illum inate

MIL

(Check

Engine

Lamp)

Illum inate

RPL

(Reduced

Power

Lamp)

P0101 MA F System Performance B Yes No

P0102 MA F Sensor Circuit Low Frequency B Yes No

P0103 MA F Sensor Circuit High Frequency B Yes No

P0106 MA P Rationality/Performance B Yes No

P0107 MAP Circuit Low Input Voltage B Yes No

P0108 MA P Circuit Hi gh Input Vol tage B Yes No

P0112 IAT Circuit Low Input Voltage B Yes No

P0113 IAT Circuit High Input V o l t age B Yes No

P0117 ECT Circuit Low Input Voltage B Yes No

P0118 ECT Circuit High Input Vo ltage B Yes No

P0131 O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1) B Yes No

P0132 O2 Sensor Circuit High Vol t age (Bank 1 Sensor 1) B Yes No

P0134 O2 Sensor Circuit No Activi ty Detected (Bank 1 Sensor 1) B Yes No

P0135 O2 Sensor Heater Circuit (Bank 1 Sensor 1) B Yes No

P0151 O2 Sensor Circuit Low Voltage (Bank 2 Sensor 1) B Yes No

P0152 O2 Sensor Circuit High Vol t age (Bank 2 Sensor 1) B Yes No

P0154 O2 Sensor Circuit No Activi ty Detected (Bank 2 Sensor 1) B Yes No

P0155 O2 Sensor Heater Circuit (Bank 2 Sensor 1) B Yes No

P0171 O2 Sensor - System too Lean (Bank 1) B Yes No

P0172 O2 Sensor - System too Rich (Bank 1) B Yes No

P0174 O2 Sensor - System too Lean (Bank 2) B Yes No

P0175 O2 Sensor - System too Rich (Bank 2) B Yes No

P0201 Injector 1 Control Circuit A Yes No

P0202 Injector 2 Control Circuit A Yes No

P0203 Injector 3 Control Circuit A Yes No

P0204 Injector 4 Control Circuit A Yes No

P0205 Injector 5 Control Circuit A Yes No

P0206 Injector 6 Control Circuit A Yes No

P0300 Engine Misfire Detected B Yes No

P0301 Engine Misfire Detected Cylinder #1 B Yes No

P0302 Engine Misfire Detected Cylinder #2 B Yes No

P0303 Engine Misfire Detected Cylinder #3 B Yes No

P0304 Engine Misfire Detected Cylinder #4 B Yes No

P0305 Engine Misfire Detected Cylinder #5 B Yes No

P0306 Engine Misfire Detected Cylinder #6 B Yes No

P0325 ION Sens ing Module B Yes No

P0336 CKP Sensor Circuit Range/Performance (58X) B Yes No

P0337 CKP Sensor Circuit No signal (58X) B Yes No

P0351 Ignition 1 Control Circuit A Yes No

P0352 Ignition 2 Control Circuit A Yes No

P0353 Ignition 3 Control Circuit A Yes No

P0354 Ignition 4 Control Circuit A Yes No

P0355 Ignition 5 Control Circuit A Yes No

P0356 Ignition 6 Control Circuit A Yes No

P0402 EGR Fl ow Excessive B Yes No

P0404 EGR Range/Performance (Open Valve) B Yes No

P0405 EGR Sensor Circuit Low Vo ltage B Yes No

P0406 EGR Sensor Circuit High Vo l t age B Yes No

P0502 No VSS Signal B Yes No

P0506 Idle Speed Control RPM too Low B Yes No

P0507 Idle Speed Control RPM too High B Yes No

P0562 System V ol tage is Low D No No

P0563 System Voltage is High B Yes No

P0565 Cruise M ain Switch Circuit Error D No No

P0566 Cruise Cancel Switch Circuit Error D No No

P0567 Cruise Resum e Switch Circuit Error D No No

P057 1 No Br ak e Swi tch Signal D No No

P 0601 PCM/EC M Me mory Ch ecksum A Yes N o

P0602 PCM/ECM Programming error D No No

P0604 PCM/ECM RAM error D No No

P0606 PCM/ECM Internal Performance D No No

P1106 MAP Circuit Intermittent High Voltage) D No No

P1107 MAP Circuit Intermittent Low Input Vol tage D No No

P1111 IAT Circuit Intermittent High Voltage D No No

P1112 IAT Cir cu it Inte r mi t te nt Lo w In put Vol ta g e D No N o

P1114 ECT Circuit Intermittent Low Volt age D No No

P1115 ECT Circuit Intermittent High Volt age D No No

P1120 TPS1 Circuit B Yes No

P1125 ETC Limit Performance Mode A Yes Yes

P1167 Fuel supply System RICH During Decel Fuel Cut Off D No No

P1169 Fuel supply System RICH During Decel Fuel Cut Off D No No

P1171 Fuel supply System Lean During Power Enrichment D No No

P1220 TPS2 Circuit B Yes No

P1221 TPS1-T PS2 Correlation (Circuit P erform anc e) D No No

P127 1 APS 1-APS2 Corr elation (Ci r cu it Perf orm a nce) D No No

DTC Description Type Illum inate

MIL

(Check

Engine

Lamp)

Illum inate

RPL

(Reduced

Power

Lamp)

P127 2 APS 2-APS3 Corr elation (Ci r cu it Perf orm a nce) D No No

P127 3 APS 1-APS3 Corr elation (Ci r cu it Perf orm a nce) D No No

P1275 APS1 Circuit B Yes No

P1280 APS2 Circuit B Yes No

P1285 APS3 Circuit B Yes No

P1290 ETC Forced Idle Mode A Yes Yes

P1295 ETC Power Man agem ent Mode A Yes Yes

P1299 ETC Forced Engine Shutdown Mode A Yes Yes

P1310 ION Sens ing Module Diagnos tic A Yes No

P1311 ION Sens ing Module SEC 1 Line Circuit Fault A Yes No

P1312 ION Sens ing Module SEC 2 Line Circuit Fault A Yes No

P1326 ION Sens ing Module Com bustion Qual ity circuit A Yes No

P1340 ION Sensing Mo dule - Cylinder Synchronization B Yes No

P1404 EGR Range/Performance (Closed Valve) B Yes No

P1514 TPS-MAF Correlation A Yes No

P1515 Comm and-A crual TPS Correlation A Yes No

P1516 Command-Acrual TPS Correlati on Error A Yes No

P1523 Throttle Actuator Control Return Performance D No No

P1571 Brake Switch D No No

P1635 Reference Voltage #1 Circuit D No No

P1639 Reference Voltage #2 Circuit D No No

P1640 OD M Output circuit Fault D No No

P1650 QD M Output Circuit Fault D No No

DTC Description Type Illum inate

MIL

(Check

Engine

Lamp)

Illum inate

RPL

(Reduced

Power

Lamp)

DIAGNOSTIC TROUBLE CODE (DTC) P0101 MAF SYSTEM PERFORMANCE

060R100112

Circuit Description

The mass air flow (MAF) sensor measures the amount

of air which passes through it into the engine during a

given time. The powertrain con trol module (PCM) uses

the mass air flow information to monitor engine

operating conditions for fuel delivery calculations. A

large quantity of air entering the engine indicates an

accele rator or hig h lo ad situat ion, while a s m all quantity

or air indicates deceleration or idle.

The MAF sensor produces a frequency signal which

canbe monitored using a Tech 2. The frequency will

vary wi thin a ran ge of a ro und 4 to 7g/s at idl e t o aroun d

25 to 40g/s at maximum engine load. DTC P0101 will

be set if the signal from the MAF sensor does not match

apredicted value based on throttle position and engine

RPM.

Conditions for setting the DTC

• T he engin e is running.

• N o TP sensor and MAP senso r DTCs are set.

• No MAF frequency DTCs are set.

• Sy ste m voltage is between 11.5 volts and 16 volts.

• TP angle is more than 37.5%.

• Difference BARO pressure between current and

calculated value based on MAF sensor signal

becomes more than 20 kPa and more than 5 seconds

in a tr ip.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0101 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P0101 can be cleared using the Tech 2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

• he duct work at the MAF sensor for leaks.

• An engine vacuum leak.

• The PCV system for vacuum leaks.

• An incorrect PCV valve.

• The engine oil dip stick not fully seated.

• The engine oil fill cap loose or missing.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness- Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Mass Air Flow (MAF) display on the Tech2 while

moving connectors and wiring harnesses related to

the sensor.

• Plugged intake air duct or filter element

• A wide-open throttle accelerator from a stop should

cause the mass air flow displayed on a Tech2 to

increase from about 3–6 g/s at idle to 100 g/s or

greater at the time of the 1–2 shift. If not, check for a

restriction.

A change in the display will indicate the location of

the fault.

If DTC P0101 cannot be duplicated, the information

included in the Failure Records data can be useful in

determined vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTC P001 Diagnostic Chart may

isolate the cause of the fault.

DTC P0101 – MAF System Performance

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1 . Ig nit io n “ OFF" .

2. Disconnect the Mass Air Flow (MAF) Sensor

harness connec tor from the MAF Sens or.

3. Place an unpowered test lamp between the 12

volt signal circuit and the ground circuit, both at

the MAF Sensor connector.

4. Ignition “ON", Engine“OFF".

Did the test lamp illuminate? — Go to St ep 6 Go toStep 3

3 1. Ignition “ON", Engine “OFF".

2. Using a Digital Voltmete r (DVM), check the 12 volt

signal circuit for the correct voltage.

Did the DVM indicate a value within the following

range? 11.5 to 12.5

Volt Go to Step 5 Go to Step 4

4 1 . Ig nit io n “ OFF" .

2. Check the 12 volt signal circuit for the following

conditions:

• An open c ircuit

• A sho rt to ground

Was the proble m found? — Verify repair —

5 Check the MAF ground circuit for the following

conditions:

• An open c ircuit

• A short to vo lt a ge

Was a problem found? — Verify repa ir —

6 1 . Ig nit io n “ OFF" .

2. Check the MAF S ensor s ignal circuit b etw een the

PCM and the MAF Sensor for the following

conditions:

• An open c ircuit

• A sho rt to ground

• A sh or t to b a t tery vo lta g e

Was a problem found? — Verify repair Go to Step 7

7 1. Connect the MAF Sensor wiring harness

connector to the MAF Sensor.

2. Connect the Tech 2 to the vehicle.

3. Place the Transmission in Park/Neutral, and fully

apply the Parking Brake.

4. Start th e engine.

5. Select the Mass Air Flow (MAF) parameter on the

Tech 2.

With the engine idling, does the Tech 2 display the

following value(s)? 4 to 7 g/s Go to St ep 8 Go toStep 9

8 Obse rv e the Tech 2 v alue while i ncreasing the engine

RPM to its upper limit.

Does the Tech 2 display the following value(s)? 25 to 40 g/s Go to Step 10 Go toStep 9

9 Replace the MAF Sensor .

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0102 MAF SENSOR CIRCUIT

LOW FREQUENCY

060R100112

Circuit Description

The mass air flow (MAF) sensor measures the amount

of air which passes through it into the engine during a

given time. The powertrain con trol module (PCM) uses

the mass air flow information to monitor engine

operating conditions for fuel delivery calculations. A

large quantity of air entering the engine indicates an

accele rator or hig h lo ad situat ion, while a s m all quantity

of air indicates deceleration or idle.

The MAF sensor produces a frequency signal which

can be monitored using a Tech 2. The frequency will

vary wi thin a ran ge of a ro und 4 to 7g/s at idl e t o aroun d

25 to 40 g/s at maximum engine load. DTC P0102 will

be set if the signal from the MAF sensor is below the

possib le range of a normally operating MAF sensor.

Conditions for Setting the DTC

• T he engine is running above 50 0 RPM for more than

10 seconds.

• Sy ste m voltage is above 11.5 volts.

• MAF signal frequency is below 1 kHz for a total of

50-percent of the last 1000 samples monitored. A

sample is taken every cylinder event.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM calculates an air flow value based on

throttle position, RPM and barometric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0102 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0102 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broke n l ocks, i mpro perly f orm ed o r dam aged

terminals, and poor terminal-to-wire connection.

• Misrouted harness – Inspect the MAF sensor harness

to ensure that it is not routed too close to high voltage

wires.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 while moving connectors and wiring

harnesses related to the MAF sensor. A change in

the display will indicate the location of the fault.

• Plugged intake air duct or filter element – A

wide-open throttle accelerator from a stop should

cause the mass air flow displayed on a Tech 2 to

increase from about 3-6 g/second at idle to 100 g/

second or greater at the time of the 1-2 shift. If not,

check for a restriction.

If DTC P0102 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. This step verifies that the problem is present at idle.

4. A voltage reading of less than 4 or over 5 volts at the

MAF sensor signal circuit indicates a fault in the

wiring or a poor connection.

5. This verifies that ignition feed voltage and a good

ground are available at the MAF sensor.

DTC P0102 – MAF Sensor Circuit Low Frequency

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine.

2. With the engine idling, monitor “MAF Frequency"

display on the Tech 2.

Is the “MAF Frequenc y" below the specified value? 1.6 g/s Go to St ep 4 Go to Step 5

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0102.

Does the Tech 2 indicate DTC P0102 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect the MAF sensor connector.

3. Ignition “ON", engine “OFF".

4. Using a DVM, measure voltage between the MAF

sensor signal circuit and battery ground.

Is the voltage near the specified value? 11.5–12 V G o to St ep 5 Go to Step 8

5 Connect a test light between the MAF sensor ignition

feed and ground circuits at the MAF sensor harness

connector.

Is the test light “ON "? — G o to St ep 13 Go to Step 6

6 Connect a test light between the MAF sensor ignition

feed circuit and battery ground.

Is the test light “ON "? — G o to St ep 12 Go to Step 7

7 1. Check for a poor connection at the MAF sensor.

2. If a poor connection is found, replace the faulty

terminal(s).

Was a poor connect ion found? — Veri fy repair Go to Step 11

8 1 . Ig nit io n “ OFF" .

2. Disconnect the MAF sensor.

3. Disconnect the PCM connect or for the MAF signal

circuit.

4. Ignition “ON", engine “OFF".

5. With the DVM, measure the voltage between the

MAF signal terminal at the PCM and battery

ground.

Is the voltage under the specified value? 11.5–12 V Go to Step 9 Go to Step 10

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM connect or.

3. Ignition “ON".

4. Check the M AF sensor sign al circuit fo r a short to

5 volts.

Is the action complete ? — Verify repair —

10 1. Ignition “OFF".

2. Disconnect the PCM connect or.

3. Ignition “ON".

4. Check the MAF sensor signal circuit b etwe en the

PCM and the MAF sensor for an open, short to

ground, or short to the MAF ground circuit.

Is the action com plete? — Verify repair Go to Step 13

11 Locate and repair the ope n in the ground circuit to the

MAF senso r.

Is the action complete ? — Verify repair —

12 Locate and repair the open in the ignition feed circuit

to the MAF sensor .

Is the action complete ? — Verify repair —

13 Replace the MAF sensor.

Is the action com plete? — Verify repair Go to Step 14

14 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0103 MAF SENSOR CIRCUIT

HIGH FREQUENCY

060R100112

Circuit Description

The mass air flow (MAF) sensor measures the amount

of air which passes through it into the engine during a

given time. The powertrain con trol module (PCM) uses

the mass air flow information to monitor engine

operating conditions for fuel delivery calculations. A

large quantity of air entering the engine indicates an

accele rator or hig h lo ad situat ion, while a s m all quantity

of air indicates deceleration or idle.

The MAF sensor produces a frequency signal which

can be monitored using a Tech 2. The frequency will

vary wi thin a ran ge of a ro und 4 to 7g/s at idl e t o aroun d

25 to 40 g/s at maximum engine load. DTC P0103 will

be set if the signal from the MAF sensor is above the

possib le range of a normally operating MAF sensor.

Conditions for Setting the DTC

• T he engine is running above 50 0 RPM for more than

10 seconds.

• Sy ste m voltage is above 11.5 volts.

• MAF signal frequency is above 10 kHz for a total of

50 percent of the last 1000 samples monitored. A

sample is taken every cylinder event.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM calculates an airflow v alue based on i dle air

control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0103 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0103 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

If DTC P0103 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. This step verifies that the problem is present at idle.

4. A frequency reading with the MAF sensor connector

disconnected indicates an electromagnetic

interference (EMI) related fault.

8. This vehicle is equipped with a PCM which utilizes an

electrically erasable programmable read only

memory (EEPROM). When the PCM is being

replaced, the new PCM must be programmed.

DTC P0103 – MAF Sensor Circuit High Frequency

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0103.

Does the Tech 2 indicate DTC P0103 failed this

ignition? — G o to Step 3 Refe r to

Diagnostic Aids

3 1. Start th e engine.

2. With the engine idling, monitor “MAF Frequency"

display on the Tech 2.

Is “MAF Frequency" above the specified value? 40g/s Go to Step 4 Go to Step 7

4 1 . Ig nit io n “ OFF" .

2. Disconnect the MAF sensor connector.

3. Ignition “ON", engine idling.

4. Using a Te ch 2, monitor “MAF Frequency".

Does the Tech 2 indicate a “MAF Frequency" at the

specified value? 0g/s G o to Step 5 Go to Step 6

5 Replace the MAF sensor.

Is the action comple te ? — Verify repair Go to S tep 8

6 1. Check the M AF harnes s for incorrect routing near

high voltage components (solenoids, relays,

motors).

2. If incorrect routing is found, correct the harness

routing.

Was a problem found? — Verify repair Go to Step 6

7 1. With the engine idling, monitor “MAF Frequency"

display on the Tech 2.

2. Quickly snap open throttle to wide open throttle

while under a road load and record value.

Does the Tech 2 in dicate “M A F F requency" a bove t he

specified value? 40g/s G o to Step 5 Go to Step 8

8 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0106 MAP SYSTEM PERFORMANCE

060R100132

Circuit Description

The manifold absolute pressure (MAP) sensor responds

to changes in intake manifold pressure (vacuum). The

MAP sensor signal voltage to the powertrain control

module (PCM) varies from below 2 volts at idle (high

vacuum) to above 4 volts at wide-open throttle (low

vacuum) at sea level.

The MAP sensor is used to determine manifold

pressure changes while the linear exhaust gas

recirculation (EGR) flow test diagnostic is being run

(refer to DTC P0401), engine vacuum level for some

other diagnostics, and barometric pressure (BARO).

The PCM compares the MAP sensor signal to a

calculated MAP based on throttle position and various

engine load factors. If the PCM detects a MAP signal

that varies excessively above or below the calculated

value, DTC P0106 will s et.

Conditions for Setting the DTC

• N o TP sensor DTCs are present.

• Engine speed is steady, changing less then 100

RPM.

• Engine speed is betwee n 1000 rpm and 4000 rpm.

• Throttle position is steady, throttle angle changes less

than 1%.

• EGR flow rate is steady, changing less than 4%.

• No change in brake switch, A/C clutch, TCC or power

steering pressure sw itch status.

• Abov e condi tions are met for longer than 1 second.

• Calculated MAP signal indicates an value

significantly higher or lower than a predicated value

base d on t hrottle pos ition and engine RP M for a total

of 12.5 second s over 25 second period of time.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• T he PC M will default to a BARO value of 79.3k Pa.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0106 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0106 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the MAP display on the Tech 2 while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

If DTC P0106 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1107 Diagnostic Chart may

isolate the cause of the fault.

DTC P0106 – MAP System Performance

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0106.

Does the Tech 2 indicate DTC P0106 failed? — G o to Step 4 Go to Step 3

3 1. Check for the follo wing conditions:

• Vacuum hoses disconnected, damaged, or

incorrectly routed

• Intake man ifold vacuum leaks

• Vacuum leaks at throttle body

• Vacuum leaks at EGR valve flange and pipes;

• Crankcase ventilation valve faulty, missing or

incorrectly installed.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Refer to

Diagnostic Aids

4 1. Disconnect the MAP sensor electrical connector .

2. Observe the MAP value displayed on the Tech 2.

Is the MAP value near the specified value? 11kPa Go to Step 5 Go to Step 13

5 1. Connect a test light between B+ and the MAP

sensor signal circuit at the MAP sensor harness

connector.

2. Observe the MAP value displayed on the Tech 2.

Is the MAP value near the specified value? 105kPa Go to St ep 6 Go to Step 9

6 1. Jumper the 5 volt reference circuit and the MAP

signal circuit together at the MAP sensor harness

connector.

2. Observe the MAP value displayed on the Tech 2.

Is the MAP value near the specified value? 104kPa Go to St ep 7 Go to Step 8

7 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and check the sensor ground

circuit for high resistance, an open between the

PCM and the MAP sensor, or for a poor

connection at the PCM.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 11

8 1. Check the 5 volt reference circuit for high

resistance, an open between the PCM and the

MAP sens or, or a poor connection at the PCM.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 10

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM, and check the MAP sensor

signal circuit for high resistance, an open, a short

to ground, or a short to the sensor ground circuit.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 10

10 1. Check the MAP sensor signal circuit for a poor

connection at the PCM.

2. If a problem is found, repair as necessary.

Did the terminal require replacement? — Verify rep air Go to Step 14

11 1. Check for a poor connection at the MAP sensor.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 12

12 Replace the MAP se nsor.

Is the action complete ? — Verify repair —

13 1. Ignition “OFF", disconne cted the PCM .

2. Ignition “ON", check the MAP signal circuit for a

short to voltage or a short to the 5 volt reference

circuit.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 14

14 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0107 MAP SENSOR CIRCUIT

LOW VOLTAGE

060R100132

Circuit Description

The manifold absolute pressure (MAP) sensor responds

to changes in intake manifold pressure (vacuum). The

MAP sensor signal voltage to the powertrain control

module (PCM) varies from below 2 volts at idle (high

vacuum) to above 4 volts with the ignition “ON", engine

not running or at wide-open throttle (low vacuum).

The MAP sensor is used to determine manifold

pressure changes while the exhaust gas recirculation

(EGR) flow test diagnostic is being run (refer to

DTC P0401), to determine engine vacuum level for

some other diagnostics and to determine barometric

pressure (BARO). The PCM monitors the MAP signals

for voltages outside the normal range of the MAP

sensor. If the PCM de tects a MAP signal vol tage that is

excessively low, DTC P0107 will be set.

Conditions for Setting the DTC

• N o TP sensor DTCs present.

• Engine is running.

• Throttle angle is above 1% if engine speed is less

than 100 0RP M .

• Throttle angle is abo ve 2% if engine speed is above

1000RPM.

• The MAP sensor indicates manifold absolute

pressure at or below 11kPa for a total of

approx imatel y 10 seconds over a 16-second perio d.

• Ignition voltage more than 11 volts.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• T he PC M will default to a BARO value of 79.3k Pa.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0107 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0107 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Check for intermittent codes.

• The MAP sensor shares a 5 Volt reference with the

Fuel Tank Pressure Sensor. If these codes are also

set, it could indicate a problem with the 5 Volt

reference circuit .

• The MAP sensor shares a ground with the Fuel Tank

Pressure Sensor, the ECT sensor, and the

Transmission Fluid Temperature sensor.

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the MAP display on the Tech 2 while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

If DTC P0107 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P0107 Diagnostic Chart may

isolate the cause of the fault.

DTC P0107 – MAP Sensor Circuit Low Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. With the throttle closed, observe the MAP value

displayed on the Tech 2.

Is the MAP value near the specified value? 0V 11kPa at

sea level Go to Step 4 Go to Step 3

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0107.

Does the Tech 2 indicate DTC P0107 failed? — G o to Step 4 R efer to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect the MAP sensor electrical connector.

3. Jumper the 5 volt reference circuit and the MAP

signal together at the MAP sensor harness

connector.

4. Ignition “ON".

5. Observe the MAP value displayed on the Tech 2.

Is the MAP value near the specified value? (If no, start

with diagnosis chart f or other sensors in the circuit and

see if 5V returns.) 5 V 104kPa Go to Step 10 Go to Step 5

5 1. Disconnect the jumper .

2. Connect a test light between B+ and the MAP

sensor signal circuit at the MAP sensor harness

connector.

3. Observe the MAP value displayed on the Tech 2.

Is the MAP value near the specified value. 5 V 104kPa Go to Step 6 Go to Step 8

6 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and check the 5 volt

reference circuit for an open or sh ort to ground.

3. If the 5 volt reference circuit is open or shorted to

ground, repair it as necessary.

Was the 5 volt reference circuit open or shorted to

ground? — Verify repair Go to Step 7

7 Check the 5 volt reference circuit for a poor

connection at the PCM and replace the terminal if

necessary.

Did the terminal require replacement? — Verify repair Go to Step 11

8 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM, and check the MAP signal

circuit for an open, sh ort to ground , or short to t he

sensor ground circuit.

3. If the MAP s ensor signal circu it is ope n or s ho rted

to ground, repair it as necessary.

Was the MAP signal circuit open or shorted to

ground? — Verify repair Go to Step 9

9 Check the MAP sensor signal circuit for a poor

connection at the PCM and the MAP sensor; replace

the terminal if necessary.

Did the terminal require replacement? — Verify repair Go to Step 11

10 Replace the MAP se nsor.

Is the action complete ? — Verify repair —

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0108 MAP SENSOR CIRCUIT

HIGH VOLTAGE

060R100132

Circuit Description

The manifold absolute pressure (MAP) sensor responds

to changes in intake manifold pressure (vacuum). The

MAP sensor signal voltage to the powertrain control

module (PCM) varies from below 2 volts at idle (high

vacuum) to above 4 volts with the key “ON", engine not

running or at wide-open throttle (low vacuum).

The MAP sensor is used to determine manifold

pressure changes while the linear EGR flow test

diagnostic is being run (refer to DTC P0401), to

determine engine vacuum level for some other

diagnostics and to determine barometric pressure

(BARO). The PCM monitors the MAP signals for

voltages outside the norm al rang e of the MA P sen so r. If

the PCM detects a MAP signal voltage that is

exces s ively high, DTC P0 108 will be s et.

Conditions for Setting the DTC

• N o TP sensor DTCs present.

• Engine is running for more than 10 seconds.

• Throttle position is below 3% if engine speed is below

1000 RPM.

• Throttle position is below 10% if engine speed is

above 1000 RPM.

• The MAP sensor indicates an intermittent manifold

absolute pressure above 80kPa for a total of

approx imatel y 10 seconds over a 16-second perio d.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• T he PC M will default to a BARO value of 79.3k Pa.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0108 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0108 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• The MAP sensor shares a 5 Volt reference with the

Fuel Tank Pressure Sensor (Vapor Pressure Sensor).

If these codes are also set, it could indicate a

problem with the 5 Volt reference circuit.

• The MAP sensor shares a ground with the Fuel Tank

Pressure Sensor, the ECT sensor, and the

Transmission Fluid Temperature sensor.

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the MAP display on the Tech 2 while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

If DTC P0108 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1108 Diagnostic Chart may

isolate the cause of the fault.

DTC P0108 – MAP Sensor Circuit High Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. If the engine idle is rough, unstable or incorrect,

repair the idle problem before using this chart.

Refer to Symptoms section.

2. With the engine idling, no te the MAP value on the

Tech 2.

Is the MAP reading above the specified value? 90kPa Go to St ep 4 Go to S tep 3

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0108.

Does the Tech 2 indicate DTC P0108 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect the MAP sensor electrical connector.

3. Ignition “ON".

4. Note the MAP sensor voltage displayed on the

Tech 2. (If no, start with diagnostic chart for other

sensors in the circuit and see if 5V returns.)

Is the MAP sensor voltage at the specified value? 11kP a 0.0 V G o to Step 5 Go to Step 6

5 Probe the sensor ground circuit with a test light to B+.

Is the test light “ON" ? — Go to St ep 7 Go to S tep 9

6 1. Check the MAP signal circuit for a short to voltage

or a short to the 5 volt reference circuit.

2. If the MAP sensor signal circuit is shorted, repair

circuit as necessary.

Was the M AP sens or signal circuit shorted? — Verify repair Go to Step 11

7 1. Check for a poor sensor ground terminal

connection at the MAP sensor electrical

connector.

2. If a p ro blem is found, replace the faulty terminal.

Did the terminal require replacement? — Verify repair Go to Step 8

8 Check for a plugg ed or leaking vacuum supply to the

MA P sensor.

Is the vacuum supply plug ged or leaking? — Veri fy repair Go to Step 12

9 1. Check for a poor sensor ground terminal

connection at the PCM.

2. If a p ro blem is found, replace the faulty terminal.

Did the terminal require replacement? — Verify rep air Go to Step 10

10 1. Check the continuity of the MAP sensor ground

circuit.

2. If th e MAP sensor groun d c ircuit measures over 5

ohms, repair open or poor connection.

Was a condition found and corrected? — Verify repair Go to Step 11

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify Repair —

12 Replace the MAP se nsor.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0112 IAT SENSOR CIRCUIT

LOW VOLTAG E

D06RY00147

Circuit Description

The intake air temperature (IAT) sensor is a thermistor

which measures the temperature of the air entering the

engine. The powert rain control m odul e (P CM ) applies 5

volts through a p ull-up resis tor t o the IAT senso r. Whe n

the intake air is cold, the sensor resistance is high and

the PCM will monitor a high signal voltage on the IAT

signal circuit. If the intake air is warm, the sensor

resistance is lower, c ausing the P CM t o m onitor a l ower

voltage. DTC P0112 will set when the PCM detects an

excessively low signal voltage on the intake air

temperature sensor signal circuit.

Conditions for Setting the DTC

• T he engin e has been running for over 15 seconds.

• V ehicle speed is greater than 30 mph (48 km/h) .

• IAT signal voltage indicates and intake air

temperature greater than 148°C (298°F) (about 5

volts) for a total of 12.5 seconds over a 25-second

period of time.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0112 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0112 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-bout terminals, improper

mating, broke n l ocks, i mpro perly f orm ed o r dam aged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the IAT display on the Tech 2 while moving

connectors and wiring harnesses related to the IAT

sensor. A change in the IAT display will indicate the

location of the fault.

If DTC P0112 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart:

2. Verifies that the fault is present.

3. If DTC P0112 can be repeated only by duplicating the

Failure Records condition, refer to the Temperature

vs. Resistance Value table. The t able may be used to

test the IAT sensor at various temperatures to

evaluate the possibility of a “shifted" sensor that may

be stored above or below a certain temperature. If

this is the case, replace the IAT sensor. If the IAT

sensor appears to be OK, the fault is intermittent;

refer to Diagnostic Aids.

Intake Air Temperature Sensor

°C°FOHMS

Temperature vs. Resistance Values (approxim ate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

DTC P0112–IAT Sensor Circuit Low Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Using a Tech 2, monitor the intake air tempe rature

(IAT).

Is the intake air temperature greater than the specified

value? 148°C

(283°F) Go to Step 4 Go to Step 3

3 1. Ignition “ON", engine “OFF". Review and record

Tech 2 Failure Records data .

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor the “DTC" info for DTC

P0112.

Does the Tech 2 indicate DTC P0112 failed this

ignition? — Refer to Test

Description Refe r to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect the IAT sensor electrical connec tor.

3. Ignition “ON".

4. Observe the intake air temperature on the Tech 2.

Is the intake air temperature below the specified

value? –38°C (–

36°F) Go to Step 6 Go to S tep 5

5 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM electrical connect ors.

3. Check the IAT sensor signal circuit for a short to

ground.

Is the IAT sensor signal circuit shorted to ground? — Verify repair Go to Step 7

6 Replace the IAT sensor.

Is the action complete ? — Verify repair —

7 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0113 IAT SENSOR CIRCUIT

HIGH VOLTAGE

D06RY00147

Circuit Description

The intake air temperature (IAT) sensor is a thermistor

which measures the temperature of the air entering the

engine. The powert rain control m odul e (P CM ) applies 5

volts through a p ull-up resis tor t o the IAT senso r. Whe n

the intake air is cold, the sensor resistance is high and

the PCM will monitor a high signal voltage on the IAT

signal circuit. If the intake air is warm, the sensor

resistance is lower cau sing the PC M to m onitor a lower

voltage. DTC P0113 will set when the PCM detects an

excessively high signal voltage on the intake air

temperature sensor signal circuit.

Conditions for Setting the DTC

• T he engin e has been running for over 30 seconds.

• V ehi cle speed is less than 20 mph (32 km/h).

• ECT signal temperature is above 60°C (140°F).

• Mas s air flow is less t hen 20 g/secon d.

• IAT signal voltage indi cates an i ntake air temperat ure

less than –39°C (–38°F) for total of 12.5 seconds

ove r a 25-second period.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0113 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0113 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broke n l ocks, i mpro perly f orm ed o r dam aged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the IAT display on the Tech 2 while moving

connectors and wiring harnesses related to the IAT

sensor. A change in the IAT display will indicate the

location of the fault.

If DTC P0113 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart:

2. Verifies that the fault is present.

3. If DTC P0113 can be repeated only by duplicating the

Failure Records conditions, refer to the

“Temperature vs. Resistance Values" table. The

table may be used to test the IAT sensor at various

temperatures to evaluate the possibility of a “shifted"

sensor that may be open above or below a certain

temperature. If this is the case, replace the IAT

sensor. If the IAT sensor appears to be OK, the fault

is intermittent; refer to Diagnostic Aids.

Intake Air Temperature Sensor

DTC P0113 –IAT Sensor Circuit High Voltage

°C °FOHMS

Temperature vs. Resistance Values (approximate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Ignition “ON", engine “OFF". Observe the “Intake Air

Temp" display on the Tech 2.

Is the “Intake Air Temp" below the specified value? –38°C (–

36°F) Go to Step 4 Go to S tep 3

3 1. Ignition “ON", engine “OFF".

2. Review and record Tech 2 Failure Records data

parameters.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0113.

Does the Tech 2 indicate DTC P0113 failed? — Refer to Test

Description Refe r to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect the IAT sensor electrical connec tor.

3. Jumper the IAT signal circuit and the sensor

ground circuit together at the IAT sensor harness

connector.

4. Ignition “ON".

5. Observe the “Intake A ir Temp" display on the Tech

Is the “Intake Air Temp" at the specified value? 140°C

(284°F) Go to Step 6 Go to Step 5

5 1. Jumper the IAT signal circuit at the IAT sensor

harness connec tor to chassis ground.

2. Observe the “Intake A ir Temp" display on the Tech

Is the “Intake Air Temp" at the specified value? 140°C

(284°F) Go to Step 7 Go to Step 8

6 Check for poor connections at the IAT sensor and

replace terminals if necessary.

Did any terminals require replacement? — Verify repair Go to Step 10

7 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM, and check the IAT sensor

ground circuit for an open.

3. If the IAT sensor ground circuit is open, repair it as

necessary.

Was the IAT sensor ground circuit open? — Verify repair Go to Step 9

8 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM, and check the IAT signal

circuit for an open.

3. If the IAT sensor signal circuit is open, repair it as

necessary.

Was the IAT signal cir cuit open? — Verify repair Go to S tep 9

9 Check for a poor sensor ground or IAT signal circuit

terminal connection at the PCM and replace

terminal(s) if necessary.

Did any of the terminals need to be replaced? — Verify r epair Go to Step 11

10 Replace the IAT sensor.

Is the action complete ? — Verify repair —

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0117 ECT SENSOR CIRCUIT

LOW VOLTAG E

D06RY00148

Circuit Description

The engine coolant temperature (ECT) sensor is a

thermistor mounted on a coolant crossover pipe at the

front of the engine. The powertrain control module

(PCM) applies a voltage (about 5 volts) through a

pull-up resistor to the ECT signal circuit. When the

engine coolant is cold, the sensor (thermistor)

resistance is high, therefore the PCM will measure a

high signal voltage. As the engine coolant warms, the

sensor resistance becomes lower, and the ECT signal

voltage measured at the PCM drops. With a fully

warmed-up engine, the ECT signal voltage should

measure about 1.5 to 2.0 volts.

Conditions for Setting the DTC

• Engine running time is longer than 120 seconds.

• The ECT sensor signal indicates an engine coolant

temperature greater than 150°C (302°F) (about 0.10

V) for a total of 50 seconds over a 100–second

period.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will substitute the ECT reading with a

default engine coolant temperature value. The default

value is based on start -up intak e air tem perature and

running time.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0117 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0117 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broke n l ocks, i mpro perly f orm ed o r dam aged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the ECT

sen so r. A change in the EC T display will indicat e th e

locati on of the fault.

If DTC P0117 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1114 Diagnostic Chart may isolate

the cause of the fault.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. Verifies that the fault is present.

3. f DT C P 0117 can be repeat ed only by duplicating th e

Failure Records conditions, refer to the

“Temperature vs. Resistance Values" table. The

table may be used to test the ECT sens or at va ri ous

temperat ures to evaluat e the pos sibility of a “shifted"

sensor that may be shorted above or b elow a certain

temperature. If this is the case, replace the ECT

sensor . If the ECT sensor appears to be OK, the fault

is intermittent; refer to Diagnostic Aids.

Engine Coolant Temperature Sensor

°C°FOHMS

Temperature vs. Resistance Values (approxim ate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

DTC P0117 – ECT Sensor Low Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Observe the “E ng Coo l Tem p" display on the Tech

Is the “Eng Cool Temp" below the specified value? 139°C

(282°F) Go to Step 4 Go to Step 3

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “DTC" info for DTC

P0117.

Does the Tech 2 indicate DTC P0117 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Disconnect the ECT sensor electrical connector.

2. Observe the “E ng Coo l Tem p" display on the Tech

Is the “Eng Cool Temp" at the specified value? –39°C (–

38°F) Go to Step 6 Go to S tep 5

5 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and check the ECT signal

circuit for a short to ground or a short to the sensor

ground circuit.

3. If the ECT signal circuit is shorted. repair it as

necessary.

Was the ECT signal circuit shorted to ground? — Verify repair Go to Step 7

6 Replac e the ECT sens or.

Is the action complete ? — Verify repair —

7 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0118 ECT SENSOR CIRCUIT

HIGH VOLTAGE

D06RY00148

Circuit Description

The engine coolant temperature (ECT) sensor is a

thermistor mounted in on a coolant crossover pipe at

the front of the engine. The powertrain control module

(PCM) applies a voltage (about 5 volts) through a

pull-up resistor to the ECT signal circuit. When the

engine coolant is cold, the sensor (thermistor)

resistance is high, therefore the PCM will measure a

high signal voltage. As the engine coolant warms, the

sensor resistance becomes less, and the ECT signal

voltage measured at the PCM drops. With a fully

warmed-up engine, the ECT signal voltage should

measure about 1.5 to 2.0 volts.

Conditions for Setting the DTC

• Engine running time is longer than 90 seconds.

• The ECT sensor signal indicates an engine coolant

temperature of –39°C (–38°F) or less (abou t 5 volts)

for a total of 50 seconds over a 100-second period.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will substitute the ECT reading with a

default engine coolant temperature value. The default

value is based on start -up intak e air tem perature and

running time.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0118 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0118 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

The ECT shares a ground with the Transmission Fluid

Temperature sensor, the Fuel Tank Pressure sensor,

and the MAP sensor.

Check the ground if these DTCs are also set.

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the ECT

sensor. A change in the ECT display will indicate the

location of the fault.

If DTC P0118 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1115 Diagnostic Chart may isolate

the cause of the fault.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. Verifies that the fault is present.

3. If DTC P0118 can be repeated only by duplicating the

Failure Records conditions, refer to the

“Temperature vs. Resistance Value" table. The table

may be used to test the ECT sensor at various

temperatures to evaluate the possibility of a “shifted"

sensor that may be shorted above or below a certain

temperature. If this is the case, replace the ECT

sensor. If the ECT sensor appears to be OK, the fault

is intermittent; refer to Diagnostic Aids.

Engine Coolant Temperature Sensor

DTC P0118 – ECT Sensor Circuit High Voltage

°C °FOHMS

Temperature vs. Resistance Values (approximate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Observe the “E ng Coo l Tem p" display on the Tech

Is the “Eng Cool Temp" below the specified value? –39°C (–

38°F) Go to Step 4 Go to S tep 3

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor the “DTC" info for DTC

P0118.

Does the Tech 2 indicate DTC P0118 failed? — Refer to Test

Description Refe r to

Diagnostic Aids

4 1. Disconnect the ECT sensor electrical connector.

2. Jumper the ECT signal circuit and the sensor

ground circuit toget her at the ECT sens or harness

connector.

3. Observe the “E ng Coo l Tem p" display on the Tech

Is the “Eng Cool Temp" at the specified value? 140°C

(284°F) Go to Step 6 Go to Step 5

5 1. Jumper the ECT signal circuit at the ECT sensor

harness connec tor to chassis ground.

2. Observe the “E ng Coo l Tem p" display on the Tech

Is the “Eng Cool Temp" at the specified value? 140°C

(284°F) Go to Step 7 Go to S tep 8

6 Check for poor connections at the ECT sensor and

replace terminals if necessary.

Did any terminals require replacement? — Verify repair Go to Step 10

7 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM, and check the ECT sensor

ground circuit for an open.

3. If the ECT sensor ground circuit is open, repair it

as necess ar y.

Was the ECT sensor ground circuit open? — Verify repair Go to S tep 9

8 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM, and check the ECT signal

circuit for an open.

3. If the ECT sensor signal circuit is open, repair it as

necessary.

Was the ECT signal circuit open? — Verify repair Go to S tep 9

9 Check for a poor sensor ground or ECT signal circuit

terminal connection at the PCM and replace

terminal(s) if necessary.

Did any of the terminals need to be replaced? — Verify r epair Go to Step 11

10 Replace the ECT sens or.

Is the action complete ? — Verify repair —

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P0131 HO2S CIRCUIT LOW VOLTAGE BANK 1 SENSOR 1

060R100133

Circuit Description

The powertrain control module (PCM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) signal high and signal low ci rcuit s. When

measured with a 10 megaohm digital voltmeter, this

may display as low as 350 mV. The oxygen sensor

varies the voltage within a range of about 1000 mV

when the exhaust is rich, down through about 10 mV

when exh aust is lean. The PCM constantly mon itors the

HO2S signal during “closed loop" operation and

compensates for a rich or lean condition by decreasing

or increasing injector pulse width as necessary. If the

Bank 1 HO2S 1 voltage rema ins excessively low for an

extended period of time, D TC P0 131 will be s et .

Conditions for Setting the DTC

• No related DTCs.

• V ehi cle is operating in “closed loop".

• Engine coolant temperat ure is above 60°C (140°F).

• Ban k 1 HO2S 1 s ignal voltage remains bel ow 30 mV

during norm al “closed loop" operation for a total of 77

seconds over a 90-second period of time.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

• “Open loop" fuel control will be in effect.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0131 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0131 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Heated oxygen sensor wiring – The sensor pigtail

may be routed incorrec tly and c on tacting th e exhaus t

system.

• Poor P CM to engine block grounds .

• Fuel pressure – The system will go lean if pressure is

too low. The PCM can compensate for some

decrease. However, If fuel pressure is too low, a DTC

P0131 may be set. Refer to Fuel System Diagnosis.

• Lean injector(s) – Perform “Injector Balance Test".

• Vacuum leaks – Check for disconnected or damaged

vacuum hoses and for vacuum leaks at the intake

manifold, throttle body, EGR system, and PCV

system.

• Exhaust leaks – An exhaust leak may cause outside

air to be pulled into the exhaust gas stream past the

HO2S, causing the system to appear lean. Check for

exhaust leaks that may cause a false lean condition

to be indicated.

• MAF sensor – The system can go lean if the MAF

sensor signal indicates an engine airflow

measurement that is not correct. Disconnect the MAF

sensor to see if the lean condition is corrected. If so,

replace the MAF sensor.

• Fuel contamination – Water, even in small amounts,

can be delivered to the fuel injectors. The water can

cause a lean exhaust to be indicated. Excessive

alcohol in the fuel can also cause this condition.

Refer to Fuel System Diagnosis for the procedure

to check for fuel contamination.

• If none of the above conditions are present, replace

the affected HO2S.

Test Description

Number(s) below refer to step numbers on the

diagnostic chart.

3. DTC P0131 failing during operation may indicate a

condition described in the “Diagnostic Aids" above. If

the DTC P0131 test passes while the Failure

Records conditions are being duplicated, an

intermittent condition is indicated.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0131 –HO2S Circuit Low Voltage Bank 1 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Instal l th e Tec h 2 .

2. Run the engine at normal operating temperature.

3. Operate the vehicle within the parameters

specified under “Conditions for Setting the DTC"

criteria included in Diagnostic Support.

4. Using a Tech 2, monitor Bank 1 HO2S 1 voltage.

Does the Bank 1 HO2S 1 voltage remain below the

specified value? 22 mV G o to St ep 4 Go to Step 3

3 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records data and note parameters.

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0131

until the DTC P0131 test runs.

Note test result.

Does Tech 2 indicate DTC P0131 failed this igniti on? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Turn the ignition “OFF".

2. Disconnect the PCM.

3. Check the Bank 1 HO2S 1 high and low circuits for

a short to ground or a short to the heater ground

circuit.

Are the Bank 1 HO2S 1 signal circuits shorted to

ground? — Go to Step 5 Go to Step 6

5 Repair the Bank 1 HO2S 1 signal circuit.

Is the action complete ? — Verify repair —

6 1. Turn the ignition “OFF", HO2S 1 and PCM

disconnected.

2. Check for continuity between the high and low

signal circuits.

Was there continuity between the high and low

circuits? — Go to Step 7 Go to Step 8

7 Repair the short between the high and low circuit s.

Is the action complete ? — Verify repair —

8 1 . Ig nit io n “ OFF" .

2. Reconnect the PCM, leave the sensor

disconnected.

3. Ignition “ON".

Does the Tech 2 indicate Bank 1 HO2S 1 voltage

between the spe cified values? 425-475 mV Refer to

Diagnostic Aids Go to Step 9

9 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P0132 HO2S CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 1

060R100133

Circuit Description

The powertrain control module (PCM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) signa l and low circuits. When mea sured

with a 10 megaohm digital voltmeter, this may display

as low as 320 mV. The oxygen sensor varies the

voltage within a range of about 1000 mV whe n exhaust

is rich, down through about 10 mV when exhaust is

lean. The PCM constantly monitors the HO2S signal

during “closed loop" operation and compensates for a

rich or lean condition by decreasing or increasing

injector pulse width as nece ssary. If the Bank 1 HO 2S 1

voltage remains excessively high for an extended

period of time, DTC P0132 will be set.

Conditions for Setting the DTC

• No related DTCs.

• Engine coolant temperat ure is above 60°C (140°F)

• Bank 1 HO2S 1 signal voltage remains above 952

mV during normal “closed loop" operation for a total

of 77 seconds over a 90-second period.

• The fuel control system is operating in the closed

loop mo de.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

• “Open loop" fuel control will be in effect.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0132 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0132 can be cleared by using the Tech 2

“Clear Info" function or by disconnecting the PCM

battery feed.

Diagn ostic Aids

Check the following items:

• F uel p ress ure – The sy stem w ill go rich if pr ess ure is

too high. The PCM can compensate for some

increase. However , if fuel pressure is too high, a DTC

P0132 may be set. Refer to Fuel System Diagnosis.

• Perform “Injector Balance Test" – Refer to

Fuel Sy stem Diagnos is.

• C hec k the EVAP caniste r for fuel saturation – If full of

fuel, check canister control and hoses. Refer to

Evaporative (EVAP) Emission Control System.

• MAF sensor – The system can go rich if MAF sensor

signal indicates an engine airflow measurement that

is not correct. Disconnect the MAF sensor to see it

the rich condition is correcte d. If so, rep lace the MAF

sensor.

• Check for a leak in the fuel pressure regulator

diaphragm by checking the vacuum line to the

regulator for the presence of fuel. There should be no

fuel in the vacuum line.

• An intermittent TP sensor output will cause the

system to go rich due to a false indication of the

engine acc elerator.

• Shorted Heated Oxygen Sensor (HO2S) –If the

HO2S is internally shorted, the HO2S voltage

displayed on the Tech 2 will be over 1 volt. Try

disconnecting the affected HO2S with the key “ON",

engine “OFF". If the displayed HO2S voltage

changes from over 1000 mV to around 450 mV,

replace the HO2S. Silicon contamination of the HO2S

can also cause a h igh HO2S voltage to be indicated.

This condition is indicated by a powdery deposit on

the portion of the HO2S exposed to the exhaust

stream. If contamination is noticed, replace the

affected HO2S.

• Open HO2S Signal Circuit or Faulty HO2S–A poor

connection or open in the HO2S signal circuit can

cause the DTC to set during d eceleration fuel mode.

An HO2S which is faulty and not allowing a full

voltage swing between the rich and lean thresholds

can also cause this c ondition. Operate the vehicle by

monitoring the HO2S voltage with a Tech 2. If the

HO2S voltage is limited within a range between 300

mV to 600 mV, check the HO2S signal circuit wiring

and associa ted terminal conditions.

• If none of the above conditions are present, replace

the affected HO2S.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. DTC P0132 failing during “deceleration fuel cutoff

mode" opera tion may indicate a condition described

in the “Diagnostic Aids" above. If the DTC P0132 test

passes while the Failure Records conditions are

being duplicated, an intermittent condition is

indicated.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0132 – HO2S Circuit High Voltage Bank 1 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Instal l th e Tec h 2 .

2. Run the engine at operating temperature.

3. Operate the vehicle within parameters specified

under “Conditions for Setting the DTC " included in

Diagnostic Support.

4. Using a Tech 2, monitor Bank 1 HO2S 1 voltage.

Does the Bank 1 HO2S 1 voltage remain above the

specified value?

952 mV (500

mV in

deceleration

fuel cutoff

mode) Go to Step 4 Go to Step 3

3 1. Ignition “ON", review and record Tech 2 Failure

Records data.

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0132

until the DTC P0132 test runs.

4. Note the te st re sult.

Does the Tech 2 indicate DTC P0132 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect Bank 1 HO2S 1.

3. Ignition “ON".

4. At HO2S Bank 1 Sensor 1 connector (PCM side)

use a DVM to measure voltages at the high and

low signal terminals.

Are the voltages in the specified range? 3-4 V Go to Step 5 Go to Step 6

5 Repair short to voltage in signal circuit.

Is the action complete ? — Verify repair —

6 1. Ignition “ON", engine“OFF".

2. At Bank 1 HO2S 1 connector (PCM side) jumper

both the HO2S high and low signa l circuits (PCM

side) to ground.

3. Using a Tech 2, monitor Bank 1 HO2S 1 voltage.

Is Bank 1 HO2S 1 voltage below the specified value? 10 mV Go to Step 7 Go to Step 8

7 1. Disconnect the jumpers to ground from Bank 1

HO2S 1 PCM-s ide connect or.

2. With the HO2S 1 connector disconnected, monitor

Bank 1 HO2S 1 voltage.

Is Bank 1 HO2S 1 voltage between the specified

values? 425-475 mV Refer to

Diagnostic Aids Go to Step 8

8 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to On-Vehicle Service in

Powertrain Control Module and Sensors for

procedures.

And also refer to latest Service Bulletin.

Check to se e if t he Latest software is released or not.

And then Down Load the LATEST PROGRAMMED

SOFTWARE to the replacement PCM.

Is the action complete ? — Verify r epair —

DIAGNOSTIC TROUBLE CODE (DTC)

P0134 HO2S CIRCUIT INSUFFICIENT ACTIVITY BANK 1 SENSOR 1

060R100133

Circuit Description

• T he powertrain control module (PCM) supplies a bias

voltage of about 450mV between the heated oxygen

sensor (HO2S) high and low circuits. When

measured with a 10 megaohm digital voltmeter, this

may display as low as 320mV. The oxygen sensor

varies the voltage within a range of about 1000mV

when the exhaust i s rich, down through about 10 mV

when exhaust is lean. The PCM con stantly monitors

the HO2S signal during “closed loop" operation and

compensates for a rich or lean condition by

decreasing or increasing injector pulse width as

necessary. If the Bank 1 HO2S 1 voltage remains at

or near the 450mV bias for an extended period of

time, DTC P0134 will be set, indicating an open

sen sor signal or sensor low ci rcuit.

• Heated oxygen sensors are used to minimize the

amou nt of time required for “closed l oop" fuel control

operation and to allow accurate catalyst monitoring.

The oxygen sensor heater greatly decreases the

amou nt of time requi red for fuel control sensors Bank

1 HO2S 1 and Bank 2 HO2S 1 to become active.

• Oxygen sensor heaters are required by post-catalyst

monitor sensors to maintain a sufficiently high

temperature for accurate exhaust oxygen content

readings further from the engine.

Conditions for Setting the DTC

• No related DTCs.

• Bat te ry voltage is above 10 volts.

• The engine has been running for over 5 seconds.

• Engine coolant temperature (ETC) is above 60°C

(140°F).

• Oxygen sensor heater has been determined to be

functioning properly.

• Bank 1 HO2S 1 signal voltage remains between

400 mV and 500 mV for a total of 77 seconds over a

90-se cond period of time.

Action Take When th e DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

• “Open loop" fuel control will be in effect.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0134 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0134 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

harness connectors for backed-out terminals,

improper mating, broken locks, improperly formed or

damaged terminals, poor terminal-to-wire connection,

and damaged harness.

• Faulty HO2S heater or heater circuit – With the

ignition “ON", engine “OFF", after a cool down period,

the HO2S 1 voltage displayed on the Tech 2 is

normally 455-460mV. A reading over 1000mV

indicates a signal line shorted to voltage. A reading

under 5mV indicates a signal line shorted to ground

or signal lines shorted together. Disconnect the

HO2S and connect a test light between the HO2S

ignition feed and heater ground circuits. If the test

light does not light for 2 seconds when the ignition is

turned on, repair the open ignition feed or sensor

ground circuit as necessary. If the test light lights and

the HO2S signal and low circuits are OK, replace the

HO2S.

• Intermittent test – With the Ignition “ON", monitor the

HO2S signal voltage while moving the wiring harness

and related connectors. If the fault is induced, the

HO2S signal voltage will change. This may help

isolate the location of the malfunction.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. If the DTC P0134 test passes while the Failure

Records conditions are being duplicated, an

intermittent conditions is indicated.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0134 –HO2S Circuit Insufficient Activity Bank 1 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Instal l th e Tec h 2 .

2. Run the engine at operating temperature.

3. Operate the engine above 1200 RPM for two

minutes.

Does the Tech 2 indicate Bank 1 HO2S 1 voltage

varying outside the specified values? 400-500mV Go to Step 3 Go to Step 4

3 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records data and note parameters.

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0134

until the DTC P0134 test runs.

4. Note the te st re sult.

Does the Tech 2 indicate DTC P0134 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 Check for a damaged harnes s.

Was a problem found? — Verify rep air Go to Step 5

5 Check for poor Bank 1 HO2S 1 high and low circuit

terminal connections at the Bank 1 HO2S 1 harness

connector and replace termina l(s) if ne cessary.

Did any terminals require replacement? — Verify repair Go to Step 6

6 Check for poor Bank 1 HO2S 1 high and low circuit

terminal connections at the PCM and replace

terminals if necessary.

Did any terminals require replacement? — Verify repair Go to Step 7

7 1 . Ig nit io n “ OFF" .

2. With the PCM disconnected, check continuity of

the Bank 1 HO2S 1 high circuit.

3. If the Bank 1 HO2S 1 high circuit measures over

5.0 ohms, repair open or poor connection as

necessary.

Was a Bank 1 HO 2S 1 h igh circui t problem found and

corrected? — Verify repair Go to Step 8

8 1 . Ig nit io n “ OFF" .

2. With the PCM disconnected, check continuity of

the Bank 1 HO2S 1 low circ ui t.

3. If the Bank 1 HO2S 1 l ow circuit measures over 5

ohms, repair open or poor connection as

necessary.

Was a Bank 1 HO2S 1 low circuit pro blem found and

corrected? — Verify repair Go to Step 9

9 1. Ignition “ON", engine “OFF".

2. Disconnect B ank 1 HO2S 1 and jumper t he HO2 S

high and low circuit s (PCM side) to ground.

3. Using a Tech 2, monitor Bank 1 HO2S 1 voltage.

Is Bank 1 HO2S 1 voltage in the specified range? 0-10mV Go to St ep 10 Go to Step 11

10 Replace Bank 1 HO2S 1.

Is the action complete ? — Verify repair —

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0135 HO2S

HEATER CIRCUIT BANK 1 SENSOR 1

060R100133

Circuit Description

Heated oxygen sensors are used to minimize the

amount of time required for “closed loop" fuel control

operation and to allow accurate catalyst monitoring. The

oxygen sensor heater greatly decreases the amount of

time required for fuel control sensors Bank 1 HO2S 1

and Bank 2 HO2S 1 to become active. Oxygen sensor

heaters are required by post-catalyst monitor sensors to

maintain a sufficiently high temperature which allows

accurate exhaust oxygen content readings further from

the engin e.

The powertrain control module (PCM) will run the heater

test only after a cold start (determined by engine coolant

and intake air temperature at the time of start-up) and

only once during an ignition cycle. When the engine is

started the PCM will monitor the HO2S voltage. When

the HO2S voltage indicates a suffi ciently active sensor,

the PCM looks at how much time has elapsed since

start-up. If th e PCM determines that t oo much time was

required for the Bank 1 HO2S 1 to become active, a

DTC P0135 will set. The time it should take the HO2S to

reach operating temperature is based on the

accum ulated amount of air that has passed through th e

MA F sensor and into the engin e (more accumula ted air

flow = shorter ti me to HO2S activity).

Conditions for Setting the DTC

• The engine has been running for over 120 seconds.

• He ater signal is below 0.1A.

• No related DTCs.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0135 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0135 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. The HO2S should be allowed to cool before

performing this test. If the HO2S heater is

functioning, the signal voltage will gradually increase

or decrease as the sensor element warms. If the

heater is not functioning, the HO2S signal will remain

near the 450mV bias voltage.

4. Ensures that the ignition feed circuit to the HO2S is

not open or shorted. The test light should be

connected to a good chassis ground, in case the

HO2S low or HO2S heater ground circuit is faulty.

5. Checks the HO2S heater ground circuit.

6. Checks or an open or shorted HO2S heater element.

10. An open HO2S signal or low circuit can cause the

HO2S heater to appear faulty. Check these circuits

before replacing the sensor.

DTC P0135 – HO2S Heater Circuit Bank 1 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2NOTE: If the engine has just been operating ,allow

the engine to cool for at least 15 minutes before

proceeding.

1. Remove the fuel pump relay.

2. Connect a fused jumper at the fuel pump relay

socket, between the battery positive at the relay

and the relay wire that leads to the fuel pump and

HO 2S fuses.

3. Ignition “OFF".

4. Install a Tech 2.

5. Ignition “ON", engine “OFF".

6. Monitor the Bank 1 HO2S 1 voltage for several

minutes.

Did the HO2S voltage go from bias voltage to above

or below the specified values?

Above

650mV or

below 250mV Refer to

Diagnostic Aids Go to Step 3

3 Inspec t the fuse for the Bank 1 HO2S 1 ignition feed.

Is the fuse open? — Go to Step 15 Go to S tep 4

4 1 . Ig nit io n “ OFF" .

2. Raise the vehicle.

3. Disconnect the Bank 1 HO2S 1 electrical

connector.

4. Using a test lig ht c onnected to a good g ro und (do

not use Bank 1 HO2S 1 heater ground or Bank 1

HO2S 1 low), probe t he ignition fe ed circuit at the

Bank 1 HO2S 1 electrical connector (PCM

harness side).

Does the test light illuminate? — Go to St ep 5 Go to Step 7

5 Connect the test light between the Bank 1 HO2S 1

ignition feed and the Bank 1 HO2S 1 heater ground.

Does the test light illuminate? — Go to St ep 6 Go to Step 8

6 1. Allow the HO2S to cool for at le ast 15 minutes.

2. Using a DVM, measure the resistance between

the Bank 1 HO2S 1 ignition feed and the Bank 1

HO2S 1 heater ground at the Bank 1 HO2S 1

pigtail.

Is the HO2S heater resistance within the specified

values? 3-6 ohms G o to St ep 9 Go to St ep 10

7 Repair the open Bank 1 HO2S 1 ignition feed circuit to

Bank 1 HO2S 1.

Is the action complete ? — Verify repair —

8 Repair the open B an k 1 HO 2S 1 he ater ground circuit

to Bank 1 HO2S 1.

Is the action complete ? — Verify repair —

9 1. Check for a poor connection at the Bank 1 HO2 S

1 harness terminals.

2. If a poor connection is found, replace terminals.

Was a poor connect ion found? — Veri fy repair Go to Step 10

10 Check for a poor Bank 1 HO2S 1 high or low circuit

terminal connection at the Bank 1 HO2S 1 harness

connector and replace termina l(s) if ne cessary.

Did any terminals require replacement? — Verify repair Go to Step 11

11 1. Ignition “OFF".

2. Disconnect the PCM and check the continuity of

the Bank 1 HO2S 1 signal circuit and the Bank 1

HO2S 1 low ci rcuit.

3. If the Bank 1 HO2S 1 high circuit or HO2S low

circuit measure s over 5 ohms, repair open or poor

connection as nec essa ry.

Was a problem found? — Verify rep air Go to Step 12

12 Check for a poor Bank 1 HO2S 1 low circuit terminal

connection at the PCM and replace the terminal if

necessary.

Did the terminal require replacement? — Verify rep air Go to Step 13

13 Check for a poo r Bank 1 HO2S 1 high circui t terminal

connection at the PCM and replace the terminal if

necessary.

Did the terminal require replacement? — Verify rep air Go to Step 14

14 Replace the Bank 1 HO2S 1.

Is the action complete ? — Verify repair —

15 Locate and repair the short t o ground in Bank 1 HO2S

1 ignition feed circuit and replace the fault fuse.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P0151 HO2S CIRCUIT LOW VOLTAGE BANK 2 SENSOR 1

060R100133

Circuit Description

The powertrain control module (PCM) supplies a bias

voltage of about 450mV between the heated oxygen

sensor (HO2S) signal high and signal low ci rcuit s. When

measured with a 10 megaohm digital voltmeter, this

may display as low as 320mV. The oxygen sensor

varies the voltage within a range of about 1000mV

when the exhaust is rich, down through about 10mV

when exh aust is lean. The PCM constantly mon itors the

HO2S signal during “closed loop" operation and

compensates for a rich or lean condition by decreasing

or increasing injector pulse width as necessary. If the

Bank 2 HO2S 1 voltage rema ins excessively low for an

extended period of time, D TC P0 151 will be s et .

Conditions for Setting the DTC

• No related DTCs.

• The engine is operating in “closed loop".

• Engine coolant temperat ure is above 60°C (140°F).

• Ban k 2 HO2S 1 signal volta ge remains below 30 mV

during norm al “closed loop" operation for a total of 77

seconds over a 90-second period of time.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

• “Open loop" fuel control will be in effect.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0151 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0151 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Heated oxygen sensor wiring – The sensor pigtail

may be mispositioned and contacting the exhaust

system.

• Poor P CM to engine block grounds .

• Fuel pressure – The system will go lean if pressure is

too low. The PCM can compensate for some

decrease. However, if fuel pressure is too low, a DTC

P0151 may be set. Refer to Fuel System Diagnosis.

• Lean injector(s) – Perform “Injector Balance Test".

• Vacuum leaks – Check for disconnected or damaged

vacuum hoses and for vacuum leaks at the intake

manifold, throttle body, EGR system, and PCV

system.

• Exhaust leaks – An exhaust leak may cause outside

air to be pulled into the exhaust gas stream past the

HO2S, causing the system to appear lean. Check for

exhaust leaks that may cause a false lean condition

to be indicated.

• MAF sensor –The system can go lean if the MAF

sensor signal indicates an engine airflow

measurement that is not correct. Disconnect the MAF

sensor to see if the lean condition is corrected. If so,

replace the MAF sensor.

• Fuel contamination – Water, even in small amounts,

can be delivered to the fuel injectors. The water can

cause a lean exhaust to be indicated. Excessive

alcohol in the fuel can also cause this condition.

Refer to Fuel System Diagnosis for the procedure

to check for fuel contamination.

• If none of the above conditions are present, replace

the affected HO2S.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. DTC P0151 failing during operation may indicate a

condition described in the “Diagnostic Aids" above. If

the DTC P0151 test passes while the Failure

Records conditions are being duplicated, an

intermittent condition is indicate.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0151 – HO2S Circuit Low Voltage Bank 2 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Instal l th e Tec h 2 .

2. Run the engine at operating temperature.

3. Operate the vehicle within the parameters

specified under “Conditions for Setting the DTC"

criteria included in Diagnostic Support.

4. Using a Tech 2, monitor Bank 2 HO2S 1 voltage.

Does the Bank 2 HO2S 1 voltage remain below the

specified value? 22m V Go to St ep 4 Go to Step 3

3 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records data and note parameters.

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0151

until the DTC P0151 test runs.

4. Note test re su l t.

Does the Tech 2 indicate DTC P0151 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Turn ignition “OFF".

2. Disconnect the PCM.

3. Check the Bank 2 HO2S 1 high and low signal

circuits for a short to ground or a short to the

heater ground circuit.

Were Bank 2 HO2S 1 signal circuits short ed? — G o to St ep 5 Go to Step 6

5 Repair the Bank 2 HO2S 1 signal circuit.

Is the action complete ? — Verify repair —

6 1 . Ig nit io n “ OFF" .

2. Leave the PCM and HO2S 1 disconnec ted .

3. Check for continuity between the high and low

signal circuits.

Was there continuity between the high and low

circuits? — Go to Step 7 Go to Step 8

7 Repair the short between the high and low circuit s.

Is the action complete ? — Verify repair —

8 1 . Ig nit io n “ OFF" .

2. Reconne ct the PCM, leave HO2S disconnec ted.

3. Ignition “ON".

Does the Tech 2 indicate Bank 2 HO2S 1 voltage near

the specified value? 42 5-475mV Refer to

Diagnostic Aids Go to Step 9

9 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P0152 HO2S CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 1

060R100133

Circuit Description

The powertrain control module (PCM) supplies a bias

voltage of about 450mV between the heated oxygen

sensor (HO2S) signal high and signal low ci rcuit s. When

measured with a 10 megaohm digital voltmeter, this

may display as low as 320mV. The oxygen sensor

varies the voltage within a range of about 1000mV

when the exhaust is rich, down through about 10mV

when exh aust is lean. The PCM constantly mon itors the

HO2S signal during “closed loop" operation and

compensates for a rich or lean condition by decreasing

or increasing the injector pulse width as necessary. If

the Bank 2 HO2S 1 voltage remains excessively high

for an extended period of time, DTC P0152 will be set.

Conditions for Setting the DTC

• No related DTCs.

• The engine is operating in “closed loop".

• The engine coolant temperature is above 60°C

(140°F).

• Bank 2 HO2S 1 signal voltage remains above 952mV

during norm al “closed loop" operation for a total of 77

seconds over a 90-second period.

Action Taken When the DTC Sets

• The PCM will “ON" the MIL after second trip with

d e te ct e d fa ult

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

• “Open loop" fuel control will be in effect.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0152 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0152 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• F uel pressure – T he system will go rich if pressure is

too high. The PCM can compensate for some

increase. However, if fuel pressure is too high, a DTC

P0152 may be set. Refer to Fuel System Diagnosis.

• Rich injector(s) – Perform “Injector Balance Test".

• Leaking injector – Refer to Fuel System Diagnosis.

• Evaporative emissions (EVAP) system – Check the

canister for fuel saturation. If the canister is full of

fuel, check EVAP control system components and

hoses. Refer to Evaporative Emission (EVAP)

Control System.

• MAF sensor – The system can go rich if the MAF

sensor signal indicates an engine airflow

measurement that is not correct. Disconnect the MAF

sensor to see if rich condition is corrected. If so,

replace MAF sensor.

• Check for leaking fuel pressure regulator diaphragm

by checking vacuum line to regulator for the presence

of fuel. There should be no fuel in the vacuum line.

• TP sensor – An intermittent TP sensor output will

cause the system to go rich, due to a false indication

of the engine accelerating.

• Shorted Heated Oxygen Sensor (HO2S)– If the

HO2S is internally shorted, the HO2S voltage

displayed on the Tech 2 will be over 1 volt. Try

disconnecting the affected HO2S with the key “ON",

engine “OFF". If the displayed HO2S voltage

changes from over 1000mV to around 450mV,

replace the HO2S. Silicon contamination of the HO2S

can cause a high HO2S voltage to be indicated. This

condition is indicated by powdery deposit on the

portion of the HO2S exposed to the exhaust stream.

If contamination is noticed, replace the affected

HO2S.

• Open HO2S Signal Circuit of Faulty HO2S– A poor

connection or open in the HO2S signal circuit can

cause the DTC to set during deceleration fuel mode.

An HO2S which is faulty and not allowing a full

voltage switch between the rich and lean thresholds

can also cause the condition. Operate the vehicle

while monitoring the HO2S voltage with a Tech 2. If

the HO2S is limited within a range between 300mV to

600mV, check the HO2S signal circuit wiring and

associated terminal connections.

• If none of the above conditions are present, replace

the affected HO2S.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. DTC P0152 failing during deceleration fuel cutoff

mode operation may indicate a condition described

in the “Diagnostic Aids" above. If the DTC P0152 test

passes while the Failure Records conditions are

being duplicated, an intermittent condition is

indicated.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0152 – HO2S Circuit High Voltage Bank 2 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Instal l th e Tec h 2 .

2. Engine is at operating temperature.

3. Operate the vehicle within the parameters

specified under “Conditions for Setting the DTC"

criteria included in Diagnostic Support.

4. Using a Tech 2, monitor Bank 2 HO2S 1 voltage.

Does the Bank 2 HO2S 1 voltage remain above the

specified value?

952mV

(500mV in

deceleration

fuel cut-off

mode) Go to Step 4 Go to Step 3

3 1. Ignit io n “ O N" .

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “ DTC" info for DTC P0152

until the DTC P0152 test runs.

5. Note the te st re sult.

Does the Tech 2 indicate DTC P0152 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 1 . Ig nit io n “ OFF" .

2. Disconnect Bank 2 HO2S 1.

3. Ignition “ON".

4. At HO2S Bank 2 Sensor 1 connector (PCM side)

use a DVM to measure voltages at the high and

low signal terminals.

Are the voltages in the specified range? 3-4 V Go to Step 5 Go to Step 6

5 Repair short to voltage in signal circuit.

Is the action complete ? — Verify r epair —

6 1. Ignition “ON", engine“OFF".

2. At Bank 2 HO2S 1 connector (PCM side) jumper

both the HO2S high and low signa l circuits (PCM

side) to ground.

3. Using a Tech 2, monitor Bank 2 HO2S 1 voltage.

Is Bank 2 HO2S 1 voltage below the specified value? 10m V G o to Step 7 Go to Step 8

7 1. Disconnect the jumpers to ground from Bank 2

HO2S 1 PCM-s ide connect or.

2. With the HO2S 1 connector disconnected, monitor

Bank 2 HO2S 1 voltage.

Is the Bank 2 HO2S 1 voltage between the specified

values? 425-475mV Refer to

Diagnostic Aids Go to Step 8

8 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P0154 HO2S CIRCUIT INSUFFICIENT ACTIVITY BANK 2 SENSOR 1

060R100133

Circuit Description

The powertrain control module (PCM) supplies a bias

voltage of about 450mV between the heated oxygen

sensor (HO2S) high and low circuits. When measured

with a 10 megaohm digital voltmeter, this may display

as low as 320mV. The oxygen sensor varies the voltage

within a range of about 1000mV when the exhaust is

rich, down through about 10 mV when exhaust is lean.

The PCM constantly monitors the HO2S signal during

“closed loop" operation and compensates for a rich or

lean condition by decreasing or increasing injector pulse

width as necessary. If the Bank 2 HO2S 1 voltage

remains at or near the 450mV bias for an extended

period of time, DTC P0154 will be set, indicating an

open sensor signal or sensor low circuit.

Heated oxygen sensors are used to minimize the

amount of time required for “closed loop" fuel control

operation and to allow accurate catalyst monitoring. The

oxygen sensor heater greatly decreases the amount of

time required for fuel control sensors Bank 1 HO2S 1

and Bank 2 HO2S 1 to become active. Oxygen sensor

heaters are required by post-catalyst monitor sensors to

maintain a sufficiently high temperature for accurate

exhaust oxygen content readings further from the

engine.

Conditions for Setting the DTC

• No related DTCs.

• Engine coolant temperature is above 60°C (140°F).

• The engine has been running for over 5 seconds.

• Oxygen sensor heater is functioning properly.

• Bank 2 HO2S 1 signal voltage remains between

400 mV and 500 mV for a total of 77 seconds over a

90-se cond period of time.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fa ult.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

• “Open loop" fuel control will be in effect.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0154 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0154 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

harness connectors for backed-out terminals,

improper mating, broken locks, improperly formed or

damaged terminals, poor

terminal-to-wire-connection, and damaged harness.

• Faulty HO2S heater or heater circuit – With the

ignition “ON", engine “OFF", the HO2S 1 voltage

displayed on the Tech 2 is normally 455-460mV. A

reading over 1000mV indicates a signal line shorted

to voltage. A reading under 5mV indicates a signal

line shorted to ground or signal lines shorted

together. If not, disconnect the HO2S and connect a

test light between the HO2S ignition feed and heater

ground circuits. If the test light does not light for 2

seconds when the ignition is turned on, repair the

open ignition feed or sensor ground circuit as

necessary. If the test light lights and the HO2S signal

and low circuits are OK, replace the HO2S.

• Intermittent test – With the ignition “ON", monitor the

HO2S signal voltage while moving the wiring harness

and related connectors. If the fault is induced, the

HO2S signal voltage will change. This may help

isolate the location of the malfunction.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. If the DTC P0154 test passes while the Failure

Records conditions are being duplicated, an

intermittent condition is indicated.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0154 –HO2S Circuit Insufficient Activity Bank 2 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Instal l th e Tec h 2 .

2. Run the engine at operating temperature.

3. Operate the engine above 1200 RPM for two

minutes .

Does the Tech 2 indicate Bank 2 HO2S 1 voltage

varying outside the specified values? 400-500mV G o to St ep 3 Go to Step 4

3 1. Ignition “ON", engine “OFF".

2. Review and record Tech 2 Failure Records data

and note parameters.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech 2, monitor “ DTC" info for DTC P0154

until the DTC P0154 test runs.

5. Note the te st re sult.

Does the Tech 2 indicate DTC P0154 failed this

ignition? — Go to Step 4 Refe r to

Diagnostic Aids

4 Check for a damaged harnes s.

Was a problem found? — Verify rep air Go to Step 5

5 Check f or a poor Bank 2 H O2S 1 high and low circuit

terminal connections at the Bank 2 HO2S 1 harness

connector and replace termina l(s) if ne cessary.

Did any terminals require replacement? — Verify repair Go to Step 6

6 Check f or a poor Bank 2 H O2S 1 high and low circuit

terminal connections at the PCM and replace

terminal(s) if necessary.

Did the terminal require replacement? — Verify repair Go to Step 7

7 1 . Ig nit io n “ OFF" .

2. With the PCM disconnected, check continuity of

the Bank 2 HO2S 1 high circuit.

3. If the Bank 2 HO2S 1 high circuit measures over

5.0 ohms, repair open or poor connection as

necessary.

Was a Bank 2 HO 2S 1 h igh circui t problem found and

corrected? — Verify repair Go to Step 8

8 1 . Ig nit io n “ OFF" .

2. With the PCM disconnected, check continuity of

the Bank 2 HO2S 1 low circ ui t.

3. If the Bank 2 HO2S 1 low circuit measures over

5.0 ohms, repair open or poor connection as

necessary.

Was a Bank 2 HO2S 1 low circuit pro blem found and

corrected? — Verify repair Go to Step 9

9 1. Ignition “ON", engine “OFF".

2. Disconnect B ank 2 HO2S 1 and jumper t he HO2 S

high and low circuit s (PCM side) to ground.

3. Using a Tech 2, monitor Bank 2 HO2S 1 voltage.

Is the Bank 2 HO2S 1 voltage in the specified range? 0-10mV Go t o St ep 10 Go to Step 11

10 Replace Bank 2 HO2S 1.

Is the action complete ? — Verify repair —

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P0155 HO2S HEATER CIRCUIT OPEN BANK 2 SENSOR 1

060R100133

Circuit Description

Heated oxygen sensors are used to minimize the

amount of time required for closed loop fuel control

operation and to allow accurate catalyst monitoring. The

oxygen sensor heater greatly decreases the amount of

time required for fuel control sensors Bank 1 HO2S 1

and Bank 2 HO2S 1 to become active. Oxygen sensor

heaters are required by post-catalyst monitor sensors to

maintain a sufficiently high temperature which allows

accurate exhaust oxygen content readings further from

the engin e.

The powertrain control module (PCM) will run the heater

test only after a cold start (determined by engine coolant

and intake air temperature at the time of start-up) and

only once during an ignition cycle. When the engine is

started the PCM will monitor the HO2S voltage. When

the Bank HO2S voltage indicates a sufficiently active

sensor, the PCM looks at how much time has elapsed

since start-up. If the PCM determines that too much

time was required for the Bank 2 HO2S 1 to become

active, a DTC P0155 will set. The time it should take the

HO2S to reach operating temperature is based on the

total amount of air that has passed through the mass air

flow (MAF) sensor and into the engine (more total air

flow = shorter ti me to HO2S activity).

Conditions for Setting the DTC

• No related DTCs.

• The engine has been running for over 120 seconds.

• He ater signal is below 0.1A.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0155 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0155 can be cleared by using the Tech 2

“Clear info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the display on the Tech 2 while moving connectors

and wiring harnesses related to the sensor. A change

in the display will indicate the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. The HO2S should be allowed to cool before

performing this test. If the HO2S heater is

functioning, the signal voltage will gradually increase

or decrease as the sensor element warms. If the

heater is not functioning, the HO2S signal will remain

near the 450mV bias voltage.

4. Ensures that the ignition feed circuit to the HO2S is

not open or shorted. The test light should be

connected to a good chassis ground, in case the

HO2S low or HO2S heater ground circuit is faulty.

5. Checks the HO2S heater ground circuit.

6. Checks for an open or shorted HO2S heater element.

10. An open HO2S signal or low circuit can cause the

HO2S heater to appear faulty. Check these circuits

before replacing the sensor.

DTC P0155 – HO2S Heater Circuit Open Bank 2 Sensor 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2NOTE: If the engine has just been operating, allow

the engine to cool for at least 15 minutes before

proceeding.

1. Remove the fuel pump relay.

2. Connect a fused jumper at the fuel pump relay

socket, between the battery positive at the relay

and the relay wire that leads to the fuel pump and

HO 2S fuses.

3. Ignition “OFF".

4. Install a Tech 2.

5. Ignition “ON", engine “OFF".

6. Monitor the Bank 1 HO2S 1 voltage for several

minutes.

Did the HO2S voltage go from bias voltage to above

or below the specified value?

Above

650mV or

below 250mV Refer to

Diagnostic Aids Go to Step 3

3 Inspec t the fuse for the Bank 2 HO2S 1 ignition feed.

Is the fuse open? — Go to Step 15 Go to S tep 4

4 1 . Ig nit io n “ OFF" .

2. Raise the vehicle.

3. Disconnect the Bank 2 HO2S 1 electrical

connector.

4. Using a test light connected to a known good

ground (do not use B ank 2 HO2S 1 heater ground

or Bank 2 HO2S 1 low), probe the ignition feed

circuit at the Bank 2 HO2S 1 electrical connector

(PCM harness side).

Does the test light illuminate? — Go to St ep 5 Go to Step 7

5 Connect the test light between Bank 2 HO2S 1 ignition

feed and Bank 2 HO2S 1 heater ground.

Does the test light illuminate? — Go to St ep 6 Go to Step 8

6 1. Allow the HO2S to cool for at le ast 15 minutes.

2. Using a DVM, measure resistance between the

Bank 2 HO2S 1 ignition feed and the Bank 2

HO2S 1 heater ground at the Bank 2 HO2S 1

pigtail.

Is the HO2S resistance within the specified values? 3-6 ohm s G o to St ep 9 Go to Step 10

7 Repair the open Bank 2 HO2S 1 ignition feed circuit to

Bank 2 HO2S 1.

Is the action complete ? — Verify repair —

8 Repair the open Bank 2 HO2S 1 heater ground circuit.

Is the action complete ? — Verify repair —

9 1. Check for a poor connection at the Bank 2 HO2 S

1 harness terminals.

2. If a poor connection is found, replace terminals.

Was a poor connect ion found? — Veri fy repair Go to Step 10

10 Check for a poor Bank 2 HO2S 1 signal or low circuit

terminal connection at the Bank 2 HO2S 1 harness

connector and replace termina l(s) if ne cessary.

Did any terminals require replacement? — Verify repair Go to Step 11

11 1. Ignition “OFF".

2. Disconnect the PCM and check the continuity of

the Bank 2 HO2S 1 signal circuit and the Bank 2

HO2S 1 low ci rcuit.

3. If the Bank 2 HO2S 1 signal circuit or HO2S low

circuit measure s over 5 ohms, repair open or poor

connection as nec essa ry.

Was a problem found? — Verify rep air Go to Step 12

12 Check for a poor Bank 2 HO2S 1 low circuit terminal

connection at the PCM and replace the terminal if

necessary.

Did the terminal require replacement? — Verify rep air Go to Step 13

13 Check for a poor Bank 2 HO2S 1 signal circuit

terminal connection at the PCM and replace the

terminal if necessary.

Did the terminal require replacement? — Verify rep air Go to Step 14

14 Replace Bank 2 HO2S 1.

Is the action complete ? — Verify repair —

15 Locate and repair short to ground in Bank 2 HO2S 1

ignition feed circuit and replace the faulty fuse.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0171 FUEL TRIM

SYSTEM LEAN BANK 1

060R100133

Circuit Description

To provide the best possible combination of derivability,

fuel econ omy, and emiss ion control, a “closed loop" air/

fuel metering system is used. While in “closed loop", the

powertrain control module (PCM) monitors the Bank 1

HO2S 1 and Bank 2 HO2S 1 signals and adjusts fuel

delivery based upon the HO2S signal voltages. A

change made to fuel delivery will be indicated by the

long and short term fuel trim values which can be

monitored with a Tech 2. Ideal fuel trim values are

around 0%; if the HO2S signals are indicating a lean

condition the PCM will add fuel, resulting in fuel trim

values above 0%. If a rich condition is detected, the fuel

trim values will be below 0%, indicating tha t th e P CM is

reducing t he amou nt of fuel del ivered. If an ex cessively

lean condition is detected on Bank 1, the PCM will set

DTC P0171.

The P CM's ma xi mum au thori ty to control long t erm fuel

trim allows a range between –15% and +15%. The PCM

monitors f uel trim under various engine spe ed/load fuel

trim cells before determining the status of the fuel trim

diagnostic.

Conditions for Setting the DTC

• None of the following: EGR DTCs, HO2S DTCs,

(response, transition, open, low volts, no activity),

MAF DTCs, TP sensor DTCs, MAP DTCs, IAT DTCs,

injector circuit D TCs, or misfire DTCs .

• Engi ne coolan t temperature is between 6°C (42.8°F)

and 105°C (221°F).

• Intake ai r temperature is between –40°C (–40°F) and

120°C (248°F).

• Manifold absolute pressure is between 24 kPa and

99 kPa .

• Throttle angle is steady below 95%.

• V ehi cle speed is below 136 km/h (85 mph).

• Engine speed is between 400 and 6,000 RPM.

• Barometric pressure is greater than 72.5 kPa.

• Mass air flow is between 2 g/second and 200 g/

second.

• Ignition voltage is above 9.5 volts.

• F uel system is in “closed loop".

• The short term fuel trim is more than 2%, and the

long term fuel trim is more than 15%.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lam p (M IL) after the second cons ecut ive trip i n which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive tri p cycl e during whi ch the dia g nost i c h a s

been run and the fault condition is no longer present.

• A history DTC P0171 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0171 can be cleared by using the Tech 2

“Clear Info" function.

Diagn ostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, i mp roperly form ed or dam aged

terminal s, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Bank 1 HO2S 1 display on the Tech 2 while

moving connectors and wiring harnesses related to

the engine harness. A change in the display will

indicat e the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. DTCs other than P0171 and P0174 may indicate a

conditi on present w hich m ay c ause a l ean condition.

If this is the case, repairing the condition which

caused the other DTC will most likely correct the

DTC P0171/P0174.

4. If the DTC P0171 test passes while the Failure

Records conditions are being duplicated, the lean

condition is intermittent. Refer to Diagnostic Aids or

Symptoms for additional information on diagnosing

intermittent problems.

DTC P0171 – Fuel Trim System Lean Bank 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Are any DTCs set other than P0171 and P0174?

—

Go to the

applicable DTC

charts and

repa ir the other

DTCs before

proceeding with

this chart Go to Step 3

3 1. Start the engine and operate the vehicle in “closed

loop".

2. Observe the “BANK 1 L.T. FUEL TRIM" display on

the Tech 2.

Is the displayed value greater than the specified

value? L.T. Fuel

T rim: +20% Go to Step 5 Go to Step 4

4 1. Review and record the Tech 2 Failure Records

data.

2. Clear the DTC P0171/P0174 and operate the

vehicle to duplicate the Failure Records

condition s.

3. Monitor the Tech 2 “DTC" info for DTC P0171

while operating the vehicle to duplicate the Failure

Records conditions.

4. Continue operating the vehicle until the DTC

P0171 test runs and note the test result.

Does the Tech 2 indicate DTC P0171 failed this

ignition? — Go to Step 5

The lean

condition is not

present. I f a

derivability

symptom still

ex i s ts, r e fer to

Symptoms

section.

5 Was DTC P0174 also set? — Go to Step 6 Go to Step 15

6 Visually and physically inspect the vacuum hoses for

disconnections, splits, kinks, improper routing and

improper connect ions and repair any problem found.

Did your inspection reveal a problem requiring repair? — Verify repair Go to Step 7

7 Visually and physically inspect the crankcase

ventilation valve for proper installation and repair any

problem found (refer to Crankcase Ventilation

System).

Did your inspection reveal a problem requiring repair? — Verify repair Go to S tep 8

8 1. Inspect the MAF sensor inlet screen for damage

or for the presence of foreign objects which may

parti ally block the air flow sample through the MAF

sensor.

2. Correct any problem that is found as necessary.

Did your inspection of the MAF sensor reveal a

condition requiring repair? — Verify repair Go to S tep 9

9 Start the engine and note the idle quality.

Is a high or unsteady idle being experienced? — Go to Step 10 Go to Step11

10 1. Visually and physically inspect the throttle body,

intake manifold, EGR valve and the EGR feed

pipe for vacuum leaks.

2. Repair any vac uum leaks as necessary.

Did your inspection reveal a vacuum leak? — Veri fy repair Go to Step 11

11 Check the fuel for excessive water, alcohol, or other

contaminants (see Diagnosis in Engine Fuel for the

procedure) and correct the contaminated fuel

condition if present (see Engine Fuel).

Was the fu el contaminated? — Veri fy repair Go to Step 12

12 1. Visually and physically inspect the PCM injector

grounds, power grounds and sensor grounds to

ensure that they are clean, tight, and in their

proper locations.

2. If a faulty ground condition i s present, correc t it as

necessary.

Did your inspection reveal a condition requiring

repair? — Veri fy repair Go to Step 13

13 1. Disconnect the MAF sen sor electrical connect or.

2. Operate the vehicle in “closed loop" while

monitoring the “BANK 1 S.T. FUEL TRIM"

displayed on the Tech 2.

Does “BANK 1 S.T. FUEL TRIM" value decrease to

near the specified value? 0% Go to Step 19 Go to Step 14

14 Perform the procedure in the “Fuel System Pressure

Test" and repair f uel system problem if necessary.

Did Fuel System Pressure Test isolate a condition

requiring repair? — Veri fy repair Go to St ep 15

15 1. Visually and physically inspect the intake

manifold, injector O-rings, EGR adapter, EGR

valve and the EGR feed pipes for vacuum leaks.

2. Repair any problem that is found.

Did your inspection reveal a problem? — Verify repair Go to Step 16

16 Visually and physically inspect the Bank 1 exhaust

manifold for leaks and loose or missing hardware and

correct any problem found.

Did your inspection reveal a problem? — Verify repair Go to Step 17

17 Perform the “Injector Balance Test", and correct any

problem found (refer to Fuel Metering System).

Did Injector Balance Test isolate a problem? — Verify repa ir Go to Step 18

18 1. Visually and physically inspect the Bank 1 HO2S 1

to ensure that it is installed securely and that the

Bank 1 HO2S 1 pigtail an d wiring harness are n ot

contacting the exhaust or otherwise damaged .

2. If a problem is found, correct it as necessary.

Did your inspection reveal a problem? — Verify repair Refe r to

Diagnostic Aids

19 Replace the MAF sensor.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0172 FUEL TRIM SYSTEM

RICH BANK 1

060R100109

Circuit Description

To provide the best possible combination of derivability,

fuel econ omy, and emiss ion control, a “closed loop" air/

fuel metering system is used. While in “closed loop", the

powertrain control module (PCM) monitors the Bank 1

heated oxygen sensors (HO2S) 1 and Bank 2 HO2S 1

signals and adjusts fuel delivery based upon the HO 2S

signal voltages. A change made to fuel delivery will be

indicated by the long and short term fuel trim values

which can be monitored with a Tech 2. Ideal fuel trim

values are around 0%; if the HO2S signals are

indicating a lean condition the PCM will add fuel,

resulting in fuel trim values above 0%. If a ri ch condition

is detected, the fuel trim values will be below 0%,

indicating that the PCM is reducing the amount of fuel

delivered. If an exces sively rich con dition is detected on

Bank 1, the PCM w ill set DTC P0172 .

The P CM's ma xi mum au thori ty to control long t erm fuel

trim allows a range between –15% and +15%. The PCM

monitors f uel trim under various engine spe ed/load fuel

trim cells before determining the status of the fuel trim

diagnostic.

Conditions for Setting the DTC

• None of the following was set: EGR DTCs, HO2S

DTCs, (response, transition, open, low volts, no

activity), MAF DTCs, TPS DTCs, MAP DTCs, IAT

DTCs, injector circuit DT Cs, or misfire DTCs.

• Engi ne coolan t temperature is between 6°C (42.8°F)

and 105°C (221°F).

• Intake ai r temperature is between –40°C (–40°F) and

120°C (248°F).

• Manifold absolute pressure is between 24 kPa and

99 kPa .

• Throttle angle is steady below 95%.

• V ehi cle speed is below 136 km/h (85 mph).

• Engine speed is between 400 and 6,000 RPM.

• Barometric pressure is greater than 72.5 kPa.

• Mass air flow is between 2 g/second and 200 g/

second.

• Ignition voltage is above 9.5 volts.

• F uel system is in “closed loop".

• The short term fuel trim is less than –2%, and the

long term fuel trim is more than –15%.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) after the second consecutive trip in which

the fault is detected.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0172 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0172 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Bank 1 HO2S 1 display on the Tech 2 while

moving connectors and wiring harnesses related to

the engine harness. A change in the display will

indicate the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. DTCs other than P0172 and P0175 may indicate a

condition present which may cause a lean condition.

If this is the case, repairing the condition which

caused the other DTC will most likely correct the

DTC P0172/P0175.

4. If the DTC P0172 test passes while the Failure

Records conditions are being duplicated, the rich

condition is intermittent. Refer to Diagnostic Aids or

Symptoms for additional information on diagnosing

intermittent problems.

DTC P0172 – Fuel Trim System Rich Bank 1

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Are any DTCs set other than P0172 and P0175?

—

Go to the

applicable DTC

charts and

repa ir the other

DTCs before

proceeding with

this chart Go to Step 3

3 1. Start the engine and operate the vehicle in “closed

loop".

2. Observe “B1 Lo ng Term Fuel Trim" display on t he

Tech 2.

Is the displayed value more negative than the

specified value?

L.T. Fuel

Trim : –15%

(auto. trans.)

OR –12%

(man. trans.) Go to Step 5 Go to Step 4

4 1. Review and record the Tech 2 Failure Records

data.

2. Clear the DTC P0172/P0175 and operate the

vehicle to duplicate the Failure Records

condition s.

3. Monitor the Tech 2 “DTC" info for DTC P0172

while operating the vehicle to duplicate the Failure

Records conditions.

4. Continue operating the vehicle until the DTC

P0172 test runs and note test result.

Does the Tech 2 indicate DTC P0172 failed this

ignition? — Go to Step 5

The rich

condition is not

present. I f a

derivability

symptom still

ex i s ts, r e fer to

Symptoms.

5 Is DTC P0175 also set? — Go to Step 6 Go to Step 15

6 Visually and physically inspect the air filter element

and replace it if necessary.

Did the air filter require replacement ? — Verify repair Go to S tep 7

7 Visually and physically inspect the air intake duct for

collapse or rest riction and repair if necessary.

Did your inspection reveal a condition requiring

repair? — Verify repair Go to Step 8

8 Inspect the MAF sensor inlet screen f or damag e or for

the presence of foreign objects which may partially

block air flow through the screen and correct any

problem found.

Did your inspection of the MAF sensor reveal a

condition requiring repair or replac em ent? — Verify repair Go to S tep 9

9 Start the engine and note the idle quality.

Is a low or u nstead y idle being experienced? — Go t o Step 10 Go to Step 11

10 1. Ignition “OFF".

2. Physically inspect the throttle body bore and

throttle plate for coking and foreign objects.

3. If a problem was found, repair as necessary.

Did your inspection reveal a condition requiring

repair? — Verify repair Go to Step 11

11 1. Disconnect the vacuum hose from the fuel

pressure regulator and inspect the hose for the

presence of fuel.

2. If fuel is present in the vacuum hose, repl ace the

fuel pressure regulator (refer to Fuel Metering

System).

Did the fuel pressure regulator require replacement? — Veri fy repair Go to Step 12

12 Ignition “ON", engine “OFF", monitor the TP1 Angle

display on the Tech 2 while slowly depressing the

accelerator pedal.

Does the TP Angle display increase steadily and

evenly from minimum value at closed throttle to

maximum value at wide-open throttle?

Minimum 8%

Maximum

92% Go to Step 13 Go to Step 21

13 1. Disconnect the MAF sen sor electrical connect or.

2. Operate the vehicle in “closed loop" while

monitoring the “BANK 1 L.T. FUEL TRIM" and

“BANK 1 S. T. FUEL TRIM" display on the Tech 2.

Did both values change to near the specified value? 0% Go to Step 22 Go to Step 14

14 1. Perform “Fuel System Pressure Test".

2. If Fuel System Pressure Test isolates a problem,

repair as necessary (refer to Engine Fuel or Fuel

Metering System).

Did the Fuel System Pressure Test isolate a problem

requiring repair? — Veri fy repair Go to St ep 15

15 1. Ignition “ON", engine “OFF".

2. Connect a test light between the harness

connector terminals of canister purge solenoid.

Is the test light on? — Go to Step 16 Go to Step 19

16 Check for short to ground in the wire (YEL/RED)

between the canister purge solenoid and PCM

terminal S-48.

Was there a sh ort to ground? — Go to Step 17 Go to Step 18

17 Repair the short to ground.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

18 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

19 1. Perform the “Injector Balance Test".

2. If Injector Balance Test isolates a problem, repair

as n ecessary (refer to Fuel Metering System).

Did the Injector Balance Test isolate a problem

requiring repair? — Veri fy repair Go to St ep 20

20 1. Remove and visually/physically inspect the Bank

1 HO2S 1 for silicon contamination. This will be

indicated by a powdery deposit on the portion of

the HO2S that is exposed to the exhaust stream.

2. If contamination is evident on the Ban k 1 HO2S 1,

replace the contaminated sen sors.

Did the sensor require replacement? — Verify r epair Refe r to

Diagnostic Aids

21 1. Check the TP sensor mounting screws and tighten

or replace them as necessary if they are loose or

missing.

2. If the screws are OK, replace the TP sensor.

Is the action complete ? — Verify repair —

22 Replace the MAF sensor.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0174 FUEL TRIM SYSTEM

LEAN BANK 2

060R100133

Circuit Description

To provide the best possible combination of derivability,

fuel econ omy, and emiss ion control, a “closed loop" air/

fuel metering system is used. While in “closed loop", the

powertrain control module (PCM) monitors the Bank 1

HO2S 1 and Bank 2 HO2S 1 signals and adjusts fuel

delivery based upon the HO2S signal voltages. A

change made to fuel delivery will be indicated by the

long and short term fuel trim values which can be

monitored with a Tech 2. Ideal fuel trim values are

around 0%; if the HO2S signals are indicating a lean

condition the PCM will add fuel, resulting in fuel trim

values above 0%. If a rich condition is detected, the fuel

trim values will be below 0%, indicating tha t th e P CM is

reducing t he amou nt of fuel del ivered. If an ex cessively

lean condition is detected on Bank 2, the PCM will set

DTC P0174.

The P CM's ma xi mum au thori ty to control long t erm fuel

trim allows a range between –15% and +15%. The PCM

monitors f uel trim under various engine spe ed/load fuel

trim cells before determining the status of the fuel trim

diagnostic.

Conditions for Setting the DTC

• None of the following DTCs are set: idle system,

EGR, HO2S, (response, transition, open, low volts,

no activity), MAF, TP sensor, MAP, IAT, injector

circuit, or misfire.

• Engi ne coolan t temperature is between 6°C (42.8°F)

and 105°C (221°F).

• Intake ai r temperature is between –40°C (–40°F) and

120°C (248°F).

• Manifold absolute pressure is between 24 kPa and

99 kPa .

• Throttle angle is steady between 3 and 95%.

• V ehi cle speed is below 136 km/h (85 mph).

• Engine speed is between 400 and 6,000 RPM.

• Barometric pressure is greater than 72.5 kPa.

• Mass air flow is between 2 g/second and 200 g/

second.

• Ignition voltage is above 9.5 volts.

• F uel system is in “closed loop".

• The short term fuel trim is more than 2%, and the

long term fuel trim is more than 15%.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lam p (M IL) after the second cons ecut ive trip i n which

the failure is detected.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive tri p cycl e during whi ch the dia g nost i c h a s

been run and the fault condition is no longer present.

• A history DTC P0174 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0174 can be cleared by using the Tech 2

“Clear Info" function.

Diagn ostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, i mp roperly form ed or dam aged

terminal s, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Bank 2 HO2S 1 display on the Tech 2 while

moving connectors and wiring harnesses related to

the engine harness. A change in the display will

indicat e the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. DTCs other than P0171 and P0174 may indicate a

conditi on present w hich m ay c ause a l ean condition.

If this is the case, repairing the condition which

caused the other DTC will most likely correct the

DTC P0171/P0174.

4. If the DTC P0174 test passes while the Failure

Records conditions are being duplicated, the lean

condition is intermittent. Refer to Diagnostic Aids or

Symptoms for additional information on diagnosing

intermittent problems.

DTC P0174 – Fuel Trim System Lean Bank 2

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Are any DTCs set other than P0174 and P0171?

—

Go to the

applicable DTC

charts and

repa ir the other

DTCs before

proceeding with

this chart. Go to S tep 3

3 1. Start the engine and operate the vehicle in “closed

loop".

2. Observe the “BANK 2 L.T. FUEL TRIM" display on

the Tech 2.

Is the displayed values greater than the specified

values? L. T. Fuel

T rim: +20% Go to Step 5 Go to Step 4

4 1. Review and record Te ch 2 Failure Records data.

2. Clear the DTC P0171/P0174 and operate the

vehicle to duplicate the Failure Records

condition s.

3. Monitor the Tech 2 “DTC" info for DTC P0174

while operating the vehicle to duplicate the Failure

Records conditions.

4. Continue operating the vehicle until the DTC

P0174 test runs.

5. Note the te st re sult.

Does the Tech 2 indicate DTC P0174 failed this

ignition? — Go to Step 5

The lean

condition is not

present. I f a

derivability

symptom still

ex i s ts, r e fer to

Symptoms

section.

5 Was DTC P0171 also set? — Go to Step 6 Go to Step 15

6 Visually and physically inspect the vacuum hoses for

disconnections, splits, kinks, improper routing and

improper connect ions and repair any problem found.

Did your inspection reveal a problem requiring repair? — Verify repair Go to Step 7

7 Visually and physically inspect the crankcase

ventilation valve for proper installation and repair any

problem found (refer to Crankcase Ventilation

System).

Did your inspection reveal a problem requiring repair? — Verify repair Go to S tep 8

8 1. Inspect the MAF sensor inlet screen for damage

or for the presence of foreign objects which may

parti ally block the air flow sample through the MAF

sensor.

2. Correct any problem that is found as necessary.

Did your inspection of the MAF sensor reveal a

condition requiring repair? — Verify repair Go to S tep 9

9 Start the engine and note the idle quality.

Is a high or unsteady idle being experienced? — Go to Step 10 Go to Step 11

10 1. Visually and physically inspect the throttle body,

intake manifold, EGR valve and the EGR feed

pipe for vacuum leaks.

2. Repair any vac uum leaks as necessary.

Did your inspection reveal a vacuum leak? — Veri fy repair Go to Step 11

11 Check the fuel for excessive water, alcohol, or other

contaminants (see Diagnosis in Engine Fuel for

procedure) and correct the contaminated fuel

condition is present (see Engine Fuel).

Was the fu el contaminated? — Veri fy repair Go to Step 12

12 1. Visually and physically inspect the PCM injector

grounds, power grounds and sensor grounds to

ensure that they are clean, tight, and in their

proper locations.

2. If a faulty ground condition i s present, correc t it as

necessary.

Did your inspection reveal a condition requiring

repair? — Veri fy repair Go to Step 13

13 1. Disconnect the MAF sen sor electrical connect or.

2. Operate the vehicle in “closed loop" while

monitoring the “BANK 2 S.T. FUEL TRIM"

displayed on the Tech 2.

Does the “BANK 2 S.T. FUEL TRIM" value decrease

to near the specified value? 0% Go to S t ep 19 Go to Step 14

14 Perform the procedure in the "Fuel System Pressure

Test" and repair f uel system problem if necessary.

Did the Fuel System Pressure Tes t isola te a co ndition

requiring repair? — Veri fy repair Go to Step 15

15 1. Visually and physically inspect the intake

manifold, injector O-rings, EGR adapter, EGR

valve and the EGR feed pipes for vacuum leaks.

2. Repair any problem that is found.

Did your inspection reveal a problem? — Verify repair Go to Step 16

16 Visually and physically inspect the Bank 2 exhaust

manifold for leaks and loose or missing hardware and

correct any problem found.

Did your inspection reveal a problem? — Verify repair Go to Step 17

17 Perform the “Injector Balance Test" and correct any

problem found (refer to Fuel Metering System).

Did the Injector Balance Test isolate a problem? — Veri fy repair Go to Step 18

18 1. Visually and physically inspect the Bank 2 HO2S 1

to ensure that it is installed securely and that the

Bank 2 HO2S 1 pigtail an d wiring harness are n ot

contacting the exhaust or otherwise damaged .

2. If a problem is found, correct it as necessary.

Did your inspection reveal a problem? — Verify repair Refe r to

Diagnostic Aids

19 Replace the MAF sensor.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0175 FUEL TRIM SYSTEM

RICH BANK 2

060R100133

Circuit Description

To provide the best possible combination of derivability,

fuel econ omy, and emiss ion control, a “closed loop" air/

fuel metering system is used. While in “closed loop", the

powertrain control module (PCM) monitors the Bank 1

HO2S 1 and Bank 2 HO2S 1 signals and adjusts fuel

delivery based upon the HO2S signal voltages. A

change made to fuel delivery will be indicated by the

long and short term fuel trim values which can be

monitored with a Tech 2. Ideal fuel trim values are

around 0%; if the HO2S signals are indicating a lean

condition the PCM will add fuel, resulting in fuel trim

values above 0%. If a rich condition is detected, the fuel

trim values will be below 0%, indicating tha t th e P CM is

reducing t he amou nt of fuel del ivered. If an ex cessively

rich condition is detected on Bank 2, the PCM will set

DTC P0175.

The P CM's ma xi mum au thori ty to control long t erm fuel

trim allows a range between –15%(automatic

transmission) or –12%(manual transmission) and

+15%. The PCM monitors fuel trim under various

engine speed/load f uel trim cel ls bef ore det erm ining th e

status of the fuel trim diagn os tic.

Conditions for Setting the DTC

• None of the following DTCs are set: idle system,

EGR, HO2S, (response, transition, open, low volts,

no activity), MAF, TPS, MAP, IAT, canister purge,

EVAP, in jecto r circuit, or misfire.

• Engi ne coolan t temperature is between 6°C (42.8°F)

and 105°C (221°F).

• Intake ai r temperature is between –40°C (–40°F) and

120°C (248°F).

• Manifold absolute pressure is between 24 kPa and

99 kPa .

• Throttle angle is steady between 3 and 95%.

• V ehi cle speed is below 136 km/h (85 mph).

• Engine speed is between 400 and 6,000 RPM.

• Barometric pressure is greater than 72.5 kPa.

• Mass air flow is between 2 g/second and 200 g/

second.

• Ignition voltage is above 9.5 volts.

• F uel system is in “closed loop".

• The short term fuel trim is less than –2%, and the

long term fuel trim is more than –15%.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) after the second consecutive trip in which

the failure is detected.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0175 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0175 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed -out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Bank 2 HO2S 1 display on the Tech 2 while

moving connectors and wiring harnesses related to

the engine harness. A change in the display will

indicate the location of the fault.

Reviewing the Failure Records Vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. DTCs other than P0172 and P0175 may indicate a

condition present which may cause a lean condition.

If this is the case, repairing the condition which

caused the other DTC will most likely correct the

DTC P0172/P0175.

4. If the DTC P0175 test passes while the Failure

Records conditions are being duplicated, the rich

condition is intermittent. Refer to Diagnostic Aids or

Symptoms for additional information on diagnosing

intermittent problems.

DTC P0175 – Fuel Trim System Rich Bank 2

Step Action Value(s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Are any DTCs set other than P0172 and P0175?

—

Go to the

applicable DTC

charts and

repa ir the other

DTCs before

proceeding with

this chart. Go to S tep 3

3 1. Start the engine and operate the vehicle in “closed

loop".

2. Observe the “BANK 2 L.T. FUEL TRIM" display on

the Tech 2.

Is the displayed value more negative than the

specified value?

L.T. Fuel

Trim : –15%

(auto. trans.)

OR –12%

(man. trans.) Go to Step 5 Go to Step 4

4 1. Review and record the Tech 2 Failure Records

data.

2. Clear the DTC P0172/P0175 and operate the

vehicle to duplicate the Failure Records

condition s.

3. Monitor the Tech 2 “DTC" info for DTC P0175

while operating the vehicle to duplicate the Failure

Records conditions.

4. Continue operating the vehicle until the DTC

P0175 test runs.

5. Note the te st re sult.

Does the Tech 2 indicate DTC P0175 failed this

ignition? — Go to Step 5

The rich

condition is not

present. I f a

derivability

symptom still

ex i s ts, r e fer to

Symptoms.

5 Was DTC P0172 also set? — Go to Step 6 Go to Step 15

6 Visually and physically inspect the air filter element

and replace it if necessary.

Did the air filter require replacement ? — Verify repair Go to S tep 7

7 Visually and physically inspect the air intake duct for

collapse or rest riction and repair if necessary.

Did your inspection reveal a problem requiring repair? — Verify repair Go to S tep 8

8 Inspect the MAF sensor inlet screen f or damag e or for

the presence of foreign objects which may partially

block air flow through the screen and correct any

problem found.

Did your inspection of the MAF sensor reveal a

condition requiring repair or replac em ent? — Verify repair Go to S tep 9

9 Start the engine and note the idle quality.

Is a low or u nstead y idle being experienced? — Go t o Step 10 Go to Step 11

10 1. Turn the ignition off and physically inspect the

throttle body bore, throttle plate, and IAC

passages for coking and foreign objects.

2. If a problem was found, repair as necessary.

Did your inspection reveal a condition requiring

repair? — Verify repair Go to Step 11

11 1. Disconnect the vacuum hose from the fuel

pressure regulator and inspect the hose for the

presence of fuel.

2. If fuel is present in the vacuum hose, repl ace the

fuel pressure regulator (refer to Fuel Metering

System).

Did the fuel pressure regulator require replacement? — Veri fy repair Go to Step 12

12 1. Ignition “ON", engine “OFF".

2. Monitor the TP Angle displ ay on the Tech 2 w hile

slowly depressing the accelerator pedal.

Does the TP Angle display increase steadily and

evenly from minimum value at closed throttle to

maximum value at wide-open throttle?

Minimum 8%

Maximum

92% Go to Step 13 Go to Step 21

13 1. Disconnect the MAF sen sor electrical connect or.

2. Operate the vehicle in “closed loop" while

monitoring the “BANK 2 L.T. FUEL TRIM" and

“BANK 2 S.T. FUEL TRIM " display on the Tec h 2.

Did both values change to near the specified value? 0% Go to Step 22 Go to St ep 14

14 1. Perform the “Fuel Sy ste m Pressu re Test".

2. If Fuel System Pressure Test isolates a problem,

repair as necessary (refer to Engine Fuel or Fuel

Metering System).

Did the Fuel System Pressure Tes t isola te a co ndition

requiring repair? — Veri fy repair Go to Step 15

15 1. Ignition “ON", engine “OFF".

2. Connect a test light between the harness

connector terminals of canister purge solenoid.

Is the test light on? — Go to Step 16 Go to Step 19

16 Check for short to ground in the wire (YEL/RED)

between the canister purge solenoid and PCM

terminal S-48.

Was there a sh ort to ground? — Go to Step 17 Go to Step 18

Step Action Value(s) Yes No

17 Repair the short to ground.

Is the action complete ? — Verify repair —

18 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

19 1. Perform the “Injector Balance Test".

2. If the Injector Balance Test isolates a problem,

repair as necessary (refer to Fuel Metering

System).

Did the Injector Balance Test isolate a problem

requiring repair? — Veri fy repair Go to St ep 20

20 1. Remove and visually/physically inspect the Bank

2 HO2S 1 for silicon contamination. This will be

indicated by a powdery deposit on the portion of

the HO2S that is exposed to the exhaust stream.

2. If contamination is evident on the Ban k 2 HO2S 1,

replace the contaminated sen sor.

Did the sensor require replacement? — Verify r epair Refe r to

Diagnostic Aids

21 1. Check the TP sensor mounting screws and tighten

or replace them as necessary if they are loose or

missing.

2. If the screws are OK, replace the TP sensor.

Is the action complete ? — Verify repair —

22 Replace the MAF sensor.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0201 INJECTOR 1 CONTROL CIRCUIT

060R100134

Circuit Description

The powert ra in con trol module (PCM) has six in dividual

injector driver circuits. Each controls an injector. When a

driver circuit is grounded by the PCM, the injector is

activated. The PCM monitors the current in each driver

circuit. The voltage on each driver is monitored to detect

a fault. If the voltage is not what the PCM expects to

monitor on the circuit, a DTC is set. This DTC is also set

if an injector d ri ver is shorted to voltage or if there is an

open circuit.

Conditions for Setting the DTC

• T he battery voltage is more than 9 v ol ts.

• Engine speed is more than 700 rpm.

• The engine is turning, determined by 58X crankshaft

pos ition input signal.

• The injector voltage does not equal the ignition

voltage when the injector is commanded “OFF" or the

injector voltage does not equal 0 volts when the

injector is commanded “ON" .

• T he above c onditions are met for 5 seconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn “OFF" the MIL on the third

consecutive trip cycle in which the diagnostic has

been run and the fault is no longer present.

• A history DTC P0201 will clear after 40 consecutive

warm-up cy cles occur without a fault.

• DTC P0201 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0201 to set. It will also cause

a misfire due to an inoperative injector. A misfire DTC

will also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for faulty

injectors.

Test Description

The number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. This step determines if DTC P0201 is the result of a

hard failure or an intermittent condition.

5. A special injector test connector is provided so that

the injectors can be electrically tested without

removal of the manifold. The test connector can be

identified by the blue connector lock which is

tethered to the wiring harness. If the light for cylinder

1 is “ON" steady before cranking the engine as well

as while cranking the engine, then the injector driver

circuit is shorted to ground.

If the test light blinks while cranking, the PCM and

the wiring to the injectors are OK. The Fuel Injector

Coil Test Procedure will check if the injectors are

faulty.

R321054

7. Because the test light was “ON" steady, voltage to the

injector is OK, but the driver circuit is grounded at all

times. This step determines if the circuit is shorted to

ground or the PCM is faulty.

9. The reading should be about 12-14Ω.

10. Locating the open in the harness or in the injector

will require removal of the manifold to provide

access.

DTC P0201 – Injector 1 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Will the engine start?

— Go to St ep 3

Go to Engine

Cranks But Will

Not Run chart

3 1. Install the Tech 2. Clear t he DTC.

2. Idle the engine for one minute.

Does DTC P0201 reset? — Go to St ep 5 Go to S tep 4

4 1. Review the Freeze Frame data with the ignition

“ON" and the engine “OFF" and note the

parameters.

2. Operate the vehicle within the Freeze Frame

condition s as noted.

Does P0201 res et? — Go to Step 5 Go to

Diagnostic Aids

5 1. Engine “OFF".

2. Disconnect the injector connector.

3. Install an injector test light 5-8840-2636-0 on the

injector test connector.

4. Crank the engine and note the light.

Doe s the in jec tor tes t light blink? —

Go to Fuel

Inje c to r Co il

Test Procedure Go to Step 6

6 Note whether the injector test light for cylinder 1 was

“OFF" or “ON" steady in step 5.

Was the test light “ON" steady while cranking the

engine? — Go to Step 7 Go to Step 9

7 1. Disconnect the PCM connector for the affected

injectors.

2. With a test light connected to B+, probe the

affected injector driver circui t.

Does the test light illuminate? — Go to St ep 8 Go to Step 15

8 Repair short to ground in the injector driver circuit.

Is the action complete ? — Go to OBD

System Check —

9 1. Disconnect the injector test connector.

2. At the injector side of the harness, connect an

ohmmeter between the posit ive wire (red with blue

tracer) and the wire for cylinder 1 (green with

white tracer).

Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10

10 Repair the open injector harness wire or open injector .

Is the action complete ? — Verify repair —

11 At the PCM side of the injector test connector, check

the green/white wire for a short to voltage.

Was there a sh ort to voltage? — Go to Step 12 Go to Step 13

12 Repair the short to voltage.

Is the action complete ? — Verify repair —

13 Check for an open circuit between the injector test

connector and the PCM .

Was there an open c ircuit? — Go to Step 14 Go to Step 15

14 Repair the open circuit.

Is the action complete ? — Verify repair —

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0202 INJECTOR 2 CONTROL CIRCUIT

060R100134

Circuit Description

The powert ra in con trol module (PCM) has six in dividual

injector driver circuits. Each controls an injector. When a

driver circuit is grounded by the PCM, the injector is

activated. The PCM monitors the current in each driver

circuit. The voltage on each driver is monitored to detect

a fault. If the voltage is not what the PCM expects to

monitor on the circuit, a DTC is set. This DTC is also set

if an injector d ri ver is shorted to voltage or if there is an

open circuit.

Conditions for Setting the DTC

• T he battery voltage is more than 9 v ol ts.

• Engine speed is more than 700 rpm.

• The engine is turning, determined by 58X crankshaft

pos ition input signal.

• The injector voltage does not equal the ignition

voltage when the injector is commanded “OFF" or the

injector voltage does not equal 0 volts when the

injector is commanded “ON" .

• T he above c onditions are met for 5 seconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn “OFF" the MIL on the third

consecutive trip cycle in which the diagnostic has

been run and the fault is no longer present.

• A history DTC P0202 will clear after 40 consecutive

warm-up cy cles occur without a fault.

• DTC P0202 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0202 to set. It will also cause

a misfire due to an inoperative injector. A misfire DTC

will also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for faulty

injectors.

Test Description

The number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. This step determines if DTC P0202 is the result of a

hard failure or an intermittent condition.

5. A special injector test connector is provided so that

the injectors can be electrically tested without

removal of the manifold. The test connector can be

identified by the blue connector lock which is

tethered to the wiring harness. If the light for cylinder

2 is “ON" steady before cranking the engine as well

as while cranking the engine, then the injector driver

circuit is shorted to ground.

If the test light blinks while cranking, the PCM and

the wiring to the injectors are OK. The Fuel Injector

Coil Test Procedure will check if the injectors are

faulty.

R321055

7. Because the test light was “ON" steady, voltage to the

injector is OK, but the driver circuit is grounded at all

times. This step determines if the circuit is shorted to

ground or the PCM is faulty.

9. The reading should be about 12-14Ω.

10. Locating the open in the harness or in the injector

will require removal of the manifold to provide

access.

DTC P0202 – Injector 2 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Will the engine start?

— Go to St ep 3

Go to Engine

Cranks But Will

Not Run chart

3 1. Install the Tech 2. Clear t he DTC.

2. Idle the engine for one minute.

Does DTC P0202 reset? — Go to St ep 5 Go to S tep 4

4 1. Review the Freeze Frame data with the ignition

“ON" and the engine “OFF" and note the

parameters.

2. Operate the vehicle within the Freeze Frame

condition s as noted.

Does P0202 res et? — Go to Step 5 Go to

Diagnostic Aids

5 1. Engine “OFF".

2. Disconnect the injector test c on nec tor.

3. Install an injector test light 5-8840-2636-0 on

injector connector.

4. Crank the engine and note the light.

Does the cylinder 2 test light blink? —

Go to Fuel

Inje c to r Co il

Test Procedure Go to Step 6

6 Note whether the injector test light for cylinder 2 was

“OFF" or “ON" steady in step 5.

Was the test light “ON" steady while cranking the

engine? — Go to Step 7 Go to Step 9

7 1. Disconnect the PCM connector for the affected

injectors.

2. With a test light connected to B+, probe the

affected injector driver circui t.

Does the test light illuminate? — Go to St ep 8 Go to Step 15

8 Repair short to ground in the injector driver circuit.

Is the action complete ? — Go to OBD

System Check —

9 1. Disconnect the injector test connector.

2. At the injector side of the harness, connect an

ohmmeter between the posit ive wire (red with blue

tracer) and the wire for cylinder 2 (green with

orange tracer).

Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10

10 Repair the open injector harness wire or open injector .

Is the action complete ? — Verify repair —

11 At the PCM side of the injector test connector, check

the green/orange wire for a short to voltag e.

Was there a sh ort to voltage? — Go to Step 12 Go to Step 13

12 Repair the short to voltage.

Is the action complete ? — Verify repair —

13 Check for an open circuit between the injector test

connector and the PCM .

Was there an open c ircuit? — Go to Step 14 Go to Step 15

14 Repair the open circuit.

Is the action complete ? — Verify repair —

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0203 INJECTOR 3 CONTROL CIRCUIT

060R100134

Circuit Description

The powert ra in con trol module (PCM) has six in dividual

injector driver circuits. Each controls an injector. When

the driver circuit is grounded by the PCM, the in jector is

activated. The PCM monitors the current in each driver

circuit. The voltage on each driver is monitored to detect

a fault. If the voltage is not what the PCM expects to

monitor on the circuit, a DTC is set. This DTC is also set

if an injector d ri ver is shorted to voltage or if there is an

open circuit.

Conditions for Setting the DTC

• T he battery voltage is more than 9 v ol ts.

• Engine speed is more than 700 rpm.

• The engine is turning, determined by the 58X

cranks haft position input signal.

• The injector voltage does not equal the ignition

voltage when the injector is commanded “OFF" or the

injector voltage does not equal 0 volts when the

injector is commanded “ON" .

• T he above c onditions are met for 5 seconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn “OFF" the MIL on the third

consecutive trip cycle in which the diagnostic has

been run and the fault is no longer present.

• A history DTC P0203 will clear after 40 consecutive

warm-up cy cles occur without a fault.

• DTC P0203 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0203 to set. It will also cause

a misfire due to an inoperative injector. A misfire DTC

will also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for faulty

injectors.

Test Description

The number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. This step determines if DTC P0203 is the result of a

hard failure or an intermittent condition.

5. A special injector test connector is provided so that

the injectors can be electrically tested without

removal of the manifold. The test connector can be

identified by the blue connector lock which is

tethered to the wiring harness. If the light for cylinder

3 is “ON" steady before cranking the engine as well

as while cranking the engine, then the injector driver

circuit is shorted to ground.

If the test light blinks while cranking, the PCM and

the wiring to the injectors are OK. The Fuel Injector

Coil Test Procedure will check if the injectors are

faulty.

R321056

7. Because the test light was “ON" steady, voltage to the

injector is OK, but the driver circuit is grounded at all

times. This step determines if the circuit is shorted to

ground or the PCM is faulty.

9. The reading should be about 12-14Ω.

10. Locating the open in the harness or in the injector

will require removal of the manifold to provide

access.

DTC P0203 – Injector 3 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Will the engine start?

— Go to St ep 3

Go to Engine

Cranks But Will

Not Run chart

3 1. Install the Tech 2. Clear t he DTC.

2. Idle the engine for one minute.

Does DTC P0203 reset? — Go to St ep 5 Go to S tep 4

4 1. Review the Freeze Frame data with the ignition

“ON" and the engine “OFF" and note the

parameters.

2. Operate the vehicle within the Freeze Frame

condition s as noted.

Does P0203 res et? — Go to Step 5 Go to

Diagnostic Aids

5 1. Engine “OFF".

2. Disconnect the injector test connector .

3. Install an injector test light 5-8840-2636-0 on

injector connector.

4. Crank the engine and note the light.

Does the cylinder 3 test light blink? —

Go to Fuel

Inje c to r Co il

Test Procedure Go to Step 6

6 Note whether the injector test light for cylinder 3 was

“OFF" or “ON" steady in step 5.

Was the test light “ON" steady while cranking the

engine? — Go to Step 7 Go to Step 9

7 1. Disconnect the PCM connector for the affected

injectors.

2. With a test light connected to B+, probe the

affected injector driver circui t.

Does the test light illuminate? — Go to St ep 8 Go to Step 15

8 Repair short to ground in the injector driver circuit.

Is the action complete ? — Go to OBD

System Check —

9 1. Disconnect the injector test connector.

2. At the injector side of the harness, connect an

ohmmeter between the posit ive wire (red with blue

tracer) and the wire for cylinder 3 (green).

Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10

10 Repair the open injector harness wire or open injector .

Is the action complete ? — Verify repair —

11 At the PCM side of the injector test connector, check

the green wire for a sho rt to voltage.

Was there a sh ort to voltage? — Go to Step 12 Go to Step 13

12 Repair the short to voltage.

Is the action complete ? — Verify repair —

13 Check for an open circuit between the injector test

connector and the PCM .

Was there an open c ircuit? — Go to Step 14 Go to Step 15

14 Repair the open circuit.

Is the action complete ? — Verify repair —

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0204 INJECTOR 4 CONTROL CIRCUIT

060R100134

Circuit Description

The powert ra in con trol module (PCM) has six in dividual

injector driver circuits. Each controls an injector. When

the driver circuit is grounded by the PCM, the in jector is

activated. The PCM monitors the current in each driver

circuit. The voltage on each driver is monitored to detect

a fault. If the voltage is not what the PCM expects to

monitor on the circuit, a DTC is set. This DTC is also set

if an injector d ri ver is shorted to voltage or if there is an

open circuit.

Conditions for Setting the DTC

• T he battery voltage is more than 9 v ol ts.

• Engine speed is more than 700 rpm.

• The engine is turning, determined by the 58X

cranks haft position input signal.

• The injector voltage does not equal the ignition

voltage when the injector is commanded “OFF" or the

injector voltage does not equal 0 volts when the

injector is commanded “ON" .

• T he above c onditions are met for 5 seconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn “OFF" the MIL on the third

consecutive trip cycle in which the diagnostic has

been run and the fault is no longer present.

• A history DTC P0204 will clear after 40 consecutive

warm-up cy cles occur without a fault.

• DTC P0204 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0204 to set. It will also cause

a misfire due to an inoperative injector. A misfire DTC

will also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for faulty

injectors.

Test Description

The number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. This step determines if DTC P0204 is the result of a

hard failure or an intermittent condition.

5. A special injector test connector is provided so that

the injectors can be electrically tested without

removal of the manifold. The test connector can be

identified by the blue connector lock which is

tethered to the wiring harness. If the light for cylinder

4 is “ON" steady before cranking the engine as well

as while cranking the engine, then the injector driver

circuit is shorted to ground.

If the test light blinks while cranking, the PCM and

the wiring to the injectors are OK. The Fuel Injector

Coil Test Procedure will check if the injectors are

faulty.

R321057

7. Because the test light was “ON" steady, voltage to the

injector is OK, but the driver circuit is grounded at all

times. This step determines if the circuit is shorted to

ground or the PCM is faulty.

9. The reading should be about 12-14Ω.

10. Locating the open in the harness or in the injector

will require removal of the manifold to provide

access.

DTC P0204 – Injector 4 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Will the engine start?

— Go to St ep 3

Go to Engine

Cranks But Will

Not Run chart

3 1. Install the Tech 2. Clear t he DTC.

2. Idle the engine for one minute.

Does DTC P0204 reset? — Go to St ep 5 Go to S tep 4

4 1. Review the Freeze Frame data with the ignition

“ON" and the engine “OFF" and note the

parameters.

2. Operate the vehicle within the Freeze Frame

condition s as noted.

Does P0204 res et? — Go to Step 5 Go to

Diagnostic Aids

5 1. Engine “OFF".

2. Disconnect the injector test c on nec tor.

3. Install an injector test light 5-8840-2636-0 on

injector connector.

4. Crank the engine and note the light.

Does the cylinder 4 test light blink? —

Go to Fuel

Inje c to r Co il

Test Procedure Go to Step 6

6 Note whether the injector test light for cylinder 4 was

“OFF" or “ON" steady in step 5.

Was the test light “ON" steady while cranking the

engine? — Go to Step 7 Go to Step 9

7 1. Disconnect the PCM connector for the affected

injectors.

2. With a test light connected to B+, probe the

affected injector driver circui t.

Does the test light illuminate? — Go to St ep 8 Go to Step 15

8 Repair short to ground in the injector driver circuit.

Is the action complete ? — Go to OBD

System Check —

9 1. Disconnect the injector test connector.

2. At the injector side of the harness, connect an

ohmmeter between the posit ive wire (red with blue

tracer) and the wire for cylinder 4 (green/red).

Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10

10 Repair the open injector harness wire or open injector.

Is the action complete ? — Verify repair —

11 At the PCM side of the injector test connector, check

the green/red wire for a short to voltage.

Was there a sh ort to voltage? — Go to Step 12 Go to Step 13

12 Repair the short to voltage.

Is the action complete ? — Verify repair —

13 Check for an open circuit between the injector test

connector and the PCM .

Was there an open c ircuit? — Go to Step 14 Go to Step 15

14 Repair the open circuit.

Is the action complete ? — Verify repair —

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0205 INJECTOR 5 CONTROL CIRCUIT

060R100134

Circuit Description

The powert ra in con trol module (PCM) has six in dividual

injector driver circuits. Each controls an injector. When

the driver circuit is grounded by the PCM, the in jector is

activated. The PCM monitors the current in each driver

circuit. If the voltage is not what the PCM expects to

monitor on the circuit, a DTC is set. This DTC is also set

if an injector d ri ver is shorted to voltage or if there is an

open circuit.

Conditions for Setting the DTC

• T he battery voltage is more than 9 v ol ts.

• Engine speed is more than 700 rpm.

• The engine is turning, determined by the 58X

cranks haft position input signal.

• The injector voltage does not equal the ignition

voltage when the injector is commanded “OFF" or the

injector voltage does not equal 0 volts when the

injector is commanded “ON" .

• T he above c onditions are met for 5 seconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn “OFF" the MIL on the third

consecutive trip cycle in which the diagnostic has

been run and the fault is no longer present.

• A history DTC P0205 will clear after 40 consecutive

warm-up cy cles occur without a fault.

• DTC P0205 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0205 to set. It will also cause

a misfire due to an inoperative injector. A misfire DTC

will also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for faulty

injectors.

Test Description

The number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. This step determines if DTC P0205 is the result of a

hard failure or an intermittent condition.

5. A special injector test connector is provided so that

the injectors can be electrically tested without

removal of the manifold. The test connector can be

identified by the blue connector lock which is

tethered to the wiring harness. If the light for cylinder

5 is “ON" steady before cranking the engine as well

as while cranking the engine, then the injector driver

circuit is shorted to ground.

If the test light blinks while cranking, the PCM and

the wiring to the injectors are OK. The Fuel Injector

Coil Test Procedure will check if the injectors are

faulty.

R321058

7. Because the test light was “ON" steady, voltage to the

injector is OK, but the driver circuit is grounded at all

times. This step determines if the circuit is shorted to

ground or the PCM is faulty.

9. The reading should be about 12-14Ω.

10. Locating the open in the harness or in the injector

will require removal of the manifold to provide

access.

DTC P0205 – Injector 5 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Will the engine start?

— Go to St ep 3

Go to Engine

Cranks But Will

Not Run chart

3 1. Install the Tech 2. Clear t he DTC.

2. Idle the engine for one minute.

Does DTC P0205 reset? — Go to St ep 5 Go to S tep 4

4 1. Review the Freeze Frame data with the ignition

“ON" and the engine “OFF" and note the

parameters.

2. Operate the vehicle within the Freeze Frame

condition s as noted.

Does P0205 res et? — Go to Step 5 Go to

Diagnostic Aids

5 1. Engine “OFF".

2. Disconnect the injector test c on nec tor.

3. Install an injector test light 5-8840-2636-0 on

injector connector.

4. Crank the engine and note the light.

Does the cylinder 5 test light blink? —

Go to Fuel

Inje c to r Co il

Test Procedure Go to Step 6

6 Note whether the i njector te st light for c ylinder 5 was

“OFF" or “ON" steady in step 5.

Was the test light “ON" steady while cranking the

engine? — Go to Step 7 Go to Step 9

7 1. Disconnect the PCM connector for the affected

injectors.

2. With a test light connected to B+, probe the

affected injector driver circui t.

Does the test light illuminate? — Go to St ep 8 Go to Step 15

8 Repair short to ground in the injector driver circuit.

Is the action complete ? — Go to OBD

System Check —

9 1. Disconnect the injector test connector.

2. At the injector side of the harness, connect an

ohmmeter between the posit ive wire (red with blue

tracer) and the wire for cylinder 5 (green with

black tracer).

Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10

10 Repair the open injector harness wire or open injector.

Is the action complete ? — Verify repair —

11 At the PCM side of the injector test connector, check

the green/black wire for a short to voltage.

Was there a sh ort to voltage? — Go to Step 12 Go to Step 13

12 Repair the short to voltage.

Is the action complete ? — Verify repair —

13 Check for an open circuit between the injector test

connector and the PCM .

Was there an open c ircuit? — Go to Step 14 Go to Step 15

14 Repair the open circuit.

Is the action complete ? — Verify repair —

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0206 INJECTOR 6 CONTROL CIRCUIT

060R100134

Circuit Description

The powert ra in con trol module (PCM) has six in dividual

injector driver circuits. Each controls an injector. When

the driver circuit is grounded by the PCM, the in jector is

activated. The PCM monitors the current in each driver

circuit. The voltage on each driver is monitored to detect

a fault. If the voltage is not what the PCM expects to

monitor on the circuit, a DTC is set. This DTC is also set

if an injector d ri ver is shorted to voltage or if there is an

open circuit.

Conditions for Setting the DTC

• T he battery voltage is more than 9 v ol ts.

• Engine speed is more than 700 rpm.

• The engine is turning, determined by 58X crankshaft

pos ition input signal.

• The injector voltage does not equal the ignition

voltage when the injector is commanded “OFF" or the

injector voltage does not equal 0 volts when the

injector is commanded “ON" .

• T he above c onditions are met for 5 seconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn “OFF" the MIL on the third

consecutive trip cycle in which the diagnostic has

been run and the fault is no longer present.

• A history DTC P0206 will clear after 40 consecutive

warm-up cy cles occur without a fault.

• DTC P0206 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0206 to set. It will also cause

a misfire due to an inoperative injector. A misfire DTC

will also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for faulty

injectors.

Test Description

The number(s) below refer to the step number(s) on the

Diagnostic Chart.

3. This step determines if DTC P0206 is the result of a

hard failure or an intermittent condition.

5. A special injector test connector is provided so that

the injectors can be electrically tested without

removal of the manifold. The test connector can be

identified by the blue connector lock which is

tethered to the wiring harness. If the light for cylinder

6 is “ON" steady before cranking the engine as well

as while cranking the engine, then the injector driver

circuit is shorted to ground.

If the test light blinks while cranking, the PCM and

the wiring to the injectors are OK. The Fuel Injector

Coil Test Procedure will check if the injectors are

faulty.

R321059

7. Because the test light was “ON" steady, voltage to the

injector is OK, but the driver circuit is grounded at all

times. This step determines if the circuit is shorted to

ground or the PCM is faulty.

9. The reading should be about 12-14Ω.

10. Locating the open in the harness or in the injector

will require removal of the manifold to provide

access.

DTC P0206 – Injector 6 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Will the engine start?

— Go to St ep 3

Go to Engine

Cranks But Will

Not Run chart

3 1. Install the Tech 2. Clear t he DTC.

2. Idle the engine for one minute.

Does DTC P0206 reset? — Go to St ep 5 Go to S tep 4

4 1. Review the Freeze Frame data with the ignition

“ON" and the engine “OFF" and note the

parameters.

2. Operate the vehicle within the Freeze Frame

condition s as noted.

Does P0206 res et? — Go to Step 5 Go to

Diagnostic Aids

5 1. Engine “OFF".

2. Disconnect the injector test c on nec tor.

3. Install an injector test light 5-8840-2636-0 on

injector connector.

4. Crank the engine and note the light.

Does the cylinder 6 test light blink? —

Go to Fuel

Inje c to r Co il

Test Procedure Go to Step 6

6 Note whether the injector test light for cylinder 6 was

“OFF" or “ON" steady in step 5.

Was the test light “ON" steady while cranking the

engine? — Go to Step 7 Go to Step 9

7 1. Disconnect the PCM connector for the affected

injectors.

2. With a test light connected to B+, probe the

affected injector driver circui t.

Does the test light illuminate? — Go to St ep 8 Go to Step 15

8 Repair short to ground in the injector driver circuit.

Is the action complete ? — Go to OBD

System Check —

9 1. Disconnect the injector test connector.

2. At the injector side of the harness, connect an

ohmmeter between the posit ive wire (red with blue

tracer) and the wire for cylinder 6 (green with

yellow tracer).

Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10

10 Repair the open injector harness wire or open injector

Is the action complete ? — Verify repair —

11 At the PCM side of the injector test connector, check

the green/yellow wire for a sh ort to volta ge.

Was there a sh ort to voltage? — Go to Step 12 Go to Step 13

12 Repair the short to voltage.

Is the action complete ? — Verify repair —

13 Check for an open circuit between the injector test

connector and the PCM .

Was there an open c ircuit? — Go to Step 14 Go to Step 15

14 Repair the open circuit.

Is the action complete ? — Verify r epair —

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0300 ENGINE MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ION Sensing

Module. Combustion signals represent the degree of

combustion in each cylinder. Misfire is detected when

the combustion signal is below a predetermined value.

This DTC P0300 will determine if a multiple cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following DTCs occur: TP sensor, MAF

sensor, VSS, ECT se nsor.

• The engine speed is between 600 and 6250 RPM.

• T he system voltage is between 11 and 16 volts.

• The engine temperature sensor (ECT) indicates an

engine tem peratu re be tween –7 °C (20°F) and 110°C

(230°F).

• Throttle angle is steady and throttle changes less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• T he PC M will disable the TCC operation.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0300 will clear after 40 consecutive

w arm-up cycles occur without a fault.

• DTC P0300 can be cleared by using the Tech 2

“Clear Info" function.

Diagn ostic Aids

The Tech 2 display “Misfire Cur. #1 through #6" can be

useful to determine whether the misfire is isolated to a

single cylinder.

• D ama ged or faulty ignition coil – Che ck for cracks or

other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

If the misfire is random, check for the following

conditi ons :

• System grounds – Ensure all connections are clean

and properly tightened.

• MAF – A mass air flow (MAF) sensor output that

causes the PCM to sense a lower than normal air

flow will cause a lean condition.

• Air induction system – Air leaks into the induction

system which bypass the MAF sensor will cause a

lean condition. Check for disconnected or damaged

vacuum hoses, incorrectly installed or faulty PCV

valve, or for vacuum leaks at the throttle body, EGR

valve , and intake manifold mounting surfaces.

• Fuel pressure – Perform a fuel system pressure test.

A faulty fuel pump, plugged filter, or faulty fuel system

pre ssure regulator will contribute to a lean c ondi tion.

• Injector(s) – Perform an injector coil/balance test to

locate faulty injector(s) contributing to a lean or

flooding condition. In addition to the above test,

check the condition of the injector O-rings.

• EGR – Check for a leaking valve, adapter, or feed

pipes which will contribute to a lean condition or

excessive EGR flo w.

• F uel q uality – Using fuel with the wrong octane rating

for the vehicle may cause derivability problems.

Although alcohol-enhanced fuels may raise the

octane rating, the fuel's ability to turn into vapor in

cold temperatures deteriorates. This may affect the

cold derivability of the engine. The Reid Vapor

Pressure of the fuel can also create problems in the

fuel system, especially during the spring and fall

when changes by the refineries may not coincide with

changes in the weather.

• Vehicle marshalling – The transportation of new

vehicles from the assembly plant to the dealership

can involve as many as 60 key cycles within 2 to 3

miles of driving. This type of operation contrib utes to

the fuel f ouling of t he spark pl ugs and will turn on th e

MIL with a P0300 Misfire DTC.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0300 – Engine Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and recor d the Tech 2 Freeze Frame data.

3. Operate the vehicle to duplicate the conditions

present when the DTC was s et (as defined by the

Freeze Frame data).

4. Monitor the Tech 2 “Misfire Cur. #" display for each

cylinder.

Is “Misfire Cur. #" display increasing for any cylinder

(indicating a misfire currently occurring)? — Go to Step 3 Refe r to

Diagnostic Aids

3 1. Visually and physically inspect the vacuum ho ses

for splits, kink s, and improper connec tions.

2. If a problem is found, repair or replace the vacuum

hoses as necessary.

Did your inspection reveal a problem? — Veri fy repair Go to S tep 4

4 1. Vis ual ly and physicall y inspec t t he following areas

for vacuum leaks:

• The intake manifold

• The injector O-rings

• The EGR adapter

• The EGR feed pipes

• ION S ensing M odule

2. If a problem is found, repair the vacuum leak as

necessary.

Did your inspection reveal a vacuum leak? — Veri fy repair Go to S tep 5

5 1. Visually and physically inspect the crankcase

ventilation valve for improper installation or

damaged grommet.

2. If a problem is found, repair as necessa ry (refer to

Crankcase Ventilat ion Sy stem).

Did your inspection reveal a problem? — Veri fy repair Go to S tep 6

6 1. Inspect the MAF sensor inlet screen for damage

or for the presence of foreign objects that may

parti ally block the air flow sample through the MAF

sensor.

2. If a problem is found, repair or replace the MAF

sensor as necessary.

Did your inspection of the MAF sensor reveal a

condition requiring repair or replac em ent? — Verify repair Go to S tep 7

7 1. Remove the EGR valve and visually/physically

inspect the valve to ensure that the pintle is not

sticking partially open. Also, inspect the EGR

valve pintle and seat for carbon deposits or burrs

that may interfere with the pintle closing

completely.

2. If a problem is found, clean the EGR valve pintle

and seat or replace the EGR valve as necessary.

Did your inspection reveal a problem? — Veri fy repair Go to S tep 8

8 1. Install a spark tester at the spark plug end of the

ignition coil for a cylinder that indicated a misfire.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 14 Go to Step 9

9 1. Remove and visually/physically inspect the

ignition coil(s) associated with the cylinders that

were indicated as m isfiring. E nsure t hat t he coi l(s)

are free of cracks.

2. If a problem is found, replace the damaged

ignition coil(s) as necessary.

Did any ignition coils require replacement? — Verify repair Go to Step 10

10 1. Remove the spark plugs from the cylinders that

were indicated as misfiring.

2. Vi sually inspect the spark plug electrodes.

Does your inspection reveal any spark plugs

exhib iting excessive f ouling ? —

Go to Engine

Mechanical

Diagnosis Go to Step 11

11 1. Visually inspect the spark plug insulators for

cracks, carbon tracking, or other damage.

2. If a problem is found, replace the faulty spark

plug(s) as necessary.

Did your inspection reveal a problem? — Verify repair Go to Step 12

12 1. Disconnect the MAF sen sor electrical connect or.

2. Operate the vehicle in “closed loop" while

monitoring the “BANK 1 L.T. FUEL TRIM" and

“BANK 1 S.T. FUEL TRIM " display on the Tec h 2.

Do both values decrease below the specified values?

"BAN K 1 L. T.

FUEL TRIM"

bel ow +20%;

“BA N K 1 S.T.

FUEL TRIM"

below +50% Go to Step 13

Replace the

ignition coil of

the affe ct ed

cylinder

13 Replace the ignition coil control module.

Is the action complete ? — Verify repair —

14 1. Visually and physically inspect the PCM injector

grounds, power grounds and sensor grounds to

ensure that they are clean, tight and in their proper

locations.

2. If a problem is found, correct the faulty ground

condition as necessary.

Did your inspection reveal a poor ground? — Veri fy repair Go to Step 15

15 1. Perform the “Fuel System Pressure Test"

procedure.

2. If a problem is found, repair as necessa ry (refer to

Engine Fuel or Fuel Metering System).

Was a fuel system problem found? — Verify repair Go to Step 16

16 1. Check the fuel for excessive water, alcohol, or

other contaminants (refer to Diagnosis in Engine

Fuel for procedure).

2. If a problem is found, correct the contaminated

fuel condition as neces sary.

Was the fu el contaminated? — Veri fy repair Go to Step 17

17 1. Perform the “Injector Coil/Balance Test".

2. If a problem is found, replace faulty injector(s) as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 18

Step Action Value(s) Yes No

18 1. Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose the

following conditions:

• A faulty or incorrect camshaft

• Lea king or sticky valves or rings

• Excessive valve deposits

• Weak valve springs

• Inc orrect valve timing

• A leaking head gasket

• A loose or broken motor mount

2. If a problem is found, repair as necessary.

Was a basic engine mechanical problem found and

repaired? — Veri fy repair Go to Step 19

19 1. Check for a transmission TCC problem. Refer to

4L30-E Automat ic Trans m ission Diagnosis.

2. If a problem is found, repair the transmission as

necessary. Refer to 4L30-E Automatic

Transmiss ion Unit Repair.

Was a transmission problem found and repaired? — Verify repair Go to Step 20

20 Replace the MAF sensor.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0301 CYLINDER MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ignition current

sense system. Combustion signals represent the

degree of combustion in each cylinder. Misfire is

detected when the combustion signal is below a

predetermined value.

This DTC P0301 will determine if the No.1 cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following DTCs occur: TP sensor, MAF

sensor, vehicle speed sensor, ECT sensor.

• The engine speed is between 600 and 6250 RPM.

• The system voltage is between 11 and 16 volts.

• The ECT indicates an engine temperature between –

7°C (28°F) and 110°C (230°F).

• The throttle angle is steady and throttle change less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detected the fault.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive ignition cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0301 will clear after 40 consecutive

ignition cycles occur without a fault.

• DTC P0301 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• System grounds – Ensure all connections are clean

and properly tightened.

• Injector – Perform the injector coil/balance test to

locate a faulty injector that contributes to a lean

condition on the affected cylinder. In addition to the

above test, check the condition of the injector O-ring.

• Faulty spark plug – Check for a cracked insulator,

carbon tracking, incorrect gap, and worn electrodes.

• Damaged or faulty ignition coil – Check for cracks or

other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

DTC P0301 – Cylinder Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and record Tech 2 Freeze Frame data.

3. Monitor “Misfire Cur. #1" on the Tech 2.

Is “Misfire Cur. #1" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Go to Step 3

3 Monitor “Misfire Hist. #1" while operating the vehicle to

duplicate the conditions present when the DTC was

set (as defined by the Free ze Frame data recorded in

Step 2).

Is “Misfire Hist. #1" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Visually and physically inspect the vacuum ho ses

for splits, kinks, and improper connections. Also,

inspect the intake manifold for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 5

5 1. Install a spark tester at the spark plug end of the

cylinder #1 ignition coil.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 8 Go to Step 6

6 1. Remove and visually/physically inspect the

ignition coil associated with cylinder #1. Ensure

that the coil is free of cracks and carbon tracking.

2. If a problem is found, replace the damaged

ignition coil as necessary.

Did the visual inspection reveal a problem? — Verify repair Go to Step 7

7 1. Measure the ignition coil primary resistance.

2. If resistance is not within the specified value,

replace the faulty ignition coil.

Did the ignition coil require replacement? 2.6-2.7 KΩVe r ify repa ir G o to Step 12

8 Remove the cylinder #1 spark plug and visually

inspect the spark plug electrode.

Does the inspection reveal excessive fouling?

—

Go to

Contamination

Diagnosis chart

in Engine

Mechanical

Diagnosis Go to Step 9

9 1. Visua lly in spect the sp ark plug insul ator fo r cracks,

carbon tracking, or other damage.

2. If the spark plug is damaged, replace the spark

plug.

Did the inspection reveal a problem? — Veri fy repair Go to Step 10

10 1. Perform the “Injector Coil/Balance Test".

2. If any faulty injectors are found, replace them as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 11

11 1. Inspect the injector O-rings for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 12

12 Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose and repair

the following conditions:

• A fa ulty o r in co r rect camsh a ft

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• A leaking head gasket

Was a basic engine mechan ical problem fou nd? — Veri fy repair Refer to

Diagnostic Aids

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0302 CYLINDER MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ignition current

sense system. Combustion signals represent the

degree of combustion in each cylinder. Misfire is

detected when the combustion signal is below a

predetermined value.

This DTC P0302 will determine if the No.2 cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following DTCs occur: TP sensor, MAF

sensor, vehicle speed sensor, ECT sensor.

• The engine speed is between 600 and 6250 RPM.

• The system voltage is between 11 and 16 volts.

• The ECT indicates an engine temperature between –

7°C (28°F) and 110°C (230°F).

• The throttle angle is steady and throttle change less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) the first time the fault is detected.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive ignition cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0302 will clear after 40 consecutive

ignition cycles occur without a fault.

• DTC P0302 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• System grounds – Ensure all connections are clean

and properly tightened.

• Injector – Perform the injector coil/balance test to

locate a faulty injector that contributes to a lean

condition on the affected cylinder. In addition to the

above test, check the condition of the injector O-ring.

• Faulty spark plug – Check for a cracked insulator,

carbon tracking, incorrect gap, and worn electrodes.

• Damaged or faulty ignition coil – Check for cracks,

carbon tracking or other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

DTC P0302 – Cylinder Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and record Tech 2 Freeze Frame data.

3. Monitor “Misfire Cur. #2" on the Tech 2.

Is “Misfire Cur. #2" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Go to Step 3

3 Monitor “Misfire Hist. #2" while operating the vehicle to

duplicate the conditions present when the DTC was

set (as defined by the Free ze Frame data recorded in

Step 2).

Is “Misfire Hist. #2" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Visually and physically inspect the vacuum ho ses

for splits, kinks, and improper connections. Also,

inspect the intake manifold for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 5

5 1. Install a spark tester at the spark plug end of the

cylinder #2 ignition coil.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 8 Go to Step 6

6 1. Remove and visually/physically inspect the

ignition coil associated with cylinder #2. Ensure

that the coil is free of cracks and carbon tracking.

2. If a problem is found, replace the damaged

ignition coil as necessary.

Did the visual inspection reveal a problem? — Verify repair Go to Step 7

7 1. Measure the ignition coil primary resistance.

2. If resistance is not within the specified value,

replace the faulty ignition coil.

Did the ignition coil require replacement? 2.6-2.7 KΩVe r ify repa ir G o to Step 12

8 Remove the cylinder #2 spark plug and visually

inspect the spark plug electrode.

Does the inspection reveal excessive fouling?

—

Go to

Contamination

Diagnosis chart

in Engine

Mechanical

Diagnosis Go to Step 9

9 1. Visua lly in spect the sp ark plug insul ator fo r cracks,

carbon tracking, or other damage.

2. If the spark plug is damaged, replace the spark

plug.

Did the inspection reveal a problem? — Veri fy repair Go to Step 10

10 1. Perform the “Injector Coil/Balance Test".

2. If any faulty injectors are found, replace them as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 11

11 1. Inspect the injector O-rings for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 12

12 Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose and repair

the following conditions:

• A fau lty or incorrect camshaft

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• A leaking head gasket

Was a basic engine mechan ical problem fou nd? — Veri fy repair Refer to

Diagnostic Aids

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0303 CYLINDER MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ignition current

sense system. Combustion signals represent the

degree of combustion in each cylinder. Misfire is

detected when the combustion signal is below a

predetermined value.

This DTC P0303 will determine if the No.3 cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following DTCs occur: TP sensor, MAF

sensor, vehicle speed sensor, ECT sensor.

• The engine speed is between 600 and 6250 RPM.

• The system voltage is between 11 and 16 volts.

• The ECT indicates an engine temperature between –

7°C (28°F) and 110°C (230°F).

• The throttle angle is steady and throttle change less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detected the fault.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive ignition cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0303 will clear after 40 consecutive

ignition cycles occur without a fault.

• DTC P0303 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• System grounds – Ensure all connections are clean

and properly tightened.

• Injector — Perform the injector coil/balance test to

locate a faulty injector that contributes to a lean

condition on the affected cylinder. In addition to the

above test, check the condition of the injector O-ring.

• Faulty spark plug – Check for a cracked insulator,

carbon tracking, incorrect gap, and worn electrodes.

• Damaged or faulty ignition coil – Check for cracks,

carbon tracking or other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

DTC P0303 – Cylinder Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and record Tech 2 Freeze Frame data.

3. Monitor “Misfire Cur. #3" on the Tech 2.

Is “Misfire Cur. #3" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Go to Step 3

3 Monitor “Misfire Hist. #3" while operating the vehicle to

duplicate the conditions present when the DTC was

set (as defined by the Free ze Frame data recorded in

Step 2).

Is “Misfire Hist. #3" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Visually and physically inspect the vacuum ho ses

for splits, kinks, and improper connections. Also,

inspect the intake manifold for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 5

5 1. Install a spark tester at the spark plug end of the

cylinder #3 ignition coil.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 8 Go to Step 6

6 1. Remove and visually/physically inspect the

ignition coil associated with cylinder #3. Ensure

that the coil is free of cracks and carbon tracking.

2. If a problem is found, replace the damaged

ignition coil as necessary.

Did the visual inspection reveal a problem? — Verify repair Go to Step 7

7 1. Measure the ignition coil primary resistance.

2. If resistance is not within the specified value,

replace the faulty ignition coil.

Did the ignition coil require replacement? 2.6-2.7 KΩVe r ify repa ir G o to Step 12

8 Remove the cylinder #3 spark plug and visually

inspect the spark plug electrode.

Does the inspection reveal excessive fouling?

—

Go to

Contamination

Diagnosis chart

in Engine

Mechanical

Diagnosis Go to Step 9

9 1. Visua lly in spect the sp ark plug insul ator fo r cracks,

carbon tracking, or other damage.

2. If the spark plug is damaged, replace the spark

plug.

Did the inspection reveal a problem? — Veri fy repair Go to Step 10

10 1. Perform the “Injector Coil/Balance Test".

2. If any faulty injectors are found, replace them as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 11

11 1. Inspect the injector O-rings for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 12

12 Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose and repair

the following conditions:

• A fau lty or incorrect camshaft

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• A leaking head gasket

Was a basic engine mechanical problem found? — Veri fy repair Refer to

Diagnostic Aids

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0304 CYLINDER MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ignition current

sense system. Combustion signals represent the

degree of combustion in each cylinder. Misfire is

detected when the combustion signal is below a

predetermined value.

This DTC P0304 will determine if the No.4 cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following DTCs occur: TP sensor, MAF

sensor, vehicle speed sensor, ECT sensor.

• The engine speed is between 600 and 6250 RPM.

• The system voltage is between 11 and 16 volts.

• The ECT indicates an engine temperature between –

7°C (28°F) and 110°C (230°F).

• The throttle angle is steady and throttle change less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detected the fault.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive ignition cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0304 will clear after 40 consecutive

ignition cycles occur without a fault.

• DTC P0304 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• System grounds – Ensure all connections are clean

and properly tightened.

• Injector – Perform the injector coil/balance test to

locate a faulty injector that contributes to a lean

condition on the affected cylinder. In addition to the

above test, check the condition of the injector O-ring.

• Faulty spark plug – Check for a cracked insulator,

carbon tracking, incorrect gap, and worn electrodes.

• Damaged or faulty ignition coil – Check for cracks,

carbon tracking or other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

DTC P0304 – Cylinder Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and record Tech 2 Freeze Frame data.

3. Monitor “Misfire Cur. #4" on the Tech 2.

Is “Misfire Cur. #4" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Go to Step 3

3 Monitor “Misfire Hist. #4" while operating the vehicle to

duplicate the conditions present when the DTC was

set (as defined by the Free ze Frame data recorded in

Step 2).

Is “Misfire Hist. #4" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Visually and physically inspect the vacuum ho ses

for splits, kinks, and improper connections. Also,

inspect the intake manifold for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 5

5 1. Install a spark tester at the spark plug end of the

cylinder #4 ignition wire.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 8 Go to Step 6

6 1. Remove and visually/physically inspect the

ignition coil associated with cylinder #4. Ensure

that the coil is free of cracks and carbon tracking.

2. If a problem is found, replace the damaged

ignition coil as necessary.

Did the visual inspection reveal a problem? — Verify repair Go to Step 7

7 1. Measure the ignition coil primary resistance.

2. If resistance is not within the specified value,

replace the faulty ignition coil.

Did the ignition coil require replacement? 2.6-2.7 KΩVe r ify repa ir G o to Step 12

8 Remove the cylinder #4 spark plug and visually

inspect the spark plug electrode.

Does the inspection reveal excessive fouling?

—

Go to

Contamination

Diagnosis chart

in Engine

Mechanical

Diagnosis Go to Step 9

9 1. Visua lly in spect the sp ark plug insul ator fo r cracks,

carbon tracking, or other damage.

2. If the spark plug is damaged, replace the spark

plug.

Did the inspection reveal a problem? — Veri fy repair Go to Step 10

10 1. Perform the “Injector Coil/Balance Test".

2. If any faulty injectors are found, replace them as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 11

11 1. Inspect the injector O-rings for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 12

12 Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose and repair

the following conditions:

• A fau lty or incorrect camshaft

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• A leaking head gasket

Was a basic engine mechan ical problem fou nd? — Veri fy repair Refer to

Diagnostic Aids

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0305 CYLINDER MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ignition current

sense system. Combustion signals represent the

degree of combustion in each cylinder. Misfire is

detected when the combustion signal is below a

predetermined value.

This DTC P0305 will determine if the No.5 cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following DTCs occur: TP sensor, MAF

sensor, vehicle speed sensor, ECT sensor.

• The engine speed is between 600 and 6250 RPM.

• The system voltage is between 11 and 16 volts.

• The ECT indicates an engine temperature between –

7°C (28°F) and 110°C (230°F).

• The throttle angle is steady and throttle change less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detected the fault.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive ignition cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0305 will clear after 40 consecutive

ignition cycles occur without a fault.

• DTC P0305 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• System grounds – Ensure all connections are clean

and properly tightened.

• Injector – Perform the injector coil/balance test to

locate a faulty injector that contributes to a lean

condition on the affected cylinder. In addition to the

above test, check the condition of the injector O-ring.

• Faulty spark plug – Check for a cracked insulator,

carbon tracking, incorrect gap, and worn electrodes.

• Damaged or faulty ignition coil – Check for cracks,

carbon tracking or other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

DTC P0305 – Cylinder Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and record Tech 2 Freeze Frame data.

3. Monitor “Misfire Cur. #5" on the Tech 2.

Is “Misfire Cur. #5" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Go to Step 3

3 Monitor “Misfire Hist. #5" while operating the vehicle to

duplicate the conditions present when the DTC was

set (as defined by the Free ze Frame data recorded in

Step 2).

Is “Misfire Hist. #5" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Visually and physically inspect the vacuum ho ses

for splits, kinks, and improper connections. Also,

inspect the intake manifold for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 5

5 1. Install a spark tester at the spark plug end of the

cylinder #5 ignition wire.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 8 Go to Step 6

6 1. Remove and visually/physically inspect the

ignition coil associated with cylinder #5. Ensure

that the coil is free of cracks and carbon tracking.

2. If a problem is found, replace the damaged

ignition coil as necessary.

Did the visual inspection reveal a problem? — Verify repair Go to Step 7

7 1. Measure the ignition coil primary resistance.

2. If resistance is not within the specified value,

replace the faulty ignition coil.

Did the ignition coil require replacement? 2.6-2.7 KΩVe r ify repa ir G o to Step 12

8 Remove the cylinder #5 spark plug and visually

inspect the spark plug electrode.

Does the inspection reveal excessive fouling?

—

Go to

Contamination

Diagnosis chart

in Engine

Mechanical

Diagnosis Go to Step 9

9 1. Visua lly in spect the sp ark plug insul ator fo r cracks,

carbon tracking, or other damage.

2. If the spark plug is damaged, replace the spark

plug.

Did the inspection reveal a problem? — Veri fy repair Go to Step 10

10 1. Perform the “Injector Coil/Balance Test".

2. If any faulty injectors are found, replace them as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 11

11 1. Inspect the injector O-rings for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 12

12 Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose and repair

the following conditions:

• A fau lty or incorrect camshaft

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• A leaking head gasket

Was a basic engine mechan ical problem fou nd? — Veri fy repair Refer to

Diagnostic Aids

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0306 CYLINDER MISFIRE DETECTED

Circuit Description

Misfire is monitored as a function of the combustion

quality (CQ) signals generated from the ignition current

sense system. Combustion signals represent the

degree of combustion in each cylinder. Misfire is

detected when the combustion signal is below a

predetermined value.

This DTC P0306 will determine if the No.6 cylinder

misfire is occurring by monitoring the Combustion

Quality.

Conditions for Setting the DTC

• None of the following occur: TP sensor, MAF sensor,

vehicle speed sensor, ECT sensor.

• The engine speed is between 600 and 6250 RPM.

• The system voltage is between 11 and 16 volts.

• The ECT indicates an engine temperature between –

7°C (28°F) and 110°C (230°F).

• The throttle angle is steady and throttle change less

than 0.4% per 125 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detected the fault.

• If the misfire is severe enough to cause possible

catalyst damage, the PCM will flash the MIL for as

long as the misfire remains at catalyst damaging

levels.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive ignition cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0306 will clear after 40 consecutive

ignition cycles occur without a fault.

• DTC P0306 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• System grounds – Ensure all connections are clean

and properly tightened.

• Injector – Perform the injector coil/balance test to

locate a faulty injector that contributes to a lean

condition on the affected cylinder. In addition to the

above test, check the condition of the injector O-ring.

• Faulty spark plug – Check for a cracked insulator,

carbon tracking, incorrect gap, and worn electrodes.

• Damaged or faulty ignition coil – Check for cracks or

other damage.

• Substitute a known good coil – Swap the ignition coils

and retest. If the misfire follows the coil, replace the

ignition coil.

DTC P0306 – Cylinder Misfire Detected

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Start th e engine. Run the engi ne at idle.

2. Review and record Tech 2 Freeze Frame data.

3. Monitor “Misfire Cur. #6" on the Tech 2.

Is “Misfire Cur. #6" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Go to Step 3

3 Monitor “Misfire Hist. #6" while operating the vehicle to

duplicate the conditions present when the DTC was

set (as defined by the Free ze Frame data recorded in

Step 2).

Is “Misfire Hist. #6" increasing (indicating a misfire

currently occurring)? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Visually and physically inspect the vacuum ho ses

for splits, kinks, and improper connections. Also,

inspect the intake manifold for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 5

5 1. Install a spark tester at the spark plug end of the

cylinder #6 ignition wire.

2. Crank the engine while observing the spark tester .

A crisp, blue spark should be observed.

Is adequate spark present? — Go to St ep 8 Go to Step 6

6 1. Remove and visually/physically inspect the

ignition coil associated with cylinder #6. Ensure

that the coil is free of cracks and carbon tracking.

2. If a problem is found, replace the damaged

ignition coil as necessary.

Did the visual inspection reveal a problem? — Verify repair Go to Step 7

7 1. Measure the ignition coil primary resistance.

2. If resistance is not within the specified value,

replace the faulty ignition coil.

Did the ignition coil require replacement? 2.6-2.7 KΩVe r ify repa ir G o to Step 12

8 Remove the cylinder #6 spark plug and visually

inspect the spark plug electrode.

Does the inspection reveal excessive fouling?

—

Go to

Contamination

Diagnosis chart

in Engine

Mechanical

Diagnosis Go to Step 9

9 1. Visua lly in spect the sp ark plug insul ator fo r cracks,

carbon tracking, or other damage.

2. If the spark plug is damaged, replace the spark

plug.

Did the inspection reveal a problem? — Veri fy repair Go to Step 10

10 1. Perform the “Injector Coil/Balance Test".

2. If any faulty injectors are found, replace them as

necessary.

Did any of the injectors require replacement? — Verify rep air Go to Step 11

11 1. Inspect the intake manifold and the injector

O-rings for a vacuum leak.

2. If a problem is found, repair it as necessary.

Did the inspection reveal a problem? — Veri fy repair Go to Step 12

12 Check for an engine mechanical problem. Refer to

Engine Mechanical Diagnosis to diagnose and repair

the following conditions:

• A fau lty or incorrect camshaft

• Le aking or sticky valves or ring s

• Excessive va lve deposits

• Weak valve springs

• A leaking head gasket

Was a basic engine mechanical problem found? — Veri fy repair Refer to

Diagnostic Aids

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0325

ION SENSING MODULE/ION SENSING KNOCK INTENSITY CIRCUIT FAULT

060R100135

Circuit Description

The P ower Co ntrol Mo dule (PCM ) chec ks the validity of

the signals used in the ION Sensing module at the

following engine operating co nditions.

• The test is performed to evacuate the Knock Intensity

(KI) signal pulse width if it is within a predetermined

range. If the KI signal pulse width is out of the

predetermined range, the fail counter will be

incremented. If the failure counter exceeds the

cal ibrat ion, then test is comp le te and a failure w ill be

reported. If the sample counter threshold is reached

before t he failure threshold, then the te st is complete

and a pass will be reported. This test will detect an

open/short in the KI line circuit, ION module faults

and analog input faults in the PCM.

Conditions for setting the DTC

• Ignition voltage is between 10volt and 16 volts.

• N o Crank DTCs set.

• N o EST DTCs set.

• No Misfire DTCs set.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The KI signal pulse width are less th an 30µ seco nds

or more than 1070 µ seconds.

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0325 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P0325 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM- Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage.

If the harness appears to be OK, observe the Knock

Present, Knock Sensor Noise Channel display on the

Tech2 while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault.

If DTC P0325 cannot be duplicated, the information

included in the Failure Records data can be useful in

determined vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTC P0325 Diagnostic Chart may

isolate the cause of the fault.

DTC P0325 - ION Sensing Module Knock Intensity Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC

P0325.

Does the Tech2 indicate DTC P0325 failed this

ignition? — G o to Step 3 Refe r to

Diagnostic Aids

3 1 . Ig nit io n “ OFF" .

2. Disconnect the ION sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to Step 4 —

4 Check the ION sensing harness between the PCM

(F68) and ION sensing module circuit (RED Wire) at

the KI line harness connecto r.

Was a problem found? — Verify repair Go to Step 5

5 1. Disconnect the ignition coil.

Is the action complete ? — Go to Step 6 —

6 Check the ION sensing harness between the ignition

coil and ION sensing module circuit at the DC motor

harness connec tor.

Was a problem found? — Verify repair Go to Step 7

7 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replac e the Ignition coil.

Is the action comple te ? — Verify repair Go to S tep 9

9 Check the following items;

1. ION sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to Step 11

10 Replace the ION Sensing module.

Is the action com plete? — Verify repair Go to Step 10

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0336 58X

REFERENCE SIGNAL CIRCUIT

060R100101

Circuit Description

The 58X ref erence s i gnal is produced by th e crank shaft

position (CKP) sensor. During one crankshaft

revolution, 58 crankshaft pulses will be produced. The

powertrain control module (PCM) uses the 58X

reference signal to calculate engine RPM and

crankshaft position. The PCM constantly monitors the

number of pulses on the 58X reference circuit. If the

PCM receives an incorrect number of pulses on the 58X

reference circuit, DTC P0336 will set .

Conditions for Setting the DTC

• Engine is running.

• Extra or missing pulse is detected between

con secu tive 58X reference pulse s.

• Above condition is detected in 10 of 100 crankshaft

rotations.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0336 will clear after 40 consecutive

warm–up cycles have occurred without a fault.

• DTC P0336 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken inside

the insulation. Check for:

• Poor connection - Inspect the PCM harness and

connectors for improper mating, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, disconnect

the PCM, turn the ignition on and observe a voltmeter

connected to the 58X reference circuit at the PCM

harness connector while moving connectors and

wiring harnesses related to the PCM. A change in

voltage will indicate the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0336 – 58X Reference Signal Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Attempt to start the engine.

Does the engine start? — Go to St ep 3

Go to “Engine

Cranks But Will

N ot Run" cha r t

3 1. Review and record Failure Records information.

2. Clear DTC P0336.

3. Start th e engine and idle for 1 minute.

4. Observe DTCs.

Is DTC P0336 set? — Go to Step 4 Refe r to

Diagnostic Aids

4 1. Disconnect the PCM and CKP sensor.

2. Check for an open or a short to ground in the 58X

reference circuit between the CKP sensor

connector and the PCM harness connec tor.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 5

5 1. Reconnect the PCM and CKP sensor.

2. Connect a DVM to measure voltage on the 58X

reference circuit at the PCM connector.

3. Observe the voltage while cranking the engine.

Is the voltage near the specified value? 2. 5 V Go to St ep 8 Go to Step 6

6 Check the connections at the CKP sensor and replace

the terminals if necessary.

Did any terminals require replacement? — Verify repair Go to Step 7

7 Replace the CKP sensor . Use caution to avoid any hot

oil that may drip out.

Is the action complete ? — Verify repair —

8 Check connections at the PCM and replace the

terminals if necessary.

Did any terminals require replacement? — Verify repair Go to Step 9

9 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0337

CKP SENSOR CIRCUIT LOW FREQUENCY

060R100101

Circuit Description

The 58X ref erence s i gnal is produced by th e crank shaft

position (CKP) sensor. During one crankshaft

revolution, 58 crankshaft reference pulses will be

produced. The powertrain control module (PCM) uses

the 58X reference signal to calculate engine RPM and

crankshaft position. The PCM constantly monitors the

number of pulses on the 58X reference circuit. If the

PCM does not receive pulses on the 58X reference

circuit, DTC P0337 will set.

Conditions for Setting the DTC

• Engine cranking.

• Crankshaft position (CKP) sensor signal is not

pre sent between tw o cam pulses.

• CKP reference pulse is not detected within 8 CMP

pulses.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0337 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0337 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken inside

the insulation. Check for:

• Poor connection – Inspect the PCM harness and

connectors for improper mating, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, disconnect

the PCM, turn the ignition on and observe a voltmeter

connected to the 58X reference circuit at the PCM

harness connector while moving connectors and

wiring harnesses related to the PCM. A change in

voltage will indicate the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0337 – CKP Sensor Circuit Low Frequency

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Attempt to start the engine.

Does the engine start? — G o to St ep 3 Go to Chart 3

3 1. Review and record Failure Records information.

2. Clear DTC P0337.

3. Start th e engine and idle for 1 minute.

4. Observe DTCs.

Is DTC P0337 set? — Go to Step 4 Refe r to

Diagnostic Aid

4 1. Disconnect the CKP sensor.

2. Ignition “ON".

3. Using a DVM, veri fy that 5 V reference and ground

are being supp lied at the sensor connector (PCM

side).

Are 4-6 volts and ground available at the sensor? — Go to Step 7 Go to Step 5

5 1. Ignit io n “ O N" .

2. With a DVM, backprobe the PCM connector 5 V

reference and ground connections.

Are 5 V reference and ground available at the PCM? — Go to Step 6 Go to Step 11

6 Check 5 V reference or ground between the CKP

sensor and PCM and repair the open circuit, short to

ground or short to voltage.

Is the action complete ? Verify r epair —

7 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and CKP sensor .

3. Check for an open or a short to ground in the 58X

reference circuit between the CKP sensor

connector and the PCM harness connec tor.

4. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 8

8 1. Reconnect the PCM and CKP sensor.

2. Connect a DVM to measure voltage on the 58X

reference circuit at the PCM connector.

3. Observe the voltage while cranking the engine.

Is the voltage near the specified value? — G o to St ep 11 Go to Step 9

9 Check the connections at the CKP sensor and replace

the terminals if necessary.

Did any terminals require replacement? 2.5 V Verify repair Go to Step 10

10 Replace the CKP sensor. Use caution and avoid hot

oil that may drip out.

Is the action complete ? — Verify repair —

11 Check the connections at the PCM and replace the

terminals if necessary.

Did any terminals require replacement? — Verify repair Go to Step 12

12 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0351 IGNITION 1 CONTROL CIRCUIT

060R100135

Circuit Description

ION Sensing Module has the function to energize and

de-energize the primary ignition coil in response to

signals f rom t he P CM . Th e P CM cont rols i gnition ti ming

and dwell time.

This diagnosis detects open circuit or short-circuiting in

the Ignition Electronic Spark Timing (EST) line by

monitoring EST signals. A failure determination is made

when the signal voltage remains higher or lower than

the threshold for corresponding fault code beyond a

predetermined time period.

When the PCM detects a problem on EST control circuit

1, it will set a DTC P0351.

Conditions for Setting the DTC

• T he ignition is “ON".

• The engine is running, determined by the 58X

crankshaft position input signal.

• The output voltage is not equal to 5 volts when output

is “ON".

• The output voltage is not equal to 0 volts when output

is “OFF".

• 20 test failures occur within 40 samples of continuous

spark events.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC • The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0351 will clear after 40 consecutive

warm-up cycles occur without a fault.

• DTC P0351 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0351 while

moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0351 – Ignition 1 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Record

condition s as noted.

4. Use a Te ch 2 to monitor the “DTC" inf ormation for

DTC P0351 until the DTC P0351 test runs.

5. No te th e test result.

Does the Tech 2 indicate DTC P0351 failed this

ignition cycle? — G o to St ep 3 Go to

Diagnostic Aids

3 Check for faulty connection at ignition coil.

Was a problem found? — Verify repair Go to Step 4

4 Check for faulty connection at PCM connec tor.

Was a problem found? — Verify repair Go to Step 5

5 1. Ignition “ON", engine “OFF".

2. Back probe the igni tion cont rol circui t 1 at t he ION

Sensing Module with a DVM.

Is the voltage near the specified value? 25-55 mV G o to St ep 6 Go to S tep 9

6 1. Ignition “ON", engine running.

2. Back probe the ignition control circuit at the ION

Sensing Module for t he cylinder being tested.

Is the voltage in the specified range, rapidly toggling

back and forth to a reading 20-50 mV higher? 100-180 mV G o to St ep 7 Go to Step 13

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 3-pin and conn ector at the ignition

coil.

3. Check ignition control circuit 1 voltage at the

ignition coil connector while cranking the engine.

Does the voltage measure between the specified

values? 200-1200 mV Go to St ep 8 Go to Step 11

8 Replace the ignition coil.

Is the action complete ? — Verify r epair —

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and the ignition coil.

3. Check ignition control circuit 1 for short to ground.

Was a problem found? — Verify repair Go to Step 10

10 Check ignition control circuit 1 for short to voltage.

Was a problem found? — Verify repair Go to Step 13

11 Check for an open ignition control circuit 1.

Was the igniti on control circuit open? — Go to Step 12 Go to Step 13

12 Repair the open ignition control circuit.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0352 IGNITION 2 CONTROL CIRCUIT

060R100135

Circuit Description

ION Sensing Module has the function to energize and

de-energize the primary ignition coil in response to

signals f rom t he P CM . Th e P CM cont rols i gnition ti ming

and dwell time.

This diagnosis detects open circuit or short-circuiting in

the Ignition Electronic Spark Timing (EST) line by

monitoring EST signals. A failure determination is made

when the signal voltage remains higher or lower than

the threshold for corresponding fault code beyond a

predetermined time period.

When the PCM detects a problem on EST control circuit

2, it will set a DTC P0352.

Conditions for Setting the DTC

• T he ignition is “ON".

• The engine is running, determined by the 58 X

cranks haft position input signal.

• The output voltage is not equal to 5 volts when output

is “ON".

• The output voltage is not equal to 0 volts when output

is “OFF".

• 20 test failures occur within 40 samples of continuous

spark events.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0352 will clear after 40 consecutive

warm-up cycles occur without a fault.

• DTC P0352 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0352 while

moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0352 – Ignition 2 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Record

condition s as noted.

4. Use a Te ch 2 to monitor the “DTC" inf ormation for

DTC P0352 until the DTC P0352 test runs.

5. No te th e test result.

Does the Tech 2 indicate DTC P0352 failed this

ignition cycle? — G o to St ep 3 Go to

Diagnostic Aids

3 Check for faulty connection at ignition coil.

Was a problem found? — Verify repair Go to Step 4

4 Check for faulty connection at PCM connec tor.

Was a problem found? — Verify repair Go to Step 5

5 1. Ignition “ON", engine “OFF".

2. Back probe the igni tion cont rol circui t 2 at t he ION

Sensing Module with a DVM .

Is the voltage near the specified value? 25-55 mV G o to St ep 6 Go to S tep 9

6 1. Ignition “ON", engine running.

2. Back probe the ignition control circuit at the ION

Sensing Module for t he cylinder being tested.

Is the voltage in the specified range, rapidly toggling

back and forth to a reading 20-50 mV higher? 100-180 mV G o to St ep 7 Go to Step 13

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 3-pin connector at the ignition coil.

3. Check ignition control circuit 2 voltage at the

ignition coil connector while cranking the engine

connector.

Does the voltage measure between the specified

values? 200-1200 mV Go to St ep 8 Go to Step 11

8 Replace the ignition coil.

Is the action complete ? — Verify r epair —

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and the ignition coil.

3. Check ignition control circuit 2 for short to ground.

Was a problem found? — Verify repair Go to Step 10

10 Check ignition control circuit 2 for short to voltage.

Was a problem found? — Verify repair Go to Step 13

11 Check for an open ignition control circuit 2.

Was the igniti on control circuit open? — Go to Step 12 Go to St ep 13

12 Repair the open ignition control circuit.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0353 IGNITION 3 CONTROL CIRCUIT

060R100135

Circuit Description

ION Sensing Module has the function to energize and

de-energize the primary ignition coil in response to

signals f rom t he P CM . Th e P CM cont rols i gnition ti ming

and dwell time.

This diagnosis detects open circuit or short-circuiting in

the Ignition Electronic Spark Timing (EST) line by

monitoring EST signals. A failure determination is made

when the signal voltage remains higher or lower than

the threshold for corresponding fault code beyond a

predetermined time period.

When the PCM detects a problem on EST control circuit

3, it will set a DTC P0353.

Conditions for Setting the DTC

• T he ignition is “ON".

• The engine is running, determined by the 58X

cranks haft position input signal.

• The output voltage is not equal to 5 volts when output

is “ON".

• The output voltage is not equal to 0 volts when output

is “OFF".

• 20 test failures occur within 40 samples of continuous

spark events.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0353 will clear after 40 consecutive

warm-up cycles occur without a fault.

• DTC P0353 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0353 while

moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0353 – Ignition 3 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Record

condition s as noted.

4. Use a Te ch 2 to monitor the “DTC" inf ormation for

DTC P0353 until the DTC P0353 test runs.

5. No te th e test result.

Does the Tech 2 indicate DTC P0353 failed this

ignition cycle? — G o to St ep 3 Go to

Diagnostic Aids

3 Check for faulty connection at ignition coil.

Was a problem found? — Verify repair Go to Step 4

4 Check for faulty connection at PCM connec tor.

Was a problem found? — Verify repair Go to Step 5

5 1. Ignition “ON", engine “OFF".

2. Back probe the igni tion cont rol circui t 3 at t he ION

Sensing Modul e with a DVM pos itive lea d with the

negative lead to ground.

Is the voltage near the specified value? 25-55 mV G o to Step 6 Go to Step 9

6 1. Ignition “ON", engine running.

2. Back probe the ignition control circuit at the ION

Sensing Module for t he cylinder being tested.

Is the voltage in the specified range, rapidly toggling

back and forth to a reading 20-50 mV higher? 100-180 mV G o to St ep 7 Go to Step 13

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 3-pin connector at the ignition coil.

3. Check ignition control circuit 3 voltage at the

ignition coil connector while cranking the engine.

Does the voltage measure between the specified

values? 200-1200m V G o to St ep 8 Go to Step 11

8 Replace the ignition coil.

Is the action complete ? — Verify r epair —

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and the ignition coil.

3. Check ignition control circuit 3 for short to ground.

Was a problem found? — Verify repair Go to Step 10

10 Check ignition control circuit 3 for short to voltage.

Was a problem found? — Verify repair Go to Step 13

11 Check for an open ignition control circuit 3.

Was the igniti on control circuit open? — Go to Step 12 Go to St ep 13

12 Repair the open ignition control circuit.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0354 IGNITION 4 CONTROL CIRCUIT

060R100135

Circuit Description

ION Sensing Module has the function to energize and

de-energize the primary ignition coil in response to

signals f rom t he P CM . Th e P CM cont rols i gnition ti ming

and dwell time.

This diagnosis detects open circuit or short-circuiting in

the Ignition Electronic Spark Timing (EST) line by

monitoring EST signals. A failure determination is made

when the signal voltage remains higher or lower than

the threshold for corresponding fault code beyond a

predetermined time period.

When the PCM detects a problem on EST control circuit

4, it will set a DTC P0354.

Conditions for Setting the DTC

• T he ignition is “ON".

• The engine is running, determined by the 58X

cranks haft position input signal.

• The output voltage is not equal to 5 volts when output

is “ON".

• The output voltage is not equal to 0 volts when output

is “OFF".

• 20 test failures occur within 40 samples of continuous

spark events.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0354 will clear after 40 consecutive

warm-up cycles occur without a fault.

• DTC P0354 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0354 while

moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0354 – Ignition 4 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Record

condition s as noted.

4. Use a Te ch 2 to monitor the “DTC" inf ormation for

DTC P0354 until the DTC P0354 test runs.

5. No te th e test result.

Does the Tech 2 indicate DTC P0354 failed this

ignition cycle? — G o to St ep 3 Go to

Diagnostic Aids

3 Check for faulty connection at ignition coil.

Was a problem found? — Verify repair Go to Step 4

4 Check for faulty connection at PCM connec tor.

Was a problem found? — Verify repair Go to Step 5

5 1. Ignition “ON", engine “OFF".

2. Back probe the igni tion cont rol circui t 4 at t he ION

Sensing with a DVM positive lead with the

negative lead to ground.

Is the voltage near the specified value? 25-55 mV G o to Step 6 Go to Step 9

6 1. Ignition “ON", engine running.

2. Back probe the ignition control circuit at the ION

Sensing Module for t he cylinder being tested.

Is the voltage in the specified range, rapidly toggling

back and forth to a reading 20-50 mV higher? 100-180 mV G o to St ep 7 Go to Step 13

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 3-pin connector at the ignition coil.

3. Check ignition control circuit 4 voltage at the

ignition coil connector while cranking the engine.

Does the voltage measure between the specified

values? 200-1200 mV Go to St ep 8 Go to Step 11

8 Replace the ignition coil.

Is the action complete ? — Verify r epair —

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and the ignition coil.

3. Check ignition control circuit 4 for short to ground.

Was a problem found? — Verify repair Go to Step 10

10 Check ignition control circuit 4 for short to voltage.

Was a problem found? — Verify repair Go to Step 13

11 Check for an open ignition control circuit 4.

Was the igniti on control circuit open? — Go to Step 12 Go to St ep 13

12 Repair the open in ignition control circuit.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0355 IGNITION 5 CONTROL CIRCUIT

060R100135

Circuit Description

ION Sensing Module has the function to energize and

de-energize the primary ignition coil in response to

signals f rom t he P CM . Th e P CM cont rols i gnition ti ming

and dwell time.

This diagnosis detects open circuit or short-circuiting in

the Ignition Electronic Spark Timing (EST) line by

monitoring EST signals. A failure determination is made

when the signal voltage remains higher or lower than

the threshold for corresponding fault code beyond a

predetermined time period.

When the PCM detects a problem on EST in control

circuit 5, it wi ll set a DTC P0355.

Conditions for Setting the DTC

• T he ignition is “ON".

• The engine is running, determined by the 58X

cranks haft position input signal.

• The output voltage is not equal to 5 volts when output

is “ON".

• The output voltage is not equal to 0 volts when output

is “OFF".

• 20 test failures occur within 40 samples of continuous

spark events.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0355 will clear after 40 consecutive

warm-up cycles occur without a fault.

• DTC P0355 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0355 while

moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0355 – Ignition 5 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Record

condition s as noted.

4. Use a Te ch 2 to monitor the “DTC" inf ormation for

DTC P0355 until the DTC P0355 test runs.

5. No te th e test result.

Does the Tech 2 indicate DTC P0355 failed this

ignition cycle? — G o to St ep 3 Go to

Diagnostic Aids

3 Check for faulty connection at ignition coil.

Was a problem found? — Verify repair Go to Step 4

4 Check for faulty connection at PCM connec tor.

Was a problem found? — Verify repair Go to Step 5

5 1. Ignition “ON", engine “OFF".

2. Back probe the igni tion cont rol circui t 5 at t he ION

Sensing Modul e with a DVM pos itive lea d with the

negative lead to ground.

Is the voltage near the specified value? 25-55 mV G o to Step 6 Go to Step 9

6 1. Ignition “ON", engine running.

2. Back probe the ignition control circuit at the ION

Sensing Module for t he cylinder being tested.

Is the voltage in the specified range, rapidly toggling

back and forth to a reading 20-50 mV higher? 100-180 mV G o to St ep 7 Go to Step 13

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 3-pin connector at the ignition coil.

3. Check ignition control circuit 5 voltage at the

ignition coil connector while cranking the engine.

Does the voltage measure between the specified

values? 200-1200 mV Go to St ep 8 Go to Step 11

8 Replace the ignition coil.

Is the action complete ? — Verify r epair —

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and the ignition coil.

3. Check ignition control circuit 5 for short to ground.

Was a problem found? — Verify repair Go to Step 10

10 Check ignition control circuit 5 for short to voltage.

Was a problem found? — Verify repair Go to Step 13

11 Check for an open ignition control circuit 5.

Was the igniti on control circuit open? — Go to Step 12 Go to St ep 13

12 Repair the open ignition control circuit.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0356 IGNITION 6 CONTROL CIRCUIT

060R100135

Circuit Description

ION Sensing Module has the function to energize and

de-energize the primary ignition coil in response to

signals f rom t he P CM . Th e P CM cont rols i gnition ti ming

and dwell time.

This diagnosis detects open circuit or short-circuiting in

the Ignition Electronic Spark Timing (EST) line by

monitoring EST signals. A failure determination is made

when the signal voltage remains higher or lower than

the threshold for corresponding fault code beyond a

predetermined time period.

When the PCM detects a problem on EST control circuit

6, it will set a DTC P0356.

Conditions for Setting the DTC

• T he ignition is “ON".

• The engine is running, determined by the 58X

cranks haft position input signal.

• The output voltage is not equal to 5 volts when output

is “ON".

• The output voltage is not equal to 0 volts when output

is “OFF".

• 20 test failures occur within 40 samples of continuous

circuit monitoring.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle in which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0356 will clear after 40 consecutive

warm-up cycles occur without a fault.

• DTC P0356 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0356 while

moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0356 – Ignition 6 Control Circuit

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Record

condition s as noted.

4. Use a Te ch 2 to monitor the “DTC" inf ormation for

DTC P0356 until the DTC P0356 test runs.

5. No te th e test result.

Does the Tech 2 indicate DTC P0356 failed this

ignition cycle? — G o to St ep 3 Go to

Diagnostic Aids

3 Check for faulty connection at ignition coil.

Was a problem found? — Verify repair Go to Step 4

4 Check for faulty connection at PCM connec tor.

Was a problem found? — Verify repair Go to Step 5

5 1. Ignition “ON", engine “OFF".

2. Back probe the igni tion cont rol circui t 6 at t he ION

Sensing Modul e with a DVM pos itive lea d with the

negative lead to ground.

Is the voltage near the specified value? 25-55 mV G o to Step 6 Go to Step 9

6 1. Ignition “ON", engine running.

2. Back probe the ignition control circuit at the ION

Sensing Module for t he cylinder being tested.

Is the voltage in the specified range, rapidly toggling

back and forth to a reading 20-50 mV higher? 100-180 mV G o to St ep 7 Go to Step 13

7 1 . Ig nit io n “ OFF" .

2. Disconnect the 3-pin connector at the ignition coil.

3. Check ignition control circuit 6 voltage at the

ignition coil connector while cranking the engine.

Does the voltage measure between the specified

values? 200-1200 mV Go to St ep 8 Go to Step 11

8 Replace the ignition coil.

Is the action complete ? — Verify r epair —

9 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM and the ignition coil.

3. Check ignition control circuit 6 for short to ground.

Was a problem found? — Verify repair Go to Step 10

10 Check ignition control circuit 6 for short to voltage.

Was a problem found? — Verify repair Go to Step 13

11 Check for an open ignition control circuit 6.

Was the igniti on control circuit open? — Go to Step 12 Go to St ep 13

12 Repair the open ignition control circuit.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0402 EGR PINTLE CRANK ERROR

060R100136

Circuit Description

The powertrain control module (PCM) monitors the

EGR valve pintle po sition input to ensure that the va lve

responds properly to commands from the PCM, and to

detect a fa ult if pintle position is stuck open . If t he PCM

detects a pintle position signal indicates more than

21.5% and more than for 625 msec during cranking, the

PCM will set DTC P 0402.

Conditions for Setting the DTC

• Igni tio n voltage is between 11 and 16 volts.

• At Engine revolution less than 600 RPM, EGR pintle

position indicates more than 21.5% and more than for

625 msecs.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lam p (M IL) after the second cons ecut ive trip i n which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive tri p cycl e during whi ch the dia g nost i c h a s

been run and the fault condition is no longer present.

• A history DTC P0402 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0402 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Foreign material on EGR valve between pintle and

seat may cause EGR stuck open. Inspect foreign

material in EGR valve.

• Excessive carbon deposit may cause unsmooth

operation of EGR valve shaft. Inspect for carbon

deposit and clean up inside of carbon deposit.

• Poor connection or damaged harness–inspect the

wiring harness for damage If the harness appea rs to

be OK, observe the EGR actual position display on

the Tech 2 while moving connectors and wiring

harnesses related to EGR valve. A change in the

d is pla y w ill ind i c a te t h e lo c ati o n o f th e fault .

NOTE: If the EGR valve shows signs of excessive

heat, check the exhaust system for blockage (possibly a

plugged catalytic converter) using the “Restricted

Exhaust System Check".

DTC P0402 – EGR Pintle Crank Open Error

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records data .

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0402

until the DTC P0402 test runs. Note the result.

Does the Tech 2 indicates DTC P0402 failed this

ignition? — G o to Step 3 Refe r to

Diagnostic Aids

3 1. Disconnect the EGR valve harnes s connec tor.

2. Inspect the EGR valve and connectors for

damaged pin or terminals.

Were there any damaged pins or terminals? — Go to Step 4 Go to Step 5

4 Repair the damaged pin or terminal.

Is the action complete ? — Verify r epair —

5 1. Remove EGR valve from Engine.

2. Inspect EGR valve whether there is any foreign

material between se at and pintle.

Was a ny foreign material in EGR v al ve? — Go to Step 6 Go to Step 7

6 1. Remove EGR valve foreign material from EGR

valve and clean up inside.

2. Visually inspect for damage of pintle and seat,

which leakage may oc cur.

Was there any severe damage which affects function? — Go to Step 7 Verify repair

Go to S tep 8

7 1. Reconnect.

2. Ignition “OFF".

3. Install the Tech 2.

4. Run the engine at idle.

5. On Tech-II, select special function for EGR.

6. Use the “UP" arrow to increase the EGR from 0%

to 40%.

Did EGR wo rk prop erly? — — G o to Step 8

8 Replac e the EGR valve.

Does DTC P0402 still fail “DT C" test on the Tec h 2? — G o to St ep 9 Verify repair

9 Replac e the EGR valve.

Is the action complete ? — Verify r epair —

DIAGNOSTIC TROUBLE CODE (DTC) P0404 EGR OPEN STUCK

060R100136

Circuit Description

The powertrain control module (PCM) monitors the

EGR valve pintle po sition input to ensure that the va lve

responds properly to commands from the PCM, and to

detect a fault if pintle position is different from

commanded position. If the PCM detects a pintle

position signal indicates more than 15 points different

between current and commanded and more than 15

seconds, the PCM will set DTC P0404.

Conditions for Setting the DTC

• T he engin e is running.

• Igni tio n voltage is between 11 and 16 volts.

• Intake Air Temp is more than 3°C (37.4°F).

• Difference EGR pintle position between current and

commanded position becomes more than 3% and

last more than 15 seconds, and this condition meets

greather than 0.4 seconds in a trip. Then it trigger , the

PCM lights on.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0404 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0404 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Excessive carbon deposit on EGR valve shaft may

cause EGR stuck open or unsmooth operation.

Those carbon deposit may occur by unusual port

operation. Clean up carbon may make smooth

function of EGR valve.

• Poor connection or damaged harness – Inspect the

wiring h arness for dam age. I f the harness ap pears to

be OK, observe the EGR actual position display on

the Tech 2 while moving connectors and wiring

harnesses related to EGR valve. A change in the

d is pla y w ill ind i c a te t h e lo c ati o n o f th e fault .

DTC P0404 – EGR Open Stuck

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records Data .

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0404

until the DTC P0404 test runs. Note the result.

Does the Tech 2 indicates DTC P0404 failed this

ignition? — G o to Step 3 Refe r to

Diagnostic Aids

3 1. Disconnect the EGR valve harnes s connec tor.

2. Inspect the EGR valve and connectors for

damaged pin or terminals.

Were there any damaged pins or terminals? — Go to St ep 4 Go to S tep 5

4 Repair the damaged pin or terminal. — Verify repair I s the action

complete?

5 1. Remove EGR valve from Engine.

2. Inspect EGR valve whether there is any excessive

carbon deposit on EGR shaft.

Was e xcessive carbon depos it on EG R valve shaft? — G o to Step 6 Go to Step 7

6 1. Clean up EGR valve shaft and inside of EGR

valve.

2. Visually inspect damage of pintle and seat if is

bent, leakage may oc cur.

Was there any severe damage which affects function? — Go to St ep 8 Verify repa ir

Go to Step 7

7 1. Reconnect.

2. Ignition “OFF".

3. Install the Tech 2.

4. Run the engine at idle.

5. On the Tech 2, select EGR Control Tes t.

6. Use the “UP" arrow to increase the EGR from 0%

to 40%.

Did EGR wo rk prop erly? — — G o to Step 8

8 Replac e the EGR valve.

Does DTC P0404 still fail “DT C" test on the Tech 2? — Go to St ep 9 Verify repair

9 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0405 EGR LOW VOLTAGE

060R100136

Circuit Description

The powertrain control module (PCM) monitors the

EGR valve pintle po sition input to ensure that the va lve

respon ds properly t o comm and from the PCM. If current

pintle pos i tion voltag e in dicates less t han 0.1 V and last

more than 10 seconds, then the PCM will set DTC

P0405.

Conditions for Setting the DTC

• Igni tio n voltage is between 11 and 16 volts.

• Intake Air Temp is more than 3°C (37.4°F).

• EGR pintle position is less than 2% and last more

than 10 sec. Action taken when the DTC sets .

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0402 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0405 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

wiring h arness for dam age. I f the harness ap pears to

be OK, observe the EGR actual position display on

the Tech 2 while moving connectors and wiring

harnesses related to EGR valve. A change in the

d is pla y w ill ind i c a te t h e lo c ati o n o f th e fault .

DTC P0405 – EGR Low Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records Data .

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0405

until the DTC P0405 test runs. Note the result.

Does the Tech 2 indicates DTC P0405 failed this

ignition? — G o to Step 3 Refe r to

Diagnostic Aids

3 1. Disconnect the EGR valve harnes s connec tor.

2. Inspect the EGR valve and connectors for

damaged pin or terminals.

Were there any damaged pins or terminals? — Go to St ep 4 Go to S tep 5

4 Repair the damaged pin or terminal.

Is the action complete ? — Verify r epair —

5 1. Disconnect the EGR harness connector.

2. Ignition “ON".

3. At the EGR valve, use a DVM to check the voltage

at the 5 volt reference wire (BLU/RED) and

ground.

Did the DVM indicate the specified value? 4–6 V Go to St ep 6 Go to S tep 7

6 1. Disconnect the EGR harness connector.

2. Measure resistance between terminal 5 volt

reference wire and ground.

Was resistance in range? 5–5.5 KΩGo to Step 10 Go to Step 17

7 1. Ignit io n “ O N" .

2. At the PCM connector, backprove with a DVM at

the 5 volt reference for the EGR valve.

Did the DVM indicate the specified value? 4–6 V Go to St ep 8 Go to St ep 18

8 Repair the open 5 volt reference circuit.

Is the action complete ? — Verify r epair —

9 Repair the damaged sensor ground wire.

Is the action complete ? — Verify repair —

10 1. Disconnect the EGR harness

2. Use an ohmmeter to measure between the pintle

position pin and the sensor ground pin on the

EGR valve.

NOTE: J-35616 Connector Test Adapter Kit may be

useful for ga ining access to the recessed pins on the

valve.

Was the ohmmeter reading approximately equal to the

specified value? 1 to 1.25 KΩGo to Step 13 Go to St ep 17

11 1. Ignition “ON".

2. Backprobe with a DVM to measure voltage at

EGR valve pintle position pin and sensor ground

pin.

Was vol tage in range? Less than

0.1V Go to Step 17 Go to Step 12

12 1. Ignition “ON".

2. Backprobe with a DVM to measure voltage at

PCM sensor ground pin and pin tle position pin.

Was vol tage in range? Less than

0.1V Go to Step 13 Go to Step 18

13 1. Ignition “OFF".

2. Disconnect the EGR harness.

3. Check short circuit between EGR pintle position

circuit and EGR ground circuit.

W a s any sho rt circuit? — Go to Step 14 Go to Step 18

14 Locate and repair the short to ground in the pintle

position circuit

Is the action complete ? — Verify r epair —

15 1. Ignition “OFF".

2. Disconnect the PCM.

3. Ignition “ON".

4. Measure the voltage between the EGR pintle

position circuit and ground.

Is the measured voltage near the specified value? Less than

0.1V Go to Step 17 Go to Step 16

16 Check for a short circuit between other wires and the

pintle position circuit

Is there any short c ircui t? —

Repair short

circuit and

then

Verify repair Go to Step 17

17 Replace the EGR valve.

Does DTC P1404 still fail “DTC test on the Tech 2? — Go to Step 18 Verify repair

18 Examine the PCM pin and terminal connection.

Was there a dam aged te rmina l? — Go to St ep 4 Go to St ep 19

19 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0406 EGR HIGH VOLTAGE

060R100136

Circuit Description

The powertrain control module (PCM) monitors the

EGR valve pintle po sition input to ensure that the va lve

respon ds properly t o comm and from the PCM. If current

pintle position voltage indicates more than 4.8 V and

last more than 10 seconds, then the PCM will set DTC

P0406.

Conditions for Setting the DTC

• Igni tio n voltage is between 11 and 16 volts.

• Intake Air temp is more than 3°C (37.4 °F).

• EG R pintle position is more than 9 9% and last more

than 10 sec.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0402 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0404 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

wiring h arness for dam age. I f the harness ap pears to

be OK, observe the EGR actual position display on

the Tech 2 while moving connectors and wiring

harnesses related to EGR valve. A change in the

d is pla y w ill ind i c a te t h e lo c ati o n o f th e fault .

DTC P0406 – EGR High Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records Data .

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tech 2, monitor “ DTC" info for DTC P0406

until the DTC P0406 test runs. Note the result.

Does the Tech 2 indicates DTC P0406 failed this

ignition? — G o to Step 3 Refe r to

Diagnostic Aids

3 1. Disconnect the EGR valve harnes s connec tor.

2. Inspect the EGR valve and connectors for

damaged pin or terminals.

Were there any damaged pins or terminals? — Go to Step 4 Go to Step 5

4 Repair the damaged pin or terminal.

Is the action complete ? — Verify repair Is the action

complete?

5 1. Disconnect the EGR harness connector.

2. Ignition “ON".

3. At the EGR valve, use a DVM to check the voltage

at the 5 volt reference wire (BLU/RED).

Did the DVM indicate the specified value? 4–6V Go to St ep 8 Go to S tep 6

6 1. Ignit io n “ O N" .

2. At the PCM connector, backprobe with a DVM at

the 5 volt reference for the EGR valve.

Did the DVM indicate the specified value? 4–6 V Go to St ep 7 Go to St ep 16

7 Repair the open 5 volt reference circuit

Is the action complete ? — Verify r epair —

8 1 . Ig nit io n “ OFF"

2. Disconnect the EGR harness.

3. Use a DVM to check for an resistance between 5

V reference and Sensor Ground at EGR sensor

terminals.

NOTE: J-35616 Connector Test Adapter Kit may be

useful for ga ining access to the recessed pins on the

valve.

Was the m eas ured resistance in range? 5 to 5 KΩGo to Step 9 Go to Step 15

9 1 . Ig nit io n “ OFF" .

2. Disconnect the EGR harness.

3. Use a DVM to check for an resistance between

Sensor Ground and Signal Wire at EGR sensor

terminal.

Is there an open circuit? — Go to St ep 15 Go to Step 10

10 1. Ignition “OFF".

2. Disconnect the EGR harness at PCM connect or.

3. Use a DVM to check for shorted wire between S37

and F53.

Is there a shorted wire? — Go to S t ep 14 Go to Step 11

11 1. Ignition “ON".

2. Use a DVM to backprobe at termina l Connect or of

EGR valve for voltage.

Was measured voltage more than 4.8V? more than

4.8V Go to Step 12 Go to Step 12

12 1. Ignition “ON".

2. Stay t he EGR harnes s conn ected.

3. Check voltage by backprobing at PCM S37

terminal.

Was vol tage more than 4.8V? 4.8V Go to S t ep 16 Go to Step 13

13 1. Locate short circuit at EGR harness between BLU/

RED to GRY/RED or GRY/RED to YEL, BLU/

RED.

2. Replace EGR harness.

Is the action complete ? — Verify r epair —

14 Replace EGR harness.

Is the action complete ? — Verify r epair —

15 Replace the EGR valve.

Does DTC P1404 still fail “DTC test on the Tech 2? — Go to Step 16 Verify repair

16 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0502 VSS CIRCUIT LOW INPUT

060R100071

Circuit Description

The vehi cle speed sensor has a magnet rotated by the

transmission output shaft. Attached to the sensor is a

hall effect circuit the interacts with the magnetic field

treated by the rotating magnet. A 12-volt operating

supply for the speed sensor ha ll circuit is s upplied from

the meter fuse. The VSS pulses to ground the 9-volt

signal sent from the powertrain control module (PCM)

on the reference circuit. The PCM interprets vehicle

speed by the number of pulses to ground per second on

the reference circuit.

Conditions for Setting the DTC

• Engine is running.

• Engine speed is between 1800 RPM and 2500 RPM.

• Throttle angle is between 10% and 40%.

• Engine load is greater than 50 kPa.

• PCM detects no VSS signal for 12.5 seconds over a

period of 15 seconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0502 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0502 can be cleared by using the Tech 2

“Clear Info" function.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

10. To avoid backprobing the VSS and possibly

damaging a seal or terminal, the VSS output can be

tested at the point where the transmission harness

connects to the engine harness. Power and ground

are applied by jumpers to the VSS through the

connectors which are located to the rear of the air

clea ner assembly. The VSS signal is monitored with

a DVM as the rear driveshaft turns. The wheels ca n

be turned to rotate the driveshaft, or in

2-wheels-drive vehicle s the driveshaft can be turned

directly.

DTC P0502 – VSS Circuit Low Input

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Does the spee dom eter work? — Go to Step 10 Go to Step 3

3 1 . Disconnect the VSS connect or.

2. Ignition “ON".

3. Using a test light to bat t ery +, probe the connec tor

ground wire.

Did the lig ht illu m in ate? — Go to Step 5 Go to Step 4

4 Repair the sensor ground.

Is the action complete ? — Verify repair —

5 1. Ignition “ON", sensor disconnected.

2. Using a DVM, measure at the VSS connector

between ground and volt age supply.

Was the measurement near the specified value? Battery

voltage Go to St ep 7 Go to Step 6

6 Repair the open or short to ground which may have

blown the meter fuse.

Is the action complete ? — Verify repair —

7 1. Ignition “ON", VSS disconnected.

2. Using a DVM, measure at the VSS connector

between ground and the wire from the

speedometer.

Was the m eas urem ent near the specified value? 7.5-8 V Go to St ep 9 Go to S tep 8

8 Check for an open or short circuit between the

speedo meter and the VSS.

Was an open or short circuit located? — Verify repair Go to Step 9

9 Replace the speedometer.

Is the action complete ? — Verify repair —

10 1. Ignition “OFF".

2. Disconnect the MAF sensor. The connector

attaches the VSS wires from the transmission

harness to the left- side engine harness.

3. Disconnect the black 16-way connecto r.

4. Select a terminal adapter from kit 5-8840-0385-0

that can be used with a jumper to supply B+ to the

blue wire wit h a yellow tracer (transmission side of

the connector).

5. Use another terminal adapter to attach a voltmeter

to the light-green wire with a white tracer (n ext to

the wire in the previous step.)

6. Disconnect the blue connector next to the black

16-way connector, and locate the black/red tracer

wire at one corner of the blue connector. The

black/red wire is the VSS ground. Use a terminal

adapter to at tac h a jumper to ground to the black/

red VSS ground wire at the transmission side of

the blue connector.

7. Raise the rear wheels off the ground with

transmission in neutral.

Does the DVM toggle back and forth between 0.6 V

and 10 V as the wheels (and driveshaft) are rotated? — G o to St ep 11 Go to St ep 10

11 Replace the VSS.

Is the action complete ? — Verify repair —

12 Check for a n open or sh ort betw een the PCM and t he

speedometer.

Was a problem found? — Verify rep air Go to Step 13

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0506

IDLE AIR CONTROL SYSTEM LOW RPM

D06RY00161

Circuit Description

The powertrain control module (PCM) controls engine

speed by adjusting the position of the throttle control

valve (DC motor). The throttle motor is a DC motor

driven by one coil. The PCM applies current to the DC

motor coil in position (%) to adjustment the throttle valve

into a passage in the throttle body to air flow. This

method allows highly accurate control of engine speed

and quick response to changes in engine load.

If the PCM detects a condition where too low of an idle

speed is present and the PCM is unable to adjust idle

speed by increasing the throttle position, DTC P0506

will set, indicating a problem with the idle control

system .

Conditions for Setting the DTC

• No TPS, VSS, ECT, EGR, MAF, MAP, IAT, low

voltage, fuel system, canister purge, injector control,

or ignition control DTCs are set.

• M AP is less than 60 kPa.

• Engine running time is more than 125 seconds.

• Engine coolant temperature (ECT) is above 50°C

(122°F).

• Ignition voltage is between 9.5 volts and 16.7 volts.

• T he throttle is closed.

• EVAP purge duty cycle mo re than 10%.

• All conditions are met for 10 seconds.

• Engine speed is more than 100 RPM lower than

desired idle based upon coolant temp erature.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• DTC P0506 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM or throttle DC motor –

Inspect harness connectors for backed-out terminals,

improper mating, broken locks, improperly formed or

damaged terminals, and poor terminal-to-wire

connection.

• Damaged harness – Inspect the wiring harness for

damage.

• Restricted air intake system – Check for a possible

collapsed air intake duct, restricted air filter element,

or foreign objects blocking the air intake system.

• Throttle body – Check for objects blocking the ETC

passage or throttle bore, excessive deposits in the

ETC passage and on the ETC position, and

excessive deposits in the throttle bore and on the

throttle plate.

• Large vacuum leak – Check for a condition that

causes a large vacuum leak, such as an incorrectly

installed or faulty PCV valve or brake booster hose

disconnected.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P0506 – Idle Air Control System Low RPM

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Visually/physically inspect for the following conditi ons:

• T hrottle body tampering.

• Restricted intake throttle system. Check for a

possible coll apsed air i ntake duct, restricted air fi lter

element, or foreign objects blocking the air intake

system.

• Throttle body: Check for objects blocking the

throttle passage or throttle bore, excessive deposits

in the throttle passage and on the throttle valve,

and excessive carbon deposits in the throttle bore

and on the throttle plate.

• Throttle lever: Check for smooth operation without

excessive play.

Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 3

3 Visually/physically inspect for the following conditi ons:

• Accelerator pedal : Ch eck fo r objects resticting the

spring or pedal arm.

• Accelerator pedal : Check for Check for smooth

operation without excessive play.

• Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 4

4 Check for a poor connection at the throttle body

harness connec tor.

Check for a poor connection at the accelerator

position sensor harness connector.

If a problem is found, replace faulty terminals as

necessary.

Was a problem found? — Verify repair Go to Step 5

5 Check the following circuits for an open, short to

voltage, short to ground, or poor connection at the

PCM:

• T hrottle position sensor 1 circuit.

• T hrottle position sensor 2 circuit.

• Throttle DC motor circuit.

If a problem is found, repair as neces sary.

Was a problem found? Verify repair Go to S tep 6

6 Check the Throttle Position sensor resistance.

If a problem is found, repair as neces sary.

Was a problem found? 0.56k - 2.6kΩVer ify repair Go to Step 7

7 Check the Throttle DC motor re sistance.

If a problem is found, repair as neces sary.

Was a problem found? 3.0 - 4.0ΩG o to St ep 8 Go to Step 9

8 Replac e the throttle valve.

Is the action complete ? — Verify r epair —

9 Check the following circuits for an open, short to

voltage, short to ground, or poor connection at the

PCM:

• Accelerator position sensor 1 circuit.

• Accelerator position sensor 2 circuit.

• Accelerator position sensor 3 circuit.

If a problem is found, repair as neces sary.

Was a problem found? Verify repair Go to Step 10

10 Check the Accelerator Position sensor resist ance

If a problem is found, repair as neces sary.

Was a problem found? 4-6 Go to Step 11 Go to Step 12

11 Replace the accelerator position sensor.

Is the action complete ? — Verify r epair —

12 Are any of the f ollowing DT Cs: P1125, P1290 , P129 5,

P1299 present ? —

Go to

applicable DTC

table Go to Step 13

13 Are any of the following DTCs: P1514, P1515, P1516,

P1523, P1 271, P1272, P1273 pres ent? —

Go to

applicable DTC

table Go to Step 11

14 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P0507

IDLE AIR CONTROL SYSTEM HIGH RPM

D06RY00161

Circuit Description

The powertrain control module (PCM) controls engine

speed by adjusting the position of the throttle control

valve (DC motor). The throttle motor is a DC motor

driven by one coil. The PCM applies current to the DC

motor coil in position (%) to adjustment the throttle valve

into a passage in the throttle body to air flow. This

method allows highly accurate control of engine speed

and quick response to changes in engine load.

If the PC M detects a c ondition where t oo high o f a n idl e

speed is present and the PCM is unable to adjust idle

speed by increasing the throttle position, DTC P0507

will set, indicating a problem with the idle control

system.

Conditions for Setting the DTC

• No TPS, VSS, ECT, EGR, MAF, MAP, IAT, low

voltage, fuel system, canister purge, injector control

or ignition control DTCs are set.

• M AP is less than 60 kPa.

• Engi ne ru nning time is more than 125 seconds.

• Engine coolant temperature (ECT) is above 50°C

(122°F).

• Ignition voltage is between 9.5 volts and 16.7 volts.

• T he throttle is closed.

• EVAP purge duty cycle is m ore than 1 0%.

• All conditions are met for 10 seconds.

• Engine speed is more than 100 RPM higher than

desired idle based upon coolant temp erature.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (M IL) after the second c onsecutive trip in which

the fault is detected .

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0507 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P0507 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM or throttle DC motor –

Inspect harness connectors for backed-out terminals,

improper mating, broken locks, improperly formed or

damaged terminals, and poor terminal-to-wire

connection.

• Damaged harness – Inspect the wiring harness for

damage.

• Vacuum leak – Check for a condition that causes a

vacuum leak, such as disconnected or damaged

hoses, leaks at EGR valve and EGR pipe to intake

manifold, leak at the throttle body, a faulty or

incorrectly installed PCV valve, leaks at the intake

manifold, etc.

• Throttle body – Check for sticking throttle plate. Also

inspect the air passage for deposits or objects which

will not allow the ETC position to fully extend or

properly seat.

If DTC P0507 cannot be duplicated, reviewing the

Failure Records vehicle mileage since the diagnostic

test last failed may help determine how often the

condition that caused the DTC to be set occurs. This

may assist in diagnosing the condition.

DTC P0507 – Idle Air Control System High RPM

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Visually/physically inspect for the following conditi ons:

• T hrottle body tampering.

• Restricted intake throttle system. Check for a

possible coll apsed air i ntake duct, restricted air fi lter

element, or foreign objects blocking the air intake

system.

• Throttle body: Check for objects blocking the

throttle passage or throttle bore, excessive deposits

in the throttle passage and on the throttle valve,

and excessive carbon deposits in the throttle bore

and on the throttle plate.

• Throttle lever: Check for smooth operation without

excessive play.

Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 3

3 Visually/physically inspect for the following conditi ons:

• Accelerator pedal : Ch eck fo r objects resticting the

spring or pedal arm.

• Accelerator pedal : Check for Check for smooth

operation without excessive play.

• Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 4

4 • Check for a poor connection at the throttle body

harn ess connect or.

• Check for a poor connection at the accelerator

position sen sor harness connecto r.

• If a problem is found, replace faulty terminals as

necessary.

Was a problem found? — Verify repair Go to Step 5

5 Check the following circuits for an open, short to

voltage, short to ground, or poor connection at the

PCM:

• T hrottle position sensor 1 circuit.

• T hrottle position sensor 2 circuit.

• Throttle DC motor circuit.

If a problem is found, repair as neces sary.

Was a problem found? Verify repair Go to S tep 6

6 Check the Throttle Position sensor resistance.

If a problem is found, repair as neces sary.

Was a problem found? 0.56k - 2.6kΩVerify repair Go to Ste p 7

7 Check the Throttle DC motor re sistance.

If a problem is found, repair as neces sary.

Was a problem found? 3.0 - 4.0ΩG o to St ep 8 Go to Step 9

8 Replac e the throttle valve.

Is the action complete ? — Verify r epair —

9 Check the following circuits for an open, short to

voltage, short to ground, or poor connection at the

PCM:

• Accelerator position sensor 1 circuit.

• Accelerator position sensor 2 circuit.

• Accelerator position sensor 3 circuit.

If a problem is found, repair as neces sary.

Was a problem found? Verify repair Go to Step 10

10 Check the Accelerator Position sensor resist ance

If a problem is found, repair as neces sary.

Was a problem found? 4-6 Go to Step 11 Go to Step 12

11 Replace the accelerator position sensor.

Is the action complete ? — Verify r epair —

12 Are any of the f ollowing DT Cs: P1125, P1290 , P129 5,

P1299 present ? —

Go to

applicable DTC

table Go to Step 13

13 Are any of the following DTCs: P1514, P1515, P1516,

P1523, P1 271, P1272, P1273 pres ent? —

Go to

applicable DTC

table Go to Step 11

14 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOST IC TROUBLE CODE (DTC) P0562 SYSTEM VOLTAG E LO W

060R100139

Circuit Description

The powertrain control module (PCM) monitors the

syste m vol tage on the ignition fe e d te rmi na l to th e PCM.

A system voltage DTC will set whenever the voltage is

below a calibrated value.

Conditions for Setting the DTC

• Igniti on “ON".

• System voltage is below 11.5 volts for 40 seconds.

Action Taken When the DTC Sets

• The PCM wi ll not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store as Failure Records conditions

which were present when the DTC was set. This

informat ion will not be stored as Freeze Frame data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P0562 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0562 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

If the DTC sets when an accessory is operated, check

for a poor connection or excessive current draw.

DTC P0562 – System Voltage Low

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Using a DVM, measure the battery voltage at the

battery.

Is the battery voltage greater than the specified value? 11.5 V Go t o St ep 3

Charge battery,

then go to Step

3 1 . Install a Tec h 2.

2. Select “Ignition Vo lts" on the Tech 2.

3. Start the engine and raise the engin e speed to the

specified value.

4. Load the electrical system by turning on the

headlights, high blower , etc.

Is the ignition voltage approximately equal to the

specified value? 2000 RPM

12.8-14.1 V Go to Step 4 Go to Starting/

Charging

4 1 . Ig nit io n “ OFF" .

2. Disconnect the PCM connect or at the PCM.

3. Using a DVM, measure the battery voltage at the

PCM connect or F-20 and F-57.

Is it approxim ately equal to battery voltage? —

Check for

excessive

current draw

with ignition

“OFF", engine

“OFF". Go to Step 5

5 1. Check for faulty connections at the PCM harn ess

terminals.

2. Repair as neces sary.

Was a repair necessary? — Verify repair Go to S tep 6

6 Check for an open battery feed circuit to the PCM.

Is the action comple te ? — Verify r epair Go to S tep 7

7 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE ( DTC) P0563 SYSTEM VOLTAGE HIGH

060R100139

Circuit Description

The powertrain control module (PCM) monitors the

system voltage on the ignition feed terminals to the

PCM. A system voltage DTC will set whenever the

voltage is above a calibrated value.

Conditions for Setting the DTC

• Igniti on “ON".

• System voltage is above 16 volts for 40 seconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P0563 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0563 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

If the DTC sets when an accessory is operated, check

for a poor connection or excessive current draw.

DTC P0563 – System Voltage High

Step Action Value(s) Yes No

1 Was the “ON-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Using a DVM, measure the battery voltage at the

battery.

Is the battery voltage less than the specified value? 11.5 V Go to St ep 3 Go to S tep 4

3 1. Charge the battery and clean the battery

terminals.

2. Clean the battery ground cable connection if

corrosion is indicated.

Is the battery voltage less than the specified value? 11.5 V Replace battery Go to Step 4

4 1. Turn “OFF" all the accessories.

2. Install a Tech 2.

3. Select the ignition voltage parameter on the Tech

4. Start the engine and rai se the engine RPM to the

specified value.

Is the voltage more than 2.5 volts greater than the

measurem ent taken in step 2 or 3? 20 00 RPM Go t o Starting/

Charging Go to S tep 5

5 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0565 CRUISE MAIN SWITCH

CIRCUIT ERROR

060R100137

Circuit Description

When enabled, the cruise control maintains a constant

cruising speed without manual control of the accelerator

pedal. The vehicle speed will remain constant until a

cancel ling signal is received.

When the cruise main switch is turned on and vehicle

speed is above 36km/h, battery voltage is applied to

Powertrain Control Module (PCM). When a signal from

the Cruise Control switch is input to PCM while the

vehicle is in this state, the cruise control system is

activated. Also, while the cruise system is operating, the

“CRUISE MAIN" indicator light is illuminated.

Conditions for setting the DTC

• T he Ignition is “ON''.

• Engine is running.

• Sy ste m voltage is between 11.5 volts and 16 volts.

• The switch contact remains on for 15 seconds or

more.

• Noises are generated by poor switch contact 60

times within 1 second.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set in the Failure Records data

only.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0565 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P0565 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the cruise main switch display on the Tech2 while

moving connectors and wiring harnesses related to

the sensor.

A change in the display will indicate the location of

the fault.

If DTC P0565 cannot be duplicated, the information

included in the Failure Records data can be useful in

determined vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTC P0565 Diagnostic Chart may

isolate the cause of the fault.

DTC P0565 Cruise Main Switch Circuit Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON," engine “ON."

2. Observe th e cruise main lam p in the switch.

Is the cruise main lamp “ON?" — Go to St ep 3 Go to Step 4

3 1. Push the auto cruise main switch.

2. Observe th e cruise main lam p in the switch.

Is the cruise main lamp “OFF?" — Go to

Diagnostic Aids Go to Step 4

4 Check the signal circuit for auto cruise main switch.

1. Ignition is “O FF ".

2. Disconnect the powertrain control module(PCM).

3. Disconnect the cruise main switch.

Check for an open cruise main switch signal

circuit between the PCM and the cruise main

switch.

Is a problem found? — Go to St ep 5 Go to Step 6

5 Repair the auto cruise main switch signal circuit.

Is the action complete ? — Verify r epair —

6 Check th e auto cruise mai n switch and lamp ci rcu it.

Is a problem found? — Go to St ep 7 Go to Step 8

7 Repair or replace the auto cruise main switch and

lam p c ir c u it .

Is the action complete ? — Verify r epair —

8 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0566 CRUISE CANCEL SWITCH

CIRCUIT ERROR

060R100137

Circuit Description

When enabled, the cruise control maintains a constant

cruising speed without manual control of the accelerator

pedal. The vehicle speed will remain constant until a

cancel ling signal is received.

When the cruise main switch is turned on and vehicle

speed is above 36km/h, battery voltage is applied to

Powertrain Control Module (PCM). When a signal from

the Cruise Control switch is input to PCM while the

vehicle is in this state, the cruise control system is

activated. Also, while the cruise system is operating, the

“CRUISE MAIN" indicator light is illuminated.

When the cancel switch is “ON", cruise system is “OFF".

Conditions for setting the DTC

• T he Ignition is “ON".

• Engine is running.

• Sy ste m voltage is between 11.5 volts and 16 volts .

• The switch contact remains on for 40 seconds or

more.

• Noises are generated by poor switch contact 100

times within 1.6 seconds.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set in the Failure Records data

only.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0566 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P0566 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the cruise cancel switch display on the Tech2 while

moving connectors and wiring harnesses related to

the sensor.

A change in the display will indicate the location of

the fault. If DTC P0566 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTCP0566 Diagnostic Chart may

isolate the cause of the fault.

DTC P0566 Cruise Cancel Switch Circuit Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Check the signal circuit for auto cruise cancel switch.

1. Ignition is “O FF ".

2. Disconnect the powertrain control module(PCM).

3. Disconnect the cruise cancel switch.

Check for cruise cancel switch signal circuit

between the PCM and the cruise cancel switch.

Is a problem found? — Go to St ep 3 Go to Step 4

3 Repair the main cruise cancel switch signal circuit.

Is the action complete ? — Verify r epair —

4 Check th e auto cruise mai n switch.

Is a problem found? — Go to St ep 5 Go to Step 6

5 Repair or replace the main cruise main switch.

Is the action complete ? — Verify r epair —

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0567 CRUISE RESUME SWITCH

CIRCUIT ERROR

060R100137

Circuit Description

When enabled, the cruise control maintains a constant

cruising speed without manual control of the accelerator

pedal. The vehicle speed will remain constant until a

cancel ling signal is received.

When the cruise main switch is turned on and vehicle

speed is above 36km/h, battery voltage is applied to

Powertrain Control Module (PCM). When a signal from

the Cruise Control switch is input to PCM while the

vehicle is in this state, the cruise control system is

activated. Also, while the cruise system is operating, the

“CRUISE MAIN" indicator light is illuminated.

When the resume switch is “ON", vehicle speed is

reseated to the previous set speed.

Conditions for settin g the DTC

• T he Ignition is “ON".

• Engi ne is running.

• Sy ste m voltage is between 11.5 volts and 16 volts .

• The switch contact remain on for 50 seconds or

more.

• Noises are generated by poor switch contact 100

times within 1.6 seconds.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set in the Failure Records data

only.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0567 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P0567 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage.

If the harness appears to be OK, observe the Cruise

resume switch display on the Tech2 while moving

connectors and wiring harnesses related to the

sensor.

A change in the display will indicate the location of

the fault.

If DTC P0567 cannot be duplicated, the information

included in the Failure Records data can be useful in

determined vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTCP0567 Diagnostic Chart may

isolate the cause of the fault.

DTC P0567 Cruise Resume Switch Circuit Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Check the signal circuit for auto cruise resume switch.

1. Ignition is “O FF ".

2. Disconnect the powertrain control module (PCM).

3. Disconnect the cruise resume switch. Check for

cruise resume switch signal circuit between the

PCM and the cruise resume switch.

Is a problem found? Go to St ep 3 Go to Step 4

3 Repair the main cruise re su me switch signal circuit.

Is the action complete ? — Verify r epair —

4 Check the auto cruise resume switch.

Is a problem found? — Go to St ep 5 Go to Step 6

5 Repair or replace the main cruise resume switch.

Is the action complete ? — Verify r epair —

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0571 NO BRAKE SWITCH SIGNAL

060R100138

Circuit Description

The primary function of the brake switch signal is to

operate the stop lamps.

A dual-contact brake switch provides two signals to the

PCM.

The two signals are used by the PCM in the operation of

the Cruise Control System and Aut omatic Transmissio n

operation.

The PCM monitors vehicle speed and brake switch

position to calculate brake operating conditions.

Conditions for Setting the DTC

• Two brake switch signals do not correspond after

signal after pedal operation.

• VSS not defe c tive .

• Engine is running.

• V ehicle speed above 20km/h.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Conditions for Clearing the DTC

• DTC P0571 can be cleared by using the scan tool

“Clear Info" function.

Diag nostic Ai ds

• Damaged harness–Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the fuel level display on the scan tool while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

DTC P0571 No Brake Switch Signal

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignit io n “ O ff".

Engine “Off".

2. Check following fuses.

• BACK 15 A

• S TOP LAM P 15A

Was a problem found? — Verify repair Go to Step 3

3 1. Make adjustment to the brake switch.

The brake switch is installed to the brake pedal

assembly. (Refer to “Brake switch" in “10A

CRUISE CONTROL SYSTEM".)

Was the proble m found? — Verify repair Go to Step 4

4 1. Push the shaft at brake switch.

2. Check shaft operation for smooth movem ents.

Was the proble m found? — Verify repair Go to Step 5

5 1. Disconnect the connector at brake switch.

2. Check following terminal pin at ohmmet er.

(Leave the shaft position at brake switch. Don't

push it.)

• Bet ween pin 1 and pin 2

• Bet ween pin 3 and pin 4

Was i t specified value?

Between pin1

and pin2 is

0Ω, Be tween

pin3 and pin4

is ∞Ω Go to Step 6 Go to S tep 9

6 1. Disconnect the connector at brake switch.

2. Check following terminal pin at ohmmet er.

(Push the shaft position at brake switch and hold

it)

• Bet ween pin 1 and pin 2

• Bet ween pin 3 and pin 4

Was i t specified value?

Between pin1

and pin2 is

∞Ω, Between

pin3 and pin4

is 0ΩGo to Step 7 Go to Step 9

7 1. Probe related circuits for open or short to ground.

2. If a problem was found, repair as necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

9 1. Replace the brake switch.

Was the ac tion compl eted? — Veri fy repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0601 PCM MEMORY

060RY014

Circuit Description

The Powertrain Control Module (PCM) used in this

vehicle utilizes an Electrically Erasable Programmable

Read-only M em ory (EEPROM ). The EEPR OM conta ins

program information and the calibrations required for

engine, transmission, and powertrain diagnostics

operati on.

Unlike the PROM used in past applications, the

EEPROM is not replaceable. When the PCM is

replaced or a calibration update is required, the PCM

must be programmed using a Tech 2. Refer to

On-Vehicle Service in Powertrain Control Module and

Senso r s fo r th e EEPROM pr o gramming proced ure.

Conditions for Setting the DTC

• The PCM detects an internal program fault (check

sum error).

Action Taken When the DTC Sets

• The PCM will illuminate the Malfunction Indicator

L a m p (MIL ) the fi r st t i me th e fa ult is d e te c te d .

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0601 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0601 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

• DTC P0601 indicates that the contents of the

EEPROM have changed since the PCM was

programmed. The only possible repair is PCM

replacem ent. Reme mbe r to program the re placem ent

PCM with the correct software an d calibration for the

vehicle.

DTC P0601 – PCM Memory

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0602 PCM PROGRAMMING ERROR

060RY014

Circuit Description

The Powertrain Control Module (PCM) uses Main CPU

and Watchdog CPU software/calibration.

Conditions for Setting the DTC

• This code detects inconsistencies between Main

C PU and Watchd og CPU software/calibration.

Action Taken When the DTC Sets

• T he PCM will not illuminate the Ma lfunction Indicator

Lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set in the Failure Records data

only.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0602 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0602 can be cleared by using the Tech 2

“Clear Info" function or by disconnecting the PCM

battery feed.

DTC P0602 – PCM Programming Error

Step Action Value(s) Yes No

1 Was the “On -Board Diagnostic (OBD) System Chec k"

performed? — Go to Step 2 Go to OBD

System Check

2 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ?

— Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0604 PCM RAM ERROR

060RY014

Circuit Description

The Powertrain Control Module (PCM) uses Main CPU

RAM and Watchdog CPU RAM.

Conditions for Setting the DTC

• This code detects inconsistencies between Main

C PU RAM and Watchdog CPU RAM.

Action Taken When the DTC Sets

• T he PCM will not illuminate the Ma lfunction Indicator

Lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set in the Failure Records data

only.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0604 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0604 can be cleared by using the Tech 2

“Clear Info" function or by disconnecting the PCM

battery feed.

DTC P0604 – PCM RAM Error

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ?

— Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P0606 PCM INTERNAL PERFORMANCE

060RY014

Circuit Description

The input/output devices in the PCM include

analog-to-digital converters, signal buffers, counters,

and special drivers. The PCM controls most

components with electronic switches which complete a

ground circuit when turned “ON". These switches are

arranged in groups of 4 and 7, called either a

surface-mou nted quad driver m odul e (QDM ), whic h can

independently control up to 4 output terminals, or QDMs

which can independently control up to 7 outputs.

Conditions for Setting the DTC

• This code detects inconsistencies between Main

CPU A/D converters and Watchdog CPU A/D

converters.

Action Taken When the DTC Sets

• T he PCM w ill n ot il lum inate the Mal fun ction In dicat or

Lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set in the Failure Records data

only.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P0606 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P0606 can be cleared by using the Tech 2

“Clear Info" function or by disconnecting the PCM

battery feed.

DTC P0606 – PCM Internal Performance

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC)

P1106 MAP SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE

060R100132

Circuit Description

The Manifold Absolute Pressure (MAP) sensor

responds to changes in intake manifold pressure

(vacuum). The MAP sensor signal voltage to the PCM

varies from below 2 volts at idle (high vacuum) to above

4 volts with the ignition “ON", engine not running or at

wide-open throttle (low vacuum).

The MAP sensor is used to determine manifold

pressure changes while the linear EGR flow test

diagnostic is being run (refer to DTC P0401), to

determine engine load for some other diagnostics and

to determine barometric pressure (BARO). The PCM

compares the MAP sensor signal to a calculated MAP

based on throttle position and various engine load

factors. If the PCM detects a MAP signal that is

intermittently above the calculated value, DTC P1106

wi ll set.

Conditions for Setting the DTC

• N o TP sensor DTCs are present.

• Engine is running for at l eas t 10 seconds.

• Throttle angle is below 3% if engine speed is below

1000 RPM.

• T hrottle ang le i s bel ow 10% if e ngine s peed is above

1000 RPM.

• The MAP sensor indicates an intermittent manifold

absolute pressure above 80 kPa for a total of

approx imately 5 seconds over a 16-second period of

time.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set as Failure Records data only.

This information will not be stored as Freeze Frame

data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1106 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1106 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Leaking or plugged vacuum supply line to the MAP

sensor.

• Inspect PCM harness connectors for backed-out

terminals, improper mating, broken locks, improperly

formed or damaged terminals, and poor

terminal-to-wire connection.

• Inspect the wiring harness for damage. If the harness

appears to be OK, observe the MAP display on the

Tech 2 while moving connectors and wiring

harnesses related to the sensor. A change in the

display will indicate the location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

• The MAP sensor shares a 5 Volt Reference with the

Fuel Tank Pressure sensor. Check the 5 Volt

reference if this DTC is also set.

• The MAP sensor shares a ground with the Fuel Tank

Pressure sensor and the ECT Sensor. Check the

ground if these other DTCs are also set.

DTC P1106 – MAP Sensor Circuit Intermittent High Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Is DTC P0108 also set?

—

Go t o DTC

P0108 chart

first Go to Step 3

3 Are DTC P1111, P1115, and/or P1120 also set? — Go to St ep 6 Go to S tep 4

4 Check for a poor sensor ground circuit terminal

connection at the MAP sens or.

Was a problem found? — Go to St ep 9 Go to S tep 5

5 Check the MAP signal circuit between the MAP

sensor connector and the PCM for an intermittent

short to voltage.

Was a problem found? — Go to Step 10 Go to S tep 8

6 Check f or an intermi ttent short to voltage on t he 5 volt

reference circuit between the PCM and the following

components:

• MAP sensor

•EGR valve

• TP sensor

Was a problem found? — Go to Step 10 Go to Step 7

7 Check for a poor sensor ground circuit terminal

connection at the PCM.

Was a problem found? — Go to St ep 9 Go to Step 8

8 Check for an interm ittent o pen or a f aulty spl ice i n t he

sensor ground circuit.

Was a problem found? — Go to Step 10 R efe r to

Diagnostic Aids

9 Replace the faulty harness connector terminal for the

sensor ground circuit.

Is the action complete ? — Verify repair —

10 Locate an d repair the intermittent ope n/short circuit in

the wiring harness as necessary.

Is the action complete ? — Verify r epair —

DIAGNOSTIC TROUBLE CODE (DTC) P1107 MAP CIRCUIT

INTERMITTENT LOW VOLTAGE

060R100132

Circuit Description

The Manifold Absolute Pressure (MAP) sensor

responds to changes in intake manifold pressure

(vacuum). The MAP sensor signal voltage to the

powertrain control module (PCM) varies from below 2

volts at idle (high vacuum) to above 4 volts with the

ignition “ON", engine not running or at wide-open

throttle (low vacuum).

The MAP sensor is used to determine manifold

pressure changes while the linear EGR flow test

diagnostic is being run (refer to DTC P0401), to

determine engine load for some other diagnostics and

to determine barometric pressure (BARO). The PCM

compares the MAP sensor signal to a calculated MAP

based on throttle position and various engine load

factors. If the PCM detects a MAP signal that is

intermittently below the calculated value, DTC P1107

wi ll b e set .

Conditions for Setting the DTC

• N o TP sensor DTCs are present.

• Engine is running.

• Ignition voltage is more than 11 volts.

• Throttle angle is above 1% if engine speed is less

than 100 0 RPM.

• Throttle angle is abo ve 3% if engine speed is above

1000 RPM.

• The MAP sensor indicates an intermittent manifold

absolute pressure below 80 kPa for a total of

approx imately 5 seconds over a 16-second period of

time.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set as Failure Records data only.

This information will not be stored as Freeze Frame

data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1107 will Clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1107 can be cleared by using the Tech 2

“Clear Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• The MAP Sensor shares a 5 Volt reference with the

EGR Valve. If these codes are also set, it could

indicate a problem with the 5 Volt reference circuit or

components itself.

• The MAP Sensor share a ground with the EGR Valve

and the IAT Sensor.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the MAP display on the Tech 2 while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P1107 – MAP Sensor Circuit Intermittent Low Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Is DTC P0107 also set?

—

Go t o DTC

P0107 chart

first Go to Step 3

3 Check for a poor 5 volt reference circuit or MAP signal

circuit terminal connection at the MAP sensor.

Was a problem found? — Go to St ep 8 Go to Step 4

4 Check the MAP signal circuit between the MAP

sensor connector and the PCM for an intermittent

open or short to ground.

Was a problem found? — Go to St ep 9 Go to Step 7

5 Check for an intermittent short to ground on the 5 volt

reference circuit between the PCM and the following

components:

• MAP sensor

•EGR valve

• TP sensor

Was a problem found? — Go to St ep 9 Go to Step 6

6 Check for a poor 5 volt reference terminal connection

at the PCM.

Was a problem found? — Go to St ep 8 Go to Step 7

7 Check for an interm ittent o pen or a f aulty spl ice i n t he

5 volt reference circuit.

Was a problem found? (If no, start with the diagnosis

chart for other sensors in the circuit and see if 5V

returns.) — Go to Step 9 R efe r to

Diagnostic Aids

8 Replace the faulty harness connector terminal(s) for

the 5 volt reference circuit and/or the MAP signal

circuit as necessary.

Is the action complete ? — Verify repair —

9 Repair intermittent open/short circuit in the wiring

harness as necessary.

Is the action complete ? — Verify r epair —

DIAGNOSTIC TROUBLE CODE (DTC)

P1111 IAT SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE

D06RY00147

Circuit Description

The I ntake A ir Temperature (IAT ) sensor is a the rmistor

which measures the temperature of the air entering the

engine. The powert rain control m odul e (P CM ) applies 5

volts through a p ull-up resis tor t o the IAT senso r. Whe n

the intake air is cold, the sensor resistance is high and

the PCM will monitor a high signal voltage on the IAT

signal circuit. If the intake air is warm, the sensor

resistance is lower cau sing the PC M to m onitor a lower

voltage. DTC P1111 will set when the PCM intermittently

detects an ex ces sively hi gh s ign al vol tage o n the intake

air temperatu re sensor signal circuit.

Conditions for Setting the DTC

• T he engin e has been running for over 30 seconds.

• V ehi cle speed is less than 32 km/h (20 mph).

• Engine coolant temperat ure is above 60°C (140°F).

• M ass air flow is less t han 20g/ second.

• IAT signal voltage indi cates an i ntake air temperat ure

intermittently less than –39°C (–38°F ) (about 5 volts )

for approximately 2.5 seconds over a 25-second

period of time.

Action Taken When the DTC Sets

• The PCM will substitute a default value for intake air

temperature.

• The PCM will store conditions which were present

when t he DTC set as Failure Records data only. Th is

informat ion will not be st ored as Freez e Frame data.

• D TC P1111 does not illuminate t he MI L.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1111 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1111 can be cleared by using the Tech 2 “Clear

Info" function.

Diagn ostic Aids

Check for the following conditions:

• Poor connection at PCM –Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, i mp roperly form ed or dam aged

terminal s, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the IAT display on the Tech 2 while moving

connectors and wiring harnesses related to the IAT

sensor. A change in the IAT display will indicate the

locati on of the fault.

Reviewing the Failure Records Distance Travelled since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Intake Air Temperature Sensor

°C°FOHMS

Temperature vs. Resistance Values (approximate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

DTC P1111 –IAT Sensor Circuit Intermittent High Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Is DTC P0113 also set ?

—

Go t o DTC

P0113 chart

first Go to Step 3

3 Is DTC P1115, also set? — Go to St ep 6 Go to S tep 4

4 1. Check for a poor sensor ground circuit terminal

connection at the IAT sensor.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 5

5 1. Check for a poor IAT signal circuit terminal

connection at the IAT sensor.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 6

6 1. Check the IAT signal circuit between the IAT

sensor con nector and the PCM for a n intermittent

open.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 7

7 1. Check the IAT signal circuit between the IAT

sensor con nector and the PCM for a n intermittent

short to voltage.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 8

8 1. Check for a poor sensor ground circuit terminal

connection at the PCM.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 9

9 1. Check for an intermittent open or a fau lty splice in

the sensor ground circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir R efer to

Diagnostic Aids

DIAGNOSTIC TROUBLE CODE (DTC)

P1112 IAT SENSOR CIRCUIT INTERMITTENT LOW VOLTAGE

D06RY00147

Circuit Description

The I ntake A ir Temperature (IAT ) sensor is a the rmistor

which measures the temperature of the air entering the

engine. The Powertrain Control Module (PCM) applies 5

volts through a p ull-up resis tor t o the IAT senso r. Whe n

the intake air is cold, the sensor resistance is high and

the PCM will monitor a high signal voltage on the IAT

signal circuit. If the intake air is warm, the sensor

resistance bec omes lowe r, causing the PCM to monitor

a lower voltage. DTC P1112 will set when the PCM

intermittently detects an excessively low signal voltage

on the intake air tem perat ure sensor signal circuit.

Conditions for Setting the DTC

• T he engin e has been running for over 15 seconds.

• V ehi cle speed is greater than 48 km/h (30 mph).

• IAT signal voltage is greater than 148°C (298°F)

(about 0.10 volt) for a total of 2.5 seconds over a

25-second period of time.

Action Taken When the DTC Sets

• T he PCM will not illuminate the Ma lfunction Indicator

Lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set as Failure Records data only.

This information will not be stored as Freeze Frame

data.

• The PCM will substitute a default value for intake air

temperature.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1112 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1112 can be cleared by using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broke n l ocks, i mpro perly f orm ed o r dam aged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the IAT display on the Tech 2 while moving

connectors and wiring harnesses related to the IAT

sensor. A change in the IAT display will indicate the

location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. Verifies that the fault is present.

3. If DTC P1112 can be repeated only by duplicating the

Failure Records conditions, refer to the

“Temperature vs. Resistance Value Chart". The chart

may be used to test the IAT sensor at various

temperatures to evaluate the possibility of a “shifted"

sensor that may be shorted above or below a certain

temperature. If this is the case, replace the IAT

sensor.

Intake Air Temperature Sensor

DTC P1112 – IAT Sensor Circuit Intermittent Low Voltage

°C °FOHMS

Temperature vs. Resistance Values (approximate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Is DTC P0112 also set ? — Go t o DTC

P0112 first Go to Step 3

3 1. Check the IAT signal circuit between the IAT

sensor con nector and the PCM for a n intermittent

short to ground.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir Refe r to

Diagnostic Aids

DIAGNOSTIC TROUBLE CODE (DTC)

P1114 ECT SENSOR CIRCUIT INTERMITTENT LOW VOLTAGE

D06RY00148

Circuit Description

The Engine Coolant Temperature (ECT) sensor is a

thermistor mounted in the engine coolant stream. The

Powertrain Control Module (PCM) applies a voltage

(about 5.0 volts) through a pull-up resistor to the ECT

signal circuit. When the engine coolant is cold, the

sensor (thermistor) resistance is high, therefore the

PCM will measure a high signal voltage. As the engine

coolant warms, the sensor resistance becomes less,

and the ECT signal voltage measured at the PCM

drops. With a fully warmed up engine, the ECT signal

voltage should measure about 1.5 to 2.0 volts. If the

PCM detects an ECT signal that is intermittently below

the range of the ECT sensor, DTC P1114 will set.

Conditions for Setting the DTC

• Engine run time longer than 120 seconds .

• The ECT sensor signal is intermittently greater than

150°C (302°F) (about 0.10 volt) for a total of 2.5

seconds over a 25-second period.

Action Taken When the DTC Sets

• T he PCM w ill n ot il lum inate the Mal fun ction In dicat or

Lamp (MIL).

• The PCM will store conditions which were present

when t he DTC set as Failure Records data only. Th is

informat ion will not be st ored as Freez e Frame data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1114 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1114 can be cleared by using the Tech 2 “Clear

Info" function.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the ECT

sensor. A change in the ECT display will indicate the

location of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Engine Coolant Temperature Sensor

DTC P1114 – ECT Circuit Intermittent Low Voltage

°C °FOHMS

Temperature vs. Resistance Values (approximate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Is DTC P0117 also set ? — Go t o DTC

P0117 first Go to Step 3

3 1. Check the ECT signal circuit between the ECT

sensor con nector and the PCM for a n intermittent

short to ground.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir Refe r to

Diagnostic Aids

DIAGNOSTIC TROUBLE CODE (DTC)

P1115 ECT SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE

D06RY00148

Circuit Description

The Engine Coolant Temperature (ECT) sensor is a

thermistor mounted in the engine coolant stream. The

Powertrain Control Module (PCM) applies a voltage

(about 5.0 volts) through a pull-up resistor to the ECT

signal circuit. When the engine coolant is cold, the

sensor (thermistor) resistance is high, therefore the

PCM will measure a high signal voltage. As the engine

coolant warms, the sensor resistance becomes less,

and the ECT signal voltage measured at the PCM

drops. With a fully warmed up engine, the ECT signal

voltage should measure about 1.5 to 2.0 volts. If the

PCM detects an ECT signal that is intermittently above

the range of the ECT sensor, DTC P1115 will set.

Conditions for Setting the DTC

• Engine running time longer than 90 seconds.

• The ECT sensor signal is intermittently less than –

39°C (–38°F) (about 5 volt s) for a total of 2.5 seconds

ove r a 25-second period.

Action Taken When the DTC Sets

• T he PCM w ill n ot il lum inate the Mal fun ction In dicat or

Lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set as Failure Records data only.

This information will not be stored as Freeze Frame

data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1115 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1115 can be cleared by using the Tech 2 “Clear

Info" function.

Diagn ostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, i mp roperly form ed or dam aged

terminal s, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the ECT

sen so r. A change in the EC T display will indicat e th e

locati on of the fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Engine Coolant Temperature Sensor

°C°FOHMS

Temperature vs. Resistance Values (approximate)

100 212 177

80 176 332

60 140 667

45 113 1188

35 95 1802

25 77 2796

15 59 4450

5417280

–5 23 12300

–15 5 21450

–30 –22 52700

–40 –40 100700

DTC P1115 – ECT Sensor Circuit Intermittent High Voltage

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Is DTC P0118 also set ?

—

Go t o DTC

P0118 chart

first Go to Step 3

3 Is DTC P1111 also set? — Go to St ep 8 Go to S tep 4

4 1. Check for a poor sensor ground circuit terminal

connection at the ECT sensor.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 5

5 1. Check for a poor ECT signal circuit terminal

connection at the ECT sensor.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 6

6 1. Check the ECT signal circuit between the ECT

sensor con nector and the PCM for a n intermittent

open.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 7

7 1. Check the ECT signal circuit between the ECT

sensor con nector and the PCM for a n intermittent

short to voltage.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 8

8 1. Check for a poor sensor ground circuit terminal

connection at the PCM.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify rep air Go to Step 9

9 1. Check for an intermittent open or a fau lty splice in

the sensor ground circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir Refe r to

Diagnostic Aids

DIAGNOSTIC TROUBLE CODE(DTC)

P1120-TPS 1 THROTTLE POSITION SENSOR (TPS1) OUTPUT ABNORMAL

D06RY00111

Circuit Description

• The Throttle Position (TP) sensor circuit provides a

voltage signal relative to throttle blade angle.

The T PS1 voltage will vary about 8% (0.4V) to about

92% (4.6V) at Wide Open Throttle (WOT) in the

specified voltage (about 5V).

This code detects a continuous short to ground or

high in either the circuit or th e sensor.

Conditions for setting the DTC

• T he Ignition is “ON".

• The TPS1 output is more than 93.6 milliseconds, less

than 2.5% or more than 97.5% in the specified

voltage (5V).

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1120 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1120 can be cleared using the Tech2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TPS 1 display on the Tech2 while moving

connectors and wiring harnesses related to the

sensor.

A change in the display will indicate the location of

the fault.

If DTC P1120 cannot be duplicated, the information

included in the Failure Records data can be useful in

determined vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1120 Diagnostic Chart may

isolate the cause of the fault.

Diagnostic Trouble Code(DTC)P1120-TPS 1 Output Abnormal

Step Action Value(s) Yes No

1 Was the “On-Board(OBD)System Check" performed?—Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine not running.

2. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? 65kPa Go to Step 3 Go to Step 6

3 1 . Disconnect the MAP sens or.

2. Connect a test 5 volt reference circuit and the

MAP signal at the MAP sensor harness connector.

3. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? (If

no, start with diagnosis chart for other sensors in the

circuit and see if 5V returns.) — Go to St ep 5 Go to Step 4

4 1. Check the MAP signal circuit between the PCM

and MAP shorte d circuit.

2. If the MAP signal circuit is open or shorted, repair

it as necessary.

Was the M AP signal circuit open or shorted? — Veri fy repair Go to St ep 12

5 Replac e the MAP sens or.

Is the action complete ? — Verify r epair —

6 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value ?

Throttle

Closed TPS1

8–10 % TPS2

8–10 % Wide

Open Throttle

TPS1 90–92

% TPS2 90–

92 % Refer to

Diagnostic Aids Go to St ep 7

7 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to St ep 8 Go to St ep 9

8 1. Connect a test light between the 5Volt reference

circuit and the TP sensor signal circuit at the TP

sensor harness connector .

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 11 Go to Step 10

9 Check the following items;

1. TP1 signal circuit for a sho rt to voltage.

2. TP1 sensor ground circuit for high resistance

between the PCM and the TP sensor.

3. TP1 sensor ground circuit for a poor connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 12

10 Check the following items;

1. TP signal circuit or 5 volt reference circuit for a

poor connection.

2. TP signal circuit or 5 volt reference circuit for high

resistance between the PCM and the TP sens or.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 12

11 Replace the TP sensor.

Is the action complete ? — Verify r epair —

12 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1125 ETC (ELECTRIC THROTTLE CONTROL) LIMIT PERFORMANCE MODE

060R100140

Circuit Description

• The Accelerator Position (AP1) sensor circuit

provides a voltage signal relative to accelerator pedal

angle.

The accelerator pedal angle will vary about 13 % at

idle position to about 87 % at wide open throttle

(WOT).

This code detects if the system is in Limit

Performance Mode (Fail safe Mode) and Multiple

DTCs performance Mode.

Conditions for setting the DTC

• T he Ignition is “ ON".

• L im it Performance Mode is active. (Fail safe Mode)

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) and reduced power lamp (RPL) the first

time the fault is detected.

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1125 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1125 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 1, AP sensor 2, AP sensor 3 display

on the Tech2 while moving connectors and wiring

harnesses related to the sensor.

A change in the display will indicate the location of

the fault.

If DTC P1125 cannot be duplicated, the information

included in the Failure Records data can be useful in

determined vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1125 Diagnostic Chart may

isolate the cause of the fault.

DTC P1125 – ETC Limit Performance Model

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ETC

System Chec k

3 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

AP sensor 1

=13 % AP

sensor 2, 3

=85 ∼ 89 %

open throttle

AP sensor 1

=85 ∼ 89 %

AP sensor 2

=11 ∼ 15 % Refer to

Diagnostic Aids Go to St ep 4

4 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to Step 5 Go to St ep 6

5 1. Connect a t est light between the 5 Voltage s upply

circuit and the AP1, AP2 AND AP3 sensor signal

circuit at the AP sensor harness connector.

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 7 Go to St ep 8

6 Check the following items;

1. AP1, AP2 or AP3 signal circuit for a short to

voltage.

2. AP1, AP2 or AP3 sensor ground circuit for high

resistance between the PCM and the AP sensor.

3. AP1, AP2 or AP3 s ensor ground c ircuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 9

7 Check the following items;

1. AP1, AP2 or AP3 sign al circuit or 5 voltage supply

circuit for a poor connection.

2. AP1, AP2 or AP3 sign al circuit or 5 voltage supply

circuit for high resistance between the PCM and

the AP1 , AP2 or AP3 se ns or.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 9

8 Replac e the AP sensor.

Is the action complete ? — Verify r epair —

9 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1167 FUEL SYSTEM RICH DURING DECEL FUEL CUT OFF (BANK 1)

060R100133

Circuit Description

The powertrain control module (PCM) continuously

monitors the heated oxygen sensor (HO2S) activity for

90 seconds after “closed loop" has been enabled.

During the monitoring period the powertrain control

module (PCM) counts the number of times a rich to lean

response is indicated and adds the amount of time it

look to complete all rich to lean transitions and lean to

rich transitions.

This code detects if Bank1 O2 sensor indicated rich

exhaust while in Decel Fuel Cut Off (DFCO) for fuel

control sensors .

Conditions for setting the DTC

• No related DTCs.

• The engine coolant temperature is more than 60 °C

(140 °F).

• Engine is operating in “closed loop" power

enrichm ent mode for 0.4 seconds.

• While in “decel fuel cut off (DFCO)" mode the oxygen

sensor voltage remains more than 600mV.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction

malfunct ion indicator lamp (MIL).

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1167 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1167 can be cleared using the Tech2 “Clear

Info" function.

Diag nostic Ai ds

• Ch ec k for faulty f uel injectors and fuel pump.

Diagnostic Trouble Code (DTC)

P1167 Fuel System Rich During Decel Fuel Cut Off (Bank1)

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Are any componen t related DTCs set? Go to

component

DTC charts Go to St ep 3

3 1. Place the transmission in Park.

2. Using a Tech2, HO2S 1 voltage while running

warm engine 75 °C – 95 °C (167 °F – 203 °F) at

1200 RPM.

3. HO2S 1 voltages should vary within the specified

range. (100 – 900mV)

4. Quickly open the wide open the throttle for a few

seconds.

Did the voltage suddenly rise toward the low end of

the specified range? 100 – 600 mV Go to OBD

System Check Go to Step 4

4 1. Disconnect the fuel pump relay and crank the

engine to relieve the fuel pressure.

2. Inst all the fuel pressure gauge.

3. Start the engine and idle at normal operating

temperature.

4. Disconnect the vacuum line going to the fuel

pressure regulator.

With the engine running, is the fuel pressure within the

specified range? 280 – 325Kpa

(41 – 46ps i) Go to OBD

System Check Go to Step 5

5 1 . Ig nit io n “ OFF" .

2. Remove the fuel pum p relay and repl ace it with a

fused jumper which will connect the relay's battery

terminal to the terminal leading to the fuel pump

fuse.

3. While the fuel pump is operating, use pliers to

slowly close the return l ine (do not exceed the first

specified value).

Using the pliers to restrict the return line, can the

fuel pressure be manipulated to exceed the

second value?

Is the TP sensor reading near the specif ied value?

414KPa

(60psi)

325KPa

(46psi) Refer to

Diagnostic Aids Go to Step 6

6 Check the following items;

• Faulty fuel pump

• Inc orrect fuel pump

• Inc orrect fuel being used

• Cold fuel

If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir —

DIAGNOSTIC TROUBLE CODE (DTC)

P1169 FUEL SYSTEM RICH DURING DECEL FUEL CUT OFF (BANK 2)

060R100133

Circuit Description

The powert rain control module(PCM )

continuously monitors the heated oxygen sensor

(HO2S) activity for 90 seconds after “closed loop" has

been enabled. During the monitoring period the

powertrain control module (PCM) counts the number of

times a rich to lean respone is indicated and adds the

amount of time it look to complete all rich to lean

transitions and lean to rich transitions.

This code detects if Bank2 sensor indicated rich

exhaust while in Decel Fuel Cut Off (DFCO) for fuel

control sensors .

Conditions for setting the DTC

• No related DTCs.

• The engine coolant temperature is more than 60 °C

(140 °F).

• Engine is operating in “closed loop" power

enrichm ent mode for 0.4 seconds.

• While in “clocel fuel cut off (DFCO)" mode the oxygen

sen sor voltage remains more than 600mV in DFCO.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction

malfunct ion indicator lamp(MIL).

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Conditi ons for Clea r ing the MIL/DTC

• A history DTC P1169 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1169 can be cleared using the Tech2 “Clear

Info" function.

Diag nostic Ai ds

• Ch ec k for faulty f uel injectors and fuel pump.

Diagnostic Trouble Code (DTC)

P1169 Fuel System Rich During Decel Fuel Cut Off (Bank2)

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Are any componen t related DTCs set? Go to

component

DTC charts Go to St ep 3

3 1. Place the transmission in Park.

2. Using a Tech2, HO2S 2 voltage while running

warm engine7 5 C – 95 C (167 F – 203 F ) at 1200

RPM.

3. HO2S 1 voltages should vary within the specified

range. (100 – 900mV)

4. Quickly open the wide open the throttle for a few

seconds.

Did the voltage suddenly rise toward the low end of

the specified range? 100 – 600 mV Go to OBD

System Check Go to Step 4

4 1. Disconnect the fuel pump relay and crank the

engine to relieve the fuel pressure.

2. Inst all the fuel pressure gauge.

3. Start the engine and idle at normal operating

temperature.

4. Disconnect the vacuum line going to the fuel

pressure regulator.

With the engine running, is the fuel pressure within the

specified range? 280 – 325Kpa

(41 – 46ps i) Go to OBD

System Check Go to Step 5

5 1 . Ig nit io n “ OFF" .

2. Remove the fuel pum p relay and repl ace it with a

fused jumper which will connect the relay's battery

terminal to the terminal leading to the fuel pump

fuse.

3. While the fuel pump is operating, use pliers to

slowly close the return l ine (do not exceed the first

specified value).

Using the pliers to restrict the return line, can the fuel

pressure be manipulated to exceed the second value?

Is the TP sensor reading near the specif ied value?

414KPa

(60psi)

325KPa

(46psi) Refer to

Diagnostic Aids Go to Step 6

6 Check the following items;

• Faulty fuel pump

• Inc orrect fuel pump

• Inc orrect fuel being used

• Cold fuel.

If a problem is found, repair one as necessary.

Was a problem found? — Verify repa ir —

DIAGNOSTIC TROUBLE CODE (DTC)

P1171 FUEL SYSTEM LEAN DURING ACCELERATOR

060R100133

Circuit Description

The powertrain control module (PCM) internal circuitry

can identify if the vehicle fuel system is capable of

supplying adequate amounts of fuel during heavy

accelerator (power enrichment). The PCM monitors th e

voltage of the o xygen sensor during po wer en ri chment.

When a power enrichment mode of operation is

requested during “closed loop" operation (by heavy

accelerator), the PCM will provide more fuel to the

engine. Un der these conditions the PCM should detect

a “rich" condition (high oxygen sensor voltage). If this

“rich" exhaust i s not det ected at this time, a DTC P117 1

will set. A plugged fuel filter, restricted fuel line,

restricted in-tank filter or defective fuel pump can

prevent adequate amounts of fuel from being supplied

during power enrichm ent mode.

Conditions for Setting the DTC

• No related DTCs.

• Engine is operating in “closed loop power

enrichm ent" mode for 3 seconds.

• Engine coolant temperat ure is above 60°C (140°F).

• While in “power enrichment" mode the oxygen sensor

voltage remains below 400 mV for 3 seconds.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1171 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1171 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

• A restricted fuel filter or fuel line, restricted in-tank

filter, or a defective fuel pump may supply adequate

amounts of fuel at idle, but may not be able to supply

enough fu el during heavy acce lerator.

• Water or alcohol in the fuel may cause low HO2S

voltage during accelerator.

• Check for faulty or plugged fuel injector(s).

• Check for low fuel.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

4. When the engine is idling or at steady cruise, the

HO2S voltage should vary from between

approximately 100 mV to 900 mV. It is possible to

measure a satisfactory fuel pressure at idle even

though the pressure may drop at high flow

requirements. It may be necessary to watch fuel

pressure at high engine load.

5. Wrap a shop towel around the fuel pressure

connector to absorb any small amount of fuel

leakage that may occur when installing gauge.

Ignition “ON", pump pressure should be 280-320

kPa.

7. Add Caution, Use correct pliers so damage to fuel

lines will not occur.

DTC P1171 – Fuel System Lean During Accelerator

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Are any component-related DTCs set?

—

Go to

component

DTC charts Go to Step 3

3 1. Check the vehicle's fuel tank for an adequate

amount of fuel.

2. Add fuel to the vehicle's fuel tank if the tank is

almost empty.

Was fuel added to the vehicle's fuel tank? — Go to Step 4 Go to Step 5

4 1. Place the transmission in park.

2. Using a Tech 2, observe HO2S 1 voltage while

running warm engine 75 °C-95°C (167°F-203°F) at

1200 RPM.

3. HO2S 1 voltage should vary within the specified

range.

4. Quickly open the throttle halfway for a few

seconds.

Did the voltage suddenly rise toward the high end of

the specified range? 10 0-900mV

Go to Fuel

System

Electrical Test Go to Step 5

5 1. Disconnect the fuel pump relay and crank the

engine to relieve the fuel pressure.

2. Inst all the fuel pressure gauge.

3. Start the engine and idle at normal operating

temperature.

4. Disconnect the vacuum line going to the fuel

pressure regulator.

With the engine running, is the fuel pressure within the

specified range? 280-325 kP a

(41-46 psi) Go to OBD

System Check Go to Step 6

6 Check for restricted fuel l ines or restricted in-line fil ter.

Was a problem found? — Verify repair Go to Step 7

7 1 . Ig nit io n “ OFF" .

2. Remove the fuel pum p relay and repl ace it with a

fused jumper which will connect the relay's battery

terminal to the terminal leading to the fuel pump

fuse.

3. While the fuel pump is operating, use pliers to

slowly close the return l ine (do not exceed the first

specified value).

Using the pliers to restrict the return line, can the fuel

pressure be manipulated to exceed the second

specified value?

414kPa

(60psi)

325kPa

(46psi) Go to

Diagnostic Aids Go to Step 8

8 Check for:

• Faulty fuel pump

• Re stricted fuel pump strainer (sock)

• Inc orrect fuel pump

• Inc orrect fuel being used

• Hot fuel

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1220 THROTTLE POSITION SENSER2 (TPS2) CIRCUIT FAULT

D06RY00111

Circuit Description

• The throttle position (TP2) sensor circuit provides a

voltage signal relative to throttle blade angle.

The T PS2 voltage will vary about 8% (0.4V) to about

92% (4.6V) at Wide Open Throttle (WOT) in the

specified voltage (about 5V).

This code detects a continuous short to ground or

high in either the circuit or th e sensor.

Conditions for setting the DTC

• T he Ignition is “ON".

• The TPS2 output is more than 93.6 milliseconds, less

than 2.5% or more than 97.5% in the specified

voltage (5V).

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1120 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1120 can be cleared using the Tech2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• The MAP sensor shares a 5 Volt reference with the

Fuel Tank Pressure. If these codes are also set, it

could indicate a problem with the 5 Volt reference

circuit.

• T he MAP sensor shares a grou nd with the Fuel Tank

Pressure, the ECT sensor, and the Transmission

Fluid

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, poor

terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TP sensor display on the Tech2 while moving

connectors and wiring harnesses related to the

sensor.

A change in the display will indicate the location of

the fault. If DTC P1120 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC

P1120 Diagnostic Chart may isolate the cause of the

fault.

DTC P1220-TPS 2 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ETC

System Check

3 1. Ignition “ON", engine not running.

2. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? 65 kPa Go to Step 4 Go to St ep 7

4 1 . Disconnect the MAP sens or.

2. Connect a test 5 volt reference circuit and the

MAP signal at the MAP sensor harness connector.

3. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? (If

no, start with diagnosis chart for other sensors in the

circuit and see if 5V returns.) — Go to St ep 6 Go to St ep 5

5 1. Check the MAP signal circuit between the PCM

and MAP ground circuit.

2. If the MAP signal circuit is open or shorted, repair

as necess ar y.

Was the M AP signal circuit open or shorted? — Veri fy repair Go to Step 13

6 Replac e the MAP sens or.

Is the action complete ? — Verify r epair —

7 Observe the TP angle reading on the Tech-2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed TPS1

8–10 % TPS2

8–10 % WT O

TPS1 90–92

% TPS2 90–

92 % Refer to

Diagnostic Aids Go to Step 8

8 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to St ep 9 Go to Step 10

9 1. Connect a test light between the 5Volt reference

circuit and the TP2 sensor signal circuit at the TP

sensor harness connector .

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 12 Go to Step 11

10 Check the following items;

1. TP2 signal circuit for a sho rt to voltage.

2. TP2 sensor ground circuit for high resistance

between the PCM and the TP2 sensor.

3. TP2 sensor ground circuit for a poor connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

11 Check the following items;

1. TP2 signal circuit or 5 volt reference circuit for a

poor connection.

2. TP2 signal circuit or 5 volt reference circuit for

high resistance between the PCM and the TP

sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

12 Replace the TP sensor.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE(DTC)

P1221 TPS1 – TPS2 CORRELATION(CIRCUIT PERFORMANCE)

060R100140

Circuit Description

• The powertrain control module (PCM) controls

engine speed by adjusting the position of the throttle

control valve (DC motor). The throttle motor is a DC

motor driven by one coil. The PCM applies current to

DC motor coil in duty (%) to adjustment the valve into

a passage in the throttle body to air flow.

This method allows high ly accurate control of engine

speed and quick response to changes in engine load.

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal angle (AP1) will vary about

13% at idle position to about 87% at open

throttle(WOT).

APS signal is used to determine which DC will adjust

throttle position.

After the APS signal has been processed by the

PCM, it will command DC motor to allow a move of

throttle position.

• Accelerator pedal – Check for objects bloc king the

AP sensor or pedal arm with spring, and excessive

deposits in the accelerator pedal arm and on the

accel erator pedal.

Conditions for Setting the DTC

• T he ignition is “ON".

• Difference of between TPS1 and TPS2 correlation is

o ver 6.5% wi th over 125 mi llis econds.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Condition for Clearing the MIL/DTC

• A history DTC 1221 will clear after 40 consecutive trip

cycle during which the warm up cycl e s have occurred

with out a fa u lt.

• DTC 1221 can be cleared using the Tech2 “Clear

Info" function.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart:

2. Visually/physically inspect for the following throttle

valve conditions.

3. Visually/physically inspect for the following

accelerator pedal conditions.

5. Check the following circuits for throttle valve and DC

motor. Check the following TP sensor resistance and

DC motor.

7. Check the following circuits for accelerator pedal

problems. Check the following AP sensor resistance.

9. Following DTC: Software detect Error for ETC

system.

10.Following DTC: Software detect Error for ETC

system.

Diagnostic Aids

• An intermittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken

inside the insulation. Check for poor connections or a

damaged harness. Inspect the PCM harness and

connector for improper mating, broken locks,

improperly formed or damaged terminals, poor

terminal-to-wire connection,and damaged harness.

• Throttle body – Check for objects blocking the DC

motor or throttle bore, excessive deposits in the ETC

passage and on the valve spring, and excessive

deposits in the throttle bore and on the throttle

valveplate.

Diagnosis Trouble Code(DTC)

P1221 TPS1 – TPS2 Correlation(Circuit Performance)

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 Visually/physically inspect for the following conditi ons:

• T hrottle body tampering.

• Restricted intake throttle system. Check for a

possible coll apsed air i ntake duct, restricted air fi lter

element, or foreign objects blocking the air intake

system.

• Throttle body: Check for objects blocking the

throttle passage or throttle bore, excessive deposits

in the throttle passage and on the throttle valve,

and excessive deposits in the throttle bore and on

the throttle plate.

• Throttle body with lever: Check for objects send

round the throttle spring lever that lever is smooth

movem ent , and spring lever has not excessive play

Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 5

4 Visually/physically inspect for the following conditi ons:

• Accelerator pedal tampering.

• Accelerator pedal : Check for objects blocking the

spring or pedal arm.

• Accelerator pedal : Check for objects move the

accelerator pedal that pedal is smooth movement,

and accelerator pedal arm has not excessive play.

Do any of the above require a repair? —

Refer to

appropriate

sec tion fo r on-

vehicle service Go to Step 5

5 1. Check for a poor connection at the throttle body

harness connec tor.

2. Check for a poor connection at the accelerator

position sensor harness connec tor.

3. If a problem is found, rep lace faulty terminals as

necessary.

Was a problem found? — Verify repair Go to Step 8

6 1. Check the following circuits for an open, short to

voltage, short to ground, or po or connecti on at the

PCM:

1 Throttle positi on se nsor 1 circuit.

2 Throttle positi on se nsor 2 circuit.

3 Throttle DC motor circuit.

4 Throttle position sensor resistance.

5 Throttle DC motor resistance.

2. If a problem is found, repair as necessary.

Was a problem found?

Vc c-G ND 1–

7kΩ

SIG-GND

change

resistance 0.3

– 100ΩVerify repair Go to Step 7

7 Replac e the throttle valve.

Is the action complete ? — Go to Step 4 —

8 1. Check the following circuits for an open, short to

voltage, short to ground, or po or connecti on at the

PCM:

• Accelerator position sensor 1 circuit.

• Accelerator position sensor 2 circuit.

• Accelerator position sensor 3 circuit.

• Accelerator position sensor resistance.

2. If a problem is found, repair as necessary.

Was a problem found?

Vc c-G ND 4–

6kΩ

SIG-DND

change

resistance Verify re pair Go to Step 9

9 Replace the accelerator position sensor.

Is the action comple te ? — Go to Step 10 —

10 St ored D TCs;

P1125, P1290, P1295, P1 299 —

Go to

applicable DTC

table Go to Step 11

11 Stored D T Cs;

P1514, P1515, P1516, P1523, P1271, P1272, P1273 —

Go to

applicable DTC

table Go to Step 12

12 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1271 APS 1- 2 CORRELATION ERROR

060R100141

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal sensor (APS1) will vary about

13 % at idle position to about 87 % at wide open

throttle(WOT) to specified voltage (about 5V).

This code detects a correlation error between APS1

and APS2.

Conditions for setting the DTC

• T he Ignition is “ON"

• APS1 and APS2 are inverse signals and should

always add up to 100% ±1%. A DTC wi ll set when the

sum is less than 96% or more than 104%

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

w hen the DTC was s et as Failure Records onl y. T his

informat ion will not be stored as Freeze Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1271 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1271 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 1, AP sensor 2 display on the Tech 2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1271 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTCP1271 Diagnostic Chart may

isolate the cause of the fault.

DTC P1271 – APS 1– 2 Correlation Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Check t he AP sensor adjustm ent. Re fer to AP S ensor

Replacement (6C1-425)

Was a problem found? Ver ify repair Go to Step 3

3 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 4 Go to ETC

System Chec k

4 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

AP sensor 1

=13 % AP

sensor 2 =85

∼ 89 % Wide

open throttle

AP sensor 1

=85 ∼ 89 %

AP sensor 2

=11 ∼ 15 % Refer to

Diagnostic Aids Go to Step 5

5 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to Step 6 Go to Step 7

6 1. Connect a t est light between the 5 Voltage s upply

circuit and the AP sensor signal circuit at the AP 1,

AP2 sensor harness connector.

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 8 Go to Step 9

7 Check the following items;

1. AP1 and AP2 signal circuit for a short to voltage.

2. AP1 and AP2 sensor ground circuit for high

resistance between the PCM and the AP sensor.

3. AP1and AP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

8 Check the following items;

1. AP1and AP2 signal circuit or 5 voltage supply

circuit for a poor connection.

2. AP1and AP2 signal circuit or 5 voltage supply

circuit for high resistance between the PCM and

the AP1 and AP2 sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

9 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacement (6C1-425)

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1272 APS 2 – 3 CORRELATION ERROR

060R100141

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal sensor (AP2) will vary about

87 % at idle position to about 13 % at wide open

throttle (WOT) to specified voltage (about 5V).

This code detects a correlation error betweenAPS2

and APS3.

Conditions for setting the DTC

• T he Ignition is “ON".

• The accelerator pedal angle difference is more than

4.5 % between ASP2 and APS3 for more than 265

millisecond.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

w hen the DTC was s et as Failure Records onl y. T his

informat ion will not be stored as Freeze Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1272 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1272 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 2, AP sensor 3 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1272 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC

P1272 Diagnostic Chart may isolate the cause of the

fault.

DTC P1272 – APS 2 – 3 Correlation Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Check t he AP sensor adjustm ent. Re fer to AP S ensor

Replacement (6C1-425)

Was a problem found? Verify repair Go to Step 4

3 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 4 Go to ET C

System Chec k

4 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

AP sensor 2

=86 ∼ 88 %

AP sensor 3

=86 ∼ 88 %

Wide open

thro ttle AP

sensor 2 =12

∼ 14 % AP

sensor 3 =32

∼ 36 % Refer to

Diagnostic Aids Go to Step 5

5 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to St ep 6 Go to St ep 7

6 1. Connect a t est light between the 5 Voltage s upply

circuit and the A P sensor signa l circuit at the AP2

and AP3 sensor harness con necto r.

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 7 Go to Step 9

7 Check the following items;

1. AP2 and AP3 signal circuit for a short to voltage.

2. AP2 and AP3 sensor ground circuit for high

resistance between the PCM and the AP sensor.

3. AP2 and AP3 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

8 Check the following items;

1. AP2 and AP3 signal circuit or 5 voltage supply

circuit for a poor connection.

2. AP2 and AP3 signal circuit or 5 voltage supply

circuit for high resistance between the PCM and

the AP2 and AP3 sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

9 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacement (6C1-425)

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1273 APS 1 – 3 CORRELATION ERROR

060R100141

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal sensor (AP1) will vary about

13 % at idle position to about 87 % at wide open

throttle (WOT) to specified voltage (about 5V).

This code detects a correlation error between APS1

and APS3.

Conditions for setting the DTC

• T he Ignition is “ON".

• The accelerator pedal angle difference is more than

4.5 % between ASP1 and APS3 for more than 265

milliseconds.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

w hen the DTC was s et as Failure Records onl y. T his

informat ion will not be stored as Freeze Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1273 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1273 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 1, AP sensor 3 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1273 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC

P1273 Diagnostic Chart may isolate the cause of the

fault.

DTC P1273 – APS 1 – 3 Correlation Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Check t he AP sensor adjustm ent. Re fer to AP S ensor

Replacement (6C1-425)

Was a problem found? Verify repair Go to Step 3

3 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 4 Go to ET C

System Chec k

4 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idlep os ition

AP sensor 1

=13 % AP

sensor 3 =85

∼ 89 % Wide

open throttle

AP sensor 1

=85 ∼ 89 %

AP sensor 3

=32 ∼ 36 % Refe r to

Diagnostic Aids Go to Step 5

5 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to St ep 6 Go to St ep 7

6 1. Connect a t est light between the 5 Voltage s upply

circuit and the A P sensor signa l circuit at the AP1

and AP3 sensor harness con necto r.

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 8 Go to S tep9

7 Check the following items;

1. AP1 and AP3 signal circuit for a short to voltage.

2. AP1 and AP3 sensor ground circuit for high

resistance between the PCM and the AP sensor.

3. AP1 and AP3 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

8 Check the following items;

1. AP1 and AP3 signal circuit or 5 voltage supply

circuit for a poor connection.

2. AP1 and AP3 signal circuit or 5 voltage supply

circuit for high resistance between the PCM and

the AP1 and AP3 sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

9 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacement (6C1-425)

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1275 APS 1 OUTPUT FAULT

060R100141

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal sensor (AP1) will vary about

13 % at idle position to about 87 % at wide open

throttle (WOT) to specified voltage (about 5V).

This code detects a continuous short to ground or

high in either the circuit or th e sensor.

Conditions for setting the DTC

• T he Ignition is “ON".

• The accelerator pedal sensor 1 is less than 2.5 % or

more than 97 % in the specified voltage (5V) with

more than 62.4 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1275 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1275 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 1 display on the Tech2 while moving

connectors and wiring harnesses related to the

sensor.

A change in the display will indicate the location of

the fault. If DTC P1275 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC

P1275 Diagnostic Chart may isolate the cause of the

fault.

DTC P1275 – APS 1 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Check t he AP sensor adjustm ent. Re fer to AP S ensor

Replaceme nt (6C1-425 )

Was a problem found? Verify repair Go to Step 4

3 Was the “Electric Throttle Control (ETC) System

Check" performed? — Go to St ep 3 Go to ET C

System Chec k

4 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

=12 ∼ 14 %

Wide open

throttle =86 ∼

88 % Refer to

Diagnostic Aids Go to Step 5

5 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to St ep 6 Go to Step7

6 1. Connect a test light between the 5 Volt supply

circuit and the A P1 sensor sign al circuit at the AP

sensor harness connector .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 8 Go to St ep 9

7 Check the following items;

1. AP1 signal circuit for a short to voltage.

2. AP1 sensor ground circuit for high resistance

between the PCM and the AP sensor.

3. AP1 sensor ground circuit for a poor connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

8 Check the following items;

1. AP1 signal circuit or 5 volt supply circuit for a poor

connection.

2. AP1 signal circuit or 5 volt supply circuit for high

resistance between the PCM and the AP1 sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

9 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacem ent (6C1-425)

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1280 APS 2 OUTPUT FAULT

060R100141

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal sensor (AP2) will vary about

87 % at idle position to about 13 % at wide open

throttle(WOT) to specified voltage (about 5V).

This code detects a continuous short to ground or

high in either the circuit or th e sensor.

Conditions for setting the DTC

• T he Ignition is “ON".

• The accelerator pedal sensor 2 is less than 2.5 % or

more than 97 % in the specified voltage (5V) with

more than 62.4 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

d e te ct e d fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1280 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1280 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 2 display on the Tech2 while moving

connectors and wiring harnesses related to the

sensor.

A change in the display will indicate the location of

the fault. If DTC P1280 cannot be duplicated, the

information included in the Failure Records data can

be useful in determining vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC

P1280 Diagnostic Chart may isolate the cause of the

fault.

DTC P1280 - APS 2 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Check t he AP sensor adjustm ent. Re fer to AP S ensor

Replaceme nt (6C1-425 )

Was a problem found? Verify repair Go to Step 4

3 Was the “Electric Throttle Control (ETC) System

Check" performed? — Go to St ep 4 Go to ET C

System Chec k

4 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

=86 ∼ 88 %

Wide open

throttle =12 ∼

14 % Refer to

Diagnostic Aids Go to Step 5

5 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to St ep 6 Go to St ep 7

6 1 . Conne ct a t est light betwee n the 5 voltage supply

circuit and the A P2 sensor sign al circuit at the AP

sensor harness connector .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 8 Go to St ep 9

7 Check the following items;

1. AP2 signal circuit for a short to volt.

2. AP2 sensor ground circuit for high resistance

between the PCM and the AP sensor.

3. AP2 sensor ground circuit for a poor connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

8 Check the following items;

1. AP2 signal circuit or 5 volt supply circuit for a poor

connection.

2. AP2 signal circuit or 5 volt supply circuit for high

resistance between the PCM and the AP2 sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

9 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacem ent (6C1-425)

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1285 APS 3 OUTPUT FAULT

060R100141

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

The accelerator pedal sensor (AP3) will vary about

87 % at idle position to about 34 % at wide open

throttle(WOT) to specified voltage (about 5V).

This code detects a continuous short to ground or

high in either the circuit or th e sensor.

Conditions for setting the DTC

• T he Ignition is “ON".

• The accelerator pedal sensor 3 is less than 2.5 % or

more than 97 % in the specified voltage (5V) with

more than 62.4 milliseconds.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1285 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1285 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 3 display on the Tech2 while moving

connectors and wiring harnesses related to the

sensor.

A change in the display will indicate the location of

the fault. If DTC P1285 cannot be duplicated, the

information included in the Failure Records data can

be useful in determining vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC

P1285 Diagnostic Chart may isolate the cause of the

fault.

DTC P1285 – APS 3 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Check t he AP sensor adjustm ent. Re fer to AP S ensor

Replaceme nt (6C1-425 )

Was a problem found? Verify repair Go to Step 3

3 Was the “Electric Throttle Control (ETC) System

Check" performed? — Go to St ep 4 Go to ETC

System Chec k

4 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

=86 ∼ 88 %

Wide open

throttle =32 ∼

36 % Refer to

Diagnostic Aids Go to Step 5

5 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to St ep 6 Go to Step 7

6 1. Connect a test light between the 5 volt supply

circuit and the A P3 sensor sign al circuit at the AP

sensor harness connector .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to Step 8 Go to St ep 9

7 Check the following items;

1. AP3 signal circuit for a short to voltage.

2. AP3 sensor ground circuit for high resistance

between the PCM and the AP sensor.

3. AP3 sensor ground circuit for a poor connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

8 Check the following items;

1. AP3 signal circuit or 5 volt supply circuit for a poor

connection.

2. AP3 signal circuit or 5 volt supply circuit for high

resistance between the PCM and the AP3 sensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 10

9 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacem ent (6C1-425)

Is the action complete ? — Verify r epair —

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1290 ETC FORCED IDLE MODE

060R100140

Circuit Description

• The accelerator position (AP) sensor circuit pro vides

a voltage signal relative to accelerator pedal angle.

This code detects that if the system is in Forced Idle

Mode . (Fail safe Mode)

DTC P1290 is recorded by the PCM when all AP

sen sors are failed.

Conditions for setting the DTC

• T he Ignition is “ON".

• F orced Idle Mode is active. (Fail safe Mode)

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) and reduced powered lamp (RPL) the first

time the fault is detected.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1290 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1290 can be cleared using the Tech 2 “Clear

Info" function or by disconnecting the PCM battery

feed.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the AP sensor 1, AP sensor 2, AP sensor 3 display

on the Tech2 while moving connectors and wiring

harnesses related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1290 cannot be duplicated, the

information included in the F ailure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it i s determining t hat the DTC occurs intermittently,

performing the DTC

P1290 Diagnostic Chart may isolate the cause of the

fault.

DTC P1290 - ETC Forced Idle Mode

Step Action Value(s) Yes No

1 Was the “On - Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 Observe the AP angle reading on the Tech2 while

slowly opening the throttle.

Does the AP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Idle position

AP sensor 1

=12 ∼ 14 %

AP se nsor 2,

3 =86 ∼ 88 %

Wide open

thro ttle AP

sensor 1 =86

∼ 88 % AP

sensor 2 =12

∼ 14 % AP

sensor 3 =32

∼ 36 % Refer to

Diagnostic Aids Go to Step 4

4 1. Disconnect the AP sensor .

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 0V Go to St ep 5 Go to St ep 6

5 1. Connect a test light between the 5 volt supply

circuit and the AP1, AP2 and AP3 sensor signal

circuit at the AP sensor harness connector.

2. Observe the AP sensor reading on the Tech2.

Is the AP sensor reading near the specified value? 5V Go to St ep 7 Go to St ep 8

6 Check the following items;

1. AP1,AP2 and AP3 signal circuit for a short to

voltage.

2. AP1, AP2 and AP3 sensor ground circuit for high

resistance between the PCM and the AP sensor.

3. AP1, AP2 and AP3 sensor ground circuit for a

poor connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 9

7 Check the following items;

1. AP1, AP2 and AP3 signal circuit or 5 volt supply

circuit for a poor connection.

2. AP1, AP2 and AP3 signal circuit or 5 volt supply

circuit for high resistance between the PCM and

the AP1, AP2 and AP3 sens or.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 9

8 Replac e the AP sensor.

The sensor MUST be adjusted after fitment. Refer to

AP Sensor Replacement (6C1-425)

Is the action complete ? — Verify r epair —

9 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1295 ETC

POWER MANAGEMENT MODE

D06RY00111

Circuit Description

• The throttle position (TP) sensor circuit provides a

voltage signal relative to throttle position (blade

angle).

• The DC motor circuit provides a voltage signal

relative to command t hrottle position (blade angle).

• This DTC detects that if the system is in Power

Mana gem ent M ode.(Fai l safe Mode)

• DTC P1295 recorded by the PCM when all TP

sen sors are failed.

Conditions for setting the DTC

• T he ignition is “ON".

• Power Manage men t Mode is active. (Fail saf e Mo de)

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) and the reduced power lamp (RPL) the

first time the fault is detected.

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1295 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1295 can be cleared using the Tech 2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TP sensor 1, TP sensor 2 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1295 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determining that the DTC occurs intermittently,

performing the DTC

P1295 Diagnostic Chart may isolate the cause of the

fault.

DTC P1295 - ETC Power Management Mode

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC

P1295.

Does the Tech2 indicate DTC P1295 failed this

ignition? — G o to Step 4 Refer to

Diagnostic Aids

4 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed

throttle TP

sensor 1 =8 ∼

10 % TP

sensor 2 =90

∼ 92 % Wide

open throttle

TP sensor 1

=90 ∼ 92 %

TP sensor 2

=8 ∼ 10 % G o to St ep 9 Go to St ep 5

5 1 . Ig nit io n “ OFF" .

2. Disconnect the DC motor.

Is the DC motor reading near the specified value? 0.3 ∼ 100 ΩGo to Step 6 Go to St ep 8

6 Check the DC motor harness between the PCM and

DC Motor circuit at the DC motor harness connector.

Was a problem found? — Verify repair Go to Step 7

7 Check the throttle valve assembly.

Was a problem found? Verify repair Go to St ep 8

8 Replace the DC motor. (Replace the Throttle valve

assembly)

Is the action comple te ? — Verify repair Go to Step 7

9 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to Step 10 Go to Step 11

10 1. Connect a test light between the 5Volt reference

“A" circuit and the TP1 and TP2 sensor signal

circuit at the TP sens or harness conne ctor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 13 Go to St ep 12

11 Check the following items;

1. TP1 and TP2 signal circuit for a sho rt to voltage.

2. TP1 and TP2 sensor ground circuit for high

resistance between the PCM and the TP sens or.

3. TP1and TP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 14

12 Check the following items;

1. TP1and TP2 signal circuit or 5 volt reference

circuit for a poor connection.

2. TP1 and TP2 signal circuit or 5 volt reference

circuit for high resistance between the PCM and

the TP1and TP2 s ensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 14

13 Replace the TP sensor.

Is the action complete ? — Verify r epair —

14 1. Start th e engine.

2. With the engine idling, monitor “MAF Frequency"

display on the Tech2.

Is the “MAF Frequenc y" below the specified value? 6 ∼ 10 g/s Go to Step 15 Go to Step 18

15 1. Ignition “OFF".

2. Disconnect the MAF sensor connector.

3. Ignition “ON", engine idling.

4. Using a Te ch2, moni tor “MAF Frequency".

Does the Tech2 indicate a “MAF Frequency" at the

specified value? 0g /s Go t o Step 16 Go to St ep 17

16 Replace the MAF sensor.

Is the action com plete? — Verify repair Go to Step 19

17 1. Check the M AF harness for incorrect routing near

high voltage components (solenoids, relays,

motors).

2. If incorrect routing is found, correct the harness

routing.

Was a problem found? — Verify repair Go to St ep 17

18 1. With the engine idling, monitor “MAF Frequency"

display on the Tech 2.

2. Quickly snap open throttle to wide open throttle

while under a road load and record value.

Does the Tech2 indicate a “MAF Frequency" at the

specified value? 6 ∼ 10 g/s G o to Step 16 Go to Step 19

19 1. Ignition “ON", engine not running.

2. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? 65kPa Go to Step 20 Go to St ep 23

Step Action Value(s) Yes No

20 1. Disconnect the MAP sens or.

2. Connect a test 5 volt reference circuit and the

MAP signal at the MAP sensor harness connector.

3. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? (If

no, start with diagnosis chart for other sensors in the

circu it and se e if 5V return s.) — Go to St ep 22 Go to Step 21

21 1. Check the MAP signal circuit between the PCM

and MAP ground circuit.

2. If the MAP signal circuit is open or shorted, repair

it as necessary.

Was the M AP signal circuit open or shorted? — Veri fy repair Go to Step 23

22 Replace the MAP se nsor.

Is the action complete ? — Verify r epair —

23 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1299 ETC FORCED ENGINE SHUTDOWN MODE

060R100073

Circuit Description

• T he throttle position sensor circuit provides a voltage

signal relative to throttle position (blade angle).

• The DC motor circuit provides a voltage signal

relative to command t hrottle position (blade angle).

• This DTC detects if the system is in ETC Forced

Engine Shutdown Mode.(Fail safe Mode)

Conditions for setting the DTC

• T he ignition is “ON".

• ETC Forced Engine Shutdown Mode is active. (Fail

safe Mo de)

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) and the reduced power lamp (RPL) the

first time the fault is detected.

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1299 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1299 can be cleared using the Tech 2 “Clear

Info" function or by disconnecting the PCM battery

feed.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TP sensor 1, TP sensor 2 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1299 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determining that the DTC occurs intermittently,

performing the DTC P1299 Diagnostic Chart may

isolate the cause of the fault.

DTC P1299 - ETC Forced Engine Shutdown Mode

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed

throttle TP

sensor 1 =8 ∼

10 % TP

sensor 2 =90

∼ 92 % Wide

open throttle

TP sensor 1

=90 ∼ 92 %

TP sensor 2

=8 ∼ 10 % G o to St ep 8 Go to St ep 4

4 1 . Ig nit io n “ OFF" .

2. Disconnect the DC motor.

Is the DC motor reading near the specified value? 0.3 ∼ 100ΩGo to Step 5 Go to Step 7

5 Check the DC motor harness between the PCM and

DC Motor circuit at the DC motor harness connector.

Was a problem found? — Verify repair Go to Step 6

6 Check the throttle valve assembly.

Was a problem found? Verify repair Go to St ep 7

7 Replace the DC motor. (Replace the Throttle valve

assembly)

Is the action comple te ? — Verify repair Go to Step 8

8 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to St ep 9 Go to Step 10

9 1. Connect a test light between the 5 Volt reference

circuit and the TP1 and TP2 sensor signal circuit

at the TP sensor harness connect or.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 12 Go to Step 11

10 Check the following items;

1. TP1 and TP2 signal circuit for a short to voltage .

2. TP1 and TP2 sensor ground circuit for high

resistance between the PCM and the TP sens or.

3. TP1and TP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

11 Check the following items;

1. TP1and TP2 signal circuit or 5 volt reference

circuit for a poor connection.

2. TP1 and TP2 signal circuit or 5 volt reference

circuit for high resistance between the PCM and

the TP1and TP2 s ensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

12 Replace the TP sensor.

Is the action complete ? — Verify r epair —

13 1. Start the engine.

2. With the engine idling, monitor “MAF Frequency"

display on the Tech2.

Is the “MAF Frequenc y" below the specified value? 6 ∼ 10 g/s Go to Step 16 Go to Step 17

14 1. Ignition “OFF".

2. Disconnec t the MAF sensor co nnecto r.

3. Ignition “ON", engine idling.

4. Using a Tech2, monitor “MAF Frequency".

Does the Tech2 indicate a “MAF Frequency" at the

specified value? 0g /s Go t o Step 15 Go to St ep 16

15 Replace the MAF sensor.

Is the action com plete? — Verify repair Go to Step 18

16 1. Check the MAF harness for incorrect routing near

high voltage components (solenoids, relays,

motors).

2. If incorrect routing is found, correct the harness

routing.

Was a problem found? — Verify repair Go to St ep 16

17 1. With the engine idling, monitor “MAF Frequency"

display on the Tech2.

2. Quickly snap open throttle to wide open throttle

while under a road load and record value.

Does the Tech2 indicate a “MAF Frequency" at the

specified value? 6 ∼ 10 g/s G o to Step 15 Go to Step 18

18 1. Ignition “ON", engine not running.

2. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? 65kPa Go to Step 19 Go to St ep 22

19 1. Disconnect the MAP sens or.

2. Connect a test 5 volt reference circuit and the

MAP signal at the MAP sensor harness connector.

3. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value?(If

no, start with diagnosis chart for other sensors in the

circu it and se e if 5V return s.) — Go to St ep 21 Go to Step 20

20 1. Check the MAP signal circuit between the PCM

and MAP ground circuit.

2. If the MAP signal circuit is open or shorted ,repair

it as necessary.

Was the M AP signal circuit open or shorted? — Veri fy repair Go to Step 22

21 Replace the MAP se nsor.

Is the action complete ? — Verify r epair —

Step Action Value(s) Yes No

22 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1310 ION SENSING MODULE DIAGNOSIS

060R100135

Circuit Description

The P ower Co ntrol Mo dule (PCM ) chec ks the validity of

the signals used in the ION Sensing module at the

following engine operating co nditions.

• The Deceleration Fuel Cut Off (DFCO) test is

performed to evaluate the Combustion Quality (CQ)

signal pulse width. If it is below a predetermined

value, the value it is expected to be during DFCO

conditions. If the CQ signal pilse width is above the

predetermined threshold, the fail counter will be

incremented. If the failure counter exceeds the

calibration, t hen t he tes t is c om plete an d a f ail ure will

be reporte d.

• The Power Enrichment (PE) test is performed to

evaluate the Combustion Quality (CQ) signal pulse

width. If it is below a predetermined value, the value it

is expected to be during PE conditions.

If the CQ signal pulse width is above the

predetermined threshold, the fail counter will be

incremented. If the failure counter exceeds the

calibration, t hen t he tes t is c om plete an d a f ail ure will

be reporte d.

• The Combustion Quality (CQ) test is performed to

check if inappropriate (CQ) signal status were

detected. I f missing CQ pulses or mu ltiple CQ p ulses

or CQ pulse width calculation errors were detected,

the fail counter will be incremented. If the failure

counter exceeds the calibration, then the test is

com plete and a failure will be report ed.

Conditions for settin g the DTC

• Ignition voltage is between 10volt and 16 volts.

• MAP sensor signal is between 26kPa and 100 kPa.

• Fuel level is more than 19%.

• Engi ne sp eed is betwee n 650rpm and 6250 rpm.

• No Crank DTCs set.

• No System voltage DTCs set.

• CQ pulse width is less than 30µs or more than

1070µs.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1310 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1310 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the moving connectors and wiring harnesses related

to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1310 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1310 Diagnostic Chart may

isolate the cause of the fault.

DTC P1310 - ION Sensing Module Diagnostic

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC

P1310.

Does the Tech2 indicate DTC P1310 failed this

ignition? — G o to Step 3 Refer to

Diagnostic Aids

3 1 . Ig nit io n “ OFF" .

2. Disconnect the ION Sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to St ep 4 Go to St ep 3

4 Check the ION Sensing harness between the PCM

and ION Sensing mo dule circuit harness connect or.

Was a problem found? — Verify repair Go to Step 6

5 1. Disconnect the ignition coil.

Is the action complete ? — Go to St ep 6 Go to St ep 5

6 Check the ION Sensin g harness between the ignition

coil and ION Sensing module circuit at the ION

Sensing Module harness connector .

Was a problem found? — Verify repair Go to Step 7

7 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replac e the Ignition coil.

Is the action comple te ? — Verify repair Go to Step 9

9 Check the following items;

1. ION Sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to Step 11

10 Replace the ION Sensing module.

Is the action com plete? — Verify repair Go to Step 10

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1311 ION SENSING MODULE SEC LINE 1 CIRCUIT FAULT

060R100135

Circuit Description

• The Power Control Module (PCM) will compare the

secondary current reading to predetermined

maximum and minimum thresholds.

If the secondary current signal pulse width is out of

the predetermined range, the fail counter will be

incremented. If the failure counter exceeds the

calibration, then the PCM is complete and a failure

will be reported. If the sample counter threshold is

reach ed before t he fa ilure threshold , then the P CM is

compl ete and pass will be reported.

This PCM will detect an open/short circuit in the

secondary current sense input circuit, misfire on the

entire bank for the secondary current sense input

circuit, coil failure, a nd same internal Igni tion Current

Sen se System (ICSS) module faults.

Conditions for settin g the DTC

• Ignition voltage is between 10volt and 16 volts.

• MAP sensor signal is between 26kPa and 100 kPa.

• Fuel level is more than 19%.

• Engi ne sp eed is betwee n 650rpm and 6250 rpm.

• ION Sensing Module circuit is open or shorted

signals on the SEC 1 line.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1311 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1311 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the moving connectors and wiring harnesses related

to the sensor.

• A change in the display will indicate the location of

the fault. If DTC P1311 cannot be duplicated, the

information included in the Failure Records data can

be useful in determining vehicle mileage since the

DTC was last set.

• If it is determined that the DTC occurs intermittently,

performing the DTC P1311 Diagnostic Chart may

isolate the cause of the fault.

DTC P1311 - ION Sensing Module SEC Line 1 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Tech2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC P131 1.

Does the Tech2 indicate DTC P1311 failed this

ignition? — G o to Step 3 Refer to

Diagnostic Aids

3 1 . Ig nit io n “ OFF" .

2. Disconnect the ION Sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to St ep 4 Go to St ep 3

4 Check t he ION S ensing m odule harne ss between t he

PCM and ION Sensing module circuit at the ION

Sensing module harness connector .

Was a problem found? — Verify repair Go to Step 6

5 1. Disconnect the ignition coil.

Is the action complete ? — Go to St ep 6 Go to Step 5

6 Check t he ION S ensing m odule harne ss between t he

ignition coil and ION Sensing module circuit at the

SEC line 1 harness connector.

Was a problem found? — Verify repair Go to Step 7

7 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replac e the Ignition coil.

Is the action comple te ? — Verify repair Go to Step 9

9 Check the following items;

1. ION Sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to Step 11

10 Replace the ION Sensing module.

Is the action com plete? — Verify repair Go to Step 10

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1312 ION SENSING MODULE SEC LINE 2 CIRCUIT FAULT

060R100135

Circuit Description

• The Power Control Module (PCM) will compare the

secondary current reading to predetermined

maximum and minimum thresholds.

If the secondary current signal pulse width is out of

the predetermined range, the fail counter will be

incremented. If the fail counter exceeds the

calibration, then the PCM is complete and a failure

will be reported. If the sample counter threshold is

reach ed before t he fa ilure threshold , then the P CM is

compl ete and pass will be reported.

This PCM will detect an open/short circuit in the

secondary current sense input circuit, misfire on the

entire bank for the secondary current sense input

circuit, coil failure, a nd same internal Igni tion Current

Sen se System (ICSS) module faults.

Conditions for settin g the DTC

• Ignition voltage is between 10volt and 16 volts.

• MAP sensor signal is between 26kPa and 100 kPa.

• Fuel level is more than 19%.

• Engi ne sp eed is betwee n 650rpm and 6250 rpm.

• ION Sensing Module circuit is open or shorted

signals on the SEC 2 line.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1312 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1312 can be cleared using the Tech2 “Clear

Info" function or by disconnecting the PCM battery

feed.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the moving connectors and wiring harnesses related

to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1312 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determining that the DTC occurs intermittently,

performing the DTC P1312 Diagnostic Chart may

isolate the cause of the fault.

DTC P1312 - ION Sensing Module SEC Line 2 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Tech2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC

P1312.

Does the Tech2 indicate DTC P1312 failed this

ignition? — G o to Step 3 Refer to

Diagnostic Aids

3 1 . Ig nit io n “ OFF" .

2. Disconnect the ION Sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to St ep 4 Go to St ep 3

4 Check t he ION S ensing m odule harne ss between t he

PCM and ICSS module circuit at the ION Sensing

Module harness connector.

Was a problem found? — Verify repair Go to Step 6

5 1. Disconnect the ignition coil.

Is the action complete ? — Go to St ep 6 Go to St ep 5

6 Check t he ION S ensing m odule harne ss between t he

ignition coil and ION Sensing module circuit at the

SEC line 2 harness connector.

Was a problem found? — Verify repair Go to Step 7

7 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replac e the Ignition coil.

Is the action comple te ? — Verify repair Go to Step 9

9 Check the following items;

1. ION Sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to Step 11

10 Replace the ION Sensing module.

Is the action com plete? — Verify repair Go to Step 10

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1326 ION SENSING MODULE COMBUSTION QUALITY INPUT CIRCUIT FAULT

060R100135

Circuit Description

The P ower Co ntrol Mo dule (PCM ) chec ks the validity of

the signals used in the ION Sensing module at the

following engine operating co nditions.

• The test is performed to evacuate the Combustion

Quality (CQ) signal pulse width if it is within a

predetermined range. If the CQ signal pulse width is

out of the predetermined range, the fail counter will

be incremented. If the failure counter exceeds the

calibration, t hen te st is com plete and a failure wil l be

reported. If the sample counter threshold is reached

before t he failure threshold, then the te st is complete

and a pass will be reported. This test will detect an

open/short in t he CQ line circ uit , ION Sensing module

faul ts and analog input faults in the PCM .

Conditions for settin g the DTC

• Ignition voltage is between 10volt and 16 volts.

• No Crank DTCs set.

• N o cylinder ID DTCs se t .

• CQ pulse width is less than 30µs or more than

1070µs.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1326 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1326 can be cleared using the Tech2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the moving connectors and wiring harnesses related

to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1326 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determining that the DTC occurs intermittently,

performing the DTC P1326 Diagnostic Chart may

isolate the cause of the fault.

DTC P1326 - ION Sensing Module Combustion

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC"info for DTC

P1326.

Does the Tech2 indicate DTC P1326 failed this

ignition? — G o to Step 3 Refer to

Diagnostic Aids

3 1 . Ig nit io n “ OFF" .

2. Disconnect the ION Sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to St ep 4 Go to St ep 3

4 Check t he ION S ensing m odule harne ss between t he

PCM and ION Sensing module circuit at the QC line

harness connec tor.

Was a problem found? — Verify repair Go to Step 6

5 1. Disconnect the ignition coil.

Is the action complete ? — Go to St ep 6 Go to St ep 5

6 Check t he ION S ensing m odule harne ss between t he

ignition coil and ICSS module circuit at the ION

Sensing Module harness connector .

Was a problem found? — Verify repair Go to Step 7

7 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replac e the Ignition coil.

Is the action comple te ? — Verify repair Go to Step 9

9 Check the following items;

1. ION Sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to Step 11

10 Replace the ION Sensing module.

Is the action com plete? — Verify repair Go to Step 10

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1340 ION SENSING MODULE

CYLINDER ID FAULT (CYLINDER SYNCHRONIZATION FAIL)

060R100135

Circuit Description

The P ower Co ntrol Mo dule (PCM ) chec ks the validity of

the signals used in the ION Sensing module at the

following engine operating co nditions.

• This test will return a fault if the cylinder

synchroni za tion routine has not been c om pleted after

a predetermined number of events after crank. This

test will detect fault that will prevent the PCM from

synchronization, such as Knock Signal (KI) -

Combustion Quality (CQ) lines being swapped,

shorted spark plugs, ION Sensing module faults, an

PCM hardware faults.

Conditions for setting the DTC

• Ignition voltage is between 11volts and 16 volts.

• Engine speed is between 650rpm and 6250rpm.

• No ECT DTCs set.

• No injector DTCs set.

• No Fuel T ri m DTCs set.

• No Misfire DTCs set.

• N o system voltage DTC s set.

Action Taken When the DTC Sets

• The PCM will ON the MIL after second trip with

detect ed the fault.

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1340 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1340 can be cleared using the Tech 2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the moving connectors and wiring harnesses related

to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1340 cannot be duplicated, the

information included in the Failure Records data can

be useful in determining vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1340 Diagnostic Chart may

isolate the cause of the fault.

DTC P1340 - ION Sensing Module Cylinder ID Fault

(Cylinder Synchronization Fail)

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “ DTC" info for DTC

P1340.

Does the Tech2 indicate DTC P1340 failed this

ignition? — G o to Step 3 Refer to

Diagnostic Aids

3 1 . Ig nit io n “ OFF" .

2. Disconnect the ION Sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to St ep 4 Go to St ep 3

4 Check t he ION S ensing m odule harne ss between t he

PCM and IC SS module circuit at t he QC line harn ess

connector.

Was a problem found? — Verify repair Go to Step 6

5 1. Disconnect the ignition coil.

Is the action complete ? — Go to St ep 6 Go to St ep 5

6 Check t he ION S ensing m odule harne ss between t he

ignition coil and ION Sensing module circuit at the ION

Sensing Module harness connector .

Was a problem found? — Verify repair Go to Step 7

7 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replac e the Ignition coil.

Is the action comple te ? — Verify repair Go to Step 9

9 Check the following items;

1. ION Sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to Step 11

10 Replace the ION Sensing module.

Is the action com plete? — Verify repair Go to Step 10

11 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1404 EGR STUCK CLOSED

060R100136

Circuit Description

The powertrain control module (PCM) monitors the

EGR valve pintle po sition input to ensure that the va lve

responds properly to commands from the PCM, and to

detect a fault if current pintle zero position is different

from the learned zero position. If the PCM detects a

pintle pos ition signal i ndicates more than 30 % different

between current zero position and the learned zero

position for more than 5 seconds, and this condition

exists 3 times during trip, then the PCM will set DTC

P1404.

Conditions for Setting the DTC

• Igni tio n voltage is between 11 and 16 volts.

• Intake Air temp is more than 3°C.

• Desired EGR position is more than 3 %.

• Difference of EGR pintle position between current

and the learn ed zero is more than 15 %.

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) after consecutive 2nd trip in which the

faul t is detected.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1404 will clear after 40 consecutive

warm-up cy cles have occurred without a fault.

• DTC P1404 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Ex cessive carbon deposit on EGR valve shaft and/or

foreign material may cause the EGR valve not to fully

seat. The carbon deposit may occur b y unusual port

operation. Re move foreign material and/or excessive

carbon deposit on EGR valve shaft and to allow the

EGR valve to be fully seated.

• Poor connection or damaged harness – Inspect the

wiring harness for damage.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

DTC P1404 – EGR Stuck Closed

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine “OFF", review and record

Tech 2 Failure Records Data .

2. Operate the vehicle within Failure Records

condition s as noted.

3. Using a Tec h 2 , monitor “DTC inf." for DTC P1404

until the DTC P1404 test runs. Note the result.

Does the Tech 2 indicates DTC P1404 failed this

ignition? — Go to Step 3 Refe r to

Diagnostic Aids

3 1. Disconnect the EGR valve harnes s connec tor.

2. Inspect the EGR valve and connectors for

damaged pin or terminals.

Were there any damaged pins or terminals? — Go to Step 4 Go to S tep 5

4 Repair the damaged pin or terminal.

Is the action complete ? — Verify r epair —

5 1. Remove EGR valve from Engine.

2. Inspect EGR valve for any excessive carbon

deposit on EGR shaft.

3. Inspect for any foreign material inside of EGR

valve.

Was excessive carbon deposit on EGR valve shaft

and/or foreign material in EGR valve ? — G o to Step 6 Go to Step 7

6 1. Clean up EGR valve shaft and inside of EGR

valve.

2. Remove foreign material from EGR valve.

3. Visually inspect damage of pintle and seat to see

if it is bent. If damaged, leakage may occur.

Was there any severe damage which affects function? — Go to St ep 8 Verify repa ir

Go to Step 7

7 1. Insta ll the EGR v alv e .

2. Ignition “OFF".

3. Install the Tech 2.

4. Run the engine at idle.

5. On the Tech 2, select EGR Control Tes t.

6. Use the “UP" arrow to increase the EGR from 0%

to 40%.

Did EGR wo rk prop erly? — — G o to Step 8

8 1. Reset the learned zero EGR valve position.

2. Repeat step 7.

Did EGR work pr operly? — Verify repair Go to Step 9

9 Replac e the EGR valve.

Does DTC P1404 still fail “DT C" test on the Tec h 2? — Go to St ep 10 Verify repair

10 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P1514 TPS -

MAF CORRELATION ERROR

060R100073

Circuit Description

• The throttle position (TP) sensor circuit provides a

voltage signal relative to throttle blade angle.

The t hrottle blad e angle will vary about 8 % at cl osed

throttle to about 92 % at wide open throttle ( WOT).

• The mass air flow (MAF) sensor measures the

amou nt of air which passes through it in to the engine

during a given time. The powertrain Control Module

(PCM) uses the mass air flow information to monitor

engine operating conditions for fuel delivery

calculations.

A large quantity of air entering the engine indicates

an accelerator or high load situation, while a small

quantity or air indicates deceleration or idle.

The MAF sensor produces a frequency signal which

can be monitored using a Tech 2. The frequency will

vary within a range of around 4 to 7g/s at idle to

aro und 25 to 40g/s at maximum engine load.

Conditions for setting the DTC

• T he engin e is running.

• No MAF sensor DTCs are set.

• T hrottle actuation mode is not off.

• MAF reading-ETC estimated air flow is less than 40g/

s for 250 failures within te st 1000 test samples

(15.6 m sec).

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store condition which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault conditions is no longer

present.

• A history DTC P1514 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1514 can be cleared using the Tech 2 “Clear

Info" function.

Diagn ostic Aids

An intermittent may be caused by the following:

• Poor connections.

• M isrouted harnes s.

• R ubbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM - Inspect harness

connectors for backed out terminals, improper

mating, broken locks, i mp roperly form ed or dam aged

terminals, and poor terminal to wire connection.

• Damaged harness - Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Mas s Air Flow, TP se nsor 1, TP sensor 2 display

on the Tech2 while moving connectors and wiring

harnesses related to the sensor.

• Plu gged intake air duct or fil ter element

• A wi de - open t hrottle accelerator fr om a stop shoul d

cause the mass air flow displayed on a Tech2 to

increase from about 3 – 6 g/s at idle to 100 g/s or

greater at the time of the 1 – 2 shift. If not, check for a

restriction.

A change in the display will indicate the location of

the fault. If DTC P1514 cannot be duplicated, the

information included in the F ailure Records data can

be useful in vehicle mileage since the DTC was last

set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1514 Diagnostic Chart may

isolate the cause of the fault.

DTC P1514 - TPS-MAF Correlation Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch 2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC

P1514.

Does the Tech2 indicate DTC P1514 failed this

ignition? — G o to Step 4 Refer to

Diagnostic Aids

4 1. Start the engine.

2. With the engine idling, monitor “MAF Frequency"

display on the Tech 2.

Is the “MAF Frequenc y" below the specified value? 6 ∼ 10 g/s Go t o St ep 5 Go to St ep 8

5 1. Ignition “OFF".

2. Disconnect the MAF sensor connector.

3. Ignition “ON", engine idling.

4. Using a Te ch2, moni tor “MAF Frequency".

Does the Tech2 indicate a “MAF Frequency" at the

specified value? 0g/s G o to Step 6 Go to Step 7

6 Replace the MAF sensor.

Is the action comple te ? — Verify repair Go to Step 9

7 1. Check the M AF harnes s for incorrect routing near

high voltage components (solenoids, relays,

motors).

2. If incorrect routing is found, correct the harness

routing.

Was a problem found? — Verify repair Go to Step 7

8 1. With the engine idling, monitor “MAF Frequency"

display on the Tech 2.

2. Quickly snap open throttle to wide open throttle

while under a road load and record value.

Does the Tech2 indicate a “MAF Frequency" at the

specified value? 6 ∼ 10 g/s Go to Step 6 Go to Step 9

9 1. Ignition“ON", engine not running.

2. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? 65kPa Go to Step 10 Go to St ep 13

10 1. Disconnect the MAP sens or.

2. Connect a test 5 volt reference circuit and the

MAP signal at the MAP sensor harness connector.

3. Observe the MAP reading on the Tech2.

Is the MAP reading less than the specified value? (If

no, start with diagnosis chart for other sensors in the

circu it and se e if 5Vretu rn s.) — Go to Step 12 Go to Step 11

11 1. Check the MAP signal circuit between the PCM

and MAP ground circuit.

2. If the MAP signal circuit is open or shorted, repair

it as necessary.

Was the M AP signal circuit open or shorted? — Veri fy repair Go to Step 13

12 Replace the MAP se nsor.

Is the action complete ? — Verify r epair —

13 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed

throttle TP

sensor 1 =8 ∼

10 % TP

sensor 2 =90

∼ 92 % Wide

open throttle

TP sensor 1

=90 ∼ 92 %

TP sensor 2

=8 ∼ 10 % Refer to

Diagnostic Aids Go to St ep 14

14 1. Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to Step 15 Go to St ep 16

15 1. Connect a test light between the 5Volt reference

circuit and the TP1 and TP2 sensor signal circuit

at the TP sensor harness connect or.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 18 Go to St ep 17

16 Check the following items;

1. TP1 and TP2 signal circuit for a short to voltage .

2. TP1 and TP2 sensor ground circuit for high

resistance between the PCM and the TP sens or.

3. TP1 and TP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 19

Step Action Value(s) Yes No

17 Check the following items;

1. TP1and TP2 signal circuit or 5 volt reference

circuit for a poor connection.

2. TP1 and TP2 signal circuit or 5 volt reference

circuit for high resistance between the PCM and

the TP1and TP2 s ensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 18

18 Replace the TP sensor.

Is the action complete ? — Verify r epair —

19 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1515 COMMAND - ACTUAL TPS CORRELATION ERROR

D06RY00111

Circuit Description

• The throttle position (TP) sensor circuit provides a

voltage signal relative to throttle position (blade

angle).

The t hrottle blad e angle will vary about 8 % at cl osed

throttle to about 92 % at wide open throttle(WOT).

• The DC motor circuit provides a voltage signal

relative to command t hrottle position (blade angle).

• This DTC detects the difference between actual

throttle position and command throttle position.

Conditions for setting the DTC

• T he ignition is “ON".

• T hrottle actuat ion mode is normal.

• Command Throttle position - Actual Throttle position

is more than + 5 % for 100 counts within test 1000

test samples (15.6 m sec) else Actual Throttle

position is less than + 40 % and Command Throttle

positi on - Actual Throttle position is more than - 5 %

or Command Throttle position - Actual Throttle

position is more than - 20 % for 150 failures within

test 1000 test sample s (15.6 m sec).

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

l a mp (M IL ) the fi r s t time th e fa ult is d e te c te d .

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1515 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1515 can be cleared using the Tech 2 “Clear

Info" function.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Misrouted harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, locks,

improperly formed or damaged terminals, and poor

terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TP sensor 1, TP sensor 2 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1515 cannot be duplicated, the

information included in the Failure Records data can

be useful in determining vehicle mileage since the

DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P1515 Diagnostic Chart may

isolate the cause of the fault.

DTC P1515 - Command - Actual TPS Correlation Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “ DTC" info for DTC

P1515.

Does the Tech2 indicate DTC P1515 failed this

ignition? — G o to Step 4 Refer to

Diagnostic Aids

4 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed

throttle TP

sensor 1 =8 ∼

10 % TP

sensor 2 =90

∼ 92 % Wide

open throttle

TP sensor 1

=90 ∼ 92 %

TP sensor 2

=8 ∼ 10 % G o to St ep 8 Go to St ep 5

5 1 . Ig nit io n “ OFF" .

2. Disconnect the DC motor.

Is the DC motor reading near the specified value? 0.3 ∼ 100 ΩGo to Step 6 Go to St ep 7

6 Check the DC motor harness between the PCM and

DC Motor circuit at the DC motor harness connector.

Was a problem found? — Verify repair Go to Step 8

7 Replac e the DC motor.

Is the action comple te ? — Verify repair Go to Step 6

8 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to St ep 9 Go to Step 10

9 1. Connect a test light between the 5Volt reference

circuit and the TP1 and TP2 sensor signal circuit

at the TP sensor harness connect or.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 12 Go to Step 11

10 Check the following items;

1. TP1 and TP2 signal circuit for a short to voltage .

2. TP1 and TP2 sensor ground circuit for high

resistance between the PCM and the TP sens or.

3. TP1and TP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

11 Check the following items;

1. TP1and TP2 signal circuit or 5 volt reference

circuit for a poor connection.

2. TP1 and TP2 signal circuit or 5 volt reference

circuit for high resistance between the PCM and

the TP1and TP2 s ensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

12 Replace the TP sensor.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1516 COMMAND - ACTUAL TPS CORRELATION ERROR

D06RY00111

Circuit Description

• The throttle position (TP) sensor circuit provides a

voltage signal relative to throttle position (blade

angle). The t hrott le blade angle will vary about 8% at

closed throttle to about 92 % at wide open throttle

(WOT).

• The DC motor circuit provides a voltage signal

relative to command t hrottle position (blade angle).

• This DTC detects the difference between actual

throttle position and command throttle position in

steady s tate.

Conditions for setting the DTC

• T he ignition is “ON".

• Throttle Actuation mode is normal.

• Command Throttle position-Actual Throttle position is

more than 2 % when desired TPS is steady within 0.5

% for 30 second within test samples (30 second)

Action Taken When the DTC Sets

• The PCM will illuminate the malfunction indicator

lamp (MIL) the first time the fault is detected.

• The PCM calculates an air flow value based on idle

air control valve position, throttle position, RPM and

barome tric pressure.

• The PCM will store conditions which were present

when the DTC was set as Freeze Frame and in the

Failure Records data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1516 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1516 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor connection at PCM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness - Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TP sensor 1, TP sensor 2 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1516 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determining that the DTC occurs intermittently,

performing the DTC P1516 Diagnostic Chart may

isolate the cause of the fault.

DTC P1516 - Command - Actual TPS Correlation Error

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Ignition “ON", engine “OFF".

2. Review and record Te ch2 Failure Records data.

3. Operate the vehicle within Failure Records

condition s as noted.

4. Using a Tech2, monitor “DTC" info for DTC

P1516.

Does the Tech2 indicate DTC P1516 failed this

ignition? — G o to Step 4 Refer to

Diagnostic Aids

4 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed

throttle TP

sensor 1 =8 ∼

10 % TP

sensor 2 =90

∼ 92 % Wide

open throttle

TP sensor 1

=90 ∼ 92 %

TP sensor 2

=8 ∼ 10 % G o to St ep 8 Go to St ep 5

5 1 . Ig nit io n “ OFF" .

2. Disconnect the DC motor.

Is the DC motor reading near the specified value? 0.3 ∼ 100 ΩGo to Step 6 Go to St ep 7

6 Check the DC motor harness between the PCM and

DC Motor circuit at the DC motor harness connector.

Was a problem found? — Verify repair Go to Step 8

7 Replac e the DC motor.

Is the action comple te ? — Verify repair Go to Step 6

8 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to St ep 9 Go to Step 10

9 1. Connect a test light between the 5 Volt reference

circuit and the TP1 and TP2 sensor signal circuit

at the TP sensor harness connect or.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 12 Go to Step 11

10 Check the following items;

1. TP1 and TP2 signal circuit for a short to voltage .

2. TP1 and TP2 sensor ground circuit for high

resistance between the PCM and the TP sens or.

3. TP1and TP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

11 Check the following items;

1. TP1and TP2 signal circuit or 5 volt reference

circuit for a poor connection.

2. TP1 and TP2 signal circuit or 5 volt reference

circuit for high resistance between the PCM and

the TP1 and TP2 sensor .

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 13

12 Replace the TP sensor.

Is the action complete ? — Verify r epair —

13 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1523 ACTUATOR CONTROL RETURN PERFORMANCE

D06RY00111

Circuit Description

• The throttle position (TP) sensor circuit provides a

voltage signal relative to throttle position (blade

angle).

The t hrottle blad e angle will vary about 8 % at cl osed

throttle to about 92 % at wide open throttle(WOT).

• The DC motor circuit provides a voltage signal

relative to command t hrottle position (blade angle).

• This DTC detects if the throttle return to the default

pos ition at key on is steady.

Conditions for setting the DTC

• T he ignition is “ON".

• Normalized TPS is less than 7 % but Normalized TPS

is more than 25 %.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

w hen the DTC was s et as Failure Records onl y. T his

informat ion will not be stored as Freeze Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1523 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1523 can be cleared using the Tech 2 “Clear

Info" function.

Diag nostic Ai ds

An intermittent may be caused by the following:

• Poor c onnect ions.

• M isrouted harnes s.

• Ru bbed th rough wire insulation.

• Brok en wire inside the insulation.

Check for the following conditions:

• Poor c onnection at PCM-Ins pect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TP sensor 1, TP sensor 2 display on the Tech2

while moving connectors and wiring harnesses

related to the sensor.

A change in the display will indicate the location of

the fault. If DTC P1523 cannot be duplicated, the

information included in the Failure Records data can

be useful in determined vehicle mileage since the

DTC was last set.

If it is determing that the DTC occurs intermittently,

performing the DTC P1523 Diagnostic Chart may

isolate the cause of the fault.

DTC P1523 - Actuator Control Return Performance

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 Observe the TP angle reading on the Tech2 while

slowly opening the throttle.

Does the TP angle increase steadily and evenly from

the closed throttle value to the wide open throttle

value?

Closed

throttle TP

sensor 1 =8 ∼

10 % TP

sensor 2 =90

∼ 92 % Wide

open throttle

TP sensor 1

=90 ∼ 92 %

TP sensor 2

=8 ∼ 10 % G o to St ep 7 Go to St ep 4

4 1 . Ig nit io n “ OFF" .

2. Disconnect the DC motor.

Is the DC motor reading near the specified value? 0.3 ∼ 100 ΩGo to Step 5 Go to St ep 6

5 Check the DC motor harness between the PCM and

DC Motor circuit at the DC motor harness connector.

Was a problem found? — Verify repair Go to Step 7

6 Replac e the DC motor.

Is the action comple te ? — Verify repair Go to Step 5

7 1 . Disconnect the TP sensor.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 0V Go to St ep 8 Go to St ep 9

8 1. Connect a test light between the 5 Volt reference

circuit and the TP1 and TP2 sensor signal circuit

at the TP sensor harness connect or.

2. Observe the TP sensor reading on the Tech2.

Is the TP sensor reading near the specif ied value? 5V Go to Step 11 Go to Step 10

9 Check the following items;

1. TP1 and TP2 signal circuit for a short to voltage .

2. TP1 and TP2 sensor ground circuit for high

resistance between the PCM and the TP sens or.

3. TP1and TP2 sensor ground circuit for a poor

connection.

4. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 12

10 Check the following items;

1. TP1and TP2 signal circuit or 5 volt reference

circuit for a poor connection.

2. TP1 and TP2 signal circuit or 5 volt reference

circuit for high resistance between the PCM and

the TP1and TP2 s ensor.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to St ep 12

11 Replace the TP sensor.

Is the action complete ? — Verify r epair —

12 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC) P1571 BRAKE SWITCH NO OPERATION

060R100138

Circuit Description

The brake switch has 3 functions.

• Brake pedal operation check

• Brak e light operation (On and off)

• Cruise control (Cancel)

The PCM receives vehicle speed and switch position

signals from the brake switch. The PCM sets brake

operating conditions in response to these signals.

If the brake switch is on, the brake system is in normal

operation (cruise control cancelled).

Conditions for Setting the DTC

• Two break switch signals do not acknowledge after

signal changed.

• Switch does not change during accelerating vehicle

or decel erating.

• VSS is not fa u lt.

• Engine is running.

Action Taken When the DTC Sets

• The PCM will not turn the malfunction indicator lamp

(MIL) “ON".

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Conditions for Clearing the DTC

• DTC P1571 can be cleared by using the scan tool

“Clear Info" function.

Diag nostic Ai ds

• Damaged harness–Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the fuel level display on the scan tool while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

DTC P1571 Brake Switch No Operation

Step Action Value(s) Yes No

1 Was the “On -Board Diagnostic (OBD) System Chec k"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignit io n “ O ff".

Engine “Off".

2. Check following fuses.

• BACK 15 A

• S TOP LAM P 15A

Was a problem found? — Verify repair Go to Step 3

3 1. Make adjustment to the brake switch.

(Refer to “Brake switch" in “10A CRUISE

CONTROL SYSTEM".)

Was the proble m found? — Verify repair Go to Step 4

4 1. Push the shaft on brake switch.

2. Check shaft operation for smooth movem ent.

Was the proble m found? — Verify repair —

5 1. Disconnect the connector at brake switch.

2. Check following terminal pin by ohmmet er.

(Leave the shaft position at brake switch. Don't

push it.)

• Bet ween pin 1 and pin 2

• Bet ween pin 3 and pin 4

Was i t specified value?

Between pin1

and pin2 is

0Ω, Be tween

pin3 and pin4

is ∞Ω Go to Step 6 Go to S tep 9

6 1. Disconnect the connector at brake switch.

2. Check following terminal pin at ohmmet er.

(Don't press the button of the brake switch.)

• •Between pin 1 and pin 2

• •Between pin 3 and pin 4

Was i t specified value?

Between pin1

and pin2 is

∞Ω, Between

pin3 and pin4

is 0ΩGo to Step 7 Go to Step 9

7 1. Probe related circuits for open or short to ground.

2. If a problem was found, repair as necessary.

Was a problem found? — Verify repair Go to Step 8

8 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

9 1. Replace the brake switch.

Was the ac tion compl eted? — Veri fy repair —

DIAGNOSTIC TROUBLE CODE (DTC) P1626 -

NO RESPONSE FROM IMMOBILISER

060RA00003

Circuit Description

An encrypted signal is transmitted from the Immobiliser

Control Unit to the PCM when the ignition is turned ON.

Condition for Setting the DTC

A DTC 1626 will be set when:

• No there is no signal transmission from the ICU to

the PCM within 0.5 seconds of turning the ignition

ON.

Action Taken When the DTC sets

• R apid flashing of the MIL (“CHECK ENGI NE” lamp).

• T he Engine does not start.

Condition for Cle aring the MIL/DTC

• Clear DTC information with TECH 2. Refer to

Se ctio n 0C TECH 2 Diagnosis

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM and Immobiliser Inspect

harness connectors for backed out terminals,

improper mating, b roken locks, improperly formed or

damaged terminals, and poor terminal to wire

connection.

• Damaged harness-Inspect the wiring harness for

damage, If the harness appears to be OK, disconnect

the PCM and Immobiliser, turn the ignition “ON" and

observe a voltmeter connected to the suspect driver

circuit at the PCM and Immobiliser harness connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

DTC P1626-No Response From Immobiliser

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) system Check"

performed? — Go to Step 2 Go to OBD

system check

2 Using the Tec h2 system se lection me nu, s elect ‘Body

- Immobiliser - DTC’ function.

Does the Tech2 display B**** appear?

—

Refer to

Section11

“Engine

Immobiliser

System" Go to Step 3

3 Does the Tech2 display DTC P1626 appear? — Go to Step 4 R efe r to

Diagnostic Aids

4 Check the PCM and ICU harness and connectors for:

1. Backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals,

and poor terminal to wire connection.

2. Damaged ha rness - Inspect the wiring harnes s for

damage.

If a problem found, repair as necessary.

Was a problem found? Verify repair Go to Step 5

5 1. Disconnect the Vehicle Speed Sensor line VSS

OUT harness.

2. Check the circuit open or short voltage between

the Pin No.7 and Pin No.6 by DMM.

If a problem found, repair as necessary.

Was a problem found? — Verify repair Go to Step 5

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC) P1631 -

RECEIVED RESPONSE WAS NOT CORRECT

060RA00003

Circuit Description

An encrypted signal is transmitted from the Immobiliser

Control Unit to the PCM when the ignition is turned ON.

Condition for Setting the DTC

A DTC 1631 will be set when:

• An incorrect sign al is trans mitted from the ICU to th e

PCM within 0.5 seconds of turning the ignition ON.

Action Taken When the DTC Sets

• R apid flashing of the MIL (“CHECK ENGI NE” lamp).

• T he Engine does not start.

Condition for Cle aring the MIL/DTC

• Clear DTC information with TECH 2. Refer to

Se ctio n 0C TECH 2 Diagnosis

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM and Immobiliser. Inspect

harness connectors for backed out terminals,

improper mating, b roken locks, improperly formed or

damaged terminals, and poor terminal to wire

connection.

• Damaged harness-Inspect the wiring harness for

damage, If the harness appears to be OK, disconnect

the PCM and Immobiliser, turn the ignition “ON" and

observe a voltmeter connected to the suspect driver

circuit at the PCM and Immobiliser harness connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

DTC P1631 Received response was not correct

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) system Check"

performed? — Go to Step 2 Go to OBD

system check

2 Check the PCM and ICU harness and connectors for:

1. Backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals,

and poor terminal to wire connection.

2. Damaged ha rness - Inspect the wiring harnes s for

damage.

If a problem found, repair as necessary.

Was a problem found? Ve rify repair Go to Step 3

3 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC)

P1635 REFERENCE VOLTAGE # 1 CIRCUIT FAULT

D06RY00093

Circuit Description

The TP sensor # 1 shares a 5 Volt reference with the

PCM.

If the PCM detects the 5 Volt reference for the TP

sensor # 1 is failure, DTCP1635 will be set.

Conditions for setting the DTC

• T he ignition is “ON".

• T he 5 Volt reference voltage for the TP sensor # 1 is

less than 4 volts.

• T he 5 Volt reference voltage for the TP sensor # 1 is

more than 5 volts.

Action Taken When the DTC Sets

• The PCM wi ll not illuminate the malfunction indicator

lamp (MIL) .

• The PCM will store conditions which were present

w hen the DTC was s et as Failure Records onl y. T his

informat ion will not be stored as Freeze Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1635will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1635 can be cleared using the Tech 2 “Clear

Info" function or by disconnecting the PCM battery

feed. Tech 2 “ Clear Info" function.

Diagnostic Trouble Code (DTC)

P1635 Reference Voltage # 1 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board(OBD)System Check" performed?—Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine not running.

2. Using a DVM at the PCM side of the connector,

check the voltage at t erm inal S38 (RED) pin.

Is the voltage in specified range? 4.95 – 5.0V Go t o ET C

System Check Go to Step 3

3 1. Ignition “ON", engine not running.

2. Using a DVM at the PCM side of the connector,

check the voltage at terminal F20 (RED/WHT) pin.

Is the voltage in specified range? 11. 6 – 12.7V Go to Step 4 Go to St ep 5

4 1. Ignition “ON", engine not running.

2. Using a DVM at the PCM side of the connector,

check the voltage at terminal F57 (RED/WHT) pin.

Is the voltage in specified range? 11. 6 – 12.7V Go to Step 6 Go to St ep 5

5 Obse rve th e bat tery voltage and circuit. If a p roblems,

repair it as necessary.

Was the proble m found? — Verify repair Go to Step 6

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC)

P1639 REFERENCE VOLTAGE # 2 CIRCUIT FAULT

060R100141

Circuit Description

The AP sensor # 1shares a 5 Volt reference with the

PCM.

If the PCM detects the 5 Volt reference for the AP

sensor # 1 is failure, DT C P1 635 w ill be set.

Conditions for setting the DTC

• T he ignition is “ON".

• T he 5 Volt reference v oltage for t he AP senso r # 1 is

less than 4 volts.

• T he 5 Volt reference v oltage for t he AP senso r # 1 is

more than 5 volts.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when t he DTC was set a s Failure Records onl y. Th is

informat ion will not be st ored as Freez e Frame data.

Conditi ons for Clea r ing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1639 will clear after 40 consecutive

trip cycle during which the warm up cycles have

occurred without a fault.

• DTC P1639 can be cleared using the Tech 2 “Clear

Info" function or by disconnecting the PCM battery

feed. Tech2 “Clear Info" function.

Diagnostic Trouble Code (DTC)

P1639 Reference Voltage # 2 Circuit Fault

Step Action Value(s) Yes No

1 Was the “On-Board (OBD) System Check"

performed? —Go to Step 2 Go to OBD

System Check

2 1. Ignition “ON", engine not running.

2. Using a DVM at the PCM side of the connector,

check the voltage at t erm inal S36 (BLK) pin.

Is the voltage in specified range? 4.95 – 5.0V Go t o ET C

System Check Go to Step 3

3 1. Ignition “ON", engine not running.

2. Using a DVM at the PCM side of the connector,

check the voltage at t erm inal F20(RED/WHT) pin.

Is the voltage in specified range? 11. 6 – 12.7V Go to Step 4 Go to St ep 5

4 1. Ignition “ON", engine not running.

2. Using a DVM at the PCM side of the connector,

check the voltage at terminal F57 (RED/WHT) pin.

Is the voltage in specified range? 11. 6 – 12.7V Go to Step 6 Go to St ep 5

5 Obse rve the battery voltage and ci rcu it.

If a problem is found, repair as neces sary.

Was the proble m found? — Verify repair Go to Step 6

6 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC)

P1640 DRIVER-1-OUTPUT CIRCUIT FAULT (ODM)

Circuit Description

Output driver modules (ODMs) are used by the

powertrain control module (PCM) to turn “ON" many of

the current-driven devices that are needed to control

various engine and transmission functions. Each ODM

is capable of controlling up to 7 separate outputs by

applying ground to the device which the PCM is

commanding “ON".

Unlike the Quad Driver Modules (QDMs) used in prior

model years, ODMs have the capability of diagnosing

each output circuit i ndividually. DTC P1640 set indicates

an improper voltage level has been detected on an

OD M output.

Since A/C is an option, No A/C will cause the air

conditioning clutch relay output to always fail. If a fault is

seen on the air conditioning clutch relay output, it will

not be logged as a fault until the A/C request input

interrupts a high voltage, indicating that A/C has been

installed.

Conditions for Setting the DTC

• Igniti on “ON".

• Engine running.

• Igni tion voltage is above 11 v olts for 4 seconds.

• Output voltage does not equal ignition voltage when

output is “OFF" or output voltage is zero volt when

output is “ON".

• Above conditions occur for at least 1 second.

Action Taken When the DTC Sets

• The PCM wi ll not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

w hen the DTC was s et as Failure Records onl y. T his

informat ion will not be stored as Freeze Frame data.

Conditions for Clearing the MIL/DTC

• A history DTC P1640 will clear after 40 consecutive

w arm-up cycles occur without a fault.

• DTC P1640 can be cleared by using the Tech 2

“Clear Info" function.

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broke n l ocks, i mpro perly f orm ed o r dam aged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage, If the harness appears to be OK, disconnect

the PCM, turn the ignition “ON" and observe a

voltmeter connected to the suspect driver circuit at

the PCM harness connector while moving connectors

and wi ring harness es rela ted to t he M I L. A change i n

vol tage will ind icate the locat ion of the fault.

• Poor connection at component – Examine for

damaged connectors, unplugged connector, or

damaged terminals at the following locations:

Instrument cluster harness, canister purge solenoid,

A/C clutch relay. An open ignition feed circuit at any

of t hese components will cause DTC P1640 to be set.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Test Descr iption

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

4. The Tech 2 Driver Module Status indicates the PCM

pin that is affected.

9. The Tech 2 may indicate “short circuit" even when the

problem is an open circuit. The cause of an open

circuit may be in the component itself-lamp, purge,

solenoid, or A/C compressor relay.

11. A short to ground on the ignition side of the

component will blow the fuse. Since the fuse was

checked in Step 2, a short to ground would be

between the affected component and the PCM.

DTC P1640 – Driver-1-Output Circuit Fault (ODM)

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Check the fuse for the driver circuit that was shown as

faulty.

Was the fuse blown? — Go to St ep 3 Go to S tep 4

3 1. Check for a s hort to ground between the fuse and

the affected component.

2. Replace the fuse after making any necessary

repairs.

Is the action complete ? — Verify r epair —

4 Disconnect the PCM connector for the affected driver

circuit.

Is there any damage to the PCM pin or connector? — G o to St ep 5 Go to Step 6

5 Repair the damaged pin or terminal.

Is the action complete ? — Verify r epair —

6 Were either of the lam p circuits f or “Check Engine" or

“Check Tran s" indica ted as faulty by the Tech 2? — G o to St ep 7 Go to Step 13

7 1. Leave the PCM connector for the lamp driver

circuit disconnected.

2. Ignition “ON".

3. Using a DVM, check the voltage at the PCM

connector for the aff ected lamp driver circuit.

Was the voltage equal to the specified value? B+ Go to St ep 15 Go to Step 8

8 1. Ignit io n “ O N" .

2. Check for battery voltage at the fuse for the

affecte d l a mp c i r cui t.

Was battery voltage available at the fuse? — Go to Step 10 Go to Step 9

9 Repair the open circuit between the ignition switch

and the fuse.

Is the action complete ? — Verify r epair —

10 1. Ignition “OFF".

2. Disconnect the PCM connector for the affected

driver terminal.

3. Connect an ohmmeter between a good ground

and the PCM connec tor for the affect ed driver.

Did the ohmmeter indicate continuity? — G o to Step 11 Go to St ep 12

11 Repair the short to ground between the affected

component and its PCM driver terminal.

Is the action complete ? — Verify r epair —

12 Repair the open circuit between the fuse and the PCM

driver terminal f or the affected circuit.

Is the action complete ? — Verify r epair —

13 1. Connect the PCM .

2. Start th e engine and let it idle.

3. Backprobe the affected terminal at the PCM with a

DVM.

Was the voltage equal to the specified value? +B Go to St ep 15 Go to St ep 14

14 1. Run the engine at idle.

2. Check for battery voltage at the fuse for the

affected circuit.

Was battery voltage available at the fuse? — Go to Step 10 Go to Step 9

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

DIAGNOSTIC TROUBLE CODE (DTC)

P1648 RECEIVED INCORRECT SECURITY CODE

060RA00003

Circuit Description

A security code is transm itted from the I CU to the PCM

immedia tel y the ignition is turned ON.

Condition for Setting the DTC

A DTC 1648 will be set when:

• The incorrect security code is transmitted from the

ICU to the PCM.

Action Taken When the DTC Sets

• R apid flashing of the MIL (“CHECK ENGI NE” lamp).

• T he Engine does not start.

Condition for Cle aring the MIL/DTC

• Clear DTC information with TECH 2. Refer to

Se ctio n 0C TECH 2 Diagnosis

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM and Immobiliser. Inspect

harness connectors for backed out terminals,

improper mating, b roken locks, improperly formed or

damaged terminals, and poor terminal to wire

connection.

• Damaged harness-Inspect the wiring harness for

damage, If the harness appears to be OK, disconnect

the PCM and Immobiliser, turn the ignition “ON" and

observe a voltmeter connected to the suspect driver

circuit at the PCM and Immobiliser harness connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

DTC P1648-Received incorrect security code

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) system Check"

performed? — Go to Step 2 Go to OBD

system check

2 Check the PCM and ICU harness and connectors for:

1. Backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals,

and poor terminal to wire connection.

2. Damaged ha rness - Inspect the wiring harnes s for

damage.

If a problem found, repair as necessary.

Was a problem found? Verify repair Go to Step 3

3 Recheck the security code.

Is the action complete? — Verify repair —

DIAGNOSTIC TROUBLE CODE (DTC)

P1649 SECURITY CODE & SECURITY KEY NOT PROGRAMMED

060RA00003

Circuit Description

The P CM is prog rammed wi th security code inform ation

during installation

Condition for Setting the DTC

A DTC 1649 will be set when:

• The Security code & the transponder key not

pro grammed into th e PCM.

Action Taken When the DTC Sets

• R apid flashing of the MIL (“CHECK ENGI NE” lamp).

• T he Engine does not start.

In case replacement PCM/ECM, Action

Taken When the DTC Sets

• R apid flashing of the MIL (“CHECK ENGI NE” lamp).

• T he Engine does not start.

Condition for Clearing the MIL/DTC

• Clear DTC information with TECH 2. Refer to

Section 0C TECH 2 Diagnosis

Diag nostic Ai ds

Check for the following conditions:

• Poor connection at PCM and Immobiliser. Inspect

harness connectors for backed out terminals,

improper mating, b roken locks, improperly formed or

damaged terminals, and poor terminal to wire

connection.

• Damaged harness-Inspect the wiring harness for

damage, If the harness appears to be OK, disconnect

the PCM and Immobiliser, turn the ignition “ON" and

observe a voltmeter connected to the suspect driver

circuit at the PCM and Immobiliser harness connector

while moving connectors and wiring harnesses

re la tes to th e MIL .

CAUTION: A change in voltage will indicate the

lo cati on of t he fault.

DTC P1649 Security code & secret key not programmed

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) system Check"

performed? — Go to Step 2 Go to OBD

system check

2 Using the Tech 2 system selection menu, select Body

function.

Does the Tech2 display B**** appear?

—

Refer to

Section11

“Engine

Immobiliser

System" Go to Step 3

3 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Go to Step 4 —

4 Does th e Tech2 display P1 649 appear? — Go to Step 3 Verify repair

DIAGNOSTIC TROUBLE CODE (DTC) P1650 QUAD DRIVER

MODULE “A" FAULT

Circuit Description

The Quad Driver Module (QDMs) are used by the

powertrain control module (PCM) to turn “ON" current–

driven devices that are needed to control two engine

functions. The PCM monitors open or short circuit of

either of Canister Control Purge (CCP) Vent solenoid or

Variable Intake Manifold (VIM).

Conditions for Setting the DTC

• Ignition “ON".

• Engine running.

• Ignition voltage is above II volts for 4 seconds.

• Output voltage does not equal voltage is zero volt

when out put is “ON".

• Above conditions occur for at least 0.5 second.

Action Taken When the DTC Sets

• The PCM will not illuminate the malfunction indicator

lamp (MIL).

• The PCM will store conditions which were present

when the DTC was set as Failure Records only. This

information will not be stored as Freeze Frame data.

Conditions for Clearing the MIL/DTC

• The PCM will turn the MIL “OFF" on the third

consecutive trip cycle during which the diagnostic has

been run and the fault condition is no longer present.

• A history DTC P1650 will clear after 40 consecutive

warm-up cycles have occurred without a fault.

• DTC P1650 can be cleared by using the Tech 2

“Clear Info" function or by disconnecting the PCM

battery feed.

Diagnostic Aids

Check for the following conditions:

• Poor connection at PCM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage, If the harness appears to be OK, disconnect

the PCM, turn the ignition “ON" and observe a

voltmeter connected to the suspect driver circuit at

the PCM harness connector while moving connectors

and wiring harnesses relates to the MIL. A change in

voltage will indicate the location of the fault.

• Poor connection at component – Examine for

damaged connectors, unplugged connector, or

damaged terminals at the following locations:

canister purge solenoid, fuel level sensor. An open

ignition feed circuit at any of these components will

cause DTC P1650 to be set.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

The following PCM pins are controlled by

Quad driver modules (QDMs):

• S74 – VIM

• S48 – Canister control purge

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

4. The Tech 2 Driver Module Status indicates the PCM

pin that is affected.

9. The Tech 2 may indicate “short circuit" even when the

problem is an open circuit. The cause of an open

circuit may be in the component itself.

11. A short to ground on the ignition side of the

component will blow the fuse. Since the fuse was

checked in Step 2, a short to ground would be

between the affected component and the PCM.

DTC P1650 – Quad Driver Module (QDM) Fault

Step Action Value(s) Yes No

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 Check the fuse for the driver circuit that was shown as

faulty.

Was the fuse blown? — Go to St ep 5 Go to S tep 6

3 1. Check for a s hort to ground between the fuse and

the affected component.

2. Replace the fuse after making any necessary

repairs.

Is the action complete ? — Verify r epair —

4 Disconnect the PCM connector for the affected driver

circuit.

Is there any damage to the PCM pin or connector? — G o to St ep 5 Go to Step 6

5 Repair the damaged pin or terminal.

Is the action complete ? — Verify r epair —

6 Were either of the lam p circuits f or “Check Engine" or

“Check Trans". indicated as faulty by the Tech 2? — Go to Step 7 Go to Step 13

7 1. Leave the PCM connector for the lamp driver

circuit disconnected.

2. Ignition “ON".

3. Using a DVM, check the voltage at the PCM

connector for the aff ected lamp driver circuit.

Was the voltage equal to the specified value? B+ Go to St ep 15 Go to Step 8

8 1. Ignit io n “ O N" .

2. Check for battery voltage at the fuse for the

affecte d l a mp c i r cui t.

Was battery voltage available at the fuse? — Go to Step 10 Go to Step 9

9 Repair the open circuit between the ignition switch

and the fuse.

Is the action complete ? — Verify r epair —

10 1. Ignition “OFF".

2. Disconnect the PCM connector for the affected

driver terminal.

3. Connect an ohmmeter between a good ground

and the PCM connec tor for the affect ed driver.

Did the ohmmeter indicate continuity? — G o to Step 11 Go to St ep 12

11 Repair the short to ground between the affected

component and its PCM driver terminal.

Is the action complete ? — Verify r epair —

12 Repair the open circuit between the fuse and the PCM

driver terminal f or the affected circuit.

Is the action complete ? — Verify r epair —

13 1. Connect the PCM .

2. Start th e engine and let it idle.

3. Backprobe the affected terminal at the PCM with a

DVM.

Was the voltage equal to the specified value? +B Go to St ep 15 Go to St ep 14

14 1. Run the engine at idle.

2. Check for battery voltage at the fuse for the

affected circuit.

Was battery voltage available at the fuse? — Go to Step 10 Go to Step 9

15 Replace the PCM.

Important: The replacement PCM must be

programmed. Refer to Section 0C-1 - Service

Program ming Syst em.

Important: Refer to Section 11 - Engin e Im mobiliser

System for the Immobiliser Programming procedure.

Important: Ensure the latest software program is

downloaded to the PCM.

Is the action complete ? — Verify repair —

Step Action Value(s) Yes No

SYMPTOM DIAGNOSIS

Preliminary Checks

Before using this section, perform the “On-Board

Diagnostic (OBD) System Check" and verify all of the

following it ems :

• The powertrain control module (PCM), and

malfunction indicator lamp (MIL) (Check Engine

lamp) and Reduced Power Lamp (RPL) are operating

correctly.

• T here are no DTC(s) stored.

• Tech 2 data is wi thin normal operating range. Refer to

Typical Scan Data Val ues.

• Verify the customer complaint and locate the correct

symptom in the table of contents. Perform the

procedure included in the symptom chart.

Visual/Physical Check

Several of the symptom procedures call for a careful

visual/physical check. This can lead to correcting a

problem without further checks and can save valuable

time.

This check should include the following items:

• PCM grounds for cleanliness, tightness and proper

location.

• Vacuum hoses for splits, kinks, and proper

connections, as shown on the “Vehicle Emission

Control Information" label. Check thoroughly for any

type of leak or restriction.

• Air intake ducts for collaps ed or damag ed areas.

• Air leaks at throttle body mounting area, mass air flow

(MAF) sensor and intake manifold sealing surfaces.

• Ignition components for cracking, hardness, and

carbon trackin g .

• Wiring for proper connections, pinches and cuts.

Intermittents

Important: An intermittent problem may or may not

turn on the malfunction indicator lamp (MIL) or store a

DTC. DO NOT use t he Diagnostic Trouble C ode (DTC)

charts for intermittent problems. The fault must be

presen t to locate the problem.

Most intermittent problems are caused by faulty

electrical connections or wiring. Perform a careful

visual/physical check for the following conditions:

• Poor mating of the connect or halves or a terminal not

fully seated in the conne ctor (backed out).

• Im properly formed or damaged termina l.

• All connector terminals in the problem circuit should

be carefully checked for proper contact tension.

• Poor terminal-to-wire connection. This requires

removing the terminal from the connector body to

check.

Road test the vehicle with a J 39200 Digita l Multimeter

connected to a suspected circuit. An abnormal voltage

when the malfunction occurs is a good indication that

there is a fault in the circ uit being monitored.

Use a Tech 2 to help detec t in termittent conditions. The

scan tool has several features that can be used to

locate an intermittent condition. Use the following

feature to find intermittent fault s:

• Using a Tech 2's “Freeze Frame" buffer or “Failure

Records" buffer can aid in locating an intermittent

condition. Review and record the information in the

freeze frame or failure record associated with the

intermittent DTC being diagnosed. The vehicle can

be driven within the conditions that were present

when the DTC originally set.

To check for loss of diagnostic code memory,

disconn ect the MAP sensor and idle the engine until the

MIL (Check Engine lamp) comes on. DTC P0107

should b e stored and kept in memory when the ignition

is turned “OFF ". If not, the P CM is f aul ty. When this test

is co mpleted, make sure that you cl ear the DT C P0107

from memory.

An inte rmittent M IL (Check Engin e la mp) with no stored

DTC may be caused by the following:

• Ignition coil shorted to ground and arcing.

• MIL (Check Engine lamp) wire to PCM shorted to

ground.

• Poor P CM ground s. Refer to the

PCM wiring di agra m s.

Check for improper installation of electrical options such

as lights, cellular phones, etc. Check all wires from the

PCM to the ignition coils for poor con nections .

Check for an open diode across the A/C compressor

clutch and check for other open diodes (refer to

wiring diagrams in E lectrical Diagnosi s).

If problem has not been found, refer to

PCM Connector Symptom tables.

• Ch eck the “Cali brati on ID" of the P CM, and c ompare

it with the latest Holden service bulletins and/or

Holden EEPROM reprogramming equipment to

determine if an update to the PCM's reprogrammable

memory has been released. To c heck the “Calibration

ID", connect the Tech 2, then look for “Powertrain",

then select “Calibration ID". This identifies the

contents of the reprogrammable software and

calibration contained in the PCM. If the “Calibration

ID" is not the m os t current av ailable, it is adv isabl e t o

reprogram the PCM's EEPROM memory, which may

either help identify a hard-to-find problem or may fix

the proble m.

Hard Start Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Engine cranks, but does not start for a long time. Does

eventually run, or may start but immediately stall.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 4

4 Was a visual/physical check performed? —Go to Step 5 Go to Visual/

Physical Check

5 Check engine coolant temperature (ECT) sensor for

shift in value. After 8 hours with the hood up and the

engine not running, connect the Tech 2. With the

ignition “ON" and the engine not running, compare

engine coolant temperat ure to intake air te mpe rature.

Are ECT and IAT within the specified value of each

other? ± 5°C (± 9°F) Go to St ep 10 Go to Step 6

6 1. Using a Tech 2, display the engine coolant

temper ature and note the value.

2. Check the resistance of the engine coolant

temper ature sensor.

3. Refer to Engine Coolant Temperature Sensor

Temperature vs. Resistance chart on DTC P0118

Diagnostic Support for resistance specifications.

Is the resistance value near the resistance for the

temperature noted? — Go to Step 8 Go to S tep 7

7 Replac e the ECT sens or.

Is the action complete ? — Verify r epair —

8 Locate and repair high resistance or poor connection

in the ECT signal circuit or the ECT sensor ground.

Is the action complete ? — Verify r epair —

9 1. Check for a faulty, plugged, or incorrect ly in stalled

PCV val v e .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

10 1. Check for water- or alcohol-contaminate d fuel.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 11

11 1. Perform the procedure in Fuel System Pressure

Test.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 12

12 1. Check for proper ignition voltage output with sp ark

tester 5-8840-0383-0. Refer to Electric Ignition

System for procedure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 13

13 1 . Remove spark plugs. Che ck for wet plugs, cracks,

wear, improper gap, burned electrodes, or heavy

deposits. Refer to E lect ronic Ignition Syst em.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 14

14 1. Check for a loose ignition coil ground and ION

Sensing module circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

15 1. Remove the ignition coils and check the ignition

coils for cracks or carbon tracking.

2. If a problem is found, replace affected coil(s) as

necessary.

Was a problem found? — Verify repair Go to Step 16

16 1. Check for the following engine mechanical

problems (refer to Engine Mechanical):

• Low compression

• Lea king cylinder head gas kets

• Worn or incorrect camshaft

• Camshaft drive belt slipped or stripped

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 17

17 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/ Failure Records buffer

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Surges and/or Chuggles Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Engine power variation under steady throttle or cruise.

Feels like the vehicle speeds up and slows down with

no change in the accelerator pedal.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 4

4 Was a visual/physical check performed? —Go to Step 5 Go to Visual/

Physical Check

5 Be sure that the driver understands transmission

torque converter clutch and A/C compressor operation

as explained in the owner's manual.

Inform the customer how the TCC and the A/C clutch

operate.

Is the customer expe riencing a normal condit ion? — Sy stem OK Go to S tep 6

6 1. Check the fuel control heated oxygen sensors

(HO2S, B1S1 and B2S1). The fu el control heated

oxygen sensors (HO2S) should respond quickly to

different throttle positions. If they don't, check

them for silicone or other contaminants from fuel

or use of improper RTV sea lant. T he sens ors may

have a white powdery coating.

Silicon contamination causes a high but false

HO2S signal voltage (rich exhaust indication).

The PCM will then reduce the amount of fuel

delivered to the engine, causing a severe

derivability problem. For more information, refer to

Powertrain Control Module (PCM) and Sensors.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 7

7 1. Check the fuel pressure. Refer to Fuel System

Pressure Test .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 8

8 Monitor the long term fuel trim on the Tech 2.

Is the long term fuel trim significantly in the negative

range (rich condition)? — G o to Step 9 Go to Step 10

9 1. Check items that can cause the engine to run rich.

Refer to Diagnos tic Aids in DTC P0172 Diagnostic

Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 11 Verify repair

10 1. Check items that can cause the engine to run

lean. Refer to Diagnostic Aids in DTC P0171.

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 11 Verify repair

11 1. Check for proper ignition voltage output with spark

tester 5-8840-0383-0. Refer to Electric Ignition

System for procedure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 12

12 1. Check for a loose ignition coil ground and ION

Sensing module circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 13

13 1. Check the ignition coils for cracks or carbon

tracking.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

14 1. Remove the spark plugs and check for wet plugs ,

cracks, wear, improper gap, burned elect rodes, or

heavy deposits. Refer to Electronic Ignition

System.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

15 1. Check the injector connections.

2. If any of the injector connectors are connected to

an incorrect cylinder, correct as necessary.

Was a problem found? — Verify repair Go to Step 16

16 1. Check PC M g rounds fo r the clea nliness, tig htness

and proper locations. Refer to the PCM wiring

diagrams in Electrical Diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 17

17 1. Check MAF sensor connec tions.

2. If a problem is found, replace the faulty terminals

as necessary. Refer to Electrical Diagnosis for

wiring repair procedures.

Was a problem found? — Verify repair Go to Step 18

18 1 . Visually/ph ysically check vacuum hoses for splits,

kinks, and proper connections and routing as

shown on the “Vehicle Emission Control

Information" label.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 19

Step Action Value(s) Yes No

19 1. Check the exhaust syste m for possible rest riction:

• Inspect the exhaust system for damaged or

collapsed pipes.

• Ins pect the m uff ler for heat dist ress or possible

internal failure.

• Check for a possible plugged three-way

catalytic converter by checking the exhaust

system back pressure. Refer to Restricted

Exhaust System Check.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 20

20 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/ Failure Records buffer

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Lack of Power, Sluggish, or Spongy Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Engine delivers less than expected power. Little or no

increase in speed when accelerator pedal is pushed

down part-way.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 4

4 Was a visual/physical check performed? —Go to Step 5 Go to Visual/

Physical Check

5 1. Remove and c heck the air filter element for dirt or

restrictions. Refer to Air Intake System in

ON- Vehic le S e rvi c e .

2. Replace the air fil ter element if necessary.

Was a repair required? — Verify rep air Go to Step 6

6 1. Check for low fuel pres sure. R efer to Fuel Sys te m

Pressure Test .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 7

7 1. Check for water- or alc ohol-contaminate d fuel.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 8

8 1. Instal l th e Tec h 2 .

2. Run the engine at idle.

3. On the Tech 2, sele ct F3: Mi scellaneous Test, F6:

Varia bl e I nt ake M ani fold .

4. Repeat Switch ON or OFF of VIM solenoid valve

by using the Tech 2.

5. Check to see if t he actuator works normally.

6. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 9

9 1. Check for proper ignition voltage output with spark

tester J 26792 (ST-125). Refer to Electronic

Ignition System for proc edure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

10 1. Remove the spark plugs and check for wet plugs ,

cracks, wear, improper gap, burned elect rodes, or

heavy deposits. Refer to Electronic Ignition

System.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 11

11 1. Check the ignition coils for cracks or carbon

tracking.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 12

12 1. Check the PC M grou nds for clea nliness, tightn ess

and proper locations. Refer to the PCM wiring

diagrams in Electrical Diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 13

13 1. Check the exhaust syste m for possible rest riction:

• Inspect the exhaust system for damaged or

collapsed pipes.

• Ins pect the m uff ler for heat dist ress or possible

internal failure.

• Check for a possible plugged three-way

catalytic converter by checking the exhaust

system back pressure. Refer to Restricted

Exhaust System Check.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 14

14 1. Check the torque converter clutch (TCC) for

proper operation. Refer to 4L30-E Transmission

Diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

15 1. Check for an engine mechanical problem. Check

for low compression, incorrect or worn camshaft,

loose timing belt, etc. Refer to Engine Mechanical.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 16

16 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/ Failure Records buffer

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Detonation/Spark Knock Symptom

Step Action Value(s) Yes No

1 DEFINITION:

A mild to severe ping, usually worse under

accelerator. The engine makes sharp metallic knocks

that change with throttle opening.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual/

Physical Check

4 If Tech 2 readings are normal (refer to Typical Scan

Values) and there are n o engi ne m ec hani cal faults, f ill

the fuel tank with a known quality gasoline that has a

minimum octane rating of 87 and re-evaluate the

vehicle performance.

Is detonation present? — G o to Step 5 Verify repair

5 1. Check the transmissi on ra n ge swi tch circuit. Use a

Tech 2 and be sure the Tech 2 indicates that the

vehicle is in drive with the g ear s elector in drive or

overdrive.

2. If a problem is found, diagnose and repair the

transmission range switch as necessary (refer to

4L30-E Automat ic Trans m ission Diagnosis).

Was a problem found? — Verify repair Go to Step 6

6 1. Check TCC operation. Refer to 4L30-E

Transm ission Diagnos is.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 7

7 1. Check for obvious overheating probl ems:

• Low engine coolant.

• Restricted air flow to radiator , or restricted water

flow through radiator.

• Correct coolant solution should be a 50/50 mix

of approved antifreeze/coolant and water . Refer

to Engine Cooling.

• EGR operat ion. Refer to D TC P0401.

• ION s ensing m odule fault.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 8

8 1 . Ig nit io n “ OFF" .

2. Disconnect the ION sensing module.

3. Disconnect the PCM.

Is the action complete ? — Go to Step 9 —

9 Check the ION sensing harness between the PCM

(F68) and ION sensing module circuit (RED Wire) at

the Kl line harness connector .

Was a problem found? — Verify repair Go to Step 10

10 1. Disconnect the ignition coil.

Is the action comple te ? Go to St ep 11 —

11 Check the ION sensing harness between the ignition

coil and ION sensing module circuit at the DC motor

harness connec tor.

Was a problem found? Verify repair Go to St ep 12

12 Check the following items;

1. Ignition coil and ignition coil circuit.

2. Ignition coil ground circuit for a poor conne ction.

3. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Verify repair Go to Step 13

13 Replace the Ignition coil.

Is the action com plete? — Verify repair Go to Step 14

14 Check the following items;

1. ION sensing module ground circuit for a poor

connection.

2. If a problem is found, repair wiring harness as

necessary.

Was a problem found? — Go to Step 10 Go to St ep 16

15 Replace the ION sensing module.

Is the action com plete? — Verify repair Go to Step 16

16 1. Check fuel pressure. Refer to Chart Fuel System

Pressure Test .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 17

17 1. Check items that can cause an engine to run lean

(long term fuel trim significantly in the positive

range). For a lean condition, refer to Diagnostic

Aids in DTC P0171 Diagno stic Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 18

18 1. Spark plugs for proper heat range. Refer to

General Information.

2. If incorrect spark plugs are installed, replace spark

plugs as necessary.

Did any spark plugs require replacem ent ? — Veri fy repair Go to St ep 19

19 1. Remove excessive carbon buildup with a top

engine cleaner. Refer to instructions on the top

engine cleaner can.

2. Re-evaluate vehicle performance.

Is detonation still present? — Go to Step 20 Verify repair

20 1. Check for an engine mechanical problem. Perform

a cylinder compression check. Refer to Engine

Mechanical.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 21

21 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/ Failure Records buffer

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Rough, Unstable, or Incorrect Idle, Stalling Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Engine runs unevenly at idle. If severe, the engine or

vehicle may shake. Engine idle speed may vary in

RPM. Either condition may be severe enough to stall

the engine.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Go to Step 14 Go to Step 4

4 Was a visual/physical check performed? —Go to Step 5 Go to Visual/

Physical Check

5 1. Check the PC M grou nds for cleanliness, tightness

and proper routing. Refer to the PCM wiring

diagrams in Electrical Diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 6

6 Observe the long term fuel trim on the Tech 2.

Is the long term fuel trim significantly in the negative

range (rich condition)? — G o to Step 7 Go to S tep 8

7 1. Check items that can cause the engine to run rich.

Refer to Diagnos tic Aids in DTC P0172 Diagnostic

Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

8 Is the long term fuel trim significantly in the positive

range (lean condition)? — Go to Step 9 Go to Step 10

9 1. Check items that can cause the engine to run

lean. Refer to Diagnostic Aids in DTC P0171

Diagnostic Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

10 1. Check for incorrect idle speed. Ensure that the

following conditions are present:

• The engine is fully warm.

• T he accessories are “OFF".

2. Using a Te ch 2, monitor the E ngi ne Sp eed.

Is the Engine Speed within the specified values? Desired Idle

Sp ee d Go to St ep 12 Go to Step 11

11 1. Visually/physically inspect for the following

conditions:

• Restricted air intake system. Check for a

possible collapsed air in take duct, restricted air

filter elemen t, or foreign objects blocking t he air

inta ke system.

• Large vacuum leak. Check for a condition that

causes a large vacuum leak, such as an

incorrectly installed or faulty crankcase

ventilation valve or a disconnected brake

booster hose.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 9

12 Check the injector connections. If any of the injectors

are connected to an incorrect cylinder, correct as

necessary.

Was a problem found? — Verify repair Go to Step 13

13 1. Perform the “Injector Coil/Balance Test" in Fuel

Metering System.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 14

14 1. Check for fuel in the pressure regulator vacuum

hose.

2. If fuel is present, replace the fuel pressure

regulator assembly. Refer to Fuel Metering

System.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

15 1. Check for proper ignition voltage output with sp ark

tester J 26792 (ST-125). Refer to Electronic

Ignition System for the procedure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 16

16 1 . Remove spark plugs. Che ck for wet plugs, cracks,

wear, improper gap, burned electrodes, or heavy

deposits. Refer to E lect ronic Ignition Syst em.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 17

17 1. Check for a loose ignition coil ground and ION

Sensing Module circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 18

18 1. Check ignition coils for cracks or carbon tracking.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 19

19 Using a Tech 2, monitor the throttle position 1 and 2

angle with the engine idling.

Is the TP angle at the specified value and steady? 8 ∼ 10% Go to St ep 20

Refer to DTC

for further

diagnosis

Step Action Value(s) Yes No

20 1. Check the positive crankcase ventilation (PCV)

valve for proper operation. Refer to Crankcase

Ventilation System.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 21

21 1. Check the transmission range switch circuit . Us e a

Tech 2 and be sure the Tech 2 indicates that the

vehicle is in drive with the g ear s elector in drive or

overdrive.

2. If a problem is found, diagnose and repair the

transmission range switch as necessary (refer to

4L30-E Automat ic Trans m ission Diagnosis).

Was a problem found? — Verify repair Go to Step 22

22 1. Check for the following engine mechanic al items.

Refer to Engine Mechanical for diagnosis

procedures:

• Low compression

• St icking or leaking valves

• Worn camshaft lobe(s)

• Camshaft drive belt slipped or stripped

• Inc orrect valve timing

• Worn rocker arms

• Brok en valve springs

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 23

23 1. Check for faulty motor mounts. Refer to Engine

Mechanical for inspection of mounts.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 24

24 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/ Failure Records buffer

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Poor Fuel Economy Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Fuel economy, as measured by an actual road test, is

noticeably lower than expected. Also, economy is

noticeably lower than it was on this vehicle at one

time, as previously shown by an actual road test.

(Non-standard tires will cause odometer readings to

be incorrect, and that may cause fuel economy to

appear poor when it is actually normal.)

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual/

Physical Check

4 Check owner's driving habits.

• Is the A/C “ON" full time (defroster mode “ON")?

• Are tires at the correct pressure?

• Are ex cessively heavy loads being carried?

• Is accelerator too much, too often?

Was a problem found? — Go to St ep 5 Go to S tep 6

5 Review the items in Step 4 with the customer and

advise as neces sary.

Is the action complete ? — Syste m OK —

6 1. Vi sually/physically check: V acuum hoses for splits,

kinks, and improper connections and routing as

shown on the “Vehicle Emission Control

Information" label.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 7

7 1. Remove and c heck the air filter element for dirt or

for restrictions. Refer to A ir In take Sy ste m.

2. Replace the air fil ter element if necessary.

Was a repair required? — Verify rep air Go to Step 8

8 1. Remove spark plugs and check for wet plugs,

cracks, wear, improper gap, burned elect rodes, or

heavy deposits. Refer to Spark Plug

Replacement.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 9

9 1. Check for low engine coolant level. Refer to

Engine Cooling.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

10 1. Check for an incorrect or fau lty engine thermostat.

Refer to Engine Cooling.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 11

11 1. Check for low engine compression. Refer to

Engine Mechanical.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 12

12 1. Check the TCC operation. Refer to 4L30-E

Transm ission Diagnos is.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 13

13 1. Check the exhaust syste m for possible rest riction:

• Inspect the exhaust system for damaged or

collapsed pipes.

• Ins pect the m uff ler for heat dist ress or possible

internal failure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 14

14 Check for proper calibration of t he speedom et er.

Does the speed indi cated on the s peedo meter c losely

match the veh icle speed displayed on the Tech 2? — Go t o Step 16 Go to St ep 15

15 Diagnose and repair an inaccurate speedometer

condition as necessary. Refer to Vehicle Speed

Sensor in Electrical Diagnosis.

Was a problem found? — Verify repa ir —

16 1. Check the air intake system and the crankcase for

air leaks. Refer to Air Intake System and

Crankcase Ventilat ion Sy stem.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 17

17 1. Review all diagnostic procedures within this table.

2. When all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/ Failure Records buffer

• All connections within a suspected circuit and/

or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 18

18 Perform the procedure in Fuel Syste m Pressure Test.

Was the fuel pressure normal? —

Contact

Technical

Assistance Verify repair

Step Action Value(s) Yes No

Excessive Exhaust Emissions or Odors Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Vehicle fails an emission test. Vehicle has excessive

“rotten egg" smell. (Excessive odors do not

necessarily indicate excessive emissions.)

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Go to Step 13 Go to Step 3

3 Was a thorough visual/physical check performed? —Go to Step 4 Go to Visual/

Physical Check

4 1. Check for vacuum leaks. Check vacuum lines,

intake manifold, throttle body, etc.

2. If a problem is found, repair as necessary.

Were any vacuum leaks located? — Go to Step 13 Go to Step 5

5 1. Check the fuel cap for proper installa tion.

2. Secure the fuel cap if necessary.

Was the fu el cap installed properly? — G o to Step 6 Go to Step 13

6 1. Check the fuel pressure. Perform the procedure in

Fuel System Press ure Test.

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to Step 7

7 1. Check for a faulty, plugged, or incorrect ly in stalled

crankcase ventilation valve; also check the

crankcase ve ntilation syst em for pluggi n g .

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to Step 8

8 1. Check the injector connect ions.

2. If any of the injectors are connected to an

inco rrect cylinder, correct as necessary.

Was a problem found? — Go to Step 13 Go to Step 9

9 1. Perform the “Injector Coil/Balance Test" in Fuel

Metering System.

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to St ep 10

10 1. Refer to Engine Cooling for cooling system

diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to Step 11

11 1. Check EVAP canister for fuel loading. Refer to

Evaporat ive Emission Control System.

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to St ep 12

12 1. Remove excessive carbon buildup with a top

engine cleaner . Refer to the instructions on the top

engine cleaner can.

2. Perform the exhaust emission test.

Does the vehicle pass the test? — Sy stem OK Go to St ep 14

13 Perform the exhaust emission test.

Does the vehicle pass the test? — Sy stem OK Go to St ep 14

14 Does the exhaust emission test i ndi cate excessive CO

and HC levels or is long term fuel trim significantly in

the negative range (rich condition)? — Go to S tep 15 Go to St ep 16

15 1. Check items that can cause the engine to run rich.

Refer to Diagnos tic Aids in DTC P0172 Diagnostic

Support. Make any necessary repairs.

2. Perform the exhaust emission test.

Does the vehicle pass the test? — Sy stem OK Go to St ep 17

16 1. Check items that can cause the engine to run

lean. Refer to Diagnostic Aids in DTC P0171

Diagnostic Support. Mak e any necessary repairs.

2. Perform the exhaust emission test.

Does the vehicle pass the test? — Sy stem OK Go to St ep 17

17 1. Check the EGR system (refer to DTC P0401).

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to St ep 18

18 1. Check for an engine mechanica l problem.

Perform a cylinder compression check (refer to

Engine Mechanical).

2. If a problem is found, repair as necessary.

Was a problem found? — Go to Step 13 Go to St ep 19

19 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/Failure Records butter

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Dieseling, Run-On Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Engine continues to run after key is turned “OFF," but

runs very rough. If engine runs smooth, check ignition

switch and adjustment.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual/

Physical Check

4 1. Check for a short between B+ and any of the

ignition feed circuits.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 5

5 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/Failure Records butter

• All electrical connections within a suspected

circuit and/or system

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Backfire Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Fuel ignites in the intake manifold, or in the exhaust

system, making a loud popping noise.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual/

Physical Check

4 1. Check for proper ignition voltage coil output with

spark tester J 26792 (ST-125). Refer to Electric

Ignition System for proc edure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 5

5 1. Remove spark plugs and check for wet plugs,

cracks, wear, improper gap, burned elect rodes, or

heavy deposits. Refer to Electronic Ignition

System.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spark plugs. Refer to DTC P0172 to determine the

cause o f a rich condi ti on or Engi ne Mechani ca l for an

oil fouling condition.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 6

6 1. Visually/physically inspect the ignition coils for

cracks.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 7

7 1. Check for an intermittent ignition system

malfunction:

• Inte rmittent CKP 58X signal.

• Intermittent ignition feed circuit or sensor

ground circuit to the crankshaft position sensor.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 8

8 1. Check the fuel pressure. Refer to Fuel System

Pressure Test .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 9

9 1. Check for the following engine mechanical

conditions.

Refer to Engine Mechanical for diagnosis

procedures:

• Low compression

• St icking or leaking valves

• Worn camshaft lobe(s)

• Camshaft drive belt slipped or stripped

• Inc orrect valve timing

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

10 1. Check the intake and exhaust manifold(s) for

casting flash. Refer to Engine Mechanical.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 11

11 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/Failure Records butter

• All electrical connections within a suspected

circuit and/or system.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Cuts Out, Misses Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Steady pulsation or jerking that follows engine speed;

usually more pronounced as engine load increases.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Go to Step 14 Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual/

Physical Check

4 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 5 Go to ETC

System Chec k

5 1. Check the PCM grounds for clearness, tightness

and proper routing. Refer to the PCM wiring

diagrams in Electrical Diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 6

6 Observe the long term fuel trim on the Tech 2.

Is the long term fuel trim significantly in the negative

range (rich condition)? — G o to Step 7 Go to S tep 8

7 1. Check items that can cause the engine to run rich.

Refer to Diagnos tic Aids in DTC P0172 Diagnostic

Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

8 Is the long term fuel trim significantly in the positive

range (lean condition)? — Go to Step 9 Go to Step 10

9 1. Check items that can cause the engine to run

lean. Refer to Diagnostic Aids in DTC P0171

Diagnostic Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 10

10 1. Check for incorrect idle speed. Ensure that the

following conditions are present:

• The engine is fully warm.

• T he accessories are “off" .

2. Using a Te ch 2, monitor the E ngi ne Sp eed.

Is the Engine Speed within the specified values? Desired Idle

Sp ee d Go to St ep 12 Go to Step 11

11 1. Visually/physically inspect for the following

conditions:

• Restricted air intake system. Check for a

possible collapsed air in take duct, restricted air

filter elemen t, or foreign objects blocking t he air

inta ke system.

• Large vacuum leak. Check for a condition that

causes a large vacuum leak, such as an

incorrectly installed or faulty PCV valve or brake

booster hose disconnected .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 9

12 Check the injector connections. If any of the injectors

are connected to an incorrect cylinder, correct as

necessary.

Was a problem found? — Verify repair Go to Step 13

13 1. Perform the “Injector Coil/Balance Test" in Fuel

Metering System.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 14

14 1. Check for fuel in the pressure regulator vacuum

hose.

2. If fuel is present, replace the fuel pressure

regulator assembly. Refer to Fuel Metering

System.

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

15 1. Check for proper ignition voltage output with sp ark

tester J 26792 (ST-125). Refer to Electronic

Ignition System for the procedure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 16

16 1 . Remove spark plugs. Che ck for wet plugs, cracks,

wear, improper gap, burned electrodes, or heavy

deposits. Refer to E lect ronic Ignition Syst em.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 17

17 1. Check for a loose ignition coil ground and ION

Sensing module circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 18

18 1. Check ignition coils for cracks or carbon tracking.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 19

19 Using a Tech 2, monitor the TP 1, 2 angle with the

engine idling.

Is the TP angle at the specified value and steady? 8 ∼ 10% Go to St ep 20

Refer to DTC

P0123 for

further

diagnosis

20 1. Check the PCV valve for proper operation. Refer

to Crankcase Ventila tion System.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 21

21 1. Check the transmission range switch circuit . Us e a

Tech 2 and be sure the Tech 2 indicates that the

vehicle is in drive with the g ear s elector in drive or

overdrive.

2. If a problem is found, diagnose and repair the

transmission range switch as necessary (refer to

4L30-E Automat ic Trans m ission Diagnosis).

Was a problem found? — Verify repair Go to Step 22

Step Action Value(s) Yes No

22 1. Check the following engine mechani cal items.

Refer to Engine Mechanical for diagnosis

procedures:

• Low compression

• St icking or leaking valves

• Worn camshaft lobe(s)

• Camshaft drive belt slipped or stripped

• Inc orrect valve timing

• Worn rocker arms

• Brok en valve springs

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 23

23 1. Check for faulty motor mounts. Refer to Engine

Mechanical for inspection of mounts.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 24

24 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/Failure Records butter

• All electrical connections within a suspected

circuit and/or system

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

Hesitation, Sag, Stumble Symptom

Step Action Value(s) Yes No

1 DEFINITION:

Momentary lack of response as the accelerator is

pushed down. Can occur at any vehicle speed.

Usually most pronounced when first trying to make the

vehicle move, as from a stop sign. May cause the

engine to stall if severe enough.

Was the “On-Board Diagnostic (OBD) System Check"

performed? — G o to St ep 2 Go to OBD

System Check

2 Was the “Electric Throttle Control (ETC) System

Check" performed? —Go to St ep 3 Go to ET C

System Chec k

3 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? — Verify rep air Go to Step 4

4 Was a visual/physical check performed? —Go to Step 5 Go to Visual/

Physical Check

5 1. Check the fuel control heated oxygen sensors

(HO2S, B1S1 and B2S1). The fu el control heated

oxygen sensors (HO2S) should respond quickly to

different throttle positions. If they don't, check

them for silicon or other co ntaminants from fuel or

use of improper RTV sealant. The sensors may

have a white powdery coating.

Silicon contamination causes a high but false

HO2S signal voltage (rich exhaust indication).

The PCM will then reduce the amount of fuel

delivered to the engine, causing a severe

derivability problem. For more information, refer to

Powertrain Control Module (PCM) and Sensors.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 6

6 1. Check the fuel pressure. Refer to Fuel System

Pressure Test .

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 7

7 Observe the TP 1, 2 angle display on the Tech 2 while

slowly increasing throttle pedal.

Does the TP angle display steadily increase from 8 ∼

10% at closed throttle to 90 ∼ 92% at WOT? — G o to St ep 8 Go to S tep 9

8 Monitor the long term fuel trim on the Tech 2.

Is the long term fuel trim significantly in the negative

range (rich condition)? — G o to Step 9 Go to Step 10

9 1. Check items that can cause the engine to run rich.

Refer to Diagnos tic Aids in DTC P0172 Diagnostic

Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 11

10 1. Check items that can cause the engine to run

lean. Refer to Diagnostic Aids in DTC P0171

Diagnostic Support.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 11

11 1. Check for proper ignition voltage output with spark

tester J 26792 (ST-125). Refer to Electronic

Ignition System for the procedure.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 12

12 1. Check for a loose ignition coil ground and ION

Sensing module circuit.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 13

13 1. Check the ignition coils for cracks or carbon

tracking.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 14

14 1. Remove spark plugs and check for wet plugs,

cracks, wear, improper gap, burned elect rodes, or

heavy deposits. Refer to Electronic Ignition

System.

NOTE: If spark plugs are gas or oil fouled, the cause

of the fouling must be determined before replacing the

spa rk plug s.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 15

15 1. Check the PCM grounds for clearness, tightness

and proper routing. Refer to the PCM wiring

diagrams in Electrical Diagnosis.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 16

16 1. Check the MAF senso r connections.

2. If a problem is found, replace the faulty terminals

as necessary. Refer to Electrical Diagnosis for

wiring repair procedures.

Was a problem found? — Verify repair Go to Step 17

17 1 . Visually/ph ysically check vacuum hoses for splits,

kinks, and proper connections and routing as

shown on the “Vehicle Emission Control

Information" label.

2. If a problem is found, repair as necessary.

Was a problem found? — Verify repair Go to Step 18

18 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection

• Tech 2 data

• Freeze Frame data/Failure Records butter

• All electrical connections within a suspected

circuit and/or system

3. If a problem is found, repair as necessary.

Was a problem found? — Verify repa ir

Contact

Technical

Assistance

Step Action Value(s) Yes No

DEFAULT MATRIX TABLE

Service Procedure Default Strategy

A referral strategy has been established to assist the

technician with additional information when the cause of

the fail ure cannot be det erm ined. I f no problem is foun d

after performing diagnostics, then refer to the default

matrix table for further diagnostic information.

Default Matrix Table

Strategy Based Diagnostic Charts Initial Diagnosis D efau lt Section(s)

On-Board Diagnos tic (OBD) System

Check Vehicle does not enter diagnostics. Chassis Electrical

On-Board Diagnos tic (OBD) System

Check Vehicle enters diagnostics and

communicates with the Tech 2. MIL is

“ON" in diagnostics. Engine does not

start and run.

Ignition System Check

On-Board Diagnos tic (OBD) System

Check Engine starts and runs, no PCM codes

set. Customer comp lains of vibration. —

On-Board Diagnos tic (OBD) System

Check Engine starts and runs, no PCM codes

set. Customer complains of harsh or

soft shi ft, poor performance, delayed or

no engagem ent into drive or reverse,

transmission fluid leak, transmission

noise or vibration, or improper TCC

operation.

Auto matic Transmission

PCM Power and Ground Check On-Board Diagnostic (OBD) System

Check. Chassis Electrical

PCM Power and Ground Check On-Board Diagnostic (OBD) System

Check. PCM power and ground circuits

OK. Data link voltage incorrect.

Chassis Electrical

On-Board Diagnos tic (OBD) System

Check Engine starts and runs, no PCM codes

set. Customer complains of harsh or

soft shi ft, poor performance, delayed or

no engagem ent into drive or reverse,

transmission fluid leak, transmission

noise or vibration, or improper TCC

operation.

Auto matic Transmission

Symptoms In itial Diagnosis Default Section(s)

Intermittents 1. On-board Diagnostic (OBD) system

check.

2. Careful visual/physical inspections.

Chassis Electrical

Hard Starts 1. OBD system check.

2. ETC system check.

3. Sensors (ECT, MAP, MAF, TP) ;

MAP output chart.

4. Fuel system electrical test, fuel

system diagnosis.

5. Ignition system.

Engine Mechanical, Ignition

System Check, Exhaust System

Diagnosis

Surges and/or Chuggles 1. OBD system check.

2. ETC system check.

3. Heated oxygen sens ors.

4. Fuel system dia gnosi s.

5. Ignition system.

Calibration ID/Service Bulletins,

Ignition System Check, Generator

Output, Exhaust System

Diagnosis, 4L30 -E System Test

Lack of Power, Sluggish or Spongy 1. OBD system check.

2. ETC system check.

3. Fuel system dia gnosi s.

4. Ignition system.

5. EGR operation.

6. EGR system check.

Refe r to Exhaus t System in

Engine Exhaust, TCC Operation,

Calibration ID/Service Bulletins

Detonation/Spark Knoc k 1. OB D system check.

2. Transmission range switch.

3. EGR operation.

4. EGR system check.

5. TCC operation.

6. Fuel system dia gnosi s.

7. Ignition system.

8. ION sensing module check.

TCC operation, Cooling System,

Ignition System Check,

Calibration ID/Service Bulletins

Rough, Unstable, or I ncorrec t Idle,

Stalling 1. OBD system check.

2. ETC system check.

3. Fuel injector and fuel injector

bal ance te st.

4. EVAP emission canister purge

valve check.

5. Ignition system.

6. EGR operation.

MAP Output Check, Throttle

Linkage, EGR System Check, A/C

Clutch Control Ci rcuit Diagnosis,

Crankcase Ventilation System,

Calibration ID/Service Bulletins,

Generator Output V oltage (refer to

Chassis Electrical ), Exhaust

Diagnosis

Poor Fuel Economy 1. OBD system check.

2. Careful visual/physical inspection.

3. Ignition system.

4. Cooling system .

TCC Operation, Exhaust System

(refer to Engi ne Exhaust)

Hesitation, Sag, Stumble 1. OBD system check.

2. ETC system check.

3. TP.

4. MAP output check .

5. Fuel system dia gnosi s.

6. Fuel injector and fuel injector

bal ance te st.

7. EVAP emission canister purge

valve.

8. Ignition system.

EGR Operation , EGR System

Check, Generator Output Voltage

(refer to C hassis Ele ctrical ),

Calibration ID/Service Bulletins,

Ignition System Check

Cut s Out, Miss es 1 . OBD syste m che ck.

2. Cylinder balance test.

3. ETC system check.

Ignition System Check

Engine Cranks But Will Not Run 1. OBD system check. Fuel System Electrical Diagnosis,

Fuel System Diagnos is, Fuel

Injector and Fuel Injector Balance

Test.

Symptoms In itial Diagnosis Default Section(s)

Excessive Exh aust Emissions or

Odors 1. OBD system check.

2. Emissi on test.

3. Cooling system .

4. Fuel system dia gnosi s.

5. Fuel injector and fuel injector

bal ance te st.

6. EVAP emission canister purge

valve.

7. Crankcase ventilation system.

8. Ignition system.

9. MAP output check .

EGR System Check, Exhaust

Diagnosis, Calibration ID/Service

Bulletins

Dieseling, Run-On 1. OBD system check.

2. Careful visual/physical inspection.

3. Fuel system dia gnosi s.

—

Backfire 1. OBD system check.

2. Ignition system.

3. Fuel system dia gnosi s.

4. Fuel injector and fuel injector

bal ance te st.

5. EGR operation, EGR system

check.

Exhaust System Diagnosis, Intake

Casting Flash, Ignition System

Check

Misfire 1. OBD system check.

2. Ignition system.

3. Fuel system dia gnosi s.

4. Fuel injector and fuel injector

bal ance te st.

Vibrations, Transmission,

Driveshaft and Axle

Cat a l yst Mon it o r 1. OBD system check.

2. Careful visual/physical inspection.

3. Heated oxygen sens ors.

Exhaus t System

Fuel Trim 1. OBD system check.

2. Careful visual/physical inspection.

3. Fuel system dia gnosi s.

4. Heated oxygen sens ors, MAF

sensors.

Exhaust System Intake Air

System

Evaporative Emissions 1. OBD system check.

2. Careful visual/physical inspection.

3. Fuel system dia gnosi s.

—

Heated Oxygen S ens ors 1. OBD system check.

2. Careful visual/physical inspection. Exhaust Sy stem

Symptoms In itial Diagnosis Default Section(s)

ON VEHICLE SERVICE

CRANKSHAFT POSITI ON (CKP) SENSOR

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the electrical connector to the CKP

sensor.

3. Rem ove one bolt and th e CKP sens or from the right

side of the engine block, just behind the mount.

NOTE: Use caution to avoid any hot oil th at might drip

out.

TS22909

INSPECTION PROCEDURE

1. Inspect the senso r O-rin g for cracks o r leaks.

2. Repl ace the O-ring if it is worn or damaged.

3. Lubricate the new O-ring with engine oil.

4. Install the lubricated O-ring.

INSTALLATION PROCEDURE

1. Ins tall the CKP senso r in the engine block.

2. Ins tall the CKP sensor mount ing bolt.

Tighten

Important: Tighten the mounting bolt to 9 N·m

(78 lb in . ).

TS22909

3. Connect the electrical connector to the CKP sensor.

4. Connect the negative battery cable.

ENGINE COOLANT TE MPERATURE (ECT)

SENSOR

REMOVAL PROCEDURE

Care must be taken when handling the engine coolant

temperature (ECT) sensor. Damage to the ECT sensor

will affect pr o per op er at ion of th e fuel injec tion system.

1. Disconnect the nega tive battery cable.

2. Drain the radiator coolant. Refer to

Draining and Refilling Co oling Sys te m in Engine

Cooling section.

3. Disconnect the electrical connect or.

014RY00001

4. Remove the ECT sensor from the coolant

crossover.

014RY00002

INSTALLATION PROCEDURE

1. Apply sealer or the equivalent to the threads of the

ECT sensor.

2. Ins tall the ECT sensor in the coolant cross over.

Tighten

• Tight en the ECT sensor to 30 N·m (22 lb ft.).

014RY00002

3. Conn ec t the electrical connector.

014RY00003

4. Fill the radiator with coolant. Refer t o

Draining and Refilling Co oling Sys te m in Engine

Cooling section.

5. Connect the negative battery cable.

HEATED OXYGEN SENSOR (HO2S)

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Locate the two oxygen sensors.

060R100113

• Bank 1 sensor 1 is mounted on the exhaust pip e

ahead of the right-hand catalytic converter.

TS22912

• Bank 2 sensor 1 is mounted on the exhaust pipe

ahead of the left-hand catalytic converter.

TS22914

3. Disconnect the pigtail from the wiring harness.

060RY00128

Important: The pigtail is permanently attached to the

sensor . Be careful not to pull the wires out.

Do not use a torch to remove an HO2S unless the

sensor is being replaced. Using a torch could damage

the sensor.

4. Remove the sensor from the exhaust pipe.

• Because of the expan sion and contraction of the

metal in the exhaust system over time, this may

be difficult if the engine temperature is below

48°C (120°F).

060RY00128

INSPECTION PROCEDURE

All four sensors are identical. Inspect each in the same

way.

1. Inspect the pigtail and the electrical connector for

grease, dirt, corrosion, and bare wires or worn

insulation.

2. Inspect the louvered end of the sensor for grease,

dirt, or other contaminations.

060RY00128

INSTALLATION PROCEDURE

Important:

• T here is a s pe cial an ti-seize comp ound on the HO2S

threads. This compound consists of glass beads

suspended in a liquid graphite solution. The graphite

burns away with engine heat, but the glass beads will

remai n, making the sensor easier to remove.

• New or service sensors will already have the

compound applied to the threads. If a sensor is

removed and is to be reinstalled for any reason, the

thread s must have anti-se ize compou nd applie d.

1. Apply anti-seize compound or the equivalent to the

threads of the oxygen sensor , if necessary.

2. Install the oxygen sensor on the exhaust pipe in its

original position.

Tighten

• Tight en the oxygen sensor to 55 N·m (40 lb ft.).

060RY00128

3. Connect the pigtail to the wiring harness.

4. Connect the negative battery cable.

INTAKE AIR TEMP ERATURE (IAT) SENSOR

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Remove the eng ine cover

3. The IAT sensor is located in the intake air duct,

behind the throttle body.

4. Disconnect the electrical connector from the IAT

sensor.

TS23741

5. Remove the IAT sensor from the intake air duct by

using a rocking motion while pulling the sensor.

INSTALLATION PROCEDURE

1. Ins tall the IAT sens or i nto the grommet in the intake

air duct.

2. Correct the IAT electrical connector.

TS23741

3. Ins tall the engine cover.

4. Connect the negative battery cable.

ION SENSING MODULE

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the ION sensing module connect or.

3. Rem ove the bolts and the I ON sensing modu le from

the common c ham ber.

060R100143

INSTALLATION PROCEDURE

1. Install the ION sensing module on the common

chamber with the bolts.

Tighten

Important: Tighten the ION sensing module to 4 N·m

(35 lb in . ).

2. Connect the ION sensing module connectors as

shown in the illustration.

060RY00003

EndOFCallout

3. Connect the negative battery cable.

Legend

(1) Green (Light Blue) Color Connector

(2) Blue Color Connector

MASS AI R FLOW (MAF ) SENSOR

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the electrical connector from the MAF

sensor.

TS23740

3. Loo sen the clam ps which secure the intake air duct

and the air cleaner to the MAF sensor.

4. Remove the intake air duct from the MAF sensor .

5. Rem ove the MAF sensor from the air c le aner.

TS23781

INSTALLATION PROCEDURE

1. Install the MAF sensor on the air cleaner with the

clamp.

2. Install the inta ke air duct and th e clam p on the MA F

sensor.

TS23781

3. Tighten t he clamps to sec ure the MA F sensor t o the

intake air duct and the air cleaner .

4. Connect the MAF electrica l connector.

5. Connect the negative battery cable.

MANIFOLD ABSOLUTE PRESSURE (MAP)

SENSOR

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Disconnect the electrical connector from the MAP

sensor.

055RY00001

3. Remove the bolt securing the MAP sensor to the

mount ing bracket on the comm on chamb er.

4. Remove the MAP sensor from the mounting

bracket.

055RW002

INSTALLATION PROCEDURE

1. Ins tall the MAP sensor in the mounting bracket.

055RW002

2. Install the mounting bracket retaining bolt on the

common chamber.

Tighten

Important: Tighten the bolt to 20 N·m (12 lb ft.).

3. Conn ec t the MAP electrical connect or.

055RY00001

4. Connect the negative battery cable.

MALFUNCTION INDICATOR LAMP (MIL)

REMOVAL AND INSTALLATION

PROCEDURE

Refer to Warning light bulb, indicator light valve,

illumination light bulb, A/T indicator light bulb in

Meter and Gauge.

REDUCED POWER LAMP

The reduced power lamp (RPL) turns on when the

ignition key is moved to the ON position. It should turn

off in approximately 3 seconds or immediately after the

engine starts.

If the RPL turns on during vehicle operation, a vehicle

system failure resulting in reduced engine output is

indicated.

If bot h the reduc ed RPL and t he c heck engine li ght t urn

on, a serious problem affecting vehicle performance is

indicated.

Re fe r to the OBD system check NO and

RPL “ON" steady in this manual.

POWERTRAIN CONTROL MODULE

(PCM)

SERVICE PRECAUTION

To prevent possible electrostatic discharge damage to

the PCM, do not touch the connector pins or soldered

components on the circuit board.

ELECTROSTATIC DISCHARGE (ESD)

DAMAGE

Electronic components used in the control systems are

often designed to carry very low voltage. Electronic

components are susceptible to damage caused by

electrostatic discharge. Less than 100 volts of static

electricity can cause damage to some electronic

componen ts. By comparison, it takes as much as 4,000

volts for a person to even feel the zap of a static

discharge.

There are several ways for a person to become

statically charged. The most common methods of

charging are by friction and by ind uction. An ex am ple of

charging by friction is a person sliding across a car seat.

Charging by induction occurs when a person with well

insulated shoes stands near a highly charged object

and m omentarily touches ground. Charge s of the s ame

polarity are drained off leaving the person highly

charged with the opposite polarity. Static charges can

cause damage, therefore, it is important to use care

when handling and testing electronic components.

To prevent possible Electrostatic Discharge damage,

follow these guidelines:

• Do not touch the control module connector pins or

soldered components on the control module circuit

board.

• Do not open the replacement part package until the

part is ready to be installed.

• Before removing the part from the package, ground

the package to a known good ground on the vehicl e.

• If the part has been handl ed while slid ing across the

seat, or while sitting down from a standing position, or

while walking a distance, touch a known good ground

before installing the part.

To prevent internal PCM damage, the ignition must be in

the “OFF" position in order to disconnect or reconnect

power to the PCM (for example: battery cable, PCM

pigtail, PCM fuse, jumper cables, etc.).

Important: When rep lacing the produc ti on PCM with a

service PCM, it is important to transfer the broadcast

code and production PCM number to the service PCM

la bel. Th is will allo w pos itiv e id entific ation of PC M parts

throughout the service life of the ve hicle. Do not record

this information on the metal PCM cover .

Important: T he ignition should a lways b e in the “OFF"

position in order to install or remove the PCM

connectors.

Service of the PCM should normally consist of either

replacement of the PCM or EEPROM programming. If

the diagnostic procedures call for the PCM to be

replaced, the PCM should be checked first to ensure it

is the correct part. If it is, remove the faulty PCM and

in sta ll the new s e r v ic e PCM.

The service PCM EEPROM will not be programmed.

DTC P0601 indicates the check sum error.

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Block the wheels.

3. Remove the two screws from the PCM electrical

connectors.

4. Disconnect the PCM electrical connectors.

060RY00065

5. After removing the clip which fixes the PCM to the

bracket, remove PCM.

060RY00067

INSTALLATION PROCEDURE

1. Install the PCM to bracket and fix wit h the clip.

060RY00066

2. Connect the PCM electrical connectors.

3. Install the two screws to PCM electrical connectors.

060RY00065

THROTTLE POSIT ION (TP) SENSOR

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the TPS electrical connecto r.

3. Remove the bolts and the TP sensor from the

throttle body.

060RY00159

Do not clean the TP sensor by soaking it in solvent. The

sensor w ill be dam aged as a r esult.

FUNCTION CHECK

Use a Te ch 2 to check the TP sensor output voltage at

closed throttle.

• The voltage should be TP1 about 0.4V, TP2 about

4.6V and TP 3 about 4.6V.

• If the reading is abnormal value, check the throttle

shaft to see if it is binding.

INSTALLATION PROCEDURE

1. Install the TP sensor on the throttle body with the

bolts.

060RY00159

2. Connect the TP electrical connect or.

3. Install the negative battery cable.

VEHICLE SPEED SENSOR (VSS)

REMOVAL PROCEDURE

CAUTION: The VSS is located on the right side of

the transfer case just ahead of the rear propeller

shaft and very close to the exhaust pipes for 4WD

and on the extension cover for 2WD. Be sure that

the exhaust pipes are cool enough to touch before

trying to remove the VSS. If the pipes are hot, you

co ul d be burn e d.

1. Disconnect the negative battery cable.

2. Disconnect the VSS electrical connector.

TS23748

3. Rem ove t he bolt and t he clam p sec uring the VS S in

place.

Important: Have a container ready to catch any fluid

that leaks out when the VSS is removed from the

transfer case for 4WD and on the extension cover for

2WD.

TS23780

4. Remove the V SS f rom the tr ansfe r case by wigglin g

it slightly and pulling it straight out.

INSPECTION PROCEDURE

1. Inspect the electrical connector for signs of

corrosion or warping. Replace the VSS if the

electrical connector is corroded or warped.

2. Inspect the VSS driven gear for chips, breaks, or

worn condition. Replace the VSS if the driven gear

is chipped, broken or worn.

3. Inspect the O-ring for wear, nicks, tears, or

loosenes s. Replace the O-ring if necessary.

INSTALLATION PROCEDURE

1. Install the VSS in the transfer case with the notch for

the connector facing the rear.

2. Secure the VSS in place with the clamp and the

bolt.

Tighten

• Tight en the bolt to 16 N·m (12 lb ft.).

TS23780

3. Connect the VSS electrical connect or.

TS23748

4. Check the transfer case oil level. Add fluid if

necessary.

5. Connect the negative battery cable.

AIR CLEANER/AIR FILTER

REMOVAL PROCEDURE

1. Loosen the clamp between the air cleaner lid and

the mass air flow sensor.

025RY00001

2. Release the four latches securing the lid to the air

cleaner housing.

3. Remove the air cleaner lid.

4. Remove the air filter element.

5. Remove the retaining bolts and the air cleaner

housing from the vehicle.

025RY00002

EndOFCallout

INSTALLATION PROCEDURE

1. Install the air clean er housin g in the vehicle with th e

retaining bolts .

2. Install the air filter element in the air cleaner

housing.

3. Install the air cleane r lid on th e M AF s ensor and the

air cleaner housing.

025RY00003

Legend

(1) Air Cleaner Housing

(2) Air Filter Element

(3) Air Cleaner Lid

Legend

(1) Air Cleaner Housing

(2) Air Filter Element

(3) Air Cleaner Lid

(4) Mass Air Flow Sensor

EndOFCallout

4. Tighten the clamp and secure the four latches

between the lid and the air cleaner housing.

COMMON CHAMBER

REMOVAL AND INSTALLATION

PROCEDURE

Refer to Common Chamber in Engine Mechanical

section.

ACCELERATOR PEDAL

REPLACEMENT

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the electrical harness from the

accelerator position sens or.

101RY00006

EndOFCallout

3. Remove the two screws from the accelerator pedal

assembly.

101RY00007

4. Remove the accelerator pedal assembly from the

bulkhead.

INSTALLATION PROCEDURE

1. Install the accelerator pedal assembly on the

bulkhead.

2. Install the two screws to the accelerator pedal

assembly.

Tighten

• Ti ghten the screws to 22 N·m (16 lb ft.).

101RY00007

3. Connect the electrical harness to the accelerator

position sensor.

Legend

(1) Accelerator Position Sensor

(2) Accelerator Pedal Assembly

101RY00006

EndOFCallout

4. Install the negative battery cable.

ACCELERATOR POSITION SENSOR

REPLACEMENT

CAUTION: Remove the Accelerator (A) pedal

assembly as a unit to have it services. Do not

rem ove the Accelerator Posi tion (AP ) sensor on th e

A ped al. If the AP sen sor i s removed for em erg enc y

cause, refer to following items as necessary.

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the electrical harness from the AP

sensor.

101RY00006

EndOFCallout

3. Remove the AP sensor.

101RY00009

EndOFCallout

INSTALLATION PROCEDURE

1. Install the accelerator position (AP) sensor to bolts

with accelerator (A) pedal.

2. Connect the conne ctor to AP sensor.

3. Install the negative battery cable.

Legend

(1) Accelerator Position Sensor

(2) Accelerator Pedal Assembly

Legend

(1) AP Sensor

(2) A Pedal Assembly

Legend

(1) AP Sensor

(2) AP Screw

ACCELERATOR POSITION SENSOR

ADJUSTMENT

AP sensor is controlled three multiple control system,

and adjust the idle position and WOT position are

between A and B for AP sensor 1, AP s ensor 2, and AP

sensor 3.

Refer to “How to adj ust for AP sensor".

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the electrical harness from the AP

sensor.

HOW TO ADJUST FOR AP SENSOR

1. Conn ec t the Tec h 2 to DLC on vehicle.

2. Ignition “ON, " engine “OF F.".

3. Displ ay the APS data list.

4. Adjust the AP sensor until APS1 opening is between

11% and 15%

5. Tighten the s en so r screws.

6. With a DVOM, measure the APS1 signal vo ltage at

C-63 (pin #5 - whi te wire) of the AP S con nector.

Note: With A PS1 reading 13% open, the sign al voltag e

should be 0.6 volt.

7. Should the signal voltage reading be less than 0.6

volt, check for:

a.High resisistance in the circuit between PCM

pin# S36 and APS1 (pin# 10 C63 - black wire),

b.Low 5v Ref. signal from the PCM pin#S36

8. If APS1 signal violtage is more than 0.6 volt, check

for:

a.High resistance in the circuit between APS1

(pin #4 C63) and PCM pin# F63 - red wire)

9. After adjustment, verify the following readings with

TECH 2.

060RY00305

FUEL FILLE R CAP

GENERAL DESCRIPTION

The fuel filler cap includes a vacuum valve and a

pressure valve.

If high vacuu m or high pressure occurs in the fuel tank,

each valve works to adjust the pressure in order to

prevent dam age to the tank.

AP position (%)

Idle position A WOT position B

APS1 13% 87 ± 2%

APS2 87 ± 2% 13 ± 2%

APS3 87 ± 1% 34 ± 2%

TS23767

INSPECTION PROCEDURE

Replace the fuel filler cap with t he same type of filler cap

that was originally installed on the vehicle.

• Check the seal ring in the filler cap for any

abnormality and for seal condition.

• Replace the filler cap if any abnormality is found.

FUEL FILTER

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Rem ove the fuel filler cap.

041RY00001

3. Disconnect the fuel hose from the fuel filter on the

engine side.

4. Disconnect the fuel hose from the fuel filter on the

fuel tank s i de.

5. Rem ove the bolt on the fuel filt er holder.

041RW003

EndOFCallout

6. Remove the fuel filter.

INSPECTION PROCEDURE

1. Replace the fuel filter when th e following occur:

• F uel leaks from the fuel filter body.

• T he fuel filter body is damaged.

• The fuel filter is clogged with dirt or sediment.

2. If the drain hole is clogged, clean the drain.

041RY00002

Legend

(1) Fuel Hose

(2) Fuel Filter Fixing Bolt

(3) Fuel Filter

INSTALLATION PROCEDURE

1. Ins tall the fuel filter i n the correct direction.

2. Install the bolt on the fuel filter holder.

Tighten

Important: Tighten the screws to 20 N·m (14 lb ft . ).

3. Conn ec t the fuel hose on the engine side.

4. Conn ec t the fuel hose on the fuel tank side.

041RW003

EndOFCallout

5. Ins tall th e fuel filler c ap .

041RY00001

6. Connect the negative battery cable.

FUEL GAUGE UNIT

REMOVAL PROCEDURE

Refer to Fuel Ga uge Unit in Engine Fu el section.

014RW133

FUEL INJECTORS

REMOVAL PROCEDURE

If the fuel injectors are leaking, the engine oil may be

contaminated with fuel. Check the oil for signs of

contamination and change the oil and the filter if

necessary.

Use care in removing the fuel injectors in order to

prevent damage to the fuel injector electrical connector

pins or the fuel injector nozzles. The fuel injector is an

electrical component and should not be immersed in

any type of cleaner as this may damage the fuel

injector.

Important: Fuel injectors are serviced as a complete

assem bly only.

1. Disconnect the nega tive battery cable.

2. Remove the commo n chamber. Refer to

Comm on Cham be r in Engine Mechanical section.

3. Remove the fuel rail. R efer to Fuel Rail secti on .

Legend

(1) Fu el Hose

(2) Fu el Filter Fix ing Bol t

(3) Fuel Filter

014RW164

4. Rem ov e the inje c tor retainer clip.

040RY00001

5. Rem ove the fuel injector assembly.

6. Remove the O-ring from the fuel injector.

7. Remove the O-ring backup from the fuel injector .

INSPECTION PROCEDURE

1. Inspect the O -rings for cracks or leaks.

2. Replace worn or damaged O-rings.

3. Lubricate the new O-rings with engine oil before

installation.

INSTALLATION PROCEDURE

1. Install the O-ring backup on the fuel injector.

2. Ins tall the new O-ring on the fuel injector.

3. Install the fuel injector on the fuel rail.

040RY00001

4. Use new fue l injector retainer clips to retain the fuel

injector to the fuel rai l.

5. Coat the end of t he fu el injector with gasoline.

6. Install the fuel rail. Refer to Fuel Rail sectio n .

014RW164

7. Install the common chamber. Refer to

Comm on Cham be r in Engine Mechanical section.

8. Install the engine cover.

9. Connect the negative battery cable.

FUEL METERING SYSTEM

FUEL PRESSURE RELIEF PROCEDURE

CAUTION: To reduce the risk of fire and personal

injury, there are necessary to relieve the fuel system

pressure before filler and gauge unit servicing the

fuel system co mponents.

CAUTION: After relieving the system pressure, a

small amount of fuel may be released when

servicing fuel lines or connections. Reduce the

chance of personal injury by covering the fuel line

fittings with a shop towel before you disconnect the

fittings. The towels will absorb any fuel that may

leak out. When the disconnect is completed, place

the towel in an approved co ntainer.

1. Rem ove the fuel cap.

2. Remove the fuel pump relay from the underhood

relay box. Refer to Fue l Pum p Relay section.

014RY00004

3. Start the engine and allow it to stall.

4. Crank the engine for 30 seconds.

5. Disconnect the negative battery cable.

FUEL PUMP ASSEMBLY

REMOVAL PROCEDURE

Refer to Fuel Tank In Fuel Pump Relay sect ion .

014RW133

FUEL PUMP RELAY

REMOVAL PROCEDURE

1. Remove the fuse and relay box cover from under

the hood.

2. Consult the diagram on the cover to determine

whic h is the corr e c t rela y.

3. Insert a small screwdriver into the catch slot on the

forward side of the fuel pump relay.

• The screwdriver blade will release the catch

inside.

D08RY00291

4. Pull the relay straight up and out of the fuse and

relay box.

014RY00004

INSTALLATION PROCEDURE

1. Insert the relay into the correct place in the fuse and

relay box with the catch slot f acing forw ard.

2. Press down until the catch engages.

• An audi ble “click" will be heard.

014RY00004

3. Install the fuse and relay box cover.

FUEL RAIL ASSEMBLY

REMOVAL PROCEDURE

• Do not attempt to remove the fuel inlet fitting on the

fuel rail. It i s staked in p lace. Removi ng the fuel i nlet

fitting will result in damage to the fuel rail or the

intern al O-ring seal.

• Use care when removing the fuel rail assembly in

order to prevent damage to the injector electrical

con nector terminals and the injector spray tips.

• Fittings should be capped and holes plugged during

servicing to preven t dirt and other contaminants from

entering open lines and passag es.

Important: An eight-digit identification number is

stamped on the side of the fuel rail. Refer to this number

when you service the fuel rail or when a replacement

part is re quired.

014RY00008

Before removal, the fuel rail assembly may be cleaned

with a spray type engine cleaner. Follow the spray

package instructions. Do not immerse the fuel rails in

liquid cleaning so lvent.

1. Depressurize the fuel syst em . Refer to

Fuel Pressure Relief Procedure in this S e c tion.

2. Disconnect the nega tive battery cable.

3. Remove the eng ine cover.

4. Disconnect the throttle position sensor electrical

connector from throttle body.

5. Disconnect the connectors from manifold absolute

pressure sensor, solenoid valve, electric vacuum

sensing valve.

6. Disconnect the vacuum hose on canister VSV and

positive crankcase ventilation hose.

7. Remove the common chamber. Refer to the

common chamber in Engine Mechanical section.

1. Lift up carefully on the fuel injectors. Do not

separate the fuel inj ec tors from the fuel rail.

2. If an injector becomes separated from the fuel

rail, the infector O-ring seals and the retainer

clip must be replaced.

3. Drain residual fuel int o an approved c ontainer.

014RW164

8. If removal of the fuel pressure regulator is

necessary, refer to Fuel Pressure Regulator

section.

9. If removal of the fuel inje ct ors is neces sary, refer t o

Fuel Injectors section.

INSTALLATION PROCEDURE

1. If the fuel injectors were removed, install them.

Refe r to Fuel Injectors section.

2. If the fuel p re ssure regulator was rem oved, install it.

Refe r to Fuel Pressure Regu la tor section.

3. Install the common chamber. Refer to common

chamber in engine Mechanical section.

014RW164

4. Connect the vacuum hose on Canister VSV and

positive crankcase ventilation hose.

5. Connect the connectors to manifold absolute

pressure sensor, solenoid valve, electric vacuum

sensing valve.

6. Connect the throttle position sensor electrical

connector to throttle body.

7. Install the engine cover.

8. Connect the negative battery cable.

9. Crank the engi ne until it starts . Crank ing the engin e

may take lo nger than us ual due to trappe d air i n the

fuel rail and in th e injectors.

FUEL TANK

REMOVAL PROCEDURE

Refer to Fuel Tank In Fu el Pu mp Relay

014RW134

THROTTLE BODY (TB)

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Drain the cooling system. Refer to Cooling System

section.

3. Disconnect the electrical connectors :

• T hrottle position (TP) sensor.

• Intake air temperature (IAT) sensor. Refer to

Intake Air Temperature Sensor section.

060RY00014

4. Disconnect the vacuum hose below the air horn.

5. Remove the intake air duct clamp.

6. Disconnect the intake air duct.

7. Disconnect the coolant lines from the throttle body.

8. Remove the bolts from the common chamber.

9. Remove the throttle body from the common

chamber.

10. Remove the gasket from the common chamber.

025RY00004

11. Rem ove the TP sensor. Refer to

T h rottle Pos ition (TP ) Senso r sectio n.

INSPECTION PROCEDURE

Do not use solvent of any type when you clean the

gasket surfaces on the intake manifold and the throttle

body assembly. The gasket surfaces and the throttle

body assem bly may be dam aged as a result.

• If the throttle body gasket needs to be replaced,

remove any gasket ma terial that may be stuck to the

mating surfaces of the manifold.

• Do not leave any scratches in the aluminum casting.

INSTALLATION PROCEDURE

1. Install the TP sensor. Refer to

Throttl e Po si tion (T P ) Sensor section.

2. Install the gasket on the common chamber.

3. Install the throttle body on the common chamb er.

4. Secure the gasket and the throttle body with the four

bolts.

• The vacuum lines must be properly routed under

the throttle body before tightening the mounting

bolts.

Tighten

• Tight en the throttle body mounting bolts to 10 N·m

(87 lbin).

025RY00004

5. Install the coolant lines.

6. Connect all the vacuum lines.

7. Install the intake air duct.

8. Tighten the intake air duct clamp.

9. Connect all the electrical connectors:

• T hrottle position (TP) sensor.

• Intake air temperature (IAT) sensor. Refer to

Intake Air Temperature Sensor secti on.

060RY00020

10. Fill the cooling system. Refer to Cooling System

section.

11. Install the negative battery cable.

ELECTRONIC IGNITION SYSTEM

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconne ct the ignition coil con nector at the ignition

coil asse mbl ies .

3. Rem ove the two screws tha t s ecure the ignition coil

assemblies to the rocker cover.

060RY022

EndOFCallout

4. Remove the ignition coil assemblies and the spark

plug boot from the spark plug.

• Twist the ignition coil assemblies while pulling it

straight up.

5. Use the appropriate spark plug socket in order to

remove the spark plug from the engine.

INSTALLATION PROCEDURE

The plug must thread smoothly into the cylinder head

and be fully seated. Use a thread chaser if necessary to

clean the threads in the cylinder head. Cro ss-threading

or failure to fully seat the spark plug can cause plug

overheating, exhaust blow-by gases, or thread damage.

Do not overtighte n the s park pl ugs. Over tightenin g ca n

cause aluminu m threads to strip.

1. Install the spark plug in the engine. Use the

appropriate spark plug socket.

Tighten

Important: Tighten the spark plug to 18 N·m (13 lb ft.).

2. Install the ignition coil assemblies and spark plug

boot over the spark plug.

CAUTION: Ignition coil assembly #6 is different

from ignition coil assembly #1 to #5. Ignition coil

assemblies #6 is short type. Be careful it when

installing i gn ition coil assemb ly of #6.

060RY00002

EndOFCallout

3. Install ignition coil assemblies and tighten the fixing

bolts to t he spec ified torque.

Torq ue: 4 N·m (35.4 Ib in)

Legend

(1) Ignition Coil Connectors

(2) Bolts

(3) Ignition Coil Assemblies

Legend

(1) Long Type Ignition Coil Assemb lies (#1 ∼ #5)

(2) Short Ty pe Ignition Coil Assembly (#6)

060RY022

EndOFCallout

4. Connect the ignition coil connector at the ignition

coil asse mbl ies .

5. Connect the negative battery cable.

CATALYTIC CONVERTER

REMOVAL AND INSTALLATION

PROCEDURE

Refer to Engi ne Exhaus t in Engine section.

AIR CONDITIONING THERMO RELAY

REMOVAL PROCEDURE

1. Remove the fuse and relay box cover from under

the hood.

2. Consult the diagram on the cover to determine

which is the correct relay.

3. Insert a small screwdriver into the catch slot on the

forward side of the fuel pump relay.

• The screwdriver blade will release the catch

inside.

D08RW131

4. Pull the relay straight up and out of the fuse and

relay box.

014RY00007

INSTALLATION PROCEDURE

1. Insert the relay into the correct place in the fuse and

relay box with the catch slot facing forward.

2. Press down until the catch engage s.

• An audib le “click" will be heard.

3. Install the fuse and relay box cover.

Legend

(1) Ignition Coil Connectors

(2) Bolts

(3) Ignition Coil Assemblies

014RY00007

EVAP CANISTER

REMOVAL PROCEDURE

1. Disconnect the negative battery cable.

2. Disconnect the two hoses from the EVAP canister.

014RW117

3. Disconnect the fuel vapor connector and the purge

hose from the EVAP canister vent solenoid.

014RW130

4. Remove the two retaining bolts the EVAP canister to

the mounting bracket on the cross member.

014RW131

5. Remove the retaining bolt on the mounting bracket

the slide the canister out of mounting bracket.

014RW129

INSPECTION PROCEDURE

1. Inspect the hoses for cracks and leaks .

2. Ins pect the canister for a damaged case.

INSTALLATION PROCEDURE

1. Slide the canister into mounting bracket and install

the mou nting bracket bolt.

014RW129

2. Install the retaining bolts the EVAP canister to the

mount ing bracket on the cross member.

014RW131

3. Connect the fuel vapor connector to the EVAP

canister vent solenoid.

4. Connect the two hoses to the EVAP canister.

014RW130

5. Disconnect the nega tive battery cable.

EVAP CANISTER PURGE SOLENOID

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Disconnect the electrical connector from the EVAP

canister purge solenoid.

3. Disconnect the vacuum hoses from the EVAP

canister purge solenoid.

014RW136

4. Rem ove the EVAP canister purge solenoid retaining

bolt from the commo n chamber.

5. Remove the EVAP canister purge solenoid.

014RW137

INSTALLATION PROCEDURE

1. Install the EVAP canister purge solenoid on the

upper intake manifold.

2. Install the EVAP canister purge solenoid retaining

bolt.

Tighten

Important: Tighten the bolts to 20 N·m ( 16 lb ft.).

3. Connect the vacuum hoses to the EVAP canister

purge solenoid.

014RW137

4. Connect the electrical connector to the EVAP

canister purge solenoid.

014RW138

LINEAR EXHAUST GAS

RECIRCULATION (EGR) VALVE

REMOVAL PROCEDURE

1. Disconnect the nega tive battery cable.

2. Disconnect the electrical connector at the EGR

valve.

014RW139

3. Remove the bolts from the common chamber.

014RW098

4. Remove the EGR valve from the common chamber

manifold.

5. Remove the gasket from the common chamber

manifold.

INSTALLATION PROCEDURE

1. Ins tall the gasket on the com mon chamber.

2. Install the EGR valve on the common chamber.

3. Secure the EGR valve and the gasket with the bolt s.

Torque: 25 N·m (18 Ib ft)

It is possible to install the EGR valve rotated 180° from

the correct position. Make sure that the base of the

valve is placed so that it aligns with the mounting flange.

014RW098

4. Connect the electrical connector at the EGR valve.

014RW139

5. Connect the negative battery cable.

POSITIVE CRANKCASE

VENTILATION (PCV) VALVE

REMOVAL PROCEDURE

1. Remove the vacuum hose at the PCV valve.

• Slide the clamp back to release the hose.

2. Pull the PCV valve from the rubber grommet in the

right valve cover.

014RW097

INSPECTION PROCEDURE

Before inspecting the PCV valve, make sure that the

hoses are connected properly and are in good

condition. Also check that the oil pan and rocker cover

gaskets are sealing properly.

PCV VALVE

1. Run the engine at normal operating temperature.

2. Disconne ct the valve from the rocker cov er.

RESULT: A hissing noise should b e heard from the

valve. If no noise is heard, the PCV valve or hose is

plugged.

3. Remove the PCV valve from the engine.

a. Blow air into the rocker cover side of the valve.

RESULT: Air should pass freely.

b. Blow air into the air cleaner side of the valve.

RESULT: Air should not pass through the valve.

4. Re-install the PCV valve and remove the oil filler

cap.

RESULT: A small vacuum should be felt at the oil

filler hole.

INSTALLATION PROCEDURE

1. Push the PCV valve into t he rubber grom met in th e

left valve cov er.

2. Install the vacuum hose on the PCV valve and

secure the vacuum hose with the cl amp.

014RW097

WIRING AND CONNECTORS

WIRING HARNESS SERVICE

The control module harness electrically connects the

control module to the various solenoids, switches and

sensors in the vehicle engine compartment and

passenger compartment.

Replace wire harnesses with the proper part number

replacement.

Because of the low amperage and volt age levels utilized

in powertrain control systems, it is essential that all

wiring in environmentally exposed areas be repaired

with crimp and seal splice sleeves.

The following wire harness repair information is

intended as a general guideline only. Refer to

Chassis Electrical section for all wire harness repair

procedures.

CONNECTORS AND TERMINALS

Use care when probing a connector and when replacing

terminals. It is possible to short between opposite

terminals. Damage to components could result. Always

use jumper wires between connectors for circuit

checking. NEVER probe through Weather-Pack seals.

Use an appropriate connector test adapter kit which

contains an assortment of flexible connectors used to

probe terminals during diagnosis. Use an appropriate

fuse remover and test tool for removing a fuse and to

adapt the fuse holder to a meter for diagnosis.

Open circuits are often difficult to locate by sight

because oxidation or terminal misalignment are hidden

by the connectors. Merely wiggling a connector on a

sensor , or in the wiring harness, may temporarily correct

the open circuit. Intermittent problems may also be

caused by ox idized or loose connections .

Be certain of the type of connector/terminal before

making any conn ector or termin al repair. Weather-Pack

and Com-Pack III terminals look similar, but are

serviced differently.

PCM CONNECTORS AND

TERMINALS

REMOVAL PROCEDURE

1. Remove the connector terminal retainer.

2. Push the wire connected to the affected terminal

through the connector face so that the terminal is

exposed.

3. Serv ice the terminal as necessary.

INSTALLATION PROCEDURE

1. Bend the tab on the connector to allow the terminal

to be pulled into position within the connector.

2. Pull carefully on the wire to install the connector

terminal retainer.

WIRE HARNESS REPAIR: TWISTED

SHIELDED CABLE

REMOVAL PROCEDURE

1. Rem ove the outer jacket.

2. Unwrap the aluminum/mylar tape. Do not remove

the mylar.

047

3. Untwist the conductors.

4. Strip the insulation as necessary.

048

INSTALLATION PROCEDURE

1. Splice the wires using splice clips and rosin core

solder.

2. W rap eac h s pl i ce to i nsu late.

3. Wrap the splice with mylar and with the drain

(uninsulated) wire.

049

4. Tape ov er the whole bundle to secure.

050

TWISTED LEADS

REMOVAL PROCEDURE

1. Locate the damaged wire.

2. Rem ove the insulation as required.

051

INSTALLATION PROCEDURE

1. Use splice clips and rosin core solder in order to

splice the two wires together.

052

2. Cover the splice with tape in order to insulate it from

the other wires.

053

3. Twist the wires as they were before starting this

procedure.

054

4. Tape the wires with electrical tape. Hold in place.

055

WEATHER-PACK CONNECTOR

TOOLS REQUIRED

5-8840-6632-0 Weather -Pack II Terminal Remover

REMOVAL PROCEDURE

A Weather-Pack connector can be identified by a rubber

seal at the rear of the connector. This engine room

connector protects against moisture and dirt, which

could from oxidation and deposits on the terminals. This

protection is important, because of the l ow voltage and

the low amperage found in the electronic system s.

1. Open the secondary lock hinge on the connector.

070

2. Use tool 5-8840-6632-0 or the eq uivalen t to remov e

the pin and the sleeve terminals. Push on

5-8840-6 632-0 to release.

Do the use an ordina ry pick or the terminal may be bent

or deformed. Unlike standard blade terminals, these

terminals cannot be straightened after they have been

improperly bent.

071

3. Cut the wire immediately behind the cable seal.

072

INSTALLATION PROCEDURE

Make ce rtain the connectors are properly seated and all

of the sealing rings are in place when you reconnect the

leads. The secondary lock hinge provides a backup

locking feature for the connector. The secondary lock

hinge is used for added reliability. This flap should retain

the terminals even if the small terminal lock tangs are

not positioned prope rly.

Do not replace the Weather-Pack connections with

standard connections. Read the instructions provided

with the Weather-Pack connector and terminal

packages.

1. Replace the terminal.

2. Slip the new seal onto the wire.

3. Strip 5 mm (0.2") of insulation from the wire.

4. Crimp the terminal over t he wire and the seal.

073

5. Push the terminal and the connector to engage the

locking tangs.

070

6. Close the secondary locking hinge.

COM-PACK III

GENERAL INFORMATION

The Com-Pack III terminal looks similar to some

Weather-Pack terminals. This terminal is not sealed and

is used where resistance to the environment is not

required. Use the standard method when repairing a

terminal. Do not use the Weather-Pack terminal tool J

28742-A or equivalent. These will damage the

terminals.

METRI-PACK

TOOLS REQUIRED

J 35689 Terminal Remov er

REMOVAL PROCEDURE

Some connectors use terminals called Metri-Pack

Series 150. These may be used at the engine coolant

temperature (ECT) sensor.

1. Slide the seal (1) bac k on the wire.

2. Insert the J 35689 tool or equivalent (3) in order to

release the terminal locking tang (2).

060

3. Push the wire and the terminal out through the

connector. If you reuse the terminal, reshape the

l ock ing tang.

INSTALLATION PROCEDURE

Metri-Pack terminals are also referred to as

“pull-to-seat" terminals.

1. In order to install a terminal on a wire, the wire must

be inserted through the seal (2) and through the

conne ctor (3).

2. The terminal (1) is then crimped onto the wire.

061

3. Then the terminal is pulled back into the connector

to seat it in place.

GENERAL DESCRIPTION (PCM AND

SENSORS)

58X Reference PCM Input

The Powertrain Control Module (PCM) uses this signal

from the Crankshaft Position (CKP) sensor to calculate

engine RPM and crankshaft position at all engine

speed s. Th e PC M als o uses the pulses on this c ircuit to

initiate injector pulses. If the PCM receives no pulses on

this c irc uit , DTC P033 7 w ill se t. T he engi ne w ill not start

and run without using the 58X reference signal.

A/C Request Signal

This signal tells the PCM when the A/C mode is

selected at th e A/C control head. The P CM uses this to

adjust the idle speed before turning “ON" the A/C cl utch.

The A/C compressor will be inoperative if this signal is

not availab le to the PCM.

Refer to A/C Clutch Circuit Di agnosis section f or A/ C

wiring diagrams and diagnosis for the A/C electrical

system .

Crankshaft Position (CKP) Sensor

The cr ankshaft position (CK P) s ensor prov ides a signal

used by the powertrain control module (PCM) to

calculate the ignition sequence. The CKP sensor

initiates the 58X reference pulses which the PCM uses

to calculate RPM and crankshaft position.

Refer to Electronic Ignition System section for

additional informati on.

0013

Engine Coolant Temperature (ECT) Sensor

The engine coolant temperature (ECT) sensor is a

thermistor (a resistor which changes value based on

temperature) mounted in the engine coolant stream.

Low c oolant t emperature prod uces a high resistance of

100,000 ohms at –40°C (–40°F). High temperature

causes a low resistance of 70 ohms at 130°C (266°F).

The PCM supplies a 5-volt signal to the ECT sensor

through resistors in the PCM and measures the voltage.

The sign al voltag e will be high when the engi ne is cold

and low when the engine is hot. By measuring the

voltage, the PCM calculates the engine coolant

temperature. Engine coolant temperature affects most

of the systems that the PCM controls.

The Tech 2 displays engine coolant temperature in

degrees. After engine start-up, the temperature should

rise steadily to about 85°C (185°F). It then stabilizes

when the thermostat opens. If the engine has not been

run for several hours (overnight), the engine coolant

temperat ure and intake air tempe rature displays shoul d

be close to each other. A hard f ault in the engine coolant

sensor circuit will set DTC P0177 or DTC P0118. An

intermittent fault will set a DTC P1114 or P1115.

0016

Electrically Erasable Programmable Read

Only Memory (EEPROM)

The electrically erasable programmable read only

memory (EEPROM) is a permanent memory chip that is

physically soldered within the PCM. The EEPROM

contains the program and the calibration information

that the PCM needs to control powertrain operation.

Unlike the PROM used in past applications, the

EEPROM is not replaceable. If the PCM is replaced, the

new PCM will need to be programmed. Equipment

containing the correct program and calibration for the

vehicle is required to program the PCM.

Fuel Cont rol Heated Oxygen Sensors

The fuel control heated oxygen sensors (Bank 1 HO2S

1 and Bank 2 HO2S 1) are mounted in the exhaust

stream where they can monitor the oxygen content of

the exhaust gas. The oxygen present in the exhaust gas

reacts with the sen so r to produce a voltage output. Th is

voltage should constantly fluctuate from approximately

100 m V to 900 mV. T he heated oxygen sensor voltage

can be monitored with a Tech 2. By monitoring the

voltage output of the oxygen sensor, the PCM

calculates the pulse width command for the injectors to

produce the proper combustion chamber mi xture.

• L ow HO 2S v oltage is a lea n m ixture w hich w ill result

in a rich command to compensate.

• High HO2S voltage is a rich mixture which will result

in a lean command to com pensat e.

An open Bank 1 HO2S 1 signal circuit will set a DTC

P0134 and the Tech 2 will display a constant voltage

between 400-500 mV. A constant voltage below 300 mV

in the sensor circuit (circuit grounded) will set DTC

P0131. A constant voltage above 800 mV in the circuit

will set DTC P0132. Faults in the Bank 2 HO2S 1 signa l

circuit will cause DTC 0154 (open circuit), DTC P0151

(grounded circuit), or DTC P0152 (signal voltage high)

to set. A fault in the Bank 1 HO2S 1 heater circuit will

cause DT C P0135 to set. A fault in the Bank 2 HO2S 1

heater circuit will cause DTC P0155 to set. The PCM

can also detect HO2S response problems. If the

response time of an HO2S is determined to be too slow,

the PCM will store a DT C that i ndicates degraded HO2S

perform anc e.

060RY00127

Intake Air Temperature (IAT) Sen sor

The intake air temperature (IAT) sensor is a thermistor

which c hanges its resistanc e based on t he temperat ure

of air entering the engine. Low temperature produces a

high resistance of 100,000 ohms at –40°C (–40°F). High

temperature causes low resistance of 70 ohms at 130°C

(266°F) . The PCM supplies a 5-volt signal to the sensor

through a resistor in the PCM and monitors the signal

voltage. The voltage will be high when the incoming air

is cold. T he voltage will be low when the incom ing air is

hot. By measuring the voltage, the PCM calculates the

incoming air temperature. The IAT sensor signal is used

to adjust spark timing according to the incoming air

density.

The Tech 2 displays the temperature of the air en tering

the engine. The temperature should read close to the

ambient air temperature when the engine is cold and

rise as underhood temperature increases. If the engine

has not been run for several hours (overnight), the IAT

sensor temperature and engine coolant temperature

should read close to each other. A fault in the IAT

sensor circuit wil l set DTC P0112 or DTC P 011 3.

Linear Exhaust Gas Recirculation (EGR)

Control

The P CM monitors the exhaus t ga s recirculation (EGR)

actual position and adjusts the pintle position

accordingly. The PCM uses information from the

following sens ors to control the pintle position:

• Engi ne Coolan t Tempe rature (ECT) sensor.

• Throttle Position (TP) sensor.

• Mass Air Flow (MAF) sensor.

Mass Air Flow (MAF) Sensor

The MASS AIR FLOW (MAF) sensor measures the

difference between the volume and the quantity of air

that enters the engine. “Volume" means the size of the

space to be filled. “Quantity" means the number of air

molecul es that will fit into the space. This information is

important to the PCM because heavier, denser air will

hold more fuel than lighter, thinner air. The PCM adjusts

the air/fuel ratio as needed depending on the MAF

value. The Tech 2 reads the MAF value an d displays it

in terms of gra ms per second (gm / s). At idle, the Tech 2

should read between 4-7 gm/s on a fully warmed up

engine. Values should change quickly on accelerator.

Values should remain stable at any given RPM. A failure

in the MAF sensor or circuit will set DTC P0101, DTC

P0102, or DTC P0103.

0007

Manifold Absolute Pressure (MAP) Sensor

The Manifold Absolute Pressure (MAP) sensor

responds to changes in intake manifold pressure

(vacuum). The MAP sensor signal voltage to the PCM

varies from below 2 volts at idl e (high vacuum) to above

4 volts with the ignition ON, engine not running or at

wide-open throttle (low vacuum).

The MAP sensor is used to determine the following:

• Manifold pressure c hange s while the linear EGR flow

test diagnostic is being run. Refer to DTC P0401.

• Barometric pressure (BARO).

If the PCM detects a voltage that is lower than the

possible range of the MAP sensor, DTC P0107 will be

set. A signal voltage higher than the possible range of

the sensor will set DTC P0108. An intermittent low or

high voltage will set DTC P1107, respectively. The PC M

can detect a shifted MAP sensor. The PCM compares

the MAP sensor signal to a calculated MAP based on

throttle position and various engine load factors. If the

PCM detects a MAP signal that varies excessively

above or below the calculated value, DTC P0106 will

set.

055RW004

Powertrain Control Module (PCM)

The Powertrain Control Module (PCM) is located in the

passenger compartment below the center console. The

PCM controls the following:

• F uel mete ring system.

• Transmission shifting (automatic transmission only).

• Ignition timing.

• O n-board diag nos tics for powertrain functions.

The PCM constantly observes the information from

various sensors. The PCM controls the systems that

affect vehicle performance. The PCM performs the

diagnostic function of the system. It can recognize

operational problems, alert the driver through the MIL

(Check Engine lamp), and store diagnostic trouble

codes (DTCs). DTCs identify the problem areas to aid

the techn ician in making repairs.

PCM Function

The P CM supplies either 5 or 12 volts to power vari ous

sensors or switches. The power is supplied through

resistances in the PCM which are so high in value that a

test light will not light when connected to the circuit. In

some cases, even an ordinary shop voltmeter will not

give an accurate reading because its resistance is too

low. Therefore, a digital voltmeter with at least 10

megohms input impedance is required to ensure

accurate voltage readings. Tool J 39200 meets this

requirement. The PCM controls output circuits such as

the injectors, fan relays, etc., by controlling the ground

or the power feed circuit through transistors or through

either of the following two devices:

• O utput Driver Module (ODM)

• Q uad Driver Module (QDM)

060RY00068

PCM Components

The PCM is designed to maintain exhaust emission

levels to government mandated standards while

providing excellent derivability and fuel efficiency. The

PCM monitors numerous engine and vehicle functions

via electronic sensors such as the throttle position (TP)

sensor, heated oxygen sensor (HO2S), and vehicle

speed sensor (VSS). The PCM also controls certain

engine operations throu gh the following:

• F uel injector control

• Ignition control module

• ION s ensing m odule

• Automatic transmission shift functions

• Cruise control

• Ev aporative em iss ion (EVAP ) purge

• A/C clutch cont rol

PCM Voltage Description

The PCM supplies a buffered voltage to various

switches and sens ors. It can do this because resistance

in the PCM is so high in value that a test light may not

illuminate when connected to the circuit. An ordinary

shop voltmeter may not give an accurate reading

because the voltmeter input impedance is to o low. Use

a 10-megohm input impedance digital voltmeter (such

as J 39200) to assure accurate voltage readings.

The input/output devices in the PCM include

analog-to-digital converters, signal buffers, counters,

and special drivers. The PCM controls most

components with electronic switches which complete a

ground circuit when turned “ON." These switches are

arranged in groups of 4 and 7, called either a

surface-mou nted quad driver m odul e (QDM ), whic h can

independently control up to 4 output terminals, or QDMs

which c an independently cont rol up t o 7 out puts. Not al l

outputs are always used.

PCM Input/Outputs

Inputs – Opera ting Conditions Read

• Air Condi tioning “ON" or “OFF"

• Engine Coolant Temperature

• Cran k sh aft P o s i tio n

• Exhaust Oxygen Content

• Ele ctronic Ignition

• Manifold Absolute Pressure

• Battery Voltage

• Throttle Position

• V ehicle Speed

• F uel Pum p Voltage

• Power Steering Pressure

• Intake Air Temperature

• Mass Air Flow

• Engine Knoc k

Outpu ts – System s Con trolle d

• EVAP Canister Purge

• Exhaust Gas Recirc ulation (EGR)

• Ignition Control

• F uel Control

• ION S ensing Modul e

• Ele ctric Fuel Pump

• Air Condi tioning

• Diagnostics

– Malfunction Indicator Lamp

– Data Link Connector (DLC)

– Data Output

• Transmission Control Module

PCM Service Prec aution s

The PCM is designed to withstand normal current draws

associated with vehicle operation. Avoid overloading

any circuit. When testing for opens and shorts, do not

ground or apply voltage to any of the PCM's circuits

unless instructed to do so. These circuit s should only be

tested using dig ital voltmet er J 39200 . The PCM should

remain connected to the PCM or to a recommended

breakou t box.

Re programming The PCM

Reprogramming of the PC M is done wi thout removin g it

from the vehicle This provides a flexible and

cost-effective method of making changes in software

calibrations.

Refer to the latest Techline information on

reprogramm ing or flashing procedures.

Throttle Position (TP) Sensor

The throttle position (TP) sensor is a potentiometer

connected to the throttle shaft on the throttle b ody. The

PCM monitors the voltage on the signal line and

calculates t hrottle pos ition. A s th e th rottle val ve angle is

changed (accelerator pedal moved), the TP sensor

signal also changes. At a closed throttle position, the

output of the TP1 sensor is low. As the throttle valve

opens, t he output increases so that at wide open throttle

(WOT), the output volt age should be above 92% (Tech2

Display).

The PCM calculates fuel delivery based on throttle

valve angle (driver demand). A broken or loose TP

sensor may cause intermittent bursts of fuel from an

injector and unstable idle because the PCM thinks the

th ro tt le is mo v i n g.

060RY00027

Transmission Fluid Temperature (TFT)

Sensor

The transmission fluid temperature sensor is a

thermistor which changes its resistance based on the

temperature of the transmission fluid. For a complete

description of t he TF T sensor, refer to

4L30-E Automatic Transmission Diagnosis secti o n .

A failure in the TFT sensor or associated wiring will

cause DTC P0712 or DTC P0713 to set. In this case,

engine coolant temperature will be substituted for the

TFT sensor value and the transmission will operate

normall y.

Transmission Range Switch

Important: The vehicle should not be driven with the

transmi ssion range sw itch disc onn ected; idl e quality wil l

be affected.

The four inputs from the transmission range switch

indicate to the PCM which position is selected by the

transmi ssion selector lever. This informat ion is u sed for

ignition timing, EVAP ca nister purge, EGR operation.

For more information on the transmission on the

transmission range switch, refer to

4L30-E Automatic Transmission secti o n.

Vehicle Speed Sensor (VSS)

The PCM determines the speed of the vehicle by

converting a pulsing voltage signal from the vehicle

speed sens or (VSS) into m ile s per hour. T he PC M uses

this signal to operate the cruise control, speedometer,

and the TCC and shift solenoids in the transmission. For

more information on the TCC and shift solenoids, refer

to 4L30-E Automatic Tran smi ssion section.

0008

Us e of Ci rcuit Testing Too ls

Do not use a test light to diagnose the powertrain

electrical systems unless specifically instructed by the

diagnostic p rocedures. Use Connector Test Adapter Kit

J 35616 whenever diagnostic procedures call for

probing connec tors.

Aftermarket Electr ical and Vacuum

Equipment

Aftermarket (add-on) electrical and vacuum equipment

is defined as any equipment which connects to the

vehicle's electrical or vacuum systems that is installed

on a vehicle after it leaves the factory. No allowances

have been made in the vehicle design for this type of

equipment.

NOTE: No add-on vacuum equipment should be added

to this vehicle.

NOTE: Add-on electrical equipment must only be

connected to the vehicle's electrical system at the

battery (power and ground).

Add-on electrical equipment, even when installed to

these gu idelines, may st ill cause the po wertrain system

to malfunction. This may also include equipment not

connected to the vehicle electrical system such as

portable telephones and radi os. Th erefore, the f irst step

in diagnosing any powertrain problem is to eliminate all

aftermarket electrical equipment from the vehicle. After

this is done, if the problem still exists, it may be

diagnosed in th e normal manner.

Electrostatic Discharge Damage

Electronic components used in the PCM are often

designed to carry very low voltage. Electronic

components are susceptible to damage caused by

electrostatic discharge. Less than 100 volts of static

electricity can cause damage to some electronic

componen ts. By comparison, it takes as much as 4000

volts for a person to feel even the zap of a static

discharge .

TS23793

There are several ways for a person to become

statically charged. The most common methods of

charging ar e by friction and induction.

• An ex ample of charging by fric tion is a person s lidin g

across a vehicle seat.

• Charge by induction occurs when a person with well

insulated shoes stands near a highly charged object

and momentary touches ground. Charges of the

same polarity are drained off leaving the person

highly charged with the opposite polarity. Static

charges can cause damage, therefore it is important

to use care when handling and testing electronic

components.

NOTE: To prevent possible electrostatic discharge

damag e, follow these guidelines:

• Do not touch the PCM connector pins or soldered

components on the PCM circuit board.

• Do not open the replacement part package until the

part is ready to be installed.

• Before removing the part from the package, ground

the package to a known good ground on the vehicl e.

• If the part has been handl ed while slid ing across the

seat, while sitting down from a standing position, or

while walking a distance, touch a known good ground

before installing the part.

GENERAL DESCRIPTION (AIR

INDUCTION)

Air Induction System

The air induction system filters contaminants from the

outside air, and directs the progress of the air as it is

drawn into the engine. A remote-mounted air cleaner

prevents dirt and debris in the air from entering the

engine. The air duct assembly routes filtered air to the

throttle body . Air enters the engine by to following steps:

1. Through the throttle body.

2. Into the common chamber.

3. Through the cylinder head intake ports.

4. Into the cylinders.

055RV010

GENERAL DESCRIPTION (FUEL

METERING)

Acceleration Mode

The PCM provides extra fuel when it detects a rapid

increa se in the throttl e pos ition and the air fl ow.

Battery Voltage Correction Mode

When battery voltage is low, the PCM will compensate

for the weak spark b y increasin g the following:

• The amount of fuel delivered.

• The idle R P M .

• Ignition dwell time.

Clear Flood Mode

Clear a flooded engine by pushing the accelerator pedal

down all the way. The PCM then de-energizes the fuel

injectors. The PCM holds the fuel injectors de-energized

as long as the throttle remains above 80% and the

engine speed is below 800 RPM. If the throttle position

becomes less than 80%, the PCM again begins to pulse

the injectors “ON" and “OFF," allowing fuel into the

cylinders.

Deceleration Fuel Cut Mode

The PCM reduces the amount of fuel injected when it

detects a decrease in the throttle position and the air

flow. When deceleration is very fast, the PCM may cut

off f uel completely for short periods.

High RPM Fuel Cut Mode

The PCM monitors engine speed. It turns off the fuel

injectors wh en the eng ine speed increases a bove 640 0

RPM. The fuel injectors are turned back on when

engine speed dec reases below 6150 RPM .

Fuel Cutoff Mode

No fuel is delivered by the fuel injectors when the

ignition is “OFF." This prevents engine run-on. In

addition, the PCM suspends fuel delivery if no reference

pulses are detected (engine not running) to prevent

engine flooding .

Fuel Injector

The seque ntial multiport f uel injection (SFI) fuel injector

is a solenoid-operated device controlled by the PCM.

The PCM energizes the solenoid, which opens a valve

to allow fuel deliv ery.

The fuel is injected under pressure in a conical spray

pattern at the opening of the intake valve. Excess fuel

not used by the injectors passes through the fuel

pressure regulator before being returned to the fuel

tank.

A fuel injector which is stuck partly open will cause a

loss of fuel pressure after engine shut down, causing

long crank times.

014RY00009

Fuel Metering System Components

The fuel metering system is made up of the following

parts:

• T he fuel injectors.

• T he thro ttle body.

• T he fuel rail.

• T he fuel pressure regulato r.

• T he P CM.

• T he crank shaft position (CKP) sensor.

• The ION sensing module.

• T he fuel pump .

• The fuel pump relay.

Basic System Ope ration

The fuel metering system starts with the fuel in the fuel

tank. An electric fuel pump, located in the fuel tank,

pumps fuel to the fuel rail through an in-line fuel filter.

The pump is designed to provide fuel at a pressure

above the pressure needed by the injectors. A fuel

pressure regulat or in the f uel rail keeps fue l avai lable to

the fuel injectors at a constant pressure. A return line

delivers unused fuel back to the fuel tank. Refer to

Section 6C for further information on the fuel tank, line

filter, and fuel pipes.

Fuel Metering System Purpose

The basic function of the air/fuel metering system is to

control the air/fuel delivery to the engine. Fuel is

delivered to the engine by individual fuel injectors

mounted in the intake manifold near each intake valve.

The main control sensor is the heated oxygen sensor

(HO2S) located in the exhaust system. The HO 2S tells

the PCM how much oxygen is in the exhaust gas. The

PCM changes the air/fuel ratio to the engine by

controlling the amoun t of time that fuel injector is “ON."

The best mixt ure to mi nimize ex ha us t emi ssions is 14. 7

parts of a ir to 1 part of ga soline by weight, whic h allows

the catalytic converter to operate most efficiently.

Becaus e of the constant measuring and adjusting of the

air/fuel ratio, th e fuel injection syste m is called a “close d

loop" system.

The PCM monitors signals from several sensors in

order to d etermine the fuel nee ds of the engine. Fuel is

delivered under one of several conditions called

“modes. " All modes are controlled by the PCM.

Fuel Pressure Regulator

The fuel pressure regulator is a diaphragm-operated

relief valve mounted on the fuel rail with fuel pump

pressure on one side and manifold pressure on the

other side. The fuel pressure regulator maintains the

fuel pressure available to the injector at three times

barometric pressure adjusted for engine load. It may b e

serviced separate.

If the pressure is too low, poor perf ormance and a DT C

P0131, DTC P0151,DTC P0171 or DTC P1171 will be

the result. If the pressure is too high, excessive odor

and/or a DTC P0132, DTC P0152,DTC P0172 will be

the result. Refer to Fuel System Diagnosis for

informat ion on diagnosing fuel pressure conditions.

014RY00010

Fuel Pump Electrical Circuit

When the key is first turned “ON," the PCM energizes

the fuel pump rela y for two secon ds to buil d up the fue l

pressure quickly. If the engine is not started within two

seconds, the PCM shuts the fuel pump off and waits

until the engine is cr anked. When the engine is cra nked

and the 58 X crankshaft position signal has been

detect ed by th e PCM, the PCM supplies 1 2 volts to the

fuel pump relay to energize the electric in-tank fuel

pump.

An inoperative fuel pump will cause a “no-start"

condition. A fuel pump which does not provide enough

pressure will result in poor performanc e.

Fuel Rail

The fuel rail is mounted to the top of the engine and

distributes fuel to the individual injectors. Fuel is

delivered to t he fuel inlet tube of the fuel rail by the fuel

lines. The fuel goes through the fuel rail to the fuel

pressure regulator. The fuel pressure regulator

maintains a constant fuel pressure at the injectors.

Remai ning fuel is then returned to the fuel tank.

055RW009

Run Mode

The run mode has the following two conditions:

• O pen loop

• Cl osed loop

When the engine is first started the system is in “open

loop" operation. In “open loop," the PCM ignores the

signal from the heated oxygen sensor (HO2S). It

calculates the air/ fuel ratio based on inputs from the T P,

ECT, and MAF senso rs.

The system remains in “open loop" until the following

conditions are met:

• T he HO2S has a v arying v oltage output showi ng t hat

it is hot enough to op erate prope rl y (this dep ends o n

temperat ure).

• T he EC T has reached a specified temp erature.

• A specific amount of time has elapsed since starting

the engi ne.

• Engine speed has been greater than a specified RPM

since start-up.

The specific values for the above conditions vary with

different engines and are stored in the programmable

read only memory (PROM). When these conditions are

met, the system enters “closed loop" operation. In

“closed loop," the PCM calculates the air/fuel ratio

(injector on-time) based on the signal from the HO2S.

This allows the air/fuel ratio to stay very close to 14.7:1.

Starting Mode

When the ignition is first turned “ON," the PCM

energizes the fuel pump rel ay for two seconds to allow

the fuel pump to build up pressure. The PCM then

checks the engine coolant temperature (ECT) sensor

and the throttle position (TP) sensor to determine the

proper air/fuel ratio for starting.

The PCM controls the amount of fuel delivered in the

starting mode by adjusting how long the fuel injectors

are energized by pulsing the injectors for very short

times.

Throttle Body Unit

The throttle body has a throttle plate to control the

amount of air delivered to the engine. The TP sensor

are also mounted on the throttle body. Vacuum ports

located behind the throttle plate provide the vacuum

signals needed by various components.

Engine coolant is directed through a coolant cavity in

the throttle body to warm the throttle valve and to

preven t icing.

025RY00005

GENERAL DESCRIPTION

(ELECTRONIC IGNITIO N SYSTEM)

Crankshaft Position (CKP) Sensor

The cr ankshaft position (CK P) sensor provides a signa l

used by the powertrain control module (PCM) to

calculate the ignition s equen ce . The s ensor initiates th e

58X reference pulses whi ch the PCM u ses to calculate

RPM and crankshaft posit ion. Refer to

Electronic Ignition System section for additional

information.

Electro nic Ignition

The electronic ignition system controls fuel combustion

by providing a spark to ignite the compressed air/fuel

mixture at the correct time. To provide optimum engine

performance, fuel economy, and control of exhaust

emissions, the PCM controls the spark advance of the

ignition system. Electronic ignition has the following

advantages over a mechanical dist ributor system:

• No moving parts.

• L es s maintenance.

• Remote mount ing c apabilit y.

• N o mechanical load on the engine.

• More c oil cooldown time between firing events.

• Eli minat ion of mechanical timing adju stments.

• Increased available ignition coil saturation time.

0013

Igniti on Coils

A separat e coil-at-plug modul e is located at each spark

plug. The coil-at-plug module is attached to the engine

with two screws. It is in stalled directly to the spark plug

by an electrical contact inside a rubber boot. A

three-way connector provides 12-volt primary supply

from the 15-amp ignition fuse, a ground-switching

trigger line from the PCM, and a ground.

060RY00022

Ign ition Cont ro l

The ignition control (IC) spark timing is the PCM's

method of controlling the spark advance and the ignition

dwell.

The IC spark advance and the ignition dwell are

calculated by the PCM using the following inputs:

• Engi ne sp eed.

• Cran ksha ft position (58X ref erence).

• Engi ne co olant temperature (ECT ) sensor.

• Throttle position (TP) sensor.

• ION s ensing modul e.

• Park/Neutral position (PRNDL input).

• V ehi cle speed (vehicle speed sensor).

• PCM and ignition system supply voltage.

• The crankshaft position (CKP) sensor sends the PCM

a 58X signal related to the exact position of the

cranks haft.

TS22909

Based on these sensor signals and engine load

information, the PCM sends 5V to each ignition coil.

060RY00116

This module has the function to energize and

de-energize the primary ignition coil in response to

signals from the PCM. The Throttle PCM controls

ignition timing and dwell time.

Continuity and out-or-range value chec k:

This diagnosis detects open circuit or short-circuiting in

the Electronic Spark Timing (EST) line by monitoring

EST signals. A failure determination is made when the

signal voltage remains higher or lower than the

threshold for corresponding fault code beyond a

predetermined time period.

Diagnosis enabli ng conditions are as follows:

• RPM is higher than the specified threshold.

• ES T line is enabled.

060RY00029

Ignition Control PCM Outp ut

The PCM provides a zero volt (actually about 100 mV to

200 m V) or a 5-volt output signal to th e ig nition control

(IC) module. Each spark plug has its own primary and

secondary ignition coil assembly ("coil-at-plug") located

at the spark plug itself. When the ignition coil receives

the 5-volt signal from the PCM, it provides a ground

path for the B+ supply to the primary side of the coil-at

-plug m odule. W hen th e PC M s huts o ff the 5-volt signal

to the ION sensing module, the ground path for the

primary coil is broken. T he m agnetic field colla pses an d

induces a high voltage secondary impulse which fires

the spark plug and ignites the air/ f uel mixture.

The circuit between the PCM and the ignition coil is

monitored for open circuits, shorts to volt age, and shorts

to ground. If the PCM detects one of these events, it will

set one of the following DTCs:

• P0351: Ignition coil Fault on Cylinder #1

• P0352: Ignition coil Fault on Cylinder #2

• P0353: Ignition coil Fault on Cylinder #3

• P0354: Ignition coil Fault on Cylinder #4

• P0355: Ignition coil Fault on Cylinder #5

• P0356: Ignition coil Fault on Cylinder #6

Powertrain Control Module (PCM)

The PCM is responsible for maintaining proper spark

and fuel injection timing for all driving conditions. To

provide optimum derivability and emissions, the PCM

monitors the input signals from the following

components in order to calculate spark timing:

• Engine coolant temperature (ECT) sensor.

• Intake air temperature (IAT) sensor.

• Mas s air flow (MAF) sensor.

• PRNDL input from transmission range switch.

• Throttle positi on (TP) sensor .

• V ehi cle speed sensor (VSS) .

• C rank shaft position (CKP) sensor.

Spark Plug

Although worn or dirty spark plugs may give satisfactory

operation at idling speed, they frequency fail at higher

engine speeds . Faulty spark plugs may caus e poor fuel

economy, power loss, loss of speed, hard starting and

generally poor engine performance. Follow the

scheduled maintenance service recommendations to

ensure satisfactory spark plug performance. Refer to

Mainten ance an d Lubricati on secti on.

Normal spark plug operation will result in brown to

grayish-tan deposits appearing on the insulator portion

of the spark plug. A small am ount of red -brown, y ellow,

and white powdery m at erial ma y also b e pres ent on the

insulator tip around the center electrode. These

deposits are normal combustion by-products of fuels

and lubri cating oil s with addi tives. S om e ele ctrode wear

will also occur. Engines which are not running properly

are often referred to as “misfiring." This means the

ignition spark is not igniting the air/fuel mixture at the

proper ti me. Whil e other igni tio n and fuel syste m causes

must also be considered, possible causes include

ignition system conditions which allow the spark voltage

to reach grou nd in some o ther mann er th an by jumpin g

across the air gap at the tip of the spark plug, leaving

the air/fuel mixture unburned. Refer to DTC P0300

Misfiring may also occur when the tip of the spark plug

becomes overheated an d ignites the mixture before the

spark jumps. Thi s is referred to as “pre-ignition."

Spark plugs may also misfire due to fouling, excessive

gap, or a cra cked or brok en insul ator. If misfiring occ urs

before the recommended replacement interval, locate

and correct the cause.

Carbon fouling of the spark plug is indicated by dry,

black carbo n (soot) deposits on the portion of the spark

plug in the cylinder. Excessive idling and slow speeds

under light engine loads can keep the spark plug

temperat ures so low that these deposits are not burned

off. Very rich fuel mixtures or poor ignition system output

may also be the cause. Refer to DTC P0172.

Oil fouling of the spark plug is indicated by wet oily

depos its on t he portion of the spark pl ug in the c ylinder,

usually with little electrode wear. This may be caused by

oil during break-in of new or newly overhauled engines.

Deposit fouling of the spark plug occurs when the

normal red-brown, yellow or white deposits of

combustion by products become sufficient to cause

misfiring. In some cases, these deposits may melt and

form a shiny glaze on the insulator around the center

electrode. If the fouling is found in only one or two

cylinders, valve stem clearances or intake valve seals

may be allowing excess lubricating oil to enter the

cylinder, particularly if the deposits are heavier on the

side of the spark plug faci ng the intake valve.

TS23995

Excessive gap means that the air space between the

center and the side electrodes at the bottom of the

spark plug is to o wide fo r consistent firing. This may be

due to improper gap adjustment or to excessive wear of

the electrode during use. A spark plug gap that is too

small may cause an unstable idle condition. Excessive

gap wear can be an indication of continuous operation

at high speeds or with engine loads, causing the spark

to run too hot. Anothe r possi ble cause is an ex ces sively

lean fuel mixture.

TS23992

Low or high spark plug installation torque or improper

seating can result in the spark plug running too hot and

can cause excessive center electrode wear. The plug

and th e c ylinder h ead seats m ust be in good c on tact for

proper heat transfer and spark plug cooling. Dirty or

damag ed threads in the head or on the spark plug can

keep it from seating even though the proper torque is

applied. Once spark plugs are properly seated, tighten

them to the torque shown in the Specifications Table.

Low torque may result in poor contact of the seats due

to a loose spark plug. Overtightening may cause the

spark plug shell to be stretched and will result in poor

contact between the seats. In extreme cases, exhaust

blow-by and damage beyond simple gap wear may

occur.

Cracked or broken insulators may be the result of

improper installation, damage during spark plug

re-gapping, or heat shock to the insulator material.

Upper insulators can be broken when a poorly fitting

tool is used during installation or removal, when the

spark plug is hit from the outside, or is dropped on a

hard surface. Cracks in the upper insulator may be

inside t he shell and n ot visible. Also, the b re akage m ay

not cause problems until oil or moisture penetrates the

crack late r.

TS23994

A/C CLUTCH DIAGNOSIS

A/C Clutch Circuit Operation

A 12-volt signal is supplied to the A/C request input of

the PCM when the A/C is selected through the A/C

control switch.

The A/C compressor clutch relay is controlled through

the PCM. This allows the PCM to modify the idle air

control position prior to the A/C clutch engagement for

better idle quality. If the engine o perating conditions are

within their specified calibrated acceptable ranges, the

PCM will enable t he A / C com pre ss or re lay. This is done

by providing a ground path for the A/C relay coil within

the PCM. When the A/C compressor relay is enabled,

battery voltage i s supplied to the compressor clutch coil.

The PCM will enable the A/C compressor clutch

whenever the engine is running and the A/C has been

requested. The PCM will not enable the A/C

compressor clutch if any of the following conditions are

met:

• T he throttle is greater than 90%.

• The engine speed is greater than 6315 RPM.

• T he EC T is greater tha n 11 9°C (246°F).

• T he IAT is less than 5°C (41°F).

• The throttle is more than 80% open.

A/C Clutch Circ uit Purpose

The A/C compressor operation is controlled by the

powertrain control module (PCM) for the following

reasons:

• It improvises idle quality during compressor clutch

engagement.

• It improvises wide open throttle (WOT) performance.

• It provides A /C c om presso r protection from operation

with incorrect refrigerant pressures.

The A/C electrical system consists of the following

components:

• T he A/C control head.

• T he A/C refrigerant pressure switches.

• T he A/C compressor clutch.

• T he A/C compressor clutch relay.

• T he PC M.

A/C Request Signal

This signal tells the PCM when the A/C mode is

selected at th e A/C control head. The P CM uses this to

adjust the idle speed before turning on the A/C clutch.

The A/C compressor will be inoperative if this signal is

not availab le to the PCM.

Refer to A/C Clutch Circuit Di agnosis section f or A/ C

wiring diagrams and diagnosis for A/C electrical system.

GENERAL DESCRIPTION

(EVAPORATIVE (EVAP) EMISSION

SYSTEM)

EVAP Emission Control System Purpose

The ba sic evaporative emission (EVAP) control system

used on all vehicles is the charcoal canister storage

method. Gasoline vapors from the fuel tank flow into the

canister thro ugh the inlet labe led “TANK ." T hese v apors

are absorbed into the activated carbon (charcoal)

storage device (canister) in order to hold the vapors

when the vehicle is not operating. The canister is

purged by PCM control when the engine coolant

temperature is over 60°C (140°F), the IAT reading is

over 10°C (50°F), and the engine has been running. Air

is drawn into the canister through the air inlet grid. The

air mixes with the vapor and the mixture is drawn into

the intake manifold.

EVAP Emission Control System Operation

The EVAP canister purge is controlled by a solenoid

valve that allows the manifold vacuum to purge the

canister. The powertrain control modul e (PC M) suppl ies

a ground to ene rgize the solenoid val ve (purge on). The

EVAP purge solenoid control is pulse-width modulated

(PWM) (turned on and off several ti mes a second). The

duty cycle (pulse width) is determined by engine

operating conditions including load, throttle positron,

coolant temperature and ambient temperature. The duty

cycle is calculated by the PCM. The output is

commanded when the appropriate conditions have

been met. These conditions are:

• T he engin e is fully warmed up.

• T he engin e has been running for a specified time.

• The IAT reading is above 10°C (50°F).

Poor idle, stalling and poor derivability can be caused

by:

• A ma lfunc tioning purge soleno id.

• A dam aged c anist er.

• Hoses that are split, cracked, or not connected

properly.

GENERAL DESCRIPTION (EXHAUST

GAS RECIRCULATION (EGR)

SYSTEM)

EGR Purpose

The exhaust gas recirculation (EGR) system is use to

reduce emission levels of oxi des of nitr ogen (NOx). NOx

emission levels are caused by a high combustion

temperature. The EGR system lowers the NOx

emission levels by decreasing the combustion

temperature.

057RW002

Linear EGR Valve

The main element of the system is the linear EGR

valve. The EGR valve feeds small amounts of exhaust

gas back into the combustion chamber. The fuel/air

mixture will be diluted and combustion temperatures

reduced.

Linear EGR Contro l

The P CM moni tors the EG R actu al positron and a djusts

the pintle position accordingly. The uses information

from the following sensors to control the pintle position:

• Engi ne co olant temperature (ECT ) sensor.

• Throttle position (TP) sensor.

• Mass air flow (MAF) sensor.

Linear EGR Valve Operatio n and Results of

Incorrect Operation

The linear EGR valve is designed to accurately supply

EGR to the engine independent of intake manifold

vacuum . The valve con trols EGR flo w from the ex haust

to the intake manifold through an orifice with a PCM

controlled pintle. During operation, the PCM controls

pintle posit ion by monitoring the pintle position feedback

signal. The feedback signal can be monitored with a

Tech 2 as “Ac tual EGR Pos ." “A ctual E G R P os. " s houl d

always be near the commanded EGR position ("Desired

EGR Pos."). If a problem with the EGR system will not

allow the PCM to control the pintle position properly,

DTC P1406 will set. The PCM also tests for EGR flow. If

incorrect flow is detected, DTC P0401 will set. If DTCs

P0401 and/or P1406 are set, refer to the DTC charts.

The linear EGR valve is usually activated under the

following condit ions:

• Warm engine operation.

• Abov e-i dle speed.

Too much EGR flow at idle, cruise or cold operation may

cause any of the following conditions to occur:

• Engine st alls after a cold start.

• Engine st alls at idle after deceleration.

• Vehicle surges during cruise.

• Ro ugh idle.

• DT C P03 00 (misfire detected).

Too little or no EGR flow may allow combustion

temperatures to get too high. This could cause:

• S park knock (detonation).

• Engi ne ov erheat ing.

• Em iss ion test failure.

• DTC P0401 (EGR flow test).

• Poor fu el econom y.

0017

EGR Pintle Position Sensor

The PCM monitors the EGR valve pintle position input

to endure that the valve responds properly to

commands from the PCM and to detect a fault if the

pintle position sensor and control circuits are open or

shorted. If the PCM detects a pintle position signal

voltage outside the normal range of the pintle position

sensor, or a signal vol tage t hat is no t w ithin a tole rance

considered acceptable for proper EGR system

op eration, the PCM will s et DT C P1406 .

GENERAL DESCRIPTION (POSITIVE

CRANKCASE VENTILATION (PCV)

SYSTEM)

Crankcase Ventilation System Purpose

The crankcase ventilation system is use to consume

crankcas e vapors in the com bustion process i nstead of

venting them to the atmosphere. Fresh air from the

throttle body is supplied to the crankcase and mixed

with blow-by gases. This mixture is then passed through

the positive crankcase ventilation (PCV) valve into the

common chamber.

Crankcase Ventilation System Oper ation

The primary control is through the positive crankcase

ventilation (PCV) valve. Th e PCV valve meters the flow

at a rate that depends on the intake vacuum. The PCV

valve restricts the flow when the inlet vacuum is highest.

In addition, the PCV valve can seal the common

chamber off in case of sudden high pressure in the

crankcase.

028RV002

While the engine is running, exhaust fuses and small

amounts of the fuel/air mixture escape past the piston

rings and enter the crankcase. These gases are mixed

with clean air entering through a tube from the air intake

duct.

028RW002

During normal, part-throttle operation, the system is

designed to allow crankcase gases to flow through the

PCV valve into the throttle body to be consumed by

normal com bustion.

A plugged valve or PCV hose may cause the following

conditio ns :

• Ro ugh idle.

• S t alling of slow idle speed.

• Oil lea k s .

• Slu dge in the engine.

A leaking PCV hose would cause:

• Ro ugh idle.

• Stal ling.

• Hi gh idle speed.

SPECIA L TOOLS

ILLUSTRATION TOOL NO.

TOOL NAME

5-8840-0285-0

High Impedance

Multimeter (Digital

Voltmeter – DVM)

(1) PCMCIA Card

(2) RS232 Loop Back

Connector

(3) SAE 16/19 Adapter

(4) DLC Cable

(5) TECH–2

5-8840-0607-0

U npowered Test Light

5-8840-0385-0

Connec tor Test Adapter

5-8840-0383-0

Spark Tester

5-8840-0279-0

Vacuum Pump with

Gauge

5-8840-2640-0

Heated Oxygen Sensor

Wrench

5-8840-0632-0

Terminal Remover

5-8840-0388-0

Weather Pack II Terminal

Remover

5-8840-2636-0

Injector Test Light

ILLUSTRATION TO OL N O.

TOOL NAME

5-8840-2607-0

EVAP Pressure/Purge

Diagnostic Station

ILLUSTRATION TOOL NO.

TOOL NAME