17 OBDG04 ECM Summary Tables (Initial) · 2017. 9. 19. · 17 OBDG04 ECM Summary Tables (Initial)...

Component/System

FaultCode

Monitor StrategyDescription

Malfunction Criteria Threshold Value Secondary Parameters Enable Conditions Time Required MILIllum.

CrankshaftPosition(CKP)-CamshaftPosition(CMP)CorrelationBank 1Sensor A

P0016 Detects cam to crankmisalignment bymonitoring if the camsensor pulse for bank 1sensor A occurs duringthe incorrect crankposition, diagnosticpasses when the camsensor pulse is in theexpected range

cam sensor pulses4less thanorgreater thannominal positionin one cam revolution.

Crank Degrees-10.0

Crank Degrees10.0

Crankshaft and camshaftposition signals aresynchronized

Engine is Spinning

No Active DTCs:

Time since last executionof diagnostic

CrankSensor_FAP0340, P0341

< seconds1.0

2 failures out of 3tests.

A failed test is 4failures out of 5samples.

One sample percam rotation

Type B,2 Trips

1

17 OBDG04 ECM Summary Tables (Initial)

ECM (Initial) Section 1 of 350 1 of 1484

Component/System

FaultCode



Engine Off:

If IAT >= OAT:IAT - OAT

If IAT < OAT:OAT - IAT

If either of the followingconditions are met, thisdiagnostic will pass:



> deg C15.0

> deg C15.0

= MPH12.4

< deg C15.0

< deg C15.0

>= counts300.0

VehicleSpeedSensor_FAIAT_SensorFAECT_Sensor_DefaultDetectedMAF_SensorFA

Executed every100 msec until apass or faildecision is made

Outside AirTemperature(OAT)SensorCircuitPerformance(OAT wiredto ECM)

P0071 Detects an Outside AirTemperature (OAT)sensor that is stuck inrange. There are twocomponents to the test:an engine offcomponent, and anengine runningcomponent.

If the engine has beenoff for a long enoughperiod of time, and thecoolant temperatureand Intake AirTemperature (IAT)values are similar, thenthe air temperaturevalues in the enginecompartment of thevehicle are consideredto have equalized. Inthis case, the engineoff component of thediagnostic can beenabled.

If the IAT and the OATvalues are similar, thenthe OAT PerformanceDiagnostic passes. Ifthe IAT and OAT valuesare not similar, thediagnostic will continueto monitor the IAT andthe OAT as the vehiclestarts to move.

For applications thathave ability to movewithout engaging the

Type B,2 Trips



Component/System

FaultCode



EngineModeNotRunTimerError

internal combustionengine, the engine offtest will continue. If thevehicle has beenmoving quickly enoughfor a long enoughperiod of time, the IATand OAT values shouldhave reached anequilibrium. Thisperiod of time isdefined by the "OAT-to-IAT engine offequilibrium counter".The "OAT-to-IATengine off equilibriumcounter" is a counterthat is incremented ordecremented based onvehicle speed when theengine is off. Whenthis counter is highenough, the vehiclehas reached anequilibrium where IATand OAT can becompared.

While the "OAT-to-IATengine off equilibriumcounter" is counting,IAT and OAT aremonitored for similarity.If they are similar, theOAT PerformanceDiagnostic passes. Ifthe counter reaches anequilibrium and the IATand OAT values are notsimilar, the OATPerformanceDiagnostic will fail.

Engine Running:



If either of the followingconditions are met, thisdiagnostic will pass:



> deg C15.0

> deg C15.0

= grams/second10.0

>= counts300.0

VehicleSpeedSensor_FAIAT_SensorFAECT_Sensor_DefaultDetectedMAF_SensorFAEngineModeNotRunTimerError

Executed every100 msec until apass or faildecision is made



Component/System

FaultCode



If the engine offcomponent of thediagnostic did not makea pass or fail decision,the engine runningcomponent will beginexecuting when theinternal combustionengine starts to run.

If the vehicle has beenmoving quickly enoughfor a long enoughperiod of time, the IATand OAT values shouldhave reached anequilibrium. Thisperiod of time isdefined by the "OAT-to-IAT engine runningequilibrium counter".The "OAT-to-IATengine runningequilibrium counter" isa counter that isincremented ordecremented based onvehicle speed when theengine is running.When this counter ishigh enough, thevehicle has reached anequilibrium where IATand OAT can becompared.

While the "OAT-to-IATengine runningequilibrium counter" iscounting, IAT and OATare monitored for



Component/System

FaultCode



similarity. If they aresimilar, the OATPerformanceDiagnostic passes. Ifthe counter reaches anequilibrium and the IATand OAT values are notsimilar, the OATPerformanceDiagnostic will fail.



Component/System

FaultCode



Outside AirTemperature(OAT)SensorCircuit Low

P0072 Detects a continuousshort to ground in theOutside AirTemperature (OAT)signal circuit bymonitoring the OATsensor outputresistance and failingthe diagnostic when theOAT resistance is toolow. The OAT sensor isa thermistor in whichthe resistance acrossthe sensor can beequated to atemperature. A lowerresistance is equivalentto a highertemperature.

Raw OAT Input

Component/System

FaultCode



Outside AirTemperature(OAT)SensorCircuit High

P0073 Detects a continuousopen circuit in theOutside AirTemperature (OAT)signal circuit bymonitoring the OATsensor outputresistance and failingthe diagnostic when theOAT resistance is toohigh. The OAT sensoris a thermistor in whichthe resistance acrossthe sensor can beequated to atemperature. A higherresistance is equivalentto a lower temperature.

Raw OAT Input >= Ohms292,870(~-60 deg C)

Continuous failures out40of samples50

1 sample every100 msec

Type B,2 Trips



Component/System

FaultCode



Outside AirTemperature(OAT)SensorIntermittentIn-Range

P0074 Detects a noisy orerratic signal in theOutside AirTemperature (OAT)circuit by monitoringthe OAT sensor andfailing the diagnosticwhen the OAT signalhas a noisier outputthan is expected.

When the value of theOAT signal in °C isdetermined, a delta iscalculated between thecurrent reading and theprevious reading. Theabsolute value of thesedeltas is summed overa number of OATreadings. The result ofthis summation iscalled a “string length”.

Since the OAT signal isanticipated to berelatively smooth, astring length of aparticular magnitudeindicates a noisy orerratic OAT signal. Thediagnostic will fail if thestring length is toohigh.

String Length

Where:

"String Length" = sum of"Diff" calculated over

And where:"Diff" = ABS(current OATreading - OAT readingfrom 100 millisecondsprevious)

> deg C100

consecutive OAT10readings

Continuous failures out of4samples5

Each sampletakes 1.0seconds

Type B,2 Trips

8



Component/System

FaultCode



Fuel RailPressure(FRP) TooLow

P0087 Determine if railpressure is below anabsolute value.

Rail pressure < to MPa0 13(see table

)P0087 Minimum railpressure

Run crank voltage

Engine running, crankingexcluded

No IFT running(refer to FUL_IFT_St)

V11.0 failures out320of

samples457

6.25 ms/sample

Type A,1 Trips



Component/System

FaultCode



FuelPressureRegulator 1Performance(OBD2)

P0089 Determine when railpressure is abovemaximum thresholdwhen pressure isgoverned by FuelMetering Unit valve.

Rail pressure > to MPa67 217(see table

)P0089 Maximum railpressure with MU

Run crank voltage

Rail pressure is governedby Fuel Metering Unit(refer to RailPresCntrl)

V11.0 failures out160of

samples229

OR

continuous160failures out of229samples

6.25 ms/sample

Type A,1 Trips

10



Component/System

FaultCode



FuelPressureRegulatorSolenoid 1ControlCircuit

P0090 Controller specificoutput driver circuitdiagnoses the FuelMetering Unit valve lowsided driver for an opencircuit failure when theoutput is powered offby comparing a voltagemeasurement tocontroller specificvoltage thresholds.

Voltage measurementoutside of controllerspecific acceptable rangeduring driver off stateindicates open circuitfailure.

Controller specific outputdriver circuit voltagethresholds are set to meetthe following controllerspecification for an opencircuit:impedance betweensignal and controllerground 200 k

Powertrain relay voltage


No active DTC since keyis on:

V11.0

FHP_MU_DrvrCloseTFTKOFHP_MU_DrvrOpenTFTKO

failures out of44samples88

6.25 ms/sample

Type A,1 Trips

11



Component/System

FaultCode



FuelPressureRegulatorSolenoid 1ControlCircuit LowVoltage

P0091 Controller specificoutput driver circuitdiagnoses the FuelMetering Unit valve lowsided driver for a shortto ground failure whenthe output is poweredoff by comparing avoltage measurementto controller specificvoltage thresholds.

Voltage measurementoutside of controllerspecific acceptable rangeduring driver off stateindicates short to groundfailure.

Controller specific outputdriver circuit voltagethresholds are set to meetthe following controllerspecification for a short toground:impedance betweensignal and controllerground 0.5




V11.0



6.25 ms/sample

Type B,2 Trips

12



Component/System

FaultCode



FuelPressureRegulatorSolenoid 1ControlCircuit HighVoltage

P0092 Controller specificoutput driver circuitdiagnoses the FuelMetering Unit valve lowsided driver for a shortto power failure whenthe output is poweredon by comparing avoltage measurementto controller specificvoltage thresholds.

Voltage measurementoutside of controllerspecific acceptable rangeduring driver on stateindicates short to powerfailure.

Controller specific outputdriver circuit voltagethresholds are set to meetthe following controllerspecification for a short topower:impedance betweensignal and controllerpower 0.5




V11.0



6.25 ms/sample

Type A,1 Trips

13



Component/System

FaultCode



Good CorrelationBetween IAT and IAT3

ABS(Power Up IAT -Power Up IAT2)

AND


AND

ABS(Power Up IAT2 -Power Up IAT3)

> deg C25

deg C25

Time between currentignition cycle and the lasttime the engine wasrunning

Powertrain Relay Voltagefor a time

No Active DTCs:

> seconds28,800

>= Volts11.0>= seconds0.9

PowertrainRelayFaultECT_Sensor_Ckt_FAIAT_SensorCircuitFAMnfdTempSensorCktFAHumTempSnsrCktFAEngineModeNotRunTimerError

Executes once atthe beginning ofeach ignitioncycle if enableconditions aremet

Intake AirTemperatureSensor 2CircuitPerformance(applicationswith IAT,IAT2 andIAT3)

P0096 Detects an Intake AirTemperature 2 (IAT2)sensor value that isstuck in range bycomparing the IAT2sensor value againstthe IAT and IAT3sensor values andfailing the diagnostic ifthe IAT2 value is moredifferent than the IATand IAT3 values than isexpected. If the enginehas been off for a longenough period of time,the air temperaturevalues in the enginecompartment of thevehicle are consideredto have equalized, andthe diagnostic can beenabled.

The diagnostic will fail ifthe IAT and IAT3values are similar, andthe IAT2 value is notsimilar to the IAT andIAT3 values. Thediagnostic will also failif none of the threesensor values aresimilar to each other,and the IAT2 value isfurthest from thesensor value that is inthe middle of the threesensor values.

This diagnostic isexecuted once per

Type B,2 Trips

Not Good Correlation,IAT in Middle

Power Up IAT isbetween Power Up IAT2and Power Up IAT3

AND


AND

ABS(Power Up IAT -Power Up IAT2) >ABS(Power Up IAT -Power Up IAT3)

> deg C25



No Active DTCs:

> seconds28,800




Not Good Correlation,IAT3 in Middle

Power Up IAT3 isbetween Power Up IATand Power Up IAT2



> seconds28,800



14



Component/System

FaultCode



ignition cycle if theenable conditions aremet.

AND


AND

ABS(Power Up IAT3 -Power Up IAT2) >ABS(Power Up IAT3 -Power Up IAT)

> deg C25

No Active DTCs: PowertrainRelayFaultECT_Sensor_Ckt_FAIAT_SensorCircuitFAMnfdTempSensorCktFAHumTempSnsrCktFAEngineModeNotRunTimerError

15



Component/System

FaultCode



Intake AirTemperatureSensorCircuit 2 Low

P0097 Detects a continuousshort to ground in theIntake Air Temperature2 (IAT2) signal circuit oran IAT2 sensor that isoutputting a frequencysignal that is too low.The diagnosticmonitors the IAT2sensor outputfrequency and fails thediagnostic when theIAT2 frequency is toolow.

The IAT2 sensor is athermistor in which theresistance across thesensor can be equatedto a temperature. Thetemperature value isconverted by thesensor to a frequencyvalue in Hertz. A digitalsquare wave signal istransmitted by thesensor to the ECM.The ECM calculatesthe frequency of thesquare wave signal andconverts that frequencyto a temperature value.A lower frequency isequivalent to a lowertemperature.

This diagnostic isenabled if thePowertrain Relayvoltage is high enough.

Raw IAT 2 Input < Hertz13(~-60 deg C)


No Active DTCs:


PowertrainRelayFault

failures out40of samples50


Type B,2 Trips

16



Component/System

FaultCode



Intake AirTemperatureSensorCircuit 2High

P0098 Detects an Intake AirTemperature 2 (IAT2)sensor that isoutputting a frequencysignal that is too high.The diagnosticmonitors the IAT2sensor outputfrequency and fails thediagnostic when theIAT2 frequency is toohigh.

The IAT2 sensor is athermistor in which theresistance across thesensor can be equatedto a temperature. Thetemperature value isconverted by thesensor to a frequencyvalue in Hertz. A digitalsquare wave signal istransmitted by thesensor to the ECM.The ECM calculatesthe frequency of thesquare wave signal andconverts that frequencyto a temperature value.A higher frequency isequivalent to a highertemperature.


Raw IAT 2 Input > Hertz390(~150 deg C)


No Active DTCs:





Type B,2 Trips



Component/System

FaultCode



Intake AirTemperatureSensor 2IntermittentIn-Range

P0099 Detects a noisy orerratic signal in theIntake Air Temperature2 (IAT2) circuit bymonitoring the IAT2sensor and failing thediagnostic when theIAT2 signal has anoisier output than isexpected.

When the value of theIAT2 signal in °C isdetermined, a delta iscalculated between thecurrent reading and theprevious reading. Theabsolute value of thesedeltas is summed overa number of IAT2readings. The result ofthis summation iscalled a “string length”.Since the IAT2 signal isanticipated to berelatively smooth, astring length of aparticular magnitudeindicates a noisy orerratic IAT2 signal. Thediagnostic will fail if thestring length is toohigh.

This diagnostic is if thePowertrain Relayvoltage is high enough.

String Length

Where:"String Length" = sum of"Diff" calculated over

And where:"Diff" = ABS(current IAT 2reading - IAT 2 readingfrom 100 millisecondsprevious)

> deg C100.00

consecutive IAT 210readings


No Active DTCs:





Type B,2 Trips

18



Component/System

FaultCode



Difference (absolutevalue) in measuredpressure between BAROsensor and TCIAP sensor

AND

Difference (absolutevalue) in measuredpressure between BAROsensor and MAP sensor

AND

Difference (absolutevalue) in measuredpressure between TCIAPsensor and MAP sensor

>P0106, P2227, P227B,P00C7: Maximumpressure difference[kPa]

AND


AND


Correlation diagnosticenabled by calibration

Engine is running

Run Crankrelay supplyvoltage in range

Engine speed

Requested fuel

Throttle measuredposition

Engine CoolantTemperature

No faults are present

== 1.00

> [V]11.00

< [rpm]950.00

< [mm^3]40.00

> [%]90.00

> [°C]70.00

CrankSensor_FA==FALSEFUL_GenericInjSysFA==FALSETPS_PstnSnsrFA==FALSEMAP_SensorCircuitFA==FALSEAAP2_SnsrCktFA==FALSEAAP_AAP5_SnsrCktFA==FALSEAAP_AAP2_SnsrStabFA==FALSEAAP_AAP5_SnsrStabFA==FALSEECT_Sensor_FA

320.00fail counters over400.00sample counters

sampling time is12.5 ms

MultiplePressureSensorCorrelationPerformance(US Market -3 pressuresensorconfiguration)

P00C7 This monitor is used toidentify if BARO, MAPand TCIAP pressurevalues are irrationalwhen compared toeach other.The plausibility monitorcompares the BARO,MAP and TCIAPpressures in twodifferent conditions:- at idle (part of the testenabled when theengine is running)- between key off andwhen the engine startsrunning (part of the testenabled when theengine is not running).If the three sensors arenot in agreement themonitor is not able topinpoint the sensor(s)that is/are not workingcorrectly and thereforeindicates that there is afault that impacts thethree sensors.

Type A,1 Trips



Component/System

FaultCode



==FALSEMAF_MAF_SnsrFA==FALSE

Difference (absolutevalue) in measuredpressure between MAPsensor and BARO sensorANDDifference (absolutevalue) in measuredpressure between TCIAPsensor and MAP sensorANDDifference (absolutevalue) in measuredpressure between TCIAPsensor and BARO sensor

OR


OR

Difference (absolutevalue) in measuredpressure between MAPsensor and BARO sensor

> [kPa]10.0

Component/System

FaultCode



ANDDifference (absolutevalue) in measuredpressure between TCIAPsensor and MAP sensorANDDifference (absolutevalue) in measuredpressure between TCIAPsensor and BARO sensor

OR


[kPa]10.0

> [kPa]10.0

> [kPa]10.0

> [kPa]10.0



Component/System

FaultCode



Good CorrelationBetween IAT and IAT2


AND


AND


deg C25

> deg C25



No Active DTCs:

> seconds28,800




Intake AirTemperatureSensor 3CircuitPerformance

P00E9 Detects an Intake AirTemperature 3 (IAT3)sensor value that isstuck in range bycomparing the IAT3sensor value againstthe IAT and IAT2sensor values andfailing the diagnostic ifthe IAT3 value is moredifferent than the IATand IAT2 values than isexpected. If the enginehas been off for a longenough period of time,the air temperaturevalues in the enginecompartment of thevehicle are consideredto have equalized, andthe diagnostic can beenabled.

The diagnostic will fail ifthe IAT and IAT2values are similar, andthe IAT3 value is notsimilar to the IAT andIAT2 values. Thediagnostic will also failif none of the threesensor values aresimilar to each other,and the IAT3 value isfurthest from thesensor value that is inthe middle of the threesensor values.


Type B,2 Trips

Not Good Correlation,IAT in Middle

Power Up IAT isbetween Power Up IAT2and Power Up IAT3

AND


AND

ABS(Power Up IAT -Power Up IAT3) >ABS(Power Up IAT -Power Up IAT2)

> deg C25



No Active DTCs:

> seconds28,800








> seconds28,800



22



Component/System

FaultCode




AND


AND

ABS(Power Up IAT2 -Power Up IAT3) >ABS(Power Up IAT2 -Power Up IAT)

> deg C25


23



Component/System

FaultCode



Intake AirTemperatureSensorCircuit 3 Low

P00EA Detects a continuousshort to ground in theIntake Air Temperature3 (IAT3) signal circuitby monitoring the IAT3sensor outputresistance and failingthe diagnostic when theIAT3 resistance is toolow. The IAT3 sensoris a thermistor in whichthe resistance acrossthe sensor can beequated to atemperature. A lowerresistance is equivalentto a highertemperature.

Raw IAT 3 Input < Ohms47.50(~150 deg C)

Engine Run Time > seconds0.00 failures out40of samples50


Type B,2 Trips

24



Component/System

FaultCode



Intake AirTemperatureSensorCircuit 3High

P00EB Detects a continuousopen circuit in theIntake Air Temperature3 (IAT3) signal circuitby monitoring the IAT3sensor outputresistance and failingthe diagnostic when theIAT3 resistance is toohigh. The IAT3 sensoris a thermistor in whichthe resistance acrossthe sensor can beequated to atemperature. A higherresistance is equivalentto a lower temperature.

Raw IAT 3 Input > Ohms400,000(~-60 deg C)



Type B,2 Trips

25



Component/System

FaultCode



Intake AirTemperatureSensor 3IntermittentIn-Range

P00EC Detects a noisy orerratic signal in theIntake Air Temperature3 (IAT3) circuit bymonitoring the IAT3sensor and failing thediagnostic when theIAT3 signal has anoisier output than isexpected.

When the value of theIAT3 signal in °C isdetermined, a delta iscalculated between thecurrent reading and theprevious reading. Theabsolute value of thesedeltas is summed overa number of IAT3readings. The result ofthis summation iscalled a “string length”.

Since the IAT3 signal isanticipated to berelatively smooth, astring length of aparticular magnitudeindicates a noisy orerratic IAT3 signal. Thediagnostic will fail if thestring length is toohigh.

String Length


And where:"Diff" = ABS(current IAT 3reading - IAT 3 readingfrom 100 millisecondsprevious)

> deg C100.00

consecutive IAT 310readings



Type B,2 Trips

26



Component/System

FaultCode



HumiditySensorCircuit Low

P00F4 Detects a continuousshort to ground in thehumidity signal circuitor a humidity sensorthat is outputting a dutycycle that is too low.The diagnosticmonitors the humiditysensor duty cycleoutput and fails thediagnostic when thehumidity duty cycle istoo low.

The humidity sensorconverts thecapacitance across thesensor to a relativehumidity. The relativehumidity value isconverted by thesensor to a duty cyclevalue in %. A digitalsquare wave signal istransmitted by thesensor to the ECM.The ECM calculatesthe duty cycle of thesquare wave signal andconverts that duty cycleto a relative humidityvalue in % through atransfer function.


Humidity Duty Cycle = Volts11.0>= seconds0.9




Type B,2 Trips



Component/System

FaultCode



HumiditySensorCircuit High

P00F5 Detects a humiditysensor that isoutputting a duty cyclesignal that is too high.The diagnosticmonitors the humiditysensor duty cycleoutput and fails thediagnostic when thehumidity duty cycle istoo high.

The humidity sensorconverts thecapacitance across thesensor to a relativehumidity. The relativehumidity value isconverted by thesensor to a duty cyclevalue in %. A digitalsquare wave signal istransmitted by thesensor to the ECM.The ECM calculatesthe duty cycle of thesquare wave signal andconverts that duty cycleto a relative humidityvalue in % through atransfer function.


Humidity Duty Cycle >= %95.0 Powertrain Relay Voltagefor a time

No Active DTCs:





Type B,2 Trips

28



Component/System

FaultCode



HumiditySensorCircuitIntermittent

P00F6 Detects a noisy orerratic signal in thehumidity circuit bymonitoring the humiditysensor and failing thediagnostic when thehumidity signal has anoisier output than isexpected.

When the value ofrelative humidity in % isdetermined, a delta iscalculated between thecurrent reading and theprevious reading. Theabsolute value of thesedeltas is summed overa number of humidityreadings. The result ofthis summation iscalled a “string length”.

Since the humiditysignal is anticipated tobe relatively smooth, astring length of aparticular magnitudeindicates a noisy orerratic humidity signal.The diagnostic will fail ifthe string length is toohigh.


String Length


And where:"Diff" = ABS(currentHumidity reading -Humidity reading from100 millisecondsprevious)

> %80

consecutive10Humidity readings


No Active DTCs:





Type B,2 Trips

29



Component/System

FaultCode



Difference (absolutevalue) in measuredpressure between MAPsensor and TCIAP sensor

AND

Difference (absolutevalue) in measuredpressure between MAPsensor and BARO sensor

AND

Difference (absolutevalue) in measuredpressure between BAROsensor and TCIAP sensor



<P0106, P2227, P227B,P00C7: Maximumpressure difference[kPa]

Correlation diagnosticenabled by calibration

Engine is running

Run Crankrelay supplyvoltage in range

Engine speed

Requested fuel

Throttle measuredposition

Engine CoolantTemperature

No faults are present

== 1.00

> [V]11.00

< [rpm]950.00

< [mm^3]40.00

> [%]90.00

> [°C]70.00

CrankSensor_FA==FALSEFUL_GenericInjSysFA==FALSETPS_PstnSnsrFA==FALSEMAP_SensorCircuitFA==FALSEAAP2_SnsrCktFA==FALSEAAP_AAP5_SnsrCktFA==FALSEAAP_AAP2_SnsrStabFA==FALSEAAP_AAP5_SnsrStabFA==FALSEECT_Sensor_FA

320.00fail counters over400.00sample counters


ManifoldAbsolutePressure(MAP)SensorPerformance(US Market -3 pressuresensorconfiguration)

P0106 This monitor is used toidentify MAP sensorinternal faults(measurement with anoffset or a drift).The plausibility monitorcompares the BARO,MAP and TCIAPpressures in twodifferent conditions:- at idle (part of the testenabled when theengine is running)- between key off andwhen the engine startsrunning (part of the testenabled when theengine is not running).If MAP sensor is not inagreement with theother two the monitor isable to pinpoint MAPas the faulty sensor.

Type A,1 Trips



Component/System

FaultCode



==FALSEMAF_MAF_SnsrFA==FALSE

MAP sensor

OR

MAP sensor

< [kPa]50.0

> [kPa]115.0


Engine is not rotating

No Active DTCs:

No Pending DTCs:

> [s]5.0

EngineModeNotRunTimerError

MAP_SensorCircuitFAAAP_SnsrCktFA

MAP_SensorCircuitFPAAP_SnsrCktFP

fail counters4over sample5counters




Component/System

FaultCode



ManifoldAbsolutePressureSensorCircuit Low(with pull-up)

P0107 Detects a continuousshort to ground in theManifold AbsolutePressure (MAP) signalcircuit by monitoringthe MAP sensor outputvoltage and failing thediagnostic when theMAP voltage is too low.The MAP sensor is apressure transducerwhich outputs a voltageproportional to theabsolute pressure.

MAP Voltage < % of 5 Volt3.0Range(This is equal to 7.5kPa)


1 sample every12.5 msec

Type A,1 Trips

32



Component/System

FaultCode



ManifoldAbsolutePressureSensorCircuit High(with pull-up)

P0108 Detects a continuousshort to power or opencircuit in the ManifoldAbsolute Pressure(MAP) signal circuit bymonitoring the MAPsensor output voltageand failing thediagnostic when theMAP voltage is toohigh. The MAP sensoris a pressuretransducer whichoutputs a voltageproportional to theabsolute pressure.

MAP Voltage > % of 5 Volt97.0Range(This is equal to 421.5kPa)


1 sample every12.5 msec

Type A,1 Trips

33



Component/System

FaultCode



Good CorrelationBetween IAT2 and IAT3


AND


AND


> deg C25

> deg C25

seconds28,800




Intake AirTemperatureSensorCircuitPerformance(applicationswith IAT,IAT2 andIAT3)

P0111 Detects an Intake AirTemperature (IAT)sensor value that isstuck in range bycomparing the IATsensor value againstthe IAT2 and IAT3sensor values andfailing the diagnostic ifthe IAT value is moredifferent than the IAT2and IAT3 values than isexpected. If the enginehas been off for a longenough period of time,the air temperaturevalues in the enginecompartment of thevehicle are consideredto have equalized, andthe diagnostic can beenabled.

The diagnostic will fail ifthe IAT2 and IAT3values are similar, andthe IAT value is notsimilar to the IAT2 andIAT3 values. Thediagnostic will also failif none of the threesensor values aresimilar to each other,and the IAT value isfurthest from thesensor value that is inthe middle of the threesensor values.


Type B,2 Trips



AND


AND

ABS(Power Up IAT2 -Power Up IAT) >ABS(Power Up IAT2 -Power Up IAT3)

> deg C25



No Active DTCs:

> seconds28,800








> seconds28,800



34



Component/System

FaultCode




AND


AND

ABS(Power Up IAT3 -Power Up IAT) >ABS(Power Up IAT3 -Power Up IAT2)

> deg C25


35



Component/System

FaultCode



Intake AirTemperatureSensorCircuit Low

P0112 Detects a continuousshort to ground in theIntake Air Temperature(IAT) signal circuit bymonitoring the IATsensor outputresistance and failingthe diagnostic when theIAT resistance is toolow. The IAT sensor isa thermistor in whichthe resistance acrossthe sensor can beequated to atemperature. A lowerresistance is equivalentto a highertemperature.

Raw IAT Input < Ohms47.50(~150 deg C)



Type B,2 Trips

36



Component/System

FaultCode



Intake AirTemperatureSensorCircuit High

P0113 Detects a continuousopen circuit in theIntake Air Temperature(IAT) signal circuit bymonitoring the IATsensor outputresistance and failingthe diagnostic when theIAT resistance is toohigh. The IAT sensor isa thermistor in whichthe resistance acrossthe sensor can beequated to atemperature. A higherresistance is equivalentto a lower temperature.

Raw IAT Input > Ohms400,000(~-60 deg C)



Type B,2 Trips



Component/System

FaultCode



Intake AirTemperatureSensorIntermittentIn-Range

P0114 Detects a noisy orerratic signal in theIntake Air Temperature(IAT) circuit bymonitoring the IATsensor and failing thediagnostic when theIAT signal has a noisieroutput than isexpected.

When the value of theIAT signal in °C isdetermined, a delta iscalculated between thecurrent reading and theprevious reading. Theabsolute value of thesedeltas is summed overa number of IATreadings. The result ofthis summation iscalled a “string length”.

Since the IAT signal isanticipated to berelatively smooth, astring length of aparticular magnitudeindicates a noisy orerratic IAT signal. Thediagnostic will fail if thestring length is toohigh.

String Length


And where:"Diff" = ABS(current IATreading - IAT readingfrom 100 millisecondsprevious)

> deg C80.00

consecutive IAT10readings



Type B,2 Trips

38



Component/System

FaultCode



EngineCoolantTempSensorCircuit Low

P0117 Circuit ContinuityThis DTC detects ashort to ground in theECT (Engine Coolanttemperature) signalcircuit or the ECTsensor. This isaccomplished bymonitoring theresistance of the circuit.If the resistance goesout of the expectedrange the DTC is set.

ECT Resistance(@ 150ºC)

< Ohms55 failures out of5samples6

1 sec/ sample

Continuous

Type B,2 Trips

39



Component/System

FaultCode



EngineCoolantTempSensorCircuit High

P0118 Circuit ContinuityThis DTC detects ashort to high or open inthe ECT (EngineCoolant temperature)signal circuit or theECT sensor. This isaccomplished bymonitoring theresistance of the circuit.If the resistance goesout of the expectedrange the DTC is set.

ECT Resistance(@ -60ºC)

> Ohms134,000 Engine run timeORIAT min

> seconds10.0

°C-7.0


1 sec/ sample

Continuous

Type B,2 Trips

40



Component/System

FaultCode



EngineCoolantTemperature(ECT)SensorCircuitIntermittent

P0119 Circuit ErraticThis DTC detects largestep changes in theECT (Engine Coolanttemperature) signalcircuit or the ECTsensor. Allowable highand low limits arecalculated for the nextsample based on theprevious sample andsensor time constant.If the sensor respondsfaster than should bepossible the DTC isset.

ECT temperature stepchange:

1) postive step change isgreater than calculatedhigh limit

OR

2) negitive step change islower than calculated lowlimit.

The calculated high andlow limits for the nextreading use the followingcalibrations:1) Sensor time constant2) Sensor low limit3) Sensor high limit

*****Generic Example*****

If the last ECT readingwas 90 Deg C, the Timeconstant was calibrated at10 seconds, the low limitwas calibrated to -80 DegC and the high limit wascalibrated to 200 Deg Cthe caluculated limits are101 Deg C and 73 Deg C.

The next reading (afterthe 90 Deg C reading)must be between 73 DegC and 101 Deg C to bevalid.

seconds13.0Deg C-60.0Deg C150.0

No Active DTC's ECT_Sensor_Ckt_FP failures out of3samples4

1 sec/ sample

Continuous

Type B,2 Trips

41



Component/System

FaultCode



EngineCoolantTemperatureBelow StatRegulatingTemperature

P0128 This DTC detects if theECT (EngineCoolanttemperature) does notachieve the requiredtarget temperature afteran allowed energyaccumulation by theengine. This can becaused by an ECTsensor biased low or acooling system that isnot warming upcorrectly because of astuck open thermostator other fault.

Energy is accumulatedafter the first conbustionevent using Range #1 or#2 below:

Thermostat type is dividedinto normal (non-heated)and electrically heated.

For this application the"type" cal(KeTHMG_b_TMS_ElecThstEquipped) = 0If the type cal is equal toone, the application hasan electrically heated t-stat, if equal to zero thethe application has an nonheated t-stat. Seeappropiate section below.

*****************************Type cal above = 1(Electrically heated t-stat)== == == ==Range #1 (Primary) ECTreaches Commandedtemperature minus °C19when Ambient min is

°C and > °C.52 10Note: Warm up target forrange #1 will be at least

°C71== == == ==Range #2 (Alternate) ECTreaches Commandedtemperature minus °C50when Ambient min is

°C and > °C.10 -7Note: Warm up target forrange #2 will be at least

See the two tablesnamed:P0128_MaximumAccumulated Energyfor Start-up ECTconditions - PrimaryandP0128_MaximumAccumulated Energyfor Start-up ECTconditions - Alternatein the Supportingtables section.

This diagnostic modelsthe net energy into andout of the cooling

No Active DTC's

Engine not run time(soaking time beforecurrent trip)

Engine run time

Fuel Condition

Distance traveled

***************************If Engine RPM iscontinuously greater thanfor this time period

The diagnostic test for thiskey cycle will abort***************************

***************************If T-Stat Heatercommanded duty cyclefor this time period

ECT_Sensor_Ckt_FAECT_Sensor_Perf_FAVehicleSpeedSensor_FAOAT_PtEstFiltFAIAT_SensorCircuitFAMAF_SensorFATHMR_AWP_AuxPumpFATHMR_AHV_FATHMR_SWP_Control_FATHMR_SWP_NoFlow_FATHMR_SWP_FlowStuckOn_FAEngineTorqueEstInaccurate

seconds1,800

Eng Run Tme 20seconds1,450

Ethanol %87

miles0.50

***************************

rpm9,999seconds5.0

***************************

***************************

> % duty cycle20.0> seconds5.0

1 failure to setDTC

1 sec/ sample

Once per ignitionkey cycle

Type B,2 Trips

43



Component/System

FaultCode



°C55

*****************************Type cal above = 0(non - heated t-stat)== == == ==Range #1 (Primary) ECTreaches °C when71Ambient min is

°C and > °C.52 10== == == ==

Range #2 (Alternate) ECTreaches °C when55Ambient min is

°C and > °C.10 -7

*****************************

system during thewarm-up process.

The five energy termsare: heat fromcombustion (with AFMcorrection), heat fromafter-run, heat loss toenviroment, heat lossto cabin and heat lossto DFCO.

The diagnostic test for thiskey cycle will abort

***************************ECT at start run

*************************** ECT °C-40 71

44



Component/System

FaultCode



FuelTemperatureSensor APerformance(OBD2, FTSwired toFTZM)

P0181 Determine when fueltemperature sensor isnot plausible, due tooffset or drift.

Averaged for absolutedifference between fueltemperature andreference temperature(seeP0181 Fuel TemperatureSensor Reference)

> °C to °C20.0 20.0(see table

)

P0181 FuelTemperaturePlausibility

Run crank voltage

Run crank voltage

FTZM Run crank voltage

Engine not cranking

A timeandis passed since enginemovement is detected

Engine soak time

No error for Engine NotRunning timer

(Engine coolanttemperature

OR

ECT_OBD_GlobalCoolTmpEnbl(refer to "OBD CoolantEnable Criteria" section))

Sensor Bus Relaycommanded on

No DTC active:

> V6.0

V11.0

11.0

> s8< s13

> s28,799

> °C-40

= TRUE

FTS_FTS_CktFAFTS_PlausRefSnsrFltSBR_RlyFAP1103

samples0

100 ms/sample

Type B,2 Trips

45



Component/System

FaultCode



FuelTemperatureSensor ACircuit Low

P0182 Determine when ashort circuit to groundaffects fuel temperaturesensor.

Fuel temperature sensoroutput resistance < 50

Run crank voltage

Run crank voltage

Engine not cranking

> V6.0

V11.0


100 ms/samples

Type B,2 Trips

46



Component/System

FaultCode



FuelTemperatureSensor ACircuit High

P0183 Determine when ashort circuit to groundaffects fuel temperaturesensor.

Fuel temperature sensoroutput resistance > 121,865

Run crank voltage

Run crank voltage

Engine not cranking

> V6.0

V11.0


100 ms/samples

Type B,2 Trips



Component/System

FaultCode



Fuel temperature > (1 ) * °C +156(Last good sample * )

with = e^[- (amountof consecutive badsamples * )]0.01

Run crank voltage

Run crank voltage

No active DTC:

> V6.0

V11.0

FTS_FTS_CktFA

failures out100of

samples150

100 ms/samples

FuelTemperatureSensor ACircuitIntermittent

P0184 Determine when fueltemperature sensorchanges quicker thanexpected, likely due toan intermittent fault.

Type B,2 Trips

Fuel temperature < (1 ) * °C +-56(Last good sample * )

with = e^[- (amountof consecutive badsamples * )]0.01

Run crank voltage

Run crank voltage

No active DTC:

> V6.0

V11.0

FTS_FTS_CktFA

failures out100of

samples150

100 ms/samples

48



Component/System

FaultCode



FuelPressureSensor "B"CircuitRange/Performance

P018B This DTC detects a fuelpressure sensorresponse stuck withinthe normal operatingrange using anintrusive test ( asfollows)a] Intrusive TestTrigger: 1] Fuel PumpDuty Cycle ClampedTime ( min or max dutycycle) >= 5 sec

Or 2] Fuel Pres ErrVariance

Component/System

FaultCode



c10) Fuel Pump DutyCycle Fault Active

c11) Sensor Configuration[FDBR_e_FuelPresSnsrConfig]

c12) Sensor Bus RelayOn

d) Emissions Fuel LevelLow [Message $3FB]

e) Fuel Control Enable

f) Fuel Pump ControlState

g) Instantaneous FuelFlow[FCBR_dm_InstFuelFlow]

h) Diagnostic SystemDisabled[DRER_b_DiagSysDsb]

j1) Fuel Pmp SpeedCommand Alive RollingCount and ChecksumError [CAN Bus B $0CE][CFMR_b_FTZM_Cmd1_ARC_ChkErr DTC]

j2) CAN Sensor Busmessage $0C3_Available

j3) Fuel Pres Sensor RefVoltage Status MessageCounter Incorrect AliveRolling Count and

c10) TRUE

c11) ==CeFDBR_e_WiredTo_ECM

c12) == TRUE

d) TRUE

e) == TRUE

f) == Normal ControlOR

== Fuel Pres SensorStuck Control

g) >= gm/sec0.05

h) TRUE

j1) TRUE

j2) == TRUE

j3) TRUE

50



Component/System

FaultCode



Checksum Error [CANBus B $0C3][CFMR_b_FTZM_Info1_ARC_ChkErr DTC]

51



Component/System

FaultCode



Fuel Pressure Sensoroutput %

[re. full range as percentof 5.0V reference]

< %4.00or[0 kPa gauge]

a) Diagnostic enabled[FDBR_b_FPSnsrCktLoDiagEnbl]

b) Run_Crank Active[PMDR_b_RunCrankActive

c) Diagnostic SystemDisabled[DRER_b_DiagSysDsbl]

d) Pressure SensorConfiguration[FDBR_e_FuelPresSnsrConfig]

a) == TRUE

b) == TRUE

c) TRUE

d1) IF calibrationCeFDBR_e_WiredTo_ECM== WiredTo ECMd2) IF NOT, then seeCase2

failures /64.00samples80.00

1 sample/12.5ms

FuelPressureSensor "B"Circuit Low

P018C This DTC detects if thefuel pressure sensorcircuit is shorted low

Values are analyzed aspercent of sensorreference voltage [[Abs[5.0V -SensorVoltsActual] /5.0V] *100%]

Type B,2 Trips



< %4.00or[0 kPa gauge]




d1) Pressure SensorConfiguration[FDBR_e_FuelPresSnsrConfig]

d2) Sensor Bus Relay On

d3) CAN Sensor Busmessage $0C3_Available

d4) Fuel Pres Sensor Ref

a) == TRUE

b) == TRUE

c) TRUE

d1) IF calibrationCeFDBR_e_WiredTo_ECM== WiredTo FTZM

d2) == TRUE

d3) == TRUE

d4) TRUE


1 sample/12.5ms

52



Component/System

FaultCode



Voltage Status MessageCounter Incorrect AliveRolling Count andChecksum Error [CANBus B $0C3][CFMR_b_FTZM_Info1_ARC_ChkErr DTC]

d2) IF calibrationCeFDBR_e_WiredTo_ECM WiredTo FTZM,then see Case1

53



Component/System

FaultCode





> %96.00or[743 kPa ga]




d) Pressure SensorConfiguration[FDBR_e_FuelPresSnsrConfig]

a) == TRUE

b) == TRUE

c) TRUE

d1) IF calibrationCeFDBR_e_WiredTo_ECM== WiredTo ECMd2) IF NOT, then seeCase2


1 sample/12.5ms

FuelPressureSensor "B"Circuit High

P018D This DTC detects if thefuel pressure sensorcircuit is shorted High

Values are analyzed aspercent of sensorreference voltage [[Abs[5.0V -SensorVoltsActual] /5.0V] *100%]

Type B,2 Trips



> %96.00or[743 kPa ga]




d1) Pressure SensorConfiguration[FDBR_e_FuelPresSnsrConfig]

d2) Sensor Bus Relay On

d3) CAN Sensor Busmessage $0C3_Available

d4) Fuel Pres Sensor Ref

a) == TRUE

b) == TRUE

c) TRUE

d1) IF calibrationCeFDBR_e_WiredTo_ECM== WiredTo FTZM

d2) == TRUE

d3) == TRUE

d4) TRUE


1 sample/12.5ms

54



Component/System

FaultCode



Voltage Status MessageCounter Incorrect AliveRolling Count andChecksum Error [CANBus B $0C3][CFMR_b_FTZM_Info1_ARC_ChkErr DTC]

d2) IF calibrationCeFDBR_e_WiredTo_ECM WiredTo FTZM,then see Case1

55



Component/System

FaultCode



Rail pressure sensoroutput (as percentage ofsupply voltage)

OR

Rail pressure sensoroutput (as percentage ofsupply voltage)

> %14.0

< %6.5

Engine off time

No error for Engine NotRunning timer

No engine movementdetected since begin ofdriving cycle

(Engine coolanttemperature

OR

ECT_OBD_GlobalCoolTmpEnbl(refer to "OBD CoolantEnable Criteria" section))

Run crank voltage

Run crank voltage

No active DTC:

s35

°C-40

= TRUE

> V6.0

V11.0

ECT_Sensor_FAFHP_RPS_CktFA


6.25 ms/sample

Fuel RailPressure(FRP)Sensor APerformance

P0191 Determine when fuelrail pressure sensor isnot plausible, due tooffset or drift.

Type A,1 Trips

Absolute differencebetween rail pressure #1(first trace) and railpressure #2 (secondtrace)

> MPa21.0

P0191 Rail PressureSensor Configuration

Run crank voltage

Run crank voltage

No active DTC:

=CeFHPG_e_RPS_DoubleTrack

> V6.0

V11.0

FHP_RPS_CktFAP0194


6.25 ms/sample

56



Component/System

FaultCode



Fuel RailPressure(FRP)Sensor ACircuit LowVoltage

P0192 Determine when ashort circuit to groundaffects fuel railpressure sensor.

Fuel rail pressure sensoroutput (as percentage ofsupply voltage) < %4.3

Starter motor is notengaged

OR

Starter motor has beenengaged for a time

OR

Run crank voltage

s15

> V8.4


OR

continuous22failures out of

samples76

6.25 ms/samples

Type A,1 Trips



Component/System

FaultCode



Fuel RailPressure(FRP)Sensor ACircuit HighVoltage

P0193 Determine when ashort circuit to voltageaffects fuel railpressure sensor.

Fuel rail pressure sensoroutput (as percentage ofsupply voltage) > %94.8

Starter motor is notengaged

OR

Starter motor has beenengaged for a time

OR

Run crank voltage

s15

> V8.4


OR

continuous22failures out of

samples76

6.25 ms/samples

Type A,1 Trips

58



Component/System

FaultCode



CoolantTemperatureDroppedBelowDiagnosticMonitoringTemperature

P01F0 This DTC detects anunexplained coolingsystem cool downbelow the OBDmonitoring thresholdduring normaloperating conditions.This check is runthroughout the keycycle.

For this application the"type" cal(KeTHMG_b_TMS_ElecThstEquipped) = 0If the type cal is equal toone, the application hasan electrically heated t-stat, if equal to zero thethe application has an nonheated t-stat. Seeappropiate section below.*****************************Type cal above = 0(non - heated t-stat)== == == ==

Engine coolanttemperature

*****************************Type cal above = 1(Electrically heated t-stat)== == == ==


Deg C70.0

Deg C70.5

No Active DTC's

Engine Runtime

Distance traveled this keycycle

Ambient air pressure

Ambient air temperature

**************************


At least once during thekey cycle

Type 0 (non-heated t-stat)

Type 1 (Electricallyheated T-stat)

**************************

Heat to coolant

DFCO time

ECT_Sensor_Ckt_FAVehicleSpeedSensor_FAOAT_PtEstFiltFATHMR_AWP_AuxPumpFATHMR_AHV_FATHMR_SWP_Control_FAEngineTorqueEstInaccurateECT_Sensor_Perf_FATHMR_SWP_NoFlow_FATHMR_SWP_FlowStuckOn_FA

seconds30.0

km1.2

kPa55.0

Deg C-7.0

Deg C71

to Deg C71.5 86.5

kW20.0

seconds2.0


1 sample /second

Continuous

Type B,2 Trips

59



Component/System

FaultCode



Thermostat duty cycle

RPM

Active Fuel Managementis not in

%20.0

5,000

Half Cylinder Mode

60



Component/System

FaultCode



Turbocharger/Supercharger "A"OverboostCondition

P0234 This monitor detectsfailures in the chargingair system such to notfulfill the request ofboost pressure in theintake manifold. Itworks only in steadystate closed looppressure control zone.The DTC checks apermanent negativecontrol deviation of theboost pressureindicating an overboostcondition.This monitor is used todetect any malfunctionin the boost pressuresystem causing thevehicle's emissions toexceed the limits.The aim of theoverboost pressuremonitor is to detectobstructions in theexhaust pipe. Theboost pressure isusually controlled bythe VGT vanes. Theintake manifoldpressure is alsoaffected by the throttlevalve and the HP EGRvalve position changes.The aim of thisprocedure is to identifya limitation of the VGTvanes (equal to anobstruction) that leadsto exceed the emissionlimits.

Boost pressure trackingerror(difference betweenthe desired boostpressure and themeasured pressure atintake manifold by MAPsensor) lower than athreshold.

If throttle control is active:The setpoint used forclosed loop control is theconversion of the desiredupstream throttle boostpressure (target) indesired intake boostpressure.The conversion of thesetpoint is donecalculating the pressuredrop over the throttlevalve that is strictlydependent on the valveposition.

If throttle control is NOTactive:The setpoint used forclosed loop control is theintake manifold pressure:in this situation thediagnostic monitors theboost pressure closedloop control tracking error.

If throttle control isactive (Refer to "OtherAICR DSL flags" FreeForm):<(P0234: Negativeboost deviationthreshold (throttlecontrol active)[kPa]

x

P0234, P2263:Overboostbarometric correction)

If throttle control isNOT active (Refer to"Other AICR DSLflags" Free Form):<(P0234: Negativeboost deviationthreshold (throttlecontrol not active)[kPa]

x

P0234, P2263:Overboostbarometric correction)

Calibration on diagnosticenabling

Engine Running

Cranking ignition in range

PT Relay voltage in range

Difficult launch NOTdetected

Boost Pressure ControlClosed Loop active

No active transition from acombustion mode toanother one

Outside Air Temperaturein range

Desired Boost Pressuresteady state:BstDes-BstDes_Old

P0234, P0299: Boostpressure controldeviation enabling==TRUE

==TRUE

Battery voltage > 11.00[V]

Powertrain relay voltage >[V]11.00

Refer to"LDT_DifficultLaunchActive" Free Form

Refer to "Boost Control inClosed Loop" Free Form

==TRUE

> [°C]-7.00AND< [°C]55.00

> [kPa/s]-2AND< [kPa/s]3

fail counters400over sample500counters

sampling time is25ms

Type B,2 Trips

61



Component/System

FaultCode



Engine speed in range

Desired intake Boostpressure in range

(Engine CoolantTemperatureOROBD Coolant EnableCriteria),ANDEngine CoolantTemperature

Ambient Air Pressure inrange

Throttle Valve position

> [rpm]1,600.00AND< [rpm]1,700.00

>P0234: Minimum boostpressure for overboostmonitor enabling[kPa]AND

<

P0234: Maximum boostpressure for overboostmonitor enabling

[kPa]

> [°C]70

==TRUE

< [°C]130

> [kPa]70AND< [kPa]110

>= [%] if throttle85.00control is active (Refer to"Other AICR DSL flags"Free Form)

>= [%] if throttle75.00control is NOT active(Refer to "Other AICRDSL flags" Free Form)

62



Component/System

FaultCode



No active DTCs

All enabling conditionslast for a time

AIC_BstSysDiagDenomDsbl==FALSE

>P0234: Overboostmonitor delay timer[s]

63



Component/System

FaultCode



Turbocharger/Supercharger "A"UnderboostCondition

P0299 This monitor detectsfailures in the chargingair system such to notfulfill the request ofboost pressure in theintake manifold. Itworks only in steadystate closed looppressure control zone.The DTC checks apermanent positivecontrol deviation of theboost pressureindicating anunderboost condition.This monitor is used todetect any malfunctionin the boost pressuresystem causing thevehicle's emissions toexceed the limits.The aim of theunderboost pressuremonitor is to detectleakages in the pipeafter the compressor orin the intake/exhaustmanifold. The boostpressure is usuallycontrolled by the VGTvanes. The intakemanifold pressure isalso affected by thethrottle valve and theHP EGR valve positionchanges. The aim ofthis procedure is toidentify a limitation ofthe VGT vanes (equalto a leakage) that leadsto exceed the emission

Boost pressure trackingerror(difference betweenthe desired boostpressure and themeasured pressure atintake manifold by MAPsensor) higher than athreshold.

If throttle control is active:The setpoint used forclosed loop control is theconversion of the desiredupstream throttle boostpressure (target) indesired intake boostpressure.The conversion of thesetpoint is donecalculating the pressuredrop over the throttlevalve that is strictlydependent on the valveposition.

If throttle control is NOTactive:The setpoint used forclosed loop control is theintake manifold pressure:in this situation thediagnostic monitors theboost pressure closedloop control tracking error.

If throttle control isactive (Refer to "OtherAICR DSL flags" FreeForm):>(P0299: Positive boostdeviation threshold(throttle controlactive)[kPa]

x

P0299, P2263:Underboostbarometric correction)

If throttle control isNOT active (Refer to"Other AICR DSLflags" Free Form):>(P0299: Positive boostdeviation threshold(throttle control notactive)[kPa]

x

P0299, P2263:Underboostbarometric correction)

Calibration on diagnosticenabling

Engine Running

Cranking ignition in range

PT Relay voltage in range

Difficult launch NOTdetected

Boost Pressure ControlClosed Loop active

No active transition from acombustion mode toanother one

Outside Air Temperaturein range

Desired Boost Pressuresteady state:BstDes-BstDes_Old

P0234, P0299: Boostpressure controldeviation enabling==TRUE

==TRUE

Battery voltage > 11.00[V]

Powertrain relay voltage >[V]11.00

Refer to"LDT_DifficultLaunchActive" Free Form

Refer to "Boost Control inClosed Loop" Free Form

==TRUE

> [°C]-7.00AND< [°C]55.00

> [kPa/s]-2AND< [kPa/s]3

fail400.00counters over

sample500.00counters

sampling time is25ms

Type B,2 Trips

64



Component/System

FaultCode



limits. Engine speed in range

Desired intake Boostpressure in range

(Engine CoolantTemperatureOROBD Coolant EnableCriteria),ANDEngine CoolantTemperature

Ambient Air Pressure inrange

Throttle Valve position

> [rpm]900.00AND< [rpm]1,600.00

>P0299: Minimum boostpressure for underboostmonitor enabling[kPa]AND<P0299: Maximum boostpressure for underboostmonitor enabling[kPa]

> [°C]70

==TRUE

< [°C]130

> [kPa]70AND< [kPa]110

>= [%] if throttle85.00control is active (Refer to"Other AICR DSL flags"Free Form)

>= [%] if throttle75.00control is NOT active(Refer to "Other AICRDSL flags" Free Form)

65



Component/System

FaultCode



No active DTCs

All enabling conditionslast for a time

AIC_BstSysDiagDenomDsbl==FALSE

>P0299: Underboostmonitor delay timer[s]

66



Component/System

FaultCode



RandomMisfireDetected

Cylinder 1MisfireDetected








P0300

P0301

P0302

P0303

P0304

P0305

P0306

P0307

P0308

These DTC’s willdetermine if a randomor a cylinder specificmisfire is occurring bymonitoring variousterms derived fromcrankshaft velocity.The rate of misfire overan interval is comparedto both emissions andcatalyst damagingthresholds. Thepattern of crankshaftacceleration after themisfire is checked todifferentiate betweenreal misfire and othersources of crank shaftnoise.

Crankshaft DecelerationValue(s) vs.Engine Speed andEngine load

The equation used tocalculate decelerationvalue is tailored to specificvehicle operatingconditions.The selection of theequation used is based onthe 1st single cylindercontinuous misfirethreshold tablesencountered that are notmax of range. If all tablesare max of range at agiven speed/load, thatspeed load region is anUndetectable regionsee Algorithm DescriptionDocument for additionaldetails.

SINGLE CYLINDERCONTINUOUS MISFIRE(

(Medres_DecelMedres_Jerk

OR (Medres_DecelMedres_Jerk

OR (Lores_DecelLores_Jerk

OR (Lores_DecelLores_Jerk

OR RevBalanceTime)

- see details ofthresholds onSupporting Tables Tab

> ANDIdleSCD_Decel> )IdleSCD_Jerk

> ANDSCD_Decel> )SCD_Jerk

> ANDIdleCyl_Decel> )IdleCyl_Jerk

> ANDCylModeDecel> )CylModeJerk

>RevMode_Decel

Engine Run Time

Engine Coolant TempOr If ECT at startupThen ECT

System Voltage+ Throttle delta- Throttle delta

Early Termination option:(used on plug ins thatmay not have enoughengine run time at end oftrip for normal interval tocomplete.)

> 2 crankshaft revolution

ºC < ECT < ºC-7 141< ºC-7

ºC < ECT < ºC21 141

< volts revs1,000and < 3,200revs at end oftrip

any CatalystExceedence =( ) 200 rev1block as datasupports forcatalyst damage.

Type B,2 Trips(MilFlasheswithCatalystdamagelevel ofMisfire)



Component/System

FaultCode



********************************This Feature only usedon Diesel engines**

Combustion Modes thatforce selection of IdleTables

******************************

Other patterns of misfireuse adjustments to thesingle cylinder continuousmisfire threshold tables:

RANDOM MISFIREUse random misfire

thresholds If no misfire for

(Medres_Decel

ANDMedres_Jerk)

OR (Medres_Decel

ANDMedres_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

****************************This Feature onlyused on Dieselengines**

CombustModeIdleTblin Supporting Tables

**************************

> Engine Cycles3

> *IdleSCD_DecelRandom_SCD_Decel

> *IdleSCD_JerkRandom_SCD_Jerk

> *SCD_DecelRandom_SCD_Decel

> *SCD_JerkRandom_SCD_Jerk

> *IdleCyl_DecelRandomCylModDecel

> *IdleCyl_JerkRandomCylModJerk

Catalyst Failurereported with (1or 3)Exceedences inFTP, or (1)Exceedenceoutside FTP.

Continuous



Component/System

FaultCode



OR (Lores_Decel

ANDLores_Jerk)

OR RevBalanceTime

PAIRED CYLINDERMISFIREIf a cylinder & it's pair areabove PAIR thresholds

(Medres_Decel

ANDMedres_Jerk)

OR (Medres_Decel

ANDMedres_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

> *CylModeDecelRandomCylModDecel

> *CylModeJerkRandomCylModJerk

> *RevMode_DecelRandomRevModDecl

> *IdleSCD_DecelPair_SCD_Decel

> *IdleSCD_JerkPair_SCD_Jerk

> *SCD_DecelPair_SCD_Decel

> *SCD_JerkPair_SCD_Jerk

> *IdleCyl_DecelPairCylModeDecel

> *IdleCyl_JerkPairCylModeJerk

> *CylModeDecelPairCylModeDecel

> *CylModeJerkPairCylModeJerk



Component/System

FaultCode



OR (Revmode Active AND(within one engine cycle:2nd largest Lores_Decel)

ANDAbove TRUE for) )

BANK MISFIRECylinders aboveBank Thresholds

(Medres_Decel

ANDMedres_Jerk)

OR (Medres_Decel

ANDMedres_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

> *CylModeDecelPairCylModeDecel

> engine cycles out35of 100 engine cycles

>= cylinders2

> *IdleSCD_DecelBank_SCD_Decel

> *IdleSCD_JerkBank_SCD_Jerk

> *SCD_DecelBank_SCD_Decel

> *SCD_JerkBank_SCD_Jerk

> *IdleCyl_DecelBankCylModeDecel

> *IdleCyl_JerkBankCylModeJerk

> *CylModeDecelBankCylModeDecel

> *CylModeJerkBankCylModeJerk



Component/System

FaultCode



CONSECUTIVECYLINDER MISFIRE

1st cylinder usessingle cyl continuousmisfire thresholds;2nd Cylinder uses:

(Medres_Decel

ANDMedres_Jerk)

OR (Medres_Decel

ANDMedres_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

OR (Lores_Decel

ANDLores_Jerk)

CYLINDERDEACTIVATION MODE(Active Fuel Managment)

> *IdleSCD_DecelConsecSCD_Decel

> *IdleSCD_JerkConsecSCD_Jerk

> *SCD_DecelConsecSCD_Decel

> *SCD_JerkConsecSCD_Jerk

> *IdleCyl_DecelConsecCylModDecel

> *IdleSCD_JerkConsecCylModeJerk

> *CylModeDecelConsecCylModDecel

> *CylModeJerkConsecCylModeJerk



Component/System

FaultCode



AFM: SINGLE CYLINDERCONTINUOUS MISFIRE

(CylAfterDeacCyl_Decel

ANDCylAfterDeacCyl_Jerk)

OR(CylBeforeDeacCylDecel

ANDCylBeforeDeacCyl_Jerk)

AFM: RANDOM MISFIREUse random misfire

thresholds If no misfire for

(CylAfterDeacCyl_Decel

ANDCylAfterDeacCyl_Jerk)

(CylBeforeDeacCylDecel

ANDCylBeforeDeacCyl_Jerk)

> *CylModeDecelClyAfterAFM_Decel

> *CylModeJerkCylAfterAFM_Jerk

> *CylModeDecelCylBeforeAFM_Decel

> *CylModeJerkClyBeforeAFM_Jerk

> Engine Cycles3

> *CylModeDecel*ClyAfterAFM_Decel

RandomAFM_Decl

> *CylModeJerk*CylAfterAFM_Jerk

RandomAFM_Jerk

> *CylModeDecelCylBeforeAFM_Decel* RandomAFM_Decl

> *CylModeJerkClyBeforeAFM_Jerk

* RandomAFM_Jerk

- see details onSupporting Tables Tab



Component/System

FaultCode



Misfire Percent EmissionFailure Threshold

Misfire Percent CatalystDamage

When engine speed andload are less than theFTP cals (3) catalystdamage exceedences areallowed.

% P03004.63

>Catalyst_Damage_Misfire_Percentagein Supporting Tableswhenever secondaryconditions are met.

FTP rpm AND0 FTP % load0

disable conditions:

(at low speed/loads, onecylinder may not causecat damage)

Engine SpeedEngine LoadMisfire counts

Engine Speed

No active DTCs:

> rpm AND8,191> % load AND199< counts on one180cylinder

< rpm < ((Engine450Over Speed Limit) - )250OR )3,200

Engine speed limit is afunction of inputs likeGear and temperature

seeEngineOverSpeedLimitin supporting tables

TPS_FAEnginePowerLimited

cycle delay4

cycle delay4



Component/System

FaultCode



P0315 & engine speed

Fuel Level Low

Cam and Crank Sensors

Misfire requests TCCunlock

Fuel System Status

Active FuelManagement

Undetectable enginespeed and engine loadregion

Abusive Engine OverSpeed

Below zero torque (exceptCARB approved 3000rpm to redline triangle.)

MAF_SensorTFTKOMAP_SensorTFTKOIAT_SensorTFTKOECT_Sensor_Ckt_TFTKO5VoltReferenceB_FACrankSensor_TFTKOCrankSensor_FACamLctnIntFACamLctnExhFACamSensorAnyLctnTFTKOAnyCamPhaser_FAAnyCamPhaser_TFTKOAmbPresDfltdStatus

> rpm1,000

LowFuelConditionDiagnosticin sync with each other

Not honored becauseTransmission in hot modeor POPD intrusivediagnostic running

Fuel Cut

Transition in progress

Undetectable regionfrom Malfunction Criteria

> rpm8,192

< ZeroTorqueEngLoador < ifZeroTorqueAFMAFM is active

cycle delay4

cycle delay500

cycle delay4

cycle delay4

cycle delay4

cycle delay0

cycle delay4

cycle delay0

cycle delay4



Component/System

FaultCode



Below zero torque:TPS

Vehicle Speed

NEGATIVE TORQ AFMIf deactivated cylindersappear to make power,torque is negative:

DeactivatedCyl_DecelAND

DeactivatedCyl_JerkAND

# of Deact Cyls Inverted

EGR Intrusive test

Manual Trans

Accel Pedal PositionAND Automatictransmission shift

After Fuel resumes onAutomatic shift containingFuel Cut

Delay if PTO engaged

in Supporting Tables

% ( % in100.0 100.0AFM)> mph (> mph318 318AFM)

%97.00

Enabled

cycle delay4

cycle delay0

cycle delay0

cycle delay4

cycle delay4

Cylinder delay2

cycle delay4

*******************



Component/System

FaultCode


Mal

Date post:	20-Sep-2020
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