Dtc codes in Russian. Software disable DTC, software clear DTCs, disable DTCs in the ECU

01.10.2019

Engine

The content of the article:

Five digit DTC. Element. Name. Refer to solenoid on/off tables. Refer to Pinpoint test A.

Spare parts FORD RENAULT PEUGEOT CITROEN OPEL CHEVROLET. St. Petersburg tel. II DTC - DTC ECM - Engine control unit EEC - Electronic engine control EEPROM or.

Curious! Throughout its history, the company logo has changed 8 times, while the Ford name itself has never disappeared from the emblem.

DTC code. Description of the error code. Malfunction in the air flow meter circuit. Decoding error codes Ford FocusMTadmin.

Reductant tank heater control - open circuit. Wiring short to ground, phase change drive. Exhaust gas cleaning system, fuel injector B - injector stuck. The temperature sensor of the reducing agent flow measurement unit is high.

Error codes Ford Focus 2 in Russian

As with any other car, Ford cars can malfunction from time to time. This will be reported to the vehicle owner by the vehicle's on-board computer through error codes that must be decoded in order to determine the breakdown. Technology does not stand still and now it is much easier to find out about the appearance of certain malfunctions in relatively new cars. If there is a problem with the Ford Focus, Transit or Mondeo vehicle, you can find out about it by the error code of the on-board computer.

To find out about the error, you can go to a specialized service station, where the craftsmen, using special equipment, will diagnose your Ford and tell you exactly what is broken in it. However, such a procedure in the conditions of the financial crisis is not so cheap, and not every motorist can afford it. What to do in such cases?

The answer is simple - you can find out about the malfunction yourself by making an independent diagnosis of the vehicle. To do this, use the instructions prepared by the experts of our resource. It should be noted that the codes that appear on the instrument panel may not be displayed accurately if there are errors in the operation of the on-board computer. Self-diagnosis, in principle, cannot be accurate, in contrast to checking the on-board computer for errors using special equipment.

Therefore, if you feel that there are serious problems with the car, it is advisable to seek help from qualified specialists or purchase equipment that will help you accurately read error codes. So that you can determine what kind of malfunction is present in your Ford, a table describing the most popular errors is presented to your attention.

BC recorded single or regular misfires. These combinations of numbers indicate a misfire in one of the twelve cylinders. Incorrect secondary air supply system reported. The system should be checked for leaks. The appearance of these codes on the laptop screen when diagnosing a car indicates: A more thorough check of the system should be carried out, as well as a failed valve should be replaced.

It is one of the most frequently encountered in the diagnosis of Ford Mondeo or Focus vehicles. This combination indicates the inefficient operation of the catalyst system. The Check Engine lamp, which informs the driver of a malfunction, lights up orange on the speedometer.

Malfunctions in the injector control circuit are reported. It is necessary to carry out additional diagnostics of the wires and identify the place of a break or short circuit. Fixed defects in the operation of the control circuit of the first or second cold start injectors. If one of these combinations appears, the on-board computer warns the driver about an incorrect signal coming from the fuel pump. A breakdown may consist in a short circuit, grounding, or a break in the wires of the primary or secondary electrical circuit.

This combination informs the driver about breaks or short circuits in the electrical circuit of the ignition distributor. This can also cause misfiring. An incorrect signal is reported in the electrical circuit of the ignition distributor.

Decoding error codes

Description, purpose, standards.

Diagnostic Trouble Codes (DTCs) are used to determine if the vehicle is malfunctioning. These codes determine the type of equipment, the functional unit and, in fact, the problem.

The ODBII standard implies a five-digit code consisting of:

1. Letters designating the type of equipment.

P- Powertrain - the actual engine, power plant, power unit.
B- Body - body, devices associated with the body (security, locks, lights, etc.).
C- Chassis - chassis, chassis, brakes, ABS, control systems (steering, traction control, anti-lock braking system or ESP or IVD).
U- Network - on-board network, problems related to the name of the network itself. In practice, this is the self-diagnosis zone.

2. Digit type code.

0 - Code determined by the single SAE standard (J2012).
1 - The code assigned by the manufacturer of the car brand, in our case, is the personal code of the Ford Motor Company.
2 - The code assigned to a particular brand of car, in our case, is the Fiesta/Fusion personal code.

3. The number of the functional unit.

1
2
3
4
5
6
7 - Transmission.

4. Two-digit error number (malfunction, failure).

Ford uses a different standard - 4 digits for DTC. In order to determine the node and the malfunction from it, one should either be guided by the transformation of the code into the ODBII standard, or use tabular data to determine the site and the cause of the malfunction.

The four-digit code consists of the following elements:

1. The symbol for designating the type of equipment and at the same time the type of code:

1 - The power unit is a manufacturer's standard.
2 - The power unit is a model standard.
3 - The power unit - additional.
4 - Chassis - generally accepted standard SAE (J2012).
5 - Chassis - manufacturing standard.
6 - Chassis - model standard.
7 - Chassis - additional.
8 - Body - generally accepted standard SAE (J2012).
9 - The body is a manufacturing standard.
A- Body - model standard.
B- Body - additional.
C- Network - Common SAE Standard (J2012).
D- Network - manufacturing standard.
E- Network - model standard.
F- Network - optional.

2. The number of the functional unit:

1 - Fuel-air system (measuring units).
2 - Fuel-air system (injection circuits).
3 - Ignition system, malfunctions.
4 - Emission control system.
5 - System of regulation of turns, idling, speed.
6 - Computer control system, bus interface.
7 - Transmission.

3. Two-digit error number (malfunction, failure).

To decrypt the codes, you can use

DIAGNOSTICS OF TROUBLE CODES

Diagnostic Trouble Code (DTC) Type Definitions

Emissions related fault codes
- type A
The controller illuminates the Malfunction Indicator Lamp (MIL) when a malfunction is detected during diagnostics.
Action Taken When the DTC Sets - Type E
The controller turns on the Malfunction Indicator Lamp (MIL) during the next ignition cycle, at which a malfunction is detected a second time during the diagnostic process.
Conditions for Clearing the DTC/Turning Off the Malfunction Indication - Type A or Type E
1. The controller turns off the Malfunction Indicator Lamp (MIL) after 3 consecutive ignition cycles in which no fault is detected by diagnostics.
2. The current DTC "Last Check Failed" is cleared after the diagnosis is successful.
3. Using a scan tool, turn off the MIL and clear the DTC.

DTCs not related to the emission of harmful substances
Action Taken When the DTC Sets - Type C
1. The controller writes a fault code to memory when a fault is detected during the diagnostic process.
2. As soon as an error occurs, the Service Vehicle Soon (SVS) indicator will illuminate.
3. If the vehicle is equipped with a driver information center, a message may be displayed on the vehicle.
Conditions for Clearing DTCs - Type C
1. Faults found during the last previous diagnosis or active fault codes are cleared if no faults are found during the diagnosis.
2. Use a scan tool to clear the DTC.

Diagnostic Trouble Codes

DTC	Description	Error type	MIL is on	The SVS warning lamp is on
P0008	Bank 1 Engine Position System Performance	E	Yes	No
P0009	Bank 2 Engine Position System Performance	E	Yes	No
P0010	Bank 1 Intake Camshaft Timing Control (CMP) Solenoid Control Circuit	E	Yes	No
P0011	Bank 1 intake camshaft position (CMP) system performance	E	Yes	No
P0013	Bank 1 Exhaust Camshaft Timing Control (CMP) Solenoid Control Circuit	E	Yes	No
P0014	Bank 1 exhaust camshaft position (CMP) system performance	E	Yes	No
P0016	Correspondence of the position of the crankshaft (TFR) with the position of the intake camshaft (CMP) in row 1	E	Yes	No
P0017	Correspondence of the position of the crankshaft (TFR) with the position of the exhaust camshaft (CMP) in row 1	E	Yes	No
P0018	Correspondence of the position of the crankshaft (TFR) with the position of the intake camshaft (CMP) on row 2	E	Yes	No
P0019	Correspondence of the position of the crankshaft (TFR) with the position of the exhaust camshaft (CMP) in row 2	E	Yes	No
P0020	Bank 2 Intake Camshaft Timing Control (CMP) Solenoid Control Circuit	E	Yes	No
P0021	Bank 2 intake camshaft position (CMP) system performance	E	Yes	No
P0023	Bank 2 Exhaust Camshaft Timing Control (CMP) Solenoid Control Circuit	E	Yes	No
P0024	Bank 2 Exhaust Camshaft Position (CMP) Performance	E	Yes	No
P0030	HO2S Heater Control Circuit Bank 1 Sensor 1	E	Yes	No
P0031	HO2S Heater Control Circuit Bank 1 Sensor 1 Low Voltage	E	Yes	No
P0032	HO2S Heater Control Circuit Bank 1 Sensor 1 High Voltage	E	Yes	No
P0036	HO2S heater control circuit sensor 2 row 1	E	Yes	No
P0037	HO2S Heater Control Circuit Bank 1 Sensor 2 Low Voltage	E	Yes	No
P0038	Sensor 2 row 1 high voltage HO2S heater control circuit	E	Yes	No
P0040	Swapped oxygen sensor (HO2S) signals on rows 1 and 2, sensor 1	E	Yes	No
P0041	Swapped oxygen sensor (HO2S) signals on rows 1 and 2, sensor 2	E	Yes	No
P0050	HO2S Heater Control Circuit Bank 2 Sensor 1	E	Yes	No
P0051	HO2S Heater Control Circuit Bank 2 Sensor 1 Low Voltage	E	Yes	No
P0052	HO2S Heater Control Circuit Bank 2 Sensor 1 High Voltage	E	Yes	No
P0053	Oxygen Sensor (HO2S) Heater Resistance Bank 1 Sensor 1	A	Yes	No
P0056	HO2S Heater Control Circuit Bank 2 Sensor 2	E	Yes	No
P0057	HO2S Heater Control Circuit Bank 2 Sensor 2 Low Voltage	E	Yes	No
P0058	HO2S Heater Control Circuit Bank 2 Sensor 2 High Voltage	E	Yes	No
P0059	Oxygen Sensor (HO2S) Heater Resistance Bank 2 Sensor 1	A	Yes	No
P0068	Throttle air flow settings	A	Yes	No
P0100	Mass Air Flow (MAF) Sensor Circuit	E	Yes	No
P0101	Mass Air Flow (MAF) Sensor Performance	E	Yes	No
P0102	Low voltage in the mass air flow (MAF) sensor circuit	E	Yes	No
P0103	High voltage in the mass air flow (MAF) sensor circuit	E	Yes	No
P0111	Intake Air Temperature (IAT) Sensor Performance	E	Yes	No
P0112	Intake Air Temperature Sensor Circuit Low	E	Yes	No
P0113	Intake Air Temperature Sensor Circuit High	E	Yes	No
P0116	Engine coolant temperature (ETC) sensor performance	E	Yes	No
P0117	Engine Coolant Temperature Sensor Circuit Low	E	Yes	No
P0118	Engine Coolant Temperature Sensor Circuit High	E	Yes	No
P0121	Throttle Position (TP) Sensor 1 Performance	E	Yes	No
P0122	Throttle Position (TP) Sensor 1 Circuit Low Voltage	E	Yes	No
P0123	Throttle position (TP) sensor 1 circuit high voltage	E	Yes	No
P0125	The engine coolant temperature (ECT) is insufficient to activate the closed fuel control loop	E	Yes	No
P0128	Engine coolant temperature (ECT) below thermostat control temperature	E	Yes	No
P0130	Oxygen Sensor (HO2S) Circuit Bank 1 Sensor 1	E	Yes	No
P0131	HO2S Circuit Bank 1 Sensor 1 Low Voltage	E	Yes	No
P0132	HO2S Sensor Circuit Bank 1 Sensor 1 Voltage High	E	Yes	No
P0133	HO2S sensor bank 1 sensor 1 slow response	E	Yes	No
P0135	HO2S Heater Performance Bank 1 Sensor 1	E	Yes	No
P0137	HO2S Sensor Circuit Bank 1 Sensor 2 Low Voltage	E	Yes	No
P0138	Sensor 2 row 1 high voltage HO2S sensor circuit	E	Yes	No
P0140	HO2S Sensor Bank 1 Sensor 2 Poor Response	E	Yes	No
P0141	HO2S Heater Performance Bank 1 Sensor 2	E	Yes	No
P0150	Oxygen Sensor (HO2S) Circuit Bank 2 Sensor 1	E	Yes	No
P0151	HO2S Sensor Circuit Bank 2 Sensor 1 Low Voltage	E	Yes	No
P0152	HO2S Sensor Circuit Bank 2 Sensor 1 Voltage High	E	Yes	No
P0153	HO2S sensor bank 2 sensor 1 slow response	E	Yes	No
P0155	HO2S Heater Performance Bank 2 Sensor 1	E	Yes	No
P0157	HO2S Sensor Circuit Bank 2 Sensor 2 Low Voltage	E	Yes	No
P0158	HO2S Circuit Bank 2 Sensor 2 Voltage High	E	Yes	No
P0160	HO2S Sensor Bank 2 Sensor 2 Poor Response	E	Yes	No
P0161	HO2S Heater Performance Bank 2 Sensor 2	E	Yes	No
P0196	Engine Oil Temperature (EOT) Sensor Performance	E	Yes	No
P0197	Engine Oil Temperature (EOT) Sensor Circuit Low Voltage	E	Yes	No
P0198	Engine Oil Temperature (EOT) Sensor Circuit High Voltage	E	Yes	No
P0201	Injector 1 control circuit	E	Yes	No
P0202	Injector 2 control circuit	E	Yes	No
P0203	Injector 3 control circuit	E	Yes	No
P0204	Injector 4 control circuit	E	Yes	No
P0205	Injector 5 control circuit	E	Yes	No
P0206	Injector 6 control circuit	E	Yes	No
P0219	Engine overspeed	A	Yes	No
P0221	Throttle position (TP) sensor 2 performance	E	Yes	No
P0222	Throttle position (TP) sensor 2 circuit low voltage	E	Yes	No
P0223	Throttle position (TP) sensor 2 circuit high voltage	E	Yes	No
P0261	Injector 1 control circuit low voltage	E	Yes	No
P0262	Injector 1 control circuit high voltage	E	Yes	No
P0264	Injector 2 control circuit low voltage	E	Yes	No
P0265	Injector 2 control circuit high voltage	E	Yes	No
P0267	Injector 3 control circuit low voltage	E	Yes	No
P0268	Injector 3 control circuit high voltage	E	Yes	No
P0270	Injector 4 control circuit low voltage	E	Yes	No
P0271	Injector 4 control circuit high voltage	E	Yes	No
P0273	Injector 5 control circuit low voltage	E	Yes	No
P0274	Injector 5 control circuit high voltage	E	Yes	No
P0276	Injector 6 control circuit low voltage	E	Yes	No
P0277	Injector 6 control circuit high voltage	E	Yes	No
P0300	Misfire detected	E	Yes	No
P0301	Cylinder 1 Misfire Detected	E	Yes	No
P0302	Cylinder 2 Misfire Detected	E	Yes	No
P0303	Cylinder 3 Misfire Detected	E	Yes	No
P0304	Cylinder 4 Misfire Detected	E	Yes	No
P0305	Cylinder 5 Misfire Detected	E	Yes	No
P0306	Cylinder 6 Misfire Detected	E	Yes	No
P0324	Knock Sensor Module Performance	C	No	Yes
P0327	Knock Sensor (KS) Circuit Low Voltage Bank 1	C	No	Yes
P0328	Knock Sensor (KS) Circuit High Voltage Bank 1	C	No	Yes
P0332	Knock Sensor (KS) Circuit Low Voltage Bank 2	C	No	Yes
P0333	Knock Sensor (KS) Circuit High Voltage Bank 2	C	No	Yes
P0335	Crankshaft Position (CKP) Sensor Circuit	A	Yes	No
P0336		A	Yes	No
P0337	Crankshaft Position (CKP) Sensor Circuit Short On Time	A	Yes	No
P0338	Long duty cycle of crankshaft position (CKP) sensor circuit	A	Yes	No
P0341	Intake Camshaft Position (CMP) Sensor Performance Bank 1	E	Yes	No
P0342	Intake Camshaft Position (CMP) Sensor Circuit Low Bank 1	E	Yes	No
P0343	Intake Camshaft Position (CMP) Sensor Circuit High Bank 1	E	Yes	No
P0346	Intake Camshaft Position (CMP) Sensor Performance Bank 2	E	Yes	No
P0347	Intake Camshaft Position (CMP) Sensor Circuit Low Bank 2	E	Yes	No
P0348	Intake Camshaft Position (CMP) Sensor Circuit High Bank 2	E	Yes	No
P0350	Ignition coil control circuit	E	Yes	No
P0351	Ignition coil control circuit 1	E	Yes	No
P0352	Ignition coil 2 control circuit	E	Yes	No
P0353	Ignition coil control circuit 3	E	Yes	No
P0354	Ignition coil control circuit 4	E	Yes	No
P0355	Ignition coil control circuit 5	E	Yes	No
P0356	Ignition coil control circuit 6	E	Yes	No
P0366	Crankshaft Position (CKP) Sensor Performance	E	Yes	No
P0367	Exhaust Camshaft Position (CMP) Sensor Circuit Low Bank 1	E	Yes	No
P0368	Exhaust Camshaft Position (CMP) Sensor Circuit High Bank 1	E	Yes	No
P0391	Exhaust Camshaft Position (CMP) Sensor Performance Bank 2	E	Yes	No
P0392	Exhaust Camshaft Position (CMP) Sensor Circuit Low Bank 2	E	Yes	No
P0393	Exhaust Camshaft Position (CMP) Sensor Circuit High Bank 2	E	Yes	No
P0420	Poor Bank 1 Catalytic Converter Efficiency	E	Yes	No
P0430	Poor catalytic converter performance, bank 2	E	Yes	No
P0443	EVAP canister purge valve control circuit	E	Yes	No
P0451	Fuel tank pressure (FTP) sensor performance	E	Yes	No
P0452	Fuel Tank Pressure (FTP) Sensor Circuit Low Voltage	E	Yes	No
P0453	Fuel Tank Pressure (FTP) Sensor Circuit High Voltage	E	Yes	No
P0458	EVAP canister purge valve control circuit low voltage	E	Yes	No
P0459	EVAP canister purge valve control circuit high voltage	E	Yes	No
P0460	Fuel Level Sensor Circuit	E	Yes	No
P0461	Performance of fuel level sensor 1	E	Yes	No
P0462	Fuel level sensor 1 low voltage	E	Yes	No
P0463	Fuel level sensor 1 high voltage	E	Yes	No
P0480	Cooling Fan Relay Control Circuit Low Speed	E	Yes	No
P0481	Cooling Fan Relay Control Circuit High Speed	E	Yes	No
P0500	Vehicle Speed Sensor (VSS) Circuit	E	Yes	No
P0506	Low idle speed	E	Yes	No
P0507	High idle speed	E	Yes	No
P0513	Wrong anti-theft key	E	Yes	No
P0521	Engine Oil Pressure Sensor (EOP) Performance	C	No	Yes
P0522	Engine Oil Pressure (EOP) Sensor Circuit Low Voltage	C	No	Yes
P0523	Engine Oil Pressure (EOP) Sensor Circuit High Voltage	C	No	Yes
P0532	Air Conditioning Refrigerant Pressure Sensor Circuit Low Voltage	E	Yes	No
P0533	Air conditioning refrigerant pressure sensor circuit high voltage	E	Yes	No
P0560	System voltage parameters	C	No	Yes
P0562	Low system voltage	C	No	Yes
P0563	High system voltage	C	No	Yes
P0571	Brake switch circuit 1	C	No	Yes
P0601	Read Only Memory (ROM) of the control module	A	Yes	No
P0602	Control module not programmed	A	Yes	No
P0604	Random access memory (RAM) of the control unit	A	Yes	No
P0606	Processor speed in the control module	A	Yes	No
P0615	Starter Relay Control Circuit	E	Yes	No
P0616	Low Voltage Starter Relay Control Circuit	E	Yes	No
P0617	Starter Relay Control Circuit High Voltage	E	Yes	No
P0625	Alternator F-Terminal Circuit Low Voltage	C	No	Yes
P0626	Alternator F-Terminal Circuit High Voltage	C	No	Yes
P0627	Open circuit of the fuel pump control relay	E	Yes	No
P0628	Low voltage in the fuel pump control relay circuit	E	Yes	No
P0629	High voltage in the fuel pump control relay circuit	E	Yes	No
P0633	Anti-theft key not programmed	E	Yes	No
P0638	Desired Throttle Actuator Control (TAC) Mode	A	Yes	No
P0645	A/C Clutch Relay Control Circuit (A/C)	E	Yes	No
P0646	A/C Clutch Relay (A/C) Control Circuit Low Voltage	E	Yes	No
P0647	A/C Clutch Relay (A/C) Control Circuit High Voltage	E	Yes	No
P0650	Malfunction Indicator Lamp (MIL) Control Circuit	E	Yes	No
P0685	Engine Controls, Ignition Relay Control Circuit	E	Yes	No
P0686	Engine Controls, Ignition Relay Control Circuit Low Voltage	E	Yes	No
P0687	Engine Controls, Ignition Relay Control Circuit High Voltage	E	Yes	No
P0688	Engine Controls, Ignition Relay Feedback Circuit	E	Yes	No
P0689	Engine Controls Ignition Relay Feedback Circuit Low Voltage	E	Yes	No
P0690	Engine Control System Ignition Relay Feedback Circuit High Voltage	E	Yes	No
P0691	Cooling Fan Relay 1 Control Circuit Low Voltage	E	Yes	No
P0692	Cooling Fan Relay 1 Control Circuit High Voltage	E	Yes	No
P0693	Cooling Fan Relay 2 Control Circuit Low Voltage	E	Yes	No
P0694	Cooling fan relay 2 control circuit high voltage	E	Yes	No
P0700	The TCM caused the MIL to come on	A	Yes	No
P0704	Clutch Switch Circuit	C	No	Yes
P1011	Intake Camshaft Timing Actuator (CMP) Park Position Bank 1	C	No	Yes
P1012	Exhaust Camshaft Timing Actuator (CMP) Park Position Bank 1	C	No	Yes
P1013	Intake Camshaft Timing Actuator (CMP) Park Position Bank 2	C	No	Yes
P1014	Exhaust Camshaft Timing Actuator (CMP) Park Position Bank 2	C	No	Yes
P1258	Excessive engine coolant temperature - protection mode activated	E	Yes	No
P1551	Throttle stop position not reached during learning	A	Yes	No
P1629	Theft Deterrent Fuel Enable Signal Not Received	E	Yes	No
P1631	Incorrect signal allowing the supply of fuel for anti-theft	C	No	Yes
P1632	Anti-theft fuel inhibit signal received	E	Yes	No
P1648	Incorrect anti-theft security code	E	Yes	No
P1649	Anti-theft security code not programmed	C	No	Yes
P1668	Generator L-contact control circuit	C	No	Yes
P2008	Intake Manifold Reversal Solenoid (IMRC) Control Circuit	E	Yes	No
P2009	Intake Manifold Variation Solenoid (IMRC) Control Circuit Low Voltage	E	Yes	No
P2010	Intake Manifold Variation Solenoid (IMRC) Control Circuit High Voltage	E	Yes	No
P2065	Fuel Level Sensor 2 Circuit	E	Yes	No
P2066	Fuel level sensor 2 performance	E	Yes	No
P2067	Fuel Level Sensor 2 Circuit Low Voltage	E	Yes	No
P2068	Fuel Level Sensor 2 Circuit High Voltage	E	Yes	No
P2076	Intake Manifold Adjustment Valve (IMT) Position Sensor Performance	E	Yes	No
P2077	Intake Manifold Adjustment Valve (IMT) Position Sensor Circuit Low Voltage	E	Yes	No
P2078	Intake Manifold Adjustment Valve (IMT) Position Sensor Circuit High Voltage	E	Yes	No
P2088	Intake Camshaft Timing Actuator Solenoid Control Circuit Low Voltage Bank 1	E	Yes	No
P2089	Intake Camshaft Timing Actuator Solenoid Control Circuit High Voltage Bank 1	E	Yes	No
P2090	Exhaust Camshaft Timing Actuator Solenoid Control Circuit Low Voltage Bank 1	E	Yes	No
P2091	Exhaust Camshaft Timing Actuator Solenoid Control Circuit High Voltage Bank 1	E	Yes	No
P2092	Intake Camshaft Timing Actuator Solenoid Control Circuit Low Voltage Bank 2	E	Yes	No
P2093	Intake Camshaft Timing Actuator Solenoid Control Circuit High Voltage Bank 2	E	Yes	No
P2094	Exhaust Camshaft Timing Actuator Solenoid Control Circuit Low Voltage Bank 2	E	Yes	No
P2095	Exhaust Camshaft Timing Actuator Solenoid Control Circuit High Voltage Bank 2	E	Yes	No
P2096	Post-catalytic converter low limit bank 1	E	Yes	No
P2097	Post-catalytic converter high limit bank 1	E	Yes	No
P2098	Post-catalytic converter low limit bank 2	E	Yes	No
P2099	Post-catalytic converter high limit bank 2	E	Yes	No
P2100	Throttle Actuator Control Circuit (TAC)	A	Yes	No
P2101	Throttle position actuator controller performance	A	Yes	No
P2105	Throttle Actuator Control (TAC) - Forced Engine Shutdown	A	Yes	No
P2107	Throttle Actuator Controller (TAC) Internal Circuit	C	No	Yes
P2111	Throttle Actuator Control (TAC) - Throttle stuck open	A	Yes	No
P2119	Throttle valve performance in closed position	A	Yes	No
P2122	Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage	A	Yes	No
P2123	Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage	A	Yes	No
P2127	Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage	A	Yes	No
P2128	Accelerator Pedal Position (APP) Sensor 2 Circuit High Voltage	A	Yes	No
P2138	Accelerator Pedal Position Sensors 1-2 Correlation (APP)	A	Yes	No
P2176	Minimum throttle position not defined	A	Yes	No
P2177	Fuel Trim System Lean in Maintain or Accelerate Bank 1	E	Yes	No
P2178	Fuel Trim System Rich in Maintain or Accelerate Bank 1	E	Yes	No
P2179	Fuel Trim System Lean in Maintain or Accelerate Bank 2	E	Yes	No
P2180	Fuel Trim System Rich in Maintain or Accelerate Bank 2	E	Yes	No
P2187	Fuel Trim System, Idle Lean, Bank 1	E	Yes	No
P2188	Fuel Trim System Idle Rich Bank 1	E	Yes	No
P2189	Fuel Trim System, Idle Lean, Bank 2	E	Yes	No
P2190	Fuel Trim System Idle Rich Bank 2	E	Yes	No
P2195	Oxygen Sensor Signal (HO2S) Lean Deviation Bank 1 Sensor 1	E	Yes	No
P2196	Oxygen Sensor (HO2S) Signal Rich Deviation Bank 1 Sensor 1	E	Yes	No
P2197	Oxygen Sensor Signal (HO2S) Lean Deviation Bank 2 Sensor 1	E	Yes	No
P2198	Oxygen Sensor (HO2S) Rich Deviation Bank 2 Sensor 1	E	Yes	No
P2227	Barometric pressure sensor (BARO) performance	E	Yes	No
P2228	Barometric Pressure (BARO) Sensor Circuit Low Voltage	E	Yes	No
P2229	Barometric Pressure (BARO) Sensor Circuit High Voltage	E	Yes	No
P2231	Oxygen Sensor (HO2S) Signal Circuit Short to Heater Circuit Bank 1 Sensor 1	E	Yes	No
P2232	Oxygen Sensor (HO2S) Signal Circuit Short to Heater Circuit Bank 1 Sensor 2	E	Yes	No
P2234	Oxygen Sensor (HO2S) Signal Circuit Short to Heater Circuit Bank 2 Sensor 1	E	Yes	No
P2235	Oxygen Sensor (HO2S) Signal Circuit Short to Heater Circuit Bank 2 Sensor 2	E	Yes	No
P2237	HO2S Pump Current Control Circuit Bank 1 Sensor 1	E	Yes	No
P2238	HO2S Pump Current Control Circuit Bank 1 Sensor 1 Low Voltage	E	Yes	No
P2239	HO2S Pump Current Control Circuit Bank 1 Sensor 1 High Voltage	E	Yes	No
P2240	HO2S Pump Current Control Circuit Bank 2 Sensor 1	E	Yes	No
P2241	HO2S Pump Current Control Circuit Bank 2 Sensor 1 Low Voltage	E	Yes	No
P2242	HO2S Pump Current Control Circuit Bank 2 Sensor 1 High Voltage	E	Yes	No
P2243	Oxygen Sensor (HO2S) Voltage Reference Circuit Bank 1 Sensor 1	E	Yes	No
P2247	Oxygen Sensor (HO2S) Voltage Reference Circuit Bank 2 Sensor 1	E	Yes	No
P2251	Oxygen Sensor (HO2S) Low Reference Circuit Bank 1 Sensor 1	E	Yes	No
P2254	Oxygen Sensor (HO2S) Low Reference Circuit Bank 2 Sensor 1	E	Yes	No
P2270	Oxygen Sensor Signal (HO2S) Lean Stuck Bank 1 Sensor 2	E	Yes	No
P2271	Oxygen Sensor Signal (HO2S) Rich Hang Bank 1 Sensor 2	E	Yes	No
P2272	Oxygen Sensor Signal (HO2S) Lean Stuck Bank 2 Sensor 2	E	Yes	No
P2273	Oxygen Sensor Signal (HO2S) Rich Hang Bank 2 Sensor 2	E	Yes	No
P2297	HO2S Performance During Engine Brake Fuel Shut Off Bank 1 Sensor 1	E	Yes	No
P2298	HO2S Performance During Engine Brake Fuel Shut Off Bank 2 Sensor 1	E	Yes	No
P2300	Ignition coil 1 control circuit low voltage	E	Yes	No
P2301	Ignition coil 1 control circuit high voltage	E	Yes	No
P2303	Ignition coil 2 control circuit low voltage	E	Yes	No
P2304	Ignition coil 2 control circuit high voltage	E	Yes	No
P2306	Ignition coil 3 control circuit low voltage	E	Yes	No
P2307	Ignition coil 3 control circuit high voltage	E	Yes	No
P2309	Ignition coil 4 control circuit low voltage	E	Yes	No
P2310	Ignition coil 4 control circuit high voltage	E	Yes	No
P2312	Ignition coil 5 control circuit low voltage	E	Yes	No
P2313	Ignition coil 5 control circuit high voltage	E	Yes	No
P2315	Ignition Coil 6 Control Circuit Low Voltage	E	Yes	No
P2316	Ignition Coil 6 Control Circuit High Voltage	E	Yes	No
P2500	Alternator L-Terminal Circuit Low Voltage	C	No	Yes
P2501	Alternator L-Terminal Circuit High Voltage	C	No	Yes
P2626	HO2S Pump Current Limit Circuit Bank 1 Sensor 1	E	Yes	No
P2627	HO2S Pump Current Limiting Circuit Bank 1 Sensor 1 Low Voltage	E	Yes	No
P2628	Oxygen Sensor (HO2S) Pumping Current Limit Circuit Bank 1 Sensor 1 High Voltage	E	Yes	No
P2629	HO2S Pump Current Limit Circuit Bank 2 Sensor 1	E	Yes	No
P2630	Oxygen Sensor (HO2S) Pump Current Limiting Circuit Bank 2 Sensor 1 Low Voltage	E	Yes	No
P2631	HO2S Pump Current Limit Circuit Bank 2 Sensor 1 High Voltage	E	Yes	No
U0001	High speed CAN data bus	C	No	Yes
U0101	Lost Communication with TCM	C	No	Yes
U0121	Lost Communication With Anti-Lock Braking System (ABS) Controller	C	No	Yes
U0422	Invalid data received from BCM	C	No	Yes

Diagnostic Trouble Code (DTC) P0008 or P0009
DTC Description

DTC P0008: Bank 1 Engine Position System Performance

DTC P0009: Bank 2 Engine Position System Performance

Description of circuits / systems

The Engine Control Module (ECM) checks for mismatch between the positions of both camshafts in the same bank of cylinders and the crankshaft. Mismatch is possible either at the guide sprocket of each of the rows of cylinders, or at the crankshaft. Having determined the position of both camshafts of the engine cylinder bank, the ECM compares the obtained values with the control ones. The ECM will set a DTC if both determined values for one engine bank exceed the calibrated threshold in the same direction.

Conditions for Running the DTC

1. DTCs P0010, P0011, P0013, P0014, P0020, P0021, P0023, P0024, P0341, P0342, P0343, P0346, P0347, P0348, P0366, P0367, P0368, P0391, P039 2, P0393, P2088, P2089, P2090 , P2091, P2092, P2093, P2094 and P2095 are not installed.

2. The engine is running.

3. The ECM has determined the camshaft positions.

4. DTCs P0008 and P0009 are set continuously if the above conditions are met.

The ECM determines that the position of both camshafts of any engine bank is out of alignment with the position of the crankshaft for more than 4 seconds.

Action Taken When the DTC Sets

DTCs P0008 and P0009 are type E.
Diagnostic Information

1. Inspect the engine for recent engine mechanical repairs. An improperly installed camshaft drive secondary circuit can cause this DTC to appear.

2. One faulty camshaft control actuator or its valve cannot cause this DTC to appear. This diagnostic algorithm is designed to detect a mismatch between the primary intermediate sprocket and the secondary camshaft drive circuit, or a mismatch between the primary intermediate sprocket and the crankshaft. Any of these conditions can cause the cams of both shafts of the same cylinder bank to be out of phase by the same number of degrees.

Circuit/System Testing

1. Clear DTCs with a scan tool.

2. Allow the engine to warm up to normal operating temperature.

3. Let the engine idle for 10 minutes or until the DTC sets. Use a scan tool to get information about trouble codes; DTCs P0008 and P0009 should not set.

Circuit / system test

1. Inspect the camshaft drive chains for wear or misalignment.
If a malfunction is detected in the camshaft drive circuits or tensioners, refer to the "Camshaft Drive Circuit Components" section, Part 1C2, "HFV6 3.2 L Engine Mechanical."

2. Check if the pulse sensor is correctly installed on the crankshaft.
If a malfunction is found related to the crankshaft, refer to Crankshaft and Main Bearings, Part 1C2, HFV6 3.2 L Engine Mechanical.

Diagnostic Trouble Codes (DTCs) P0010, P0013, P0020, P0023, P2088, P2089, P2090, P2091, P2092, P2093, P2094 or P2095
DTC Description
DTC P0010: Intake Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Bank 1
DTC P0013: Bank 1 Exhaust Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit
DTC P0020: Intake Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Bank 2
DTC P0023: Exhaust Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Bank 2
DTC P2088: Intake Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Low Voltage
DTC P2089: Intake Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit High Voltage
DTC P2090: Exhaust Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Low Voltage
DTC P2091: Exhaust Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit High Voltage
DTC P2092: Intake Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Low Voltage
DTC P2093: Intake Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit High Voltage
DTC P2094: Exhaust Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit Low Voltage
DTC P2095: Exhaust Camshaft Timing Control (CMP) Actuator Solenoid Control Circuit High Voltage

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Description of circuits / systems

The ignition voltage is supplied directly to the camshaft control valve. The ECM controls the operation of the valve by grounding the control circuit using a solid state device, the so-called. drivers. The device is equipped with a feedback circuit that increases the voltage. The ECM can detect an open control circuit, a short to ground, or a short to voltage by monitoring the feedback voltage.

Conditions for Running the DTC

1. Engine speed is above 80 rpm.

3. The ECM has commanded the camshaft timing actuator solenoid on and off at least once during an ignition cycle.

4. DTCs P0010, P0013, P0020, P0023, P2088, P2089, P2090, P2091, P2092, P2093, P2094 and P2095 are set continuously when the above conditions are met for more than 1 second.

Conditions for setting the DTC.
P0010, P0013, P0020, P0023
The ECM detected an open in the CMP actuator solenoid circuit for more than 4 seconds when commanding the solenoid off.
P2088, P2090, P2092, P2094
The ECM detected a short to ground on the CMP Actuator Solenoid circuit for more than 4 seconds when commanding the solenoid off.
P2089, P2091, P2093, P2095
The ECM detected a short to voltage on the CMP actuator solenoid circuit for more than 4 seconds when commanded to turn on the solenoid.

1. The ECM detected an open, short to ground, or short to voltage (B+) in the CMP actuator solenoid circuit when commanding the solenoid off.

2. The condition is met for more than 4 seconds.

Action Taken When the DTC Sets

Conditions for Clearing the DTC

DTCs P0010, P0013, P0020, P0023, P2088, P2089, P2090, P2091, P2092, P2093, P2094, and P2095 are type E.

Circuit/System Testing

1. Warm up the engine to normal operating temperature, raise the speed to 2000 rpm for 10 seconds. DTCs P0010, P0013, P0020, P0023, P2088, P2089, P2090, P2091, P2092, P2093, P2094 and P2095 must not be set.

2. If the vehicle has successfully passed the circuit/system test, then the conditions required for the diagnosis should be provided. It is also possible to provide the conditions recorded in the status/fault log data records.

Circuit / system test

If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If no faults are found during circuit testing and there is an open ignition circuit fuse, then all components connected to the ignition circuit should be checked and, if necessary, replaced.

3. Turn off the ignition, connect a test lamp between the contact of the control circuit and the supply voltage (B+).

If the test lamp stays on, test the control circuit for a short to ground. If the circuit is normal, replace the ECM.
If the test lamp does not illuminate, test the control circuit for a short to voltage or an open/high resistance. If no fault is found during the circuit test, replace the ECM.

5. Ignition on, test for 2.0-3.0 volts between the control circuit terminal and a good ground.
If voltage is not within the specified range, replace the ECM.

1.
Component testing

1. Measure the resistance between the contacts of the camshaft timing control valve, which should be 7-12 ohms.

Diagnostic Trouble Codes (DTCs) P0011, P0014, P0021, or P0024

DTC Description

DTC P0011: Intake Camshaft Position (CMP) System Performance Bank 1
DTC P0014: Bank 1 Exhaust Camshaft Position (CMP) System Performance
DTC P0021: Bank 2 Intake Camshaft Position (CMP) System Performance
DTC P0024: Bank 2 Exhaust Camshaft Position (CMP) System Performance

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Description of circuits / systems

Conditions for Running the DTC

1. Tests P0010, P0013, P0020, P0023, P0341, P0342, P0343, P0346, P0347, P0348, P0366, P0367, P0368 must pass before the ECM reports DTCs P0011, P0014, P0021, or P0024 , P0391, P0392, P0393, P2088, P2089, P2090, P2091, P2092, P2093, P2094 and P2095.

2. DTCs P0016, P0017, P0018, P0019, P0335, P0336 and P0338 do not set.

3. Engine speed above 500 rpm.

4. The engine must be accelerated so that the variable valve timing drive system is commanded to move from the park position to the desired phase position. This process is a camshaft control cycle. There should be 4-10 cycles of camshaft control in total with a duration of being in the phase shift position for at least 2.5 seconds in each cycle.

5. Engine runs for approximately 1.8 seconds.

6. DTCs P0011, P0014, P0021 and P0024 are set continuously if the above conditions are met for more than 1 second.

Conditions for setting the DTC.

1. The ECM detects a difference between the desired and actual camshaft angle that is greater than 5 degrees.

1. The ECM detects a difference between the actual and fixed camshaft angle that is greater than 1 degree. This condition persists for more than 4 seconds.

Action Taken When the DTC Sets

Conditions for Clearing the DTC

DTCs P0011, P0014, P0021, and P0024 are type E.

Diagnostic Information

1. The condition of the engine oil has a decisive effect on the operation of the camshaft timing control drive system.

2. This DTC may be set due to low oil level. The engine may require an oil change. You can also check the Engine Oil Life parameter with a scan tool.

3. Inspect the engine for recent mechanical repairs to the engine. Improper installation of the camshaft, camshaft timing actuator, or camshaft drive circuit can cause this DTC to appear.

Circuit/System Testing

Important: The engine oil level and pressure are critical to the correct operation of the camshaft timing drive system. Before proceeding with this diagnosis, it is necessary to ensure that the required oil level and pressure are present.

1. Ignition on, obtain DTC information with a scan tool. Verify that none of the following DTCs are set. DTC P0016, P0017, P0018, P0019, P0335, P0336, P0338, P0341, P0342, P0343, P0346, P0347, P0348, P0366, P0367, P0368, P0391, P0392, P0393, P0521, P0522 or P0523.

If any of the listed DTCs is set, refer to the appropriate code information for further diagnosis.

2. The engine is idling. Command the suspected camshaft actuator to move from 0 to 40 degrees and back to zero while observing the appropriate CMP angle deviation parameters with a scan tool. The deviation of the CMP angle must be within 2 degrees for each position as instructed.

Circuit / system test

1. Ignition OFF, disconnect the harness connector from the appropriate camshaft timing actuator valve.

2. Ignition on, verify that a test lamp is off between the ignition circuit terminal and a good ground.

Important: The ignition circuit supplies voltage to other components. It is necessary to ensure that all circuits are checked for a short to ground and all components that enter the ignition circuit are checked for a short.

3. Turn off the ignition, connect a test lamp between contact 2 of the control circuit and B +.

4. Ignition on, use a scan tool to command the valve timing control valve "on." and "off" The control lamp should light up and go out in accordance with the given commands.

If the test lamp stays on, test the control circuit for a short to ground. If the circuit is normal, replace the ECM.

If the test lamp does not illuminate, test the control circuit for a short to voltage or an open/high resistance. If no fault is found during the circuit test, replace the ECM.

5. Remove the camshaft camshaft control valve. Inspect the camshaft camshaft control valve and installation location and check for the following faults:

- Torn, clogged, improperly installed or missing camshaft camshaft control valve strainers.
- Leaks of engine oil at the seating surfaces of the seals of the valve for controlling the valve timing of the camshafts. Make sure that there are no scratches on the seating surfaces of the camshaft timing actuator valve.
- Oil leakage at the camshaft camshaft control valve connector.

If a malfunction is found, replace the camshaft camshaft control valve.

6. If no fault is found when testing all circuits / connections, then check or replace the camshaft camshaft control valve.

Component testing

1. Test for a resistance of 7-12 ohms between the contacts of the camshaft timing control valve.
If the resistance is not within the specified range, replace the camshaft timing control valve

2. Check the resistance between each of the contacts and the camshaft camshaft control valve body. The resistance must be infinite.
If less resistance, replace the camshaft camshaft control valve.

Diagnostic Trouble Codes (DTCs) P0016, P0017, P0018, or P0019

DTC Description

DTC P0016: Crankshaft Position (CKP) Correspondence to Intake Camshaft Position (CMP) Bank 1
DTC P0017: Bank 1 Crankshaft Position (CKP) Correspondence to Exhaust Camshaft Position (CMP)
DTC P0018: Crankshaft Position (CKP) Correspondence to Intake Camshaft Position (CMP) Bank 2
DTC P0019: Crankshaft Position (CKP) Correspondence to Exhaust Camshaft Position (CMP) Bank 2

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Description of circuits / systems

The variable valve timing actuator system allows the ECM to change the valve timing of the camshafts while the engine is running. The camshaft timing actuator valve signal from the ECM is a pulse width signal. The controller manages the actuator valve cycle by adjusting the duration of the valve on. The valve timing actuator controls the increase or decrease in phase for each camshaft. The valve timing actuator controls the flow of oil that supplies pressure to increase or decrease the phases of the camshafts.
The ignition voltage is supplied directly to the camshaft control valve. The ECM controls the operation of the valve by grounding the control circuit using a solid state device, the so-called. drivers. The ECM compares the position (rotation angle) of the camshaft with the position of the crankshaft.

Conditions for Running the DTC

1. Before the ECM can set DTCs P0016, P0017, P0018, or P0019, DTCs P0010, P0011, P0013, P0014, P0020, P0021, P0023, P0024, P0335, P0336, P0338, P0341, P0342, P0343, P0346, P0347, P0348, P0366, P0367, P0368, P0391, P0392, P0393, P2088, P2089, P2090, P2091, P2092, P2093, P2094 and P2 095.

2. Engine running for more than 5 seconds.

3. Engine coolant temperature within 0-95°C (32-203°F).

4. The calculated engine oil temperature is below 120°C (248°F).

5. DTCs P0016, P0017, P0018 and P0019 are set continuously if the above conditions are met for approximately 10 minutes.

Conditions for setting the DTC.

1. The ECM detects one of the following faults:

The ECM detects a misalignment between the camshaft and crankshaft positions.

The camshaft is too far ahead of the crankshaft.

The camshaft is too far behind the crankshaft.

2. The ECM detects a difference between the actual and fixed camshaft angle that is greater than 1 degree.

3. This condition persists for more than 4 seconds.

Action Taken When the DTC Sets

Conditions for Clearing the DTC

DTCs P0016, P0017, P0018, and P0019 are type E.

Diagnostic Information

1. Inspect the engine for recent engine mechanical repairs. This DTC can be caused by improper installation of the camshaft, camshaft actuator, camshaft sensor, crankshaft sensor, or camshaft drive circuit.

2. This fault code may appear if the valve timing actuator is in the position corresponding to the maximum lead or lag.

3. The presence of DTCs P0008 and P0009 together with P0016, P0017, P0018 and P0019 indicates a possible malfunction of the primary camshaft drive circuit and a mismatch between both intermediate sprockets and the crankshaft. It is also possible that the crankshaft pulse sensor is misaligned and does not correspond to the top dead center (TDC) of the crankshaft.

4. By comparing the desired and actual camshaft angle values with a scan tool before issuing a DTC, it can be determined whether the malfunction is related to one camshaft, one bank of cylinders, or is caused by a violation of the primary synchronization with the crankshaft.

Circuit / system test

1. Ignition on, obtain DTC information with a scan tool. Verify that none of the following DTCs are set. DTC P0010, P0013, P0020, P0023, P0335, P0336, P0338, P0341, P0342, P0343, P0346, P0347, P0348, P0366, P0367, P0368, P0391, P0392, P0393, P2088, P2089, P2090, P2091, P2092, P2093 , P2094 or P2095.
If any of the listed DTCs is set, refer to the appropriate code information for further diagnosis.

2. Let the engine idle at normal operating temperature for 10 minutes. DTCs P0016, P0017, P0018 or P0019 must not be set.

If DTCs are set, check the following:

Correct installation of camshaft sensors.
-Correct installation of the crankshaft sensor.
- Condition of the camshaft drive chain tensioner.
- Incorrectly installed camshaft drive chain.
- Excessive free play of the camshaft drive chain.
- The camshaft drive chain is skipping teeth.
- The crankshaft pulse sensor is offset from the top dead center of the crankshaft.

3. If the vehicle has successfully passed the circuit/system test, then the conditions required for the diagnosis should be provided. It is also possible to provide the conditions recorded in the status/fault log data records.

Diagnostic Trouble Codes (DTCs) P0030, P0031, P0032, P0036, P0037, P0038, P0050, P0051, P0052, P0056, P0057 or P0058
DTC Description

DTC P0030: HO2S Heater Control Circuit Bank 1 Sensor 1
DTC P0031: HO2S Heater Control Circuit Bank 1 Sensor 1 Low Voltage
DTC P0032: HO2S Heater Control Circuit Bank 1 Sensor 1 High Voltage
DTC P0036: HO2S Heater Control Circuit Bank 1 Sensor 2
DTC P0037: HO2S Heater Control Circuit Low Voltage Bank 1 Sensor 2
DTC P0038: HO2S Heater Control Circuit Bank 1 Sensor 2 High Voltage
DTC P0050: HO2S Heater Control Circuit Bank 2 Sensor 1
DTC P0051: HO2S Heater Control Circuit Bank 2 Sensor 1 Low Voltage
DTC P0052: HO2S Heater Control Circuit Bank 2 Sensor 1 High Voltage
DTC P0056: HO2S Heater Control Circuit Bank 2 Sensor 2
DTC P0057: HO2S Heater Control Circuit Bank 2 Sensor 2 Low Voltage
DTC P0058: HO2S Heater Control Circuit Bank 2 Sensor 2 High Voltage

Perform a Diagnostic System Check before using this diagnostic procedure.

Chain				Signal parameters
Ignition voltage	P0030, P0036, P0050, P0056	P0030, P0036, P0050, P0056	-	P0135, P0141, P0155, P0161
HO2S Heater Control Circuit Sensor 1	P0031, P0051	P0030, P0050	P0032, P0052	P0135, P0141, P0155, P0161
HO2S Heater Control Circuit Sensor 2	P0037, P0057	P0036, P0056	P0038, P0058	P0135, P0141, P0155, P0161

Circuit Description

1. Signal circuit

2. Low reference circuit

3. Ignition voltage circuit

4. Heater control circuit

Conditions for Running the DTC
P0030, P0031, P0032, P0050, P0051, P0052

4. DTCs are issued continuously if the above conditions are met for 1 second.
P0036, P0037, P0038, P0056, P0057, P0058

1. Ignition voltage within 10.5-18V.
2. Engine speed is above 80 rpm.
3. The oxygen sensor (HO2S) heater is commanded on and off at least once per ignition cycle.
4. The control oxygen sensor (HO2S) is at operating temperature.
5. DTCs are issued continuously if the above conditions are met for 1 second.

Conditions for Setting the DTC

P0030, P0036, P0050, and P0056 The ECM detects an open in the oxygen sensor (HO2S) heater circuits when the heater is commanded to turn off. The condition is met for more than 4 seconds.
P0031, P0037, P0051, and P0057 The ECM detects a short to ground on the oxygen sensor (HO2S) heater circuits when the heater is commanded to turn off. The condition is met for more than 4 seconds.
P0032, P0038, P0052, and P0058 The ECM detects a short to voltage on the oxygen sensor (HO2S) heater circuits when the heater is commanded on. The condition is met for more than 4 seconds.

Action Taken When the DTC Sets

DTCs P0030, P0031, P0032, P0036, P0037, P0038, P0050, P0051, P0052, P0056, P0057 and P0058 are type E.

Diagnostic Information

1. If the fault is intermittent, move the related harnesses and connectors while the engine is running while monitoring the circuit condition of the affected component with a scan tool. The circuit status parameter changes from OK (Good) or Indeterminate (Not defined) to Fault (Faulty) if this condition is associated with the circuit or connector. The control module (ODM) information is in the module data list.

2. An open in the control oxygen sensor heater circuit fuse may be connected to a heating element in one of the sensors. This fault may not be present until the sensor has been operated for some time. If there is no fault in the heater circuit, then use a digital multimeter to check the current in each of the heaters to determine if the open in the fuse is caused by the heating element of one of the heaters. Check if the probe lead or harness is in contact with the exhaust system components.

Circuit/System Testing

The engine is idling at operating temperature for at least 30 seconds. Get information about the DTC. DTCs P0030, P0031, P0032, P0036, P0037, P0038, P0050, P0051, P0052, P0056, P0057 and P0058 should not set.

Circuit / system test

1. Ignition OFF, disconnect the harness connector at the appropriate heated oxygen sensor (HO2S).

2. Ignition on, verify that the test lamp illuminates between the ignition circuit terminal and a good ground.
Important: The ignition circuit supplies voltage to other components. It is necessary to ensure that all circuits are checked for a short to ground and all components that enter the ignition circuit are checked for a short.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If no faults are found during the circuit testing and there is an open ignition circuit fuse, then all components connected to the ignition circuit 1 should be checked and replaced if necessary.
3. Turn off the ignition, connect a test lamp between the contact of the heater control circuit and the "B +" voltage. The control lamp should not light up.
If the test lamp stays on, test the control circuit for a short to ground. If no fault is found during circuit/connection testing, replace the ECM.
Important: The HO2S heater control circuit is connected to a voltage source inside the ECM. Normal for the control circuit is a voltage in the range of 2.0 - 3.0 volts.
4. Turn on the engine at idle and check if the control lamp is on continuously or flashes.
If the test lamp remains off, test the control circuit for a short to live or an open/high resistance. If no fault is found during circuit/connection testing, replace the ECM.
5. Ignition on, test for 2.0 - 3.0 volts between control circuit terminal "D" and ground.
If the voltage is not within the specified range, replace the ECM.
6. If no problem is found when testing all circuits/connections, test or replace the HO2S oxygen sensor.

Component testing

1. Ignition OFF, disconnect the harness connector at the appropriate oxygen sensor (with electric heater) (HO2S).

2. Check the resistance of the oxygen sensor heater, which should be 3-35 ohms.
If the resistance is not within the specified range, replace the oxygen sensor.

Diagnostic Trouble Code (DTC) P0040 or P0041

DTC Description

DTC P0040: HO2S Signals Swapped Banks 1 & 2 Sensor 1
DTC P0041: HO2S Signals Swapped Banks 1 & 2 Sensor 2

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Description of circuits / systems

The heated oxygen sensor (HO2S) heater reduces the time it takes for the sensor to warm up to operating temperature and maintains that temperature during extended periods of idling. When the ignition is turned on, ignition voltage is applied directly to the sensor heater. Initially, when the sensors are cold, the ECM controls the operation of the heater by periodically closing the control circuit to ground. By controlling the rate at which the sensors heat up, the chances of the sensors being affected by thermal shock, which is possible due to the buildup of condensate on the sensors, are eliminated. After a predetermined period of time has elapsed, the ECM will command the heaters to stay on. After the sensor reaches operating temperature, the ECM may periodically close the control circuit to ground to maintain the desired temperature.
The ECM controls the operation of the heater by grounding the control circuit using a solid-state device, the so-called. drivers. This device is equipped with a feedback circuit that increases the voltage. The ECM can detect an open control circuit, a short to ground, or a short to voltage by monitoring the feedback voltage.

The control oxygen sensor uses the following circuits:

1. Signal circuit
2. Low reference circuit
3. Ignition voltage circuit
4. Heater control circuit

Conditions for Running the DTC

P0040 or P0041

Ignition voltage within 10.5-18 V.
-Engine speed above 80 rpm.
- The oxygen sensor heater (HO2S) is commanded on and off at least once per ignition cycle.
- DTCs are issued continuously if the above conditions are met for 1 second.

Conditions for setting the DTC.

P0040 or P0041
The "Oxygen Sensors (HO2S) Signals Swapped" DTC is set if the ECM detects that the HO2S signal voltages are in the opposite direction as commanded.

Action Taken When the DTC Sets

Conditions for Clearing the DTC/MIL

DTCs P0040 and P0041 are type E.

Diagnostic Information

o 1. If the fault is intermittent, move the relevant harnesses and connectors while the engine is running while monitoring the circuit condition of the affected component with a scan tool. If the circuit status parameter changes from OK or Indeterminate to Fault, there is a problem with the circuit or connector. The control module (ODM) information is in the module data list.
o
o 2. An open in the control oxygen sensor heater circuit fuse may be related to the heater element in one of the sensors. This fault may not be present until the sensor has been operated for some time. If there is no fault in the heater circuit, then use a digital multimeter to check the current in each of the heaters to determine if the open in the fuse is caused by the heating element of one of the heaters. Check if the probe lead or harness is in contact with the exhaust system components.

Diagnostic Trouble Code (DTC) P0053 or P0059
DTC Description

DTC P0053: Oxygen Sensor (HO2S) Heater Resistance Bank 1 Sensor 1
DTC P0041: Oxygen Sensor (HO2S) Heater Resistance Bank 2 Sensor 1

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Description of circuits / systems

Oxygen sensors with electric heater are used for fuel control and post catalytic converter control. Each oxygen sensor compares the oxygen content of the ambient air with the oxygen content of the exhaust. The oxygen sensor must be at operating temperature in order to produce the correct voltage signal. A heating element inside the oxygen sensor (HO2S) shortens the time it takes for the sensor to reach operating temperature. Voltage is supplied to the heater through a fuse through the ignition circuit. When the engine is running, ground is supplied to the heater through the low level oxygen sensor (HO2S) heater circuit, through the low level driver in the controller. The controller issues a command to turn the heater on and off in order to maintain the temperature of the oxygen sensor (HO2S) within a certain range.
The controller determines the temperature by measuring the current flowing through the heater and calculating the resistance. Based on the resistance in the controller, the temperature of the sensor is determined. The sensors use pulse-width modulation (PWM) to control the operation of the heater. The controller calculates the resistance of the heater during a cold start of the engine. This diagnostic procedure is performed only once per ignition cycle. If the controller detects that the calculated heater resistance is outside the expected range, these DTCs are issued.

Conditions for Running the DTC

o 1. DTCs P0112, P0113, P0117, P0118 are not set.
o 2. The engine is running.
o 3. Ignition off for more than 10 hours.
o 4. Engine coolant temperature (ECT) sensor parameter at engine start is between -30°C and +45°C (-22°F and +113°F).
o 5. The difference between the ECT sensor and the intake manifold air temperature (IAT) sensor is less than 8°C (14°F) when the engine is started.
o 6. DTCs P0053 and P0059 are issued once per driving cycle if the above conditions are met.

Conditions for setting the DTC.

P0053 and P0059
The controller detects that the low control circuit of the associated HO2S heater is out of range when the engine is started.

Action Taken When the DTC Sets

DTCs P0053 and P0059 are type A.

Conditions for Clearing the DTC/MIL
DTCs P0053 and P0059 are type A.

Circuit/System Testing

o 1. Warm up the engine to operating temperature. Engine running, observe the HO2S heater parameter with a scan tool. The value should vary from approximately 2 A to just over 1 A.
o
o 2. With the engine running at operating temperature, observe the HO2S heater parameter with a scan tool and wiggle the related wiring and connectors.
o If the parameter changes with this exposure, repair the wiring harness or connector.

Circuit / system test

14. 1. Ignition OFF, disconnect the harness connector from the appropriate HO2S oxygen sensor.
15. 2. Ignition ON, verify that a test lamp illuminates when connected between the "B+" voltage circuit terminal and a good ground.
16. If the test lamp does not illuminate, test the "B+" voltage circuit for a short to ground or an open/high resistance. If the circuits test normal but the "B+" fuse is blown, replace the HO2S.
17. 3. Ignition OFF, verify that the test lamp is off between the low control circuit terminal of the appropriate HO2S and the "B+" voltage circuit.
18. If the test lamp is on, test the low control circuit for a short to ground.
19. 4. Connect a test lamp between the appropriate HO2S heater low control circuit terminal and the "B+" voltage circuit terminal.
20. 5. With the engine running, the warning lamp should be on or flashing.
21. If the test lamp does not illuminate or flash, test the low control circuit for a short to voltage and an open/high resistance. If the circuit is good, replace the controller.
22. Ignition OFF, connect a 30A fused jumper wire between the "B+" circuit terminal and the heater low control circuit on the appropriate HO2S oxygen sensor.
23. 6. With the engine running, use a scan tool to verify that the appropriate HO2S heater setting reads 0.0A.
24. If the scan tool does not read 0.0 amps, test the heater B+ circuit and the low control circuit for resistance greater than 3 ohms. If the circuit is good, replace the controller.
25. 7. If all circuits test normal, replace the appropriate HO2S sensor.

Diagnostic Trouble Code (DTC) P0068
DTC Description
DTC P0068: Throttle Air Flow Parameters

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Description of circuits / systems

The Engine Control Module (ECM) uses the following information to calculate the expected air flow rate:
o Throttle position sensor (TP).
o Intake air temperature (IAT).
o Engine RPM.

Conditions for Running the DTC

o DTCs P2101 or P2119 are not set.
o The engine is running.
o DTC P0068 is set continuously when the above conditions are met.

Conditions for setting the DTC.

The ECM detects that the throttle position and indicated engine load do not match the expected load and throttle position for less than 1 second.

Action Taken When the DTC Sets

Conditions for Clearing the DTC/MIL

DTC P0068 is type A.

Circuit / system test

32. 1. Check the following:
 No cracks, kinks, and secure vacuum hose connections as shown on the Vehicle Emissions Control Label.
 Carefully check the hoses for leaks and blockages.
 Air leakage at the throttle body mounting area and intake manifold sealing surfaces.

33. 2. Check the throttle body for the following faults:
 Loose or damaged throttle body.
 Broken throttle shaft.
 Any damage to the throttle body.
 If any of these conditions exist, replace the throttle body assembly.

34. 3. Connect the scan tool and wait until the engine reaches operating temperature. Observe MAF sensor parameters.
35.
36. 4. Create a protocol with a list of engine data by following the steps below.
 Start the engine at idle speed.
 Slowly increase engine speed to 3000 rpm, then return to idle.
 Complete the protocol and view the data.
 View MAF/TP sensor parameters frame by frame. The MAF/TP sensor parameters should fluctuate smoothly and continuously as the engine speed increases and returns to idle.

If the MAF/TP sensor parameters do not change continuously and smoothly as the engine speed increases and returns to idle, locate the defective sensor and replace it.

Diagnostic Trouble Codes (DTCs) P0100, P0102, or P0103
DTC Description
DTC P0100: Mass Air Flow (MAF) Sensor Circuit
DTC P0102: Mass Air Flow (MAF) Sensor Circuit Low
DTC P0103: Mass Air Flow (MAF) Sensor Circuit High

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Chain	short circuit to ground	high resistance	Gap	Short to live wire	Signal parameters
Ignition voltage 1	P0102	P0101	P0100	-	P0101
MAF sensor signal	P0102	P0101	P0103	P0103	P0101
Low reference voltage	-	P0101, P0103	P0103	-	P0101

Description of circuits / systems

Conditions for Running the DTC

P0100
-The engine is running.
-Ignition 1 voltage is greater than 10.5V.
- DTC P0100 is set continuously if the above conditions are met for more than 1 second.
P0102 or P0103
- Before the ECM can set fault codes P0102 or P0103, no faults corresponding to codes P0121, P0122, P0123, P0221, P0222, P0223, P0336 and P0338 must be detected.
-The engine is running.
- Engine speed exceeds 320 rpm.
-Ignition 1 voltage is greater than 7.5V.
- DTCs P0102 and P0103 are set continuously if the above conditions are met for less than 1 second.

Conditions for setting the DTC.

P0100
- The ECM detects that the MAF sensor signal is outside the specified range of the calculated mass air flow values.

P0102
- The ECM detects that the MAF sensor signal is less than -11.7 grams per second.

P0103
- The ECM detects that the MAF sensor signal is greater than 294 grams per second.
-This condition persists for more than 4 seconds.

Action Taken When the DTC Sets

Conditions for Clearing the DTC

DTCs P0100, P0102 and P0103 are type E.

Diagnostic Information

- Any solenoids
- Any relays
- Any motors
2. Accelerating from a standstill at wide open throttle (WOT) should cause the MAF sensor reading on the scan tool to rapidly increase. This increase should go from 3-10g/s at idle to 150g/s or more during the 1-2 shift. If no increase is observed, then it is necessary to check whether there are any obstructions to the movement of air in the intake or exhaust system.
3. Check whether the sensitive elements of the MAF sensor are dirty and whether there is water penetration into them. If the sensor is dirty, clean it. If it is not possible to clean the sensor, then replace it.
4. High resistance may result in poor engine performance before the DTC sets.

Circuit/System Testing

34. 1. Let the engine idle for 1 minute, use a scan tool to obtain information on diagnostic trouble codes. Codes P0100, P0102 and P0103 must not be set.
35.
36. 2. If the vehicle has successfully passed the circuit / system test, then the conditions required for the diagnosis should be provided. It is also possible to provide the conditions recorded in the status/fault log data records.

Circuit / system test

37. 1. Turn off the ignition, disconnect the harness connector from the MAF sensor.

2. Turn on the ignition, make sure that the test lamp connected between the ignition circuit terminal and ground is off.
If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance.
If no faults are found during circuit testing and there is an open ignition circuit fuse, then all components connected to the ignition circuit should be checked and, if necessary, replaced.
3. Check that the control lamp is on, connected between the voltage "B +" and the contact of the ground circuit.
If the test lamp does not illuminate, repair the open/high resistance in the ground circuit.
4. 4. Using a scan tool, check if the MAF sensor voltage is greater than 4.8 volts.
4. If the voltage is less than the specified voltage, test the signal circuit for a short to ground. If no fault is found during circuit/connection testing, replace the ECM.
5. 5. Connect a jumper with a 3 A fuse between the signal circuit terminal and the ground circuit terminal. Verify the MAF sensor voltage is less than 0.10 V with a scan tool.
5. If greater than the specified voltage, test the signal circuit for a short to live or an open/high resistance. If no fault is found during circuit/connection testing, replace the ECM.
6. 6. If no fault is found when testing all circuits/connections, replace the MAF sensor.

Diagnostic Trouble Code (DTC) P0101
DTC Description

DTC P0101: Mass Air Flow (MAF) Sensor Circuit Performance

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Chain	short circuit to ground	high resistance	Gap	Short to live wire	Signal parameters
Ignition voltage 1	P0102	P0101	P0100	-	P0101
MAF sensor signal	P0102	P0101	P0103	P0103	P0101
Low reference voltage	-	P0101, P0103	P0103	-	P0101

Description of circuits / systems

The mass air flow (MAF) sensor is located in the intake duct. The MAF sensor is an air flow meter that measures the amount of air entering the engine. The MAF sensor uses a heated film that is cooled by air flowing into the engine. Cooling is proportional to the air flow. With an increase in air flow, the current required to maintain a constant temperature of the heated film increases. The ECM uses the MAF sensor to provide the required fuel supply in all engine operating modes.

Conditions for Running the DTC
- Tests P0100, P0102, P0103, P0121, P0122, P0123, P0221, P0222, P0223, P0335, P0336, and P0338 must pass before the ECM reports DTC P0101.
- DTC P2176 does not set.
-Engine speed above 320 rpm.
- MAF sensor signal shows more than 11 g/s.
- Ignition voltage is greater than 10.5 volts.
- The ECM detects more than 150 crankshaft revolutions.
- DTC P0101 is set continuously if the above conditions are met for more than 2 seconds.

Conditions for setting the DTC.

The ECM detects that the MAF sensor signal is out of range for the calculated mass air flow.
-This condition persists for 4 seconds.

Action Taken When the DTC Sets

Conditions for Clearing the DTC

DTC P0101 is type E.

Diagnostic Information

1. Inspect the MAF sensor harness and check if it is located too close to the following components:
- Wiring or secondary windings of ignition coils
- Any solenoids
- Any relays
- Any motors
- Dirty or worn air filter element.
-Water entering the intake system.
- Vacuum leak.
-Leak in the brake booster.
- Malfunction in the crankcase ventilation system.
Clogged or damaged air duct.

2. Accelerating from a standstill at wide open throttle (WOT) should cause the MAF sensor reading on the scan tool to rapidly increase. This increase should go from 3-10g/s at idle to 150g/s or more during the 1-2 shift. If no increase is observed, then it is necessary to check whether there are any obstructions to the movement of air in the intake or exhaust system.

3. Check whether the sensitive elements of the MAF sensor are dirty and whether there is water penetration into them. If the sensor is dirty, clean it. If it is not possible to clean the sensor, then replace it.

4. High resistance may result in poor engine performance before the DTC sets.

Circuit/System Testing

25. 1. Let the engine idle for 1 minute, use a scan tool to obtain information on diagnostic trouble codes. Code P0101 should not be set.
26.
27. 2. If the vehicle has successfully passed the circuit/system test, then the conditions required for the diagnosis should be provided. It is also possible to provide the conditions recorded in the status/fault log data records.

Circuit / system test

28. 1. Check the following:
29.
-Vacuum leak in the engine
-Air leak in intake duct between Mass Air Flow (MAF) sensor and throttle body
-Clogged or damaged intake duct
- An object is blocking the air intake of the MAF sensor
- Clogged air filter element.
-Clogged throttle body or soot around the throttle body
- Engine oil dipstick not installed
-Loose or missing engine oil filler cap
-Crankcase overflow
- If any of the above faults is found, it should be eliminated.

30. 2. Turn off the ignition, disconnect the harness connector from the MAF sensor.

Note: DO NOT use the low test circuit at the component harness connector for this test. Damage to this control unit can lead to an increase in current.

3. Turn on the ignition, make sure that the test lamp is not lit, connected between the ignition circuit terminal and ground.
-If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance. If no faults are found during circuit testing and there is an open ignition circuit fuse, then all components connected to the ignition circuit should be checked and, if necessary, replaced.
4. Check that the control lamp is on, connected between the voltage "B +" and the contact of the ground circuit.
-If the test lamp does not illuminate, repair the open/high resistance in the ground circuit.
5. Using a scan tool, check for MAF sensor voltage greater than 4.8 volts.
- If the voltage is less than the specified voltage, test the signal circuit for a short to ground. If no fault is found during circuit/connection testing, replace the ECM.
6. Connect a jumper with a 3 A fuse between the signal circuit terminal and the ground circuit terminal. Verify the MAF sensor voltage is less than 0.10 V with a scan tool.
-If greater than the specified voltage, test the signal circuit for a short to live or an open/high resistance. If no fault is found during circuit/connection testing, replace the ECM.
7. If no fault is found when testing all circuits/connections, replace the MAF sensor.

Diagnostic Trouble Codes (DTCs) P0111, P0112, or P0113

DTC Description

DTC P0111: Intake Air Sensor (IAT) Circuit Performance
DTC P0112: Intake Air (IAT) Sensor Circuit Low Voltage
DTC P0113: Intake Air (IAT) Sensor Circuit High Voltage

Fault diagnostic information

Perform a Diagnostic System Check before using this diagnostic procedure.

Chain	short circuit to ground	Open / high resistance	Short to live wire	Signal parameters
IAT sensor signal	P0112	P0111, P0113	P0113?	P0111
Low reference voltage	-	P0111, P0113	P0113?	P0111
¹ The ECM or sensor may suffer internal damage if the circuit is shorted to B+.

Circuit Description

The intake air temperature (IAT) sensor is an integral part of the mass air flow (MAF) sensor. The IAT sensor is a variable resistor that measures intake air temperature. The ECM applies 5 volts to the IAT signal circuit and connects the low reference circuit to ground.

Conditions for Running the DTC

P0111 at idle:

ECT temperature above 75°C (167°F).
Vehicle speed is below 10 km/h (6.3 mph).

P0111 at operating speed:
The P0101 tests must pass before the ECM reports P0111 problems.
DTCs P0112, P0113, P0116, P0117, P0118, P0119, P0125 and P0128 do not set.
Engine coolant temperature (ECT) at start is below 65.4°C (149.7°F).
Vehicle speed is greater than 60 km/h (37.4 mph).
MAF sensor value in the range of 11-42 g/s.
Engine Brake Fuel Cutoff (DFCO) is not activated.
DTC P0111 is set continuously if the above conditions are met for more than 2 seconds.
P0112 and P011:
Engine running time exceeds 3 minutes.
The engine is idling for more than 10 seconds.
Diagnostic checks are performed continuously when the above conditions are met.

Conditions for setting the DTC.

P0111:
The ECM detects that the intake air temperature has risen by less than 4°C (7°F) when performing an idle test.
The condition is met for 16 seconds continuously or 4 times longer than 4 seconds each. OR
The ECM detects that the intake air temperature has risen by less than 4°C (7°F) during the speed stability test.
The fault exists for more than 28 seconds or occurs more than 7 times with a duration of more than 4 seconds in each case.
P0112:
The ECM detects that the intake air temperature is above 132°C (270°F) for more than 4 seconds.
P0113:
The ECM detects that the intake air temperature is less than -42°C (-43.6°F) and deviates from this value within 3°C (5°F) when the air consumption increases by more than 999 grams. The scan tool reading is limited to -40°C (-40°F) and the diagnostic procedure uses -39°C (-38°F) to diagnose an intake air temperature problem.
This condition persists for more than 4 seconds.

Action Taken When the DTC Sets

Conditions for Clearing the DTC/MIL

DTCs P0111, P0112, and P0113 are type E.

Diagnostic Information

24. If the vehicle has been left overnight, the IAT and ECT sensor readings should not differ by more than 3°C (5°F).
25. High resistance in the IAT sensor signal circuit or the IAT sensor low reference circuit may cause a DTC to be set.

Circuit/System Testing
Provide the conditions required for the diagnosis. It is also possible to provide the conditions recorded in the status/fault log data records. DTCs P0111, P0112, or P0113 should not set.

Circuit / system test

1. Turn off the ignition, disconnect the MAF / IAT sensor.
2. Turn on the ignition, verify that the "IAT sensor" parameter is -40°C (-40°F).
3. If greater than -40°C (-40°F), test the IAT sensor signal circuit for a short to ground. If no fault is found during circuit/connection testing, replace the ECM.
4. Turn off the ignition, remove the fuse through which the "B +" voltage is supplied to the ECM.

Note: DO NOT use a test light to check for an open circuit. Damage to this control unit can lead to an increase in current.

4. Test for less than 5 ohms between the low reference circuit terminal and a good ground. If greater than 5 ohms, test the low reference circuit for an open/high resistance, or a short to live. If no fault is found during circuit/connection testing, replace the ECM.
5. Install a fuse that supplies "B+" voltage to the ECM.
6. Ignition on, connect a 3A fused jumper wire between the signal circuit terminal and the low reference circuit terminal. Verify that the IAT sensor setting is greater than 132°C (270°F).

Important: If the IAT sensor signal circuit is shorted to a live wire, the IAT sensor may be damaged.

If less than 132°C (270°F), test the IAT sensor signal circuit for a short to live or an open/high resistance. If no fault is found during circuit/connection testing, replace the ECM.
7. If no fault is found when testing all circuits/connections, test or replace the MAF/IAT sensor.

Component testing

1. Turn off the ignition, disconnect the harness connector from the IAT sensor.

Important: You can use a thermometer to test the sensor outside the vehicle.

2. Check the IAT sensor by changing its temperature and at the same time measuring the electrical resistance of the sensor. Compare the results with the values given in the table Resistance vs. Temperature. Intake air sensor (IAT) . The measured resistances should not differ from the required values by more than 5 percent.
If the resistances differ by more than 5 percent, then the IAT sensor must be replaced.

Our company has been professionally calibrating, modifying and chip-tuning ECU programs for modern gasoline and diesel engines for more than 10 years. We do our work quickly, efficiently, with a guarantee.

Software disable DTC (error codes) in the ECU firmware.

We disable any (including active DTC) errors in most ECUs of modern diesel and gasoline engines. We work with the programs of most modern ECUs manufactured by concerns Continental, Cummins, Bosch, Delphi, Delco, Denso, Magneti Marelli, Matsushita, Siemens, Sagem, Visteon, Valeo, Hitachi, Keihin, Kefico etc. It is possible to disable almost any DTC error code from the ECU program. After software removalDTC(errors or errors) ECU stops noticing disabled in firmware DTC and even if this (disabled) error occurs, it will not be visible during diagnostics and the MIL (CHECK ENGINE) warning lamp on the instrument panel will not light up.

We would like to make some clarifications - disable ECU error codes does not solve the problem, but only masks it. Firmware with disabled DTCs can sometimes really save the owner's money on replacing an expensive node (provided that the node that causes an error or errors is working), but it should be remembered that deleted in the program DTC never seen by a scanner, which in some cases can greatly complicate the problem of troubleshooting a car. If you have decided to disable errors in the control unit program, we will carry out this work to disable it without any problems and give a guarantee for its correctness, but no guarantee is given for the operation of the program. Solution for disable errors in the computer(DTC removal) should only be taken by a highly qualified diagnostician, having agreed this decision with the client.

For disable errors in the ECU program We use only licensed specialized software.

Calibration of each firmware is carried out only individually. We need a file read from the ECU in an open binary form and sent from you, a description of the problem and a list of errors to disable in the ECU (in the form of codes according to the OBDII standard).

Programmatic removal of errors produced only in the original firmware read from the vehicle's ECU by excluding them from the DTC table of the control program.

Estimated time required to complete the work software removal of DTC in the firmware of a standard control unit - about 20-30 minutes. After completing the work, we send the finished tuning program to you by mail. You just have to write it to the car's ECU. All software modifications and chip tuning are guaranteed.

For any questions, please email us [email protected] or Skype: mptun

We recommend visiting our online store of specialized diagnostic equipment and equipment for car chip tuning - www.carprog.ru

D for car services and those. centers that do not provide their customers with the services of programmatic removal of particulate filters, removal of USR and swirl flaps and chip tuning, but who want to expand their range of activities, there is a special offer for staff training and the provision of the necessary equipment for the qualified provision of the above services.

Write a letter to a specialist.

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In such a well-developed industry as the automotive industry, fresh ideas appear infrequently, so this industry is developing not "up", but "in breadth", that is, not qualitatively, but quantitatively. For about 40-50 years, nothing essentially new has appeared in internal combustion engines. The achievements of this millennium in motor vehicle technology can only be recognized as the possibility of driving on lean mixtures in order to save fuel and the emergence of hybrid cars using electric motors along with internal combustion engines. However, these ideas themselves are already 15-20 years old, just the ability to optimally distribute mixtures in the combustion chamber of serial car engines appeared relatively recently, and relatively compact batteries for hybrid systems were created just as recently.

Today, all automotive experts are unanimous in their opinion that in the coming years, up to 90% of new products in the automotive industry will be mainly electronic, and not mechanical systems.

It will also help progress in automotive electronics that there is currently some slowdown in consumption growth in the computer market, so many manufacturers of traditional computer hardware and software have shifted their attention to the automotive market.

Electronic Vehicle Systems (Drive-by-Wire)

Automotive control systems are moving from mechanical and hydraulic circuits to electrical and electronic circuits. The new generation of automotive control systems is called X-by-Wire. Currently, such control circuits are very expensive, but they are more reliable, take up less space and are easy to use.

Future automotive electronic systems must be based on robust, fault-tolerant communication protocols and devices that require high-speed, reliable communication links with predictable latency, a key requirement in the automotive industry. After all, in "electronic" cars, the mechanical connection between the driver, engine, wheels and even brake pads will be replaced by electronic and electrical ones, so the requirements for electronics are extremely high.

The most prominent representatives of the new generation of automotive control systems of the X-by-Wire family are Safe-by-Wire electronic security systems, in the development of which companies such as Analog Devices, Inc., Autoliv, Inc., Delphi Corp., Key Safety Systems, Philips, Special Devices, Inc., TRW Automotive, as well as Bosch, Siemens VDO Automotive and Continental Temic (BST). These companies have established a new Safe-by-Wire Plus consortium, which develops uniform standards for the communication interaction of motorist safety systems based on the experience and knowledge accumulated by the consortium members in this area.

The Safe-by-Wire Plus consortium plans to submit the prepared standard for consideration by the working group of the international standardizing organization (ISO) for adoption as a global standard for automotive safety systems that will have to replace existing systems, including dynamic systems that are common today. stabilization of the car ESP (Electronic Stability Program). There are about ten current stabilization systems, and they all differ from each other - these are ESC, VDC, VSC, DSC, DSTC, ATTS, etc.

As for the new protocols, the situation has not yet been fully clarified here. The FlexRay communication protocol is gaining popularity (for the first time this technology was fully implemented on the second generation BMW X5, which entered the market in 2007). FlexRay controllers are tasked with monitoring the engine, transmission, suspension, braking subsystems, steering and other on-board electronics - areas where functionality expansion and the availability of advanced diagnostic tools are in demand. FlexRay controllers are built on a two-channel architecture specifically for electromechanical controls such as Steer-by-Wire (electronic steering or Active Steering) and Brake-by-Wire (electronic brake control). The introduction of electromechanical circuits is a matter of time, and there is no doubt that all control in cars of the near future will be completely digital.