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DTC |
Description |
Possible Causes |
Diagnostic Aides |
The MAF sensor circuit is monitored by the PCM for low air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine running the air flow (or voltage) changes below a minimum calibrated limit, the test fails. |
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A MAF V PID (MAF PID) reading less than 0.23 volts in continuous memory or key ON and engine running indicates a hard fault. |
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P0103 - Mass Air Flow (MAF) Circuit High Input top |
The MAF sensor circuit is monitored by the PCM for high air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the air flow (or voltage) changes above a maximum calibrated limit, the test fails. |
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A MAF V PID (MAF PID) reading less than 4.6 volts in continuous memory or key ON and engine running indicates a hard fault. |
P0106 - Barometric (BARO) Pressure Sensor Circuit Performance top |
Baro sensor input to the PCM is monitored and is not within the calibrated value. |
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P0107 - BARO/MAP Sensor Low Voltage Detected top |
Sensor operating voltage is less than 0.25 volts (VREF), as a result it failed below the minimum allowable calibrated parameter. |
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P0108 - BARO/MAP Sensor High Voltage Detected top |
Sensor operating voltage is greater than 5.0 volts (VREF), as a result it failed above maximum allowable calibrated parameter. |
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VREF should be less than 6.0 volts. PID reading is in frequency/Volts |
P0109 - BARO Sensor Circuit Intermittent top |
The sensor signal to the PCM is failing intermittently. |
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Check harness and connection. |
P0112 - Intake Air Temperature (IAT) Circuit Low Input top |
Indicates the sensor signal is less than Self-Test minimum. The IAT sensor minimum is 0.2 volts or 121°C (250°F). |
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IAT V PID reading less than 0.2 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. |
P0113 - Intake Air Temperature (IAT) Circuit High Input top |
Indicates the sensor signal is greater than Self-Test maximum. The IAT sensor maximum is 4.6 volts or -50°C (-58°F). |
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IAT V PID reading greater than 4.6 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. |
P0116 - Engine Coolant Temperature Circuit Range/Performance Failure top |
Indicates
the engine coolant temperature rationality test has failed.
The PCM logic that sets this DTC indicates that engine coolant
temperature sensor (ECT or CHT) drifted higher than the nominal
sensor calibration curve and could prevent one or more OBD
monitors from executing.
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Ensure IAT and engine coolant temperature are similar when engine is cold. Also ensure engine coolant temperature sensor (ECT or CHT) and actual engine operating temperature are the same. |
P0117 - Engine Coolant Temperature (ECT) Circuit Low Input top |
Indicates the sensor signal is less than Self-Test minimum. The ECT sensor minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. |
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ECT V PID reading less than 0.2 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. |
P0118 - Engine Coolant Temperature (ECT) Circuit High Input top |
Indicates the sensor signal is greater than Self-Test maximum. The ECT sensor maximum is 4.6 volts or -50°C (-58°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. |
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ECT V PID reading greater than 4.6 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. |
P0121 - Throttle Position (TP) Circuit Performance Problem top |
The TP sensor circuit is monitored by the PCM for a non closed throttle position at idle. If key ON engine running self-test terminates upon placing the transmission range selector in gear (DRIVE or REVERSE) or when closing the throttle (idle) after opening it (in PARK or NEUTRAL) the TP closed throttle position is not attained, the test fails. |
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Drive vehicle, bring to a stop, turn key OFF. Start vehicle, run key ON engine running self-test at idle. Access KOER diagnostic trouble codes on scan tool. |
P0121 - ETC Throttle Position (TP1) sensor Circuit Range/Performance top |
The ETC TP1 was flagged as fault status by the PCM indicating the an out of range in either the closed or wide open throttle modes. |
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Fault exhibits a symptom of limited power. A TP1 PID (TP V PID) reading less than 13% (.65 volt), or greater than 93% (4.65volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0122 - Throttle Position (TP) sensor Circuit Low Input top |
The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes below a minimum calibrated limit, the test fails. |
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Fault exhibits a symptom of limited power. A TP PID (TP VPID) reading less than 3.42% (0.17 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0122 - ETC Throttle Position (TP1) sensor Circuit Low Input top |
The ETC TP1 sensor was flagged as fault status by the PCM indicating a low voltage, or open circuit. |
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Fault exhibits a symptom of limited power. A TP1 PID(TP V PID) reading less than 3.42% (0.17 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0123 - Throttle Position (TP) Circuit High Input top |
The TP sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes above maximum calibrated limit, the test fails. |
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A TP PID (TP V PID) reading greater than 93% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0123 - ETC Throttle Position (TP1) sensor Circuit High Input top |
The ETC TP sensor 1 was flagged as fault status by the PCM indicating high voltage. |
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Drive vehicle, bring to a stop, turn key OFF. Start vehicle, run key ON engine running self-test at idle. Access KOER diagnostic trouble codes on scan tool. |
P0125 - Insufficient Coolant Temperature For Closed Loop Fuel Control top |
Indicates the ECT or CHT sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting the engine. |
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Compare thermostat specification to actual engine coolant temperature using the engine temperature PID (ECT or CHT). Temperature reading should be similar when engine is at normal operating temperature. |
P0127 - Intake Air Temperature Too High top |
Indicates that IAT2 sensor has detected a potential abnormality in the intercooler system. This condition will cause the boost from the supercharger to be bypassed to avoid potential engine damage. |
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Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. |
P0128 - Coolant Thermostat (Coolant Temp Below Thermostat Regulating Temperature) top |
Indicates that the Thermostat Monitor has not achieved the required engine operating temperature level within a specified amount of time after starting the engine. |
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Refer to Thermostat Monitor in Section 1, Description and Operation, for system information. |
P0131 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-11) top |
The HO2S sensor is monitored for a negative voltage known as characteristic shift downward (CSD). If the sensor is thought to be switching from 0 volts to -1 volts during testing, the PCM will use this input and remain in fuel control. |
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P0132 - HO2S Sensor Circuit High Voltage (HO2S-11) top |
The HO2S Sensor Signals are monitored for an over voltage fault. The code is set when HO2S signal voltage is 1.5 volts or greater. |
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An HO2S PID switching across 0.45 volt from 0.2 to 0.9 volts indicates a normal switching HO2S. HO2S PID voltage of 1.5 volts or greater indicates a short to power. |
P0133 - HO2S Sensor Circuit Slow Response (HO2S-11) top |
The HEGO Monitor checks the HO2S Sensor frequency and amplitude. If during testing the frequency and amplitude were to fall below a calibrated limit, the test will fail. |
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Access HO2S test results from the Generic OBD-II menu to verify DTC. |
P0135 - HO2S Sensor Circuit Malfunction (HO2S-11) top |
During testing the HO2S Heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limit and/or an open or short is detected. |
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P0136 - HO2S Sensor Circuit Malfunction (HO2S-12) top |
The downstream HO2S sensor(s) are continuously checked for maximum and minimum voltages. The test fails when the voltages fail to meet the calibrated limits. |
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P0138 - HO2S Sensor Circuit High Voltage (HO2S-12) top |
See DTC P0132. |
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See diagnostic aids for P0132. |
P0141 - HO2S Sensor Circuit Malfunction (HO2S-12) top |
See DTC P0135 |
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| top | At least one bank lean at wide open throttle. |
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P0151 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-21) top |
See DTC P0131 |
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P0152 - HO2S Sensor Circuit High Voltage (HO2S-21) top |
See DTC P0132. |
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See diagnostic aids for P0132. |
P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) top |
See DTC P0133 |
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P0155 - HO2S Sensor Circuit Malfunction (HO2S-21) top |
See DTC P0135 |
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P0156 - HO2S Sensor Circuit Malfunction (HO2S-22) top |
See DTC P0136 |
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P0158 - HO2S Sensor Circuit High Voltage (HO2S-22) top |
See DTC P0132. |
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See diagnostic aids for P0132. |
P0161 - HO2S Sensor Circuit Malfunction (HO2S-22) top |
See DTC P0135 |
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P0171 - System to Lean (Bank 1) top |
The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. |
Air Measurement System
Fuel System
Air Induction System
Exhaust System
EGR System
Secondary Air Injection
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View Freeze Frame Data to determine operating conditions when DTC was set. Observe LONGFT1 and 2 PID(s).
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P0172 - System to Rich (Bank 1) top |
The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. |
Air Measurement System
Fuel System
Base engine
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View Freeze Frame Data to determine operating conditions when DTC was set. Observe LONGFT1 and 2 PID(s). |
P0174 - System to Lean (Bank 2) top |
The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. |
See Possible Causes for P0171. |
See Diagnostic Aides for P0171 |
P0175 - System to Rich (Bank 2) top |
The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. |
See Possible Causes for P0172. |
See Diagnostic Aides for P0172 |
P0180 - Engine Fuel Temperature Sensor A Circuit Low Input (EFT) top |
The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for low and high voltage. If voltage were to fall below or exceed a calibrated limit and amount of time during testing, the test will fail. |
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Verify EFT-PID value to determine open or short. |
P0181 - Engine Fuel Temperature Sensor A Circuit Range/ Performance (EFT) top |
The comprehensive component monitor (CCM) monitors the EFT Temperature for acceptable operating temperature. If during testing voltage were to fall below or exceed a calibrated limit, a calibrated amount of time the test will fail. |
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Verify EFT-PID value to determine open or short. |
P0182 - Engine Fuel Temperature Sensor A Circuit Low Input (EFT) top |
The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail. |
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Verify EFT-PID and VREF values to determine open or short. |
P0183 - Engine Fuel Temperature Sensor A Circuit High Input (EFT) top |
The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for high voltage. If voltage were to exceed a calibrated limit and a calibrated amount of time during testing, the test will fail. |
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Verify EFT-PID value to determine open or short. |
P0186 - Engine Fuel Temperature Sensor B Circuit Range/Performance (EFT) top |
See DTC P0181 |
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P0187 - Engine Fuel Temperature Sensor B Circuit Low Input (EFT). top |
See DTC P0182 |
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P0188 - Engine Fuel Temperature Sensor B Circuit High Input (EFT) top |
See DTC P0183 |
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P0190 - Fuel Rail Pressure Sensor Circuit Malfunction (FRP) top |
The comprehensive component monitor (CCM) monitors the FRP sensor to the PCM for VREF voltage. The test fails when the VREF voltage from the PCM drops to a voltage less than a minimum calibrated value. |
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Verify VREF voltage between 4.0 and 6.0V. |
P0191 - Fuel Rail Pressure Sensor Circuit Performance (FRP) top |
The comprehensive component monitor (CCM) monitors the FRP pressure for acceptable fuel pressure. The test fails when the fuel pressure falls below or exceeds a minimum/maximum calibrated value for a calibrated period of time. |
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A FRP PID value during KOER of 138 kpa (20 psi) and 413 kpa (60 psi) for gasoline or 586 kpa (85 psi) and 725 kpa (105 psi) for natural gas vehicles (NG) is acceptable. |
P0192 - Fuel Rail Pressure Sensor Circuit Low Input (FRP) top |
The comprehensive component monitor (CCM) monitors the FRP sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail. |
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A FRP PID value during KOER or KOEO less than 0.3 volts for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate a hard fault. |
P0193 - Fuel Rail Pressure Sensor Circuit High Input (FRP) top |
The comprehensive component monitor (CCM) monitors the FRP sensor circuit to the PCM for high voltage. If voltage were to fall below a calibrated limit and a calibrated amount of time during testing, the test will fail. |
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A FRP PID value during KOER or KOEO less than 0.3 volts for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate a hard fault. |
P0196 - Engine Oil Temperature (EOT) Sensor Circuit Range/Performance top |
Indicates that the sensed EOT value from the EOT sensor is not within the PCM predicted engine oil temperature range, based on other PCM inputs. |
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EOT rationality test looks for the engine oil temperature sensor to be within a calibrated delta of the PCM predicted engine oil temperature. Ensure EOT sensor reading is similar to engine temperature. If EOT reading greatly differs from engine temperature. Check EOT circuitry for correct operation. |
P0197 - Engine Oil Temperature (EOT) Sensor Circuit Low Input top |
Indicates EOT signal voltage is low (high temperature) |
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EOT V PID reading less than 0.2 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault short to ground. |
P0198 - Engine Oil Temperature (EOT) Sensor Circuit High Input top |
Indicates EOT signal voltage is high (low temperature) |
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EOT V PID reading greater than 4.5 volts with key ON and engine OFF or during any engine operating mode indicates an open circuit hard fault. |
P0201 through P0212 - Cylinder #1 through Cylinder #12 Injector Circuits top |
The comprehensive component monitor (CCM) monitors the operation of the fuel injector drivers in the PCM. The test fails when the fuel injector does not operate electrically even though the harness assembly and fuel injectors test satisfactorily. |
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PID Data Monitor INJ1F-INJ12F fault flags = YES. |
P0217 - Engine Coolant Over-Temperature Condition top |
Indicates an engine overheat condition was detected by the engine temperature sensor (CHT or ECT depending how vehicle is equip). This condition will cause the boost from the supercharger to be bypassed to avoid potential engine damage. |
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Monitor engine temperature PID (CHT or ECT) for overheat condition. Typical engine temperature should be close to cooling system thermostat specification. |
P0219 - Engine Over Speed Condition top |
Indicates the vehicle has been operated in a manner, which caused the engine speed to exceed a calibration limit. The engine rpm is continuously monitored and evaluated by the PCM. The DTC is set when the rpm exceeds the calibrated limit set within the PCM. |
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The DTC indicates the vehicle has been operated in a manner, which caused the engine speed to exceed a calibrated limit. |
P0221 - Throttle Position (TP2) sensor Circuit Range/Performance top |
The ETC TP sensor 2 was flagged as fault status the PCM indicating the an out of range in either the closed or wide open throttle modes. |
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Fault exhibits a symptom of limited power. A TP2 PID (TP V PID) reading greater than 96.42% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0222 - Throttle Position (TP2) sensor Circuit Low Input top |
The ETC TP sensor 2 was flagged as fault status by the PCM indicating a low voltage, or open circuit. |
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Fault exhibits a symptom of limited power. A TP2 PID (TP V PID) reading less than 3.42% (.17 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0223 - Throttle Position (TP2) sensor Circuit High Input top |
The ETC TP2 sensor was flagged as fault status by the PCM indicating a high voltage. |
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Fault exhibits a symptom of limited power. A TP2 PID (TP V PID) reading greater than 93% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P0230 - Fuel Pump Primary Circuit Malfunction top |
NOTE:
For natural gas applications, the following description applies
to the fuel shutoff valve (FSV) circuit. |
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P0231 - Fuel Pump Secondary Circuit Low top |
NOTE:
For natural gas applications, the following description applies
to the fuel shutoff valve monitor (FSVM) and the fuel shutoff
valve power (FSV PWR) circuits. |
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During KOEO self-test, the PCM will command the fuel pump ON so this test can be performed. |
P0232 - Fuel Pump Secondary Circuit High top |
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Continuous memory P0232 can be set if the IFS switch was tripped, then reset, or if the fuel pump circuit is activated when the PCM expected the circuit to be off (i.e. fuel system test or prime procedure). |
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P0234 - Supercharger Overboost Condition top |
The PCM disables (bypasses) the supercharger boost and sets a diagnostic trouble code (DTC) to keep from damaging the powertrain (engine or transmission) during potential harmful operating conditions. |
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Check for other diagnostic trouble codes accompanying the P0234 or check appropriate and available PIDs related to above possible causes. |
P0243 - Supercharger (Boost) Bypass Solenoid Circuit Malfunction top |
The PCM monitors the supercharger (boost) bypass (SCB) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified SCB solenoid duty cycle (100% or 0%) by PCM command. |
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Disconnect SCB solenoid. Connect test lamp to SCB solenoid harness connector. Cycle SCB driver in PCM by Output Test Mode. Test lamp cycle on and off - SCB solenoid is suspect. Test lamp always on - SCB signal short in harness or PCM. Test always off - SCB signal or VPWR open in harness or PCM. |
P0297 - Vehicle Over Speed Condition top |
Indicates the vehicle has been operated in a manner, which caused the vehicle speed to exceed a calibration limit. The vehicle speed is continuously monitored and evaluated by the PCM. The DTC is set when the vehicle speed exceed the calibrated limit set within the PCM. |
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The DTC indicates the vehicle has been operated in a manner, which caused the engine speed to exceed a calibrated limit. |
P0298 - Engine Oil Over Temperature Condition top |
Indicates the Engine Oil Temperature Protection strategy in the PCM has been activated. This will temporarily prohibit high engine speed operation by disabling injectors, therefore reducing the risk of engine damage from high engine oil temperature. Note: On engines which are equipped with an oil temperature sensor, the PCM reads oil temperature to determine if it is excessive. When an oil temperature sensor is not present, the PCM uses an oil algorithm to infer actual temperature. Engine shutdown strategy function is the same on vehicles with and without oil temperature sensors. |
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Engine operating in high rpm range, due to improper gear selection. May cause Lack/Loss of Power or Surge customer concern. |
| top | The random misfire DTC indicates multiple cylinders are misfiring or the PCM cannot identify which cylinder is misfiring. |
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One or more EGR passages may be blocked or partially blocked. If this is the case the Misfire Detection Monitor will indicate the EGR port to check for possible blockage. |
P0301 through P0310 - Misfire Detection Monitor top |
The misfire detection monitor is designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. |
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The MIL will blink once per second when a misfire is detected severe enough to cause catalyst damage. If the MIL is on steady state, due to a misfire, this will indicate the threshold for emissions was exceeded and cause the vehicle to fail an inspection and maintenance tailpipe test. |
P0315 - PCM is unable to learn Crankshaft Pulse Wheel tooth spacing (exceeded the allowable correction tolerances). top |
PCM is unable to learn and correct for mechanical inaccuracies in Crankshaft Pulse Wheel tooth spacing. This DTC will disable the Misfire Monitor. |
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Visual inspection of the CKP sensor and Crankshaft Pulse Wheel teeth for damage. Learn profile by performing 3 closed throttle decelerations from 60 to 40 MPH and monitor PIDS to verify mature profile. (For NGS monitor MFFPNP PID and for WDS monitor MP_LRN PID) |
P0316 - Misfire Occurred in the First 1000 Engine Revolutions top |
DTC P0316 will be set in addition to any type B misfire DTC which occurs in the first 1000 revolution test interval, following engine start. |
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Freeze Frame Data and the P03XX DTC will also be stored, indicating in which cylinder the misfire occurred. |
P0320 - Ignition Engine Speed Input Circuit Malfunction top |
The ignition engine speed sensor input signal to PCM is continuously monitored. The test fails when the signal indicates that two successive erratic profile ignition pickup (PIP) pulses have occurred. |
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The DTC indicates that two successive erratic PIP pulses occurred. |
P0325 - Knock Sensor 1 Circuit Malfunction (Bank 1) top |
See DTC P0326 |
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P0326 - Knock Sensor 1 Circuit Range/ Performance (Bank 1) top |
The knock sensor detects vibrations upon increase and decrease in engine rpm. The knock sensor generates a voltage based on this vibration. Should this voltage go outside a calibrated level a DTC will set. |
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A knock sensor voltage greater than 0.5V with the key ON and engine OFF indicates a hard fault. |
P0330 - Knock Sensor 2 Circuit Malfunction (Bank 2) top |
See DTC P0331 |
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P0331 - Knock Sensor 2 Circuit Range/Performance (Bank 2) top |
The knock sensor detects vibration upon increase and decrease in engine rpm. The knock sensor generates a voltage based on this vibration. Should this voltage go outside a calibrated level a DTC will set. |
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A knock sensor voltage greater than 0.5V with the key ON and engine OFF indicates a hard fault. |
P0340 - Camshaft Position (CMP) Sensor Circuit Malfunction (Bank 1) top |
The test fails when the PCM can no longer detect the signal from the CMP sensor on Bank 1. |
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Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may have intermittent impact on the CMP signal. |
P0345 - Camshaft Position (CMP) Sensor Circuit Malfunction (Bank 2) top |
The test fails when the PCM can no longer detect the signal from the CMP sensor on Bank 2. |
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Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may have intermittent impact on the CMP signal. |
P0350 - Ignition Coil (Undetermined) Primary/ Secondary Circuit Malfunction top |
Each ignition primary circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated in PCM). |
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P0351 Through P0360 - Ignition Coil A through J Primary/Secondary Circuit Malfunction top |
Each ignition primary circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated in PCM). |
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P0400 EGR Flow Failure (outside the minimum or maximum limits) top |
The EEGR system is monitored once per drive cycle during steady state conditions above 48 mph . The test will fail when a malfunction is detected by PCM calculations indicating the EGR flow is less or greater than expected. |
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All of the following sensors input data to the PCM for proper operation of the EEGR system: ECT, CPS, IAT, MAF, TP, MAP. Any DTC relating to these sensors must be resolved prior to addressing P0400 code. |
P0401 - EGR Flow Insufficient Detected top |
The EGR system is monitored during steady state driving conditions while the EGR is commanded on. The test fails when the signal from the DPF EGR sensor indicates that EGR flow is less than the desired minimum. |
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Perform KOER self-test and look for P1408 as an indication of a hard fault. If P1408 is not present, look for contamination, restrictions, leaks, and intermittents. |
P0402 - EGR Flow Excessive Detected top |
The EGR system is monitored for undesired EGR flow during idle. The EGR monitor looks at the DPF EGR signal at idle and compares it to the stored signal measured during key ON and engine OFF. The test fails when the signal at idle is greater than at key ON engine OFF by a calibrated amount. |
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A DPFEGR PID reading that is greater at idle than during key ON and engine OFF by 0.5 volt or a rough engine idle, may indicate a hard fault. |
P0403 EEGR Electric Motor Windings Or Circuits To The PCM Shorted Or Open (Vehicles with Electric EGR) top |
The EEGR system is continously monitored to check the 4 EEGR motor coils, circuits, and the PCM for opens, shorts to power and ground. If a malfunction is detected the EEGR system will be disabled and additional monitoring will be suspended for the remainder of the drive until the next drive cycle. |
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If an intermittent condition is suspected the most effective methoid of wiring fault isolation is to use the wiggle test methoid while measuring for shorts and open circuits. |
P0403 - EGR Vacuum Regulator Solenoid Circuit Malfunction (Vehicles with out Electric EGR) top |
This test checks the electrical function of the EGRVR solenoid. The test fails when the EGRVR circuit voltage is either too high or too low when compared to the expected voltage range. The EGR system must be enabled for the test to be completed. |
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The EGR vacuum regulator solenoid resistance is from 26 to 40 ohms. |
P0405 - DPF EGR Sensor Circuit Low Voltage Detected top |
See DTC P1400 |
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P0406 - DPF EGR Sensor Circuit High Voltage Detected top |
See DTC P1401 |
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P0411 - Secondary Air Injection (AIR) system upstream flow top |
See DTC P1411 |
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P0412 - Secondary Air Injection System (AIR) circuit malfunction top |
The PCM attempts to control when air is injected in the exhaust. The DTC indicates a Secondary Air injection system AIR circuit fault. |
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The AIR circuit is normally held high through the AIR bypass solenoid and SSR when the output driver is off. Therefore, a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM. |
P0420 - Catalyst System Efficiency Below Threshold (Bank 1) top |
Indicates Bank 1 catalyst system efficiency is below the acceptable threshold |
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Compare HO2S upstream and downstream switch rate and amplitude. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S very slow and reduces the amplitude of those switches as compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly with increase amplitude, approaching the switching rate and amplitude of the upstream HO2S. Once beyond an acceptable limit the DTC is set. |
P0430 - Catalyst System Efficiency Below Threshold (Bank 2) top |
Indicates Bank 2 catalyst system efficiency is below the acceptable threshold. |
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Compare HO2S upstream and downstream switch rate and amplitude. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S very slow and reduces the amplitude of those switches as compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly with increase amplitude, approaching the switching rate and amplitude of the upstream HO2S. Once beyond an acceptable limit the DTC is set. |
P0442 - EVAP Control System Leak Detected (Small Leak) top |
The PCM monitors the complete EVAP control system for presence of a small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 1.016 mm (0.04 inch) is detected by the EVAP running loss monitor test. |
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P0443 - EVAP Control System Canister Purge Valve Circuit Malfunction top |
The PCM monitors the state of the EVAP canister purge valve circuit output driver. The test fails when the signal moves outside the minimum or maximum limit for the commanded state. |
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To verify normal function, monitor the EVAP canister purge valve signal PID EVAPPDC (or EVMV for electronic valve) and the signal voltage (PCM control side). With the valve closed, EVAPPDC will indicate 0 percent duty cycle (0 mA for EVMV) and the voltage approximately equal to battery voltage. When the valve is commanded fully open, EVAPPDC will indicate 100 percent duty cycle (1000mA for EVMV) and a voltage drop of 3 volts minimum is normal. Output test mode may be used to switch output ON/OFF to verify function. |
P0446 - EVAP Control System Canister Vent Solenoid Circuit Malfunction top |
Monitors the canister vent (CV) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by PCM command. |
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P0451 - FTP Sensor Circuit Noisy top |
The fuel tank pressure changes greater than 14 inches of H 2 0 in 0.10 seconds. |
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Monitor FTP PID and does it change from above 15 inches of H 2 0 to below a minus (-) 15 inches of H 2 0 often in 1.0 minute. |
P0452 - FTP Sensor Circuit Low Voltage Detected top |
The PCM monitors the EVAP control system FTP sensor input signal to the PCM. The test fails when the signal average drops below a minimum allowable calibrated parameter. |
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FTP V PID reading less than 0.22 volt with key ON and engine OFF or during any engine operating mode indicates a hard fault. |
P0453 - FTP Sensor Circuit High Voltage Detected top |
The PCM monitors the EVAP control system FTP sensor input signal to the PCM. The test fails when the signal average jumps above a minimum allowable calibrated parameter. |
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FTP V PID reading greater than 4.50 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. |
P0455 - EVAP Control System Leak Detected (No Purge Flow or Large Leak) top |
The PCM monitors the complete EVAP control system for no purge flow, the presence of a large fuel vapor leak or multiple small fuel vapor leaks. The system failure occurs when no purge flow (attributed to fuel vapor blockages or restrictions), a large fuel vapor leak or multiple fuel vapor leaks are detected by the EVAP running loss monitor test with the engine running (but not at idle). |
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Check for audible vacuum noise or significant fuel odor in the engine compartment or near the EVAP canister and fuel tank. |
P0456 - EVAP Control System Leak Detected (Very Small Leak) top |
The PCM monitors the complete EVAP control system for the presence of a very small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 0.508 mm (0.020 inch) is detected by the EVAP running loss monitor test. |
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P0457 - EVAP Control System Leak Detected (Fuel Filler Cap Loose/Off) top |
A fuel tank pressure change less than a minus (-) 7 inches of H 2 0 in 30 seconds has occurred after refueling; or there is excessive purge (fuel vapor) flow greater than 0.06 pounds per minute. |
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Check for missing fuel filler cap or integrity of the cap. If OK, clear continuous memory DTCs and re-initiate EVAP Emission Running Loss Monitor Drive Cycle. |
P0460 - Fuel Level Sensor Circuit Malfunction top |
The PCM monitors the fuel level input (FLI) circuit for electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified fuel fill percentage in the fuel tank. |
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Monitor FLI PID and FLI V PID in key ON engine RUNNING. FLI PID at 25% fill (with non matching fuel gauge) and FLI V PID less than 0.90 volts [for FLI PID at 75% fill (with non matching fuel gauge) and FLI V PID greater than 2.45 volts] indicates a hard fault. |
P0462 - Fuel Level Sensor Circuit Low Input top |
The PCM monitors the fuel level input (FLI) circuit for electrical failure. The test fails when the signal moves below the minimum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank. |
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Monitor FLI PID and FLI V PID in key ON engine RUNNING. FLI PID at 25% fill (with non matching fuel gauge) and FLI V PID less than 0.90 volts [for FLI PID at 75% fill (with non matching fuel gauge) and FLI V PID greater than 2.45 volts] indicates a hard fault. |
P0463 - Fuel Level Sensor Circuit High Input top |
The PCM monitors the fuel level input (FLI) circuit for electrical failure. The test fails when the signal moves above the maximum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank. |
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Monitor FLI PID and FLI V PID in key ON engine RUNNING. FLI PID at 25% fill (with non matching fuel gauge) and FLI V PID less than 0.90 volts [for FLI PID at 75% fill (with non matching fuel gauge) and FLI V PID greater than 2.45 volts] indicates a hard fault. |
P0480 - Low Fan Control (LFC) Primary Circuit Failure |
Monitors the low fan control (LFC) (fan control [FC] for one speed fan application) primary circuit output from the PCM. The test fails if: When the PCM grounds the LFC/FC circuit, excessive current draw is detected on the LFC/FC circuit; or with the LFC/FC circuit not grounded by the PCM, voltage is not detected on the LFC/FC circuit (the PCM expects to detect VPWR voltage coming through the low speed FC relay [or CCRM] coil to the LFC/FC circuit). |
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P0480 - Cooling Fan Electrical Malfunction |
This test checks the Fan Control - Variable (FCV) output circuit. The DTC sets if the PCM detects that the voltage on the FCV circuit is not within the expected range. |
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During KOEO Self-Test, the cooling fan will be cycled on and off. |
P0480 - Visctronic Drive Fan (VDF) Primary Circuit Malfunction |
This test checks the electrical function of the (VDF) primary circuit. The DTC sets if the PCM detects voltage too high or too low, when compared to the expected voltage range of the (VDF) primary circuit. |
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The FANVAR_F or VFCF PID will indicate "YES" when there is a VDF circuit fault present. |
P0481 - High Fan Control (HFC) Primary Circuit Failure top |
Monitors the high fan control (HFC) primary circuit output from the PCM. The test fails if: With the HFC output commanded on (grounded), excessive current draw is detected on the HFC circuit; or with the HFC circuit commanded off, voltage is not detected on the HFC circuit (the PCM expects to detect VPWR voltage coming through the high speed FC relay [or CCRM] coil to the HFC circuit). |
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P0482 - Medium Fan Control (MFC) Primary Circuit Failure top |
Monitors the medium fan control (MFC) primary circuit output from the PCM. The test fails if: With the MFC output commanded on (grounded), excessive current draw is detected on the MFC circuit; or with the MFC circuit commanded off, voltage is not detected on the MFC circuit (the PCM expects to detect IGN START/RUN voltage coming through the medium speed FC relay coil to the MFC circuit). |
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P0500 - Vehicle Speed Sensor (VSS) Malfunction top |
Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS) or anti-lock brake system (ABS) control module. If the engine rpm is above the torque converter stall speed (automatic transmission) and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient vehicle speed data input, a malfunction is indicated and a DTC is set. On most vehicle applications the malfunction indicator lamp (MIL) will be triggered when this DTC is set. |
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Monitor VSS PID while driving vehicle. This DTC is set when the PCM detects a sudden loss of vehicle speed signal over a period of time. If vehicle speed data is lost, check the source of where the vehicle speed input originates from: VSS, TCSS or ABS. Note: On some MSOF applications, VSS and TCSS PID can be monitor. However if no TCSS PID is available and VSS PID is zero, TCSS circuitry frequency must be checked for loss of sensor signal. If another vehicle electronic module has generated the P0500 and the vehicle does not receive its vehicle speed input from one of the above mention sources (VSS, TCSS or ABS). Check the PCM for Output Shaft Speed Sensor (OSS) DTCs. On OSS applications the PCM uses the OSS to calculated the vehicle speed. If no OSS DTCs are found check for correct PCM configuration. Check PCM configuration for correct tire size and axle ratio. |
P0501 - Vehicle Speed Sensor (VSS) Range/ Performance top |
Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. This DTC is set the same way as P0500, however the malfunction indicator lamp (MIL) is not triggered. |
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Refer to diagnostic aids for P0500. |
P0503 - Vehicle Speed Sensor (VSS) Intermittent top |
Indicates poor or noisy VSS performance. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS) or anti-lock brake system (ABS) control module. |
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Monitor VSS PID while driving vehicle, check for intermittent vehicle speed indication. Verify ignition and charging system are functioning correctly. |
P0505 - Idle Air Control System Malfunction top |
The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. |
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The IAC solenoid resistance is from 6 to 13 ohms. Monitor IAC PID duty cycle and/or voltage. |
P0506 - Idle Air Control System RPM lower than expected top |
The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. |
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The IAC solenoid resistance is from 6 to 13 ohms. Monitor IAC PID duty cycle and/or voltage. |
P0507 - Idle Air Control System RPM higher than expected top |
The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. |
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The IAC solenoid resistance is from 6 to 13 ohms. Monitor IAC PID duty cycle and/or voltage. |
P0511 - Idle Air Control Circuit Malfunction top |
The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. |
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The IAC solenoid resistance is from 6 to 13 ohms. Monitor IAC PID duty cycle and/or voltage. |
P0528 - Visctronic Drive Fan (VDF) Speed Sensor Circuit Malfuntion top |
During KOER, the PCM cycles the VDF full on (100% duty cycle). If the fan speed input is less than a calibrated value, the DTC is set. When the engine is running, if the fan speed less than the calibrated value, DTC P0528 will be set. |
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The FANSS PID will indicate fan RPM and FANSSM will indicate if the hall sensor for VDF fan speed is always HIGH or LOW. |
P0534 - Low A/C Cycling Period top |
Indicates frequent A/C compressor clutch cycling. |
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P0537 - A/C Evaporator Temperature (ACET) Circuit Low Input top |
Indicates the ACET signal input is less than Self-Test minimum. Self-Test minimum is 0.13 volts. |
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The PCM sources a low current 5 volts on the ACET circuit (this voltage can be measured with the sensor disconnected). As A/C evaporator air temperature changes, the ACET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the ACET signal is detected below the Self-Test minimum, check for shorts to SIG RTN or ground, which would pull the voltage low. |
P0538 - A/C Evaporator Temperature (ACET) Circuit High Input top |
Indicates the ACET signal input is greater than Self-Test minimum. Self-Test maximum is 4.5 volts. |
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The PCM sources a low current 5 volts on the ACET circuit (this voltage can be measured with the sensor disconnected). As A/C evaporator air temperature changes, the ACET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the ACET signal is detected above the Self-Test maximum, check for open cirucits (ACET or SIG RTN), which would cause the voltage to remain high. Although not as probable, also check for a short to power (VREF). |
P0552 - Power Steering Pressure (PSP) Sensor Circuit Malfunction top |
The PSP sensor input signal to the PCM is continuously monitored.The test fails when the signal is open or shorted to ground. |
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The DTC indicates the PSP sensor circuit is open or shorted to ground. |
P0553 - Power Steering Pressure (PSP) Sensor Circuit Malfunction top |
The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal is shorted to power. |
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The code indicates the PSP sensor circuit is shorted to power. |
P0597 - Thermostat Heater Control (THTRC) Circuit Failure top |
The Comprehensive component monitor (CCM) monitors the THTRC circuit to the PCM for high and low voltage. If during testing; voltage was to fall below a calibrated limit for a calibrated amount of time the test will fail and set the DTC and MIL. |
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DTC P0597 is a THTRC circuit check. Testing should include wire harness, thermostat heater and PCM. |
P0602 - Control Module Programming Error top |
This Diagnostic Trouble Code (DTC) indicates programming error within Vehicle ID block (VID). |
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Using the scan tool, reprogram the VID block. If PCM does not allow reprogramming of the VID block, reflashing PCM will be required. |
P0603 - Powertrain Control Module KAM Test Error top |
Indicates the PCM has experienced an internal memory fault. However there are external items that can cause this DTC. |
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If KAPWR is interrupted to the PCM because of a battery or PCM disconnect, DTC can be generated on the first power-up. |
P0605 - PCM Read Only Memory (ROM) error top |
The PCM ROM has been corrupted. |
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P0606 - Powertrain Control Module Internal Communication error top |
DTC P0606 indicates register readback (PCM internal Communications) error. |
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P0606 - Electronic Throttle Control System Fault in combination with other DTCS, or Powertrain Control Module Internal Communication error for DTC Alone top |
DTC P0606 alone, indicates register readback (PCM internal Communications) error, for P0606 in combination with other Electronic Throttle Control DTCS, indicates a system fault. If the other DTCS are repaired, then should also be corrected. |
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P0622 - Generator Field Terminal Circuit Failure top |
The PCM monitors generator load from the generator/regulator in the form of frequency. The frequency range is determined by the temperature of the voltage regulator, where 97 percent indicates full load, below 6 percent indicates no load. |
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P0645 - Wide Open Throttle A/C Cutout Primary Circuit Malfunction top |
NOTE:
For applications that use a normally open relay to control
the A/C clutch, the following description applies to the A/C
clutch relay control circuit. |
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P0660 - Intake Manifold Tuning Valve circuit Malfunction. top |
The IMTV system is monitored for failure during continuous, key ON engine OFF or key ON engine running self-test. The test fails when the signal on the monitor pin is more or less than an the expected calibrated range. |
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An IMTVM PID reading may indicate a fault if available |
P0703 - Brake Switch Circuit Input Malfunction top |
Indicates PCM did not receive a brake pedal position (BPP) input. |
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Check for proper function of stoplamps. Using the scan tool, check BPP PID. Stoplamps and PID should toggle on and off with brake pedal activation. |
P0704 - Clutch Pedal Position Switch Malfunction top |
When the clutch pedal is depressed the voltage goes to low. If the PCM does not see this change from high to low the DTC is set. |
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When depressing the CPP switch the voltage should cycle from 5.0V down. |
P0720 - Insufficient input from Output Shaft Speed sensor top |
The output shaft speed sensor inputs a signal to the PCM, based on the speed of the output shaft of the transmission. The PCM compares this signal with the signal of the VSS or TCSS and determines correct tire size and axle gear ratio. |
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Verify sensor signal output varies with vehicle speed. |
P0721 - Noise interference on Output Shaft Speed sensor signal top |
The output shaft speed sensor signal is very sensitive to noise. This noise distorts the input to the PCM. |
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P0722 - No signal from Output Shaft Speed sensor top |
The output shaft speed sensor failed to provide a signal to the PCM upon initial movement of vehicle. |
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P0723 - Output Shaft Speed sensor circuit intermittent failure top |
The output shaft speed sensor signal to the PCM is irregular or interrupted. |
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P0812 - Reverse Switch (RS) input circuit malfunction top |
The DTC indicates that the voltage is high when it should be low. |
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Check RS PID while exercising shift lever in and out of reverse. |
P1000 - OBD (On Board Diagnostic) System Readiness Test Not Complete top |
The OBD monitors are performed during the OBD Drive Cycle. The P1000 will be stored in continuous memory if any of the OBD monitors do not complete their full diagnostic check. |
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The
Ford P1000, inspection/maintenance (I/M) readiness function
is part of the PCM strategy. A battery disconnection or clearing
codes using a scan tool results in the various I/M readiness
bits being set to a "not-ready" condition. As each non-continuous
OBD monitor completes a full diagnostic check, the I/M readiness
bit associated with that monitor is set to a "ready" condition.
This may take 1 or 2 drive cycles based on whether malfunctions
are detected or not. The readiness bits for comprehensive
component monitoring, misfire and fuel system monitoring are
considered complete once all the non-continuous monitors have
been evaluated. Because the EVAP system monitor requires certain
ambient conditions to run, special logic can "bypass" the
monitor for purpose of clearing the EVAP system I/M readiness
bit due to continued presence of these extreme conditions. |
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P1001 - KOER Not Able To Complete, KOER Aborted top |
This Non-MIL (Malfunction Indicator Lamp) code will be set when Key On Engine Running (KOER) Self-Test does not complete in the time intended. |
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P1100 - Mass Air Flow (MAF) Sensor Intermittent top |
The MAF sensor circuit is monitored by the PCM for sudden voltage (or air flow) input change through the comprehensive component monitor (CCM). If during the last 40 warm-up cycles in key ON engine running the PCM detects a voltage (or air flow) change beyond the minimum or maximum calibrated limit, a continuous memory diagnostic trouble code (DTC) is stored. |
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While accessing the MAF V PID on the scan tool, lightly tap on the MAF sensor or wiggle the MAF sensor connector and harness. If the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an intermittent fault is indicated. |
P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range top |
The MAF sensor circuit is monitored by the PCM for an out of range air flow (or voltage) input. If during key ON engine OFF the air flow voltage signal is greater than 0.27 volts the test fails. Likewise, if during key ON engine running, an air flow voltage signal is not within 0.46 volt to 2.44 volts, the test fails. |
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A MAF V PID reading greater than 0.27 volts (KOEO) or a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates a hard fault. |
P1112 - Intake Air Temperature (IAT) Sensor Intermittent top |
Indicates IAT sensor signal was intermittent during the comprehensive component monitor. |
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Monitor IAT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped. |
P1114 - Intake Air Temperature 2 Circuit Low Input top |
Indicates the sensor signal is less than Self-Test minimum. The IAT2 sensor minimum is 0.2 volts. |
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Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. |
P1115 - Intake Air Temperature 2 Circuit High Input top |
Indicates the sensor signal is greater than Self-Test maximum. The IAT2 sensor maximum is 4.6 volts. |
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Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. |
P1116 - Engine Coolant Temperature (ECT) Sensor Out of Self-Test Range top |
Indicates the ECT sensor is out of Self-Test range. Correct range is 0.3 to 3.7 volts. |
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Engine coolant temperature must be greater than 10°C (50°F) to pass the KOEO Self-Test and greater than 82°C (180°F) to pass the KOER Self-Test. |
P1117 - Engine Coolant Temperature (ECT) Sensor Intermittent top |
Indicates ECT circuit became intermittently open or shorted while engine was running. Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. |
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Monitor ECT or CHT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped. |
P1120 - Throttle Position (TP) Sensor Out of Range Low (RATCH too Low) top |
The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input below the closed throttle position through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) remains within the calibrated self-test range but falls between 3.42 and 9.85% (0.17 and 0.49 volt), the test fails. |
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A TP PID (TP V PID) between 3.42 and 9.85% (0.17 and 0.49 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault. |
P1121 - Throttle Position (TP) Sensor Inconsistent with MAF Sensor top |
The PCM monitors a vehicle operation rationality check by comparing sensed throttle position to mass air flow readings. If during key ON engine running self-test the comparison of the TP sensor and MAF sensor readings are not consistent with calibrated load values, the test fails and a diagnostic trouble code is stored in continuous memory. |
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Drive vehicle and exercise throttle and TP sensor in all gears. A TP PID (TP V PID) less than 4.82 % (0.24 volt) with a LOAD PID greater than 55% or a TP V PID greater than 49.05% (2.44 volts) with a LOAD PID less than 30% indicates a hard fault. |
P1124 - Throttle Position (TP) Sensor Out of Self-Test Range top |
The TP sensor circuit is monitored by the PCM for an out of range TP rotation angle (or voltage) input. If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) reading is less than 13.27% (0.66 volt) or greater than 23.52% (1.17 volts), the test fails. |
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A TP PID (TP V PID) reading not between 13.27 and 23.52% (0.66 and 1.17 volts) in key ON engine OFF or key ON engine running indicates a hard fault. |
P1125 - Throttle Position (TP) Sensor Intermittent top |
The TP sensor circuit is monitored by the PCM for sudden TP rotation angle (or voltage) input change through the comprehensive component monitor (CCM). If during the last 80 warm-up cycles in key ON engine running the PCM detects a TP rotation angle (or voltage) changes beyond the minimum or maximum calibrated limit, a continuous diagnostic trouble code (DTC) is stored. |
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While accessing the TP V PID on the scan tool, lightly tap on the TP sensor or wiggle the TP sensor connector and harness. If the TP V PID suddenly changes below 0.49 volt or above 4.65 volts, an intermittent fault is indicated. |
P1127 - Exhaust Not Warm Enough, Downstream Sensor Not Tested top |
The HEGO monitor uses an exhaust temperature model to determine when the HO2S heaters are cycled ON. The test fails when the inferred exhaust temperature is below a minimum calibrated value. |
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Monitor HO2S Heater PIDs to determine their ON/OFF state. DTC P1127 will be present if the exhaust is not hot. |
P1128 - Upstream Oxygen Sensors Swapped from Bank to Bank (HO2S-11-21) top |
The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated. |
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P1129 - Downstream Oxygen Sensors Swapped from Bank to Bank (HO2S-12-22) top |
The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated. |
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P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit top |
The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit. |
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A fuel control HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S. |
P1131 - Lack of HO2S-11 Switch, Sensor Indicates Lean top |
A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. |
See Possible Causes for P1130 |
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P1132 - Lack of HO2S-11 Switch, Sensor Indicates Rich top |
A HEGO sensor indicating rich at the end of a test is trying to correct for an over-lean condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. |
See Possible Causes for P1130 |
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P1137 - Lack of HO2S-12 Switch, Sensor Indicates Lean top |
The downstream HO2S sensors are forced rich and lean and monitored by the PCM. The test fails if the PCM does not detect the output of the HO2S in a calibrated amount of time. |
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P1138 - Lack of HO2S-12 Switch, Sensor Indicates Rich top |
See DTC P1137 |
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P1150 - Lack of HO2S-21 Switch, Fuel Trim at Limit top |
See DTC P1130 |
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P1151 - Lack of HO2S-21 Switch, Sensor Indicates Lean top |
A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when fuel control system no longer detects switching for a calibrated amount of time. |
See Possible Causes for P1130 |
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P1152 - Lack of HO2S-21 Switch, Sensor Indicates Rich top |
A HEGO sensor indicating rich at the end of a test is trying to correct for an over-lean condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. |
See Possible Causes for P1130 |
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P1157 - Lack of HO2S-22 Switch, Sensor Indicates Lean top |
See DTC P1137 |
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P1158 - Lack of HO2S-22 Switch, Sensor Indicates Rich top |
See DTC P1137 |
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P1168 - Fuel Rail Pressure Sensor in Range But Low top |
The comprehensive component monitor (CCM) monitors the FRP pressure for acceptable fuel pressure. The test fails when the fuel pressure falls below a calibrated value. |
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P1169 - Fuel Rail Pressure (FRP) Sensor in Range But High top |
The comprehensive component monitor (CCM) monitors the FRP pressure for acceptable fuel pressure. The test fails when the fuel pressure falls below or exceeds a minimum/maximum calibrated value for a calibrated period of time. |
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P1180 - Fuel Delivery System - Low top |
The PCM receives fuel tank pressure (FTP) information from the natural gas module (NG), which uses the information to infer fuel rail pressure (FRP). The test fails when the inferred pressure is less than a minimum calibrated value. |
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P1181 - Fuel Delivery System - High top |
The PCM receives fuel tank pressure (FTP) information from the natural gas module (NG), which uses the information to infer fuel rail pressure (FRP). The test fails when the inferred pressure is higher than a maximum calibrated value. |
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P1184 - Engine Oil Temperature (EOT) Sensor Out of Self-Test Range top |
Indicates EOT signal was out of Self-Test range. |
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Engine should be at operating temperature before running self-test. |
P1229 - Supercharger Intercooler Pump (ICP) Pump Not Operating top |
The ICP DTC will be set when the PCM is calling for the pump to be operating but no current is being detected. |
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Check for voltage at relay, check fuse in power feed, check ground connection of pump motor, PID reading is on/off. |
P1232 - Low Speed Fuel Pump Primary Circuit Malfunction top |
The PCM monitors the low speed fuel pump (LFP) primary circuit output from the PCM. The test fails if: When the LFP circuit is commanded on (grounded), excessive current draw is detected on the LFP circuit; or when the LFP circuit is commanded off, voltage is not detected on the LFP circuit (the PCM expects to detect VPWR voltage coming through the low speed fuel pump relay coil to the LFP circuit). |
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P1233 - Fuel System Disabled or Offline top |
LS6/LS8
and Thunderbird: |
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The PCM expects to see one of the following duty cycle signals from the FPDM on the FPM circuit: 1) 50% (500 msec on, 500 msec off), all OK. 2) 25% (250 msec on, 750 msec off), FPDM did not receive a fuel pump (FP) duty cycle command from the PCM, or the duty cycle that was received was invalid. 3) 75% (750 msec ON, 250 OFF), the FPDM has detected a fault in the circuits between the FPDM and the fuel pump. |
P1234 - Fuel System Disabled or Offline top |
See DTC P1233 P1234 is identical to P1233 except P1234 will not illuminate the MIL. |
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P1235 - Fuel Pump Control Out Of Range top |
Note:
For LS6/LS8 and Thunderbird, the FPDM functions are incorporated
in the Rear Electronics Module (REM). Also, the REM does not
use a FPM circuit. Diagnostic information will be sent through
SCP. |
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P1236 - Fuel Pump Control Out Of Range top |
See DTC P1235 P1236 is identical to P1235 except P1236 will not illuminate the MIL. |
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P1237 - Fuel Pump Secondary Circuit Malfunction top |
Note:
For LS6/LS8 and Thunderbird, the FPDM functions are incorporated
in the rear electronics module (REM). Also, the REM does not
use a FPM circuit. Diagnostic information will be set through
SCP. |
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P1238 - Fuel Pump Secondary Circuit Malfunction top |
See DTC P1237 P1238 is identical to P1237 except P1238 will not illuminate the MIL. |
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P1244 - Generator Load Input High top |
The PCM monitors generator load from the generator/regulator in the form of frequency. The fault indicates the input is lower than the load should be in normal operation. The load input could be high when a battery short to ground exists. |
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P1245 - Generator Load Input Low top |
The PCM monitors generator load from the generator/regulator in the form of frequency. The fault indicates the input is lower than the load should be in normal operation. The load input could be low when no generator output exists. |
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P1246 - Generator Load Input Failed top |
The PCM monitors generator load from the generator/regulator in the form of frequency. The frequency range is determined by the temperature of the voltage regulator where 97% represents full load, below 6% means no load. |
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P1260 - Theft Detected - Vehicle Immobilized top |
Indicates that the passive anti-theft system (PATS) has determined a theft condition existed and the engine is disabled. This DTC is a good indicator to check the PATS for DTCs. |
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Theft indicator flashing rapidly or on solid when ignition switch is in the ON position. Check anti-theft system for DTCs. Typical vehicle symptoms are: Start/Stall or Crank/No Start. NOTE: No crank symptom only on vehicles equipped with PATS starter disable feature. |
P1270 - Engine RPM/Vehicle Speed Limiter top |
Indicates the vehicle has been operated in a manner, which caused the engine or vehicle to exceed a calibration limit. The engine rpm and vehicle speed are continuously monitored and evaluated by the PCM. The DTC is set when the rpm or vehicle speed falls out of a calibrated range. |
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The DTC indicates the vehicle has been operated in a manner, which caused the engine or vehicle speed to exceed a calibrated limit. |
P1285 - Cylinder Head Over Temperature Sensed top |
Indicates an engine overheat condition was sensed by the cylinder head temperature sensor. |
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On some applications when this fault occurs the Engine Temperature warning indicator will illuminate and/or force the temperature gauge to full H (Hot) zone by grounding the engine temperature warning circuit. |
P1288 - Cylinder Head Temperature (CHT) Sensor Circuit Out of Self-Test Range top |
Indicates the CHT sensor is out of Self-Test range. Engine is not at normal operating temperature. |
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Bring engine to operating temperature. If cold, re-run self-test. If engine over-heats check cooling system. |
P1289 - Cylinder Head Temperature (CHT) Sensor Circuit High Input top |
Indicates a CHT sensor circuit malfunction (open). |
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CHT V PID reading greater than 4.6 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. Note: P0118 may also be reported when this DTC is set, either of these DTC's will activate the MIL light. |
P1290 - Cylinder Head Temperature (CHT) Sensor Circuit Low Input top |
Indicates a CHT sensor circuit malfunction (shorted). |
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CHT V PID reading less than 0.2 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. Note: P0117 may also be reported when this DTC is set, either of these DTC's will activate the MIL light. |
P1299 - Cylinder Head Over Temperature Protection Active top |
Indicates an engine overheat condition was detected by the cylinder head temperature (CHT) sensor. An FMEM Strategy called Fail-safe Cooling was activated to cool the engine. |
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P1309 - Misfire Monitor Disabled top |
When the misfire monitor is disabled, usually due to the input signal generated by the camshaft position (CMP) sensor, by sensing the passage of teeth from the CMP wheel. |
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Verify the CMP is installed correctly and not out of synchronization. |
P1336 - CKP and or CMP Input Signal to PCM Concerns top |
Input Signal to PCM from CKP Sensor and or CMP Sensor erratic. |
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Harness routing, alterations, improper shielding, or electrical interference from other improperly functioning systems. |
P1380 - Variable Cam Timing Solenoid A Circuit Malfunction (Bank 1) top |
The comprehensive component monitor(CCM) monitors the VCT circuit to the PCM for high and low voltage. If during testing voltage was to fall below a calibrated limit a calibrated amount of time the test will fail. |
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DTC P1380 is a VCT circuit check. Testing should include wires, solenoid coil and PCM. |
P1381 - Variable Cam Timing Over-advanced (Bank 1) top |
The comprehensive component monitor (CCM) monitors the VCT position for an over-advanced camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in an advanced position. |
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DTC P1381 is a check of the VCT unit. Engine will idle rough, hard starting and may stall. Diagnostics and repair for the VCT unit are located in the Workshop Manual. Check the operation of the VCT solenoid and check for a stuck or sticking solenoid valve caused by contamination. If the valve is stuck, check spider bracket for contamination prior to solenoid replacement. |
P1383 - Variable Cam Timing Over-retarded (Bank 1) top |
The comprehensive component monitor (CCM) monitors the VCT position for over-retarded camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in an retarded position. |
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DTC P1383 is a check of the VCT unit. Engine will idle rough, hard starting and may stall. Diagnostics and repair for the VCT unit are located in the Workshop Manual. Check the operation of the VCT solenoid and check for a stuck or sticking solenoid valve caused by contamination. If the valve is stuck, check spider bracket for contamination prior to solenoid replacement. |
P1385 - Variable Cam Timing Solenoid A Circuit Malfunction (Bank 2) top |
The comprehensive component monitor(CCM) monitors the VCT circuit to the PCM for high and low voltage. If during testing voltage was to fall below a calibrated limit a calibrated amount of time the test will fail. |
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DTC P1385 is a VCT circuit check. Testing should include wires, solenoid coil and PCM. |
P1386 - Variable Cam Timing Over-advanced (Bank 2) top |
The comprehensive component monitor (CCM) monitors the VCT position for an over-advanced camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in an advanced position. |
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DTC P1386 is a check of the VCT unit. Engine will idle rough, hard starting and may stall. Diagnostics and repair for the VCT unit are located in the Workshop Manual. Check the operation of the VCT solenoid and check for a stuck or sticking solenoid valve caused by contamination. If the valve is stuck, check spider bracket for contamination prior to solenoid replacement. |
P1388 - Variable Cam Timing Over-retarded (Bank 2) top |
The comprehensive component monitor (CCM) monitors the VCT position for over-retarded camshaft timing. The test fails when the camshaft timing exceeds a maximum calibrated value or remains in an retarded position. |
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DTC P1388 is a check of the VCT unit. Engine will idle rough, hard starting and may stall. Diagnostics and repair for the VCT unit are located in the Workshop Manual. Check the operation of the VCT solenoid and check for a stuck or sticking solenoid valve caused by contamination. If the valve is stuck, check spider bracket for contamination prior to solenoid replacement. |
P1400 - DPF EGR Sensor Circuit Low Voltage Detected top |
The EGR monitor checks the DPF EGR sensor signal to the PCM for low voltage. The test fails when the average voltage to the PCM drops to a voltage less than the minimum calibrated value. |
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A DPF EGR PID reading less than 0.2 volt with the key ON and engine OFF or running, indicates a hard fault. |
P1401 - DPF EGR Sensor Circuit High Voltage Detected top |
The EGR monitor checks the DPF EGR sensor signal to the PCM for high voltage. The test fails when the average voltage to the PCM goes to a voltage greater than the maximum calibrated value. |
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A DPF EGR PID reading greater than 4.5 volts with the key ON and engine OFF or running, indicates a hard fault. |
P1405 - DPF EGR Sensor Upstream Hose Off or Plugged top |
While driving, the EGR monitor commands the EGR valve closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the DPF EGR sensor indicates EGR flow is in the negative direction. |
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P1406 - DPF EGR Sensor Downstream Hose Off or Plugged top |
While driving, the EGR monitor commands the EGR valve closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the DPF EGR sensor continues to indicate EGR flow even after the EGR valve is commanded closed. |
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P1408 - EGR Flow Out of Self-Test Range (Non MIL) top |
This test is performed during the KOER on demand self-test only. The EGR system is commanded ON at a fixed engine speed. The test fails and the DTC is output when the measured EGR flow falls above or below the required calibration . |
For vacuum activated systems, see Possible Causes for P0401. For electric motor system, see Possible Causes P0400. |
For Electric EGR, use the output state control function of the scan tool and monitor the MAP PID (MAP) and the EEGR PID (EGRMDSD) while commanding the EEGR on. If EGR is introduced into the engine at idle, the rpm will drop or stall out. For vacuum systems see Diagnostic Aids for P0401. |
P1409 - EGR Vacuum Regulator Solenoid Circuit Malfunction top |
This test checks the electrical function of the EGRVR solenoid. The test fails when the EGRVR circuit voltage is either too high or too low when compared to the expected voltage range. The EGR system must be enabled for the test to be completed. |
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The EGR vacuum regulator solenoid resistance is from 26 to 40 ohms. |
P1411 - Secondary Air Injection (AIR) system downstream flow top |
The secondary air injection system does not detect the presence of air in the exhaust when introduced by the secondary air injection system |
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In order to test the AIR pump, it must be capable of driving the HO2S lean. |
P1432 - Thermostat Heater Control (THTRC) Circuit Failure top |
The Comprehensive component monitor (CCM) monitors the THTRC circuit to the PCM for high and low voltage. If during testing; voltage was to fall below a calibrated limit for a calibrated amount of time the test will fail and set the DTC and MIL. |
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DTC P1432 is a THTRC circuit check. Testing should include wire harness, thermostat heater and PCM. |
P1436 - A/C Evaporator Temperature (ACET) Circuit Low Input top |
Indicates the ACET signal input is less than Self-Test minimum. Self-Test minimum is 0.13 volts. |
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The PCM sources a low current 5 volts on the ACET circuit (this voltage can be measured with the sensor disconnected). As A/C evaporator air temperature changes, the ACET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the ACET signal is detected below the Self-Test minimum, check for shorts to SIG RTN or ground, which would pull the voltage low. |
P1437 - A/C Evaporator Temperature (ACET) Circuit High Input top |
Indicates the ACET signal input is greater than Self-Test minimum. Self-Test maximum is 4.5 volts. |
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The PCM sources a low current 5 volts on the ACET circuit (this voltage can be measured with the sensor disconnected). As A/C evaporator air temperature changes, the ACET circuit resistance to SIG RTN (ground) changes (which changes the voltage the PCM detects). When the ACET signal is detected above the Self-Test maximum, check for open cirucits (ACET or SIG RTN), which would cause the voltage to remain high. Although not as probable, also check for a short to power (VREF). |
P1443 - Very Small Or No Purge Flow Condition top |
A fuel tank pressure change greater than a minus (-) 7 inches of H 2 O in 30 seconds has occurred with purge (fuel vapor) flow less than 0.02 pounds per minute. |
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Check for blockages between the fuel tank, EVAP canister purge valve and engine intake manifold. Check obstructions in the EVAP canister purge valve diaphragm and ports. |
P1450 - Unable to Bleed Up Fuel Tank Vacuum top |
Monitors the fuel vapor vacuum and pressure in the fuel tank. The system failure occurs when the EVAP running loss monitor detects excessive fuel tank vacuum with the engine running (but not at idle). |
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P1451 - EVAP Control System Canister Vent Solenoid Circuit Malfunction top |
Monitors the canister vent (CV) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by PCM command. |
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To verify normal function, monitor the EVAP canister vent solenoid signal PID EVAPCV and the signal voltage (PCM control side). With the valve open, EVAPCV will indicate 0 percent duty cycle and the voltage approximately equal to battery voltage. When the valve is commanded fully closed, EVAPCV will indicate 100% duty cycle and a voltage drop of 4 volts minimum is normal. Output test mode may be used to switch output ON/OFF to verify function. |
P1460 - Wide Open Throttle A/C Cutout Primary Circuit Malfunction top |
NOTE:
For applications that use a normally open relay to control
the A/C clutch, the following description applies to the A/C
clutch relay control circuit. |
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P1461 - Air Conditioning Pressure Sensor (ACP) Sensor High Voltage Detected top |
ACP inputs a voltage to the PCM. If the voltage is above a calibrated level the DTC will set. |
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Verify VREF voltage between 4.0 and 6.0V. |
P1462 - Air Conditioning Pressure Sensor (ACP) Sensor Low Voltage Detected top |
ACP inputs a voltage to the PCM. If the voltage is below the calibrated level the DTC will set. |
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Verify VREF voltage between 4.0 and 6.0V. |
P1463 - Air Conditioning Pressure Sensor (ACP) Insufficient Pressure Change top |
Each time the A/C clutch engages, the PCM is looking for a pressure change in the refrigerant. If the change in pressure is outside of the calibration the DTC will set. |
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Verify A/C system function, including refrigerant charge. |
P1464 - A/C Demand Out Of Self-Test Range top |
Indicates the ACCS input to the PCM was high during Self-Test. |
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If A/C or defrost were on during self-test, turn off and rerun test. |
P1469 - Low A/C Cycling Period top |
Indicates frequent A/C compressor clutch cycling. |
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P1474 - Low Fan Control (LFC) Primary Circuit Failure |
Monitors the low fan control (LFC) (fan control [FC] for one speed fan application) primary circuit output from the PCM. The test fails if: When the PCM grounds the LFC/FC circuit, excessive current draw is detected on the LFC/FC circuit; or with the LFC/FC circuit not grounded by the PCM, voltage is not detected on the LFC/FC circuit (the PCM expects to detect VPWR voltage coming through the low speed FC relay [or CCRM] coil to the LFC/FC circuit). |
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P1474 - Cooling Fan Electrical Malfunction |
This test checks the Fan Control - Variable (FCV) output circuit. The DTC sets if the PCM detects that the voltage on the FCV circuit is not within the expected range. |
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During KOEO Self-Test, the cooling fan will be cycled on and off. |
P1477 - Medium Fan Control (MFC) Primary Circuit Failure top |
Monitors the medium fan control (MFC) primary circuit output from the PCM. The test fails if: With the MFC output commanded on (grounded), excessive current draw is detected on the MFC circuit; or with the MFC circuit commanded off, voltage is not detected on the MFC circuit (the PCM expects to detect IGN START/RUN voltage coming through the medium speed FC relay coil to the MFC circuit). |
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P1479 - High Fan Control (HFC) Primary Circuit Failure top |
Monitors the high fan control (HFC) primary circuit output from the PCM. The test fails if: With the HFC output commanded on (grounded), excessive current draw is detected on the HFC circuit; or with the HFC circuit commanded off, voltage is not detected on the HFC circuit (the PCM expects to detect VPWR voltage coming through the high speed FC relay [or CCRM] coil to the HFC circuit). |
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P1500 - Vehicle Speed Sensor (VSS) Intermittent top |
Indicates the VSS input signal was intermittent. This DTC is set when a VSS fault interferes with other OBDII tests, such as Catalyst efficiency monitor, EVAP monitor, HO2S monitor, etc. |
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P1501 - Vehicle Speed Sensor (VSS) Out of Self Test Range top |
Indicates the VSS input signal is out of Self Test range. If the PCM detects a VSS input signal any time during Self Test, a DTC P1501 will be set and the test will abort. |
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Check for VSS input to be 0 mph when vehicle transmission is in Park. |
P1502 - Vehicle Speed Sensor (VSS) Intermittent top |
Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS) or anti-lock brake system (ABS) control module. This DTC is set the same way as P0500. However, it is intended to flash the transmission control indicator lamp (TCIL) for first time VSS circuit error/malfunctions. |
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Refer to diagnostic aids for P0500. |
P1504 - Idle Air Control (IAC) Circuit Malfunction top |
This DTC is set when the PCM detects an electrical load failure on the IAC output circuit. |
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P1506 - Idle Air Control (IAC) Overspeed Error top |
This DTC is set when the PCM detects engine idle speed that is greater than the desired rpm. |
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Disconnect IAC valve and look for little or no change in engine rpm as an indication of a stuck or damaged valve. |
P1507 - Idle Air Control (IAC) Underspeed Error top |
This DTC is set when the PCM detects engine idle speed that is less than the desired rpm. |
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P1516 - Intake Manifold Runner Control Input Error (Bank 1) top |
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P1517 - Intake Manifold Runner Control Input Error (Bank 2) top |
The IMRC system is monitored for failure during continuous or key ON engine OFF self-test. Each DTC will distinguish the corresponding failed bank for IMRC actuator assemblies with dual monitor switches. The test fails when the signal on the monitor pin is outside an expected calibrated range. |
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P1518 - Intake Manifold Runner Control Malfunction (Stuck Open) top |
The IMRC system is monitored for failure during continuous, key ON engine OFF or key ON engine running self-test. The test fails when the signal on the monitor pin is less than an expected calibrated range at closed throttle. |
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An IMRCM PID reading approximately near 1 volt at closed throttle may indicate a fault |
P1519 - Inlet Manifold Runner Control Malfunction (Stuck Closed) top |
The IMRC system is monitored for failure during continuous, key ON engine OFF or key ON engine running self-test. The test fails when the signal on the monitor pin is more than an expected calibrated range with IMRC activated. |
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An IMRCM PID reading at VREF with engine rpm of at least 3000 may indicate a fault. |
P1549 - Intake Manifold Communication Control Circuit Malfunction top |
The IMCC or intake manifold tuning (IMT) valve system is monitored for failure during continuous or key ON engine OFF self-test. The test fails when the PCM detects a concern with IMT valve output circuit. |
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P1550 - Power Steering Pressure (PSP) Sensor Malfunction top |
The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range. |
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P1572 - Brake Pedal Switch Circuit top |
Indicates that the brake input rationality test for brake pedal position (BPP) and brake pressure applied (BPA) switches has failed. One or both inputs to the PCM did not change state when it was expected to. Note: On vehicles with stability assist. BPP is connected to the ABS module and the ABS generates a Driver Brake Application (DBA) signal, which is than sent to the PCM. |
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DTC P1572 is set when the PCM does not see the proper sequence of the brake pedal input signal from both the BPP and BPA when the brake pedal is pressed and released. |
P1582 - Electronic Throttle Monitor Data Available top |
Indicates actuation of restraint deployment, and Electronic Throttle Monitor data is available. |
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P1633 - Keep Alive Power Voltage Too Low top |
Indicates that the Keep Alive Power (KAPWR) circuit has experienced a power interrupt. |
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Loss of KAPWR to the PCM will result in a immediate MIL illumination and a P1633. |
P1635 - Tire/Axle Ratio Out Of Acceptable Range top |
This Diagnostic Trouble Code (DTC) indicates the tire and axle information contained in Vehicle ID block (VID) does not match vehicle hardware. |
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Using the scan tool, view the tire and axle parameters within the VID. They must match vehicle hardware. |
P1636 - Inductive Signature Chip Communication Error top |
Indicates the PCM has lost communication with the Inductive Signature Chip. |
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P1639 - Vehicle ID Block Not Programed Or Is Corrupt top |
This diagnostic trouble code (DTC) indicates that the vehicle ID (VID) block is not programed or the information within is corrupt. |
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Using an enhanced scan tool, reprogram the PCM to the most recent calibration available. |
P1640 - Powertrain DTC's Available in Another Module top |
Vehicles using a secondary Engine Control Module can request that the Powertrain Control Module illuminate the Check Engine Light when a failure occurs which affect emission. |
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Call-up PID address 0946 to determine secondary module requesting MIL illumination. Once secondary module is determined request DTCs from module. |
P1650 - Power Steering Pressure (PSP) Switch Malfunction top |
In Key On, Engine Off Self-Test, this DTC indicates the PSP input to the PCM is high. In Key On, Engine Running Self-Test, this DTC indicates that the PSP input did not change state. |
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P1651 - Power Steering Pressure (PSP) Switch Signal Malfunction top |
The PCM counts the number of times vehicle speed transitions from 0 to a calibratable speed. After a calibratable number of speed transitions the PCM expects that the PSP input should have changed. This DTC is set if the transition is not detected. |
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P1703 - Brake Switch Out of Self-Test Range top |
Indicates that during Key On Engine Off (KOEO) Self-Test, BPP signal was high. Or during Key On Engine Running (KOER) Self -Test, the BPP signal did not cycle high and low. |
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Check for proper function of stoplamps. Using scan tool, check BPP PID. Stoplamps and PID should toggle on and off with brake pedal activation. |
P1705 - Transmission Range Sensor Out of Self-Test Range top |
Transmission Range circuit not indicating Park/Neutral during self-test. |
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Verify gear selector is in Park/Neutral. |
P1709 - Park/Neutral Position Switch Out of Self-Test Range top |
The DTCs indicate that the voltage is high when it should be low. |
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When exercising either the PNP or CPP switch the voltage should cycle from 5.0V to low |
P1780 - Transmission Control Switch Out of Self-Test Range top |
During KOER self-test the TCS has to be cycled, if not cycled a DTC is set. |
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Verify the TCS switch cycles ON/OFF |
P1900 - Output Shaft Speed sensor circuit intermittent failure top |
See DTC P0723 |
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P2270 - Lack of HO2S-12 Switch, Sensor Indicates Lean top |
The downstream HO2S sensors are forced rich and lean and monitored by the PCM. The test fails if the PCM does not detect the output of the HO2S in a calibrated amount of time. |
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P2271 - Lack of HO2S-12 Switch, Sensor Indicates Rich top |
See DTC P2270 |
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P2272 - Lack of HO2S-22 Switch, Sensor Indicates Lean top |
See DTC P2270 |
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P2273 - Lack of HO2S-22 Switch, Sensor Indicates Rich top |
See DTC P2270 |
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Source: 2003 Ford Workshop Information Manual @ paladinmicro.com
Very happy with this publication.
what doest it mean when you run a text it has a n/a on the side of the part name
My Mustang threw a SES light with the code P0340 a few weeks ago. I replaced the Camshaft Position Sensor as well as the FRPS Fuel Rail Pressure Sensor thinking it was one of the two. The problem ended up being my alternator. I picked up a PA Performance Alternator, reset the code with my SCT XCal3 and the problem seems to be solved.