Engine/Motor Control Module --, 2019 MY

WARNING: This page is about a different variant/trim than selected.

DTC / Description	Monitor Strategy Description	Malfunction Criteria and Threshold Value	Secondary Parameters with Enable Conditions	Monitoring Time Length	MIL Illum.	Component Diagnostic Procedure
P000A "A" Camshaft Position Slow Response Bank 1	Variable Valve Timing (VVT) Intake Actuator Slow Response	Adjustment angle difference >= 1.0; < 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 672 - 6, 016 RPM Set point change > 20.0° CRK Camshaft position not calibrated Dynamic diagnosis timer >= 0.95 - 4.0 s	0.0 (FTP75: 300.0) s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING
P000B "B" Camshaft Position Slow Response Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Slow Response	Adjustment angle difference >= 1.0; < 4.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 672 - 6, 016 RPM Set point change > 5.0° CRK Camshaft position not calibrated Dynamic diagnosis timer >= 0.34 - 4.0 s	0.0 (FTP75: 700.0) s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING . -- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1	Variable Valve Timing (VVT) Intake Actuator Open Circuit	Output voltage lower range 1.92 - 2.21 V Output voltage upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P0011 "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	Variable Valve Timing (VVT) Intake Actuator Target Error	Camshaft position deviation > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 672 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK * s	0.0 (FTP75: 250.0) s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING -- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P0013 "B" Camshaft Position Actuator Control Circuit/Open Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Open Circuit	Output voltage lower range 1.92 - 2.21 V Output voltage upper range 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0014 "B" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Target Error	Difference between target and actual position > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 672 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK * s	0.0 (FTP75: 450.0) s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A	Intake Camshaft Position / Crankshaft Position (CMP/CKP) Sensor Adaptation Value Monitoring	Diff. actual camshaft adaptation per cylinder vs. previous reference camshaft adaptation >= 12.0° CRK	General: Camshaft phasing commanded Engine speed < 8, 160 RPM Diff. actual intake camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK Case 1: ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s CKP stalling not detected Case 2: ignition on Synchronization test incorrect Or Engine running And Depending on engine: Engine stalling >= 5.0 s CKP stalling not detected Case 3: backwards rotation Backwards rotation not detected CKP stalling not detected Case 4: stop/start-cycle Engine speed >= 400 RPM Engine stopped	0.1 s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
	Intake Camshaft Position / Crankshaft Position (CMP / CKP) Sensor Out Of Range	Diff. actual camshaft adaptation per cylinder vs. previous reference camshaft adaptation >= 12.0° CRK	Engine synchronization not validated Failure by exhaust camshaft sensor detected	450.0° CRK Once / DCY	2 DCY
P0017 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor B	Exhaust Camshaft Position / Crankshaft Position (CMP / CKP) Sensor Adaptation Value Monitoring	Adapted value for each edge of the target wheel < -14.0° CRK Or Adapted value for each edge of the target wheel > 14.0° CRK	Camshaft position adjustment active (exhaust side) Engine speed 288 - 4, 000 RPM Modeled oil temperature >= -15° C Modeled oil temperature <= 160° C Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s CKP stalling not detected Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling>= 5.0 s CKP stalling not detected Or Case 3: Backwards rotation not detected CKP stalling not detected Or Case 4: Engine speed>= 400 RPM Engine stopped	720.0° CRK Multiple	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0030 HO2S Heater Control Circuit Bank 1 Sensor 1	Oxygen Sensor (O2S) Heater Front Open Circuit	O2S front heater voltage lower range 1.92 - 2.21 V O2S front heater voltage upper range 2.85 - 3.25 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1	Oxygen Sensor (O2S) Heater Front Circuit Low	O2S front heater voltage < 1.92 - 2.21 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1	Oxygen Sensor (O2S) Heater Front Circuit High	O2S front heater driver temperature > 160.0 - 200.0° C Or O2S front heater driver output current > 8.0 - 12.0 A	Modeled EGT @ O2S front >= -273° C Actuator commanded on	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0033 Turbocharger/Supercharger Bypass Valve "A" Control Circuit	Turbocharger (TC) Compressor Actuator Open Circuit	Voltage lower range1.92 - 2.21 V Voltage upper range2.85 - 3.25 V	Actuatorcommanded off	1.0 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
	Turbocharger (TC) Compressor Actuator Circuit High	Current> 4.0 - 7.0 A Or Temperature > 160 - 200° C	Actuatorcommanded on	1.0 s Continuous	2 DCY
P0034 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Low	Turbocharger (TC) Compressor Actuator Circuit Low	Voltage< 1.92 - 2.21 V	Actuatorcommanded off	1.0 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
P0036 HO2S Heater Control Circuit Bank 1 Sensor 2	Oxygen Sensor (O2S) Heater Rear Open Circuit	O2S rear heater voltage lower range 1.92 - 2.21 V O2S rear heater voltage upper range 2.85 - 3.25 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2	Oxygen Sensor (O2S) Heater Rear Circuit Low	O2S rear heater voltage < 1.92 - 2.21 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0038 HO2S Heater Control Circuit High Bank 1 Sensor 2	Oxygen Sensor (O2S) Heater Rear Circuit High	O2S rear heater driver temperature > 160.0 - 200.0° C Or O2S rear heater driver output current > 8.0 - 12.0 A	Modeled EGT @ O2S rear >= -273° C Actuator commanded on Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0045 Turbocharger/Supercharger Boost Control "A" Circuit/Open	Turbocharger (TC) Boost Pressure Control Open Circuit	Bypass valve driver load resistance > 200.0 kΩ	Deviation between actual and filtered boost pressure actuator position <= 5.0% Boost pressure control not active Time delay > 1.0 s	0.4 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to Turbocharger Recirculation Valve - N249-, CHECKING .-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
	Turbocharger (TC) Boost Pressure Control Short Circuit	Bypass valve driver current > 9.3 - 15.0 A	Boost pressure control active	0.4 s Continuous	2 DCY
P0068 MAP/MAF - Throttle Position Correlation	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation < -70.0 - -53.0% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation active (by throttle opening area) Throttle position 1.999 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25 - 0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure 135.0 kPa BARO 65.0 - 107.50 kPa	1.7 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
	Intake Air (IA) System Rationality Check	Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure < -30.0% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation active (by turbocharger boost pressure) Throttle position > 4.5° TPS Engine speed 1, 216 - 6, 000 RPM Pressure quotient @ throttle 0.63 - 0.95 [-] Engine running Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Boost pressure < 135.0 kPa BARO 65.0 - 107.50 kPa	5.0 s Continuous
	Manifold Absolute Pressure (MAP) Sensor Large Leakage Detection	Diff. MAP set point vs. actual MAP < -15.0 - -10.0 kPa	Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Vehicle speed <= 1 mph Time after engine start > 5.0 s Engine speed lower range > 576 RPM Engine speed upper range < 3, 000 RPM IAT @ manifold > -48° C ECT downstream engine > -48° C Pressure quotient @ throttle 0.15 - 0.60 [-] Load dynamic conditions: Dynamic engine speed < 8, 160 RPM Dynamic air mass < 15.01 mg/stk	5.0 s Continuous
P0070 Ambient Air Temperature Sensor Circuit "A"	COM: Ambient Air Temperature (AAT) Sensor Circuit High	AAT sensor voltage > 4.50 V		2.0 s Continuous	2 DCY	-- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0071 Ambient Air Temperature Sensor Circuit "A" Range/Performance	Ambient Air Temperature (AAT) Sensor Cross Check	High side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. AAT @ cold start vs. ECT @ cylinder head @ cold start n.a. K Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K Diff. ECT @ cylinder head @ cold start vs. AAT @ cold start n.a. K Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K Min. amount of faulty reference measurements to detect 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start < 410.0 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCY not calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time >= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -38° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time>= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K Diff. actual AAT vs. min. AAT < 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 0.5 K	0.1 s Once / DCY	2 DCY	-- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0072 Ambient Air Temperature Sensor Circuit "A" Low	COM: Ambient Air Temperature (AAT) Sensor Circuit Low	AAT sensor voltage < 0.10 V		2.0 s Continuous	2 DCY	-- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel Rail Pressure (FRP) System Out Of Range Low	Deviation between reference fuel pressure set point and current fuel pressure > 2, 000.06 kPa Case 1: Deviation lambda of controller included adaptation -10.0 - 30.0% High pressure controller output > 60.0 mg Fuel pressure > 3, 500.31 kPa Case 2: Fuel pump at max limit Mass fuel flow set point < 1, 389.0 mg/stk Fuel pressure < 34, 777.60 kPa	General: Engine speed512 - 6, 816RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after engine start > 7.0 s Engine warm-up not calibrated Catalyst heating not active Full loadnot active Catalyst purgenot active Lambda control closed loop Evap purge functionality diagnosisnot active Fuel pressure set point gradient<= 200.06 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 5.0 mg/stk For time >= 3.0 s Fuel mass set point upper range< 96.86 - 229.29 mg/stk Fuel mass set point gradient-1, 389.0 - 1, 389.0 mg/stk For time>= 3.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or Evap purge valve not active or closed	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0088 Fuel Rail/System Pressure - Too High Bank 1	Fuel Rail Pressure (FRP) System Out Of Range High	Deviation between fuel pressure set point and current fuel pressure < -2, 999.91 kPa Deviation lambda of controller included adaptation -17.50 - 17.5% Case 1: High pressure controller output < -75.0 mg Case 2: Flow control valve open Mass fuel flow set point > 15.01 mg/stk	General: Engine speed 512 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after engine start > 7.0 s Engine warm-up not calibrated Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop EVAP purge functionality diagnosis not active Fuel pressure set point gradient <= 200.06 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 5.0 mg/stk For time >= 3.0 s Fuel mass set point upper range < 96.86 - 229.29 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 3.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or EVAP purge valve not active or closed	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Voltage high side < 1.87 - 2.26 V Voltage low side > 2.78 - 3.33V	Engine speed0 RPM Or Fuel cut offactive Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Low and high side off: Voltage low side > 2.78 - 3.33V Voltage high side< 1.87 - 2.26V Low and high side on: Current low side < 12.2 - 15.0 A Current high side< 13.5 - 16.5 A	Engine speed> 600 RPM And Fuel cut offnot active Actuator commanded on	0.8 s Continuous	2 DCY
P0091 Fuel Pressure Regulator 1 Control Circuit Low	Fuel Volume Regulator Control Circuit Low (Low Side)	Voltage low side < 1.87 - 2.26V	Ignition on Or Ignition off (during ECM keep alive-time) And Actuatorcommanded off	0.8 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0091 Fuel Pressure Regulator 1 Control Circuit Low	Fuel Volume Regulator Control Circuit Low (High Side)	Current high side> 13.5 - 17.0 A	Ignition on Or Ignition off (during ECM keep alive-time) And Actuatorcommanded on	0.8 s Continuous	2 DCY
P0092 Fuel Pressure Regulator 1 Control Circuit High	Fuel Volume Regulator Control Circuit High (Low Side)	Current low side > 13.5 - 17.0 A	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded on	0.8 s Continuous	2 DCY	-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0092 Fuel Pressure Regulator 1 Control Circuit High	Fuel Volume Regulator Control Circuit High (High Side)	Voltage high side < 2.78 - 3.33 V	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded off	0.8 s Continuous	2 DCY
P00AF Turbocharger/Supercharger Boost Control "A" Module Performance	Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Open	Deviation boost pressure actuator position controller > 16.0% Boost pressure actuator position > 10.0% Or Deviation boost pressure actuator position controller < -16.0% Boost pressure actuator position > 10.0%		1.4 s Continuous	2 DCY	-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
	Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Close	Deviation boost pressure actuator position controller > 16.0% Boost pressure actuator position <= 10.0% Or Deviation boost pressure actuator position controller < -16.0% Boost pressure actuator position <= 10.0%		1.4 s Continuous
	Turbocharger (TC) Boost Pressure Control Rationality Check High	Boost pressure actuator position controller output > 98.0%	Time after engine start >= 4.0 s ECT downstream engine > -40° C AAT > -40° C Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%	2.0 s Continuous
	Turbocharger (TC) Boost Pressure Control Rationality Check Low	Boost pressure actuator position controller output < -98.0%	Time after engine start > 4.0 s ECT downstream engine > -40° C AAT > -40° C Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%	2.0 s Continuous
P00B7 Engine Coolant Flow Low/Performance	Engine Cooling System: Bypass Actuator Functional Check	Diff. previous and actual position of RVC < 4.0° [-] And Delay time 0.5 s	ECT downstream engine > 11° C RVC position 240.02 - 270.0° [-] Diff. previous actual and target position of RVC > 5.0° [-] And RVC adaptation finished Or RVC adaptation not active	14.0 s Continuous	2 DCY	-- Check the engine coolant system for leaks or damage. Repair as necessary. Refer to appropriate service information.-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING ..
			ECT downstream engine > 11° C RVC position 135.02 - 240.0° [-] Diff. previous actual and target position of RVC > 5.0° [-] And RVC adaptation finished Or RVC adaptation not active
			ECT downstream engine > 11° C RVC position 100.02 - 135.0° [-] Diff. previous actual and target position of RVC > 5.0° [-] And RVC adaptation finished Or RVC adaptation not active
			ECT downstream engine > 11° C RVC position 0.0 - 100.0° [-] Diff. previous actual and target position of RVC > 5.0° [-] And RVC adaptation finished Or RVC adaptation not active
P00FE EVAP System Tank Vapor Line Restricted/Blocked	Evaporative Emission (EVAP) System Intrusive Monitor Out Of Range High	Filtered EVAP pump current > 0.8 mA For time > 3.0 s	Conditions for previous dcy with EVAP monitoring: Reference measurement finished Filtered EVAP pump current in measurement window after reference measurement >= 0.8 A Conditions for actual dcy: Battery voltage 10.97 - 16.15 V For time >= 1.0 s Airbag not activated Time after engine start in actual dcy >= 2.0 s Propulsion off time in previous dcy >= 21, 600.0 s Or Diff. ECT vs. AAT @ engine start <= 20° C BARO > 73.0 kPa AAT 4 - 38° C ECT @ first start of dcy >= 4° C Time after engine start in actual dcy >= 600.0 s Vehicle speed > 12 mph Moving mean value of canister load < 1.0 [-] Fuel tank level <= 85.10% Evap valve closed	0.1 s Once / DCY	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING . -- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range/Performance	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation < 30.0 - 50.0% Lambda controller included correction and adaptation > 30.0%	Intake manifold modeled adaptation active (by throttle opening area) Throttle position 1.999 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25 - 0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 65.0 - 107.50 kPa	1.7 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
		Throttle opening area correction included controller and adaptation > 30.0 - 50.0% Lambda controller included correction and adaptation < -30.0%		1.7 s Continuous
		Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure < -30.0% Lambda controller included correction and adaptation > 30.0%	Intake manifold modeled adaptation active (by turbocharger boost pressure) Throttle position > 4.5° TPS Engine speed 1, 216 - 6, 000 RPM Pressure quotient @ throttle 0.63 - 0.95 [-] Engine running Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Boost pressure < 135.0 kPa BARO 65.0 - 107.50 kPa	5.0 s Continuous
		Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure > 30.0% Lambda controller included correction and adaptation < -30.0%	Intake manifold modeled adaptation active (by turbocharger boost pressure) Throttle position > 4.5° TPS Engine speed 1, 216 - 6, 000 RPM Modeled pressure quotient @ throttle 0.63 - 0.95 [-] Engine running Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Boost pressure < 135.0 kPa BARO 65.0 - 107.50 kPa	5.0 s Continuous
	Manifold Absolute Pressure (MAP) Sensor Engine Standing: Cross Check	Case 1: charged engine Diff. BARO vs MAP > 8.50 kPa Diff. turbocharger boost pressure vs. MAP> 8.50 kPa Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value not calibrated kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa Diff. BARO mean value vs. MAP mean value not calibrated kPa	Case A: engine stop during DCY Engine stopped Vehicle speed< 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed< 1 mph Engine @ driving cycle not calibrated	1.0 s Continuous
	Manifold Absolute Pressure (MAP) Sensor ECM Keep Alive-Time: Cross Check	Case 1: charged engine Diff. BARO vs MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Case 2: non charged engine Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa	Engine stopped Vehicle speed< 1 mph ECM keep alive time 10.0 - 6, 553.5 s	1.0 s Continuous
	Manifold Absolute Pressure (MAP) Sensor Idle Speed: Cross Check	Case 1: charged engine Diff. BARO vs turbocharger boost pressure <= 12.0 kPa Diff. turbocharger boost pressure @ full load vs. MAP @ full load > 10.0 kPa Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Case 2: non charged engine MAP not calibrated kPa	Throttle position <= 4.5° TPS Engine speed <= 1, 250 RPM And Time since idle speed > 10.0 s For time >= 0.2 s
	Manifold Absolute Pressure (MAP) Sensor Fuel Cut Off: Cross Check		Throttle position <= 8.002° TPS Engine speed <= 2, 500 RPM And Fuel cut off active For time >= 2.5 s
	Manifold Absolute Pressure (MAP) Sensor Full Load: Cross Check	Diff. BARO vs. MAP > 20.0 kPa	Engine speed 1, 000 - 8, 160 RPM Throttle position >= 32.298 - 77.004° TPS For time >= 0.2 s
P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low	Manifold Absolute Pressure (MAP) Sensor Circuit Low	Intake manifold pressure sensor voltage < 0.20 V		480.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High	Manifold Absolute Pressure (MAP) Sensor Circuit High	Intake manifold pressure sensor voltage > 4.80 V		480.0 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance Bank 1	Intake Air Temperature (IAT) Sensor @ Manifold Cross Check	High side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 30.0 K Diff. IAT @ manifold @ cold start vs. ECT downstream engine @ cold start not calibrated K Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 30.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 30.0 K Diff. ECT downstream engine @ cold start vs. IAT @ manifold @ cold start > 30.0 K Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 30.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start <= 410.0 s Depending on temperature slope @ cold start: Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0 K Diff. actual ECT downstream engine vs. ECT downstream engine @ start of DCYnot calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time>= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -38° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed>= 22 mph For time>= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K Diff. actual AAT vs. min. AAT< 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 0.5 K	0.1 s Once / DCY	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0112 Intake Air Temperature Sensor 1 Circuit Low Bank 1	Intake Air Temperature (IAT) Sensor Circuit Low	IAT sensor voltage < 0.10 V		0.6 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0113 Intake Air Temperature Sensor 1 Circuit High Bank 1	Intake Air Temperature (IAT) Sensor Open Circuit	IAT sensor voltage > 4.50 V		0.6 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .
P0116 Engine Coolant Temperature Sensor 1 Circuit Range/Performance	Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Low	Diff. modeled vs. measured ECT downstream engine temperature > 0.0 K	ECT downstream engine -128 - 127° C Time after engine start > 60.0 s	120.0 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
	Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check Inappropriately Low	Diff. min temperature of cross check sensors vs. ECT downstream engine @ engine start >= 10° C	Cross checks finished	1.0 s Once / DCY
	Engine Coolant Temperature (ECT) Sensor Downstream Engine Rationality Check High	ECT downstream engine @ engine start > 115° C	Cross checks finished Engine running Engine off time >= 360.0 min Valid AAT signal for time >= 2.0 s Valid engine stop signal for time >= 10.0 s
		Diff. max. vs. min. temp. of ECT downstream engine < 2° C	ECT downstream engine > -38° C IAT @ throttle-38 - 71° C Depending on thermostat control: ECT downstream engine not calibrated ° C Or ECT downstream engine not calibrated ° C Engine not calibrated And Engine part load Or Engine full load Engine speed> 1, 000 RPM Vehicle speed>= 19 mph Engine load > 5.0% For time >= 30.0 - 60.0 s Engineidle Vehicle speed< 87 mph Or Fuel cut offactive Or Engine stop For time>= 30.0 - 60.0 s Time after engine start > 100.0 s
P0117 Engine Coolant Temperature Sensor 1 Circuit Low	Engine Coolant Temperature (ECT) Sensor Downstream Engine Circuit Low	ECT sensor voltage downstream engine < 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0118 Engine Coolant Temperature Sensor 1 Circuit High	Engine Coolant Temperature (ECT) Sensor Downstream Engine Circuit High	ECT sensor voltage downstream engine > 4.90 V	IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance	Throttle Position Sensor (TPS) 1 Rationality Check	Diff. TPS 1 vs. TPS 2 > 6.499° TPS	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.3 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
	Throttle Position Sensor (TPS) 1 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 1 >= 1.0 [-] Or Relative mass air flow integral from TPS 1 > 60.0 [-]		0.01 s Continuous	2 DCY
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low	Throttle Position Sensor (TPS) 1 Circuit Low	Throttle position sensor 1 voltage < 0.15 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High	Throttle Position Sensor (TPS) 1 Circuit High	Throttle position sensor 1 voltage > 4.85 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Circuit Low	O2S sensor voltage < 0.15 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Circuit High	O2S sensor voltage > 5.20 - 5.35 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Intrusive Monitor / Dynamic Path Response Check	Case 1: With arithmetic filtering : average check Mean value of normalized signal amplitude not active [-] Or Ratio check Ratio of failed diagnostic cycle not active [-] Case 2: with EWMA filtering Mean value of normalized signal amplitude >= 1.0 [-]	Conditions range 1: (Standard parameters) General conditions: Time after engine start >= 0.0 s ECT downstream engine >= -60° C Vehicle speed >= 22 mph Integrated air mass after gear change 0.0 g MAF 110.0 - 139.99 mg/stk Integrated air mass per cylinder >= 1.7 kg Static conditions: O2S front ready Lambda stimulation active Lambda control value -35.0 - 40.0% Engine speed 1, 056 - 3, 136 RPM MAF to activate diagnosis function 75.01 - 999.99 mg/stk MAF per segment > 5.0 kg/h Counter of integrated mass for fuel in oil < 255.0 [-] Catalyst purge not active Limited dynamic conditions: Integrated air mass after dynamic conditions are fulfilled not calibrated g Dynamic engine speed < 100 RPM Dynamic MAF not calibrated mg/stk Or Dynamic MAF per segment < 50.0 kg/h Dynamic lambda not calibrated % Change of dynamic torque < 0.15 [-] Conditions range 2: (Diagnosis carried out together with the catalyst efficiency diagnosis) General conditions Vehicle speed >= 3 mph BARO >= 65.01 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Engine speed 928 - 3, 104 RPM Deviation of lambda controller output @ start diagnosis < 5.0% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped And Heat input conditions Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Or Time after first start of driving cycle not calibrated s And Depending on scavenging Integrated air mass after end of scavenging >= 20.0 g And Depending on lambda controller deviation Deviation lambda controller set point vs. actual value during diagnosis < 10.0% Or Deviation of lambda controller output below set point during diagnosis < -10.0% Or Deviation of lambda controller output over set point during diagnosis < 7.0 - 25.0% And Temperature conditions ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature once after engine start > 450° C Modeled catalyst temperature @ start of diagnosis 500 - 850° C Modeled catalyst temperature during diagnosis 470 - 880° C Integrated air mass, catalyst temperature conditions fulfilled > 10.0 - 30.0 g Diff. dynamic vs. stationary catalyst temperature @ start of diagnosis -100.0 K Diff. dynamic vs. stationary catalyst temperature during diagnosis -152.0 - 132.0 K Modeled EGT @ O2S rear < 850° C Air mass conditions: Air mass @ start of diagnosis 139.99 - 550.0 mg/stk Air mass during diagnosis 119.98 - 570.01 mg/stk MAF per cylinder @ start of diagnosis 30.0 - 170.0 kg/h MAF per cylinder during diagnosis 25.0 - 175.0 kg/h Load conditions: Air mass set point not calibrated mg/stk Integrated air mass based on ECT @ start depending on transmission type >= 2.40 - 4.60 kg Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 150 RPM Dynamic air mass < 650.0 mg/stk Dynamic lambda controller output < 10.0% Diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99% Integrated air mass after dynamic conditions are fulfilled > 100.0 g Integrated air mass based on driver model prediction depending on transmission type not calibrated g Evap purge conditions: Case 1 Evap purge valve not calibrated Case 2 Canister load calculation not calibrated Evap purge valve not calibrated Case 3 Canister load not calibrated [-] Evap purge valve not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active	1.9 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors (O2S) Front Intrusive Monitor / Delay Path Response Check	Normalized lambda controller value vs. modeled lambda value >= 1.0 [-]	General conditions: O2S front ready Time after engine start >= 0.0 s MAF to activate diagnosis function 110.0 - 139.99 mg/stk Integrated air mass per cylinder >= 1.98 - 4.6 kg Vehicle speed >= 0 mph Static condition Engine speed 992 - 3, 008 RPM MAF per cylinder 20.0 - 150.0 kg/h Vehicle speed >= 3 mph Dynamic conditions Dynamic engine speed < 288 RPM Dynamic torque < 80.0 Nm Absolute dynamic MAF < 70.0 kg/h Activation due to canister purge Canister purge no purge Or Canister purge not active Or Canister purge wait ramp open Or Canister purge min purge And Canister load known Or Canister purge not calibrated And Moving mean value canister load <= 1.80 [-]	1.9 s Once / DCY	2 DCY
P0135 O2 Sensor Heater Circuit Bank 1 Sensor 1	Oxygen Sensor (O2S) Heater Front Functional Check	O2S ceramic temp. < 700° C	Actuator commanded on For time >= 2.0 s	20.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P0137 O2 Sensor Circuit Low Voltage Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Circuit Low	O2S sensor voltage < 0.15 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Circuit High	O2S sensor voltage > 5.2 - 5.35 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P013A O2 Sensor Slow Response - Rich To Lean Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor / Rich To Lean Transition Response Check	Case 1: with arithmetic filtering Gradient sensor voltagenot calibrated mV/s Or Gradient sensor voltage not calibrated mV/s Case 2: with EWMA filtering Gradient sensor voltage < 1, 000.0 mV/s	General conditions: Vehicle speed>= 3 mph BARO >= 65.01 kPa Catalyst overheating protectionnot active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Engine speed 928 - 3, 104 RPM Lambda control value < 20.0% Deviation of lambda controller output @ start diagnosis < 5.0% Fast trim control ready Proportional part of secondary fuel control loop not calibrated [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks 1.0 [-] Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 20.0 g And Depending on lambda controller deviation Deviation lambda controller set point and actual value during diagnosis < 10.0% Or Deviation of lambda controller output below set point during diagnosis < -10.0% Or Deviation of lambda controller output over set point during diagnosis < 10.0% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature once after engine start > 450° C Modeled catalyst temperature @ start of diagnosis 500 - 850° C Modeled catalyst temperature during diagnosis 470 - 880° C Integrated air mass, catalyst temperature conditions fulfilled > 10.0 - 30.0 g Diff. dynamic vs. stationary catalyst temperature @ start of diagnosis -100.0 - 80.0 K Diff. dynamic vs. stationary catalyst temperature during diagnosis -152.0 - 132.0 K Modeled EGT @ O2S rear <= 850° C Air mass conditions Air mass @ start of diagnosis 139.99 - 550.0 mg/stk Air mass during diagnosis 119.98 - 570.01 mg/stk MAF per cylinder @ start of diagnosis 30.0 - 170.0 kg/h MAF per cylinder during diagnosis 25.0 - 175.0 kg/h Load conditions: Air mass set point not calibrated mg/stk Integrated air mass based on ECT @ start depending on transmission type >= 2.40 - 4.60 kg Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions Dynamic engine speed < 150 RPM Dynamic air mass < 650.0 mg/stk Dynamic lambda controller output < 10.0% Diff. actual position vs. wastegate mean value for limited dynamics detection <= 199.99% Integrated air mass after dynamic conditions are fulfilled > 100.0 g Integrated air mass based on driver model prediction depending on transmission type not calibrated g Evap purge conditions: Case 1 Evap purge valve not calibrated Case 2 Canister load calculation not calibrated Evap purge flow not calibrated Case 3 Canister load not calibrated [-] Evap purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active Gradient rich to lean diagnosis conditions Internal resistance O2S rear <= 5, 000.0 Ω Modeled catalyst temperature once after engine start >= 0.0 - 1, 775° C Modeled EGT @ O2S rear >= 0.0 - 1, 775° C MAF per cylinder @ start of diagnosis 25.0 - 2, 047.97 kg/h	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
	Oxygen Sensor (O2S) Rear Intrusive Monitor Response Check After Fuel Cut Off		Integrated heat energy >= 0.0 kJ Modeled catalyst temp. > 400° C Vehicle speed 0 - 158 mph O2S rear ready Internal resistance O2S rear < 5, 001.0 Ω MAF per cylinder @ start of diagnosis 5.0 - 175.0 kg/h Sensor voltage at begin of fuel cut off > 0.61 V Integrated air mass after fuel cut off not calibrated g Fuel cut off active Number of checks 0.0 [-] Counter of integrated mass for fuel in oil < 255.00 [-]	0.0 (FTP75: 50.0) s Once / DCY	2 DCY
P013B O2 Sensor Slow Response - Lean To Rich Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor / Lean To Rich Transition Response Check	Case 1: with arithmetic filtering Gradient sensor voltagenot calibrated mV/s Or Gradient sensor voltage not calibrated mV/s Case 2: with EWMA filtering Gradient sensor voltage < 800.0 mV/s	General conditions: Vehicle speed>= 3 mph BARO >= 65.01 kPa Catalyst overheating protectionnot active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Engine speed 928 - 3, 104 RPM Lambda control value < 20.0% Deviation of lambda controller output @ start diagnosis < 5.0% Fast trim control ready Proportional part of secondary fuel control loop not calibrated [-] Coasting function not active Lambda adaptation not active Valve lift not equipped Number of checks 1.0 [-] Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 20.0 g And Depending on lambda controller deviation Deviation lambda controller set point and actual value during diagnosis < 10.0% Or Deviation of lambda controller output below set point during diagnosis < -10.0% Or Deviation of lambda controller output over set point during diagnosis < 10.0% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature once after engine start > 450° C Modeled catalyst temperature @ start of diagnosis 500 - 850° C Modeled catalyst temperature during diagnosis 470 - 880° C Integrated air mass, catalyst temperature conditions fulfilled > 10.0 - 30.0 g Diff. dynamic vs. stationary catalyst temperature @ start of diagnosis -100.0 - 80.0 K Diff. dynamic vs. stationary catalyst temperature during diagnosis -152.0 - 132.0 K Modeled EGT @ O2S rear <= 850° C Air mass conditions Air mass @ start of diagnosis 139.99 - 550.0 mg/stk Air mass during diagnosis 119.98 - 570.01 mg/stk MAF per cylinder @ start of diagnosis 30.0 - 170.0 kg/h MAF per cylinder during diagnosis 25.0 - 175.0 kg/h Load conditions: Air mass set point not calibrated mg/stk Integrated air mass based on ECT @ start depending on transmission type >= 2.40 - 4.60 kg Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions Dynamic engine speed < 150 RPM Dynamic air mass < 650.0 mg/stk Dynamic lambda controller output < 10.0% Diff. actual position vs. wastegate mean value for limited dynamics detection <= 199.99% Integrated air mass after dynamic conditions are fulfilled > 100.0 g Integrated air mass based on driver model prediction depending on transmission type not calibrated g Evap purge conditions: Case 1 Evap purge valve not calibrated Case 2 Canister load calculation not calibrated Evap purge flow not calibrated Case 3 Canister load not calibrated [-] Evap purge flow not calibrated Close the gap conditions O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active Gradient rich to lean diagnosis conditions Internal resistance O2S rear <= 5, 000.0 Ω Modeled catalyst temperature once after engine start >= 0.0 - 1, 775° C Modeled EGT @ O2S rear >= 0.0 - 1, 775° C MAF per cylinder @ start of diagnosis 25.0 - 2, 047.97 kg/h	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
	Oxygen Sensor (O2S) Rear Intrusive Monitor Response Check After Fuel Cut Off		Internal resistance O2S rear < 5, 000.0 Ω Modeled catalyst temperature @ start 0 - 1, 775° C Modeled EGT @ O2S rear 0 - 1, 775° C MAF per cylinder @ start of diagnosis > 25.0; < 2, 047.97 kg/h Engine running Air mass upper range <= 1, 389.0 mg/stk Air mass lower range >= 0.0 mg/stk Integrated air mass per cylinder >= 0.0 kg Combustion mode change not active Counter of integrated mass for fuel in oil < 255.0 [-] Intrusive lambda ramp request not active O2S rear ready And Choice of: Air mass integral after catalyst purge < 0.0 g Or Catalyst purge not active And Choice of: Sequential dynamic O2S front (linear) diagnosis not active Or Lambda set value no adjustment	0.0 (FTP75: 50.0) s Once / DCY	2 DCY
P013E O2 Sensor Delayed Response - Rich To Lean Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 1.0 s	General conditions: Intrusive lambda ramp requestnot active Catalyst monitor lambda modulation request active Vehicle speed>= 3 mph Barometric pressure>= 65.01 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready Internal resistance O2S rear <= 800.0 Ω ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature @ start of diagnosis> 450° C Modeled catalyst temperature during diagnosis 470 - 880° C Diff. between dynamic and stationary catalyst temperature -152 - 132° C Integrated air mass, catalyst temp. conditions fulfilled>= 10.0 - 30.0 g Modeled EGT @ O2S rear<= 850° C MAF per cylinder30.0 - 170.0 kg/h Air mass, lower range >= 119.98 - 150.0 mg/stk Air mass, upper range <= 410.01 - 570.01 mg/stk And Engine load not calibrated % Air mass set point not calibrated g/stk Integrated air mass based on ECT @ start depending on transmission type >= 2.40 - 4.60 kg Accelerator pedal valuenot calibrated % For timenot calibrated s Depending on scavenging: Integrated air mass after end of scavenging >= 20.0 g And Low dynamic conditions Dynamic engine speed< 150 RPM Dynamic air mass < 650.0 mg/stk Dynamic lambda controller output< 10.0% Diff. actual position vs. wastegate mean value for limited dynamics detection <= 199.99% And Integrated air mass after dynamic conditions are fulfilled > 100.0 g Integrated air mass based on driver model prediction depending on transmission type not calibrated g Time after a catalyst purge phase>= 1.0 s O2S rear voltage @ diagnosis start>= 0.60 V Integrated air mass >= 0.0 g Engine speed928 - 3, 104 RPM Deviation of lambda controller output < 20.0% Proportional part of secondary fuel control loopnot calibrated % Coasting functionnot active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Or Time after first start of driving cycle not calibrated s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.05 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.1 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valvenot calibrated Or Evap purge valvenot calibrated Or Evap purgenot calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time)not calibrated s And Choice of: Evap purge valvenot calibrated Or Evap purge valvenot calibrated And Modeled air mass integral> 10.0 g Integrated air mass per cylinder>= 2.40 - 4.60kg	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P013F O2 Sensor Delayed Response - Lean To Rich Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 1.2 s	General conditions: Intrusive lambda ramp requestnot active Catalyst monitor lambda modulation request active Vehicle speed>= 3 mph Barometric pressure>= 65.01 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready Internal resistance O2S rear <= 800.0 Ω ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature @ start of diagnosis> 510° C Modeled catalyst temperature @ during diagnosis470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear<= 900° C MAF per cylinder28.0 - 150.0 kg/h Air mass, lower range >= 89.99 - 100.0 mg/stk Air mass, upper range <= 650.0 - 1, 389.0 mg/stk And Engine load not calibrated % Air mass set point not calibrated g/stk Accelerator pedal valuenot calibrated % For timenot calibrated s Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g And Low dynamic conditions Dynamic engine speed< 50 RPM Dynamic air mass < 29.99 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase>= 1.0 s O2S rear voltage @ diagnosis start>= 0.55 V Integrated air mass >= 0.0 g Engine speed1, 088 - 3, 008 RPM Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loopnot calibrated % Coasting functionnot active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valvenot calibrated Or Evap purge valvenot calibrated Or Evap purgenot calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time)not calibrated s And Choice of: Evap purge valvenot calibrated Or Evap purge valvenot calibrated And Modeled air mass integral> 50.0 g Integrated air mass per cylinder>= 1.40 - 1.70kg	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0140 O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Open Circuit	Internal resistance of O2S (binary) > 24, 000.0 Ω		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0141 O2 Sensor Heater Circuit Bank 1 Sensor 2	Oxygen Sensor (O2S) Heater Rear Out Of Range High	Internal resistance of O2S (binary) 800.0 - 24, 000.0 Ω	Actuatorcommanded on For time >= 210.0 s	20.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P0148 Fuel Delivery Error	Fuel System Fuel Pressure Monitoring During Start - Functional Check	Counter of high pressure injections during start > 15.0 - 20.0 [-] Fuel high pressure < 4, 000.21 - 17, 000.08 kPa	Fuel pressure at begin of high pressure start <= 39.0 [-] High pressure mode selected true fuel first filling active ECT downstream engine >= -48° C	10.0 ms Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0149 Fuel Timing Error	Fuel Injector Supply Voltage Out Of Range Low	Boost voltage < 30.0 V	Engine running >= 0.3 s	3.6 s Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Engine/Motor Control Module -J623-. Refer to appropriate service information.
	Fuel Injector Supply Voltage Out Of Range Low	Boost voltage <= 50.0 V
	Fuel Injector Supply Voltage Out Of Range High	Boost voltage > 75.0 V
P0171 System Too Lean Bank 1	Fuel System Too Lean	Lambda controller output > 40.0%	Lambda control closed loop Air mass > 59.92 mg/stk Engine speed > 576 RPM ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C And Evap purge valveclosed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	25.0 s Continuous	2 DCY	-- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0172 System Too Rich Bank 1	Fuel System Too Rich	Lambda controller output < -35.0%	Lambda control closed loop Air mass > 59.92 mg/stk Engine speed > 576 RPM ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C High PCV purge load due to oil dilution not detected And Evap purge valveclosed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	60.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING -- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING -- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0190 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Pressure LP Sensor Circuit High	High fuel pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING -- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance Bank 1	Fuel Rail Pressure (FRP) System Out Of Range High	Fuel pressure > 26, 500.18 kPa	Engine speed > 512; < 6, 816 RPM Time after engine start > 10.0 s	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P0192 Fuel Rail Pressure Sensor Circuit Low Bank 1	Fuel Pressure LP Sensor Circuit Low	High fuel pressure sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance	Fuel Rail Pressure (FRP) Sensor Rationality Check Low	Deviation lambda of controller included adaptation < -10.0% And High pressure controller output > 85.0 mg	General: Engine speed 512 - 6, 816 RPM Fuel mass set point 5.0 - 34.99 mg/stk Time after change to DFI not equipped s Time after engine start > 7.0 s Engine warm-up not calibrated Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop Evap purge functionality diagnosis not active Fuel pressure set point gradient <= 200.06 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 5.0 mg/stk For time >= 3.0 s Fuel mass set point upper range < 96.86 - 229.29 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 3.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or Evap purge valve not active or closed	7.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P01C4 Fuel Pressure Sensor "A" Circuit Range/Performance	Fuel Rail Pressure (FRP) Sensor Rationality Check High	Deviation lambda of controller included adaptation > 30.0% And High pressure controller output < -35.0 mg	General: Engine speed 512 - 6, 816 RPM Fuel mass set point 29.99 - 1, 389.0 mg/stk Time after change to DFI not equipped s Time after engine start > 7.0 s Engine warm-up not calibrated Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop Evap purge functionality diagnosis not active Fuel pressure set point gradient <= 200.06 kPa And Depending on low dynamic conditions: Fuel mass set point lower range > 5.0 mg/stk For time >= 3.0 s Fuel mass set point upper range < 96.86 - 229.29 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 3.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or Evap purge valve not active or closed	7.0 s Continuous	2 DCY
P0201 Cylinder 1 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via powerstage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via powerstage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25.0 [-] Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 [-] Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 [-] Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0202 Cylinder 2 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via powerstage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via powerstage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25.0 [-] Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 [-] Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 [-] Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0203 Cylinder 3 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via powerstage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via powerstage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25.0 [-] Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 [-] Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 [-] Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0204 Cylinder 4 Injector "A" Circuit	Fuel Injector Open Circuit	Fault pattern for open circuit via powerstage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Short Circuit	Fault pattern for short circuit via powerstage diagnosis detected Injector current rise time during peak phase < 0.064 ms
	Fuel Injector Electrical Error	Indeterminate fault pattern via powerstage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current > 25.0 [-] Or Injector low side voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 [-] Or Injector voltage < 2.0 V Injector low side switch current (hardware values) > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 [-] Or Power stage temperature > 150° C	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance	Throttle Position Sensor (TPS) 2 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 2 >= 1.0 [-] Or Relative mass air flow integral from TPS 2 > 60.0 [-]	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.01 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low	Throttle Position Sensor (TPS) 2 Circuit Low	Throttle position sensor 2 voltage < 0.15 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High	Throttle Position Sensor (TPS) 2 Circuit High	Throttle position sensor 2 voltage > 4.85 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0230 Fuel Pump Circuit	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Open Circuit)	Phase current < 3.0 A Rotating field not detected		1.71 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0230 Fuel Pump Circuit	Fuel Pump Control Module (FPCM) Actuator Internal Check (Short Circuit)	Phase current >= 40.0 A Number of checks 2.0 [-]		1.5 s Continuous	2 DCY
P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance	Turbocharger (TC) Boost Pressure Sensor Engine Standing: Cross Check	Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Diff. BARO vs. MAP <= 8.50 kPa	Case 1: Engine stopped Vehicle speed< 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case 2: Engine stop @ start of DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated	1.0 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
	Turbocharger (TC) Boost Pressure Sensor ECM Keep Alive-Time: Cross Check		Engine stopped Vehicle speed< 1 mph ECM keep alive-time 10.0 - 6, 553.5 s
	Turbocharger (TC) Boost Pressure Sensor Idle Speed: Cross Check	Diff. BARO vs. turbocharger boost pressure > 12.0 kPa Diff. turbocharger boost pressure @ full load vs. MAP @ full load > 10.0 kPa	Throttle position <= 4.50° TPS Engine speed <= 1, 250 RPM And Time since idle speed > 10.0 s For time >= 0.2 s
	Turbocharger (TC) Boost Pressure Sensor Fuel Cut Off: Cross Check		Throttle position <= 8.002° TPS Engine speed <= 2, 500 RPM And Fuel cut off active For time >= 2.5 s
	Turbocharger (TC) Boost Pressure Sensor Full Load: Cross Check	Diff. turbocharger boost pressure vs. MAP > 10.0 kPa Case 1: Diff. BARO vs. turbocharger boost pressure @ fuel cut off > 12.0 kPa Case 2: Diff. BARO vs. turbocharger boost pressure @ idle speed > 12.0 kPa	Engine speed 1, 000 - 8, 160 RPM Throttle position >= 32.298 - 77.004° TPS For time >= 0.2 s
P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low	Turbocharger (TC) Boost Pressure Sensor Circuit Low	Turbocharger boost pressure sensor voltage < 0.20 V		480.0 ms Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High	Turbocharger (TC) Boost Pressure Sensor Circuit High	Turbocharger boost pressure sensor voltage > 4.80 V		480.0 ms Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to Charge Air Pressure Sensor - G31-, CHECKING .-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
P025A Fuel Pump Module "A" Control Circuit/Open	Fuel Pump (FP) Open Circuit	Signal voltage, lower range > 1.92 - 2.21 V And Signal voltage, upper range < 2.85 - 3.25 V	Actuator commanded off Battery voltage > 8.92 V For time >= 0.2 s	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P025C Fuel Pump Module "A" Control Circuit Low	Fuel Pump (FP) Circuit Low	Signal voltage < 1.92 - 2.21 V	Actuator commanded off Battery voltage > 8.92 V For time >= 0.2 s	3.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P025D Fuel Pump Module "A" Control Circuit High	Fuel Pump (FP) Circuit High	Power stage temperature > 160.0 - 200.0° C Or Signal current > 100.0 - 180.0 mA	Actuator commanded on Battery voltage > 8.92 V For time >= 0.2 s	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P0261 Cylinder 1 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via powerstage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0262 Cylinder 1 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via powerstage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0264 Cylinder 2 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via powerstage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0265 Cylinder 2 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via powerstage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0267 Cylinder 3 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via powerstage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0268 Cylinder 3 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via powerstage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0270 Cylinder 4 Injector "A" Circuit Low	Fuel Injector Circuit Low	Fault pattern for circuit low via powerstage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit Low (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720° CRK Continuous
	Fuel Injector Circuit Low (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P0271 Cylinder 4 Injector "A" Circuit High	Fuel Injector Circuit High	Fault pattern for circuit high via powerstage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .
	Fuel Injector Circuit High (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A	Engine running ECT downstream engine >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Fuel Injector Circuit High (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A		720° CRK Continuous
P02CC Cylinder 1 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 0.0 - 900.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02CD Cylinder 1 Fuel Injector "A" Offset Learning At Max Limit	Fuel System adaptation value monitoring (top limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 240.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02CE Cylinder 2 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 0.0 - 900.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02CF Cylinder 2 Fuel Injector "A" Offset Learning At Max Limit	Fuel System adaptation value monitoring (top limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 240.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02D0 Cylinder 3 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 0.0 - 900.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02D1 Cylinder 3 Fuel Injector "A" Offset Learning At Max Limit	Fuel System adaptation value monitoring (top limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 240.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02D2 Cylinder 4 Fuel Injector "A" Offset Learning At Min Limit	Fuel System Adaptation Value Monitoring (Bottom Limit)	Adaptive value of cylinder individual min. fuel mass injection time correction < -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 0.0 - 900.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02D3 Cylinder 4 Fuel Injector "A" Offset Learning At Max Limit	Fuel System adaptation value monitoring (top limit)	Adaptive value of cylinder individual min. fuel mass injection time correction > -240.0 - 240.0 μs Diff. electrically actuated vs. hydraulically actuated start of injection 240.0 μs	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02EE Cylinder 1 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02EF Cylinder 2 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02F0 Cylinder 3 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P02F1 Cylinder 4 Injector Circuit Range/Performance	Fuel System Adaptation Monitoring Functional Check	Injection close time not detected Or Fuel injector induction voltage not detected	Fuel pressure (high pressure side) 4, 500.10 - 34, 777.60 kPa ECT downstream engine -48 - 143° C Modeled fuel temperature @ injector -48 - 143° C Engine speed 0 - 5, 024 RPM Vehicle speed <= 407 mph Fuel mass set point <= 1, 389.0 mg/stk Fuel cut off not active	2.0 seg Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft Speed Fluctuation (Multiple)	Number of cylinders with emission threshold misfire within 4, 000 revolutions ≥ 2.0 [-] Or Number of cylinders with emission threshold misfire within 1, 000 revolutions ≥ 2.0 [-]	Emission threshold misfire detected	1, 000 rev Continuous	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft Speed Fluctuation (Multiple)	Number of cylinders with catalyst damaging misfire ≥ 2.0 [-]	Catalyst damaging misfire detected	200 rev Continuous	Immediate
P0301 Cylinder 1 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 5.0 - 25.0%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 RPM Time after engine start not calibrated s Engine load > 0.5 - 30.0% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut offnot active Or Single fuel cut offnot active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine loadnot calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0302 Cylinder 2 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 5.0 - 25.0%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 RPM Time after engine start not calibrated s Engine load > 0.5 - 30.0% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut offnot active Or Single fuel cut offnot active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine loadnot calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0303 Cylinder 3 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 5.0 - 25.0%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 RPM Time after engine start not calibrated s Engine load > 0.5 - 30.0% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut offnot active Or Single fuel cut offnot active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine loadnot calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0304 Cylinder 4 Misfire Detected	Misfire Crankshaft Speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 5.0 - 25.0%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 RPM Time after engine start not calibrated s Engine load > 0.5 - 30.0% Depending on ECT downstream engine @ start ECT downstream engine @ engine start <= -48° C Then activation if ECT downstream engine >= 20° C Or ECT downstream engine @ engine start > -48° C And Fuel cut offnot active Or Single fuel cut offnot active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated ° TPS/s And Dynamic of engine loadnot calibrated % And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) > 1.95%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.95%		4 x 1, 000 rev Continuous	2 DCY
P0326 Knock / Combustion Vibration Sensor 1 Circuit Range/Performance Bank 1 or Single Sensor	Knock Sensor (KS) Rationality Check Low	For time >= 3.0 s Diff. between knock sensor signal and average knock sensor signal < 0.0 - 0.12 V	ECT downstream engine > 59° C Air mass > 228.78 mg/stk	4.3 s Continuous	2 DCY	-- Check the Knock Sensor 1 -G61-. Refer to Knock Sensor 1 - G61-, CHECKING .
P0327 Knock / Combustion Vibration Sensor 1 Circuit Low Bank 1 or Single Sensor	Knock Sensor (KS) Out Of Range	For time >= 0.8 s Sensor signal < 0.12 - 0.31 V	ECT downstream engine > 59° C Air mass > 228.78 mg/stk Engine speed > 2, 016 RPM	4.0 s Continuous	2 DCY	-- Check the Knock Sensor 1 -G61-. Refer to Knock Sensor 1 - G61-, CHECKING .
P0335 Crankshaft Position Sensor "A" Circuit	Crankshaft Position (CKP) Sensor Activity Check	Case 1: Counted exhaust camshaft signals without synchronization >= 17.0 [-] Or Counted intake camshaft signals without synchronization >= 17.0 [-] Case 2: Counted exhaust camshaft signals without synchronization not active [-] Or Counted intake camshaft signals not active [-]	Signal edges @ selected camshaft signal detected Choice of: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Synchronization test incorrect Or Engine speed >= 380 RPM Or Engine running Engine stalling >= 5.0 s Or Backwards rotation not detected Or Engine speed >= 400 RPM Engine stop active	0.01 s Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .
P0336 Crankshaft Position Sensor "A" Circuit Range/Performance	Engine Speed Sensor Out Of Range	Counted teeth vs. reference >= 1, 000, 000.0; <= 1, 000.0 μs	Engine running	3, 600.0° CRK Continuous	2 DCY	-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .
	Crankshaft Position (CKP) Sensor Out Of Range	Segment adaptation >= 0.70%	Fuel cut off active Delay time >= 23, 040.0° CRK And Diff. actual air mass vs. previous air mass <= 20.01 - 39.99 mg/stk Engine load <= 20.0% Dynamic throttle position <= 269.53 - 398.44° TPS/s Rough road not detected Dynamic of engine roughness signal < 100 μs Segments in fuel cut-off mode >= 128.0 [-] Segment adaptation finished Engine speed 2, 016 - 3, 008 RPM 4 cylinder engine: Diff. between adapted value of cylinder 1 and cylinder 3 < 0.70% Diff. between adapted value of cylinder 2 and cylinder 4 < 0.70%	180.0° CRK Continuous
	Crankshaft Position (CKP) Rationality Check Low	Case 1: Engine speed > 8, 160 RPM Time between falling signal edges 0.0 - 50.0 μs Case 2: Engine speed <= 8, 160 RPM Time between signal edges < 30.0 μs	Engine speed >= 400 RPM	45, 720.0° CRK Continuous
	Crankshaft Position (CKP) Sensor Rationality Check	Counted teeth vs reference >= 1.0 [-] <= 2.0 [-]	General conditions: Engine speed > 320 RPM And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	1, 800.0° CRK Continuous
	Crankshaft Position (CKP) Sensor Rationality Check	Crankshaft reference gap not detected	General conditions: Reference gap of reluctor wheel detected And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	2, 160.0° CRK Continuous
P0340 Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor	Camshaft Position (CMP) Intake Sensor Signal Activity Check	No change on signal >= 3.0 [-]	Engine speed >= 400 RPM	4, 680.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P0341 Camshaft Position Sensor "A" Circuit Range/Performance Bank 1 or Single Sensor	Intake Camshaft Position Crankshaft Position (CMP/CKP) Sensor Adaptation Value Monitoring	Adapted value for each edge of the target wheel < -14.0° CRK Or Adapted value for each edge of the target wheel > 14.0° CRK	Camshaft position adjustment (exhaust side) active Engine speed 288 - 4, 000 RPM Modeled oil temperature >= -15° C Modeled oil temperature <= 160° C Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s CKP stalling not detected Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s CKP stalling not detected Or Case 3: Backwards rotation not detected CKP stalling not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	720.0° CRK Multiple	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
	Camshaft Position (CMP) Intake Sensor Signal Activity Check	Segment time value < 50.0 μs	General condition: Engine speed < 8, 160 RPM Case 1: ignition off Calculated engine speed > 380 RPM Time after engine stalling with ignition off >= 1.0 s Case 2: ignition on Time after engine stalling with ignition on >= 5.0 s Synchronization test incorrect Or Calculated engine speed >= 380 RPM Or Engine running Case 3: backwards rotation Backwards rotation not detected Case 4: stop/start-cycle Calculated engine speed >= 400 RPM Engine stop request active	1, 440.0° CRK Continuous
	Camshaft Position (CMP) Intake Sensor Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-] Or Offset between camshaft and crankshaft < -79.0° CRK Or Offset between camshaft and crankshaft > 15.0° CRK		990.0° CRK Continuous
P0365 Camshaft Position Sensor "B" Circuit Bank 1	Exhaust Camshaft Position (CMP) Sensor Signal Activity Check	No change on signal>= 3.0 [-]	Engine speed >= 400 RPM	1, 080.00° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .
P0366 Camshaft Position Sensor "B" Circuit Range/Performance Bank 1	Camshaft Position (CMP) Exhaust Sensor Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio> 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio< 0.36 [-] Or Offset between camshaft and crankshaft< -24.0° CRK Or Offset between camshaft and crankshaft> 49.0° CRK	General condition: Engine speed < 8, 160 RPM Case 1: ignition off Calculated engine speed > 380 RPM Time after engine stalling with ignition off >= 1.0 s Case 2: ignition on Time after engine stalling with ignition on >= 5.0 s Synchronization test incorrect Or Calculated engine speed >= 380 RPM Or Engine running Case 3: backwards rotation Backwards rotation not detected Case 4: stop/start-cycle Calculated engine speed >= 400 RPM Engine stop request active	990.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor 3 -G300-. Refer to Camshaft Position Sensor 3 - G300-, CHECKING .
	Camshaft Position (CMP) Exhaust Sensor Signal Activity Check	Segment time value < 50 μs		1, 440.0° CRK Continuous
	Exhaust Camshaft Position / Crankshaft Position (CMP/CKP) Sensor Out Of Range	Offset between camshaft and crankshaft< -24.0° CRK Or Offset between camshaft and crankshaft> 49.0° CRK	Engine synchronization via crankshaft and camshaft not finished Or Engine synchronization via crankshaft and camshaft lost	450.0° CRK Once / DCY"
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] And Ratio knock sensor to knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] And Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] For time > = 12, 960.0 - 16, 740.0° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Fast detection: Ratio knock sensor to knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio knock sensor to noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio filtered engine roughness to misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio normalized engine roughness to misfire detection threshold not calibrated [-] Or Case 3: Ratio filtered engine roughness to misfire detection threshold not calibrated [-] Or Ratio normalized engine roughness to misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] And Ratio knock sensor to knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] And Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] For time > = 12, 960.0 - 16, 740.0° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Fast detection: Ratio knock sensor to knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio knock sensor to noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio filtered engine roughness to misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio normalized engine roughness to misfire detection threshold not calibrated [-] Or Case 3: Ratio filtered engine roughness to misfire detection threshold not calibrated [-] Or Ratio normalized engine roughness to misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] And Ratio knock sensor to knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] And Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] For time > = 12, 960.0 - 16, 740.0° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Fast detection: Ratio knock sensor to knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio knock sensor to noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio filtered engine roughness to misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio normalized engine roughness to misfire detection threshold not calibrated [-] Or Case 3: Ratio filtered engine roughness to misfire detection threshold not calibrated [-] Or Ratio normalized engine roughness to misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio knock sensor to noise level in pre knock window not calibrated [-] And Ratio knock sensor to knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] And Ratio knock sensor to noise level in pre knock window > 3.5 - 5.0 [-] And Ratio knock sensor to knock threshold in main knock window > 2.0 - 3.0 [-] For time > = 12, 960.0 - 16, 740.0° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate service information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to Knock Sensor 1 - G61-, CHECKING .-- Check the Engine Speed Sensor -G28-. Refer to Engine Speed Sensor - G28-, CHECKING .
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Fast detection: Ratio knock sensor to knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio knock sensor to noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio filtered engine roughness to misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio normalized engine roughness to misfire detection threshold not calibrated [-] Or Case 3: Ratio filtered engine roughness to misfire detection threshold not calibrated [-] Or Ratio normalized engine roughness to misfire detection threshold not calibrated [-]	Engine running ECT downstream engine > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Air mass > 501.13 - 599.18 mg/stk Delay time 0.0 seg And Misfire detection active Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY
P0410 AIR System "A"	Secondary Air Injection (AIR) Functional Check	Diff. pressure value after secondary air injection vs. pressure value before secondary air activation > 5.0 kPa	General: AIR pump ready Catalyst heating active AIR finished MAF <= 140.0 kg/h MAF >= 7.0 kg/h MAF gradient -768.0 - 767.98% time after engine start > 0.7 s ECT downstream engine >= 3; < 143° C IAT @ manifold >= 0; < 70° C Modeled catalyst temperature < 700° C Relative barometric pressure > 0.6 [-] For time > 0.0 s	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .
P0413 AIR System Switching Valve "A" Circuit Open	Secondary Air Injection (AIR) Valve Open Circuit	Output voltage, lower range >= 1.92 - 2.21 V Output voltage, upper range <= 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .
P0414 AIR System Switching Valve "A" Circuit Shorted	Secondary Air Injection (AIR) Valve Circuit Low	Output voltage < 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .
P0414 AIR System Switching Valve "A" Circuit Shorted	Secondary Air Injection (AIR) Valve Circuit High	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY
P0418 AIR System Control "A" Circuit	Secondary Air Injection (AIR) Pump Relay Open Circuit	Output voltage lower range 1.92 - 2.21 V Output voltage upper range <= 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P0420 Catalyst System Efficiency Below Threshold Bank 1	Catalyst System Intrusive Monitor NMOG / NMHC / NOx Conversion Capability	Arithmetic average Catalyst efficiency not calibrated [-] Or EWMA filtered Catalyst efficiency > 1.0 [-] Or Arithmetic average, corrected with measured delay and transition time of oxygen sensors rear Catalyst efficiency not calibrated [-] Or EWMA filtered, corrected with measured delay and transition time of oxygen sensors rear Catalyst efficiency not calibrated [-]	General conditions: Vehicle speed >= 3 mph BARO >= 65.01 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Engine speed 928 - 3, 104 RPM Lambda control value < 20.0% Deviation of lambda controller output to start diagnosis < 5.0% Deviation of lambda controller output during diagnosis < 10, 0% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped And Heat input conditions Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Or Time after first start of driving cycle not calibrated s And Depending on scavenging: Integrated air mass after end of scavenging >= 20.0 g Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature once after engine start > 450° C Modeled catalyst temperature to start diagnosis 500 - 850° C Modeled catalyst temperature during diagnosis 470 - 880° C Integrated air mass, catalyst temperature conditions fulfilled > 10.0 - 30.0 g Diff. dynamic vs. stationary catalyst temperature to start diagnosis -100.0 - 80.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -152.0 - 132.0 K Modeled EGT @ O2S rear <= 850° C Air mass conditions: Air mass to start diagnosis 139.99 - 550.0 mg/stk Air mass during diagnosis 119.98 - 570.01 mg/stk MAF per cylinder to start diagnosis 30.0 - 170.0 kg/h MAF per cylinder during diagnosis 25.0 - 175.0 kg/h Load conditions: Air mass set point not calibrated mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 150 RPM Dynamic air mass < 650.0 mg/stk Dynamic lambda controller output < 10.0% Diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99% Integrated air mass after dynamic conditions are fulfilled > 100.0 g EVAP purge conditions: Case 1 Evap purge valve not calibrated Case 2 Canister load calculation not calibrated EVAP purge flow not calibrated Case 3 Canister load not calibrated [-] EVAP purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.60 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active For arithmetic average value calculation: Number of checks required for valid result not calibrated [-] For EWMA-filter: Minimum number of tests per DCY required 1.0 [-] Step change detection will initiate multiple tests per DCY Conditions for step change detection: Relative deviation between new measured value and old EWMA filtered value >= 0.4 - 0.6 [-] Number of checks 2.0 [-]	60.0 - 70.0 s Once / DCY	2 DCY	-- Check the Three Way Catalytic Converter (TWC). Refer to THREE WAY CATALYTIC CONVERTER (TWC), CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P043E EVAP System Leak Detection Reference Orifice Low Flow	Evaporative Emission (EVAP) System Out Of Range High	Evap pump current during reference measurement > 40.0 mA	ECT downstream engine @ first start >= 4° C Diff. ECT downstream engine vs. AAT not calibrated K Or Propulsion off time >= 21, 600.0 s Or Refueling or defueling detected AAT 4 - 38° C BARO > 73, 949.60 kPa Time since engine start in current dcy >= 600.0 s Vehicle speed < 1 mph Battery voltage 10.97 - 16.15 V Airbag not activated Battery voltage change during monitoring <= 0.80 V Propulsion off time in current dcy >= 10.0 s	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P043F EVAP System Leak Detection Reference Orifice High Flow	Evaporative Emission (EVAP) System Out Of Range Low	Evap pump current during reference measurement < 15.0 mA	ECT downstream engine @ first start >= 4° C Diff. ECT downstream engine vs. AAT not calibrated K Or Propulsion off time >= 21, 600.0 s Or Refueling or defueling detected AAT 4 - 38° C BARO > 73, 949.60 kPa Time since engine start in current dcy >= 600.0 s Vehicle speed < 1 mph Battery voltage 10.97 - 16.15 V Airbag not activated Battery voltage change during monitoring <= 0.80 V Propulsion off time in current dcy >= 10.0 s	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0441 EVAP System Incorrect Purge Flow	Evaporative Emission (EVAP) Canister Purge ValveIntrusive Monitor Functional Check: Stuck Close	Purge valve quality < 0.10 [-]	ECT downstream engine > 60° C BARO > 73.0 kPa AAT > 3° C AAT @ start >= 4° C Diff. BARO vs. filtered MAP >= 20.0 kPa Diff. BARO vs. filtered MAP > 20.5 kPa Engine speed < 2, 800 RPM And Ratio MAF @ manifold and MAF max. > 0.10 - 0.13 [-] Engine speed> 1, 050 RPM Or Coasting function not calibrated And Vehicle speed >= 3mph Diff. engine speed vs. filtered engine speed < 90 RPM Diff. ratio MAF @ manifold and MAF max vs. ratio filtered MAF @ manifold and MAF max < 0.15 [-] Diff. modeled MAP vs. filtered modeled MAP < 1.50 - 2.50 kPa Integrated air mass since engine start >= 3.60 - 4.0 g And Lambda conditions fulfilled Lambda control active Lambda control value -30.0 - 30.0% O2S front 0.90 - 1.10 [-] Or Fuel cut off not calibrated And Case 1: Integrated air mass @ canister purge per driving cycle not calibrated g Case 2: Ratio MAF @ canister purge and MAF per cylinder >= 0.0 [-] Or Canister purge sampling rate >= 40.0% And Integrated air mass @ canister purge valve>= 10.1 g Depending on AAT: AAT >= 30° C Canister load <= 0.15 [-] Or AAT >= 50; < 30° C Canister load <= 0.15 [-] Or AAT < 50° C Canister load <= 0.15 [-]	8.5 s Once / DCY	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0442 EVAP System Leak Detected (Small Leak)	Evaporative Emission (EVAP) System Small Leak Intrusive Monitor Rationality Check	Diff. pump current vs. rough leak reference current < 13.7 - 35.4 mA For time >= 600.0 s	ECT downstream engine @ first start >= 4° C Diff. ECT downstream engine vs. AAT not calibrated K Or Propulsion off time >= 21, 600.0 s Or Refueling or defueling detected AAT 4 - 38° C BARO > 73, 949.60 kPa Time since engine start in current dcy >= 600.0 s Vehicle speed < 1 mph Battery voltage 10.9 - 16.15 V Airbag not activated Battery voltage change during monitoring <= 0.80 V Propulsion off time in current dcy >= 10.0 s	600.0 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0444 EVAP System Purge Control Valve "A" Circuit Open	Evaporative Emission (EVAP) Canister Purge Valve Open Circuit	Signal voltage, lower range >= 1.92 - 2.21 V Signal voltage, upper range <= 2.85 - 3.25 V	Engine start not active Engine running Evap purge valve opening signal (PWM) > 3.13; <= 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0447 EVAP System Vent Control Circuit Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0448 EVAP System Vent Control Circuit Shorted	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit Low	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0448 EVAP System Vent Control Circuit Shorted	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit High	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to.
P0456 EVAP System Leak Detected (Very Small Leak)	Evaporative Emission (EVAP) System Very Small Leak Intrusive Monitor Rationality Check	Pump current measurement time >= 600.0 s Time for valid pump current gradient events = - 0.0 s Pump current gradient 0.01 - 0.30 mA/s Or Time for low pump current gradient events > 20.0 s Low pump current gradient < 0.0 mA/s	Conditions after engine start: Time after engine start >= 2.0 s Propulsion off time in actual dcy >= 21, 600.0 s Conditions during engine stop @ ignition off: BARO > 73.0 kPa AAT 4 - 38° C ECT @ start >= 4° C Vehicle speed < 1 mph Time in actual dcy >= 600.0 s Airbag not activated Evap purge adaptation < 0.30 [-] Time since last EVAP purge < 60.0 s And Rough leak measurement finished no error detected	630.0 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to EVAP SYSTEM, CHECKING FOR LEAKS .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P0458 EVAP System Purge Control Valve "A" Circuit Low	Evaporative Emission (EVAP) Canister Purge Valve Circuit Low	Signal voltage 1.92 - 2.21 V	Engine start not active Engine running Evap purge valve opening signal (PWM) <= 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0459 EVAP System Purge Control Valve "A" Circuit High	Evaporative Emission (EVAP) Canister Purge Valve Circuit High	Actuator temperature > 160 - 200° C Or Signal current > 4.0 - 7.0 A	Engine start not active Engine running Evap purge valve opening signal (PWM) >= 3.13% Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P0461 Fuel Level Sensor "A" Circuit Range/Performance	Fuel Level Sensor Plausibility Check	Diff. fuel consumption and fuel level changes < -239.0; > 12.0 l	General: Refueling or defueling not detected And Fuel tank level signal valid And Case 1: for tank full Fuel level >= 98.05% Fuel consumption since last refueling or last plausibility check > 44.0 l Case 2: for tank not full Fuel level < 98.05% Fuel consumption since last refueling or last plausibility check > 15.0 l	1.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0462 Fuel Level Sensor "A" Circuit Low	COM: Fuel Level (FL) Sensor 1 Communication With IPC	Instrument cluster module signal: circuit low failure		12.7 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0462 Fuel Level Sensor "A" Circuit Low	COM: Fuel Level (FL) Sensor 1 Communication With IPC	Instrument cluster module signal: signal range check failure		12.7 s Continuous	2 DCY
P0463 Fuel Level Sensor "A" Circuit High	COM: Fuel Level (FL) Sensor 1 Communication With IPC	Instrument cluster module signal: circuit high failure		12.7 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
P0491 AIR System Insufficient Flow Bank 1	Secondary Air Injection (AIR) Functional Check	Case 1: Blockage: ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.70 [-] Or Leakage: ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis] < 0.65 [-] Case 2: Diff. expected integrated secondary air pressure pulsations and actual integrated secondary air pressure pulsations not calibrated kPa/s Case 3: Blockage: ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.20 [-] Or Leakage: ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis] < 0.14 [-]	General: AIR pump active Catalyst heating active AIR active MAF <= 140.0 kg/h MAF >= 7.0 kg/h MAF gradient -768.0 - 767.98 % ECT downstream engine >= 3; < 143° C Time after engine start > 0.7 s IAT @ manifold >= 0; < 70° C Modeled catalyst temperature < 700° C Relative barometric pressure > 0.6 [-] For time > 0.0 s	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .
P0501 Vehicle Speed Sensor "A" Circuit Range/Performance	COM: Vehicle Speed Sensor (VSS) Communication With VSS	Speed sensor fault value: rationality check low failure		0.1 s Continuous	2 DCY	-- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
		Speed sensor fault value: rationality check high failure
		Speed sensor fault value: out of range low failure
		Speed sensor fault value: out of range high failure
P0502 Vehicle Speed Sensor "A" Circuit Low	Vehicle Speed Sensor (VSS) Open Circuit	Diagnostic signal from output driver failure		0.1 s Continuous	2 DCY	-- Check the vehicle speed signal. Refer to VEHICLE SPEED SIGNAL, CHECKING .-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
	Vehicle Speed Sensor (VSS) Circuit Low
	Vehicle Speed Sensor (VSS) Circuit High
P0506 Idle Control System RPM - Lower Than Expected	Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point < -100 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed0 mph Accelerator pedalreleased by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure> 60.0 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For timenot calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedalreleased by driver Vehicle speed 0 mph Engine load< 30.47% (M/T only) For time>= 3.0 s	9.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P0507 Idle Control System RPM - Higher Than Expected	Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point > 90 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed0 mph Accelerator pedalreleased by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure> 60.0 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For timenot calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedalreleased by driver Vehicle speed 0 mph For time>= 3.0 s	9.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P050A Cold Start Idle Control System Performance	Cold Start Monitoring Idle Speed Control (ISC) Function Monitoring: Engine Speed Deviation	Diff. actual engine speed vs. engine speed set point < -100 RPM Integrated I-part of idle speed not calibrated	General conditions: Vehicle speed0 mph Accelerator pedalreleased by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 0.0 s Clutch switch not calibrated Barometric pressure> 70.0 kPa Catalyst heating active ECT @ cylinder head > -10° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedalreleased by driver Vehicle speed0 mph Engine load < 30.47% (M/T only) For time>= 0.0 s	9.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P050A Cold Start Idle Control System Performance		Diff. actual engine speed vs. engine speed set point > 90 RPM Integrated I-part of idle speed controller not calibrated	General conditions: Vehicle speed0 mph Accelerator pedalreleased by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 5.0 - 10.0 s Clutch switch not calibrated Barometric pressure> 60.0 kPa Catalyst heating not active ECT downstream engine > -48° C And Set point change not calibrated RPM For timenot calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedalreleased by driver Vehicle speed 0 mph For time>= 3.0 s	9.0 s Continuous	2 DCY
P050B Cold Start Ignition Timing Performance	Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor	Ratio ignition angle efficiency integral to time @ idle speed > 0.10 [-]	Engine idle speed Ignition angle efficiency set point <= 0.90 [-] Modeled pressure quotient <= 1.0 [-] Barometric pressure > 60.0 kPa Catalyst heating active Engine start temperature -48 - 143° C Time after engine start > 3.5 s Vehicle speed 0 mph And Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk For time >= 0.0 s And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM For time >= 0.0 s	5.0 s Once / DCY	2 DCY	-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P052A Cold Start "A" Camshaft Position Timing Over-Advanced Bank 1	Cold Start Monitoring Variable Valve Timing (VVT) Intake Actuator Rationality Check	Camshaft position deviation > 9.0° CRK	Modeled oil temperature-40 - 160° C Engine speed672 - 6, 016RPM Camshaft position not calibrated Camshaft position adjustmentactive Catalyst heating active Camshaft position deviation integrator (actual vs. set point position)>= 8.0° CRK*s	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P053F Cold Start Fuel Pressure Performance Bank 2	Cold Start Monitoring Fuel System Out Of Range Low	Deviation between set point and actual fuel pressure > 2, 000.06 kPa	General: Engine speed> 512 RPM Time after engine start > 3.0 s And Fuel mass set point lower range > 5.0 mg/stk For time>= 3.0 s Fuel mass set point upper range<= 96.86 - 229.29 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time>= 3.0 s And Additional for catalyst heating: Catalyst heating active ECT downstream engine > -48° C Fuel mass set point lower range >= 6.99 mg/stk For time>= 3.0 s	5.0 s Once / DCY	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P053F Cold Start Fuel Pressure Performance Bank 2	Cold Start Monitoring Fuel System Out Of Range High	Deviation between set point and actual fuel pressure < -2, 000.13 kPa		5.0 s Once / DCY	2 DCY
P054A Cold Start "B" Camshaft Position Timing Over-Advanced Bank 1	Cold Start Monitoring Variable Valve Timing (VVT) Exhaust Actuator Rationality Check	Camshaft position deviation > 9.0° CRK	Modeled oil temperature-40 - 160° C Engine speed 672 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustmentactive Catalyst heating active Camshaft position deviation integrator (actual vs. set point position)>= 8.0° CRK*s	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check engine oil for incorrect viscosity or in need of servicing (dirty oil). Oil that is not clear in color may be causing the sensor to operate incorrectly. The engine oil must be clean and of the correct viscosity in order for the sensor to operate properly. Check the vehicle paperwork to determine what oil viscosity has been used and when the last oil change was performed. Change the engine oil if necessary.-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P0601 Internal Control Module Memory Checksum Error	Engine Control Module (ECM): Checksum Verification	Calibration checksum incorrect		1.0 s Continuous	2 DCY	-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P0601 Internal Control Module Memory Checksum Error	Engine Control Module (ECM): Checksum Verification	Software checksum incorrect		1.0 s Continuous	2 DCY
P0603 Internal Control Module Keep Alive Memory (KAM) Error	Engine Control Module (ECM): Communication Check	Device 2: SPI communication with ATIC failure		2.0 s Continuous	2 DCY	-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
		Device 1: SPI communication with ATIC failure
		SPI communication with ATIC failure


	Engine Control Module (ECM): Fuel Injector Internal Hardware Check	Time reference from micro controller during initialization failure		4.9 s Once / DCY

		Hardware during initialization failure
		Hardware during initialization failure
		Calibration during initialization failure
		Calibration during initialization failure
		Hardware vs. software version check during initialization failure

		Communication between micro controller and SDI - Driver power stage failure		2, 880.0° CRK Continuous
				2, 880.0° CRK Continuous
				360.0° CRK Once / DCY
				360.0° CRK Once / DCY
		Time reference from micro controller during initialization missing		2, 880.0° CRK Continuous
				2, 880.0° CRK Continuous
		Communication between micro controller and SDI - Driver power stage failed		4, 320.0° CRK Continuous
				4, 320.0° CRK Continuous
P0606 Control Module Processor	Barometric Pressure (BARO) Sensor Engine Standing: Cross Check	Case 1: charged engine Diff. BARO vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value not calibrated kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa	Case A: engine stop during DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed < 1 MPH Engine @ driving cycle not calibrated	1.0 s Continuous	2 DCY	-- NOTE: The BARO sensor is an internal part of the ECM and is not repairable. If the BARO reading is off by more than 10%, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
	Barometric Pressure (BARO) Sensor ECM Keep Alive-Time: Cross Check	Diff. BARO vs. MAP> 8.50 kPa Diff. BARO vs. turbocharger > 8.50 kPa	Engine stopped Vehicle speed < 1 mph ECM keep alive-time > 10.0 - 6, 553.5 s
	Barometric Pressure (BARO) Sensor Full Load Cross Check	Diff. turbocharger boost pressure vs. MAP <= 10.0 kPa Case 1: Diff. BARO vs. turbocharger boost pressure @ fuel cut off > 12.0 kPa Or Case 2: Diff. BARO vs. turbocharger boost pressure @ idle speed > 12.0 kPa	Engine running Engine speed 1, 000 - 8, 160 RPM Throttle position >= 32.298 - 77.004° TPS For time >= 0.2 s
	Barometric Pressure (BARO) Sensor Circuit Low	Barometric pressure sensor voltage < 0.20 kPa		50.0 ms Continuous
	Barometric Pressure (BARO) Sensor Circuit High	Barometric pressure sensor voltage > 4.80 kPa		50.0 ms Continuous
	Barometric Pressure (BARO) Sensor Out Of Range Low	Measured barometric pressure < 45.0 kPa		50.0 s Continuous
	Barometric Pressure (BARO) Sensor Out Of Range High	Measured barometric pressure > 115.0 kPa		50.0 s Continuous
	Knock Control Functional Check	Knock control failure	Engine running	6.4 s Continuous
	Engine Control Module (ECM): Analog / Digital Converter Function Monitoring: A/D Converter	Diff. A/D-channel 1 vs. A/D channel 2 > 0.30 V		0.5 s Continuous
	Engine Control Module (ECM): Communication Check	SPI communication with ATIC implausible	Time after ignition on >= 1.0 s	10.0 s Continuous
	Engine Control Module (ECM): Communication Check	SPI communication with ATIC failed	Time after ignition on >= 1.0 s	10.0 s Continuous
	Engine Control Module (ECM): EEPROM Check	EEPROM information failure		1.0 s Continuous
		Communication between sample software and production hardware error		1.0 s Once / DCY
		Finished NVM Crypt integrity error
		Decryption of NVM Crypt failed
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: A/D Converter	Test voltage / test pulse check failed		0.5 s Continuous
	Engine Control Module (ECM): RAM Functional Check	Monitoring module check failed		0.5 s Continuous
	Engine Control Module (ECM): Fuel System Cold Start Monitoring Rationality Check	Ratio injection fault counter to number of requested injections > 0.20 [-]	General conditions: Engine running Injection on all cylinders active Injection mode for catalyst heating active Engine speed not calibrated RPM Conditions for measurement window: Catalyst heating active Conditions @ fault decision: Catalyst heating finished Requested injections > 200.0 [-]	180.0° CRK Continuous
	Engine Control Module (ECM): RAM Controller RAM Check	RAM error memory checksum error	Initialization phase active	200.0 ms Once / DCY
P060C Internal Control Module Main Processor Performance	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Injection	Fuel mass validation failed		0.5 s Continuous	2 DCY	-- Replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Accelerator Position	Comparison voltage sensor 1 with sensor 2 implausible
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Torque	Validation of torque losses failed
		Validation min. torque @ clutch failed
		Validation max. torque @ clutch failed
		Validation idle speed engine torque (I-Part) failed
		Validation engine torque failed
		Validation idle speed engine torque (PD-Part) failed
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Engine Speed Deviation	Engine speed validation failed
	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: Throttle Position	Comparison voltage sensor 1 with sensor 2 implausible
P0638 Throttle Actuator Control Range/Performance Bank 1	Throttle Actuator Adaptation Value Monitoring	Battery voltage <= 9.04 V	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active	0.01 s Once Per Lifetime	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
		Accelerator pedal value > 99.90% Or Engine speed > 64 RPM Or Vehicle speed > 1 mph Or IAT @ throttle < 5° C Or ECT downstream engine < 5° C Or ECT downstream engine > 110° C		0.01 s Once Per Lifetime
		Actual TPS ref. point > 0.503° TPS	Throttle adaptation demanded Accelerator pedal value < 99.90% Engine speed < 64 RPM Vehicle speed < 1 mph IAT @ throttle > 5° C ECT downstream engine 5 - 110° C	0.01 s Once / DCY
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V		0.01 s Once / DCY
	Throttle Actuator Monitoring Of Position	Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V		0.01 s Once Per Lifetime
		Actual TPS - ref. point > 0.503° TPS
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.25 V
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
		Throttle position sensor 1 voltage < 0.40 V Or Throttle position sensor 2 voltage > 4.60 V Or Throttle position sensor 1 voltage > 0.80 V Or Throttle position sensor 2 voltage < 4.20 V
		Actual TPS - ref. point > 0.503° TPS
P0642 Sensor Reference Voltage "A" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 1 supply voltage < 4.62 V For time > 10.0 ms	Ignition on Battery voltage >= 5.50 V For time >= 0.0 s And Time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P0643 Sensor Reference Voltage "A" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 1 supply voltage > 5.43 V For time > 10.0 ms	Ignition on Battery voltage >= 5.50 V For time >= 0.0 s And Time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P064A Fuel Pump Control Module	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check: (Electronics)	Number of failed internal checks 2.0 [-]		2.1 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
P064A Fuel Pump Control Module	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Over-Temperature Warning Power Stage)	Power stage temperature > 130° C		5.9 s Continuous	2 DCY
P0652 Sensor Reference Voltage "B" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 2 supply voltage < 4.62 V For time > 10.0 ms	Ignition on Battery voltage >= 5.50 V For time >= 0.0 s And Time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P0653 Sensor Reference Voltage "B" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 2 supply voltage > 5.43 V For time > 10.0 ms	Ignition on Battery voltage >= 5.50 V For time >= 0.0 s And Time after power supply activation >= 0.0 SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P0657 Actuator Supply Voltage "A" Circuit/Open	Engine Components Supply Voltage Relay Open Circuit	Output voltage, lower range >= 1.90 - 2.30 V Output voltage, upper range <= 2.80 - 3.20V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0658 Actuator Supply Voltage "A" Circuit Low	Engine Components Supply Voltage Relay Circuit Low	Output voltage < 1.90 - 2.30 V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0659 Actuator Supply Voltage "A" Circuit High	Engine Components Supply Voltage Relay Circuit High	Output current > 1.0 - 2.3 A Or Actuator temperature > 175 - 195° C	Actuator commanded on	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0687 ECM/PCM Power Relay Control Circuit High	Main Relay Circuit High	Main relay driver temperature > 175 - 195° C Or Main relay output current > 1.0 - 2.3 A	Actuator commanded on For time>= 0.4 s	0.2 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P068A ECM/PCM Power Relay De-Energized Performance - Too Early	Main Relay Rationality Check During Engine Running	Sensed circuit voltage < 5.0 V	Actuator commanded on For time>= 0.1 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P068B ECM/PCM Power Relay De-Energized Performance - Too Late	Main Relay Rationality Check During Engine Off	Sensed circuit voltage > 6.0 V	Actuator commanded on For time>= 0.3 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .
P0698 Sensor Reference Voltage "C" Circuit Low	Engine Control Module (ECM): 5V Supply Voltage Out Of Range Low	Analog output 3 supply voltage < 4.62 V For time > 10.0 ms	Ignition on Battery voltage >= 5.50 V For time >= 0.0 s And Time after power supply activation >= 0.0 s SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P0699 Sensor Reference Voltage "C" Circuit High	Engine Control Module (ECM): 5V Supply Voltage Out Of Range High	Analog output 3 supply voltage > 5.43 V For time > 10.0 ms	Ignition on Battery voltage >= 5.50 V For time >= 0.0 s And Time after power supply activation >= 0.0 s SPI communication ready	0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P11A1 Camshaft Actuator "A" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A1 Camshaft Actuator "A" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A2 Camshaft Actuator "A" Cylinder 1 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A3 Camshaft Actuator "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A3 Camshaft Actuator "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A4 Camshaft Actuator "B" Cylinder 1 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A5 Camshaft Actuator "A" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A5 Camshaft Actuator "A" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A6 Camshaft Actuator "A" Cylinder 2 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A7 Camshaft Actuator "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A7 Camshaft Actuator "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A8 Camshaft Actuator "B" Cylinder 2 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A9 Camshaft Actuator "A" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11A9 Camshaft Actuator "A" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AA Camshaft Actuator "A" Cylinder 3 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11AB Camshaft Actuator "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11AB Camshaft Actuator "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AC Camshaft Actuator "B" Cylinder 3 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11AD Camshaft Actuator "A" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11AD Camshaft Actuator "A" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AE Camshaft Actuator "A" Cylinder 4 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11AF Camshaft Actuator "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, lower range< 1.92 - 2.21 V Output voltage, upper range> 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11AF Camshaft Actuator "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Circuit Low	Output voltage< 1.92 - 2.21V	Actuator commanded off	0.5 s Continuous	2 DCY
P11B0 Camshaft Actuator "B" Cylinder 4 Range/Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature< 20° C	6.0 seg	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11BF Camshaft Actuator Outlet "A" Cylinder 1 Range/Performance	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C0 Camshaft Actuator Outlet "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C1 Camshaft Actuator Outlet "A" Cylinder 2 Range/Performance	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C2 Camshaft Actuator Outlet "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C3 Camshaft Actuator Outlet "A" Cylinder 3 Range/Performance	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C4 Camshaft Actuator Outlet "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C5 Camshaft Actuator Outlet "A" Cylinder 4 Range/Performance	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P11C6 Camshaft Actuator Outlet "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Exhaust Cam Actuators --. Refer to Exhaust Cam Actuators --, CHECKING .
P13EA Cold Start Ignition Timing Performance Off Idle	Cold Start Monitoring Ignition Control (IC) Ignition Timing Monitor	Ratio ignition angle efficiency integral to time at part load > 0.10 [-]	Engine part load For time >= 0.0 s Ignition angle efficiency set point <= 0.90 [-] Vehicle speed > 2 mph And Barometric pressure > 60.0 kPa And Catalyst heating active And Engine start temperature -48 - 143° C And Time after engine start > 3.5 s And Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk For time >= 0.0 s And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM For time >= 0.0 s	5.0 s Once / DCY	2 DCY	-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
P169A Loading Mode Active	Engine Control Module (ECM): Transport Mode Function Monitoring: Mode Change	Transport mode active	Vehicle speed < 3 mph Max trip mileage since initial vehicle start-up < 62.15 miles During ECM keep alive-time after ignition off Engine speed 0 RPM Production mode not active For hybrid: Drive motor off	0.01 s Continuous	2 DCY	-- Vehicle is in Transport Mode (Loading Mode). It can be turned off with a scan tool or will automatically switch off after approximately 100 km (62.15 miles) have accumulated on the vehicle. May need to perform readiness check. Refer to READINESS CODES .
P2004 Intake Manifold Runner Control Stuck Open Bank 1	Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Open	Signal voltage > 1.89 V For time >= 1.5 s	Actuator commanded off Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2006 Intake Manifold Runner Control Stuck Closed Bank 1	Intake Manifold Runner Control (IMRC) Actuator Functional Check: Stuck Close	Signal voltage < 3.10 V For time >= 1.5 s	Actuator commanded on Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2008 Intake Manifold Runner Control Circuit/Open Bank 1	Intake Manifold Runner Control (IMRC) Actuator Open Circuit	Output voltage lower range >= 1.92 - 2.21 V Output voltage upper range <= 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2009 Intake Manifold Runner Control Circuit Low Bank 1	Intake Manifold Runner Control (IMRC) Actuator Circuit Low	Output voltage (hardware values) < 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2010 Intake Manifold Runner Control Circuit High Bank 1	Intake Manifold Runner Control (IMRC) Actuator Circuit High	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .
P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1	Intake Manifold Runner Control (IMRC) Position Sensor Circuit Low	Intake manifold runner flap position sensor voltage < 0.20 V	Engine start not active	1.9 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2015 Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance Bank 1	Intake Manifold Runner Control (IMRC) Actuator Intrusive Monitor Adaptation Value Monitoring	Diff. actual value vs. substitution value @ lower mechanical thresh hold > 0.70 V Or Diff. actual value vs. substitution value @ upper mechanical thresh hold > 0.70 V Failed adaptations >= 1.0 [-]	Modeled pressure quotient < 0.75 [-] Engine running Engine speed > 640; < 1, 504 RPM ECT downstream engine > -30° C Intake manifold runner flap adaptation not finished	0.04 s Once per lifetime	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1	Intake Manifold Runner Control (IMRC) Position Sensor Short To Battery Plus	Intake manifold runner flap position sensor voltage > 4.80 V	Engine start not active	1.9 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to Intake Manifold Runner Position Sensor - G336-, CHECKING .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to Intake Manifold Runner Control Valve - N316-, CHECKING .
P2067 Fuel Level Sensor "B" Circuit Low	COM: Fuel Level (FL) Sensor 2 Communication With IPC	Instrument cluster module signal: circuit low failure		12.7 s Continuous	2 DCY	-- Refer to appropriate wiring diagram. If fuel level sensor and circuitry are ok, then replace the instrument cluster. Refer to appropriate service information.
P2067 Fuel Level Sensor "B" Circuit Low	COM: Fuel Level (FL) Sensor 2 Communication With IPC	Instrument cluster module signal: signal range check failure		12.7 s Continuous	2 DCY
P2068 Fuel Level Sensor "B" Circuit High	COM: Fuel Level (FL) Sensor 2 Communication With IPC	Instrument cluster module signal: circuit high failure		12.7 s Continuous	2 DCY	-- Refer to appropriate wiring diagram. If fuel level sensor and circuitry are ok, then replace the instrument cluster. Refer to appropriate service information.
P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1	Variable Valve Timing (VVT) Intake Actuator Circuit Low	Output voltage < 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1	Variable Valve Timing (VVT) Intake Actuator Circuit High	Power stage temperature > 160 - 200° C Or Output current > 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to Camshaft Position Sensor -G40-, CHECKING .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to Camshaft Adjustment Valve 1 - N205-, CHECKING .
P2090 "B" Camshaft Position Actuator Control Circuit Low Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Circuit Low	Output voltage< 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P2091 "B" Camshaft Position Actuator Control Circuit High Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Circuit High	Power stage temperature > 160 - 200° C Or Output current> 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to Exhaust Camshaft Adjustment Valve 1 - N318-, CHECKING .
P2096 Post Catalyst Fuel Trim System Too Lean Bank 1	Fuel System Out Of Range Low	Adaptation value < -0.08 [-]	2nd lambda control not active Catalyst purge not active Injection mode change (DFI/MFI)not active Engine speed >= 896 RPM High PCV purge load due to oil dilution not calibrated Choice of: O2S rear (binary) check not active Or O2S rear (binary) check finished	0.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .-- Check the Three Way Catalytic Converter (TWC). Refer to THREE WAY CATALYTIC CONVERTER (TWC), CHECKING .
P2097 Post Catalyst Fuel Trim System Too Rich Bank 1	Fuel System Out Of Range High	Adaptation value > 0.08 [-]	2nd lambda control not active Catalyst purge not active Injection mode change (DFI/MFI)not active Engine speed >= 896 RPM High PCV purge load due to oil dilution not calibrated Choice of: O2S rear (binary) check not active Or O2S rear (binary) check finished	0.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .-- Check the Three Way Catalytic Converter (TWC). Refer to THREE WAY CATALYTIC CONVERTER (TWC), CHECKING .
P2100 Throttle Actuator "A" Control Motor Circuit/Open	Throttle Actuator Open Circuit	Electronic throttle valve driver load resistance > 200.0 kΩ	Diff. between measured and filtered throttle position <= 0.073° TPS Actuator commanded off	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2101 Throttle Actuator "A" Control Motor Circuit Range/Performance	Throttle Actuator Over Temperature	Electronic throttle valve driver temperature > 170.0 - 190.0° C	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
	Throttle Actuator Out Of Range	Control duty cycle > 98.0%	Throttle position not at min. value Throttle adaptation not active Actuator commanded on	5.0 s Continuous
	Throttle Actuator Rationality Check	Diff. throttle position set point vs. throttle flap opening angle for electronic throttle control > 2.998 - 24.982° TPS	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active Actuator commanded on Diff. throttle position set point vs. throttle flap opening angle <= 1.999; > -1.999° TPS	0.1 s Continuous
P2103 Throttle Actuator "A" Control Motor Circuit High	Throttle Actuator Short Circuit	Electronic throttle valve driver current > 9.3 - 15.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low	SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit Low	Sensor value < 0.40 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High	SENT: Accelerator Pedal Position (APP) Sensor 1 Circuit High	Sensor value > 4.82 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low	SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit Low	Sensor value < 0.20 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High	SENT: Accelerator Pedal Position (APP) Sensor 2 Circuit High	Sensor value > 2.80 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation	SENT: Accelerator Pedal Position (APP) Sensor 1 and 2 Rationality Check	Difference between signal voltage sensor 1 and sensor 2 > 0.10 - 0.12 V		0.4 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to Accelerator Pedal Module - GX2-, CHECKING .
P2177 System Too Lean Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean @ Part Load	Adaptive value >= 28.0%	Air mass > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Fuel mass 15.01 - 50.0 mg/stk Engine speed1, 024 - 3, 744 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. reference vs. actual fuel pressure, high side<= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Dependence on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P2178 System Too Rich Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich @ Part Load	Adaptive value <= -28.0%	Air mass > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Fuel mass 15.01 - 50.0 mg/stk Engine speed1, 024 - 3, 744 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. reference vs. actual fuel pressure, high side<= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Dependence on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P2181 Cooling System Performance	Engine Cooling System Rationality Check	Modeled ECT downstream engine > 66 - 70° C Choice of: ECT downstream engine < 65 - 69° C Or ECT @ radiator outlet not equipped ° C	ECT downstream engine @ first start >= -10° C ECT downstream engine @ first start <= 50° C AAT > -10° C Ratio accumulated time fuel cut off vs. time since engine start <= 14.06% Ratio accumulated time engine load condition vs. time since engine start <= 62.11% Determination engine load condition: Engine load (lower threshold) <= 2.50 - 5.0% Engine load (upper threshold)>= 100.0% Ratio accumulated time high speed condition <= 14.84% Determination high speed condition: Vehicle speed> 75 mph Ratio accumulated time start-stop active <= 19.14% Set point of RVC in measurement window < 99.61% Case 1: Engine speed< 4, 500 RPM Case 2: Engine speed>= 4, 500 RPM Diff. ECT downstream engine during measurement < 256° C For time>= 40.0 s	1.0 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .-- Check the Engine Coolant Temperature Sensor on Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .-- Check the Heater Support Pump -V488-. Refer to Heater Support Pump - V488-, CHECKING .-- Check the engine coolant thermostat. Refer to appropriate service information.
P2183 Engine Coolant Temperature Sensor 2 Circuit Range/Performance	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Cross Check	High side: reference measuring Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 30.0 K Diff. ECT @ radiator outlet @ cold start vs. ECT downstream engine @ cold start not calibrated K Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 30.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 30.0 K Diff. ECT downstream engine @ cold start vs. ECT @ radiator outlet @ cold start not calibrated K Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start> 30.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start <= 410.0 s Depending on temperature slope @ cold start Diff. actual IAT @ manifold vs IAT @ manifold @ start of DCY < 256.0 K Diff. actual ECT downstream engine @ cylinder head vs. ECT downstream engine @ start of DCY not calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0 K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time>= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed>= 22 mph For time>= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT downstream engine vs. min. ECT downstream engine not calibrated K Diff. actual AAT vs. min. AAT < 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 0.5 K	0.1 s Once / DCY	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2184 Engine Coolant Temperature Sensor 2 Circuit Low	Engine Coolant Temperature (ECT) Sensor @ Radiator Outlet Circuit Low	Sensor voltage <= 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .
P2185 Engine Coolant Temperature Sensor 2 Circuit High	Engine Coolant Temperature (ECT) Sensor @ Radiator Circuit High	Sensor voltage > 4.90 V	IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant Temperature Sensor On Radiator Outlet -G83-. Refer to Engine Coolant Temperature Sensor On Radiator Outlet - G83-, CHECKING .-- Check the Engine Coolant Temperature Sensor -G62-. Refer to Engine Coolant Temperature Sensor - G62-, CHECKING .
P2187 System Too Lean at Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean @ Idle	Case 1: Adaptive value not calibrated mg/stk Case 2: Adaptive value >= 0.31 mg/stk	Air mass > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Vehicle speed < 5 mph Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. reference vs. actual fuel pressure, high side <= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Fuel mass upper range < 0.0 - 17.0 mg/stk Fuel mass lower range > 4.01 mg/stk Engine speed 704 - 800 RPM Or Engine not calibrated And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the vacuum lines visually for leaks.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Pressure Sensor -G247-. Refer to Fuel Pressure Sensor - G247-, CHECKING .-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .
P2188 System Too Rich at Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich @ Idle	Case 1: Adaptive value not calibrated mg/stk Case 2: Adaptive value <= -0.31 kg/h	Air mass > 59.92 mg/stk ECT downstream engine > 20° C IAT @ manifold > -20° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 20.0 - 2, 500.0 g Vehicle speed < 5 mph Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. reference vs. actual fuel pressure, high side <= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Fuel mass lower range > 4.01 mg/stk Fuel mass upper range < 0.0 - 17.0 mg/stk Engine speed 704 - 800 RPM Or Engine not calibrated And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to Fuel Pressure Regulator Valve - N276-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2195 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Intrusive Monitor Rationality Check	Plausibility signal check O2S front and O2S rear: Lambda value > 1.15 [-] And O2S signal rear >= 0.93 V	O2S front ready O2S rear ready ECT downstream engine >= -60° C MAF > 15.0; < 200.0 kg/h Catalyst purge not active Integrated air mass after end of catalyst purge 5.0 g Engine speed > 704 RPM Modeled EGT @ O2S front > 300; < 850° C Injection mode change (DFI/MFI) not active Integrated air mass > 25.0 g Dynamic lambda controller output < 3.0% Dynamic air mass < 0.05 g/stk Dynamic engine speed < 150 RPM And Second control loop active: Air mass 0.06 - 1.39 g/stk Engine speed 736 - 8, 160 RPM	67.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .
P2195 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1		Open loop check: Lambda set value 1.0 [-] And O2S signal front < 0.55 [-]	Fuel cut off not active Engine running And Choice of: Fuel trim diagnosis failure detected Or O2S rear sensor plausibility failure detected And Choice of: Lambda adaptation value >= 0.12 [-] Or Lambda adaptation value <= -0.12 [-]	18.7 s Continuous	2 DCY
P2196 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Intrusive Monitor Rationality Check	Plausibility signal check O2S front and O2S rear: Lambda value < 0.85 [-] And O2S signal rear <= 0.15 V	O2S front ready O2S rear ready ECT @ cylinder head >= -48° C MAF> 0.0; < 2, 047.97 kg/h Catalyst purgenot active Integrated air mass after end of catalyst purge10.0 g Engine speed> 0 RPM Modeled EGT @ O2S front> -273; < 850° C Injection mode change (DFI/MFI)not active Integrated air mass > 40.0 g Dynamic lambda controller output< 3.0% Dynamic air mass < 0.05 g/stk Dynamic engine speed< 200 RPM And Second control loop active: Air mass 0.06 - 0.75 g/stk Engine speed576 - 4, 512 RPM	67.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2196 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1		Open loop check: Lambda set value 1.0 [-] And O2S signal front > 1.45 [-]	Fuel cut off not active Engine running And Choice of: Fuel trim diagnosis failure detected Or O2S rear sensor plausibility failure detected And Choice of: Lambda adaptation value >= 0.12 [-] Or Lambda adaptation value <= -0.12 [-]	18.7 s Continuous	2 DCY
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished Canister purge stable Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change n.a. And Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range >= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range High	Weighted adaptive value > 10.0%
		Weighted adaptive value > 50.0%
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range Low	Weighted adaptive value < -50.0%
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished Canister purge stable Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change n.a. And Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range >= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range High	Weighted adaptive value > 10.0%
		Weighted adaptive value > 50.0%
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range Low	Weighted adaptive value < -50.0%
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished Canister purge stable Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change n.a. And Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range >= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range High	Weighted adaptive value > 10.0%
		Weighted adaptive value > 50.0%
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range Low	Weighted adaptive value < -50.0%
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Fuel System A/F Imbalance Out Of Range Low	Weighted adaptive value < -15.0%	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And O2S signal plausible Catalyst diagnosis finished Canister purge stable Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change n.a. And Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range >= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in PRELIMINARY CHECK and/or to appropriate service information.-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range High	Weighted adaptive value > 10.0%
		Weighted adaptive value > 50.0%
	Fuel System Intrusive Monitor A/F Imbalance Out Of Range Low	Weighted adaptive value < -50.0%
P2237 O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Open Circuit Pump Voltage (VIP)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor > 4, 644.0 Ω	O2S front (linear) ready O2S ceramic temperature> 720° C For time>= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P2243 O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Open Circuit Nernst Voltage (VN)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor > 4, 644.0 Ω	O2S front (linear) ready O2S ceramic temperature> 720° C For time>= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P2251 O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Open Circuit Virtual Ground (VG)	Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor > 4, 644.0 Ω And Choice of: Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG)> 1.20V Diff. nernst voltage (VN) vs. virtual ground voltage (VG)> 1.20V	O2S front (linear) ready O2S ceramic temperature> 720° C For time>= 2.0 s	1.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P2257 AIR System Control "A" Circuit Low	Secondary Air Injection (AIR) Pump Relay Circuit Low	Output voltage 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P2258 AIR System Control "A" Circuit High	Secondary Air Injection (AIR) Pump Relay Circuit High	Actuator temperature > 160 - 200° C Or Output current > 1.0 - 2.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P2270 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor Signal Range Check	Case 1: Max. O2S rear voltage < 0.75 V	General conditions: Vehicle speed>= 3 mph BARO >= 65.01 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Engine speed 928 - 3, 104 RPM Lambda control value < 20.0% Deviation of lambda controller output to start diagnosis < 10.0% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 20.0 g And Depending on lambda controller deviation Deviation lambda controller set point vs. actual value during diagnosis < 10.0% Or Deviation of lambda controller output below set point during diagnosis < -10.0% Or Deviation of lambda controller output over set point during diagnosis < 10.0% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature once after engine start > 450° C Modeled catalyst temperature to start diagnosis 500° C Modeled catalyst temperature during diagnosis 470 - 880° C Integrated air mass, catalyst temp. conditions fulfilled > 10.0 - 30.0 g Diff. dynamic vs. stationary catalyst temperature to start diagnosis -100.0 - 80.0 K Diff. dynamic vs. stationary catalyst temperature to start diagnosis -152.0 - 132.0 K Modeled EGT @ O2S rear <= 850° C Air mass conditions: Air mass @ start of diagnosis 139.99 - 550.0 mg/rev Air mass during diagnosis 119.98 - 570.01 mg/rev MAF per cylinder to start diagnosis 30.0 - 170.0 kg/h MAF per cylinder during diagnosis 25.0 - 175.0 kg/h Load conditions: Air mass set point not calibrated mg/rev Integrated air mass based on ECT @ start depending on transmission type >= 2.40 - 4.60 kg Engine load not calibrated % Accelerator pedal valuenot calibrated % For timenot calibrated s And Low dynamic conditions Dynamic engine speed< 150 RPM Dynamic air mass < 650.0 mg/rev Dynamic lambda controller output< 10.0% Diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99% Integrated air mass after dynamic conditions are fulfilled > 100.0 g Integrated air mass based on driver model prediction depending on transmission type not calibrated g Evap purge conditions: Case 1: Evap purge valve not calibrated Case 2: Canister load calculation not calibrated Evap purge flow not calibrated Case 3: Canister load not calibrated [-] Evap purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.6 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active	0.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P2271 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor / Close The Gap Conditions: Signal Range Check	Case 1: Min. O2S rear voltage > 0.15 V	General conditions: Vehicle speed>= 3 mph BARO >= 65.01 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 800.0 Ω Time after a catalyst purge phase >= 1.0 s Integrated heat energy >= 200.0 - 800.0 kJ Or Time after engine start > 0.0 s Engine speed 928 - 3, 104 RPM Lambda control value < 20.0% Deviation of lambda controller output to start diagnosis < 5.0% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped Counter of integrated mass for fuel in oil < 255.0 [-] And Depending on scavenging Integrated air mass after end of scavenging >= 20.0 g And Depending on lambda controller deviation Deviation lambda controller set point vs. actual value during diagnosis < 10.0% Or Deviation of lambda controller output below set point during diagnosis < -10.0% Or Deviation of lambda controller output over set point during diagnosis < 10.0% And Temperature conditions: ECT downstream engine > 50° C IAT @ manifold > -41° C Modeled catalyst temperature once after engine start > 450° C Modeled catalyst temperature to start diagnosis 500 - 850° C Modeled catalyst temperature during diagnosis 470 - 880° C Integrated air mass, catalyst temp. conditions fulfilled > 10.0 - 30.0 g Diff. dynamic vs. stationary catalyst temperature to start diagnosis -100.0 - 80.0 K Diff. dynamic vs. stationary catalyst temperature to start diagnosis -152.0 - 132.0 K Modeled EGT @ O2S rear <= 850° C Air mass conditions: Air mass @ start of diagnosis 139.99 - 550.0 mg/rev Air mass during diagnosis 119.98 - 570.01 mg/rev MAF per cylinder to start diagnosis 30.0 - 170.0 kg/h MAF per cylinder during diagnosis 25.0 - 175.0 kg/h Load conditions: Air mass set point not calibrated mg/rev Integrated air mass based on ECT @ start depending on transmission type >= 2.40 - 4.60 kg Engine load not calibrated % Accelerator pedal valuenot calibrated % For timenot calibrated s And Low dynamic conditions Dynamic engine speed< 150 RPM Dynamic air mass < 650.0 mg/rev Dynamic lambda controller output< 10.0% Diff. actual position vs. waste gate mean value for limited dynamics detection <= 199.99% Integrated air mass after dynamic conditions are fulfilled > 100.0 g Integrated air mass based on driver model prediction depending on transmission type not calibrated g Evap purge conditions: Case 1: Evap purge valve not calibrated Case 2: Canister load calculation not calibrated Evap purge flow not calibrated Case 3: Canister load not calibrated [-] Evap purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.6 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active Activation at trailing throttle with fuel cut-off	0.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING .
P2271 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2	Oxygen Sensor (O2S) Rear Intrusive Monitor / During Fuel Cut Off Conditions: Signal Range Check	O2S rear voltage > 0.15 V Intrusive lambda ramp lean > 1.15 [-]	O2S heater rear active O2S rear ready Internal resistance O2S rear <= 5, 000.0 Ω Counter of integrated mass for fuel in oil < 255.0 [-]	0.0 s Once / DCY	2 DCY
P2279 MAP/MAF - Throttle Position Correlation	Intake Air (IA) System Rationality Check	Throttle opening area correction included controller and adaptation > 35.0 - 72.0% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation (by throttle opening area) active Throttle position 1.999 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.25 - 0.53 [-] Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 65.0 - 107.50 kPa	1.7 s Continuous	2 DCY	-- Check for air leaks (between the MAF and) (near) the throttle body, oil fill cap not tight or oil dipstick not seated in tube. Also check for any engine gaskets that can cause additional air to enter the crankcase can set this fault as the PCV system is not metered. If a vacuum leak or crankcase seal is the cause, the idle may be rough or unstable.-- Check the Intake Manifold Sensor -GX9-. Refer to Intake Manifold Sensor - GX9-, CHECKING .-- Check the Throttle Valve Control Module -GX3-. Refer to Throttle Valve Control Module - GX3-, CHECKING .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to EVAP Canister Purge Regulator Valve 1 - N80-, CHECKING .
P2279 MAP/MAF - Throttle Position Correlation	Intake Air (IA) System Rationality Check	Ratio adapted turbocharger boost pressure and actual turbocharger boost pressure > 30.0% Lambda controller included correction and adaptation -30.0 - 30.0% Lambda controller active	Intake manifold modeled adaptation (by turbocharger boost pressure) active Throttle position > 4.50° TPS Engine speed 1, 216 - 6, 000 RPM Pressure quotient @ throttle 0.63 - 0.95 [-] Engine running Fast throttle adaptation finished MAP gradient -20.0 - 20.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Boost pressure < 135.0 kPa BARO 65.0 - 107.50 kPa	5.0 s Continuous	2 DCY
P2300 Ignition Coil "A" Primary Control Circuit Low	Ignition Coil Circuit Low	Output current in on state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coil Circuit High	Diagnosis by inactive low side switch in ATIC: Output voltage in off state > 4.95 - 5.285 V Or Diagnosis by active low side: switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Or Output current in on state > 100.0 - 180.0 mA	General conditions: Engine speed > 512 RPM Engine stop not active Diagnosis by inactive low side switch in ATIC: Actuator commanded off Or Diagnosis by active low side switch in ATIC: Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2302 Ignition Coil "A" Secondary Circuit	Ignition Coil Open Circuit	Output voltage in off state, lower range >= 1.92 - 2.21 V Output voltage in off state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2303 Ignition Coil "B" Primary Control Circuit Low	Ignition Coil Circuit Low	Output current in on state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coil Circuit High	Diagnosis by inactive low side switch in ATIC: Output voltage in off state > 4.95 - 5.285 V Or Diagnosis by active low side: switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Or Output current in on state > 100.0 - 180.0 mA	General conditions: Engine speed > 512 RPM Engine stop not active Diagnosis by inactive low side switch in ATIC: Actuator commanded off Or Diagnosis by active low side switch in ATIC: Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2305 Ignition Coil "B" Secondary Circuit	Ignition Coil Open Circuit	Output voltage in off state, lower range >= 1.92 - 2.21 V Output voltage in off state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2306 Ignition Coil "C" Primary Control Circuit Low	Ignition Coil Circuit Low	Output current in on state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coil Circuit High	Diagnosis by inactive low side switch in ATIC: Output voltage in off state > 4.95 - 5.285 V Or Diagnosis by active low side: switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Or Output current in on state > 100.0 - 180.0 mA	General conditions: Engine speed > 512 RPM Engine stop not active Diagnosis by inactive low side switch in ATIC: Actuator commanded off Or Diagnosis by active low side switch in ATIC: Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2308 Ignition Coil "C" Secondary Circuit	Ignition Coil Open Circuit	Output voltage in off state, lower range >= 1.92 - 2.21 V Output voltage in off state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2309 Ignition Coil "D" Primary Control Circuit Low	Ignition Coil Circuit Low	Output current in on state > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coil Circuit High	Diagnosis by inactive low side switch in ATIC: Output voltage in off state > 4.95 - 5.285 V Or Diagnosis by active low side: switch in ATIC: Output temperature from ATIC in on state > 160.0 - 200.0° C Or Output current in on state > 100.0 - 180.0 mA	General conditions: Engine speed > 512 RPM Engine stop not active Diagnosis by inactive low side switch in ATIC: Actuator commanded off Or Diagnosis by active low side switch in ATIC: Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P2311 Ignition Coil "D" Secondary Circuit	Ignition Coil Open Circuit	Output voltage in off state, lower range >= 1.92 - 2.21 V Output voltage in off state, <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT downstream engine > -30° C Engine stop not active	0.5 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to Ignition Coils With Power Output Stage --, CHECKING .
P230A Cylinder 1 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 80.0 [-]	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut offnot active AAT >= -48° C Barometric pressure>= 0.0 kPa And Min. injection timenot reached And Choice of: Catalyst diagnosis not calibrated Or Catalyst diagnosis not active Depending on catalyst diagnosis: Canister purge (conditions) stable Or Evap purge valvetransition to closed Or Evap purgenot active And O2S dynamic diagnosisfinished O2S delay diagnosisfinished Lambda control closed loop Catalyst purgenot active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfirenot detected Emission threshold misfirenot detected No gear switch for segments >= 90.0 [-] Segments after start> 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change not equipped And Depending on gear 1st gearnot active 2nd gear not active 3rd gear not active 4th gearactive 5th gearactive 6th gearactive 7th gearactive 8th gearactive And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range>= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING
P230B Cylinder 2 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 80.0 [-]	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut offnot active AAT >= -48° C Barometric pressure>= 0.0 kPa And Min. injection timenot reached And Choice of: Catalyst diagnosis not calibrated Or Catalyst diagnosis not active Depending on catalyst diagnosis: Canister purge (conditions) stable Or Evap purge valvetransition to closed Or Evap purgenot active And O2S dynamic diagnosisfinished O2S delay diagnosisfinished Lambda control closed loop Catalyst purgenot active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfirenot detected Emission threshold misfirenot detected No gear switch for segments >= 90.0 [-] Segments after start> 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change not equipped And Depending on gear 1st gearnot active 2nd gear not active 3rd gear not active 4th gearactive 5th gearactive 6th gearactive 7th gearactive 8th gearactive And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range>= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING
P230C Cylinder 3 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 80.0 [-]	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut offnot active AAT >= -48° C Barometric pressure>= 0.0 kPa And Min. injection timenot reached And Choice of: Catalyst diagnosis not calibrated Or Catalyst diagnosis not active Depending on catalyst diagnosis: Canister purge (conditions) stable Or Evap purge valvetransition to closed Or Evap purgenot active And O2S dynamic diagnosisfinished O2S delay diagnosisfinished Lambda control closed loop Catalyst purgenot active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfirenot detected Emission threshold misfirenot detected No gear switch for segments >= 90.0 [-] Segments after start> 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change not equipped And Depending on gear 1st gearnot active 2nd gear not active 3rd gear not active 4th gearactive 5th gearactive 6th gearactive 7th gearactive 8th gearactive And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range>= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING
P230D Cylinder 4 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 80.0 [-]	Fuel pressure set point 2, 000.10 - 22, 000.61 kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut offnot active AAT >= -48° C Barometric pressure>= 0.0 kPa And Min. injection timenot reached And Choice of: Catalyst diagnosis not calibrated Or Catalyst diagnosis not active Depending on catalyst diagnosis: Canister purge (conditions) stable Or Evap purge valvetransition to closed Or Evap purgenot active And O2S dynamic diagnosisfinished O2S delay diagnosisfinished Lambda control closed loop Catalyst purgenot active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfirenot detected Emission threshold misfirenot detected No gear switch for segments >= 90.0 [-] Segments after start> 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI)not equipped Valve lift position change not equipped And Depending on gear 1st gearnot active 2nd gear not active 3rd gear not active 4th gearactive 5th gearactive 6th gearactive 7th gearactive 8th gearactive And Integrated air mass >= 0.07 - 30.0 kg Diff. engine speed vs. dynamic engine speed < 75 RPM Diff. air mass vs. dynamic air mass < 45.0 mg/stk ECT downstream engine 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 152 - 3, 008 RPM And Fuel mass set point lower range>= 12.0 - 28.0 mg/stk Fuel mass set point upper range <= 26.0 - 38.5 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to Fuel Injectors --, CHECKING .-- Check the Fuel Injectors 2 --. Refer to Fuel Injectors 2 --, CHECKING .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to Oxygen Sensor 1 After Catalytic Converter - GX7-, CHECKING
P2400 EVAP System Leak Detection Pump Control Circuit/Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P2401 EVAP System Leak Detection Pump Control Circuit Low	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit Low	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P2402 EVAP System Leak Detection Pump Control Circuit High	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit High	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P2407 EVAP System Leak Detection Pump Sense Circuit Intermittent/Erratic	Evaporative Emission (EVAP) System Functional Check	Pump current oscillation during reference measurement > 1.5 mA Or Drop of EVAP pump current during pump phase > 1.5 mA For time > 5.0 s And Number of aborted leak measurements due to pump current oscillations > 0.0 [-]	ECT downstream engine @ first start >= 4° C Diff. ECT downstream engine vs. AAT not calibrated K Or Propulsion off time >= 21, 600.0 s Or Refueling or defueling detected AAT 4 - 38° C BARO > 73, 949.60 kPa Time since engine start in current dcy >= 600.0 s Vehicle speed < 1 mph Battery voltage 10.97 - 16.15 V Airbag not activated Battery voltage change during monitoring <= 0.80 V Propulsion off time in current dcy >= 10.0 s	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P240A EVAP System Leak Detection Pump Heater Control Circuit/Open	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Open Circuit	Output voltage, lower range 1.92 - 2.21 V Output voltage, upper range 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P240B EVAP System Leak Detection Pump Heater Control Circuit Low	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Circuit Low	Output voltage < 1.92 - 2.21 V	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P240C EVAP System Leak Detection Pump Heater Control Circuit High	Evaporative Emission (EVAP) Leak Detection Pump (LDP) Intrusive Monitor Circuit High	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Rationality Check	Pump current correction (nernst-cell) > 1.1 mA	O2S front ready Fuel cut off not active Injection mode change (DFI/MFI) not active Depending on engine state: Engine part load Or Engine full load Or Engine idle For time >= 3.0 s	10.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P2431 AIR System Air Flow/Pressure Sensor Circuit Range/Performance Bank 1	Secondary Air Injection (AIR) Pressure Sensor Rationality Check	Diff. AIR pressure and barometric pressure > 6.0 kPa And Diff. AIR pressure vs. intake manifold pressure > 6.0 kPa	Engine stop For time > 0.0 s And Delay time after ECM started >= 0.0 s	0.1 s Multiple	2 DCY	-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .
P2432 AIR System Air Flow/Pressure Sensor Circuit Low Bank 1	Secondary Air Injection (AIR) Pressure Sensor Out Of Range Low	Sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .
P2433 AIR System Air Flow/Pressure Sensor Circuit High Bank 1	Secondary Air Injection (AIR) Pressure Sensor Out Of Range High	Sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Secondary Air Injection Sensor 1 -G609-. Refer to Secondary Air Injection Sensor 1 - G609-, CHECKING .
P2440 AIR System Switching Valve Stuck Open Bank 1	Secondary Air Injection (AIR) Valve Intrusive Monitor Functional Check	Ratio relative pressure phase 1 and relative pressure phase 2 > 1.34 [-]	General: AIR pump active Catalyst heating active AIR active MAF <= 140.0 kg/h MAF >= 7.0 kg/h MAF gradient -768.0 - 767.98% Time after engine start > 0.7 s ECT downstream engine >= 3; < 143° C IAT @ manifold >= 0; < 70° C Modeled catalyst temperature < 700° C Relative barometric pressure > 0.6 [-] For time > 0.0 s	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to Secondary Air Injection Solenoid Valve - N112-, CHECKING .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to Secondary Air Injection Pump Relay - J299- / Secondary Air Injection Pump Motor - V101-, CHECKING .
P2450 EVAP System Switching Valve Performance/Stuck Open	Evaporative Emission (EVAP) System Rationality Check	Diff. EVAP pump current reference measurement vs. idle < -3.0 mA For time 2.0 - 2.5 s	ECT downstream engine @ first start >= 4° C Diff. ECT downstream engine vs. AAT not calibrated K Or Propulsion off time >= 21, 600.0 s Or Refueling or defueling detected AAT 4 - 38° C BARO > 73, 949.60 kPa Time since engine start in current dcy >= 600.0 s Vehicle speed < 1 mph Battery voltage 10.97 - 16.15 V Airbag not activated Battery voltage change during monitoring <= 0.80 V Propulsion off time in current dcy >= 10.0 s	12.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to Fuel Tank Leak Detection Control Module - J909 -, CHECKING .
P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low	Turbocharger (TC) Position Sensor Circuit Low	Turbocharger boost control position sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING ...
P2565 Turbocharger Boost Control Position Sensor "A" Circuit High	Turbocharger (TC) Position Sensor Circuit High	Turbocharger boost control position sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Actuator -V465- / Charge Air Pressure Actuator Position Sensor -G581-. Refer to Charge Air Pressure Actuator - V465- / Charge Air Pressure Actuator Position Sensor - G581-, CHECKING .
P2610 ECM/PCM Engine Off Timer Performance	Engine Off Time Rationality Check	Diff. engine-off-time vs. ECM keep alive-time > 12.0 s	Monitor entry conditions: ECM keep alive-time active Delay time >= 1.0 s Last ECM activation time >= 2.0 s Time after last engine stop< 48.0 h Case 1: For time (after entry conditions fulfilled) >= 65.0 s Case 2: For time (after entry conditions fulfilled) < 65.0 s Ignition keytransition off to on	10.0 ms Once / DCY	2 DCY	-- Check ALL powers and grounds to the ECM. The ECM must have a power supply when the key is off to run the timer and system checks. If OK, replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
	Engine Off Time Rationality Check	Diff. ECM keep alive-time vs. engine-off-time>= 12.0 s	Time after last ignition off < 24.0 h Time after ECM wake up < 2.0 s SPI initialization finished	10.0 ms Once / DCY
	Engine Off Time ECM Internal Timer Check	ECM internal timer failure Or ECM internal timer signal not calibrated ECM internal timer not calibrated Time after last engine stop not calibrated h	SPI initialization finished	1.3 s Continuous
P2626 O2 Sensor Pumping Current Trim Circuit/Open Bank 1 Sensor 1	Oxygen Sensor (O2S) Front Open Circuit Pumping Current Trim Circuit (VRC)	Case 1 Measurement O2S front label resistor > 4, 644.0 Ω And Choice of Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.20 V Case 2 Nernst voltage (VN) > 4.4 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2, 35 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2, 35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1, 6 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.1 V Or Pump current > 11.5 mA	O2S front (linear) ready O2S ceramic temperature > 720° C For time >= 2.0 s	1.5 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to Oxygen Sensor 1 Before Catalytic Converter - GX10-, CHECKING .
P2635 Fuel Pump Control Module Performance	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Signal Range Check)	Phase current > 22.0 A		2.1 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to Fuel Delivery Unit - GX1- / Fuel Pump Control Module - J538-, CHECKING .
	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Pump Blocked)	Number of detected non successful pump starts 3.0 [-]		1.3 s Continuous
	COM: Fuel Pump Control Module (FPCM) Actuator Internal Check (Engine Speed)	Speed deviation > 10.0%		6.9 s Continuous
P2681 Engine Coolant Bypass Valve "A" Control Circuit/Open	Engine Cooling System: Bypass Actuator Open Circuit	Load resistance > 200.0 kΩ	Actuator commanded off	1.3 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low	Engine Cooling System: Bypass Actuator Circuit Low	High side current output 1 > 9.3 - 15.0 A	Actuator commanded on Rotary valve direction forward	0.3 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low	Engine Cooling System: Bypass Actuator Circuit Low	High side current output 2 > 9.3 - 15.0 A	Actuator commanded on Rotary valve direction reversed	0.3 s Continuous	2 DCY
P2683 Engine Coolant Bypass Valve "A" Control Circuit High	Engine Cooling System: Bypass Actuator Circuit High	Low side current output 1 > 9.3 - 15.0 A	Actuator commanded off	0.3 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
P2683 Engine Coolant Bypass Valve "A" Control Circuit High	Engine Cooling System: Bypass Actuator Circuit High	Low side current output 2 > 9.3 - 15.0 A	Actuator commanded off	0.3 s Continuous	2 DCY
P26A5 Engine Coolant Bypass Valve "A" Position Sensor Circuit Range/Performance	Engine Cooling System: Bypass Actuator Signal Check	Sensor signal < 1.; > 4, 094.0 [-]	Time after ignition on >= 0.1 s	0.5 s Continuous	2 DCY	-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .-- Check the Coolant Shut-Off Valve -N82-. Refer to Coolant Shut-Off Valve - N82-, CHECKING .
	Engine Cooling System: Bypass Actuator Checksum Verification	Checksum signal failure	Time after ignition on >= 0.1 s	0.5 s Continuous	2 DCY
U0001 High Speed CAN Communication Bus	CAN: Powertrain Reading Back Sent Message	CAN message no feedback	Voltage conditions: Battery voltage 9.50 - 16.50 V For time >= 0.5 s pre-drive conditions: pre-drive completed For time >= 0.5 s Ignition conditions: Ignition on For time >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0002 High Speed CAN Communication Bus Performance	CAN: Powertrain Communication Check	Global time out receiving no message	Voltage conditions: Battery voltage 9.50 - 16.50 V For time >= 0.5 s pre-drive conditions: pre-drive completed For time >= 0.5 s Ignition conditions: Ignition on For time >= 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0101 Lost Communication with TCM	COM: Transmission Control Module (TCM) Communication With TCM	Received message no message	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	0.8 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance between the Transmission Control Module -- and the Engine/Motor Control Module - J623-. Refer to CAN-BUS TERMINAL RESISTANCE, POWERTRAIN, CHECKING .
U0140 Lost Communication With Body Control Module	COM: Body Control Module (BCM) Communication With BCM 1	Received message no message	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0146 Lost Communication With Gateway "A"	COM: Gateway Communication With Gateway	Received message no message	Voltage conditions: Battery voltage 9.50 - 16.50 V For time >= 0.5 s pre-drive conditions: pre-drive completed For time >= 0.5 s Ignition conditions: Ignition on For time >= 0.5 s	5.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module	COM: Instrument Panel Cluster (IPC) Communication With IPC	Received message no message	Voltage conditions: Battery voltage 9.50 - 16.50 V For time >= 0.5 s pre-drive conditions: pre-drive completed For time >= 0.5 s Ignition conditions: Ignition on For time >= 0.5 s	5.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0302 Software Incompatibility With Transmission Control Module	Engine Control Module (ECM): Coding Communication With TCM	Received AT information from TCM signal	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	5.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Transmission Control Module --. Refer to appropriate service information.
U0322 Software Incompatibility With Body Control Module	COM: Gateway Communication With Gateway	Ambient temperature sensor coding monitoring failure	Time after ignition on > 1.5 s	2.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, replace the Vehicle Electrical System Control Module -J519-. Refer to appropriate service information.
U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module	Vehicle Speed Sensor (VSS) Rationality Check High	Vehicle speed > 202 mph		0.1 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .-- Check the vehicle speed signal to the Instrument Cluster Control Module -J285-. Refer to VEHICLE SPEED SIGNAL, CHECKING .
	COM: Vehicle Speed Sensor (VSS) Communication With BSCM	VSS signal: low voltage error (no map, just bottom and top limit) 655.33 km/h	Time since engine running > 500.0 ms	1, 890.0 ms Continuous
		VSS signal: initialization error (no map, just bottom and top limit) 655.34 km/h
		VSS signal: sensor error (no map, just bottom and top limit) 655.35 km/h
	COM: Brake System Control Module (BSCM) Communication With BSCM	Received message implausible message	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	500.0 ms Continuous
U0422 Invalid Data Received From Body Control Module	COM: Body Control Module (BCM) Communication With BCM 1	Received message implausible message	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .-- Check the Outside Air Temperature Sensor -G17-. Refer to Outside Air Temperature Sensor - G17-, CHECKING .
U0422 Invalid Data Received From Body Control Module	COM: Gateway Communication With Gateway	Ambient temperature value (initialization) failure	Time after ignition on> 1.5 s Engine running	3.0 s Continuous	2 DCY
U0423 Invalid Data Received From Instrument Panel Cluster Control Module	COM: Instrument Panel Cluster (IPC) Communication With IPC	Received data out of valid range	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	3.0 s Continuous	2 DCY	-- Check for correct software version and VIN or update software for the IPC Module if available. If OK, replace the Instrument Cluster Control Module -J285-. Refer to appropriate service information.
U0431 Invalid Data Received From Body Control Module "A"	COM: Body Control Module (BCM) 2 Communication With BCM 2	Received message implausible message	Battery voltage 9.50 - 16.50 V Time after ignition on 500.0 ms	1.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .
U0615 Lost Communication With Engine Coolant Bypass Valve "A"	COM: Engine Cooling System: Bypass Actuator Communication Check	Received data implausible message	Time after ignition on >= 0.1 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to CAN-BUS TERMINAL RESISTANCE, CHECKING .-- Check the Engine Temperature Control Module -GX33-. Refer to Engine Temperature Control Module - GX33-, CHECKING .
U1103 Production Mode Active	Engine Control Module (ECM): Production Mode Function Monitoring: Mode Change	Production mode active	Vehicle speed < 3 mph Max trip mileage since initial vehicle start-up < 62.15 miles During ECM keep alive-time after ignition off Engine speed 0 RPM For hybrid: Drive motor off	0.01 s Continuous	2 DCY	-- Vehicle is in production mode. Refer to appropriate service information for resolution. Note the mode can be deactivated with a factory scan tool or will automatically turn off after vehicle accumulates the first 100 km (62.14 miles) of driving.
U3501 Control Module Input Power "A" Circuit Low	Battery Voltage Out Of Range Low	Battery voltage < 9.0 V For time 0.0 ms	Engine not running And Case 1: Ignition on Engine @ driving cycle not started on first time Case 2: Ignition off ECM keep alive time active Case 3: Ignition off ECM wake up via BUS active	9.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .-- Check the powers and grounds to the Engine/Motor Control Module -J623-. If all are ok, then replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
U3501 Control Module Input Power "A" Circuit Low	Battery Voltage Out Of Range Low	Battery voltage < 9.0 V For time 0.0 ms	Ignition on And Case 1: Engine running Engine start operation finished Case 2: Engine not running Start/stop-system active	9.0 s Continuous	2 DCY
U3502 Control Module Input Power "A" Circuit High	Battery Voltage Out Of Range High	Battery voltage > 16.0 V For time 0.0 ms	Engine not running And Case 1: Ignition on Engine @ driving cycle not started on first time Case 2: Ignition off ECM keep alive time active Case 3: Ignition off ECM wake up via BUS active	9.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to Motronic Engine Control Module Power Supply Relay - J271-, CHECKING .-- Check the powers and grounds to the Engine/Motor Control Module -J623-. If all are ok, then replace the Engine/Motor Control Module -J623-. Refer to appropriate service information.
U3502 Control Module Input Power "A" Circuit High	Battery Voltage Out Of Range High	Battery voltage > 16.0 V For time 0.0 ms	Ignition on And Case 1: Engine running Engine start operation finished Case 2: Engine not running Start/stop-system active	9.0 s Continuous	2 DCY