Tier 3 Certified Mobile Diagnostic and Troubleshooting Manual
Tier 3 Certified Mobile Diagnostic and Troubleshooting Manual
Tier 3 Certified Mobile Diagnostic and Troubleshooting Manual
Table of Contents
General Information................................................................................................ 3
An overview of this Service Manual
Maintenance ............................................................................................................ 6
General maintenance and maintenance interval information
Definitions .............................................................................................................251
Definitions of phrases and acronyms used throughout this Service Manual
General Information
3
GENERAL INFORMATION
INTRODUCTION
4
GENERAL INFORMATION
IMPORTANT
It is important to remember that there may be a
combination of Metric and Imperial fasteners used
in the installation of the PSI fuel system. Check to
insure proper fit when using a socket or wrench on
any fastener to prevent damage to the component
being removed or injury from “slipping off” the fas-
tener.
5
Maintenance
6
MAINTENANCE agents” on belts is not recommended.
IMPORTANT:
The use of “belt dressing” or “anti-slipping
7
COOLANT installed by the owner are properly installed in
the system.
The engine manufacturer recommends the cooling Verify that the MIL, charging, and oil pressure
system be filled with a 50/50 mixture of antifreeze lights illuminate momentarily during engine start.
and water. The use of DexCool “Long Life” type
coolant is required. This antifreeze is typically a ENGINE CRANKCASE OIL
bright orange in color and should meet the re-
quirements issued by PSI. Coolant should have a OIL RECOMMENDATION
minimum boiling point of 300F (149c) and a freez-
ing point no higher than -34F (-37c). To achieve proper engine performance and du-
Do not add plain water. Replace coolant per the rability, it is important that you only use engine
recommended schedule. lubricating oils displaying the American Petro-
leum Institute (API) “Starburst” Certification Mark
IMPORTANT: ‘FOR GASOLINE ENGINES’ on the container.
The manufacturers of the engine and fuel system
do not recommend the use of “stop leak” additives
to repair leaks in the cooling system. If leaks are
present the radiator should be removed and re-
paired or replaced. Gasoline engines that are converted to run on
LPG or NG fuels must use oils labeled for gaso-
ENGINE ELECTRICAL SYSTEM MAINTNANCE line engines. Oils specifically formulated for
Heavy Duty or Natural Gas Engines are not ac-
The engine’s electrical system incorporates an ceptable
electronic control module (ECM) to control various
related components. The electrical system con- IMPORTANT:
nections and ground circuits require good Oils recommended by the engine manufacturer
connections. Follow the recommended mainte- already contain a balanced additive treatment.
nance schedule in this section to maintain Oils containing “solid” additives, non-detergent
optimum performance. When inspecting the elec- oils, or low quality oils are not recommended by
trical system check the following: the engine manufacturer. Supplemental additives
added to the engine oil are not necessary and
Check Positive and Negative cables for corro- may be harmful. The engine and fuel system
sion, rubbing, chafing, burning and to ensure supplier do not review, approve or recommend
tight connections at both ends. such products.
Check battery for cracks or damage to the
case and replace if necessary. SYNTHETIC OILS
Inspect engine wire harness for rubbing, chaf-
ing, pinching, burning, and cracks or breaks in Synthetic oils have been available for use in in-
the wiring. dustrial engines for a relatively long period of
Verify that engine harness connectors are cor- time and may offer advantages in cold and hot
rectly locked in by pushing in and then pulling temperatures. However, it is not known if syn-
the connector halves outward. thetic oils provide operational or economic
Inspect ignition coil wire for hardening, crack- bene ts over conventional petroleum-based oils
ing, arcing, chafing, burning, separation, split in industrial engines. Use of synthetic oils does
boot covers. not permit the extension of oil change intervals.
Check spark plug wires for hardening, crack-
ing, chafing, arcing or burning, separation, and CHECKING/FILLING ENGINE OIL LEVEL
split boot covers.
Replace spark plugs at the required intervals IMPORTANT:
per the recommended maintenance schedule. Care must be taken when checking engine oil
Verify that all electrical components are se- level. Oil level must be maintained between the
curely mounted to the engine or chassis. “ADD” mark and the “FULL” mark on the dipstick.
Verify that any additional electrical services To ensure that you are not getting a false reading,
make sure the following steps are taken before
8
checking the oil level.
IMPORTANT:
1. Stop engine. Change oil when engine is warm and the old oil
2. Allow approximately several minutes for the oil flows more freely.
to drain back into the oil pan.
3. Remove the dipstick. Wipe with a clean cloth 2. Stop engine
or paper towel and reinstall. Push the dipstick
all the way into the dipstick tube. IMPORTANT:
4. Remove the dipstick and note the amount of Engine oil will be hot. Use protective gloves to
oil on the dipstick. The oil level must be be- prevent burns. Engine oil contains chemicals
tween the “FULL” and “ADD” marks. which may be harmful to your health. Avoid skin
contact.
IMPORTANT:
When changing the oil, always change the oil
lter.
9
FUEL SYSTEM INSPECTION AND Check to make sure lter is securely mounted.
MAINTENANCE Check lter housing for external damage or
distortion. If damaged replace fuel lter.
GASOLINE AND LPG FUEL SYSTEM
REPLACING THE FUEL FILTER:
The fuel system installed on this industrial engine
has been designed to meet the mobile engine 1. Move the equipment to a well ventilated area
emission standard applicable for the 2010 and and verify that sparks, ignition and any heat
later model years. To ensure compliance to these sources are not present.
standards, follow the recommended maintenance 2. Start the engine.
schedule contained in this section. 3. If the engine operates on a positive pressure
INSPECTION AND MAINTENANCE OF THE fuel system, run the engine with the fuel sup-
FUEL STORAGE CYLINDER ply closed to remove fuel from the system.
IMPORTANT:
The exhaust system on this emission certi ed en-
gine contains a Heated Exhaust Gas Oxygen
Sensor (HEGO) which provides feed back to the
ECM on the amount of oxygen present in the ex-
haust stream after combustion.
The oxygen in the exhaust stream is measured in
voltage and sent to the ECM. The ECM then
makes corrections to the fuel air ratio to ensure
the proper fuel charge and optimum catalytic per-
formance. Therefore, it is important that the
exhaust connections remain secured and air tight.
IMPORTANT:
12
13
LPG Fuel System
14
MOBILE ENGINE FUEL SYSTEM SCHEMATIC
15
DESCRIPTION AND OPERATION OF THE FUEL
ELECTRIC FUEL LOCK-OFF VALVE
SYSTEMS
The Electric Fuel lock-off valve is an integrated as-
NG & LPL FUEL SYSTEM sembly consisting of a 12 volt solenoid and a
normally closed valve. When energized, the sole-
The primary components of the fuel system are noid opens the valve and allows the fuel to ow
the fuel supply, direct electronic pressure regu- through the device. The valve opens during crank-
lator (DEPR), fuel mixer, electronic throttle ing and engine run cycles.
control (ETC) device, 2-Stage convertor, en-
gine control module (ECM), and a catalytic
converter. The system operates on a slightly
positive fuel pressure. Primary fuel pressure
can be measured at the LD 2-Stage convertor.
Secondary fuel pressure command and actual
fuel pressure is monitored by the ECM. You
can view these pressures using the diagnostic
service tool.
16
internally using a built in fuel pressure sensor to air valve diaphragm between the air valve vacuum
maintain target fuel pressure/fuel flow rate, until chamber and the atmospheric pressure below the
another external command from the ECM is re- diaphragm. The vacuum being created is referred
ceived (intervals < 10 ms). The DEPR has an to as Air Valve Vacuum (AVV). As the air valve vac-
integral fuel temperature sensor that is used by the uum reaches the imbalance point, the air valve
ECM to correct for variations in fuel density. This begins to lift against the air valve spring. The
strategy provides an extremely accurate method for amount of AVV generated is a direct result of the
open loop fuel control. Then with the addition of the throttle position. At low engine speed the air valve
pre- and post-cat oxygen sensors, the pressure vacuum and the air valve position is low thus creat-
command transmitted form the ECM can be further ing a small venturi for the fuel to ow. As the
adjusted using closed loop feedback engine speed increases the AVV increases and the
air valve is lifted higher thus creating a much larger
venturi. This air valve vacuum is communicated
from the mixer venturi to the IEPR via the fuel sup-
ply hose.
The mixer is equipped with a low speed mixture
adjustment retained in a tamper proof housing.
The mixer has been preset at the factory and
should not require adjustment. In the event that the
idle adjustment should need to be adjusted refer to
the Fuel System Repair section of this manual.
17
engine ECM when the operator depresses or re-
The tier 3 certified mobile products utilize a 2- lease the foot pedal. The ECM then sends an
stage vaporizer as part of the fuel system. The electrical signal to the motor on the electronic
primary function of this part is to convert liquid throttle control to increase or decrease the angle
LP fuel into a propane vapor. The vapor is of the throttle blade thus increasing or decreasing
the air/fuel charge to the engine. The electronic
then introduced into the DEPR where the pres-
throttle control device incorporates two internal
sures are regulated. Converting the fuel from a
Throttle Position Sensors (TPS) which provide
liquid to a vapor is accomplished by passing output signals to the ECM as to the location of the
the propane through a heat exchanger inside throttle shaft and blade. The TPS information is
the convertor. Coolant flows through the con- used by the ECM to correct for speed and load
vertor as part of the heat exchange process. control as well as emission.
LD 2-Stage Vaporizer
18
To obtain maximum effect from the catalyst and nostic scan tool to retrieve the stored diagnostic
accurate control of the air fuel ratio, the emission code and by using the diagnostic charts in this
certi ed engine is equipped with an onboard manual to determine the cause of the malfunc-
computer or Engine Control Module (ECM). The tion. In the event a technician does not have the
ECM is a 32 bit controller which receives input computerized diagnostic tool, the MIL light can be
data from sensors mounted to the engine and fuel used to identify the diagnostic code to activate
system and then outputs various signals to con- the “blink” feature and count the number of blinks
trol engine operation. to determine the diagnostic code number to lo-
cate the fault in the system.
19
The Heat Exhaust Gas Oxygen (HEGO) Sensor The Engine Oil Pressure sensEr is designed to
ensure adequate lubrication throughout the en-
gine. It provides a pressure value for the oil
pressure gauge and is monitored by the ECM. If
HEGO1 (upstream or before the catalytic con- the pressure drops, an MIL will occur.
verter) and HEGO2 (downstream) voltage
output.
TMAP SENSOR
20
Gasoline Fuel System
21
GASOLINE MULTI POINT FUEL INJECTON (MPFI)
The primary components of the Gasoline Multi Point Fuel Injection (MPFI) fuel system are the gasoline fuel tank,
electric fuel pump, fuel pressure and temperature sensor manifold, fuel filter and fuel rail.
The gasoline fuel storage tank location may very on equipment applications. The fuel tank may be integrated into
the chassis frame or may be a stand alone vessel mounted on the equipment. For precise location for the equip-
ment application refer to the OEMs vehicle manual.
The Gasoline is stored as a liquid in the fuel tank and in drawn into the fuel system by a 12 volt electric fuel pump.
Depending on the vehicle application the fuel pump may be mounted in the fuel tank or as a stand alone compo-
nent. In either case the fuel pump will receive a signal from the ECM at Key On to prime the fuel system for
approximately 2 seconds prior to start. Priming of the fuel system provides for a quicker start, when the engine be-
gins to crank. Consult the OEM for the location of the fuel pump.
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel
tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and tem-
perature feedback from the gasoline fuel sensor manifold and uses this information to control the ground side of
the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel pres-
sure and temperature sensor manifold has a return or “bleed” circuit that connects back to the equipment fuel tank.
This circuit is used to bleed off any vapor that develops in the line and returns a small amount of fuel to the tank.
The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the fuel pump, passes through the
filter and then enters the fuel pressure and temperature manifold assembly. Fuel flows through the feed circuit and
is delivered to the fuel injector rail. Fuel that enters the bleed circuits through the by-pass valve in the manifold is
returned to the fuel tank.
FUEL FILTER
After the fuel is drawn into the fuel pump, the fuel flows through the gasoline fuel filter. The fuel filter will trap small
particles. The fuel passes through the filter to remove debris which prevents the fuel pressure and temperature
manifold and fuel injectors from becoming damaged. Maintenance of the fuel filter is required as indicated in the
Recommended Maintenance Schedule. A more frequent replacement of the filter may be required if the equipment
operates in a dusty or dirty environment.
22
FUEL INJECTOR RAIL
The fuel flows from the fuel pressure and temperature manifold assembly to the fuel rails where the fuel is deliv-
ered to the fuel injectors. The fuel rail also contains a Schrader valve which is utilized to test the regulated
pressure of the fuel system.
FUEL INJECTOR
The fuel supply is maintained on the top of the injector from the injector rail. The injector is fed a “pulse” signal
through the wire harness which causes the injector to open. During regular operating conditions the ECM controls
the opening and duration of opening of the injector. During lower RPM operation the injector signals or “pulses” are
less frequent then when the engine is operating at higher RPMs. The certified engine has been calibrated to de-
liver the precise amount of fuel for optimum performance and emission control.
23
Fuel System Diagnosis
24
FUEL SYSTEM DIAGNOSIS
FUEL SYSTEM DESCRIPTION continue to run, refer to Hard Start for prelimi-
nary checks.
The Engine Control Module (ECM) receives in-
formation from various engine sensors in order to Inspect the fuel supply lines to verify they
control the operation of the Direct Electronic are properly connected and do not have any
Pressure Regulator (DEPR) and lock-off Valve. kinks or damage
The lock-off Valve solenoid prevents fuel ow
unless the engine is cranking or running. Verify the fuel lock off valve is operating
properly. Refer to the OEM for information
At Key ON, the DEPR valve receives a two (2) on the fuel shut off valve.
second prime pulse from the ECM, allowing time
for the fuel to ow through the fuel lter and fuel TOOLS REQUIRED:
lines to the DEPR.
DST
Fuel travels from the lock-off to the light duty 2-
stage regulator into the DEPR.
Diagnostic Scan Tool (DST)
Engine cranking generates vacuum which pro-
PRESSURE GAUGES
vided lift for the mixer air valve and is commonly
referred to as air valve vacuum. Once in the
mixer, the fuel is combined with air and is drawn ITK-2 Test Kit
into the engine for combustion.
DIAGNOSTIC AIDS
25
TEST DESCRIPTION
The basis of the fuel system test is to determine if HOW THE CORRECTION FACTORS WORK
the fuel is operating within proper fuel control pa- The correction factors are displayed in the DST
rameters. This fuel control system operates on as a positive or negative percent. The numbers
the basis of short term and long term fuel correc- will range between -35% and +35%. A negative
tion to compensate for the normal operation and fuel correction number indicates the removal of
aging of the engine. Abnormal operation of the fuel.
engine, due to a component issue or lack of
maintenance will cause fuel system control pa- An outside condition causing the system to be
rameters to operate outside of the normal range. rich, such as a restricted air cleaner, can cause
a negative short term and long term fuel correc-
The fuel system correction factors are viewable tion. An outside condition causing the system
using the laptop based Diagnostic Service Tool to be lean, such as a vacuum leak, can cause a
(DST). positive fuel correction.
26
NORMAL & ABNORMAL FUEL CORRECTION
Generally, the system is operating within specifi- If total fuel correction is found to be operating
cation when total fuel correction falls between - outside of the normal range additional diagnos-
15% and +15%. Operation outside of this range tic procedure will be required to determine the
will require further diagnosis to determine the sys- cause. Follow the appropriate Symptom Rou-
tem level issue affecting fuel control. The system tine or DTC Chart for additional help.
will set Diagnostic Trouble Codes (DTC’s) for cor-
rection factors in the +/- 30%-35% range.
-35% -30% -25% -20% -15% -10% -5% 0% 5% 10% 15% 20% 25% 30% 35%
27
FUEL SYSTEM SYMPTOM DIAGNOSTICS
Checks Action
Before using this section, you should have performed On Board Diagnostic
(OBD) Check and determined that:
Several of the following symptom procedures call for a careful visual and
physical check. These checks are very important as they can lead to prompt
diagnosis and correction of a problem.
Check the wiring for the following items: proper connections, pinches or
cuts.
The following symptom tables contain groups of possible causes for each
symptom. The order of these procedures is not important. If the DST read-
ings do not indicate a problem, then proceed in a logical order, easiest to
check or most likely to cause the problem.
28
INTERMITTENT
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC
Preliminary Checks
tables with this condition may result in the replacement of good parts.
Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully
seated in the connector (backed out). Terminals not properly formed or
damaged.
Wire terminals poorly connected.
Faulty Electrical Con-
Terminal tension is insufficient.
nections or Wiring
Carefully remove all the connector terminals in the problem circuit in or-
der to ensure the proper contact tension.
If necessary, replace all the connector terminals in the problem circuit in
order to ensure the proper contact tension (except those noted as “Not
Serviceable”). See section Wiring Schematics.
Checking for poor terminal to wire connections requires removing the
terminal from the connector body.
If a visual and physical check does not locate the cause of the problem, op-
Operational Test erate the vehicle with the DST connected. When the problem occurs, an
abnormal voltage or scan reading indicates a problem circuit.
A defective relay.
Switch that can cause electrical system interference. Normally, the prob-
lem will occur when the faulty component is operating.
Intermittent MIL
The improper installation of add on electrical devices, such as lights, 2-
Illumination
way radios, electric motors, etc.
The ignition secondary voltage shorted to a ground.
The MIL circuit or the Diagnostic Test Terminal intermittently shorted to
ground.
The MIL wire grounds.
To check for the loss of the DTC Memory:
29
NO START
Checks Action
DEFINITION: The engine cranks OK but does not start.
Preliminary Checks None
Use the DST to :
Check for proper communication with both the ECM
Check all system fuses engine fuse holder. Refer to Engine Controls
ECM Checks Schematics.
Check battery power, ignition power and ground circuits to the ECM. Re-
fer to Engine Control Schematics. Verify voltage and/or continuity for
each.
Check the TMAP sensor.
Sensor Checks
Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start
condition.
Check for air intake system leakage between the mixer and the throttle
Fuel System Checks body. Verify proper operation of the low pressure lock-off solenoids.
Verify proper operation of the fuel control solenoids.
Check the fuel system pressures.
Refer to the LPG Fuel System Diagnosis.
Check for proper mixer air valve operation.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equiva-
lent.
2. Verify that the spark plugs are correct for use with LPG.
30
NO START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leak-
age than the gasoline fuel system.
31
HARD START
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run,
or may start but immediately dies.
Preliminary Checks Make sure the vehicle’s operator is using the correct starting procedure.
Check the Engine Coolant Temperature sensor with the DST. Compare
the engine coolant temperature with the ambient air temperature on a
cold engine. If the coolant temperature reading is more than 10 degrees
greater or less than the ambient air temperature on a cold engine, check
Sensor Checks
for high resistance in the coolant sensor circuit. Check the cam angle
sensor.
Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor
connections.
Important: A closed LPG manual fuel shut off valve will create an extended
crank OR no start condition.
Verify the excess ow valve is not tripped or that the manual shut-off
valve is not closed.
Fuel System Checks
Check mixer assembly for proper installation and leakage.
Verify proper operation of the low pressure lock-off solenoid.
Verify proper operation of the EPR.
Check for air intake system leakage between the mixer and the throttle
body. Check the fuel system pressures. Refer to the Fuel System Diag-
nosis.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
Check for the proper ignition voltage output with J 26792 or the equiva-
lent.
Verify that the spark plugs are the correct type and properly gapped.
Important:
1. If the engine starts but then immediately stalls, check the cam angle sen-
sor.
2. Check for improper gap, debris or faulty connections.
32
HARD START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leak-
age than the gasoline fuel supply system.
33
CUTS OUT, MISSES
Checks Action
DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load
increases, but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed,
or hard acceleration for the fuel starvation that can cause the engine to cut-out.
Preliminary Checks None
1. Start the engine.
2. Check for proper ignition output voltage with spark tester J 26792.
3. Check for a cylinder mis re.
4. Verify that the spark plugs are the correct type and properly gapped.
Remove the spark plugs and check for the following conditions:
Insulation cracks.
Wear.
Ignition System Checks
Improper gap.
Burned electrodes.
Heavy deposits.
34
HESITATION, SAG, STUMBLE
Checks Action
DEFINITION: The engine has a momentary lack of response when putting it under load. The condition
can occur at any engine speed. The condition may cause the engine to stall if it’s severe enough.
Preliminary Checks None.
Check the fuel pressure. Refer to LPG Fuel System Diagnosis.
Check for low fuel pressure during a moderate or full throttle accelera-
tion. If the fuel pressure drops below speci cation, there is possibly a
faulty low pressure regulator or a restriction in the fuel system.
Fuel System Checks Check the TMAP sensor response and accuracy.
Check Shut-Off electrical connection.
Check the mixer air valve for sticking or binding.
Check the mixer assembly for proper installation and leakage. Check the
EPR.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions. If a problem is re-
ported on LPG and not gasoline, do not discount the possibility of a LPG only
ignition system failure and test the system accordingly.
Ignition System Checks
Check for the proper ignition voltage output with J 26792 or the equiva-
lent. Verify that the spark plugs are the correct type and properly
gapped.
Check for faulty spark plug wires.
Check for fouled spark plugs.
35
BACKFIRE
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping
noise.
Preliminary Check None.
Important! LPG, being a gaseous fuel, requires higher secondary igni-
tion system voltages for the equivalent gasoline operating conditions.
The ignition system must be maintained in peak condition to prevent
back re.
Check for the proper ignition coil output voltage using the spark tester
J26792 or the equivalent.
Check the spark plug wires by connecting an ohmmeter to the ends of
each wire in question. If the meter reads over 30,000 ohms, replace the
wires.
Ignition System Checks Check the connection at ignition coil.
Check for deteriorated spark plug wire insulation.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold
leakage than a gasoline fuel supply system.
36
LACK OF POWER, SLUGGISHNESS, OR SPONGINESS
Checks Action
DEFINITION: The engine delivers less than expected power.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamina-
Sensor Checks tion and performance. Check for proper operation of the TMAP sensor.
Check for proper operation of the TPS and FPP sensors.
Additional Check If all procedures have been completed and no malfunction has been found,
review and inspect the following items:
Visually and physically, inspect all electrical connections within the sus-
pected circuit and/or systems.
Check the DST data.
37
ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING
Checks Action
DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary Check None.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance:
Check for silicone contamination from fuel or improperly used sealant. If
contaminated, the sensor may have a white powdery coating result in a
high but false signal voltage (rich exhaust indication). The ECM will re-
Sensor Checks duce the amount of fuel delivered to the engine causing a severe
driveability problem.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Ignition System Checks Wear.
Improper gap.
Burned electrodes.
Blistered insulators.
Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each
wire in question. If the meter reads over 30,000 ohms, replace the wires.
Important: The LPG Fuel system is more sensitive to intake manifold leak-
age than the gasoline fuel supply system.
Check for vacuum leaks. Vacuum leaks can cause a higher than normal
Additional Checks idle and low throttle angle control command.
Check the ECM grounds for being clean, tight, and in their proper loca-
tions. Check the battery cables and ground straps. They should be clean
and secure. Erratic voltage may cause all sensor readings to be skewed
resulting in poor idle quality.
38
ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING
Checks Action
Check the engine for:
Broken motor mounts.
Improper valve timing.
Engine Mechanical Low compression.
Check Improper valve clearance.
Worn rocker arms.
Broken or weak valve springs.
Worn camshaft lobes.
39
Electrical Section
NOTE: YOU CAN OBTAIN A FULL SIZE ELECTRONIC WIRE DIAGRAM BY CONTACTING THE OEM.
40
ECM Header Connectors
41
1.6L Gasoline
42
3.0L Duel Fuel 3.0L LPG
43
3.0L Gasoline
44
4.3L Duel Fuel 4.3L LPG
45
4.3L Gasoline
46
Diagnostic Scan Tool (DST)
47
CONTENTS
Examples and snapshots used in this manual are based off of the initial DST tool release as of July,
2007. This tool is frequently updated and the illustrations may vary depending on the changes in-
cluded in any updated DST display Interface. For example, the Electronic Pressure Regulator (EPR)
may be referred to as the “megajector.” Terms, names and descriptions of parts and servicing proce-
dures will be updated based on trade, brand, or common description to more accurately describe the
part or service procedure.
Before installing the DST software, please be sure your computer meets the minimum system require-
ments.
Windows Vista
Windows XP
Windows 2000
48
Insert the CD into your computer and select LATEST_GCP_DISPLAY
49
Double Click the setup.exe file - - - > This will launch the installation wizard
Select “NEXT” until you finish the installation as shown below
50
Select the PC Display folder
Select the GCP Display icon - - - > This will launch the installation wizard
Restart your PC
51
PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins.
Login can be accomplished in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original
equipment manufacture (OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Sin-
gle Serial Number password is unique to a specific ECM serial number and permits authorized
service personnel to make changes or view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this
case, do not check the single serial number box. Each password is a 16-character alpha-
numeric string specific to each Spectrum customer and determines which pages and variables
are visible through the software. Passwords are assigned by the OEM support group and may
change periodically. Check the “save password” box to automatically retain the password for fu-
ture use.
Note: The password is printed on the CD disk. If it does not have a password or you have questions
please contact the OEM.
Clear Password Button Erases the current password from the password field.
Paste Password Button Allows the user to copy a 16-character string from any word proces-
sor and paste the string in the password field.
Single Serial Number Access Checkbox Tells the software that the password is applicable for
single serial number access.
Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked.
The entry field must be populated for the 6-digit serial number for which the Single Serial Num-
ber Access password applies (NOTE: Leading zeros included in the serial number are not
required).
Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for
the next software session.
52
Should an invalid password be entered, the error prompt shown in figure (2) will be dis-
played and the software will not load. This prompt signifies the following:
If the Single S/N password entered is correct for the software but does not match the entered S/N
of the targeted ECM, the prompt in Figure 3 will be displayed.
53
Figure 4 shows the communication status if a valid software password is entered when attempting
to connect to an ECM with a different key. In this instance the software will load but will not con-
nect to the target (ECM).
In the event you receive this error message call your OEM support group for more information.
A laptop computer, with the diagnostic cable and software is the required tool for performing proper
diagnostic testing of the fuel system. It is also used to monitor sensor and actuator values and to
read and clear Diagnostic Trouble codes. The DST software also performs several special tests.
Connect the system diagnostic cable to the USB port on the back of the computer.
Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical
schematic. The DLC is located on the engine harness. The new 8 pin DLC requires the use of
the 4 to 8 pin adapter.
Turn the computer ON.
Start Windows.
From the start menu select Programs PSI GCP Display PSI GCP Display
Place the ignition key in the ON position.
Within several seconds the system Gauge screen should now appear and a green banner in the
upper left hand will read “Connected.”
54
Connecting to the PC using the ECOM cable
To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.
55
You will now need to configure the ECOM communication protocol.
Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You
are now ready to connect using the ECOM USB DLC cable.
56
DST SERVICE PAGES
Gauge Page
Provides system data in large easy to read displays. Displays ECM configuration information for
the ECM software, hardware, serial numbers and calibration dates.
57
Raw Volts Page
The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is
most commonly used to check values in the diagnostic trouble shooting charts.
Service 1
58
The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a dis-
play for rpm, coolant temperature and spark advance. It also provides a large display to monitor
the closed loop mixture control.
Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools
such as spark and injector kill controls. Please note that not all features are available for all appli-
cations. The disabled item menus are grayed out or rendered inoperative.
SPARK KILL
The spark kill mode allows the technician to disable the ignition on individual cylinders. If the
Spark Kill diagnostic mode is selected with the engine running below 1000 rpm, the minimum throt-
tle command will lock into the position it was in when the test mode was entered. If the Spark
System Test mode is selected with the engine running above 1000 rpm, the throttle will continue to
operate normally. Disabling Ignition Outputs to disable the ignition system for an individual cylin-
der, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output
can be re-enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If
the engine is running below 1000 rpm, the spark output will stay disabled for 15 seconds and then
re-set. If the engine is running above 1000 rpm, the spark output will stay disabled for 5 seconds
and then re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each
spark output disabled. The spark outputs are arranged in the order which the engine fires, not by
cylinder number.
INJECTOR KILL
The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is se-
lected with the engine running below 1000 rpm, the minimum throttle command will lock into the
position it was in when the test mode was entered. If the Injector Kill mode is selected with the
engine running above 1000 rpm, the throttle will continue to operate normally. To disable an in-
jector, use the mouse to select the desired injector. The word “Normal” will change to the
Injector you have selected. The injector driver can be re-enabled by selecting again. If the en-
gine is running below 1000 rpm, the injector driver will stay disabled for 15 seconds and then re-
59
set. If the engine is running above 1000 rpm, the injector driver will stay disabled for 5 seconds
and then re-set. Record the change in rpm while each driver is disabled.
The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the
foot pedal or throttle input and is used during the diagnostic routines specified for FPP and TPS
for Spectrum systems that use DBW control. FPP position displays the current position of the
foot pedal as a percentage. FPP volts display the voltage which the ECM is reading from the
FPP sensor. TPS Command displays the commanded throttle position expressed as a percent-
age, which is being sent to the throttle. TPS Position is the actual percent of throttle opening
being sent to the ECM from the throttle. TPS volts display the actual TPS signal voltage the
ECM is receiving from the throttle. To select this test mode the engine must be off and the key
must be in the ON position.
The external power test manually activates relays (relay power, fuel pump, and drive-by wire
power) controlled by the ECM while the engine is in the “Stopped” or “Running” states. Reverts
to normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low.
Faults Page
Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active
Faults). Includes useful system voltages and sensor readings used while working with the fuel and
emission trouble shooting charts. Shows power derate mode status. To erase a historic DTC
code, double click on the code with the left mouse button. Then choose to “Clear All Faults.”
60
PLOT/LOG MENU FUNCTIONS
The Plot/Log menu allows the user to graphically plot or numerically log variables that have been
tagged for plotting/logging. To plot or log variables, a tag must be assigned to each variable of in-
terest. A variable is tagged for plotting/logging through a single right-mouse click in the variable’s
vicinity. Once a variable has been tagged for plotting/logging, it is highlighted in green.
Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20) vari-
ables may be tagged for logging and a maximum of ten (10) variables may be tagged for plotting.
The maximum achievable sample frequency/minimum period is dependent on the number of vari-
ables tagged.
Figure 6
61
Select “Plot Tags” to open the snapshot window
Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a
strip chart interface. An example of a plot is shown in Figure 7. Capabilities of the plotter are out-
lined in Table 1.
Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time
Checkbox* Interval’ thereby preserving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the
Checkbox* plot variables. Other variables on the active page are not updated.
Min Y Value Field* Specify the minimum Y-axis scaling for the active variable
Max Y Value Field* Specify the maximum Y-axis scaling for the active variable
Define the sample period for recording and display Frequency
Sample Interval (ms) Field*
(Hz.) = 1000/Sample Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
*Accessible only when plotter is not running.
62
Start plot
Variable selector
Click on the “Save” button to save the snapshot as a file. To replay the saved file, open the
edis_saplot program from the windows start menu.
63
Start Menu Programs PSI GCP Display edis_saplot
Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1
64
DST LOGGER
Another data capture function incorporated in the software is the DST logger. This tool serves as a
PC data logger for any variable available in the ECM through the interface software. Figure 9
shows the interface display for configuring the DST Log. The interface allows the user to create
the filename, set the sample rate for acquisition, set the time interval for sampling, and display the
progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The
amount of data stored is only limited by available PC RAM. The resulting text file may then be
viewed by any standard Windows text editor/reader program. To create a log file select the “Log
Tags” in the drop down menu as shown in figure 6.
The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash
mounted malfunction indicator lamp (MIL) that provides indications of engine or fuel system related
problem. Most engine control system related problems that affect emissions or driveability of the
vehicle will set a (DTC) diagnostic trouble code and illuminate the MIL.
The MIL serves as notification to the operator of a problem related to the emission control system
so the driver can arrange for service as soon as possible. It will also display DTCs that have been
stored due to a system malfunction.
The MIL should illuminate when the key is in the ON position and the engine is not running. This
feature verifies that the lamp is in proper working order. If the MIL does not illuminate with the vehi-
cle key ON/engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
MIL should turn off. If the lamp remains on while the engine is in the start or run mode a diagnostic
trouble code may be set.
The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with
the Diagnostic Scan Tool (DST).
Diagnostic Trouble Codes are set when the Spectrum ECM (Electronic Control Module) runs a di-
agnostic self test and the test fails. When a DTC is set, the ECM will illuminate the MIL on the
instrument panel and also save the DTC in memory. The ECM will continue to run the self test. If
the system continues to fail the test, the lamp will stay illuminated and the DTC is stored as an ac-
tive DTC. If the self test runs and passes, the DTC will be stored as historic DTC. All DTCs are
stored as historic faults until they are cleared. Most DTCs will automatically clear from memory if
65
the DTC does not reset within 50 to 100 consecutive engine run cycles.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home”
value and use that value in its control algorithms. All of the system diagnostic self-tests run con-
tinuously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer. Di-
agnostic Trouble Codes can be cleared from memory with a laptop computer, or by turning the
ignition key to the OFF position and removing the ECM power fuse or battery cable for at least 15
seconds.
If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Di-
agnose each problem to correction unless directed to do otherwise by the diagnostic chart. The
DTCs are numbered in order of importance. Both DTC 112 and DTC122 pertain to the oxygen
sensor, so it is possible that a repair that corrects DTC 112 may also correct the problem causing
the DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System
Data Mode.” This simply means that the DST is connected and communicating with the PC. In
some instances the chart will call out a special test mode. An example of this would be instructions
for the DST to be connected and in the DBW (drive by wire) mode. Always be sure to follow the
special instructions to avoid a false diagnosis of fuel system components.
The ECM 5 volt reference circuit powers the Spectrum diagnostic link cable. In the event that the 5
volt reference signal is open or shorted to ground, you will not be able to connect to the system. If
you are unable to connect, follow the quick checks listed below:
Be sure you are using the correct password and latest software for the system you are connecting
to.
Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic.
Also check for +12 volts switched power at ECM pin 45 with the ignition key ON.
Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT
GRN RED) with the ignition key in the ON position.
You may still be able to retrieve a code using the blink code function if none of the above recom-
mendations prove useful. In the event of a 5 volt reference signal malfunction, DTC 642 or DTC
643 should set. If you find one of these codes using the blink code function, follow the DTC diag-
nostic chart recommendations for that specific DTC.
66
BLINK CODE FUNCTION
Although the DST is considered a required tool to access the DTC codes, codes may be retrieved
without a laptop computer using the blink code function. To enable this function follow the steps
below:
The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to
write down any codes that may be stored.
The ECM will flash the MIL indicator with a pause between represented numbers that represent
DTC codes. The sequence starts with code 1654. Code 1654 confirms the system has en-
tered the blink code mode. The ECM will flash code 1654 (3) times before displaying the
actual DTC code that may be set.
Example:
One short blink (pause) six short blinks (pause) five short blinks (pause) four short
blinks.
If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored
DTC codes were found.
If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero
value—it will be represented as a short pause.
67
Diagram 1
When using the DST program to clear a DTC, always select the “Clear All Faults” function to im-
mediately turn the MIL OFF after a successful repair (as shown in diagram 1 above).
INTERMITTENT PROBLEMS
Intermittent fuel system problems can prove to be the most challenging to repair. It is most impor-
tant to remember when looking to find the cause of these problems, to operate the system in the
condition when and where the problem occurs. An example of this would be, if the DST showed a
lean fuel mixture at full load, one of the first things to look at would be the fuel pressure. The fuel
pressure would need to be monitored while the machine is operating at full load, not at idle be-
cause the leaning effect does not occur at idle. Electrical problems should be treated the same
way. One excellent tool for finding intermittent electrical problems is the DST plot/log function.
Set up the plot for the code that sets. An example of this would be if an intermittent IAT code set,
tag the IAT voltage and watch the plot. While watching the plot, agitate the electrical wire connec-
tion at the sensor and ECM connector. The resolution of the plot screen is such that you will be
able to see any unstable voltages that you would otherwise not see with a standard DVOM.
Caution should be used when pressure washing the under hood of any electrical system. Avoid
direct pressure spray on the system electrical connectors. They are splash proof, but if water is
sprayed directly at the connector moisture can become trapped behind the connector seal and
cause serious system problems.
Extra care must be taken when probing electrical pins and terminals. Do not bend or spread
these terminals as this can also be a source of intermittent problems cause by improper handling
of these connectors.
68
Engine Wire Harness Repair
69
ON-VEHICLE SERVICE REPAIRING TWISTED/SHIELDED CABLE
WIRE HARNESS REPAIR
70
REPAIRING TWISTED LEADS METRI-PACK
MICRO-PACK
WEATHER-PACK
71
WEATHER-PACK TERMINAL REPAIR 4. Replace terminal.
a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
72
Diagnostic Trouble
Codes (DTCs)
73
DIAGNOSTIC TROUBLE CODE (DTC) – CROSS REFERENCE CHART
PSI- GCP Diagnostic Cross Reference DTC Set 2 PSI- GCP Diagnostic Cross Reference DTC Set 2
Fault Fault
Index Description SPN-2 FMI-2 Index Description SPN-2 FMI-2
0 DTC 108: MAP pressure high 106 16 45 DTC 1164: Adaptive-learn NG low 520203 1
1 DTC 107: MAP voltage low 106 4 46 DTC 261: Injector 1 open or short to ground 651 5
2 DTC 118: ECT voltage high 110 3 47 DTC 264: Injector 2 open or short to ground 652 5
3 DTC 117: ECT voltage low 110 4 48 DTC 267: Injector 3 open or short to ground 653 5
4 DTC 116: ECT higher than expected stage 1 110 15 49 DTC 270: Injector 4 open or short to ground 654 5
5 DTC 113: IAT voltage high 105 3 50 DTC 273: Injector 5 open or short to ground 655 5
6 DTC 112: IAT voltage low 105 4 51 DTC 276: Injector 6 open or short to ground 656 5
7 DTC 2229: BP pressure high 108 0 52 DTC 279: Injector 7 open or short to ground 657 5
8 DTC 129: BP pressure low 108 1 53 DTC 282: Injector 8 open or short to ground 658 5
9 DTC 563: Vbat voltage high 168 15 54 DTC 285: Injector 9 open or short to ground 659 5
10 DTC 562: Vbat voltage low 168 17 55 DTC 288: Injector 10 open or short to ground 660 5
11 DTC 643: Sensor supply voltage 1 high 1079 3 56 DTC 262: Injector 1 coil shorted 651 6
12 DTC 642: Sensor supply voltage 1 low 1079 4 57 DTC 265: Injector 2 coil shorted 652 6
13 DTC 123: TPS1 voltage high 51 3 58 DTC 268: Injector 3 coil shorted 653 6
14 DTC 122: TPS1 voltage low 51 4 59 DTC 271: Injector 4 coil shorted 654 6
15 DTC 223: TPS2 voltage high 520251 3 60 DTC 274: Injector 5 coil shorted 655 6
16 DTC 222: TPS2 voltage low 520251 4 61 DTC 277: Injector 6 coil shorted 656 6
17 DTC 221: TPS1-2 higher than expected 51 0 62 DTC 280: Injector 7 coil shorted 657 6
18 DTC 121: TPS1-2 lower than expected 51 1 63 DTC 283: Injector 8 coil shorted 658 6
19 DTC 2122: FPP1 voltage high 91 3 64 DTC 286: Injector 9 coil shorted 659 6
20 DTC 2123: FPP1 voltage low 91 4 65 DTC 289: Injector 10 coil shorted 660 6
21 DTC 2128: FPP2 voltage high 29 3 66 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
22 DTC 2127: FPP2 voltage low 29 4 67 DTC 2303: Spark coil 2 primary open or short to ground 1269 5
23 DTC 2115: FPP1 higher than IVS 91 0 68 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
24 DTC 2139: FPP1 lower than IVS 91 1 69 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
25 DTC 2116: FPP2 higher than IVS 29 0 70 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
26 DTC 2140: FPP2 lower than IVS 29 1 71 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
27 DTC 2126: FPP1-2 higher than expected 91 16 72 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
28 DTC 2121: FPP1-2 lower than expected 91 18 73 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
29 DTC 524: Oil pressure low 100 1 74 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
30 DTC 171: Adaptive-learn gasoline bank1 high 520200 0 75 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
31 DTC 172: Adaptive-learn gasoline bank1 low 520200 1 76 DTC 2301: Spark coil 1 primary shorted 1268 6
32 DTC 1155: Closed-loop gasoline bank1 high 520204 0 77 DTC 2304: Spark coil 2 primary shorted 1269 6
33 DTC 1156: Closed-loop gasoline bank1 low 520204 1 78 DTC 2307: Spark coil 3 primary shorted 1270 6
34 DTC 1157: Closed-loop gasoline bank2 high 520205 0 79 DTC 2310: Spark coil 4 primary shorted 1271 6
35 DTC 1158: Closed-loop gasoline bank2 low 520205 1 80 DTC 2313: Spark coil 5 primary shorted 1272 6
36 DTC 1151: Closed-loop LPG high 520206 0 81 DTC 2316: Spark coil 6 primary shorted 1273 6
37 DTC 1152: Closed-loop LPG low 520206 1 82 DTC 2319: Spark coil 7 primary shorted 1274 6
38 DTC 1153: Closed-loop NG high 520207 0 83 DTC 2322: Spark coil 8 primary shorted 1275 6
39 DTC 1154: Closed-loop NG low 520207 1 84 DTC 2325: Spark coil 9 primary shorted 1276 6
40 DTC 174: Adaptive-learn gasoline bank2 high 520201 0 85 DTC 2328: Spark coil 10 primary shorted 1277 6
41 DTC 175: Adaptive-learn gasoline bank2 low 520201 1 86 DTC 217: ECT higher than expected stage 2 110 0
42 DTC 1161: Adaptive-learn LPG high 520202 0 87 DTC 111: IAT higher than expected stage 1 105 15
43 DTC 1162: Adaptive-learn LPG low 520202 1 88 DTC 127: IAT higher than expected stage 2 105 0
44 DTC 1163: Adaptive-learn NG high 520203 0 89 DTC 327: Knock1 sensor open or not present 731 4
74
DIAGNOSTIC TROUBLE CODE (DTC) – CROSS REFERENCE CHART
PSI- GCP Diagnostic Cross Reference DTC Set 2 PSI- GCP Diagnostic Cross Reference DTC Set 2
Fault Fault
Index Description SPN-2 FMI-2 Index Description SPN-2 FMI-2
90 DTC 2112: Unable to reach higher TPS 51 7 136 DTC 1174: MegaJector voltage supply high 520260 3
91 DTC 2111: Unable to reach lower TPS 51 7 137 DTC 1175: MegaJector voltage supply low 520260 4
92 DTC 1531: Gov1/2/3 interlock failure 520270 31 138 DTC 1176: MegaJector internal actuator fault detection 520260 12
93 DTC 628: Fuel-pump high-side open or short to ground 1347 5 139 DTC 1177: MegaJector internal circuitry fault detection 520260 12
94 DTC 629: Fuel-pump high-side short to power 1347 6 140 DTC 1178: MegaJector internal comm fault detection 520260 12
95 DTC 342: Loss of CAM input signal 723 4 141 DTC 1131: WGP voltage high 1192 3
96 DTC 341: CAM input signal noise 723 2 142 DTC 1132: WGP voltage low 1192 4
97 DTC 336: CRANK input signal noise 636 2 143 DTC 234: Boost control overboost failure 1692 0
98 DTC 16: Crank and/or cam could not synchronize during636
start 8 144 DTC 299: Boost control underboost failure 1692 1
99 DTC 606: Microprocessor failure - COP 629 31 145 DTC 236: TIP active 1692 2
100 DTC 1612: Microprocessor failure - RTI 1 629 31 146 DTC 183: FT high voltage 174 3
101 DTC 1613: Microprocessor failure - RTI 2 629 31 147 DTC 182: FT low voltage 174 4
102 DTC 1614: Microprocessor failure - RTI 3 629 31 148 DTC 524: Oil pressure sender low pressure 100 1
103 DTC 1615: Microprocessor failure - A/D 629 31 149 DTC 521: Oil pressure sender high pressure 100 0
104 DTC 1616: Microprocessor failure - Interrupt 629 31 150 DTC 523: Oil pressure sender high voltage 100 3
105 DTC 601: Microprocessor failure - FLASH 628 13 151 DTC 522: Oil pressure sender low voltage 100 4
106 DTC 604: Microprocessor failure - RAM 630 12 152 DTC 337: Crank signal loss 636 4
107 DTC 326: Knock1 excessive or erratic signal 731 2 153 DTC 1625: J1939 shutdown request 1384 31
108 DTC 219: RPM higher than max allowed govern speed 515 15 154 DTC 1626: CAN-J1939 Tx fault 639 12
109 DTC 1111: RPM above fuel rev limit level 515 16 155 DTC 1627: CAN-J1939 Rx fault 639 12
110 DTC 1112: RPM above spark rev limit level 515 0 156 DTC 508: IAC ground short 520252 6
111 DTC 134: EGO1 open / lazy 724 10 157 DTC 509: IAC coil open/short 520252 5
112 DTC 154: EGO2 open / lazy 520208 10 158 DTC 686: Power relay ground short 1485 4
113 DTC 140: EGO3 open / lazy 520209 10 159 DTC 685: Power relay coil open 1485 5
114 DTC 1521: CHT higher than expected stage 1 110 16 160 DTC 687: Power relay coil short to power 1485 3
115 DTC 1522: CHT higher than expected stage 2 110 0 161 DTC 616: Start relay ground short 1321 4
116 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3 162 DTC 615: Start relay coil open 1321 5
117 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4 163 DTC 617: Start relay coil short to power 1321 3
118 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3 164 DTC 1641: Buzzer control ground short 920 4
119 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4 165 DTC 1642: Buzzer open 920 5
120 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3 166 DTC 1643: Buzzer control short to power 920 3
121 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4 167 DTC 628: Fuel pump relay control ground short 1348 4
122 DTC 1621: RS-485 Rx inactive 0 31 168 DTC 627: Fuel pump relay coil open 1348 5
123 DTC 1622: RS-485 Rx noise 0 31 169 DTC 629: Fuel pump relay coil short to power 1348 3
124 DTC 1623: RS-485 Rx bad packet format 0 31 170 DTC 1644: MIL control ground short 1213 4
125 DTC 1624: RS-485 remote shutdown request 0 31 171 DTC 650: MIL open 1213 5
126 DTC 238: TIP high voltage 1127 3 172 DTC 1645: MIL control short to power 1213 3
127 DTC 237: TIP low voltage 1127 4 173 DTC 2618: Tach output ground short 645 4
128 DTC 92: FP high voltage 94 3 174 DTC 2619: Tach output short to power 645 3
129 DTC 91: FP low voltage 94 4 175 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
130 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10 176 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
131 DTC 1165: Catalyst inactive on LPG 520213 10 177 91 lost) 31
DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundancy
132 DTC 1166: Catalyst inactive on NG 520214 10 178 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS520250
(redundancy31lost)
133 520260
DTC 1171: MegaJector delivery pressure higher than expected 0 179 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS520250
(redundancy31lost)
134 520260
DTC 1172: MegaJector delivery pressure lower than expected 1 180 520250
DTC 1122: FPP1/2 do not match each other or IVS (redundancy lost) 31
135 DTC 1173: MegaJector comm lost 520260 31 181 DTC 653: Sensor supply voltage 2 high 1080 3
75
DIAGNOSTIC TROUBLE CODE (DTC) – CROSS REFERENCE CHART
PSI- GCP Diagnostic Cross Reference DTC Set 2 PSI- GCP Diagnostic Cross Reference DTC Set 2
Fault Fault
Index Description SPN-2 FMI-2 Index Description SPN-2 FMI-2
182 DTC 652: Sensor supply voltage 2 low 1080 4 229 DTC 1561: AUX analog Pull-Down 2 high voltage 0 3
183 DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31 230 DTC 1561: AUX analog Pull-Down 2 low voltage 0 4
184 DTC 332: Knock2 sensor open or not present 520241 4 231 DTC 1561: AUX analog Pull-Down 3 high voltage 0 3
185 DTC 331: Knock2 excessive or erratic signal 520241 2 232 DTC 1561: AUX analog Pull-Down 3 low voltage 0 4
186 DTC 2135: TPS1/2 simultaneous voltages out-of-range 51 31 233 DTC 1419: ERWT1 voltage high 443 3
187 DTC 2428: EGT temperature high 173 0 234 DTC 1420: ERWT2 voltage high 444 3
188 DTC 1628: J1939 CAN address / engine-number conflict639 13 235 DTC 1421: ERWT1 voltage low 443 4
189 DTC 1631: PWM1-Gauge1 open / ground short 697 5 236 DTC 1422: ERWT2 voltage low 444 4
190 DTC 1632: PWM1-Gauge1 short to power 697 6 237 DTC 1423: ERWT1 higher than expected stage 1 443 15
191 DTC 1633: PWM2-Gauge2 open / ground short 698 5 238 DTC 1424: ERWT2 higher than expected stage 1 444 15
192 DTC 1634: PWM2-Gauge2 short to power 698 6 239 DTC 1425: ERWT1 higher than expected stage 2 443 0
193 DTC 1635: PWM3-Gauge3 open / ground short 699 5 240 DTC 1426: ERWT2 higher than expected stage 2 444 0
194 DTC 1636: PWM3-Gauge3 short to power 699 6 241 DTC 8901: UEGO microprocessor internal fault 3221 31
195 DTC 1637: PWM4 open / ground short 700 5 242 DTC 8902: UEGO heater supply high voltage 3222 3
196 DTC 1638: PWM4 short to power 700 6 243 DTC 8903: UEGO heater supply low voltage 3222 4
197 DTC 1639: PWM5 open / ground short 520230 5 244 DTC 8904: UEGO cal resistor voltage high 3221 3
198 DTC 1640: PWM5 short to power 520230 6 245 DTC 8905: UEGO cal resistor voltage low 3221 4
199 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10 246 DTC 8906: UEGO return voltage shorted high 3056 3
200 DTC 160: EGO4 open / lazy 520210 10 247 DTC 8907: UEGO return voltage shorted low 3056 4
201 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3 248 DTC 8908: UEGO pump voltage shorted high 3218 3
202 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4 249 DTC 8909: UEGO pump voltage shorted low 3218 4
203 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3 250 DTC 8910: UEGO sense cell voltage high 3217 3
204 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4 251 DTC 8911: UEGO sense cell voltage low 3217 4
205 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3 252 DTC 8912: UEGO pump voltage at high drive limit 3225 3
206 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4 253 DTC 8913: UEGO pump voltage at low drive limit 3225 4
207 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3 254 DTC 8914: UEGO sense cell slow to warm up 3222 10
208 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4 255 DTC 8915: UEGO pump cell slow to warm up 3225 10
209 DTC 1551: AUX digital 1 high voltage 520222 3 256 DTC 8916: UEGO sense cell impedance high 3222 0
210 DTC 1552: AUX digital 1 low voltage 520222 4 257 DTC 8917: UEGO pump cell impedance high 3225 0
211 DTC 1553: AUX digital 2 high voltage 520223 3 258 DTC 8918: UEGO pump cell impedance low 3225 1
212 DTC 1554: AUX digital 2 low voltage 520223 4 259 DTC 1311: Cylinder 1 misfire detected 1323 11
213 DTC 1555: AUX digital 3 high voltage 520224 3 260 DTC 1312: Cylinder 2 misfire detected 1324 11
214 DTC 1556: AUX digital 3 low voltage 520224 4 261 DTC 1313: Cylinder 3 misfire detected 1325 11
215 520240
DTC 188: Gaseous fuel temperature sender high voltage 3 262 DTC 1314: Cylinder 4 misfire detected 1326 11
216 520240
DTC 187: Gaseous fuel temperature sender low voltage 4 263 DTC 1315: Cylinder 5 misfire detected 1327 11
217 DTC 1629: J1939 TSC1 message receipt loss 639 9 264 DTC 1316: Cylinder 6 misfire detected 1328 11
218 DTC 359: Fuel run-out longer than expected 1239 7 265 DTC 1317: Cylinder 7 misfire detected 1329 11
219 DTC 1630: J1939 ETC message receipt loss 91 2 266 DTC 1318: Cylinder 8 misfire detected 1330 11
220 DTC 502: Roadspeed input loss of signal 84 1 267 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
221 DTC 1411: EMWT1 voltage high 441 3 268 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
222 DTC 1412: EMWT2 voltage high 442 3 269 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
223 DTC 1413: EMWT1 voltage low 441 4 270 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 1326 31
224 DTC 1414: EMWT2 voltage low 442 4 271 DTC 305: Cylinder 5 emissions/catalyst damaging misfire 1327 31
225 DTC 1415: EMWT1 higher than expected stage 1 441 15 272 DTC 306: Cylinder 6 emissions/catalyst damaging misfire 1328 31
226 DTC 1416: EMWT2 higher than expected stage 1 442 15 273 DTC 307: Cylinder 7 emissions/catalyst damaging misfire 1329 31
227 DTC 1417: EMWT1 higher than expected stage 2 441 0 274 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 1330 31
228 DTC 1418: EMWT2 higher than expected stage 2 442 0 275 DTC 1651: J1939 ETC message receipt loss while in-gear 91 9
76
DIAGNOSTIC TROUBLE CODE (DTC) – CROSS REFERENCE CHART
PSI- GCP Diagnostic Cross Reference DTC Set 2
Fault
Index Description SPN-2 FMI-2
276 DTC 1661: PWM6 open / ground short 925 5
277 DTC 1662: PWM6 short to power 925 3
278 DTC 1663: PWM7 open / ground short 926 5
279 DTC 1664: PWM7 short to power 926 3
280 DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3
281 DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4
282 DTC 1182: Fuel impurity level high 520401 0
283 DTC 1665: PWM8 open / ground short 2646 5
284 DTC 1666: PWM8 short to power 2646 3
285 DTC 1669: PWM9 open / ground short 2647 5
286 DTC 1670: PWM9 short to power 2647 3
287 DTC 1183: MegaJector autozero / lockoff failure 520803 31
288 DTC 11: Intake cam / distributor position error 520800 7
289 DTC 24: Exhaust cam position error 520801 7
290 DTC 88 Fuel pressure higher than expected 94 0
291 DTC 87 Fuel pressure lower than expected 94 1
292 DTC 1555: Water Intrusion Detection 520224 3
293 DTC 520: Oil pressure sender low pressure stage 1 100 18
294 DTC 916: Shift actuator feedback out-of-range 520226 3
295 DTC 919: Shift unable to reach desired gear 520226 7
296 DTC 920: Shift actuator or drive circuit failed 520226 31
297 Undefined DTC - Index 10297 0 31
298 Undefined DTC - Index 10298 0 31
299 Undefined DTC - Index 10299 0 31
77
OBD System Check/MIL (Malfunction Indicator Lamp)
ECM
C012
MIL
GRN/YEL
G 80
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an engine or
fuel system related problem. The MIL also has the ability to flash DTC codes in what is re-
ferred to as the blink code mode. It will display DTCs that have been stored due to a
possible system malfunction. The following DTC charts in this manual will instruct the tech-
nician to perform the OBD system check. This simply means to verify the operation of the
MIL. The lamp should illuminate when the key is in the ON position, and the engine is not
running. This feature verifies that the lamp is in proper working order. If the lamp does not il-
luminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the
engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine
is in the start or run mode, a current diagnostic trouble code may be set or a problem may
exist with the MIL electrical wiring. The electrical schematic above shows the MIL power
source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.
78
HVS Ignition Control System Diagnostics
Before using the Ignition Control Diagnostic chart be sure to check the following items:
79
Ignition Control System Diagnostic Chart
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD Sys-
1 Check? (2) tem Check
Section
DST connected and in the system data mode. 125 RPM Go to Step Go to Step (3)
Crank the engine and observe the engine (5)
2
speed signal on the DST
Is the value greater than the specified value?
Check the DST for historical code sets. Go to Step Go to Step (4)
(Always diagnose and repair codes with the low- (16)
3 est numerical value first).
Run the diagnostic chart for DTC 337
Did you find and correct the problem?
Run the diagnostic chart for DTC 342 Go to Step Go to Step (5)
4
Did you find and correct the problem? (16)
Disconnect the ignition module connector Go to Step(6) Go to Step (10)
C011
Using an LED type test lamp check for a sig-
nal between the ignition module connector
5
pin B and battery positive
Crank the engine
Does the LED test lamp flash while cranking the
engine?
Using a DVOM check for power between the Go to Step Repair the sys-
ignition module connector pin A and engine (7) tem power
ground circuit. Check
6
Do you have power? all system fuses
and power relay
connections
Disconnect the ignition coil connector C009 Go to Step Go to Step (13)
Using a digital LED test lamp check for a sig- (8)
nal between the ignition coil connector pin B
7 and battery positive
Crank the engine
Does the LED test lamp flash while cranking the
engine?
Using a DVOM check for voltage between the System Go to Step Repair the sys-
ignition coil connector pin A and engine voltage (9) tem power
ground circuit. Check
8
Does the DVOM show voltage? all system fuses
and power relay
connections
Replace the ignition coil Go to Step _
9
Is the replacement complete? (16)
Key OFF Go to Step Repair the open
Disconnect the ECM connector C001 (11) ignition control
Using a DVOM check for continuity between circuit. See wir-
10 ing harness
ignition module connector pin B and ECM
connector pin 31 repair section.
Do you have continuity between them?
80
Step Action Value(s) Yes No
Using a DVOM check for continuity between Repair the Go to Step (12)
ignition module connector pin B and engine shorted to
ground ground igni-
11 Do you have continuity between them? tion control
circuit. See
wiring harness
repair section.
Replace ECM Go to Step -
12
Is the replacement complete? (16)
Disconnect coil. Using a DVOM check for Go to Step Repair the open
continuity between the ignition module con- (14) ignition module
13 nector pin C and engine ground ground circuit.
Do you have continuity? See wring har-
ness repair.
Using a DVOM check for continuity between Go to Step Repair the open
the ignition module connector pin D and igni- (15) ignition module
14 tion coil connector pin B circuit. See wir-
Do you have continuity? ing harness
repair.
Replace the ignition module. Go to Step -
15
Is the replacement complete? (16)
Remove all test equipment except the DST. System OK Go to OBD Sys-
Connect any disconnected components, tem Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
16
full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine check for any
stored codes.
Does the engine operate normally with no stored
codes?
81
DTC 11 – Intake cam / distributor position error
Circuit Description
The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust),
thus making the cylinder identification available to the ECM. The camshaft position sensor is a 3
wire hall effect sensor. One wire for current feed (5v), one for ground, and one for the output sig-
nal (CAM 1). The sensor must have a good 5v reference and ground to operate properly. The
CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP dis-
play software. This code will set when these two values are more than 30 CAD BTDC apart.
To change the CAM position you should rotate the distributor. If rotating the distributor does not
correct the issue you should troubleshoot sensor, wiring, and ECM for issues.
82
DTC 16-Never Crank Synchronized at Start
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine
block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is
used to synchronize the ignition and fuel systems. This fault will set if the ECM detects cranking
revolutions without synchronization of the CMP and CKP sensors.
Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the
cause of this code set.
83
DTC 16 Crank Sync Noise
84
Step Action Value(s) Yes No
Replace CKP sensor Go to Step -
8 (10)
Is the replacement complete?
Replace ECM Go to Step -
9
Is the replacement complete? (11)
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (9)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
10 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-16 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-16 check for any stored
codes.
Does the engine operate normally with no stored
codes?
85
DTC 16-Never Crank Synced At Start (3.0L ONLY)
Circuit Description
The CKP (crankshaft position sensor) is a magnetic transducer mounted on the engine block adjacent to a pulse
wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft
Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems.
This fault will set one or
more crank re-sync occur within 800 ms.
86
87
88
DTC 107-MAP Low Voltage
Circuit Description
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake
manifold. It is used to measure the pressure of air in the manifold prior to induction. The
pressure reading is used in conjunction with other inputs to estimate the airflow rate to the
engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 7000. The Adaptive Learn will
be disabled for the remainder of the key on cycle and the MIL command is on.
89
DTC 107-MAP Low Voltage
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine running. Go to Step Intermittent
DSC (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Inter-
2 mittent
Does DST display MAP voltage of 0.050 or
less with the engine running below 7000 rpm section
and TPS above 2.0 %?
Key OFF Go to Step Go to Step
Disconnect the MAP sensor connector (4) (8)
C006 from the wiring harness
Jump the 5 volt reference pin 3 and MAP
3
signal circuit pin 4 together
Key ON
Does the DST display MAP voltage of 4.5
volts or greater?
Inspect MAP connector and pins for cor- Repair the Go to Step
rosion, contamination or mechanical circuit as (5)
damage necessary.
4 Any problems found? Refer to Wir-
ing Repairs
in Engine
Electrical.
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (6) circuit as
Check for continuity between MAP sensor necessary.
5 connector signal pin 4 and ECM MAP sig- Refer to Wir-
nal pin 7. ing Repairs
Do you have continuity between them? in Engine
Electrical.
Check for continuity between MAP sensor Go to Step Repair the
connector 5 volt supply signal pin 3 and (7) circuit as
ECM 5 volt supply pin 19 necessary.
6 Do you have continuity between them? Refer to Wir-
ing Repairs
in Engine
Electrical.
Check for continuity between MAP sensor Go to Step Repair the
connector ground pin 1 and ECM sensor (17) circuit as
ground pin 20 necessary.
7 Do you have continuity between them? Refer to Wir-
ing Repairs
in Engine
Electrical.
90
Step Action Value(s) Yes No
Probe MAP connector signal circuit pin 4 Go to Step Go to Step
with a test light connected to battery volt- (9) (13)
8 age.
Does the DST display MAP voltage of 4.0 or
greater?
Key OFF Go to Step Repair the
Disconnect ECM connector (10) circuit as
Check for continuity between MAP sensor necessary.
9 connector pin 3 and ECM 5 volt pin 19. Refer to Wir-
Do you have continuity between them? ing Repairs
in Engine
Electrical.
Check for continuity between MAP sensor Repair the Go to Step
connector 5 volt reference pin 3 and en- circuit as (11)
gine ground necessary.
10 Do you have continuity? Refer to Wir-
ing Repairs
in Engine
Electrical.
Inspect ECM and MAP wire harness con- Repair the Go to Step
nector and terminals for corrosion, circuit as (16)
contamination or mechanical damage necessary.
11 Any problems found? Refer to Wir-
ing Repairs
in Engine
Electrical.
Replace ECM. Refer to ECM replacement Go to Step -
in the Engine Controls Section. (17)
12
Is the replacement complete?
92
DTC 108-MAP High Pressure
Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure
value is used for fuel, airflow and spark calculations. This fault will set in the event the MAP value
is greater than 17.00 psia when the TPS is less than 10% with engine rpm greater than 800.
93
DTC 108-MAP High Pressure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine running at full operating Go to Step Intermittent
temperature. (3) problem
DST (Diagnostic Scan Tool) connected in Go to Inter-
2 System Data Mode mittent
Does DST display MAP pressure of 17 psia or section
greater with the engine running above 800 rpm
with a TPS value less than 10%?
Key OFF Go to Step Go to Step
Disconnect the MAP sensor connector C006 (4) (6)
3 Key ON
Does the DST display MAP pressure less than
0.05 psia?
Probe MAP connector ground pin 1 with a Go to Step Go to Step
4 test light connected to battery voltage. (5) (8)
Does the test light come on?
Check MAP mechanical vacuum connection Go to Step Go to Step
for correct mounting or possible damage (6) (10)
5
causing leakage.
Is the MAP sensor mechanical connection OK?
Key OFF Go to Step Repair the
Disconnect ECM connector and inspect ter- (7) circuit as
minals for damage corrosion or necessary.
6 contamination. Refer to Wir-
Is the connection OK? ing Repairs in
Engine Elec-
trical.
Replace MAP sensor. __ Go to Step -
7
Is the repair complete? (11)
94
Step Action Value(s) Yes No
Disconnect ECM connector and check for Go to Step Repair the
continuity between MAP connector sensor (9) circuit as
ground pin 1 and ECM sensor ground pin 20. necessary.
8 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM. Refer to ECM replacement in Go to Step -
9 the Engine Controls Section. (11)
Is the replacement complete?
Correct MAP mechanical connection Go to Step -
10 Has the MAP mechanical connection problem (11)
been corrected?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-108 check for any stored
codes.
Does the engine operate normally with no stored
codes?
95
DTC 111-IAT Higher Than Expected 1
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pres-
sure) sensor. A temperature sensitive resistor is used in the TMAP located in the air intake
manifold of the engine. It is used to monitor incoming air temperature, and the output in
conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads higher voltage,
and lower when warm. This fault will set if the Intake Air Temperature is greater than 200
degrees F. with engine speed greater than 600 rpm. The engine will go into a level 1 derate
mode to prevent engine damage.
96
DTC 111-IAT Higher Than Expected 1
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of high
inlet air temperature is a problem with the inlet air system.
97
DTC 112-IAT Low Voltage
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pres-
sure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s
air intake or intake manifold. It is used to monitor incoming air temperature, and the output
in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool the signal reads higher voltage,
and lower when warm. This fault will set if the signal voltage is less than 0.050 volts for 1
second anytime the engine is cranking or running. The ECM will use the default value for the
IAT sensor in the event of this fault.
98
DTC 112-IAT Voltage Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System _ Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Does DST display IAT voltage of 0.050 or less? mittent
section
Key OFF Go to Step Go to Step
Disconnect the TMAP sensor connector. (4) (5)
3 Key ON
Does the DST display IAT voltage of 4.90 volts
or greater?
Replace TMAP sensor. Go to Step (9) _
4
Is the replacement complete?
Key OFF __ Repair the Go to Step
Disconnect ECM wire harness connector circuit as (6)
C001 necessary.
5 Check for continuity between TMAP sensor Refer to Wir-
connector ground pin 1 and TMAP sensor ing Repairs in
connector signal pin 2 Engine Elec-
trical.
Do you have continuity between them?
Check for continuity between TMAP sensor __ Repair the Go to Step
connector signal circuit pin 2 and engine circuit as (7)
ground. necessary.
6 Do you have continuity? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
99
Step Action Value(s) Yes No
Replace ECM. Refer to ECM replacement in _ Go to Step _
7 the Engine Controls Section. (8)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
8 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-112 check for any stored
codes.
Does the engine operate normally with no stored
codes?
100
DTC 113-IAT High Voltage
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pres-
sure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s
air intake or intake manifold.. It is used to monitor incoming air temperature, and the output in
conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and
lower when warm. This fault will set if the signal voltage is greater than 4.950 volts for 1 sec-
ond or longer. The ECM will use a default value for the IAT sensor in the event of this fault.
101
DTC 113-IAT Voltage High
102
Step Action Value(s) Yes No
Replace the ECM. _ Go to Step _
8 (11)
Is the replacement complete?
Re-check wire harness and TMAP sensor Repair the Go to Step
connector for damage corrosion or contami- circuit as nec- (5)
nation essary. Refer
9 Any problems found? to Wiring Re-
pairs in
Engine Elec-
trical
Re-check wire harness and TMAP sensor Repair the Go to Step
connectors for damage corrosion or con- circuit as (8)
tamination necessary.
10 Any problems found? Refer to Wir-
ing Repairs in
Engine Elec-
trical
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-113 check for any stored
codes.
Does the engine operate normally with no stored
codes?
103
DTC 116-ECT Higher Than Expected 1
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
220 degrees F. for more than 10 seconds. Power derate level one will be enforced during this fault limiting the maximum
throttle position to 50%.
104
DTC 116-ECT Higher Than Expected 1
Warm engine to normal operating temperature, then run the engine above
2 1200 rpm for at least 60 seconds
Verify with a temperature gauge that the engine coolant is over 220 Repair cooling system.
degrees F.
3
Does the temperature gauge indicated 220 degrees F. or greater?
Verify ECT Circuit function. Follow diagnostic test procedure for DTC 217 -
(ECT Higher than expected 2)
4
105
DTC 117-ECT/CHT Low Voltage
106
DTC 117-ECT/CHT Voltage Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System _ Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
mittent
Does DST display ECT voltage of 0.050 or less?
section
Key OFF Go to Step Go to Step
Disconnect the ECT wire harness connector (4) (5)
C007
3
Key ON
Does the DST display ECT voltage of 4.90 volts
or greater?
Replace ECT sensor. Go to Step _
4 (8)
Is the replacement complete?
Key OFF __ Repair the Go to Step
Disconnect ECM wire harness connector circuit as (6)
C001 necessary.
5 Check for continuity between ECT sensor Refer to Wir-
connector signal pin A and ECT sensor ing Repairs in
ground pin B Engine Elec-
trical.
Do you have continuity between them?
Check for continuity between ECT sensor __ Repair the Go to Step
connector signal circuit pin A and engine circuit as (7)
ground. necessary.
6 Do you have continuity? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
107
Step Action Value(s) Yes No
Replace ECM. Refer to ECM replacement in _ Go to Step _
7 the Engine Controls Section. (8)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
8 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-117 check for any stored
codes.
Does the engine operate normally with no stored
codes?
108
DTC 118-ECT/CHT High Voltage
109
DTC 118-ECT/CHT Voltage High
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Does DST display ECT voltage of 4.95 or mittent
greater? section
Key OFF Go to Step Go to Step
Disconnect the ECT sensor connector C007 (4) (8)
and Jump terminals A and B together
3
Key ON
Does the DST display ECT voltage of 0.05 volts
or less?
Using a DVOM check the resistance be- See resis- Go to Step Go to Step
tween the two terminals of the ECT sensor tance chart (6) (5)
and compare the resistance reading to the vs. tempera-
4 chart ture in the
Is the resistance value correct? DTC 118
circuit de-
scription
Replace ECT sensor Go to Step -
5 (14)
Is the replacement complete?
Inspect the ECT wire harness connector ter- Repair the Go to Step
minals A and B for damage, corrosion or circuit as (7)
contamination necessary.
6 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF Repair the Intermittent
Disconnect ECM wire harness connector circuit as problem
C001 necessary. Go to Inter-
7 Inspect ECM connector pins 10 and 20 for Refer to Wir- mittent
damage corrosion or contamination ing Repairs in section
Did you find a problem? Engine Elec-
trical.
110
Step Action Value(s) Yes No
Jump the ECT signal pin A at the ECT con- Go to Step Go to Step
8 nector to engine ground (9) (12)
Does DST display ECT voltage of 0.05 or less?
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (10) circuit as
Using a DVOM check for continuity between necessary.
9 ECT sensor ground pin B and ECM connec- Refer to Wir-
tor pin 20 ing Repairs in
Engine Elec-
Do you have continuity between them?
trical.
Inspect ECM connector pins 40 and 20 for Repair the Go to Step
damage, corrosion or contamination circuit as (11)
Did you find a problem? necessary.
10 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
11
Is the replacement complete? (14)
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (13) circuit as
Using a DVOM check for continuity between necessary.
12 ECT connector signal pin A and ECM con- Refer to Wir-
nector terminal 40 ing Repairs in
Do you have continuity between them? Engine Elec-
trical.
Inspect ECM connector pins 40 and 20 for Repair the Go to Step
damage, corrosion or contamination circuit as (11)
Did you find a problem? necessary.
13 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
14 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-118 check for any stored
codes.
Does the engine operate normally with no stored
codes?
111
DTC 121-TPS 1 Lower Than TPS 2
Circuit description
Dual throttle Position Sensors are used within the throttle that use variable resistors to deter-
mine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed
and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calcu-
lated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by
the ECM to determine if the throttle is opening as commanded. This fault will set if TPS 1 is
20% (or more) lower than TPS 2. At this point the throttle is considered to be out of specifica-
tion, or there is a problem with the TPS signal circuit. The MIL command is on and the engine
will shutdown.
112
DTC 121 TPS 1 Lower Than TPS 2
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Intermit-
Does the DST display more than a 20% differ- tent section
ence between TPS 1 and TPS 2 voltage?
Key OFF Go to Step Go to Step (4)
Disconnect electronic throttle connector (5)
C017
3 Key ON
Change DST mode to DBW (drive by wire)
test mode
Is the voltage for TPS 1 less than 0.1 volts?
Key OFF Repair the Go to Step (9)
Disconnect ECM wiring harness connector TPS 1 circuit
C001 shorted to
Key ON voltage as
4 necessary.
Using a DVOM check for voltage between
Refer to Wir-
ECM connector TPS 1 signal pin 5 and en-
ing Repairs in
gine ground
Engine Elec-
Do you have voltage? trical.
Jump TPS 1 signal pin 6 to the 5 volt refer- Go to Step Go to Step (8)
5 ence pin 3 at connector C017 (6)
Does DST display TPS 1 voltage over 4.90 volts
Inspect wire terminals at throttle connector Repair the Go to Step (7)
for damage corrosion or contamination circuit as
Any problems found? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic Throttle Go to Step -
7 (12)
Is the replacement complete?
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (9) open circuit as
C001 necessary.
8 Using a DVOM check for continuity between Refer to Wir-
throttle connector TPS 1 signal pin 6 and ing Repairs in
ECM connector TPS 1 signal pin 5 Engine Elec-
trical.
Do you have continuity between them?
113
Step Action Value(s) Yes No
Using a DVOM check for continuity between Go to Step Repair the
throttle connector signal ground pin 2 and (10) open circuit as
ECM connector signal ground pin 20 necessary.
9 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect ECM connector terminals for damage Repair the Go to Step
corrosion or contamination. circuit as (11)
Any problems found? necessary.
10 Refer to Wir-
ing Repairs in
Engine Elec-
trical
Replace ECM Go to Step -
11 (12)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
12 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-121 check for any stored
codes.
Does the engine operate normally with no stored
codes?
114
DTC 122-TPS 1 Low Voltage
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to deter-
mine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed
and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calcu-
lated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by
the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable
and in the event of a failure the electronic throttle assembly must be replaced. This fault will
set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and the engine will
shut down.
115
DTC 122 TPS 1 Signal Voltage Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Go to Step (3)
DST (Diagnostic Scan Tool) connected in (4)
2 DBW (Drive by Wire) throttle test mode
Does the DST display TPS 1 voltage of 0.200
volts or less with the throttle closed?
Slowly depress Foot Pedal while observing Go to Step Intermittent
TPS 1 voltage (4) problem
3
Does TPS 1 voltage ever fall below 0.200 volts? Go to Intermit-
tent section
Key OFF Go to Step Go to Step (5)
Disconnect the electronic throttle connector (7)
C017
Jump the 5 volt reference circuit pin 3 and
4 TPS 1 signal circuit pin 6 together at the
throttle connector
Key ON
Does DST display TPS 1 voltage of 4.0 volts or
greater?
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (6) circuit as nec-
C001 essary. Refer
5 Using a DVOM check continuity between the to Wiring Re-
electronic throttle connector signal pin 6 and pairs in
ECM connector TPS 1 signal pin 5 Engine Elec-
trical.
Do have continuity between them?
Replace ECM Go to Step -
6 (9)
Is the replacement complete?
Inspect the throttle wire harness connector Repair the Go to Step (8)
terminals for damage, corrosion or contami- circuit as
nation necessary.
7 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic throttle Go to Step -
8 (9)
Is the replacement complete?
116
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
9 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-122 check for any stored
codes.
Does the engine operate normally with no stored
codes?
117
DTC 123-TPS 1 High Voltage
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read lower voltage
when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 per-
centages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as com-
manded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts.
The MIL command is ON and the engine will shut down.
118
DTC 123 TPS 1 Signal Voltage High
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Go to Step (3)
DST (Diagnostic Scan Tool) connected (4)
2
Does the DST display TPS 1 voltage of 4.800
volts or greater with the throttle closed?
Slowly depress Foot Pedal while observing Go to Step Intermittent
TPS 1 voltage (4) problem
3
Does TPS 1 voltage ever exceed 4.800 volts? Go to Intermit-
tent section
Key OFF Go to Step Go to Step (5)
Disconnect electronic throttle connector (7)
4 Key ON
Does DST display TPS 1 voltage less than 0.2
volts?
Key OFF Repair the Go to Step (6)
Disconnect ECM wire harness connector circuit as
C001 necessary.
Key ON Refer to Wir-
5 ing Repairs in
Using a DVOM check for voltage between
Engine Elec-
TPS 1 signal at the ECM connector pin 5 and
trical.
engine ground
Do you have voltage?
Replace ECM Go to Step -
6
Is the replacement complete? (11)
Back probe sensor ground circuit at the ECM Go to Step Go to Step
side of the wire harness pin 3 with a test light (8) (10)
7
connected to battery voltage
Does the test light come on?
Inspect the electronic throttle connector ter- Repair the Go to Step (9)
minals for damage, corrosion or circuit as
contamination necessary.
8 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic throttle Go to Step -
9
Is the replacement complete? (11)
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (6) circuit as nec-
Using a DVOM check for continuity between essary. Refer
10 the electronic throttle connector sensor to Wiring Re-
ground pin 2 and ECM connector TPS 1 pairs in
sensor ground pin 20 Engine Elec-
Do have continuity between them? trical.
119
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-123 check for any stored
codes.
Does the engine operate normally with no stored
codes?
120
DTC 127-IAT Higher Than Expected 2
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute
Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the in-
take manifold of the engine. It is used to monitor incoming air temperature, and the
output in conjunction with other sensors is used to determine the airflow to the engine.
The ECM provides a voltage divider circuit so that when the air is cool, the signal reads
a higher voltage, and lower when warm. This fault will set if the intake air temperature is
greater than 230 degrees F. with engine speed greater than 900 rpm. The MIL light
command is on during this active fault and the engine will shut down.
121
DTC 127-IAT Higher Than Expected 2
Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause
of high inlet air temperature is a problem with the inlet air system. Ensure that the air
inlet is not obstructed, modified or damaged.
Inspect the air inlet system for cracks or breaks that may allow unwanted under hood
air in to the air inlet system
If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low
Voltage.
122
DTC 129-BP Low Pressure
Barometric Pressure
Check Condition-Key ON
Fault Condition-BP less than 8.30 psia
MIL-ON for active fault
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure
value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of
the normal range.
123
DTC 129-BP Low Pressure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON. Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem. Go
2 System Data Mode to Intermittent
Does DST display BP pressure of 8.30 psia or section
less?
Key OFF Go to Step Go to Step
Disconnect the TMAP sensor connector (4) (8)
Jump the 5 volt reference pin 3 and MAP
3 signal pin 4 together
Key ON
Does the DST display BP pressure of 16.00 psia
or greater?
Inspect TMAP connector and wire harness Repair the Go to Step
connector terminals for corrosion, contamina- circuit as (5)
tion or mechanical damage necessary.
4 Any problems found? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (6) circuit as
Check for continuity between TMAP sensor necessary.
5 connector pin 4 and ECM connector pin 7 Refer to Wir-
Do you have continuity between them? ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Go to Step Repair the
connector 5 volt supply pin 3 and ECM con- (7) circuit as
nector pin 19 necessary.
6 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Go to Step Repair the
connector ground pin 1 and ECM connector (17) circuit as
pin 20 necessary.
7 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
124
Step Action Value(s) Yes No
Remove the Jumper that was installed during Go to Step Go to Step
step 3 (9) (13)
Probe TMAP connector signal circuit pin 4
8
with a test light connected to battery voltage
Does the DST display BP pressure of 16.00 psia
or greater?
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (10) circuit as
Check for continuity between TMAP sensor necessary.
9 connector pin 3 and ECM connector pin 19 Refer to Wir-
Do you have continuity between them? ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Repair the Go to Step
connector 5 volt reference pin 3 and engine open ground (11)
ground circuit as
Do you have continuity? necessary.
10
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect TMAP and ECM connector pins for Repair the Go to Step
corrosion, contamination or mechanical circuit as (16)
damage necessary.
11 Any problems found? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM. Refer to ECM replacement in Go to -
12 the Engine Controls Section. Step(17)
Is the replacement complete?
Disconnect ECM connector C001 Go to Step Repair the
Check for continuity between TMAP sensor (14) circuit as
connector pin 4 and ECM pin 7 necessary.
13 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Check for continuity between TMAP sensor Repair the Go to Step
connector pin 4 and engine ground open ground (15)
Do you have continuity? circuit as
necessary.
14
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
125
Step Action Value(s) Yes No
Inspect ECM connector and wire harness Repair the Go to Step
connector pins for corrosion, contamination circuit as (16)
or mechanical damage necessary.
15 Any problems found? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM. Refer to ECM replacement in Go to Step -
16 the Engine Controls Section. (18)
Is the replacement complete?
Replace TMAP sensor Go to Step -
17 (18)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
18 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-129 check for any stored
codes.
Does the engine operate normally with no stored
codes?
126
DTC 134-EGO 1 Pre Cat Open/Lazy
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and the Adaptive multiplier. This fault will set if EGO 1 is cold, non-
responsive, or inactive for more than 120 seconds.
127
DTC 134-EGO 1 Open/Inactive
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem. See
System Data Mode Electrical
Section In-
2 Run engine to full operating temperature and
termittent
then idle for a minimum of 2 minutes
Electrical Di-
Does DST display EGO 1 voltage fixed between agnosis
0.4 and 0.5 volts after at least 2 minutes of idle
run time?
Key OFF Go to Step Go To Step
Disconnect EGO 1 connector C005 (8) (4)
Key ON
3 Using a DVOM check for voltage between
EGO 1 connector pins C and D
(Check must be made within 30 seconds or be-
fore power relay shuts down)
Do you have voltage?
Key OFF System Go to Step Repair sys-
Using a DVOM check for voltage between Voltage (5) tem power
EGO 1 connector pin C and engine ground relay open
4 Key ON circuit
(Check must be made within 30 seconds or be-
fore power relay shuts down)
Do you have voltage?
Disconnect ECM connector C001 Go to Step Repair open
Using a DVOM check for continuity between (6) heater ground
5 EGO 1 connector pin D and ECM connector circuit
pin 72
Do you have continuity?
Inspect wire harness connector C005 pins B Correct the Go to Step
and D and C001 pins 1 and 72 for damage, problem as (7)
corrosion or contamination required see
6 Did You find a problem? Electrical
Section wire
harness re-
pair
Replace ECM Go to Step -
7
Is the replacement complete? (11)
128
Step Action Value(s) Yes No
Key OFF Go to Step Repair open
Disconnect ECM wire harness connector (9) EGO 1 circuit
C001
8
Using a DVOM check for continuity between
EGO 1 pin B and ECM connector pin 1
Do you have continuity?
Using a DVOM check for continuity between Go to Step Repair open
9 EGO 1 pin A and ECM connector pin 20 (10) EGO 1 signal
Do you have continuity? ground
Replace EGO 1 sensor Go to Step -
10
Is the replacement complete? (11)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-134 check for any stored
codes.
Does the engine operate normally with no stored
codes?
129
DTC 154-EGO 2 Pre Cat Open/Lazy
130
131
132
DTC 217-ECT Higher Than Expected 2
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
230 degrees F. for more than 15 seconds. Engine shutdown will occur if this code occurs.
133
DTC 217-ECT Higher Than Expected 2
Warm engine to normal operating temperature, then run the engine above
2 1200 rpm for at least 60 seconds
Verify with a temperature gauge that the engine coolant is over 230 Repair cooling system. Go to step (4)
degrees F.
3
Does the temperature gauge indicated 230 degrees F. or greater?
134
DTC 219-Max Govern Speed Override
Circuit description
This fault will set anytime the engine rpm exceeds 3,200 for longer than 2 seconds. The
MIL command is ON during this active fault
Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set.
Always diagnose and repair any existing codes starting with the lowest numerical code
first.
135
DTC 219-Max Govern Speed Override
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine OFF Go to Step Go to Step
DST connected (3) (4)
2
Are any other DTC codes present with DTC 219?
136
DTC 221-TPS 1 Higher Than TPS 2
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS 1 will read lower voltage
when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2
percentages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as com-
manded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS
2. At this point the throttle is considered to be out of specification, or there is a problem
with the TPS signal circuit. The MIL command is ON and the engine will shutdown.
137
DTC 221 TPS 1 Higher Than TPS 2
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Intermit-
Does the DST display more than a 20% differ- tent section
ence between TPS 1 and TPS 2?
Key OFF Go to Step Go to Step (4)
Disconnect electronic throttle connector (5)
C017
3 Key ON
Change DST mode to DBW (drive by wire)
test mode
Is the voltage for TPS 1 less than 0.1 volts?
Key OFF Repair the Go to Step (9)
Disconnect ECM wiring harness connector TPS 1 circuit
C001 shorted to
Key ON voltage as
4 necessary.
Using a DVOM check for voltage between
Refer to Wir-
ECM connector TPS 1 signal pin 5 and en-
ing Repairs in
gine ground
Engine Elec-
Do you have voltage?
trical.
Jump TPS 1 signal pin 6 to the 5 volt refer- Go to Step
ence pin 3 at connector C017 (6) Go to Step (8)
5
Does DST display TPS 1 voltage over 4.900
volts?
Inspect wire terminals at throttle connector Repair the Go to Step (7)
for damage corrosion or contamination circuit as
Any problems found? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic Throttle Go to Step -
7
Is the replacement complete? (12)
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (9) open circuit as
C001 necessary.
8 Using a DVOM check for continuity between Refer to Wir-
throttle connector TPS 1 signal pin 6 and ing Repairs in
ECM connector TPS 1 signal pin 5 Engine Elec-
Do you have continuity between them? trical.
138
Step Action Value(s) Yes No
Using a DVOM check for continuity between Go to Step Repair the
throttle connector signal ground pin 2 and (10) open circuit as
ECM connector signal ground pin 3 necessary.
9 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect ECM connector terminals for damage Repair the Go to Step
corrosion or contamination. circuit as (11)
Any problems found? necessary.
10 Refer to Wir-
ing Repairs in
Engine Elec-
trical
Replace ECM Go to Step -
11 (12)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
12 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-221 check for any stored
codes.
Does the engine operate normally with no stored
codes?
139
DTC 222-TPS 2 Signal Voltage Low
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to de-
termine signal voltage based on throttle plate position. TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS values
are used by the ECM to determine if the throttle is opening as commanded. The TPS is not
serviceable and in the event of a failure the electronic throttle assembly must be replaced.
This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON.
140
DTC 222 TPS 2 Signal Voltage Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Go to Step (3)
DST (Diagnostic Scan Tool) connected in (4)
2 DBW (Drive by Wire) throttle test mode
Does the DST display TPS 2 voltage of 0.200
volts or less with the throttle closed?
Slowly depress Foot Pedal while observing Go to Step Intermittent
TPS 2 voltage (4) problem
3
Does TPS 2 voltage ever fall below 0.200 volts? Go to Intermit-
tent section
Key OFF Go to Step Go to Step (5)
Disconnect electronic throttle connector (7)
C017
Jumper the 5 volt reference circuit pin 3 and
4 TPS 2 signal circuit pin 5 together at the
throttle connector
Key ON
Does DST display TPS 2 voltage of 4.0 volts or
greater?
Key OFF Go to Step (6) Repair the
Disconnect ECM wire harness connector circuit as nec-
C001 essary. Refer
5 Using a DVOM check continuity between to Wiring Re-
TPS 2 connector signal pin 5 and ECM con- pairs in
nector TPS 2 Signal pin 6 Engine Elec-
trical.
Do have continuity between them?
Replace ECM Go to Step -
6
Is the replacement complete? (9)
Inspect the electronic throttle wire harness Repair the Go to Step (8)
connector terminals for damage, corrosion or circuit as
contamination necessary.
7 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace the electronic throttle Go to Step -
8
Is the replacement complete? (9)
141
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
9 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-222 check for any stored
codes.
Does the engine operate normally with no stored
codes?
142
DTC 223-TPS 2 Signal Voltage High
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to de-
termine signal voltage based on throttle plate position.TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS
values are used by the ECM to determine if the throttle is opening as commanded. The
TPS is not serviceable and in the event of a failure the electronic throttle assembly must
be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL
command is ON.
143
DTC 223 TPS 2 Signal Voltage High
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Go to Step (3)
DST (Diagnostic Scan Tool) connected in (4)
2 DBW (Drive by Wire) throttle test mode
Does the DST display TPS 2 voltage of 4.800
volts or greater with the throttle closed?
Slowly depress Foot Pedal while observing Go to Step Intermittent
TPS 2 voltage (4) problem
3
Does TPS 2 voltage ever exceed 4.800 volts? Go to Intermit-
tent section
Key OFF Go to Step Go to Step (5)
Disconnect electronic throttle connector (7)
C017
4
Key ON
Does DST display TPS 2 voltage less than 0.2
volts?
Key OFF Repair the Go to Step (6)
Disconnect ECM wire harness connector circuit as
C001 necessary.
Key ON Refer to Wir-
5 ing Repairs in
Using a DVOM check for voltage between
electronic throttle connector TPS 2 signal pin Engine Elec-
5 and engine ground trical.
Do you have voltage?
Replace ECM Go to Step -
6
Is the replacement complete? (11)
Probe sensor ground circuit at the ECM side Go to Step Go to Step
of the wire harness pin 3 with a test light con- (8) (10)
7
nected to battery voltage
Does the test light come on?
Inspect the electronic throttle wire harness Repair the Go to Step (9)
connector and terminals for damage, corro- circuit as
sion or contamination necessary.
8 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace electronic throttle Go to Step -
9
Is the replacement complete? (11)
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (6) circuit as nec-
Using a DVOM check for continuity between essary. Refer
10 throttle connector C017 sensor ground pin 2 to Wiring Re-
and ECM connector sensor ground pin 20 pairs in
Do have continuity between them? Engine Elec-
trical.
144
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-223 check for any stored
codes.
Does the engine operate normally with no stored
codes?
145
DTC 336-Crank Sync Noise
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine
block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is
used to synchronize the ignition and fuel systems. This fault will set If no signal is present for
800ms or longer.
146
DTC 336 Crank Sync Noise
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminals C010, Go to Step Repair the
C022 and C023 are clean and tight (3) circuit as
Are the ground terminals clean and tight? necessary.
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key On, Engine OFF 5.0 volts Go to Step (4 Repair the
Disconnect the CKP (Crankshaft position) circuit as
Sensor connector C015 necessary.
Using A DVOM check for voltage at the CKP Refer to Wir-
3 ing Repairs in
sensor connector pin 1 and engine ground
(CHECK THIS BEFORE THE POWER RELAY Engine Elec-
SHUTS OFF) trical.
Do you have voltage?
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (5) circuit as
Using a DVOM check for continuity between necessary.
4 CKP connector pin 2 and ECM connector pin Refer to Wir-
22 ing Repairs in
Do you have continuity between them? Engine Elec-
trical.
Using a DVOM check for continuity between Go to Step Repair the
CKP connector pin 3 and ECM connector pin (6) circuit as
21 necessary.
5 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the CKP connector C015 terminals Repair the Go to Step
for damage, corrosion or contamination circuit as (7)
Did you find a problem? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the ECM connector C001 terminals Repair the Go to step (8)
19, 22, and 21 for damage, corrosion or con- circuit as
tamination necessary.
7 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
147
Step Action Value(s) Yes No
Replace CKP sensor Go to Step -
8 (10)
Is the replacement complete?
Replace ECM Go to Step -
9
Is the replacement complete? (11)
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (9)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
10 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-336 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-336 check for any stored
codes.
Does the engine operate normally with no stored
codes?
148
DTC 337-Crank Loss
Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine
block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is
used to synchronize the ignition and fuel systems. The ECM must see a valid Crankshaft position
signal while cranking. If no crankshaft signal is present for 6 cam pulses this fault will set.
149
DTC 337-Crank Loss
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminals C010, Go to Step Repair the
C022 and C023 are clean and tight (3) circuit as
Are the ground terminals clean and tight? necessary.
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF 5.0 volts Go to Step (4 Repair the
Disconnect the CKP (Crankshaft Position) circuit as
Sensor connector C015 necessary.
Using A DVOM check for voltage at the CKP Refer to Wir-
3 ing Repairs in
sensor connector pin 1 and engine ground
(CHECK THIS BEFORE THE POWER RELAY Engine Elec-
SHUTS OFF) trical.
Do you have voltage?
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (5) circuit as
Using a DVOM check for continuity between necessary.
4 CKP connector pin 2 and ECM connector pin Refer to Wir-
22 ing Repairs in
Do you have continuity between them? Engine Elec-
trical.
Using a DVOM check for continuity between Go to Step Repair the
CKP connector pin 3 and ECM connector pin (6) circuit as
21 necessary.
5 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the CKP connector C015 terminals Repair the Go to Step
for damage, corrosion or contamination circuit as (7)
Did you find a problem? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the ECM connector C001 terminals Repair the Go to step (8)
19, 22, and 21 for damage, corrosion or con- circuit as
tamination necessary.
7 Did you find a problem Refer to Wir-
ing Repairs in
Engine Elec-
trical.
150
Step Action Value(s) Yes No
Replace the CKP sensor Go to Step -
8 (10)
Is the replacement complete?
Replace ECM Go to Step -
9
Is the replacement complete? (11)
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (9)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
10 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-337 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-337 check for any stored
codes.
Does the engine operate normally with no stored
codes?
151
DTC 341-Camshaft Sync Noise
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This
fault will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid
cam re-sync. MIL light will become active and Adaptive Learn will be disabled.
152
DTC 341-Camshaft Sensor Noise
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminal C010 is Go to Step Repair the
clean, tight and in the proper location (3) circuit as
Are the ground terminals clean and tight? necessary.
2 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF 5.0 volts Go to Step Repair the
Disconnect the CMP (Camshaft position) (4) circuit as
Sensor connector C016 necessary.
3 Using A DVOM check for voltage at the CMP Refer to Wir-
sensor connector pin C and engine ground ing Repairs in
Do you have voltage? Engine Elec-
trical.
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (5) circuit as
Using a DVOM check for continuity between necessary.
4 CMP connector pin A and ECM connector Refer to Wir-
pin 24 ing Repairs in
Do you have continuity between them? Engine Elec-
trical.
Using a DVOM check for continuity between Go to Step Repair the
CMP connector pin B and ECM connector (6) circuit as
pin 23 necessary.
5 Do you have continuity between them? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the CMP connector terminals for Repair the Go to Step
damage, corrosion or contamination circuit as (7)
Did you find a problem? necessary.
6 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Inspect the ECM connector C001 terminals Repair the Go to Step
4, 23, and 24 for damage, corrosion or con- circuit as (8)
tamination necessary.
7 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace CMP sensor Go to Step -
8
Is the replacement complete? (10)
153
Step Action Value(s) Yes No
Replace ECM Go to Step -
9 (11)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (9)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
10 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-341 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-341 check for any stored
codes.
Does the engine operate normally with no stored
codes?
154
DTC 342-Camshaft Sensor Loss
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This
fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is
greater than 1000 rpm. The engine may not run with this fault present.
155
DTC 342-Camshaft Sensor Loss
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Check that the ECM ground terminal C010 is Go to Step Repair the
clean, tight and in the proper location (3) circuit as
Is the ground terminal clean tight and in the necessary.
2 proper location? Refer to wir-
ing harness
repair sec-
tion.
Key OFF 5.0 volts Go to Step Repair the
Disconnect the CMP (Camshaft Position) (4) circuit as
Sensor connector C016 necessary.
Key ON Refer to wir-
3 Using A DVOM check for voltage at the CMP ing harness
sensor connector pin C and engine ground repair sec-
(RUN THIS VOLTAGE CHECK BEFORE THE tion.
POWER RELAY SHUTS OFF)
Do you have voltage?
Key OFF Go to Step Repair the
Disconnect ECM connector C001 (5) circuit as
Using a DVOM check for continuity between necessary.
4 CMP connector pin A and ECM connector Refer to wir-
pin 24 ing harness
Do you have continuity between them? repair sec-
tion.
Using a DVOM check for continuity between Go to Step Repair the
CMP connector pin B and ECM connector (6) circuit as
pin 23 necessary.
5 Do you have continuity between them? Refer to wir-
ing harness
repair sec-
tion.
Inspect the CMP connector terminals for Repair the Go to Step
damage, corrosion or contamination circuit as (7)
Did you find a problem? necessary.
6 Refer to wir-
ing harness
repair sec-
tion.
Inspect the ECM connector terminals 2, 23 Repair the Go to Step
and 24 for damage, corrosion or contamina- circuit as (8)
tion necessary.
7 Did you find a problem? Refer to wir-
ing harness
repair sec-
tion.
156
Step Action Value(s) Yes No
Replace the CMP. Go to Step -
8
Is the replacement complete? (10)
Replace ECM Go to Step -
9
Is the replacement complete? (11)
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (9)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
10 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-342 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-342 check for any stored
codes.
Does the engine operate normally with no stored
codes?
157
DTC-359 Fuel Run-out Longer Than Expected
Circuit Description
The LPG lock off valve is supplied system battery power from the VSW fused source. The
ECM then provides a path to ground to turn the valve on. This fault will set in the event the
engine continues to run for more than 20 seconds after the key is turned off. This fault in-
dicates a possible problem with the electric LPG lock off solenoid.
158
DTC-359 Fuel Run-out Longer Than Expected
159
DTC 520-Oil Pressure Low Stage 1
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to
the oil pressure sender. The sender will report a signal back to the ECM on the signal wire de-
pending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to
the pressure applied (see chart below). The MIL command is ON and the engine will shut down
in the event of this fault to help prevent possible engine damage.
160
DTC 520-Oil Pressure Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Verify that the engine has oil pressure using 15 psi Go to Step Repair faulty
a mechanical oil pressure gauge before pro- (3) Oiling System
2 ceeding with this chart. See Engine
Specifications Section 1F.
Does the engine have oil pressure above 15 psi?
Key ON, Engine Running DST connected in Go to Step Intermittent
System Data Mode (4) problem Go
Clear DTC 524 to Intermittent
Warm the engine by idling until the ECT tem- section
3 perature is above 160 degrees F. and has
been running for at least 20 seconds or more
Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to
shut down?
With a volt meter, check terminal B on the 5v Go to Step Go to Step
sensor for a 5 volt reference from the ECM. (6) (5)
4
Do you have 5 volts on terminal B?
With a volt meter, check terminal 19 on the 5v Repair faulty Go to Step
ECM for a 5 volt reference. wiring be- (8)
5 tween ECM
Do you have a 5v reference coming out of the and Oil pres-
ECM? sure sensor
With the oil pressure sender connected Go to Step Replace
check for a signal coming out of terminal C. (7) faulty oil
6
Do you have a voltage signal coming out of ter- pressure
minal C? sender
With the oil pressure sender connected Go to Step Repair faulty
check for a signal at terminal 53 of the ECM. (8) wiring be-
tween
7
Do you have a signal voltage at pin 53 of the terminal C
ECM? and Terminal
25.
161
Step Action Value(s) Yes No
Replace ECM Go to Step -
8
Is the replacement complete? (9)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
9 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-524 check for any stored
codes.
Does the engine operate normally with no stored
codes?
162
DTC 521- Oil Pressure High
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to
the oil pressure sender. The sender will report a signal back to the ECM on the signal wire de-
pending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to
the pressure applied (see chart below). The MIL command is ON and the engine will shut down
in the event of this fault to help prevent possible engine damage.
163
DTC 521-Oil Pressure High
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Verify that the engine has oil pressure using Repair faulty Go to step (3)
a mechanical oil pressure gauge before pro- oiling system
2 ceeding with this chart. See Engine
Specifications Section 1F.
Does the engine have oil pressure above 95 psi?
With the engine running measure the signal > 3.8v. Replace Go to step (4)
voltage on terminal C of the oil pressure faulty oil
3 sender. pressure
sender.
Do you have more than 3.8v?
With the engine running measure the signal > 3.8v. Repair faulty Replace
voltage on terminal 25 of the IEPR / ECM. wiring be- faulty IEPR /
4 tween ECM
Do you have more than 3.8v? terminal C
and 25.
164
DTC 522- Oil Pressure Sender low voltage
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to
the oil pressure sender. The sender will report a signal back to the ECM on the signal wire de-
pending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to
the pressure applied (see chart below). The MIL command is ON and the engine will shut down
in the event of this fault to help prevent possible engine damage.
165
DTC 522- Oil Pressure Sender low voltage
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Using the Diagnostic Service Tool (DST) < 0.2v Go to Step Replace
check the OILP_raw value on the “RAW (3) faulty IEPR /
2 VOLTS” page. ECM
166
DTC 523- Oil Pressure Sender high voltage
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to
the oil pressure sender. The sender will report a signal back to the ECM on the signal wire de-
pending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to
the pressure applied (see chart below). The MIL command is ON and the engine will shut down
in the event of this fault to help prevent possible engine damage.
167
DTC 523- Oil Pressure Sender high voltage
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Using the Diagnostic Service Tool (DST) > 4.8v Go to Step Replace
check the OILP_raw value on the “RAW (3) faulty IEPR /
2 VOLTS” page. ECM
168
DTC 524-Oil Pressure Low Stage 2
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to
the oil pressure sender. The sender will report a signal back to the ECM on the signal wire de-
pending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to
the pressure applied (see chart below). The MIL command is ON and the engine will shut down
in the event of this fault to help prevent possible engine damage.
169
DTC 524-Oil Pressure Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Verify that the engine has oil pressure using 8 psi Go to Step Repair faulty
a mechanical oil pressure gauge before pro- (3) Oiling System
2 ceeding with this chart. See Engine
Specifications Section 1F.
Does the engine have oil pressure above 8 psi?
Key ON, Engine Running DST connected in Go to Step Intermittent
System Data Mode (4) problem Go
Clear DTC 524 to Intermittent
Warm the engine by idling until the ECT tem- section
3 perature is above 160 degrees F. and has
been running for at least 20 seconds or more
Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to
shut down?
With a volt meter, check terminal B on the 5v Go to Step Go to Step
sensor for a 5 volt reference from the ECM. (6) (5)
4
Do you have 5 volts on terminal B?
With a volt meter, check terminal 19 on the 5v Repair faulty Go to Step
ECM for a 5 volt reference. wiring be- (8)
5 tween ECM
Do you have a 5v reference coming out of the and Oil pres-
ECM? sure sensor
With the oil pressure sender connected Go to Step Replace
check for a signal coming out of terminal C. (7) faulty oil
6
Do you have a voltage signal coming out of ter- pressure
minal C? sender
With the oil pressure sender connected Go to Step Repair faulty
check for a signal at terminal 53 of the ECM. (8) wiring be-
tween
7
Do you have a signal voltage at pin 53 of the terminal C
ECM? and Terminal
25.
170
Step Action Value(s) Yes No
Replace ECM Go to Step -
8
Is the replacement complete? (9)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
9 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-524 check for any stored
codes.
Does the engine operate normally with no stored
codes?
171
DTC 562-System Voltage Low
Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector
drivers, solenoid valves and ignition coils. This fault will set if the ECM detects system voltage less
than 9.00 volts while the alternator should be charging. The adaptive learn is disabled during this
fault.
172
DTC 562-System Voltage Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running - Intermittent Go to Step
DST (Diagnostic Scan Tool) connected in problem (3)
System Data Mode Go to Engine
2
Does DST display system voltage greater than Electrical In-
9.50 volts? termittent
section
Check battery condition - Go to Step Replace Bat-
3
Is it OK? (4) tery
Check charging system - Go to Step Repair charg-
4
Is it OK? (5) ing System
Key OFF - Repair ECM Go to Step
Disconnect the ECM connector C001 Ground cir- (6)
Check the voltage between ECM connector cuit. Go to
C001 pins 60, 79 and engine ground. Power and
5 Ground sec-
Measure voltage with DVOM between each
pin and engine ground tion in engine
Is the voltage greater than for each pin 9.50 Electrical
volts?
Check the voltage at ECM connector pins 69 - Repair ECM Go to Step
and 81 power circuit. (7)
Measure voltage with DVOM between each Go to Power
6
pin and battery positive and Ground
Is the voltage greater than 9.50 volts? section in en-
gine Electrical
Replace ECM - Go to Step -
7
Is the replacement complete? (8)
Remove all test equipment except the DST. - System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
8 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-562 check for any stored
codes.
Does the engine operate normally with no stored
codes?
173
DTC 563-System Voltage High
Circuit Description
The battery voltage powers the ECM and must be measured to correctly operate injector drivers,
trim valves and ignition coils. This fault will set if the ECM detects voltage greater than 18 volts
anytime the engine is cranking or running. The adaptive learn function is disabled during this fault.
The ECM will shut down with internal protection if the system voltage ever exceeds 26 volts.
174
DTC 563-System Voltage High
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running - Go To Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Engine
2 Electrical In-
Run engine greater than 1500 rpm.
termittent
Does DST display system voltage greater than
section
18 volts?
Check voltage at battery terminals with - Go to Step Go to Step
DVOM with engine speed greater than 1500 (4) (5)
3
rpm
Is it greater than 18 volts?
Repair the charging system - Go to Step -
4
Has the charging system been repaired? (6)
Replace ECM Go to Step -
5
Is the replacement complete? (6)
Remove all test equipment except the DST. - System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
6 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-563 check for any stored
codes.
Does the engine operate normally with no stored
codes?
175
DTC 601-Flash Checksum Invalid
Microprocesso
Microprocessor
r
Ram
RAM
Flash
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown when this fault occurs.
176
DTC 601-Flash Checksum Invalid
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to In-
Clear system fault code termittent
Does DTC 601 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-601 check for any stored
codes.
Does the engine operate normally with no stored
codes?
177
DTC 604-RAM Failure
Microprocesso
Microprocessor
r
Ram
RAM
Flash
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this fault occurs.
178
DTC 604-RAM Failure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC 604 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-604 check for any stored
codes.
Does the engine operate normally with no stored
codes?
179
DTC 606-COP Failure
Microprocesso
Microprocessor
r
Ram
RAM
Flash
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this fault occurs.
180
DTC 606-COP Failure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC 606 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Are the power and ground circuits OK? (4) circuit as nec-
essary. Refer
3 to Wiring Re-
pairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-606 check for any stored
codes.
Does the engine operate normally with no stored
codes?
181
DTC 642-External 5 Volt 1 Reference Low
Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel
system. The accuracy of the 5 volt supply is very important to the accuracy of the pow-
ered sensors and fuel control by the ECM. The ECM is able to determine if they are
overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply.
This fault will set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be dis-
abled during this fault
182
DTC 642 External 5 Volt 1 Reference Low
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Fault Mode Go to Inter-
Does DST display DTC 642? mittent
section
Key OFF Go to Step Go to Step
Disconnect ECM connector C001 (5) (4)
Using DVOM check for continuity between
3
ECM 5 volt reference pin 19 and engine
ground
Do you have continuity?
Replace ECM Go to Step -
4
Is the replacement complete? (7)
While monitoring DVOM for continuity be- Go to Step Repair
tween ECM 5 volt reference and engine (6) shorted wire
ground harness
Disconnect each sensor (below) one at a
time to find the shorted 5 volt reference.
When continuity to ground is lost the last
sensor disconnected is the area of suspicion.
Inspect the 5 volt reference supply wire leads
5 for shorts before replacing the sensor.
TMAP
Electronic Throttle
FPP
Crankshaft Sensor
Camshaft Sensor
While disconnecting each sensor one at a time
did you loose continuity?
Replace the last disconnected sensor Go to Step -
6 (7)
Is the replacement complete?
183
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
7 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-642 check for any stored
codes.
Does the engine operate normally with no stored
codes?
184
DTC 643-External 5 Volt 1 Reference High
Circuit Description
The External 5 volt supply powers many of the sensors and other components in the fuel system.
The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and
fuel control by the ECM. The ECM is able to determine if they are overloaded, shorted, or other-
wise out of specification by monitoring the 5volt supply. This fault will set if the 5 volt reference is
greater than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be disabled
during this fault
185
DTC 643 External 5 Volt 1 Reference High
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Does DST display DTC 643? mittent
section
Check all ECM ground connections Go to Step Repair the
Refer to Engine electrical power and ground (4) circuit as
distribution. necessary.
3 Are the ground connections OK? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Key OFF Repair the Go to Step
Disconnect ECM connector C001 circuit as (5)
Key ON necessary.
4 Refer to Wir-
Using DVOM check for Voltage between
ing Repairs in
ECM harness wire pin 19 and engine ground
Engine Elec-
Do you have voltage?
trical.
Replace ECM Go to Step -
5 (6)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
6 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-643 check for any stored
codes.
Does the vehicle engine normally with no stored
codes?
186
DTC 650-MIL Control Open
MIL check
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL circuit open
MIL Command-ON
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions re-
lated problem. The MIL also has the ability to flash DTC codes in what is referred to as the
blink code mode. It will display DTCs that have been stored due to a possible system malfunc-
tion. The following DTC charts in this manual will instruct the technician to perform the OBD
system check. This simply means to verify the operation of the MIL. The lamp should illumi-
nate when the key is in the ON position, and the engine is not running. This feature verifies
that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key
ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode,
the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a cur-
rent diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring.
The electrical schematic above shows the MIL power source supplied to the lamp. The ECM
completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control
circuit is open.
187
DTC 650-MIL Control Open
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Inter-
2 Clear system fault code mittent
Key OFF section
Key ON
Does DTC 650 reset?
Remove the MIL bulb or driver circuit Go to Step Go to Step
Using a DVOM check for continuity through (5) (4)
3
the bulb or driver device
Do you have continuity?
Replace the open bulb or driver device Go to Step _
4
Is the replacement complete? (8)
Key OFF Go to Step Repair the
Re-install the bulb or driver device (6) open circuit
Disconnect vehicle interface connector C012 as required.
See wire har-
5 Using a DVOM check for continuity between
ness repair
vehicle interface connector pin G and battery
positive
Key ON
Do you have continuity?
Disconnect ECM wire harness connector Go to Step Repair the
C001 (7) open circuit
Using a DVOM check for continuity between as required.
6 See wire har-
ECM harness connector pin 80 and vehicle
interface connector pin G ness repair
Do you have continuity?
Inspect ECM wire harness connector pin 80 Correct the Go to Step
and vehicle interface connector pin G for problem as (8)
7 damage, corrosion or contamination required. See
Did you find a problem? wiring har-
ness repair
188
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
8 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-650 check for any stored
codes.
Does the engine operate normally with no stored
codes?
189
DTC 685-Relay Coil Open
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel sys-
tem. This fault will set if the ECM detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is
at a reasonable temperature, between +20 and +100 degrees F.
190
DTC 685-Relay Coil Open
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
DST connected and in the system data mode Go to Step Go to Step
Key OFF (4) (3)
Remove the power relay from the fuse block
2 Using a DVOM check the resistance of the
relay coil between terminals 1 and 2
Is the resistance value less than 100 ohms?
Replace the power relay Go to Step _
3 Is the replacement complete? (9)
Check fuse F2 Replace fuse Go to Step
4 F2 (5)
Is the fuse open?
Disconnect ECM connector C001 Go to Step Repair the
Using a DVOM check for continuity between (6) open circuit
ECM pin 71 and fuse block cavity for relay as required.
5
terminal 2 See wiring
Do you have continuity? harness re-
pairs
Remove fuse F2 Go to Step Repair the
Using a DVOM check for continuity between (7) open circuit
fuse block cavity for relay terminal 1 and the as required.
6 power out of the F2 fuse holder See wiring
Do you have continuity? harness re-
pairs
191
Step Action Value(s) Yes No
Replace the ECM Go to Step _
8 Is the replacement complete? (9)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
9 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-685 check for any stored
codes.
Does the engine operate normally with no stored
codes?
192
DTC 686-Relay Control Ground Short
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel sys-
tem. This fault will set if the ECM detects a short to ground on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is
at a reasonable temperature, between +20 and +100 degrees F.
193
DTC 686-Relay Control Ground Short
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, DST connected in the System Data Go to Step Intermittent
mode (4) problem
2 Clear DTC 686 Go to Inter-
Start the engine mittent
Does DTC 686 re-set? section
Disconnect ECM connector C001 Go to Step Go to Step
Using a DVOM check the resistance value (5) (7)
3
between ECM pin 71 and engine ground
Is the resistance less than 60 ohms?
Remove the power relay from the fuse block Repair the Go to Step
Using a DVOM check the resistance value shorted to (6)
again between ECM pin 71 and engine ground relay
ground control circuit
4
Is the resistance less than 60 ohms? as necessary.
See wiring
harness re-
pairs
Replace the power relay Go to Step _
5 (8)
Is the replacement complete?
Replace ECM Go to Step _
6
Is the replacement complete? (8)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
7 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-686 check for any stored
codes.
Does the engine operate normally with no stored
codes?
194
DTC 687-Relay Coil Short to Power
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel sys-
tem. This fault will set if the ECM detects a short circuit to power on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.
195
DTC 687-Relay Coil Short to Power
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
DST connected and in the system data mode Go to Step Go to Step
Key OFF (3) (4)
Remove the power relay from the fuse block
2
Using a DVOM check the resistance of the
relay coil between terminals 1 and 2
Is the resistance value less than 60 ohms?
Replace the power relay Go to Step _
3
Is the replacement complete? (9)
Using a DVOM check for continuity between Go to Step Go to Step
4 relay terminals 2 and 3 (3) (5)
Do you have continuity between them?
Key OFF System bat- Repair the Go to Step
Disconnect ECM wire harness connector tery voltage short to (6)
C001 power. See
5 Using a DVOM check for power between wiring har-
ECM pin 71 and engine ground with the key ness repair.
ON
Do you have power?
Replace the power relay Go to Step _
6 (7)
Is the replacement complete?
Remove all test equipment except the DST. Go to Step Go to Step
Connect any disconnected components, (8) (9)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
7
full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-687 check for any stored
codes.
Does DTC 687 still re-set?
196
Step Action Value(s) Yes No
Replace the ECM Go to Step _
8 (9)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
9 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-687 check for any stored
codes.
Does the engine operate normally with no stored
codes?
197
DTC 1111-Fuel Rev Limit
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the cali-
bration. This is generally set at 3200 rpms. The MIL command is ON during this active fault
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.
198
DTC 1111-Fuel Rev Limit
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine OFF Go to Step Go to Step
DST in Active Fault Mode (3) (4)
2
Are any other DTC codes present with DTC
1111?
Diagnose and repair any other DTC codes Go to Step -
before proceeding with this chart. (4)
3
Have any other DTC codes been diagnosed and
repaired?
Check the service part Number on the ECM to Go to Step Go to Step 5
4 ensure correct calibration is in use (6)
Is the service part Number Correct?
Replace ECM with the correct service part Go to Step -
5 number (9)
Is the replacement complete?
Check the mechanical operation of the throttle Go to Step Go to Step
6
Is the mechanical operation of the throttle OK? (8) (7)
Correct mechanical operation of the throttle. Go to Step -
Refer to Engine & Component section (9)
7
Has the mechanical operation of the throttle been
corrected?
Check engine for large manifold vacuum Go to Step Go to OBD
leaks. Refer to Fuel Systems symptom diag- (9) System
8 Check Sec-
nostics
Did you find and correct the vacuum leak? tion
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
9 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1111 check for any stored
codes.
Does the engine operate normally with no stored
codes?
199
DTC 1112-Spark Rev Limit
Circuit description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in
the calibration. This is generally set at 3200 rpms. The MIL command is ON during this ac-
tive fault and the engine will shut down.
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.
200
DTC 1112-Spark Rev Limit
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine OFF Go to Step Go to Step
DST connected (3) (4)
2
Are any other DTC codes present with DTC
1112?
Diagnose any other DTC codes before pro- Go to Step -
ceeding with this chart. (4)
3
Have any other DTC codes been diagnosed and
repaired?
Check the service part number on the ECM to Go to Step Go to Step 5
4 ensure correct calibration is in use (6)
Is the service part number correct?
Replace ECM with correct service part num- Go to Step -
5 ber (9)
Is the replacement complete?
Check the mechanical operation of the throttle Go to Step Go to Step
6
Is the mechanical operation of the throttle OK? (8) (7)
Correct mechanical operation of the throttle. Go to Step -
Refer to Engine & Component section (9)
7
Has the mechanical operation of the throttle been
corrected?
Check engine for large manifold vacuum Go to Step Go to OBD
leaks. Refer to Fuel Systems section Symp- (9) System
8 Check Sec-
tom Diagnostics
Did you find and correct the vacuum leak? tion
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
9 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1112 check for any stored
codes.
Does the engine operate normally with no stored
codes?
201
DTC 1151-Closed Loop Multiplier High LPG
Circuit description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier ex-
ceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially
at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to
run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor
causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
202
DTC 1151-Closed Loop High LPG
Step Action Value(s) Yes No
Perform the On-Board (OBD) System Check? Go to Step Go to Step
1
Are any other DTCs present? (3) (2)
Visually and physically check the following items: Go to Step Go to Step
The air intake duct for being collapsed or re- (9) (4)
stricted
The air filter for being plugged
System power fuses are good and in the
proper location
The EGO 1 sensor installed securely and the
2 wire leads not contacting the exhaust manifold
or ignition wires
ECM grounds must be clean and tight. Refer
to Engine Electrical Power and Ground Distri-
bution
Fuel System Diagnostics. Refer to Fuel Sys-
tem Diagnostics
Was a repair made?
Diagnose any other DTC codes before pro- Go to Step Go to step (4)
ceeding with this chart. Always repair existing (9)
codes starting with the lowest numerical code
3
set first.
Have any other DTC codes been detected, diag-
nosed and repaired?
Disconnect EGO1 connector C005 System Go to Step Repair the
Using a DVOM check for voltage between voltage (5) open EGO
EGO 1 connector pin B and engine ground power circuit
Key ON as necessary.
4 Refer to Wir-
(CHECK MUST BE MADE WITHIN 30
SECONDS OR BEFORE POWER RELAY ing Repairs in
SHUTS DOWN) Engine Elec-
trical.
Do you have voltage?
Key OFF Repair the Go to Step
Disconnect EGO 1 sensor wire harness con- shorted circuit (6)
nector C005 as necessary.
Disconnect ECM wire harness connector Refer to Wir-
C001 ing Repairs in
5 Engine Elec-
Key ON
trical.
Using a high impedance DVOM check for
continuity between EGO 1 connector signal
pin A and engine ground
Do you have continuity?
203
Step Action Value(s) Yes No
Using a high impedance DVOM check for Repair the Go to Step
continuity between EGO 1 connector signal shorted circuit (7)
ground pin C and EGO 1 signal pin A as necessary.
6 Do you have continuity? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Using a high impedance DVOM check for Go to step (8) Repair the
continuity between EGO 1 heater ground pin open EGO
7
D and ECM pin 72 heater ground
Do you have continuity?
Replace EGO 1 sensor Go to Step -
8
Is the replacement complete? (9)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
9 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1151 check for any stored
codes.
Does the engine operate normally with no stored
codes?
204
DTC 1152-Closed Loop Multiplier Low LPG
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the lim-
its of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is
limited at -35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty
EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to
run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
205
DTC 1152 –Closed Loop Low LPG
Step Action Value(s) Yes No
Perform the On-Board (OBD) System Check? Go to Step Go to Step
1
Are any other DTCs present? (3) (2)
Visually and physically check the following items: Go to Step Go to Step
The air intake duct for being collapsed or re- (6) (4)
stricted
The air filter for being plugged
The EGO sensor installed securely and the
2
wire leads not damaged contacting the sec-
ondary ignition wires
ECM grounds for being clean and tight.
Run the fuel system diagnostic checks
Was a repair made?
Diagnose any other DTC codes before pro- Go to Step Go to Step
ceeding with this chart. (6) (4)
3
Have any other DTC codes been detected, diag-
nosed and repaired?
Key OFF Repair the Go to Step
Disconnect EGO sensor wire harness connec- circuit short to (5)
tor voltage as
Disconnect ECM wire harness connector necessary.
4 Refer to wir-
Key ON
ing harness
Using a DVOM check for voltage at the EGO repair.
1 connector C005 signal pin C and engine
ground
Do you have voltage?
Replace EGO sensor Go to Step -
5
Is the replacement complete? (6)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
6 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1152 check for any stored
codes.
Does the engine operate normally with no stored
codes?
206
DTC 1153-Closed Loop Multiplier Low LPG
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the lim-
its of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is
limited at -35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty
EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to
run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
207
DTC 1153 –Closed Loop Low LPG
Step Action Value(s) Yes No
Perform the On-Board (OBD) System Check? Go to Step Go to Step
1
Are any other DTCs present? (3) (2)
Visually and physically check the following items: Go to Step Go to Step
The air intake duct for being collapsed or re- (6) (4)
stricted
The air filter for being plugged
The EGO sensor installed securely and the
2
wire leads not damaged contacting the sec-
ondary ignition wires
ECM grounds for being clean and tight.
Run the fuel system diagnostic checks
Was a repair made?
Diagnose any other DTC codes before pro- Go to Step Go to Step
ceeding with this chart. (6) (4)
3
Have any other DTC codes been detected, diag-
nosed and repaired?
Key OFF Repair the Go to Step
Disconnect EGO sensor wire harness connec- circuit short to (5)
tor voltage as
Disconnect ECM wire harness connector necessary.
4 Refer to wir-
Key ON
ing harness
Using a DVOM check for voltage at the EGO repair.
1 connector C005 signal pin C and engine
ground
Do you have voltage?
Replace EGO sensor Go to Step -
5
Is the replacement complete? (6)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
6 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1153 check for any stored
codes.
Does the engine operate normally with no stored
codes?
208
DTC 1161-Adaptive Learn High LPG
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxy-
gen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the
limits of normal operation. Always run the fuel system diagnostic checks before using the following
diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at es-
pecially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel
mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
209
DTC 1161 Adaptive Learn High LPG
Step Action Value(s) Yes No
Perform the On-Board (OBD) System Check? Go to Step Go to Step
1 Are any other DTCs present? (3) (2)
210
Step Action Value(s) Yes No
Using a high impedance DVOM check for Repair the Go to Step
continuity between EGO 1 connector signal shorted circuit (7)
ground pin C and EGO 1 signal pin A as necessary.
6 Do you have continuity? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Using a high impedance DVOM check for Go to Step Repair the
continuity between EGO 1 heater ground pin (8) open EGO
7
D and ECM pin 49 heater ground
Do you have continuity?
Replace EGO 1 sensor Go to Step -
8
Is the replacement complete? (9)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
9 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1161 check for any stored
codes.
Does the engine operate normally with no stored
codes?
211
DTC 1162-Adaptive Learn Low (LPG)
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer,
faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel sys-
tem to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
212
DTC 1162-Adaptive Learn Low LPG
Step Action Value(s) Yes No
Perform the On-Board (OBD) System Check? Go to Step Go to Step
1 Are any other DTCs present? (3) (2)
213
DTC 1165-LPG Catalyst Monitor
• Catalyst Function
• Check condition- Engine running
• Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
• MIL- On during active fault and for 1 second after active fault
• Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffl er. When the
signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks
prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this
trouble code after repairing exhaust leaks, and recheck for code.
214
DTC1171-EPR Pressure Higher Than Expected
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able
to pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pres-
sure higher than the actual commanded pressure. Adaptive learn is disabled and the MIL command is
ON during this fault. The engine will shutdown if this fault occurs.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. High secondary fuel pressure due to a worn or damaged primary or secondary seat may cause
this fault to set
215
DTC 1171-EPR Pressure Higher Than Expected
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Did you run the fuel pressure diagnostic test in Go to Step Go to Step
2 the fuel system diagnostic section with no prob- (4) (3)
lems found?
Run the EPR pressure test in the fuel system Go to Step Follow the
diagnostic section (4) EPR service
Did the EPR pass the fuel pressure test specifi- recommenda-
3
cations? tions from the
fuel pressure
test chart.
Inspect the EPR electrical connector pins Repair the Go to Step
C018 for damage, corrosion or contamina- circuit as (5)
tion. necessary.
4
Did you find a problem? Refer to wire
harness re-
pair section.
Replace or repair the EPR Go to Step _
5
Is the replacement complete? (6)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
6 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC1171 check for any stored
codes.
Does the engine operate normally with no stored
codes?
216
DTC1172-EPR Pressure Lower Than Expected
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able
to pass to the fuel mixer. This code will set in the event the actual pressure is 1.0 inches water pres-
sure lower than the actual commanded pressure. Adaptive is disabled and the MIL command is ON
during this fault. Engine will shutdown if this fault occurs.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. Low secondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.
217
DTC 1172-EPR Pressure Lower Than Expected
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Did you run the fuel pressure diagnostic test in Go to Step Go to Step
2 the fuel system diagnostic section with no prob- (4) (3)
lems found?
Run the EPR pressure test in the fuel system Go to Step Follow the
diagnostic section (4) EPR service
Did the EPR pass the fuel pressure test specifi- recommenda-
3
cations? tions from the
fuel pressure
test chart.
Inspect the EPR electrical connector C018 Repair the Go to Step
for damage, corrosion or contamination. circuit as (5)
Did you find a problem? necessary.
4
Refer to wire
harness re-
pair section.
Replace or repair the EPR Go to Step _
5
Is the replacement complete? (6)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
6 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC1172 check for any stored
codes.
Does the engine operate normally with no stored
codes?
218
DTC 1612-RTI 1 Loss
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this code occurs.
219
DTC 1612-RT 1 Loss
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC 1612 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as nec-
essary. Refer
3 to Wiring Re-
pairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1612 check for any stored
codes.
Does the engine operate normally with no stored
codes?
220
DTC 1613-RTI 2 Loss
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is exe-
cuted. Several different things can happen within the microprocessor that will cause this fault.
The ECM will attempt to reset itself in the event this fault is set. The MIL command is on and
will remain on until the code is cleared using the DST. The engine will shut down if this code
occurs.
221
DTC 1613-RTI 2 Loss
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC 1613 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1613 check for any stored
codes.
Does the engine operate normally with no stored
codes?
222
DTC 1614-RTI 3 Loss
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this code occurs.
223
DTC 1614-RTI 3 Loss
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC 1614 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1614 check for any stored
codes.
Does the engine operate normally with no stored
codes?
224
DTC 1615-A/D Loss
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this code occurs.
225
DTC 1615-A/D Loss
226
DTC 1616-Invalid Interrupt
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this code occurs.
227
DTC 1616-Invalid Interrupt
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC 1616 reset with the engine idling? section
Check ECM power and ground circuits Go to Step Repair the
Did the power and ground circuits check OK? (4) circuit as
necessary.
3 Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
4
Is the replacement complete? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1616 check for any stored
codes.
Does the engine operate normally with no stored
codes?
228
DTC 1626-CAN Tx Failure
CAN Tx
Check Condition-Engine running
Fault Condition-CAN Tx error 120 packets lost within 1 second
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital de-
vices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. This fault will set if the ECM de-
tects 120 packets lost within a one second time period. The MIL command is ON.
229
DTC 1626-CAN Tx Failure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC1626 reset with the engine idling? section
Check that the ECM power connection C019 Go to Step Repair the
is clean, tight and in the proper location. (4) circuit as
Check that the ECM ground connection necessary.
3 C010 is clean, tight and in the proper loca- Refer to Wir-
tion. ing Repairs in
Are the power and ground circuits OK? Engine Elec-
trical.
230
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
8 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1626 check for any stored
codes.
Does the engine operate normally with no stored
codes?
231
DTC 1627-CAN Rx Failure
CAN Rx
Check Condition-Engine running
Fault Condition-CAN Rx error 120 packets lost within 1 second
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital de-
vices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. This fault will set if the ECM de-
tects 120 packets lost within a one second time period. The MIL command is ON.
232
DTC 1627-CAN Rx Failure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC1627 reset with the engine idling? section
Check that the ECM power connection C019 Go to Step Repair the
is clean, tight and in the proper location. (4) circuit as
Check that the ECM ground connection necessary.
3 C010 is clean, tight and in the proper loca- Refer to Wir-
tion. ing Repairs in
Are the power and ground circuits OK? Engine Elec-
trical.
233
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
8 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1627 check for any stored
codes.
Does the engine operate normally with no stored
codes?
234
DTC 1628-CAN Address Conflict
CAN Rx
Check Condition-Engine running
Fault Condition-5 or more address conflict errors
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital de-
vices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. Individual devices are assigned
network addresses. This fault will set if the ECM detects an address conflict, such as two devices
with the same address. This is usually not due to an in field failure and may be the results of “add
on” CAN devices
235
DTC 1628-CAN Address Conflict
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Clear system fault code mittent
Does DTC1628 reset with the engine idling? section
Key OFF Repeat step 3 Contact the
Disconnect one CAN device until all CAN CAN device
Clear DTC 1628 devices have manufacturer
been discon- for additional
3 Key ON (start engine if possible if not con-
nected one at CAN address
tinue cranking for at least 3 seconds)
a time information
Wait 5 seconds
Go to Step
Does DTC 1628 re-set? (4)
Has the CAN device been replaced or address Go to Step _
4
conflict resolved? (5)
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
5 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1628 check for any stored
codes.
Does the engine operate normally with no stored
codes?
236
DTC 1644-MIL Control Ground Short
MIL
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL output shorted to ground
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related prob-
lem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will
display DTCs that have been stored due to a possible system malfunction. The following DTC charts in
this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine
is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illumi-
nate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start
or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the
circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to ground.
237
DTC 1644-MIL Control Ground Short
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Inter-
2 Clear system fault code mittent
Key OFF section
Key ON
Does DTC 1644 reset?
Key OFF Go to Step Intermittent
Disconnect the ECM wire harness connector (4) problem
C001 Go to Inter-
3 mittent
Using a DVOM check for continuity between
ECM connector pin 5 and engine ground section
Do you have continuity?
Disconnect vehicle interface connector C012 Repair the Repair the
Using a DVOM check for continuity between shorted to MIL control
ECM connector pin 80 and engine ground ground circuit wire short to
Do you have continuity? between the ground be-
ECM connec- tween the
tor and vehicle inter-
4
engine face
ground. Then connector
go to step (6) and vehicle
chassis.
Then go to
step (6)
Replace the ECM Go to Step _
5 (7)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (5)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
6 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1644 check for any stored
codes.
Does the engine operate normally with no stored
codes?
238
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
7 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1644 check for any stored
codes.
Does the engine operate normally with no stored
codes?
239
DTC 1645-MIL Control Ground Short To Power
MIL check
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL output shorted to voltage
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related prob-
lem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will
display DTCs that have been stored due to a possible system malfunction. The following DTC charts in
this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine
is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illumi-
nate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start
or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the
circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to voltage.
240
DTC 1645-MIL Control Short to Power
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON, Engine Running Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
System Data Mode Go to Inter-
2 Clear system fault code mittent
Key OFF section
Key ON
Does DTC 1644 reset?
Key OFF Go to Step Intermittent
Disconnect the ECM wire harness connector (4) problem
C001 Go to Inter-
3 Using a DVOM check for voltage between mittent
ECM connector pin 80 and engine ground section
Key ON
Do you have voltage?
Disconnect vehicle interface connector C012 Repair the Repair the MIL
Using a DVOM check for voltage between shorted to control wire
ECM connector pin 80 and engine ground voltage circuit short to volt-
Do you have voltage? between the age between
ECM connec- the vehicle
4 tor and interface con-
engine nector and
ground. Then vehicle chas-
go to step (6) sis.
Then go to
step (6)
Replace the ECM Go to Step _
5 (7)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to Step
Connect any disconnected components, (5)
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
6 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1645 check for any stored
codes.
Does the engine operate normally with no stored
codes?
241
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
7 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-1645 check for any stored
codes.
Does the engine operate normally with no stored
codes?
242
DTC 2111-Unable To Reach Lower TPS
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine sig-
nal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will
read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these volt-
ages. Although the voltages are different, the calculated values for the throttle position percentages
should be very close to the same. The TPS values are used by the ECM to determine if the throttle is
opening as commanded. This fault will set if the actual throttle position is 20% greater than the throttle
command. During this active fault the MIL command is ON and the engine will shutdown.
243
DTC 2111 Unable To Reach Lower TPS
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
DBW (Drive By Wire) test mode Go to Intermit-
2 tent section
Depress foot pedal until the throttle com-
mand is between 63%-68%
Is the TPS 1 voltage greater than 2.0 volts?
Key OFF Go to Step Go to Step (4)
Disconnect electronic throttle connector (6)
C017
Probe TPS 1 signal pin 6 with a test light
3
connected to battery voltage
Key ON
Does DST display TPS 1 voltage less than 0.2
volts?
Key OFF Repair the Go to Step (5)
Disconnect ECM wire harness connector circuit as
C001 necessary.
Key ON Refer to Wir-
4 ing Repairs in
Using a DVOM check for voltage between
Engine Elec-
throttle connector TPS 1signal pin 6 and en-
trical.
gine ground
Do you have voltage?
Replace ECM Go to Step -
5 (13)
Is the replacement complete?
Probe sensor ground circuit at ECM connec- Go to Step Go to Step (7)
tor C001 with a test light connected to battery (9)
6
voltage
Does the test light come on?
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (8) circuit as nec-
C001 essary. Refer
7 Using a DVOM check for continuity between to Wiring Re-
throttle connector signal ground pin 2 and pairs in
ECM signal ground circuit pin 20 Engine Elec-
trical.
Do you have continuity between them?
Replace ECM Go to Step -
8 (13)
Is the replacement complete?
Check throttle for foreign object in bore Go to Step Go to Step
9 (10) (11)
Did you find a foreign object in the bore?
Remove foreign object Go to Step -
10 (13)
Is the removal complete?
244
Step Action Value(s) Yes No
Inspect the throttle wire harness connector Repair the Go to Step
terminals for damage, corrosion or contami- circuit as (12)
nation necessary.
11 Did you find the problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace throttle Go to Step -
12 (13)
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
13 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-2111 check for any stored
codes.
Does the engine operate normally with no stored
codes?
245
DTC 2112-Unable To Reach Higher TPS
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine
signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2
will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these
voltages. Although the voltages are different, the calculated values for the throttle position percent-
ages should be very close to the same. The TPS values are used by the ECM to determine if the
throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than
the throttle command. The MIL command is ON and the engine will shutdown.
246
DTC 2112-Unable To Reach Higher TPS
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
1 Check? (2) System Check
Section
Key ON, Engine OFF Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
DBW (Drive By Wire) test mode Go to Intermit-
2 tent section
Depress foot pedal until the throttle com-
mand is 63%-68%
Is the TPS voltage less than 2.0 volts?
Key OFF Go to Step Go to Step (8)
Disconnect electronic throttle connector (4)
C017
3 Probe TPS 1 signal circuit pin 6 with test light
connected to battery voltage
Key ON
Is TPS voltage 4.0 volts or greater?
Check throttle bore for foreign object Go to Step Go to Step (6)
4
Did you find a problem? (5)
Remove the foreign object Go to Step
5 (11) -
Has the object been removed?
Check the electronic throttle connector ter- Repair the Go to Step (7)
minals for damage corrosion or circuit as
contamination necessary.
6 Did you find a problem? Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace throttle Go to Step -
7 (11)
Is the replacement complete?
Key OFF Go to Step Repair the
Disconnect ECM wire harness connector (9) circuit as nec-
C001 essary. Refer
8 Using a DVOM check for continuity between to Wiring Re-
throttle connector TPS 1 signal pin 6 and pairs in
ECM TPS 1 signal pin 5 Engine Elec-
Do you have continuity between them? trical.
Using a DVOM check for continuity between Repair the Go to Step
throttle connector TPS 1 signal pin 6 and en- shorted to (10)
gine ground ground circuit
Do you have continuity between them? as necessary.
9
Refer to Wir-
ing Repairs in
Engine Elec-
trical.
Replace ECM Go to Step -
10
Is the replacement complete? (11)
247
Step Action Value(s) Yes No
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System Check
fuses, etc.
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
11 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-2112 check for any stored
codes.
Does the engine operate normally with no stored
codes?
248
DTC 2229-BP High Pressure
Barometric Pressure
Check Condition-Key ON
Fault Condition-BP greater than 16 psia
MIL-ON for active fault
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure
value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the
normal range.
249
DTC 2229-BP High Pressure
Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System - Go to Step Go to OBD
Check? (2) System
1
Check Sec-
tion
Key ON Go to Step Intermittent
DST (Diagnostic Scan Tool) connected in (3) problem
2 System Data Mode Go to Inter-
Does DST display MAP pressure of 16 psia or mittent
greater? section
Replace TMAP sensor. Go to Step 4 -
3
Is the repair complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, System
fuses, etc. Check
Using the DST clear DTC information from
the ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to
4 full operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test pa-
rameters of DTC-2229 check for any stored
codes.
Does the engine operate normally with no stored
codes?
250
Definitions
251
Air Valve Vacuum (AVV): The vacuum signal CNG: Compressed Natural Gas.
taken from below the air valve assembly and CKP: Crankshaft Position Sensor
above the throttle butterfly valve. CMP: Camshaft Position Sensor
ADP: Adaptive Digital Processor. Conductor: A material, normally metallic, that per-
Air/Fuel Ratio: The amount or balance of air and mits easy passage of electricity.
fuel in the air fuel mixture that enters the engine. Contaminants: Impurities or foreign material pre-
Analog Voltmeter: A meter that uses a mechani- sent in fuel.
cal needle to point to a value on a scale of Control Module: One of several informal names
numbers. It is usually of the low impedance type for a solid state microcomputer which monitors
and used to measure voltage and resistance. engine conditions and controls certain engine
Aromatics: Pertaining to or containing the six- functions; i.e. air/fuel ratio, injection and ignition
carbon ring characteristic of the benzene series. time, etc. The formal name and the one used
Found in many petroleum distillates. throughout this manual is ECM, or Engine Control
Back re: Combustion of the air/fuel mixture in the Module.
intake or exhaust manifolds. A backfire can occur Converter: A LPG fuel system component contain-
if the intake or exhaust valves are open when ing varying stages of fuel pressure regulation
there is a mis-timed ignition spark. combined with a vaporizer.
Benzene: An aromatic (C6H6). Sometimes blended Cryogen: A refrigerant used to obtain very low
with gasoline to improve anti-knock value. Ben- temperatures.
zene is toxic and suspected of causing cancer. Current: The volume or ow of electrons through a
Bi-Fueled: A vehicle equipped to run on two fuels. conductor. Measured in amperes or amps.
Blow-By: Gases formed by the combustion of fuel DBW: Drive By Wire
and air, which ordinarily should exert pressure Dedicated Fuel System: A motor fuel system de-
only against the piston crown and rst compres- signed to operate on only one fuel type.
sion ring. When rings do not seal, these gases Diaphragm: A thin, exible membrane that sepa-
escape or “blow by” the side of the piston into the rates two chambers. When the pressure in one
crankcase. chamber is lower than in the other chamber, the
BTU: British Thermal Unit. A measurement of the diaphragm will move toward the side with the low
amount of heat required to raise the temperature pressure.
of 1lb. of water 1 degree F. Diaphragm Port: The external port located at the
Butane: An odorless, colorless gas, C4H10 found in fuel inlet assembly and connected to the vacuum
natural gas and petroleum. One of the ve LP chamber above the air valve diaphragm.
gases. DLC: Data Link Connector.
CAFE: Corporate Average Fuel Economy. DTC: Diagnostic Trouble Code
CARB: California Air Resources Board. DST: Diagnostic Scan Tool.
Carbon Monoxide (CO): A chemical compound of DVOM: Digital Volt/ohm Meter. A meter that uses a
a highly toxic gas that is both odorless and color- numerical display in place of a gauge and is usu-
less. ally of the high impedance type.
Carburetor: An apparatus for supplying an inter- ECT: Engine Coolant Temperature.
nal-combustion engine a mixture of vaporized fuel ECM: Electronic Control Module
and air. ECOM: A DLC cable supporting CAN and serial
Cathode Ray Tube: A vacuum tube in which cath- communication with a PSI/EControls ECM.
ode rays usually in the form of a slender beam EFI: Electronic Fuel Injection. A fuel injection sys-
are projected on a uorescent screen and pro- tem, which uses a microcomputer (ECM) to
duce a luminous spot. determine and control the amount of fuel, re-
Circuit: A path of conductors through which elec- quired by, and injected into, a particular engine.
tricity ows. EGO: Exhaust Gas Oxygen, used to describe a
Closed Loop Operation: Applies to systems utiliz- sensor. Also known as “HEGO” (Heat Exhaust
ing an oxygen sensor. In this mode of operation, Gas Oxygen) sensor, “O2” or “Oxygen sensor.
the system uses oxygen sensor information to de- EGR: Exhaust Gas Recirculation.
termine air/fuel ratio. Adjustments are made EPA: Environmental Protection Agency: A regulat-
accordingly and checked by comparing the new ing agency of the Federal government which,
oxygen sensor to previous signals. No stored in- among other duties, establishes and enforces
formation is used. automotive emissions standards.
252
Ethanol: Grain alcohol (C2H5OH), generally pro- Hydrocarbon: A chemical compound made up of
duced by fermenting starch or sugar. hydrogen and carbon (HC). Gasoline and almost
Evaporative Emissions Controls: An automotive all other fuels are hydrocarbons.
emission control system designed to reduce hy- Hydrostatic Relief Valve: A pressure relief device
drocarbon emissions by trapping evaporated fuel installed in the liquid LPG hose on a LPG fuel
vapors from the fuel system. system.
Excess Flow Valve: A check valve that is caused IAT: Intake Air Temperature
to close by the fuel when the ow exceeds a pre- Ideal Mixture: The air/fuel ratio at which the best
determined rate. compromise of engine performance to exhaust
FTV: Fuel Trim Valve. emissions is obtained. Typically 14.7:1.
FFV: Flexible Fuel Vehicle. Ignition Reserve: The difference between avail-
Firing Line: The portion of an oscilloscope pattern able voltage and the required voltage.
that represents the total amount of voltage being ILEV: Inherently Low Emission Vehicle.
expended through the secondary circuit. Impedance: A form of opposition of AC electrical
FMVSS: Federal Motor Vehicle Safety Standards. current ow (resistance) measured in ohms.
FPP: Foot Pedal Position Sensor Insulation: A nonconductive material used to cover
Fuel Injector: a spring loaded, electromagnetic wires in electrical circuits to prevent the leakage
valve which delivers fuel into the intake manifold, of electricity and to protect the wire from corro-
in response to an electrical input from the control sion.
module. Intercept: An electrical term for a type of splice
Fuel Lock: A solenoid-controlled valve located in where the original circuit is interrupted and redi-
the fuel line to stop the ow when the engine rected through another circuit.
stops or the ignition switch is off. Knock: Sound produced when an engine’s air/fuel
Gasohol: 10 percent ethanol, 90 percent gasoline. mixture is ignited by something other than the
Often referred to as E-10. spark plug, such as a hot spot in the combustion
Gasoline: A motor vehicle fuel that is a complex chamber. Also caused by a fuel with an octane
blend of hydrocarbons and additives. Typical oc- rating that is too low and/or incorrect ignition tim-
tane level is 89. ing. Also called detonation or ping.
GCP: Spectrum III (90-pin) ECM. Lambda Sensor: A feedback device, usually lo-
Greenhouse Effect: A scienti c theory suggesting cated in the exhaust manifold, which detects the
that carbon dioxide from the burning of fossil fuels amount of oxygen present in exhaust gases in re-
is causing the atmosphere to trap heat and cause lation to the surrounding atmosphere. (See
global warming. HEGO).
HC: Hydrocarbon. An organic chemical compound. LDV: Light Duty Vehicle.
HD 10: A fuel of not less than 80% liquid volume Lean Mixture: An air to fuel ratio above the
propane and not more than 10% liquid volume stoichiometric ratio; too much air.
propylene. LEV: Low Emission Vehicle.
HD 5: A fuel of not less than 90% liquid volume Limp-in or Limp Home: A mode where the ECM
propane and not more than 5% liquid volume or a component has failed, but the vehicle re-
propylene. mains operational although the engine may
HDV: Heavy Duty Vehicle. operate minimally. This term may also describe
Heavy Ends: A term used to describe the build up the drivability characteristics of a failed computer
of wax-like impurities that fall out of LPG when system.
vaporized. Liquid Petroleum Gas (LPG): A fuel commonly
HEGO: Heated Exhaust Gas Oxygen, used to de- known as propane consisting mostly of propane
scribe a sensor. Also known as “EGO” (Exhaust (C3H8), derived from the liquid components of
Gas Oxygen sensor), “O2” or “Oxygen sensor. natural gas stripped out before the gas enters the
Hg: Chemical symbol for the element mercury. pipeline, and the lightest hydrocarbons produced
Used in reference to a measure of vacuum during petroleum re ning. Octane level of LPG is
(inches of Hg). 107.
Histogram: The graphical version of a table which LPG: Liqui ed Petroleum Gas.
shows what proportion of values fall into specific M85: A blend of gasoline and methanol consisting
categories over a specific period of time. of 85% methanol and 15% gasoline.
Measurements of Pressure: 1 PSI=2.06” Hg
253
(mercury) = 27.72” H2O (water column). At sea Ozone: A radical oxygen module (O3) that is found
level atmospheric pressure is 29.92” Hg. in the upper atmosphere and lters out ultraviolet
Methanol: Known as wood alcohol (CH3OH), a radiation from the sun. Ground level ozone is
light, volatile, ammable alcohol commonly made formed by NOX, during the formation of photo-
from natural gas. chemical smog.
MIL: Malfunction Indicator Lamp. Particulates: Microscopic pieces of solid or liquid
Mis re: Failure of the air/fuel mixture to ignite dur- substances such as lead and carbon that are dis-
ing the power stroke. charged into the atmosphere by internal
Mixer: Fuel introduction device that does not in- combustion engines.
clude a throttle plate. Positive Crankcase Ventilation (PCV): An auto-
MFI: Multiport Fuel Injection. A fuel injection system motive emission control system designed to
that uses one injector per cylinder mounted on reduce hydrocarbon emissions by routing crank-
the engine to spray fuel near the intake valve case fumes into the intake manifold rather than to
area of combustion chamber. the atmosphere.
MSV: Manual Shut-Off Valve. Refers to the manu- Power Derate: A mode of reduced engine power
ally operated valve on the LPG tank. output for the purposes of protecting engine com-
MTBE: Methyl Tertiary Butyl Ether. Oxygenate add ponents during a failure or malfunction.
to gasoline to reduce harmful emissions and to Pressure Differential: The differential between
improve the octane rating. atmospheric pressure and intake manifold (re-
Multi-fuel System: A motor fuel system designed ferred to as vacuum) pressure.
to operate on two different fuels, such as LPG Pressure Regulator: A device to control the pres-
and gasoline. sure of fuel delivered to the fuel injector(s).
Natural Gas: A gas formed naturally from buried Primary Circuit: The low-voltage or input side of
organic material, composed of a mixture of hy- the ignition coil.
drocarbons, with methane (CH4) being the Propane: An odorless and colorless gas, C3H8,
dominant component. found in natural gas and petroleum.
NGV: Natural Gas Vehicle. Psia: pounds per square inch absolute
NOX: See Oxides of Nitrogen. PTV: Pressure Trim Valve
OBD: On Board Diagnostic Reactivity: Refers to the tendency of an HC in the
Octane Rating: The measurement of the antiknock presence of NOX and sunlight to cause a smog-
value of a motor fuel. forming reaction. The lighter the HC, the lower
OEM: Original Equipment Manufacturer, the vehicle reactivity tends to be.
manufacturer. Regulator: An assembly used to reduce and con-
Open-Loop: An operational mode during which trol the pressure of a liquid or vapor.
control module memory information is used to de- Resistance: The opposition to the ow of current in
termine air/fuel ratio, injection timing, etc., as an electrical circuit. Measured in ohms.
opposed to actual oxygen sensor input. Rest Pressure: Fuel pressure maintained within
Ori ce: A port or passage with a calibrated open- the system after engine shutdown.
ing designed to control or limit the amount of ow Rich Mixture: An air to fuel ratio below the
through it. stoichiometric ratio; too much fuel.
Oscilloscope: An instrument that converts voltage SAE: Society of Automotive Engineers.
and frequency readings into traces on a cathode Secondary Circuit: The high-voltage output side of
ray tube (also see Cathode Ray Tube). the ignition coil.
Oxides of Nitrogen: Chemical compounds of ni- SEFI or SFI: Sequential Electronic Fuel Injection or
trogen bonded to various amounts of oxygen Sequential Fuel Injection.
(NOX). A chief smog forming-agent. Sensors: Devices that provide the control module
Oxygen Sensor: An automotive fuel system that with engine information as needed to properly
produces a signal in accordance with the oxygen control engine function.
content of the exhaust gas. (See Lambda Sen-
sor).
Oxygenate: Oxygenates (such as MTBE, ethanol
and methanol) added to gasoline to increase the
oxygen content and therefore reduce exhaust
emissions.
254
Spark Line: The portion of an oscilloscope pattern TSB: Technical Service Bulletin.
that represents the time during which the air/fuel ULEV: Ultra Low Emission Vehicle.
mixture is being burned in the combustion cham- USB: Universal Serial Bus. A plug or interface sup-
ber. plied on most personal computers.
Splice: An electrical term for the joining of two or Vaporization: A process in which liquid changes
more conductors at a single point. states into gas.
Stoichiometric Ratio: An ideal fuel/air ratio for Venturi Air Valve Vacuum (VAVV): An ampli ed
combustion in which all of the fuel and most of air valve vacuum signal coming from the venturi
the oxygen will be burned. area of the mixer, directly exposed to air ow be-
Sulfur Oxides: Chemical compounds where sulfur fore the addition of vaporized LPG.
is bonded to oxygen produced by the combustion Volt/ohmmeter (VOM): A combination meter used
of gasoline or any other fuel that contains sulfur. to measure voltage and resistance in an electrical
As sulfur oxides combine with water in the at- circuit. Available in both analog and digital types.
mosphere to form sulfuric acid. May also referred to as AVOM and DVOM.
System Pressure: The fuel pressure maintained in Voltage: The electrical pressure that causes cur-
the system during normal engine operation. rent to ow in a circuit. Measured in volts.
Tap: An electrical term for a type of splice where Voltage Drop: A lowering of the voltage in a circuit
the original circuit is not interrupted. when resistance or electrical load is added.
TBI: Throttle Body Injection. Any of several injec- Voltmeter: A meter that uses a needle to point to a
tion systems that have the fuel injector(s) value on a scale of numbers usually of the low
mounted in a centrally located throttle body. impedance type; used to measure voltage and
Throttle Body: Controls engine RPM by adjusting resistance.
the engine manifold vacuum to the mixer. Con- VSS: Vehicle Speed Sensor
sists of a housing shaft, throttle liner and butter y Xylene: C6H4 (CH3)2. Any of three toxic, ammable,
valve. and oily isomeric aromatic hydrocarbons that are
TLEV: Transitional Low Emission Vehicle. dimethyl homologues of benzene and usually ob-
TMAP: Combined Air Inlet and Manifold Pressure tained from petroleum or natural gas distillates.
Sensor. ZEV: Zero Emission Vehicle.
Toluene: A liquid aromatic hydrocarbon C7H8.
TPS: Throttle Position Sensor.
255