Engine Controls - 2.6l & 3.2l - Diagnosis (DTC p0449 - p2010) Cadillac CTS I

Circuit Description

A battery positive voltage is supplied to the evaporative emission (EVAP) canister vent solenoid valve. The control module grounds the EVAP canister vent solenoid valve control circuit to close the valve by means of an internal switch called a driver. The scan tool displays the commanded state of the EVAP canister vent solenoid valve as ON or OFF. The control module monitors the status of the driver. If the control module detects a low voltage on the control circuit when the driver is commanded OFF, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the OPEN or CLOSED states of the EVAP canister vent solenoid valve.

DTC P0449

Conditions for Running the DTC

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

Conditions for Setting the DTC

1. The control module detects approximately 3.5 volts on the control circuit when the driver is commanded OFF.
2. The fault is present for 50 seconds, cumulative during the drive cycle.

Action Taken When the DTC Sets

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

Conditions for Clearing the MIL/DTC

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

Test Description

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for a click when the valve operates. Ensure that both the ON and the OFF states are commanded.
2. 4: This step tests for proper voltage supply to the EVAP canister vent solenoid valve.
3. 5: This step tests the control modules ability to supply a ground to the EVAP canister vent solenoid valve.

DTC P0449

The control module monitors the fuel tank pressure (FTP) sensor signal in order to detect vacuum decay and excess vacuum during the evaporative emission (EVAP) diagnostic test. The control module supplies a 5-volt reference and a low reference circuit to the FTP sensor. If the FTP sensor signal voltage is not within a calibrated value range during a cold engine start, this DTC sets.

The following table illustrates the relationship between FTP sensor signal voltage and the EVAP system pressure/vacuum.

DTC P0451

The start up ECT is less than 35°C.

1. The FTP voltage is less than 0.78 volts or more than 2.94 volts within 12 seconds of start up.
2. The condition is present for more than 10 seconds.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: This step verifies that the condition is present.
2. 4: This step tests the 5-volt reference of the FTP sensor.
3. 5: This step tests the low reference circuit of the FTP sensor.

DTC P0451

The control module monitors the fuel tank pressure (FTP) sensor signal in order to detect vacuum decay and excess vacuum during the evaporative emission (EVAP) diagnostic test. The control module supplies a 5-volt reference and a low reference circuit to the FTP sensor. If the control module detects the FTP sensor signal voltage below a calibrated value, this DTC will set.

The following table illustrates the relationship between FTP sensor signal voltage and the EVAP system pressure/vacuum.

DTC P0452

The engine is running.

1. The fuel tank pressure sensor voltage is less than 0.1 volts.
2. The condition is present for more than 50 seconds cumulative during the drive cycle.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

DTC P0452

The control module monitors the fuel tank pressure (FTP) sensor signal in order to detect vacuum decay and excess vacuum during the evaporative emission (EVAP) diagnostic test. The control module supplies a 5-volt reference and a low reference circuit to the FTP sensor. If the control module detects the FTP sensor signal voltage above a calibrated value, this DTC will set.

The following table illustrates the relationship between FTP sensor signal voltage and the EVAP system pressure/vacuum.

DTC P0453

The engine is running.

1. The FTP sensor voltage is more than 4.9 volts.
2. The condition is present for more than 50 seconds cumulative during the drive cycle.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

DTC P0453

System Description

The control module tests the evaporative emission (EVAP) system for a large leak. The control module monitors the fuel tank pressure (FTP) sensor signal to determine the EVAP system vacuum level. When the conditions for running are met, the control module commands the EVAP canister purge solenoid valve OPEN and the EVAP canister vent solenoid valve CLOSED. This allows engine vacuum to enter the EVAP system. At a calibrated time, or vacuum level, the control module commands the EVAP canister purge solenoid valve closed, sealing the system, and monitors the FTP sensor input in order to determine the EVAP system vacuum level. If the system is unable to achieve the calibrated vacuum level, or the vacuum level decreases too rapidly, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the OPEN or CLOSED states of the EVAP canister purge and vent solenoid valves.

DTC P0455

1. DTC P0101, P0102, P0103, P0112, P0113, P0117, P0118, P0121, P0122, P0123, P0125, P0221, P0222, P0223, P0443, P0449, P0451, P0452, P0453, P0458, P0459, P0498, P0499, P0500, P0560, P0562, P0563, P2122, P2123, P2127, P2128, P2138 are not set.
2. The engine has been running for 17 minutes or the fuel trim is stable.
3. The engine is idling.
4. The engine is operating in Closed Loop.
5. The battery voltage is between 10.5-18 volts.
6. The barometric pressure (BARO) is more than 68 kPa.
7. The fuel level is between 15-85 percent.
8. The intake air temperature (IAT) is between 2-35°C (39-95°F).
9. The start-up ECT and IAT are within 9°C (16°F) of each other.
10. The fuel tank pressure (FTP) is between -19 and +7.5 mm Hg (-10 and +4 in H2O).
11. The vehicle speed sensor (VSS) is 0 km/h (0 mph).

The EVAP system is not able to achieve or maintain vacuum during the diagnostic test.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

Diagnostic Aids

1. To help locate intermittent leaks, use the J 41413-200 Evaporative Emissions System Tester (EEST) to introduce smoke into the EVAP system. Move all EVAP components while observing smoke with the J 41413-SPT High Intensity White Light. Introducing smoke in 15 second intervals will allow less pressure into the EVAP system. When the system is less pressurized, the smoke will sometimes escape in a more condensed manner.
2. A temporary blockage in the EVAP canister purge solenoid valve, purge pipe or EVAP canister could cause an intermittent condition. Inspect and repair any restriction in the EVAP system.
3. To improve the visibility of the smoke exiting the EVAP system, observe the suspected leak area from different angles with the J 41413-SPT .
4. Reviewing the Failure Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to be set occurs. This may assist in diagnosing the condition.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: This step verifies that a failure condition is active.
2. 4: Introducing smoke in 15 second intervals may allow smaller leak areas to be more noticeable. When the system is less pressurized, the smoke will sometimes escape in a more condensed manner.
3. 6: This step verifies proper operation of the FTP sensor.
4. 7: A normal operating FTP sensor should increase above 5 inches of H2O and Stop between 6 inches of H2O and 7 inches of H2O.
5. 9: This step tests the EVAP canister purge solenoid valve vacuum source between the EVAP canister purge solenoid valve and the Intake manifold for restrictions or blockages.

DTC P0455

An ignition voltage is supplied directly to the evaporative emission (EVAP) canister purge solenoid valve. The EVAP canister purge solenoid valve is pulse width modulated (PWM). The scan tool displays the amount of ON time as a percentage. The control module monitors the status of the driver. The control module controls the EVAP canister purge solenoid valve ON time by grounding the control circuit via an internal switch called a driver. If the control module detects 0 volts on the control circuit when the driver is commanded OFF, this DTC sets.

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

1. The control module detects 0 volts on the EVAP purge control circuit when the driver is commanded OFF.
2. The fault is present for 50 seconds, cumulative during the drive cycle.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

The number below refers to the step number on the diagnostic table.

1. 2: This step tests if the concern is active. The EVAP canister purge solenoid valve is pulse width modulated (PWM). An audible clicking should be heard when the valve is commanded to 50 percent and should stop when the EVAP canister purge solenoid valve is commanded to 0 percent. The rate at which the valve cycles should increase as the commanded state is increased and decreased as the commanded state is decreased.

DTC P0458

An ignition voltage is supplied directly to the evaporative emission (EVAP) canister purge solenoid valve. The EVAP canister purge solenoid valve is pulse width modulated (PWM). The scan tool displays the amount of ON time as a percentage. The control module monitors the status of the driver. The control module controls the EVAP canister purge solenoid valve ON time by grounding the control circuit via an internal switch called a driver. If the control module detects voltage on the control circuit when the driver is commanded ON, this DTC sets.

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

1. The control module detects voltage on the control circuit when the driver is commanded ON.
2. The fault is present for 50 seconds, cumulative during the drive cycle.

1. The control module will illuminate the malfunction indicator lamp (MIL) during the second consecutive trip in which the diagnostic test ran and failed.
2. The control module will store conditions which were present when the DTC set as Freeze Frame/Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC will clear after 40 consecutive warm-up cycles without a malfunction.
4. Clear the MIL and the DTC with a scan tool.

The number below refers to the step number on the diagnostic table.

1. 2: This step tests if the concern is active. The EVAP canister purge solenoid valve is pulse width modulated (PWM). An audible clicking should be heard when the valve is commanded to 50 percent and should stop when the EVAP canister purge solenoid valve is commanded to 0 percent. The rate at which the valve cycles should increase as the commanded state is increased and decrease as the commanded state is decreased.

DTC P0459

This DTC tests for undesired intake manifold vacuum flow to the evaporative emission (EVAP) system. The control module seals the EVAP system by commanding the EVAP canister purge solenoid valve Closed and the EVAP canister vent solenoid valve Closed. The control module monitors the fuel tank pressure (FTP) sensor to determine if a vacuum is being drawn on the EVAP system. If vacuum in the EVAP system is more than a predetermined value within a predetermined time, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the Open or Closed states of the EVAP canister purge and vent solenoid valves.

DTC P0496

1. DTCs P0101, P0102, P0103, P0112, P0113, P0117, P0118, P0121, P0122, P0123, P0125, P0221, P0222, P0223, P0442, P0443, P0446, P0449, P0451, P0452, P0453, P0458, P0459, P0498, P0499 are not set.
2. The engine is operating in Closed Loop.
3. The engine is idling.
4. The engine has been running for 17 minutes or the fuel trim is stable.
5. The battery voltage is between 10.5-18 volts.
6. The start-up idle air temperature (IAT) is between 2-35°C (39-95°F).
7. The start-up engine coolant temperature (ECT) and IAT are within 9°C (16°F) of each other.
8. The fuel tank level is between 15-85 percent.
9. The fuel tank pressure (FTP) is between -19 and +7.5 mm Hg (-10 and +4 in H2O).
10. The barometric pressure (BARO) is more than 68 kPa (10.8 psi).
11. The vehicle speed sensor (VSS) is 0 km/h (0 mph).

The control module detects vacuum during a non-purge condition.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

An intermittent condition could be caused by an improperly installed or damaged EVAP canister purge solenoid valve or a temporary blockage in the EVAP canister purge solenoid valve. Inspect for blockage in the EVAP system.

DTC P0496

A battery positive voltage is supplied directly to the evaporative emission (EVAP) canister vent solenoid valve. The control module grounds the EVAP canister vent solenoid valve control circuit to close the valve by means of an internal switch called a driver. The scan tool displays the commanded state of the EVAP canister vent solenoid valve as ON or OFF. The control module monitors the status of the driver. If the control module detects low voltage on the control circuit when the driver is commanded OFF, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the OPEN or CLOSED states of the EVAP canister vent solenoid valve.

DTC P0498

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

1. The control module detects low voltage on the control circuit when the driver is commanded OFF.
2. The fault is present for 50 seconds, cumulative during the drive cycle.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

The number below refers to the step number on the diagnostic table.

1. 2: Listen for a click when the valve operates. Ensure that both the ON and the OFF states are commanded.

DTC P0498

A battery positive voltage is supplied to the evaporative emission (EVAP) canister vent solenoid valve. The control module grounds the EVAP canister vent solenoid valve control circuit to close the valve by means of an internal switch called a driver. The scan tool displays the commanded state of the EVAP canister vent solenoid valve as ON or OFF. The control module monitors the status of the driver. If the control module detects voltage on the control circuit when the driver is commanded ON, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the OPEN or CLOSED states of the EVAP canister vent solenoid valve.

DTC P0499

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

1. The control module detects system voltage on the control circuit when the driver is commanded ON.
2. The fault is present for 50 seconds, cumulative during the drive cycle.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

The number below refers to the step number on the diagnostic table.

1. 2: Listen for a click when the valve operates. Ensure that both the ON and the OFF states are commanded.

DTC P0499

The idle speed is controlled by the engine control module (ECM). The ECM will command the throttle valve motor to open or close the throttle valve in order to maintain the desired idle speed. If an RPM out of range condition exists, this DTC will set.

1. DTCs P0112, P0113, P0116, P0117, P0118, P0121, P0122, P0123, P0221, P0222, P0223, P0440, P0442, P0443, P0444, P0445, P0446, P0447, P0448, P0449, P0451, P0452, P0453, or P0500 are not set.
2. The intake air temperature (IAT) is more than 0°C (32°F).
3. The engine coolant temperature (ECT) is more than 60°C (140°F).
4. The engine load is less than 40 percent.
5. The evaporative emissions (EVAP) diagnostic is not running.
6. The EVAP is not purging.
7. The vehicle speed is 0 km/h (0 mph).

Conditions for Setting P0506

The control module detects actual engine RPM is less than the desired idle speed by at least 100 RPM.

Conditions for Setting P0507

The control module detects actual engine RPM is more than the desired idle speed by at least 200 RPM.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: If any of the listed DTCs are present, correct the condition before returning to this table.
2. 3: This test determines whether the engine can achieve the commanded RPM, and if not, whether the RPM is too high or too low.

DTC P0506 or P0507

Description

This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM). This diagnostic also addresses if the ECM is not programmed. The following DTCs are diagnosed in this DTC table

1. DTC P0601 control module read only memory (ROM)
2. DTC P0602 control module not programmed
3. DTC P0603 control module long term memory reset
4. DTC P0604 control module random access memory (RAM)
5. DTC P0606 control module internal performance

The numbers below refer to the step numbers on the diagnostic table.

1. 2: A DTC P0602 indicates the ECM is not programmed.
2. 4: Attempt to program the ECM. If the ECM fails to program a second time, replace the ECM.

DTC P0601-P0607, P1600, P1621, P1627, P1680, P1681, P1683, or P2610

This diagnostic addresses if the engine control module (ECM) is not programmed for the correct transmission.

The number below refers to the step number on the diagnostic table.

1. 2: A DTC P0610 indicates the ECM is not programmed.

DTC P0610

The engine control module (ECM) provides ignition 1 voltage to the coil side of the fuel pump relay. When you turn ON the ignition switch, the ECM energizes the fuel pump relay, which applies power to the fuel pump. The ECM applies a low current signal of approximately 7 volts to the fuel pump relay control circuit with the key ON and the engine OFF. The ECM uses this signal to detect the integrity of the fuel pump relay control circuit. The ECM enables the fuel pump relay as long as the engine is cranking or running, and crankshaft reference pulses are received. If no crankshaft reference pulses are received, the ECM de-energizes the fuel pump relay after 2 seconds. The ECM monitors the voltage on the fuel pump relay control circuit. If the ECM detects a low voltage condition on the fuel pump relay control circuit a fuel pump relay control DTC sets.

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

1. The ECM detects an incorrect voltage on the control circuit of the fuel pump relay.
2. The condition exists for less than 1 second.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

Conditions for Clearing the DTC

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

DTC P0628

The numbers below refer to the step numbers on the diagnostic table.

1. 4: This step verifies that the ECM is providing voltage to the fuel pump relay.
2. 5: This step tests for a short to ground in the control circuit to the fuel pump relay.

DTC P0628

The engine control module (ECM) provides ignition 1 voltage to the coil side of the fuel pump relay. When you turn ON the ignition switch, the ECM energizes the fuel pump relay, which applies power to the fuel pump. The ECM applies a low current signal of approximately 7 volts to the fuel pump relay control circuit with the key ON and the engine OFF. The ECM uses this signal to detect the integrity of the fuel pump relay control circuit. The ECM enables the fuel pump relay as long as the engine is cranking or running, and crankshaft reference pulses are received. If no crankshaft reference pulses are received, the ECM de-energizes the fuel pump relay after 2 seconds. The ECM monitors the voltage on the fuel pump relay control circuit. If the ECM detects an incorrect voltage on the fuel pump relay control circuit, a fuel pump relay control DTC sets.

1. The engine speed is more than 40 RPM.
2. The system voltage is between 8-18 volts.

1. The ECM detects an incorrect voltage on the control circuit of the fuel pump relay.
2. The condition exists for less than 1 second.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

DTC P0629

The numbers below refer to the step numbers on the diagnostic table.

1. 4: This step verifies that the ECM is providing voltage to the fuel pump relay.
2. 5: This step tests for an open in the ground circuit to the fuel pump relay.
3. 6: This step tests if voltage is constantly being applied to the control circuit of the fuel pump relay.

DTC P0629

The engine control module (ECM) opens the throttle blades by applying a pulse width modulated voltage to the throttle valve motor. The ECM reverses the polarity on the throttle valve motor control circuits in order to close the throttle blades. The ECM increases the pulse width as necessary to open the throttle blades. The ECM monitors the throttle position (TP) sensors 1 and 2 to determine the actual blade position. If the ECM detects the required pulse width modulation (PWM) to move the throttle blade exceeds a predetermined value, DTC P0638 sets.

1. The ignition is ON.
2. The vehicle speed is 0 km/h (0 mph).
3. The engine coolant temperature (ECT) is 5-100°C (41-212°F).
4. The intake air temperature (IAT) is more than 5°C (41°F).
5. The battery voltage is more than 10 volts.

The required PWM to move the throttle blades exceeds a predetermined value.

1. The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Freeze Frame/Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

1. Inspect for a condition in which the throttle valves may have been held open.
2. Inspect for conditions in which ice may have formed in the throttle bore.
3. The throttle valves are spring loaded to a slightly open position. The throttle valves should be open approximately 3-5 percent. This is referred to as the rest position.
4. The throttle valves should not be completely closed, nor should they be open any more than the specified amount.
5. The throttle valves should move open and to the closed position without binding under the normal spring pressure.
6. The throttle should NOT be free to move open or closed WITHOUT spring pressure.
7. The scan tool has the ability to operate the throttle control system using the TP function located in the TAC System menu. This function will operate the throttle valve through the entire range in order to determine if the throttle body and system operate correctly.
8. Refer to «Intermittent Conditions»(/cadillac/cts/i-2002-2007/remont/testing-diagnostics/#engine-controls-26l-32l-troubleshooting__intermittent-conditions) for the intermittents.

The numbers below refer to the step numbers on the diagnostic table.

1. 3: The throttle valves are spring loaded in a slightly open position and should move in either direction without binding. The throttle valves should always be under spring pressure.
2. 6: When the ignition is turn ON, the ECM operates the throttle control motor to verify the integrity of the system prior to start-up. This can be seen by the momentary flash of the test lamp as the ignition is turned ON.

DTC P0638

The malfunction indicator lamp (MIL) is located on the instrument panel cluster (IPC). The MIL informs the driver that an emission system fault has occurred and that the engine control system requires service. The engine control module (ECM) monitors the MIL control circuit for conditions that are incorrect for the commanded state of the MIL. For example, a failure condition exists if the ECM detects low voltage when the MIL is commanded OFF, or high voltage when the MIL is commanded ON. If the ECM detects an improper circuit condition on the MIL control circuit, DTC P0650 will set.

1. The engine is running.
2. The system voltage is between 8-18 volts.

1. The ECM detects an improper voltage on the circuit that controls the MIL.
2. The condition exists for at least 10 seconds.

The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
3. Clear the MIL and the DTC with a scan tool.

DTC P0650

The intake air duct is divided into two separate runners connecting to the intake manifold tuning (IMT) valve plenum. The IMT valve plenum is an H type configuration containing the IMT valve assembly. During low speed, high load conditions the IMT valve is closed creating two separate runner paths in the incoming air ducts which aids an increasing torque. During higher engine speeds, above 3,200 RPM, the IMT valve opens creating a path between the two intake air duct runners allowing equalization of the intake air pressure which aids in increasing horsepower. The IMT valve is controlled by an IMT vacuum solenoid. Manifold vacuum is supplied to the IMT solenoid. A 12-volt supply from the manifold fuse to the IMT solenoid is applied when the ignition key is turned ON. The solenoid is normally closed which will not allow vacuum to pass through it. When the engine speed and load are increased above a calibrated threshold the engine control module (ECM) provides a ground to the solenoid, energizing the solenoid and allowing vacuum to be applied to the IMT valve. When the IMT solenoid is commanded OFF, the voltage of the control circuit is high, battery voltage. When the IMT solenoid is commanded ON the voltage of the control circuit is low, near 0 volts. The ECM applies a pull up voltage of 2.6-4.6 volts on the control circuit to differentiate between an open, a short to ground, or a short to voltage.

1. The engine speed is more than 40 RPM.
2. The battery voltage is more than 8.05 volts and less than 18 volts.
3. The ECM must change the state of the IMT solenoid from OPEN to CLOSED.

The voltage of the control circuit drops below a predetermined threshold.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for an audible click when the intake manifold tuning (IMT) solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
2. 4: Tests for voltage at the coil side of the IMT solenoid. The manifold fuse supplies power to the coil side of the IMT solenoid.
3. 5: Verifies that the ECM is providing ground to the IMT solenoid.
4. 6: Tests if ground is constantly being applied to the IMT solenoid.

DTC P0660

The intake air duct is divided into two separate runners connecting to the intake manifold tuning (IMT) valve plenum. The IMT valve plenum is an H type configuration containing the IMT valve assembly. During low speed, high load conditions the IMT valve is closed creating two separate runner paths in the incoming air ducts which aids an increasing torque. During higher engine speeds, above 3,200 RPM, the IMT valve opens creating a path between the two intake air duct runners allowing equalization of the intake air pressure which aids in increasing horsepower. The IMT valve is controlled by an IMT vacuum solenoid. Manifold vacuum is supplied to the IMT solenoid. A 12-volt supply from the manifold fuse to the IMT solenoid is applied when the ignition key is turned ON. The solenoid is normally closed which will not allow vacuum to pass through it. When the engine speed and load are increased above a calibrated threshold the engine control module (ECM) provides a ground to the solenoid, energizing the solenoid and allowing vacuum to be applied to the IMT valve. When the IMT solenoid is commanded OFF, the voltage of the control circuit is high, battery voltage. When the IMT solenoid is commanded ON the voltage of the control circuit is low, near 0 volts. The ECM applies a pull up voltage of 2.6-4.6 volts on the control circuit to differentiate between an open, a short to ground, or a short to voltage.

1. The engine speed is more than 40 RPM.
2. The battery voltage is more than 8.05 volts and less than 18 volts.
3. The ECM must change the state of the IMT solenoid from OPEN to CLOSED.

The voltage of the control circuit drops below a predetermined threshold.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for an audible click when the intake manifold tuning (IMT) solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
2. 4: Tests for voltage at the coil side of the IMT solenoid. The manifold fuse supplies power to the coil side of the IMT solenoid.
3. 5: Verifies that the ECM is providing ground to the IMT solenoid.
4. 6: Tests if ground is constantly being applied to the IMT solenoid.

DTC P0661

The intake air duct is divided into two separate runners connecting to the intake manifold tuning (IMT) valve plenum. The IMT valve plenum is an H type configuration containing the IMT valve assembly. During low speed, high load conditions the IMT valve is closed creating two separate runner paths in the incoming air ducts which aids an increasing torque. During higher engine speeds, above 3,200 RPM, the IMT valve opens creating a path between the two intake air duct runners allowing equalization of the intake air pressure which aids in increasing horsepower. The IMT valve is controlled by an IMT vacuum solenoid. Manifold vacuum is supplied to the IMT solenoid. A 12-volt supply from the manifold fuse to the IMT solenoid is applied when the ignition key is turned ON. The solenoid is normally closed which will not allow vacuum to pass through it. When the engine speed and load are increased above a calibrated threshold, the engine control module (ECM) provides a ground to the solenoid, energizing the solenoid and allowing vacuum to be applied to the IMT valve. When the IMT solenoid is commanded OFF, the voltage of the control circuit is high, battery voltage. When the IMT solenoid is commanded ON, the voltage of the control circuit is low, near 0 volts. The ECM applies a pull up voltage of 2.6-4.6 volts on the control circuit to differentiate between an open, a short to ground, or a short to voltage. If the ECM detects a voltage above a predetermined threshold, DTC P0662 will set.

1. The engine speed is more than 40 RPM.
2. The battery voltage is more than 8.05 volts and less than 18 volts.
3. The ECM must change the state of the IMT solenoid from OPEN to CLOSED.

The voltage of the control circuit is above a predetermined threshold.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for an audible click when the intake manifold tuning (IMT) solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
2. 4: This step verifies that the engine control module (ECM) is providing a ground to the IMT solenoid.
3. 5: This step tests for an open in the battery positive voltage circuit to the IMT solenoid.
4. 6: This step tests if voltage is constantly being applied to the IMT solenoid control circuit.

DTC P0662

This diagnostic trouble code (DTC) indicates that an emissions related transmission fault has occurred. The transmission control module (TCM) has no direct control of the malfunction indicator lamp (MIL), but if a transmission fault occurs that is emissions related, the MIL must illuminate. The TCM transmits a MIL request signal over the CAN bus to the ECM and the ECM will turn ON the MIL. This allows the MIL to illuminate, even though the fault was detected by the TCM. If a TCM MIL request signal is received by the ECM, P0700 will set.

Tested continuously

An emission related transmission DTC has been stored by the TCM.

1. The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Freeze Frame/Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 6 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

DTC P0700

The engine control module (ECM) controls the throttle blades by applying a varying voltage to the throttle valve motor. The ECM monitors the actual throttle blade position using throttle position (TP) sensor 1 and 2. If the ECM detects the throttle position outside the desired throttle range for the rest position, DTC P1551 sets.

1. The ignition is ON.
2. The vehicle speed is 0 km/h (0 mph).
3. The engine speed is less than 40 RPM.
4. The engine coolant temperature (ECT) is 5-100°C (41-212°F).
5. The intake air temperature (IAT) is more than 5°C (41°F).
6. The battery voltage is more than 10 volts.
7. The accelerator pedal position (APP) is less than 15 percent.

1. The throttle blade is in the rest position. AND
2. The throttle position (TP) angle is less than 2.1 percent. OR
3. The TP angle is more than 9.8 percent.

1. The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
2. The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

1. The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
2. A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Clear the MIL and the DTC with a scan tool.

1. Inspect for a condition in which the throttle valves may have been held open.
2. Inspect for conditions in which ice may have formed in the throttle bore.
3. The throttle valves are spring loaded to a slightly open position. The throttle valves should be open approximately 3-5 percent. This is referred to as the rest position. The throttle valves should not be completely closed, nor should they be open any more than the specified amount. The throttle valves should move open and to the closed position without binding under the normal spring pressure. The throttle should NOT be free to move open or closed WITHOUT spring pressure.
4. The scan tool has the ability to operate the throttle control system using the Throttle Position function located in the TAC system menu. This function will operate the throttle valve through the entire range in order to determine if the throttle body and system operate correctly.
5. For intermittent conditions, refer to «Intermittent Conditions»(/cadillac/cts/i-2002-2007/remont/testing-diagnostics/#engine-controls-26l-32l-troubleshooting__intermittent-conditions) .

The numbers below refer to the step numbers on the diagnostic table.

1. 4: The throttle valves are spring loaded in a slightly open position and should move in either direction without binding. The throttle valves should always be under spring pressure.
2. 7: When the ignition is turned ON, the ECM operates the throttle control motor to verify the integrity of the system prior to start-up. This can be seen by the momentary flash of the test lamp as the ignition is turned ON.

DTC P1551

The intake manifold upper plenum is divided into two separate runners, one for each bank, by an intake manifold runner control (IMRC) valve. During low speed, high load conditions the IMRC valve is closed creating a longer runner path inside the plenum which increases torque. During higher engine speeds, above 3,200 RPM, the IMRC valve opens creating a shorter runner path inside the plenum which increases horsepower. The IMRC valve is controlled by an IMRC vacuum solenoid. Manifold vacuum is supplied to the IMRC solenoid. A 12-volt supply from the manifold fuse to the IMRC solenoid is applied when the ignition key is turned ON. The solenoid is normally closed which will not allow vacuum to pass through it. When the engine speed and load are increased above a calibrated threshold, the engine control module (ECM) provides a ground to the solenoid, energizing the solenoid and allowing a vacuum to be applied to the IMRC valve. When the IMRC solenoid is commanded OFF, the voltage of the control circuit is high, battery voltage. When the IMRC solenoid is commanded ON, the voltage of the control circuit is low, near zero volts. The ECM applies a pull up voltage of 2.6-4.6 volts on the control circuit to differentiate between an open, a short to ground, or a short to voltage.

1. The engine speed is more than 40 RPM.
2. The battery voltage is more than 8.05 volts and less than 18 volts.
3. The ECM must change the state of the IMRC solenoid from OPEN to CLOSED.

The voltage of the control circuit drops below a predetermined threshold.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for an audible click when the intake manifold runner control (IMRC) solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
2. 4: Tests for voltage at the coil side of the IMRC solenoid. The manifold fuse supplies power to the coil side of the IMRC solenoid.
3. 5: Verifies that the ECM is providing ground to the IMRC solenoid.
4. 6: Tests if ground is constantly being applied to the IMRC solenoid.

DTC P2008

The intake manifold upper plenum is divided into two separate runners, one for each bank, by an intake manifold runner control (IMRC) valve. During low speed, high load conditions the IMRC valve is closed creating a longer runner path inside the plenum which increases torque. During higher engine speeds, above 3,200 RPM, the IMRC valve opens creating a shorter runner path inside the plenum which increases horsepower. The IMRC valve is controlled by an IMRC vacuum solenoid. Manifold vacuum is supplied to the IMRC solenoid. A 12-volt supply from the manifold fuse to the IMRC solenoid is applied when the ignition key is turned ON. The solenoid is normally closed which will not allow vacuum to pass through it. When the engine speed and load are increased above a calibrated threshold, the engine control module (ECM) provides a ground to the solenoid, energizing the solenoid and allowing a vacuum to be applied to the IMRC valve. When the IMRC solenoid is commanded OFF, the voltage of the control circuit is high, battery voltage. When the IMRC solenoid is commanded ON, the voltage of the control circuit is low, near zero volts. The ECM applies a pull up voltage of 2.6-4.6 volts on the control circuit to differentiate between an open, a short to ground, or a short to voltage.

1. The engine speed is more than 40 RPM.
2. The battery voltage is more than 8.05 volts and less than 18 volts.
3. The ECM must change the state of the IMRC solenoid from OPEN to CLOSED.

The voltage of the control circuit drops below a predetermined threshold.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for an audible click when the intake manifold runner control (IMRC) solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
2. 4: Tests for voltage at the coil side of the IMRC solenoid. The manifold fuse supplies power to the coil side of the IMRC solenoid.
3. 5: Verifies that the ECM is providing ground to the IMRC solenoid.
4. 6: Tests if ground is constantly being applied to the IMRC solenoid.

DTC P2009

The intake manifold upper plenum is divided into two separate runners, one for each bank, by an intake manifold runner control (IMRC) valve. During low speed, high load conditions the IMRC valve is closed creating a longer runner path inside the plenum which increases torque. During higher engine speeds, above 3,200 RPM, the IMRC valve opens creating a shorter runner path inside the plenum which increases horsepower. The IMRC valve is controlled by an IMRC vacuum solenoid. Manifold vacuum is supplied to the IMRC solenoid. A 12-volt supply from the manifold fuse to the IMRC solenoid is applied when the ignition key is turned ON. The solenoid is normally closed, which will not allow vacuum to pass through it. When the engine speed and load are increased above a calibrated threshold, the engine control module (ECM) provides a ground to the solenoid, energizing the solenoid and allowing vacuum to be applied to the IMRC valve. When the IMRC solenoid is commanded OFF, the voltage of the control circuit is high, battery voltage. When the IMRC solenoid is commanded ON, the voltage of the control circuit is low, near 0 volts. The ECM applies a pull up voltage of 2.6-4.6 volts on the control circuit to differentiate between an open, a short to ground, or a short to voltage. If the ECM detects a voltage above a predetermined threshold, DTC P2010 will set.

1. The engine speed is more than 40 RPM.
2. The battery voltage is more than 8.05 volts and less than 18 volts.
3. The ECM must change the state of the IMRC solenoid from OPEN to CLOSED.

The voltage of the control circuit is above a predetermined threshold.

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The malfunction indicator lamp (MIL) will not illuminate.
3. The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
4. The driver information center, if equipped, may display a message.

1. A current DTC Last Test Failed clears when the diagnostic runs and passes.
2. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
3. Clear the DTC with a scan tool.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: Listen for an audible click when the intake manifold runner control (IMRC) solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
2. 4: This step verifies that the ECM is providing ground to the IMRC solenoid.
3. 5: This step tests for an open in the battery positive voltage circuit to the IMRC solenoid.
4. 6: This step tests if voltage is constantly being applied to the IMRC solenoid control circuit.

DTC P2010

See also:
• Engine Controls Schematics
• Engine Control Module (ECM) Connector End Views
• Engine Controls Connector End Views
• Diagnostic System Check - Engine Controls
• Intermittent Conditions
• Circuit Testing
• Wiring Repairs
• Testing for Intermittent Conditions and Poor Connections
• Connector Repairs
• Engine Control Module (ECM) Replacement
• Diagnostic Trouble Code (DTC) List
• Fuel Tank Replacement
• Lifting and Jacking the Vehicle
• Testing for Short to Ground
• Probing Electrical Connectors
• Crankcase Ventilation System Inspection/Diagnosis
• Service Programming System (SPS)
• Seat Cushion Replacement - Rear
• Instrument Cluster Schematics
• Diagnostic System Check - Automatic Transmission
• Idle Learn Procedure
• DTC P0451