2.4L - Dtcs P1043 to P2116: Other Dodge Dart PF

WHEN MONITORED

With the engine running and no battery or ASD Relay DTCs active.

SET CONDITION

The Powertrain Control Module (PCM) detects that the VVA Solenoid feedback current level is implausible. One trip fault.

POSSIBLE CAUSES

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) detects that the VVA Solenoid feedback current level is implausible. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) calculates that the delay in the measurement of current samples is greater that the required sampling period. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

Fault is set when the VVA solenoid current feedback level in voltage is out of range. One trip fault. Three good trips to turn the MIL off.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) calculates that the delay in the measurement of current samples is greater that the required sampling period. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

Fault is set when the VVA solenoid current feedback level in voltage is out of range. One trip fault. Three good trips to turn the MIL off.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) calculates that the delay in the measurement of current samples is greater that the required sampling period. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

Fault is set when the VVA solenoid current feedback level in voltage is out of range. One trip fault. Three good trips to turn the MIL off.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) calculates that the delay in the measurement of current samples is greater that the required sampling period. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running and no battery or ASD Relay DTCs active.

Fault is set when the VVA solenoid current feedback level in voltage is out of range. One trip fault. Three good trips to turn the MIL off.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine is running with no battery voltage or ASD Relay faults active.

The Powertrain Control Module (PCM) monitors the feedback current and determines that the VVA Solenoid is stuck. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine is running with no battery voltage or ASD Relay faults active.

The Powertrain Control Module (PCM) monitors the feedback current and determines that the VVA Solenoid is stuck. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine is running with no battery voltage or ASD Relay faults active.

The Powertrain Control Module (PCM) monitors the feedback current and determines that the VVA Solenoid is stuck. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine is running with no battery voltage or ASD Relay faults active.

The Powertrain Control Module (PCM) monitors the feedback current and determines that the VVA Solenoid is stuck. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn on the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch on time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn off the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch off time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn on the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch on time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn off the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch off time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn on the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch on time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P106A-CYLINDER 3 OIL SUPPLY SOLENOID VALVE SWITCH OFF TIME OUT OF RANGE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn off the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch off time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P106B-CYLINDER 4 OIL SUPPLY SOLENOID VALVE SWITCH ON TIME OUT OF RANGE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn on the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch on time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P106C-CYLINDER 4 OIL SUPPLY SOLENOID VALVE SWITCH OFF TIME OUT OF RANGE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

Engine running.

The Powertrain Control Module (PCM) measures the time needed to turn off the VVA Solenoid. When the PCM recognizes that the VVA Solenoids switch off time is too fast or too slow a fault is set. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on and battery voltage greater than 10 volts.

Ambient Air Temperature (AAT), Engine Coolant Temperature (ECT), and Intake Air Temperature (IAT) Sensor inputs are compared during a cold start. After start up, the values are monitored. If one of the readings is not plausible for two consecutive trips, a DTC is stored. Three good trips turns off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With engine run time and coolant temperature above a calibrated value. No Fuel Injector, Ignition Coil, or O2 Sensor DTCs active.

The Powertrain Control Module (PCM) detects a condition where the vehicle has remained in open loop fuel control, from a start-up condition, longer than a calibrated amount of time, when conditions would have otherwise expected closed loop operation. Two Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P112A-O2 SENSOR 1/1 PUMPING UNDERCURRENT

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the Oxygen Sensor 1/1 heater temperature greater than 496° C (925° F) and the battery voltage greater than 10.4 volts.

The Powertrain Control Module (PCM) detects that the Oxygen Sensor 1/1 voltage is greater than 3.99 volts for 40 seconds. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P112B-O2 SENSOR 1/1 PUMPING OVERCURRENT

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the ECT above 70 C (158 F), engine RPM between 1400 and 2300, the vehicle speed between 64 and 96 kph (40 and 60 mph), and the engine run time greater than 3 minutes.

The Powertrain Control Module (PCM) detects that the oxygen sensor signal does not switch adequately during monitoring. Two Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P112E-O2 SENSOR 1/1 PERFORMANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the engine running for less than 30 seconds, the Oxygen Sensor 1/1 heater temperature less than 251°C (484°F) and the battery voltage greater than 10.4 volts.

The Powertrain Control Module (PCM) detects that the Oxygen Sensor 1/1 signal voltage is below 2.5196 volts for 6 seconds after engine startup. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Scheme 249

Scheme 250

Scheme 251

Scheme 252

Scheme 253

1. OXYGEN SENSOR 1/1 VOLTAGE Start the engine and allow it to reach normal operating temperature. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts or fan. Do not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury. With a scan tool, monitor the 1/1 O2 Sensor Volts. Is the voltage less than 2.52 volts? Yes Go To 2 No Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to «INTERMITTENT CONDITION»(ref-646322-S20935349282014072800000) .
2. CHECK THE (K41) O2 1/1 SIGNAL CIRCUIT VOLTAGE Turn the ignition off. Disconnect the Oxygen Sensor 1/1 harness connector. Turn the ignition on. With a scan tool, monitor the 1/1 O2 Sensor Volts. Is the voltage above 4.8 volts? Yes Go To 3 No Go To 5
3. OXYGEN SENSOR 1/1 Measure the voltage on the (K902) O2 1/1 Return circuit in the Oxygen Sensor 1/1 harness connector. Is the voltage between 2.475 and 2.525 volts? Yes Replace the Oxygen Sensor 1/1 in accordance with the service information. Refer to «SENSOR, OXYGEN, REMOVAL»(ref-646230-S13401513602014072800000) . Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 4
4. CHECK THE (K902) O2 1/1 RETURN CIRCUIT FOR A SHORT TO GROUND Turn the ignition off. Disconnect the Powertrain Control Module (PCM) harness connector. Measure the resistance between ground and the (K902) O2 1/1 Return circuit in the Oxygen Sensor 1/1 harness connector. Is the resistance above 10k Ohms? Yes Go To 8 No Repair the (K902) O2 1/1 Return circuit for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
5. CHECK THE (K41) O2 1/1 SIGNAL CIRCUIT FOR A SHORT TO GROUND Measure the resistance between ground and the (K41) O2 1/1 Signal circuit in the Oxygen Sensor 1/1 harness connector. Is the resistance above 10k Ohms? Yes Go To 6 No Repair the (K41) O2 1/1 Signal circuit for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
6. CHECK FOR THE (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO THE (K902) O2 1/1 RETURN CIRCUIT Measure the resistance between the (K41) O2 1/1 Signal circuit and the (K902) O2 1/1 Return circuit in the Oxygen Sensor 1/1 harness connector. Is the resistance above 10k Ohms? Yes Go To 7 No Repair the short between the (K902) O2 1/1 Return circuit and the (K41) O2 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
7. CHECK FOR THE (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO THE (Z909) GROUND CIRCUIT Measure the resistance between the (K41) O2 1/1 Signal circuit and the (Z909) Ground circuit in the Oxygen Sensor 1/1 harness connector. Is the resistance above 10k Ohms? Yes Go To 8 No Repair the short between the (Z909) Ground circuit and the (K41) O2 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
8. POWERTRAIN CONTROL MODULE (PCM) Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Oxygen Sensor 1/1 and the Powertrain Control Module (PCM). Look for any chafed, pierced, pinched or partially broken wires. Look for broken, bent, pushed out or corroded terminals. Perform any Technical Service Bulletins (TSBs) that may apply. Were any problems found? Yes Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Replace and program the Powertrain Control Module (PCM) in accordance with the service information. Refer to «MODULE, POWERTRAIN CONTROL, REMOVAL»(ref-646224-S21304088122014072800000) . Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .

P113D-O2 SENSOR 1/1 SLOW RESPONSE (HIGH FREQUENCY)

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

Scheme 254

With the minimum engine run time of 89 seconds, Engine Coolant Temperature (ECT) at least 60°C (140°F), engine RPM between 1200 and 3300, vehicle speed between 32 kph (20 mph) and 120 kph (75 mph), and O2 Sensor in closed loop operation.

The Powertrain Control Module (PCM) detects that the Oxygen Sensor signal does not switch adequately at high frequency. Two Trip Fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on.

The Powertrain Control Module (PCM) compares the MAP Sensor and BARO Sensor values. If the two sensors are not within a specific range of each other the value outside of the specified range is declared irrational. Two trip fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition on.

Engine oil temperature greater than 153° C (307° F). One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

The engine oil temperature has dropped below a calibrated value. Engine start up.

The Powertrain Control Module (PCM) detects that oil temperature is not within the calibrated modeled temperature.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Scheme 255

1. ACTIVE DTC NOTE: Diagnose any CAN - C Communication DTCs before continuing. Turn the ignition off. If possible, allow the vehicle to sit with the ignition off for more than 60 minutes in an environment where the temperature will allow the oil temperature to cool down. Start the engine and allow it to reach normal operating conditions. With a scan tool, select View DTCs. Is the status Active or Pending for this DTC? Yes Go To 2 . No Perform the CHECKING FOR AN INTERMITTENT DTC diagnostic procedure. Refer to «INTERMITTENT CONDITION»(ref-646322-S20935349282014072800000) .
2. ENGINE OIL The following conditions must be checked: OEM recommended oil viscosity is being used. Customer is following the oil change schedule. Check the engine oil for contamination. (i.e., fuel and/or engine coolant) Internal engine condition that may effect engine temperature. Were any of the above conditions found? Yes Repair as necessary. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 3 .
3. CHECK FOR THE (G24) ENGINE OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO ANOTHER VOLTAGE CIRCUIT Turn the ignition off. Disconnect the Engine Oil Temperature Sensor connector. Disconnect the PCM C2 connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the diagnosis. Connect the (special tool #10436, Adapter, GPEC Diagnostic). Using a wiring diagram as a guide, measure the resistance between the (G24) Engine Oil Temperature Sensor Signal circuit and all other 5 volt and 12 volt circuits at the GPEC Adaptor. Is the resistance above 10k Ohms between the (G6) Engine Oil Pressure Signal circuit and all other 5 volt and 12 volt circuits? Yes Repair the (G24) Engine Oil Temperature Sensor Signal circuit for a short to the circuit that measured below 10k circuits. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 4 .
4. CHECK THE (G24) ENGINE OIL TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND Measure the resistance between ground and the (G24) Engine Oil Temperature Sensor Signal circuit in the Engine Oil Temperature Sensor harness connector. Is the resistance above 10k Ohms? Yes Go To 5 . No Repair the (G24) Engine Oil Temperature Sensor Signal circuit for a short to ground. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
5. CHECK FOR THE (G24) ENGINE OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (K915) SENSOR GROUND CIRCUIT Measure the resistance between the (G24) Engine Oil Temperature Sensor Signal circuit and the (K915) Sensor Ground circuit in the Engine Oil Temperature Sensor harness connector. Is the resistance above 10k Ohms? Yes Go To 6 No Repair the (G24) Engine Oil Temperature Sensor Signal circuit for a short to the (K915) Sensor Ground circuit. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
6. CHECK THE (G24) ENGINE OIL TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE Measure the resistance of the (G24) Engine Oil Temperature Sensor Signal circuit between the Engine Oil Temperature Sensor harness connector and the GPEC Adaptor. Is the resistance below 5.0 Ohms? Yes Go To 7 No Repair the (G24) Engine Oil Temperature Sensor Signal circuit for an open or high resistance. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
7. CHECK THE (K915) SENSOR GROUND CIRCUIT FOR AN OPEN/HIGH RESISTANCE Measure the resistance of the (K915) Sensor Ground circuit between the Engine Oil Temperature Sensor harness connector and the GPEC Adaptor. Is the resistance below 5.0 Ohms? Yes Go To 8 No Repair the (K915) Sensor Ground for an open or high resistance. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
8. CHECK THE ENGINE OIL TEMPERATURE SENSOR SIGNAL VOLTAGE Turn the ignition off. Connect the PCM C2 harness connector. Connect a jumper between the (K915) Sensor Ground circuit and the (G24) Engine Oil Temperature Sensor Signal circuit in the Engine Oil Temperature Sensor harness connector. Turn the ignition on. With the scan tool, read the Engine Oil Temperature Sensor signal voltage. Is the voltage below 0.1 volt with the jumper in place? Yes Go To 9 No Go To 10
9. ENGINE OIL TEMPERATURE SENSOR Turn the ignition off. Inspect the wiring and connectors between the Engine Oil Temperature Sensor and the Powertrain Control Module (PCM). Look for any chafed, pierced, pinched, or partially broken wires. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the related connectors. Were any problems found? Yes Repair as necessary. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Replace the Engine Oil Temperature Sensor in accordance with the service information. Refer to «SENSOR, OIL TEMPERATURE, REMOVAL»(ref-646217-S18222732922014072800000) . Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
10. POWERTRAIN CONTROL MODULE (PCM) Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Engine Oil Temperature Sensor and the Powertrain Control Module (PCM). Look for any chafed, pierced, pinched, or partially broken wires. Look for broken, bent, pushed out or corroded terminals. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors. Look for the data to change or for the DTC to reset during the wiggle test. Perform any Technical Service Bulletins that may apply. Were any problems found? Yes Repair as necessary. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Replace and program the Powertrain Control Module (PCM) in accordance with the service information. Perform the PCM VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .

Under closed throttle decel and A/C off. ECT above 75°C (167°F). Engine start time is greater than 50 seconds.

One of the CKP Sensor target windows has more than 2% variance from the reference. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition on and battery voltage greater than 10.0 volts.

The Powertrain Control Module (PCM) software is incorrect.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition Key on. Battery voltage greater than 10.38 volts.

The Powertrain Control Module (PCM) detects that the Fuel Tank Pressure Sensor (FTP) input voltage is below the 0.176 volt for 20.4 seconds. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Scheme 256

Scheme 257

1. ACTIVE DTC Start the engine and allow it to reach normal operating temperature. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts or fan. Do not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury. NOTE: Diagnose and repair any system voltage or sensor supply voltage DTCs before continuing with this test. With the scan tool, select View DTCs. Is the DTC Active at this time? Yes Go To 2 No Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to «INTERMITTENT CONDITION»(ref-646322-S20935349282014072800000) .
2. FTP SENSOR Turn the ignition off. Disconnect the FTP Sensor harness connector. Turn the ignition on. With the scan tool, monitor the FTP Sensor voltage with the Sensor harness connector disconnected. NOTE: The sensor voltage should be approximately 5.0 volts (plus or minus 0.1 volt) with the connector disconnected. Does the scan tool display the voltage as described above? Yes Verify that there is good pin to terminal contact in the FTP Sensor and Powertrain Control Module connectors. Replace the FTP Sensor if no problems were found with the connectors. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 3
3. (N7) FTP SIGNAL CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the PCM C1 harness connector. Measure the resistance between ground and the (N7) FTP Sensor Signal circuit in the FTP Sensor harness connector. Is the resistance below 1000 Ohms? Yes Repair the (N7) FTP Sensor Signal circuit for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 4
4. (N7) FTP SENSOR SIGNAL CIRCUIT SHORTED TO THE (N10) FTP SENSOR GROUND CIRCUIT Measure the resistance between the (N7) FTP Sensor Signal circuit and the (N10) FTP Sensor Ground circuit in the FTP Sensor harness connector. Is the resistance below 1000 Ohms? Yes Repair the short between the (N10) FTP Sensor Ground circuit and the (N7) FTP Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 5
5. POWERTRAIN CONTROL MODULE (PCM) Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the FTP Sensor and the Powertrain Control Module (PCM). Look for any chafed, pierced, pinched or partially broken wires. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the FTP Sensor and Powertrain Control Module connectors. Perform any Technical Service Bulletins that may apply. Were there any problems found? Yes Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Replace and program the Powertrain Control Module in accordance with the Service Information. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .

Ignition Key on. Battery voltage greater than 10.38 volts.

The Fuel Tank Pressure Sensor (FTP) signal voltage is greater than 4.94 volts for 20.4 seconds. One trip fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Scheme 258

Scheme 259

1. ACTIVE DTC Start the engine and allow it to reach normal operating temperature. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts or fan. Do not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury. NOTE: Diagnose and repair any system voltage or sensor reference DTCs before continuing with this test. With the scan tool, select View DTCs. Is the DTC Active at this time Yes Go To 2 No Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to «INTERMITTENT CONDITION»(ref-646322-S20935349282014072800000) .
2. CHECK THE (N8) FTP SENSOR 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Disconnect the FTP Sensor harness connector. Turn the ignition on. Measure the voltage on the (N8) FTP Sensor 5-Volt Supply circuit in the FTP Sensor harness connector. Is the voltage between 4.8 to 5.2 volts? Yes Go To 3 No Repair the (N8) FTP Sensor 5-Volt Supply circuit for an open or short to ground. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
3. CHECK FOR THE (N7) FTP SENSOR SIGNAL CIRCUIT SHORTED TO ANOTHER VOLTAGE SUPPLY CIRCUIT Turn the ignition off. Disconnect the PCM C1 harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the diagnosis. Connect the (special tool #10436, Adapter, GPEC Diagnostic). Using the wiring diagram as a guide, measure the resistance between the (N7) FTP Sensor Signal circuit and all other 5 volt and 12 volt circuits at the GPEC Adaptor. Is the resistance above 10k Ohms between the (N7) FTP Sensor Signal circuit and all other 5 volt and 12 volt circuits? Yes Repair the (N7) FTP Sensor Signal circuit for a short to the circuit that measured below 10k Ohms. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 4
4. CHECK THE (N7) FTP SENSOR SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE Measure the resistance of the (N7) FTP Sensor Signal circuit between the FTP Sensor harness connector and the GPEC Adaptor. Is the resistance below 5.0 Ohms? Yes Go To 5 No Repair the (N7) FTP Signal circuit for an open or high resistance. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
5. CHECK THE (N10) FTP SENSOR GROUND CIRCUIT FOR AN OPEN/HIGH RESISTANCE Measure the resistance of the (N10) FTP Sensor Ground circuit between the FTP Sensor harness connector and the GPEC Adaptor. Is the resistance below 5.0 Ohms? Yes Go To 6 No Repair the (N10) FTP Sensor Ground circuit for an open or high resistance. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .
6. FTP SENSOR Reconnect the PCM C1 harness connector. Connect a jumper between the (N7) FTP Sensor Signal circuit and the (N10) FTP Sensor ground circuit in the FTP Sensor harness connector. Turn the ignition on. With the scan tool, monitor the FTP Sensor voltage. NOTE: The sensor voltage should be approximately 0.0 volts (plus or minus 0.1 volt) with the jumper wire in place. Does the scan tool display the voltage as described above? Yes Verify that there is good pin to terminal contact in the FTP Sensor and Powertrain Control Module connectors. Replace the FTP Sensor if no problems were found with the connectors. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Go To 7
7. POWERTRAIN CONTROL MODULE (PCM) Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the FTP Sensor and the Powertrain Control Module (PCM). Look for any chafed, pierced, pinched or partially broken wires. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the FTP Sensor and Powertrain Control Module connectors. Perform any Technical Service Bulletins that may apply. Were there any problems found? Yes Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) . No Replace and program the Powertrain Control Module in accordance with the service information. Perform the POWERTRAIN VERIFICATION TEST. Refer to «POWERTRAIN VERIFICATION TEST»(ref-646322-S42876527142014072800000) .

One time at initial ignition on with system voltage between 9.0 and 16.0 volts.

BCM variant data received more than once over the CAN Bus.

BCM variant data is in a valid range.

Vehicle Configuration Learn Routine not finished.

The vehicle option data received over the CAN Bus does not match the data stored in the EEPROM of the PCM. It takes one trip of problem identification to set the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine cranking. Engine Oil Temperature, Engine Coolant Temperature (ECT), Manifold Air Pressure (MAP), Barometer (Baro), Camshaft Position (CMP), Crankshaft Position (CKP), Intake Air Temperature (IAT) and boost pressure.

Engine oil temperature less than or equal to 45°C (113°F), ECT less than or equal to 45°C (113°F), Engine Oil Temperature within 6°C (43°F) of ECT. No faults active related to MAP, Baro, CMP, CKP, ECT, IAT or boost pressure. Less than twelve intake manifold pulsations detected during engine crank.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

During engine cranking.

The injected fuel quantity accumulated is greater than 6 grams. This is a non MIL DTC.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on, gear selector input is in drive position for more than one second, vehicle speed is above 17 MPH, and accelerator position equal to or above 10 percent.

The Powertrain Control Module (PCM) detects that the Brake Signal 1 input is ON for 30 or more continuous seconds.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on, the gear selector in DRIVE, and vehicle speed goes above 17 MPH.

After the monitor conditions are met, the Body Control Module (BCM) detects that the vehicle speed has decreased to zero MPH and the Brake Signal 2 state received via the CAN BUS is equal to OFF. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Continuously with the ignition on.

Fault signifies when the switch voltage does not register a valid cruise position.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

The Powertrain Control Module (PCM) internal timer is continuously monitored.

Upon power up, the Powertrain Control Module (PCM) compares the change in engine coolant temp sensor since last engine shut down and compares it to the amount of time the engine was turned off. If not enough time has occurred to account for the difference in engine coolant temperature then the fault will set. Two Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on.

The Powertrain Control Module (PCM) detects an excessive voltage variation on the 5-Volt supply circuit.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Continuously after 15 seconds of engine runtime, no O2 Sensor Heater DTCs present and battery voltage greater than 10.4 volts.

The Oxygen Sensor reference voltage is below 0.9 volts for 60 seconds. The DTC will set as Pending after one trip and Active after two trips. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine running for 15 seconds, O2 Sensors at operating temperature and battery voltage greater 10.4 volts.

The PCM detects that the Reference Signal voltage is greater than 3.7 volts for nine seconds.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on.

The Powertrain Control Module (PCM) detects an excessive voltage variation on the 5-Volt supply circuit.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Continuously with the ignition on.

An attempt to program/write to the internal EEPROM failed. Also checks at power down. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Engine in Run mode with vehicle speed present. The Powertrain Control Module (PCM) updates the mileage every eight miles.

The PCM detects a failed attempt to update Service Reminder Indicator (SRI) Mileage in the Control Module EEPROM. One trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Continuously with the ignition on.

An attempt to program/write to the internal EEPROM failed, Also checks at power down. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition on and battery voltage greater than 10.0 volts.

An active DTC is stored in the ABS/ESP Module. One Trip Fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P1CED-VARIABLE VALVE TIMING SOLENOID VALVE COLD START CLOSING POSITION TIMING OVER-ADVANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

First 20 seconds after startup, as long as the engine has been off for at least 1 hour and the Engine Coolant Temperature (ECT) has come down at least 7°C (18°F) and the vehicle is NOT driven over 3 kph (2 MPH).

If the actual timing of intake valve closing is more than 7° advanced (angular variation) from its desired position for at least 4 seconds.

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

P1CEE-VARIABLE VALVE TIMING SOLENOID VALVE COLD START CLOSING POSITION TIMING OVER-RETARD

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

First 20 seconds after startup, as long as the engine has been off for at least 1 hour and the Engine Coolant Temperature (ECT) has come down at least 7°C (18°F) and the vehicle is NOT driven over 3 kph (2 MPH).

If the actual timing of intake valve closing is more than 7° retarded (angular variation) from its desired position for at least 4 seconds.

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

P1D65-CYLINDER 1 OIL SUPPLY SOLENOID VALVE PERFORMANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) detects a short circuit condition between the VVA Solenoid Control return circuit and the VVA Solenoid Control signal circuit. Measured every Solenoid actuation. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P1D66-CYLINDER 2 OIL SUPPLY SOLENOID VALVE PERFORMANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) detects a short circuit condition between the VVA Solenoid Control return circuit and the VVA Solenoid Control signal circuit. Measured every Solenoid actuation. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P1D67-CYLINDER 3 OIL SUPPLY SOLENOID VALVE PERFORMANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) detects a short circuit condition between the VVA Solenoid Control return circuit and the VVA Solenoid Control signal circuit. Measured every Solenoid actuation. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P1D68-CYLINDER 4 OIL SUPPLY SOLENOID VALVE PERFORMANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the engine running and no battery or ASD Relay DTCs active.

The Powertrain Control Module (PCM) detects a short circuit condition between the VVA Solenoid Control return circuit and the VVA Solenoid Control signal circuit. Measured every Solenoid actuation. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P1D6D-AGS CIRCUIT OVER TEMPERATURE

For a complete wiring diagram refer to appropriate SYSTEM WIRING DIAGRAMS article

Scheme 260

With the engine running and battery voltage between 11.0 and 16.0 volts.

The Powertrain Control Module (PCM) receives a message from the Active Grill Shutter Actuator that the internal actuator temperature is above 165°C (329°F) for 15.0 seconds. Two trip fault.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

P1D73-AGS PERFORMANCE

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With the engine running and battery voltage between 11.0 and 16.0 volts. Ambient Air Temperature or Engine Coolant Temperature above -7°C (19.4°F).

The Powertrain Control Module (PCM) receives a message from the Active Grill Shutter Actuator that the open to close position travel is above 100 degrees or the mechanical stop was detected before the commanded position was reached.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE . .

P1E09-CLOSED LOOP FUELING NOT ACHIEVED - BANK 1 DOWNSTREAM

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .

With engine running between 1100 RPMs and 4000 RPMs, and the upstream O2 Sensor in closed loop mode.

The Powertrain Control Module (PCM) detects a condition where the downstream O2 Sensor has remained in open loop fuel control, from a start-up condition, longer than a calibrated amount of time, when conditions would have otherwise expected closed loop operation. Two trip fault. Three good trips to turn off the MIL.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on and battery voltage greater than 10.4 volts.

The Powertrain Control Module (PCM) detects that the throttle plate is stuck during extremely cold ambient temperature operation. The PCM will initiate a throttle de-icing procedure, and if the throttle blade still doesn't move, this DTC will set. The MIL will not illuminate. The vehicle will be in Limp home condition, limiting RPM and vehicle speed.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running in closed loop fuel control for 9.92 seconds.

The conditions that cause this diagnostic monitor to fail is when the Upstream O2 Sensor becomes biased from an exhaust leak, O2 Sensor contamination, or some other extreme operating condition. The Downstream O2 Sensor is considered to be protected from extreme environments by the catalyst. The Powertrain Control Module (PCM) monitors the Downstream O2 Sensor feedback control, called downstream fuel trim, to detect any shift in the Upstream O2 Sensor target voltage from nominal target voltage. The value of the downstream fuel trim is compared with the lean thresholds. Every time the value exceeds the calibrated threshold, a fail timer is incremented and mass flow through the exhaust is accumulated. If the fail timer and accumulated mass flow exceed the fail thresholds, the test fails and the diagnostic stops running for that trip. If the test fails on consecutive trips, a DTC is set.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running in closed loop fuel control for 9.92 seconds.

The conditions that cause this diagnostic monitor to fail is when the Upstream O2 Sensor becomes biased from an exhaust leak, O2 Sensor contamination, or some other extreme operating condition. The Downstream O2 Sensor is considered to be protected from extreme environments by the catalyst. The Powertrain Control Module (PCM) monitors the Downstream O2 Sensor feedback control, called downstream fuel trim, to detect any shift in the Upstream O2 Sensor target voltage from nominal target voltage. The value of the downstream fuel trim is compared with the lean thresholds. Every time the value exceeds the calibrated threshold, a fail timer is incremented and mass flow through the exhaust is accumulated. If the fail timer and accumulated mass flow exceed the fail thresholds, the test fails and the diagnostic stops running for that trip. If the test fails on consecutive trips, a DTC is set.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on and the ETC Motor not in Limp Home mode.

When the Powertrain Control Module (PCM) detects an internal error or short between the ETC Motor (-) and ETC Motor (+) circuits in the ETC Motor Driver. One trip fault. ETC light is flashing.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the engine running, ETC motor not in limp home mode, and TPS adaptation complete.

The Powertrain Control Module (PCM) detects too large of an error between the actual position of the throttle plate and the desired set point. One trip fault. The DTC will set within 5 seconds. Three good trips to turn off the MIL ETC light is flashing.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the ignition on.

Internal Powertrain Control Module (PCM) failure. Module will attempt to reset, so you will be able to hear the throttle relearning. If the condition is continuous, the vehicle may not be drivable. One trip fault. ETC light is flashing.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition on and ETC motor is working.

When the Powertrain Control Module (PCM) requests to limit engine speed, if Pulse Width Modulated (PWM) signal is too high for 20.5 seconds, and before P2118 sets. One trip fault and the code will set within 5 seconds. ETC light is illuminated.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition on and battery voltage greater than 10.0 volts.

Just after key on, the throttle is opened and closed to test the system. If the Powertrain Control Module (PCM) detects that the Throttle Position Sensor does not return to Limp Home Position, this DTC will set. One trip fault. The DTC will set within five seconds. ETC light is flashing.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

Ignition on and battery voltage greater than 10 volts.

Just after key on, the throttle is opened and closed to test the system. If the Powertrain Control Module (PCM) detects that the Throttle Position Sensor does not move from Limp Home Position, this DTC will set. One trip fault. The DTC will set within five seconds. ETC light is flashing.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the igniting on. During in-plant testing, the APPS is checked to make sure the minimum and maximum values can be reached. The PCM performs the diagnostic test for this DTC after the diagnostic test for P2166 has passed.

APPS 1 has failed to achieve the required minimum value during In-Plant testing. One trip fault and the code will set within 5 seconds. Engine will only idle.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .

With the igniting on. During in-plant testing, the APPS is checked to make sure the minimum and maximum values can be reached. The PCM performs the diagnostic test for this DTC after the diagnostic test for P2167 has passed.

APPS 2 has failed to achieve the required minimum value during In-Plant testing. One trip fault and the code will be stored within 5 seconds. Engine will only idle.

Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE .