SELF-DIAGNOSTIC SYSTEM
| CAUTION | When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery. |
Note. Diagnostic tests are written specifically for Chrysler's Diagnostic Readout Box (DRBIII®) scan tool. A generic scan tool may not be capable of performing all necessary test functions.
Note. Throughout this article, models with California emissions may be referred to as Calif. or Calif. models. Vehicles from other states may be equipped with California emissions. Models with Federal emissions may be referred to as Federal or Federal models. Check underhood label for application.
New for 2003 for models equipped with the 4.7L is a combined Powertrain Control Module (PCM) and Transmission Control Module (TCM) in a single control module. This new module is the Next Generation Controller (NGC) and will be referred to as the PCM. New Diagnostics procedures and New DTCs are some of the changes you will see which reflect the new combined module technology. The PCM will have 4 color coded connectors C1 through C4, (C1-Black, C2-Gray, C3-White, C4-Green), each PCM connector will have 38 pins each. Two new tools are introduced to help in diagnosing and repairing the new PCM terminals and harness connectors. The Miller Terminal Removal Pick (3638) is introduced, you must use the Miller (3638) tool to release the connector terminals or harness and connector damage will occur. Also, the Miller Pinout Box (8815) is introduced, you must use the Miller (8815) tool to probe the PCM terminals or terminal damage will occur. There is also a new Verification Test and module replacement procedure for the new PCM.
New for 2003 models equipped with the 5.7L engine is the Next Generation Controller 2 (NGC2). The NGC2 controller removes RFE transmission control system and installs Electronic Throttle Control (ECT) module systems. ECT utilizes a new electronically controlled throttle body with two new TP sensors and accelerator pedal position sensors to control throttle opening. The NGC2 will be referred to as the PCM. The transmission control module is a separate controller (EATX). New Diagnostics procedures and New DTCs are some of the changes you will see which reflect the new combined module technology. The PCM will have 4 color coded connectors C1 through C4, (C1-Black, C2-Gray, C3-White, C4-Green), each PCM connector will have 38 pins each. Two new tools are introduced to help in diagnosing and repairing the new PCM terminals and harness connectors. The Miller Terminal Removal Pick (3638) is introduced, you must use the Miller (3638) tool to release the connector terminals or harness and connector damage will occur. Also, the Miller Pinout Box (8815) is introduced, you must use the Miller (8815) tool to probe the PCM terminals or terminal damage will occur. There is also a new Verification Test and module replacement procedure for the new PCM.
ON-BOARD DIAGNOSTICS
Note. Before performing any testing procedures, check for any related Technical Service Bulletins (TSB).
Note. Malfunction Indicator Light (MIL) may also be referred to as CHECK ENGINE light or SERVICE ENGINE SOON light.
MIL is located on instrument cluster, just below the tachometer and is displayed as an engine icon. When ignition is first turned on, MIL should come on and remain on for 2 seconds to verify bulb and circuit operation, and then go off. If MIL does not come on and remain on for 2 seconds and then go off when ignition is first turned on, check instrument cluster for diagnosis of MIL. See appropriate ANALOG INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT.
The Powertrain Control Module (PCM) monitors several different engine control system circuits. If malfunction occurs which affects vehicle emissions, a Diagnostic Trouble Code (DTC) will be set in PCM and PCM enters limp-in mode. In limp-in mode, PCM substitutes values for failed component and provides continuous engine operation. When DTC is set in PCM, the PCM will turn on MIL and MIL will remain on steady. In some instances, the MIL is turned on when the failure exists and DTC was set. These instances are referred to as one trip DTC. In many instances, the emission system must fail more then once before the PCM will turn on the MIL. These are referred to as a 2-trip DTC. For additional information for trip definition, see TRIP DEFINITION . If problem exists which does not affect vehicle emissions, a DTC will be set in PCM but MIL will not be turned on. OBD-II related DTCs are entered in PCM according to individual priority. The DTC priority determines when MIL is turned on and DTC self-erasure. For additional information for DTC priority and DTC self-erasure, see DIAGNOSTIC TROUBLE CODE PRIORITY & SELF-ERASURE . Non-emission related DTCs have no priority in which they are entered in the PCM.
PCM may not store a DTC for a monitored circuit even though a malfunction has occurred. This may happen because one of the criteria for DTC has not been met. For example, assume criteria for DTC requires PCM to monitor a specified sensor output circuit only when engine operates between 750 RPM and 2000 RPM. If the sensor output circuit becomes shorted to ground when engine is operating at 2400 RPM, DTC will not be set, as short to ground occurred at 2400 RPM which exceeds the limit when PCM monitors the circuit.
If PCM detects active engine misfire severe enough to cause catalytic converter damage, MIL will flash to warn the driver of possible damage and DTC will be set.
The PCM will turn off MIL when malfunction is not detected during 3 consecutive trips on all applications except an engine misfire monitor or fuel system monitor. For additional information on engine misfire monitor and fuel system monitor, see MONITORED CIRCUITS . The PCM will turn off MIL when malfunction is not detected during 3 engine misfire or fuel system monitor tests. The PCM performs engine misfire or fuel system monitor tests when engine is operating within 375 RPM and within 10 percent of the load of operating condition at which first malfunction was detected.
DTCs may be retrieved for system diagnosis. See RETRIEVING DIAGNOSTIC TROUBLE CODES . System malfunctions are identified as either hard failures or intermittent failures. For additional information on hard failures or intermittent failures, see HARD FAILURES and INTERMITTENT FAILURES .
Diagnostic Trouble Code Priority & Self-Erasure
With OBD-II, different OBD-II related Diagnostic Trouble Codes (DTC) have different priorities according to regulations. The DTC priority determines when Malfunction Indicator Light (MIL) will be turned on and DTC is erased or cleared from Powertrain Control Module (PCM). DTCs having a high priority will overwrite the lower priority DTCs. DTC priorities and description are as listed
- Priority "O" - This is a non-emission related DTC.
- Priority "1" - One-trip failure of a 2-trip DTC for non-fuel system and non-misfire conditions.
- Priority "2" - One-trip failure of a 2-trip DTC for fuel system rich or fuel system lean condition, or misfire condition.
- Priority "3" - Second trip failure for non-fuel system or non-misfire condition, or a one-trip failure.
- Priority "4" - Second trip failure for fuel system rich or fuel system lean and misfire condition, or a one-trip catalyst damaging misfire.
One-trip failures on a 2-trip DTC have low priority and 2-trip failures have higher priority. One and 2-trip failures for fuel system monitor and misfire monitor take precedence over non-fuel system and non-misfire failures. Non-emission related DTCs have no priority in which they are entered in the PCM.
After 3 good trips, PCM will turn off the MIL. Once MIL is turned off, trip counter is switched to a warm-up counter. PCM must not detect the recent malfunction during 40 warm-up cycles. A warm-up cycle is defined as the engine is started, an increase of 40°F in engine coolant temperature exists after engine is started and engine coolant temperature reaches at least 160°F (71°C). After 40 warm-up cycles with no malfunction, PCM will clear DTC from PCM. DTCs may be cleared from PCM using scan tool, but this will clear OBD-II monitor data such as counter information, warm-up cycles, trips and freeze frame data.
DIAGNOSTIC PROCEDURE
The procedures contained in this article include specifications, instructions and graphics needed to diagnose PCM powertrain system. The diagnostics are based on the failure condition or symptom being present at the time of diagnosis. Use the following recommendations
- First make sure the DRBIII® is communicating with the appropriate modules; i.e., if the DRBIII® displays a No Response condition, you must diagnose the condition first before proceeding. See appropriate BASIC DIAGNOSTIC PROCEDURES article (no response with a no-start condition) or appropriate BODY CONTROL MODULES article in ACCESSORIES & EQUIPMENT (all other no response conditions).
- Using DRBIII® scan tool read Diagnostic Trouble Codes (DTC). See «RETRIEVING DIAGNOSTIC TROUBLE CODES»(ref-157234-S21102842702003080700000) .
- If no DTCs are present, identify the customer complaint and diagnose by symptom. See appropriate TROUBLE SHOOTING - NO CODES article.
- If any DTCs are present, perform the appropriate diagnostic test. See «DIAGNOSTIC TROUBLE CODE DEFINITIONS»(ref-157234-S18137324412003080700000) .
RETRIEVING DIAGNOSTIC TROUBLE CODES
Note. Ensure battery is fully charged before retrieving Diagnostic Trouble Codes (DTC).
- Turn ignition off. Connect scan tool to Data Link Connector (DLC). DLC is located below driver's side of instrument panel. (Scheme 291) Turn ignition on. Using scan tool manufacturer's instructions, read and record DTC messages (DRB scan tool) or DTCs (generic scan tool) and freeze frame data.
- If scan tool displays a NO RESPONSE message, perform appropriate system test. See appropriate BODY CONTROL MODULES article in ACCESSORIES & EQUIPMENT. Repair as necessary. If scan tool does not power up, check for loose cable connections or bad cable. If cable connections or cable is defective, repair or replace components as necessary, then recheck for DTCs. If cable connections and cable are okay, go to next step.
- Measure voltage between ground and terminal No. 16 (Pink wire) at DLC. Voltage should be at least 11 volts. If voltage is as specified, go to next step. If voltage is not as specified, check fuse No. 51 (20-amp) in Integrated Power Module (IPM). If fuse is okay, check Pink wire between fuse No. 12 and DLC. See COMPUTER DATA LINES in appropriate SYSTEM WIRING DIAGRAMS article in ELECTRICAL.
- Measure resistance between ground and terminals No. 4 (Black/Dark Green) and No. 5 (Orange/Black wire) at DLC. If both resistance readings are less than 5 ohms, ground circuits are okay and it may be necessary to try another scan tool or cable. If any resistance reading is 5 ohms or more, repair open in Black/Dark Green wire or Orange/Black wire. See COMPUTER DATA LINES in appropriate SYSTEM WIRING DIAGRAMS article in ELECTRICAL.
- If scan tool displays an error message, (i.e., USER-REQUESTED COLD BOOT or USER-REQUESTED WARM BOOT), follow scan tool manufacturer's instructions. If scan tool displays a bus failure error message, this indicates a scan tool failure or a Bus circuit failure. To diagnose and repair Bus circuit failure, see appropriate BODY CONTROL MODULES article in ACCESSORIES & EQUIPMENT.
- If any DTCs are displayed, perform appropriate diagnostic test. See «DIAGNOSTIC TROUBLE CODE DEFINITIONS»(ref-157234-S18137324412003080700000). After repair is complete, clear DTCs from PCM memory and perform appropriate verification test. Verification tests are located at the end of the diagnostic tests. If no DTCs are displayed, go to one of the following: For starting or driveability problems, go to appropriate TROUBLE SHOOTING - NO CODES article for diagnosis by symptom. For speed control problems and servicing information, refer to appropriate CRUISE CONTROL SYSTEMS article in ACCESSORIES & EQUIPMENT. For charging system problems, refer to appropriate GENERATORS & REGULATORS article in STARTING & CHARGING SYSTEMS. For transmission electronic controls system problems, refer to appropriate DIAGNOSIS article in AUTOMATIC TRANSMISSIONS.
CLEARING DIAGNOSTIC TROUBLE CODES
Note. Clearing Diagnostic Trouble Codes (DTC) with a scan tool will also erase all OBD-II monitor data. This includes all counter information for warm-up cycles, trips and freeze frame data.
Connect scan tool to Data Link Connector (DLC). DLC is located below driver's side of instrument panel. (Scheme 291) Turn ignition on. Using screen prompts on scan tool, clear DTCs from Powertrain Control Module (PCM). DTCs may be cleared from PCM if PCM does not detect the recent malfunction during 40 warm-up cycles. For additional information, see DIAGNOSTIC TROUBLE CODE PRIORITY & SELF-ERASURE.
DIAGNOSTIC TROUBLE CODE DEFINITIONS
| Generic Scan Tool Code (1) | DRB Scan Tool Message (1) |
|---|---|
| P0016 | CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT |
| P0031 | O2 SENSOR 1/1 HEATER CIRCUIT LOW |
| P0032 | 02 SENSOR 1/1 HEATER CIRCUIT HIGH |
| P0037 | O2 SENSOR 1/2 HEATER CIRCUIT LOW |
| P0038 | O2 SENSOR 1/2 HEATER CIRCUIT HIGH |
| P0051 | O2 SENSOR 2/1 HEATER CIRCUIT LOW |
| P0052 | O2 SENSOR 2/1 HEATER CIRCUIT HIGH |
| P0057 | O2 SENSOR 2/2 HEATER CIRCUIT LOW |
| P0058 | O2 SENSOR 2/2 HEATER CIRCUIT HIGH |
| P0068 | MAP SENSOR/TP SENSOR CORRELATION - VACUUM LEAK DETECTED (4.7L) |
| P0068 | MAP SENSOR/TP SENSOR CORRELATION - VACUUM LEAK DETECTED (5.7L) |
| P0070 | AMBIENT TEMPERATURE SENSOR STUCK |
| P0071 | AMBIENT TEMPERATURE SENSOR PERFORMANCE |
| P0072 | AMBIENT TEMPERATURE SENSOR CIRCUIT LOW |
| P0073 | AMBIENT TEMPERATURE SENSOR CIRCUIT HIGH |
| P0106 | MAP SENSOR PERFORMANCE |
| P0107 | MAP SENSOR CIRCUIT LOW |
| P0108 | MAP SENSOR CIRCUIT HIGH |
| P0110 | INTAKE AIR TEMPERATURE SENSOR STUCK |
| P0111 | INTAKE AIR TEMPERATURE SENSOR PERFORMANCE |
| P0112 | INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW |
| P0113 | INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH |
| P0116 | ENGINE COOLANT TEMPERATURE CIRCUIT PERFORMANCE |
| P0117 | ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW |
| P0118 | ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH |
| P0121 | THROTTLE POSITION SENSOR NO. 1 PERFORMANCE (4.7L) |
| P0121 | THROTTLE POSITION SENSOR NO. 1 PERFORMANCE (5.7L) |
| P0122 | THROTTLE POSITION SENSOR NO. 1 LOW (4.7L) |
| P0122 | THROTTLE POSITION SENSOR NO. 1 LOW (5.7L) |
| P0122 (2) | THROTTLE POSITION SENSOR LOW |
| P0123 | THROTTLE POSITION SENSOR NO. 1 HIGH (4.7L) |
| P0123 | THROTTLE POSITION SENSOR NO. 1 HIGH (5.7L) |
| P0123 (2) | THROTTLE POSITION SENSOR HIGH |
| P0124 (2) | THROTTLE POSITION SENSOR INTERMITTENT |
| P0125 | INSUFFICIENT COOLANT TEMP FOR CLOSED - LOOP FUEL CONTROL |
| P0128 | THERMOSTAT RATIONALITY |
| P0129 | BAROMETRIC PRESSURE OUT-OF-RANGE |
| P0131 | O2 SENSOR 1/1 CIRCUIT LOW VOLTAGE |
| P0132 | O2 SENSOR 1/1 CIRCUIT HIGH VOLTAGE |
| P0133 | O2 SENSOR 1/1 SLOW RESPONSE |
| P0135 | O2 SENSOR 1/1 HEATER PERFORMANCE |
| P0137 | O2 SENSOR 1/2 CIRCUIT LOW VOLTAGE |
| P0138 | O2 SENSOR 1/2 CIRCUIT HIGH VOLTAGE |
| P0139 | O2 SENSOR 1/2 SLOW RESPONSE |
| P0141 | O2 SENSOR 1/2 HEATER PERFORMANCE |
| P0151 | O2 SENSOR 2/1 CIRCUIT LOW VOLTAGE |
| P0152 | O2 SENSOR 2/1 CIRCUIT HIGH VOLTAGE |
| P0153 | O2 SENSOR 2/1 SLOW RESPONSE |
| P0155 | O2 SENSOR 2/1 HEATER PERFORMANCE |
| P0157 | O2 SENSOR 2/2 CIRCUIT LOW VOLTAGE |
| P0158 | O2 SENSOR 2/2 CIRCUIT HIGH VOLTAGE |
| P0159 | O2 SENSOR 2/2 SLOW RESPONSE |
| P0161 | O2 SENSOR 2/2 HEATER PERFORMANCE |
| P0171 | FUEL SYSTEM 1/1 LEAN |
| P0172 | FUEL SYSTEM 1/1 RICH |
| P0174 | FUEL SYSTEM 2/1 LEAN |
| P0175 | FUEL SYSTEM 2/1 RICH |
| P0201 | FUEL INJECTOR NO. 1 CIRCUIT |
| P0202 | FUEL INJECTOR NO. 2 CIRCUIT |
| P0203 | FUEL INJECTOR NO. 3 CIRCUIT |
| P0204 | FUEL INJECTOR NO. 4 CIRCUIT |
| P0205 | FUEL INJECTOR NO. 5 CIRCUIT |
| P0206 | FUEL INJECTOR NO. 6 CIRCUIT |
| P0207 | FUEL INJECTOR NO. 7 CIRCUIT |
| P0208 | FUEL INJECTOR NO. 8 CIRCUIT |
| P0218 (2) | HIGH TEMPERATURE OPERATION ACTIVATED |
| P0221 | THROTTLE POSITION SENSOR NO. 2 PERFORMANCE |
| P0222 | THROTTLE POSITION SENSOR NO. 2 LOW |
| P0223 | THROTTLE POSITION SENSOR NO. 2 HIGH |
| P0300 | MULTIPLE CYLINDER MISFIRE |
| P0301 | CYLINDER NO. 1 MISFIRE |
| P0302 | CYLINDER NO. 2 MISFIRE |
| P0303 | CYLINDER NO. 3 MISFIRE |
| P0304 | CYLINDER NO. 4 MISFIRE |
| P0305 | CYLINDER NO. 5 MISFIRE |
| P0306 | CYLINDER NO. 6 MISFIRE |
| P0307 | CYLINDER NO. 7 MISFIRE |
| P0308 | CYLINDER NO. 8 MISFIRE |
| P0315 | NO CRANK SENSOR LEARNED |
| P0325 | KNOCK SENSOR NO. 1 CIRCUIT |
| P0330 | KNOCK SENSOR NO. 1 CIRCUIT |
| P0335 | CRANKSHAFT POSITION SENSOR CIRCUIT |
| P0339 | CRANKSHAFT POSITION SENSOR INTERMITTENT |
| P0340 | CAMSHAFT POSITION SENSOR CIRCUIT |
| P0344 | CAMSHAFT POSITION SENSOR INTERMITTENT |
| P0351 | IGNITION COIL NO. 1 PRIMARY CIRCUIT |
| P0352 | IGNITION COIL NO. 2 PRIMARY CIRCUIT |
| P0353 | IGNITION COIL NO. 3 PRIMARY CIRCUIT |
| P0354 | IGNITION COIL NO. 4 PRIMARY CIRCUIT |
| P0355 | IGNITION COIL NO. 5 PRIMARY CIRCUIT |
| P0356 | IGNITION COIL NO. 6 PRIMARY CIRCUIT |
| P0357 | IGNITION COIL NO. 7 PRIMARY CIRCUIT |
| P0358 | IGNITION COIL NO. 8 PRIMARY CIRCUIT |
| P0420 | CATALYTIC 1/1 EFFICIENCY |
| P0432 | CATALYTIC 2/1 EFFICIENCY |
| P0440 | GENERAL EVAP SYSTEM FAILURE |
| P0441 | EVAP PURGE SYSTEM PERFORMANCE |
| P0442 | SYSTEM MEDIUM LEAK |
| P0443 | EVAP PURGE SOLENOID CIRCUIT |
| P0452 | NVLD PRESSURE SWITCH STUCK CLOSED |
| P0453 | NVLD PRESSURE SWITCH STUCK OPEN |
| P0455 | EVAP SYSTEM LARGE LEAK |
| P0456 | EVAP SYSTEM SMALL LEAK |
| P0461 | FUEL LEVEL SENSOR NO. 1 PERFORMANCE |
| P0462 | FUEL LEVEL SENSOR NO. 1 LOW |
| P0463 | FUEL LEVEL SENSOR NO. 1 HIGH |
| P0480 | LOW SPEED FAN CONTROL RELAY CIRCUIT |
| P0498 | NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW |
| P0499 | NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH |
| P0501 | VEHICLE SPEED SIGNAL NO. 1 PERFORMANCE |
| P0503 | VEHICLE SPEED SIGNAL NO. 1 ERRATIC |
| P0506 | IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED |
| P0507 | IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED |
| P0508 | IAC VALVE SIGNAL CIRCUIT LOW |
| P0509 | IAC VALVE SIGNAL CIRCUIT HIGH |
| P0513 | INVALID SKIM KEY |
| P0516 | BATTERY TEMPERATURE SENSOR LOW |
| P0517 | BATTERY TEMPERATURE SENSOR HIGH |
| P0522 | OIL PRESSURE CIRCUIT LOW |
| P0523 | OIL PRESSURE CIRCUIT HIGH |
| P0532 | A/C PRESSURE SENSOR LOW |
| P0533 | A/C PRESSURE SENSOR HIGH |
| P0551 | POWER STEERING SWITCH PERFORMANCE |
| P0562 | BATTERY VOLTAGE LOW |
| P0562 (2) | LOW BATTERY VOLTAGE |
| P0563 | BATTERY VOLTAGE HIGH |
| P0571 | BRAKE SWITCH NO. 1 PERFORMANCE |
| P0572 | BRAKE SWITCH NO. 1 CIRCUIT LOW |
| P0573 | BRAKE SWITCH NO. 1 CIRCUIT HIGH |
| P0579 | SPEED CONTROL SWITCH NO. 1 PERFORMANCE (4.7L) |
| P0579 | SPEED CONTROL SWITCH NO. 1 PERFORMANCE (5.7L) |
| P0580 | SPEED CONTROL SWITCH NO. 1 LOW (4.7L) |
| P0580 | SPEED CONTROL SWITCH NO. 1 LOW (5.7L) |
| P0581 | SPEED CONTROL SWITCH NO. 1 HIGH (4.7L) |
| P0581 | SPEED CONTROL SWITCH NO. 1 HIGH (5.7L) |
| P0582 | SPEED CONTROL VACUUM SOLENOID CIRCUIT |
| P0585 | SPEED CONTROL SWITCH NO. 1 & NO. 2 CORRELATION |
| P0586 | SPEED CONTROL VENT SOLENOID CIRCUIT |
| P0591 | SPEED CONTROL SWITCH NO. 2 PERFORMANCE |
| P0592 | SPEED CONTROL SWITCH NO. 2 LOW |
| P0593 | SPEED CONTROL SWITCH NO. 2 HIGH |
| P0594 | SPEED CONTROL SERVO POWER CIRCUIT |
| P0600 | SERIAL COMMUNICATION LINK |
| P0601 | INTERNAL MEMORY CHECKSUM INVALID |
| P0604 (2) | INTERNAL TCM |
| P0605 (2) | INTERNAL TCM |
| P0606 | ECM/PCM PROCESSOR |
| P0613 (2) | INTERNAL TCM |
| P0622 | GENERATOR FIELD CONTROL CIRCUIT |
| P0627 | FUEL PUMP RELAY CIRCUIT |
| P0630 | VIN NOT PROGRAMMED IN PCM |
| P0632 | ODOMETER NOT PROGRAMMED IN PCM |
| P0633 | SKIM KEY NOT PROGRAMMED IN PCM |
| P0642 | PRIMARY 5-VOLT SUPPLY LOW |
| P0643 | PRIMARY 5-VOLT SUPPLY HIGH |
| P0645 | A/C CLUTCH RELAY CIRCUIT |
| P0652 | AUXILIARY 5-VOLT SUPPLY LOW |
| P0653 | AUXILIARY 5-VOLT SUPPLY HIGH |
| P0685 | ASD RELAY CONTROL CIRCUIT |
| P0688 | ASD RELAY SENSE CIRCUIT LOW |
| P0700 | TRANSMISSION CONTROL SYSTEM (MIL REQUEST) |
| P0703 | BRAKE SWITCH NO. 2 PERFORMANCE |
| P0706 (2) | CHECK SHIFTER SIGNAL |
| P0711 (2) | TRANSMISSION TEMPERATURE SENSOR PERFORMANCE |
| P0712 (2) | TRANSMISSION TEMPERATURE SENSOR LOW |
| P0713 (2) | TRANSMISSION TEMPERATURE SENSOR HIGH |
| P0714 (2) | TRANSMISSION TEMPERATURE SENSOR INTERMITTENT |
| P0715 (2) | INPUT SPEED SENSOR ERROR |
| P0720 (2) | OUTPUT SPEED SENSOR ERROR |
| P0725 (2) | ENGINE SPEED SENSOR CIRCUIT |
| P0731 (2) | GEAR RATIO ERROR IN 1ST |
| P0732 (2) | GEAR RATIO ERROR IN 2ND |
| P0733 (2) | GEAR RATIO ERROR IN 3RD |
| P0734 (2) | GEAR RATIO ERROR IN 4TH |
| P0735 (2) | GEAR RATIO ERROR 4TH PRIME |
| P0736 (2) | GEAR RATIO ERROR IN REVERSE |
| P0740 (2) | TORQUE CONVERTER CLUTCH CONTROL CIRCUIT |
| P0750 (2) | LR SOLENOID CIRCUIT |
| P0755 (2) | 2C SOLENOID CIRCUIT |
| P0760 (2) | OD SOLENOID CIRCUIT |
| P0765 (2) | UD SOLENOID CIRCUIT |
| P0770 (2) | 4C SOLENOID CIRCUIT |
| P0836 (2) | 4WD MUX SWITCH STUCK |
| P0837 (2) | 4WD SWITCH PERFORMANCE |
| P0838 (2) | 4WD MODE SENSOR LOW |
| P0839 (2) | 4WD MODE SENSOR HIGH |
| P0841 (2) | LR PRESSURE SWITCH SENSE CIRCUIT |
| P0845 (2) | 2C HYDRAULIC PRESSURE TEST FAILURE |
| P0846 (2) | 2C PRESSURE SWITCH SENSE CIRCUIT |
| P0850 | PARK/NEUTRAL SWITCH PERFORMANCE |
| P0868 (2) | LINE PRESSURE LOW |
| P0869 (2) | LINE PRESSURE HIGH |
| P0870 (2) | OD HYDRAULIC PRESSURE TEST FAILURE |
| P0871 (2) | OD PRESSURE SWITCH SENSE CIRCUIT |
| P0875 (2) | UD HYDRAULIC PRESSURE TEST FAILURE |
| P0876 (2) | UD PRESSURE SWITCH SENSE CIRCUIT |
| P0884 (2) | POWER UP AT SPEED |
| P0888 (2) | RELAY OUTPUT ALWAYS OFF |
| P0890 (2) | SWITCHED BATTERY |
| P0891 (2) | TRANSMISSION RELAY ALWAYS ON |
| P0932 (2) | LINE PRESSURE SENSOR CIRCUIT FAULT |
| P0934 (2) | LINE PRESSURE SENSOR LOW |
| P0935 (2) | LINE PRESSURE SENSOR HIGH |
| P0944 (2) | LOSS OF PRIME |
| P0987 (2) | 4C HYDRAULIC PRESSURE TEST FAILURE |
| P0988 (2) | 4C PRESSURE SWITCH SENSE CIRCUIT |
| P1115 | GENERAL TEMPERATURE RATIONALITY |
| P1501 | VSS 1/2 CORRELATION - DRIVE WHEELS |
| P1502 | VSS 1/2 CORRELATION - NON DRIVE WHEELS |
| P1572 | BRAKE PEDAL STUCK ON |
| P1573 | BRAKE PEDAL STUCK OFF |
| P1593 | SPEED CONTROL SWITCH NO. 1 & NO. 2 STUCK (5.7L) |
| P1602 | PCM NOT PROGRAMMED |
| P1603 | PCM INTERNAL DUAL-PORT RAM COMMUNICATION |
| P1604 | PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE |
| P1607 | PCM INTERNAL SHUTDOWN TIMER RATIONALITY |
| P1618 | PRIMARY 5-VOLT SUPPLY ERRATIC |
| P1628 | AUXILIARY 5-VOLT SUPPLY ERRATIC |
| P1684 (2) | BATTERY WAS DISCONNECTED |
| P1686 | NO SKIM BUS MESSAGES |
| P1687 | NO CLUSTER BUS MESSAGE |
| P1694 (2) | BUS COMMUNICATION WITH ENGINE MODULE |
| P1695 | NO BODY BUS MESSAGE |
| P1696 | PCM FAILURE EEPROM WRITE DENIED |
| P1697 | PCM FAILURE SRI MILES NOT STORED |
| P1698 | NO BUS MESSAGE FROM TRANS CONTROL MODULE |
| P1715 (2) | RESTRICTED PORT IN T3 RANGE |
| P1736 (2) | GEAR RATIO ERROR IN 2ND PRIME |
| P1775 (2) | SOLENOID SWITCH VALVE LATCHED IN TCC POSITION |
| P1776 (2) | SOLENOID SWITCH VALVE LATCH IN LR POSITION |
| P1790 (2) | FAULT IMMEDIATELY AFTER SHIFT |
| P1793 (2) | TRD LINK COMMUNICATION ERROR |
| P1794 (2) | SPEED SENSOR GROUND ERROR |
| P2100 | ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT |
| P2101 | ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE |
| P2106 | ETC SYSTEM - FORCED LIMITED POWER |
| P2107 | ELECTRONIC THROTTLE CONTROL MODULE PROCESSOR |
| P2108 | ELECTRONIC THROTTLE CONTROL MODULE PERFORMANCE |
| P2110 | ELECTRONIC THROTTLE CONTROL - FORCED LIMIT RPM |
| P2111 | ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE |
| P2112 | ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN |
| P2115 | ACCELERATOR PEDAL POSITION SENSOR NO. 1 MINIMUM STOP PERFORMANCE |
| P2116 | ACCELERATOR PEDAL POSITION SENSOR NO. 2 MINIMUM STOP PERFORMANCE |
| P2118 | ELECTRONIC THROTTLE CONTROL MOTOR CURRENT PERFORMANCE |
| P2122 | ACCELERATOR PEDAL POSITION SENSOR NO. 1 LOW |
| P2123 | ACCELERATOR PEDAL POSITION SENSOR NO. 1 HIGH |
| P2127 | ACCELERATOR PEDAL POSITION SENSOR NO. 2 LOW |
| P2128 | ACCELERATOR PEDAL POSITION SENSOR NO. 2 HIGH |
| P2135 | THROTTLE POSITION SENSOR NO. 1 & NO. 2 VOLTAGE CORRELATION |
| P2138 | ACCELERATOR PEDAL POSITION SENSOR NO. 1 & NO. 2 VOLTAGE CORRELATION |
| P2161 | VEHICLE SPEED SIGNAL NO. 2 ERRATIC |
| P2166 | ACCELERATOR PEDAL POSITION SENSOR NO. 1 MAXIMUM STOP PERFORMANCE |
| P2167 | ACCELERATOR PEDAL POSITION SENSOR NO. 2 MAXIMUM STOP PERFORMANCE |
| P2172 | HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS ACCUMULATION) |
| P2173 | HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION) |
| P2174 | LOW AIRFLOW/RESTRICTION DETECTED (INSTANT ACCUMULATION) |
| P2175 | LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION) |
| P2181 | COOLING SYSTEM PERFORMANCE |
| P2299 | BRAKE SWITCH POSITION/APPS INCOMPATIBLE |
| P2302 | IGNITION COIL NO. 1 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2305 | IGNITION COIL NO. 2 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2308 | IGNITION COIL NO. 3 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2311 | IGNITION COIL NO. 4 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2314 | IGNITION COIL NO. 5 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2317 | IGNITION COIL NO. 6 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2320 | IGNITION COIL NO. 7 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2323 | IGNITION COIL NO. 8 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION |
| P2503 | CHARGING SYSTEM OUTPUT LOW |
| P2700 (2) | INADEQUATE ELEMENT VOLUME LR |
| P2701 (2) | INADEQUATE ELEMENT VOLUME 2C |
| P2702 (2) | INADEQUATE ELEMENT VOLUME OD |
| P2703 (2) | INADEQUATE ELEMENT VOLUME UD |
| P2704 (2) | INADEQUATE ELEMENT VOLUME 4C |
| P2706 (2) | MS SOLENOID CIRCUIT |
| (1) Perform appropriate test under DIAGNOSTIC TESTS. (2) This DTC is related to automatic transmission diagnostics. For diagnostic procedure, see appropriate DIAGNOSIS article in AUTOMATIC TRANSMISSIONS. | |
| (1) | Perform appropriate test under DIAGNOSTIC TESTS. |
| (2) | This DTC is related to automatic transmission diagnostics. For diagnostic procedure, see appropriate DIAGNOSIS article in AUTOMATIC TRANSMISSIONS. |
DIAGNOSTIC TROUBLE DEFINITIONS
Scheme 289
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DIAGNOSTIC TESTS
| CAUTION | When battery is disconnected, vehicle computer and memory systems may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery. |
Note. Before diagnosing an engine performance problem, refer to SERVICE PRECAUTIONS under SELF-DIAGNOSTIC SYSTEM before proceeding.
Note. Before diagnosing an engine performance problem, refer to ON-BOARD DIAGNOSTICS under SELF-DIAGNOSTIC SYSTEM for diagnostic system functions, abilities and system diagnostic procedures.
Note. Self-diagnostic tests are written specifically for Chrysler's Diagnostic Readout Box (DRBIII®) scan tool. A generic scan tool may not be capable of performing all necessary test functions.
Note. Throughout this article, models with California emissions may be referred to as Calif. or Calif. models. Vehicles from other states may be equipped with California emissions. Models with Federal emissions may be referred to as Federal or Federal models. Check underhood label for application.
Note. Before performing any testing procedures, check for any related Technical Service Bulletins (TSB).
DTC: P0452: NVLD PRESSURE SWITCH STUCK CLOSED
Note. For component location, see COMPONENT LOCATIONS . For connector identification, see CONNECTOR IDENTIFICATION . For circuit identification and wiring diagram, see WIRING DIAGRAMS . If Powertrain Control Module (PCM) is replaced, PCM must be reprogrammed. See PROGRAMMING .
For testing procedures (Scheme 381)- (Scheme 383).
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POWERTRAIN VERIFICATION TEST VER-1
For testing procedures (Scheme 384)
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POWERTRAIN VERIFICATION TEST VER-2
For testing procedures (Scheme 385)
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POWERTRAIN VERIFICATION TEST VER-3
For testing procedures (Scheme 386)
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POWERTRAIN VERIFICATION TEST VER-4
For testing procedures (Scheme 387)
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POWERTRAIN VERIFICATION TEST VER-5
For testing procedures (Scheme 388)
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POWERTRAIN VERIFICATION TEST VER-6
For testing procedures (Scheme 389)
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TRANSMISSION VERIFICATION TEST VER-1
For testing procedures, see .
