Engine Control System (Diagnostic Codes (P0604 - U0293) & Circuit Tests): Overview Lexus GS IV

DESCRIPTION

The ECM continuously monitors its internal memory status. This self-check ensures that the ECM functioning properly. It is diagnosed by internal "mirroring" of the main CPU and sub CPU to detect the Random Access Memory (RAM) errors. If outputs from these CPUs are different and deviate from the standard, the ECM will illuminate the MIL and set a DTC immediately.

MONITOR DESCRIPTION

The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standard, the ECM will illuminate the MIL and set the DTC immediately.

The ECM continuously monitors its internal processors (CPUs) and heated oxygen sensor transistors. This self-check ensures that the ECM functioning properly.

The main CPU and sub CPU of the ECM perform data communication between each other. The main CPU monitors the communications and WDC pulses from the sub CPU. When the malfunction below is detected, the DTC is stored.

This DTC is stored when a communication error occurs in the ECM.

The ECM monitors the signals of the No. 1 throttle position sensor and stop light switch assembly. When the ECM monitors the input signals of the No. 1 throttle position sensor and the STP signals of the stop light switch assembly, if the input signals and control signals deviate, the DTC is stored.

The ECM monitors its internal operation and it stores this DTC when it detects an internal malfunction.

The ECM monitors its internal operation. If the internal operation is malfunctioning, the ECM illuminates the MIL and stores a DTC.

DTC P0630 is set when the VIN is not stored in the ECM or the input VIN is not accurate. Input the VIN with the Techstream.

The ECM monitors the output voltage to the throttle actuator. This self-check ensures that the ECM is functioning properly. The output voltage is usually 0 V when the power switch is turned off. If the output voltage is higher than 7 V when the power switch is turned off, the ECM will illuminate the MIL and set a DTC when the power switch is turned on (IG).

HINT

*: Data List name

This DTC is designed to detect a deviation in the output characteristics of a pressure sensor.

The pressure of the canister pressure sensor and manifold absolute pressure sensor is monitored 50 minutes after the power switch is turned off. If there is a difference in the pressures, the MIL is illuminated (2 trip detection logic).

HINT

Correct judgment may not be possible when the altitude is 4000 m (13124 ft) or higher.

When the pressure decrease mechanism (orifice) inside the fuel pump (for high-pressure) becomes clogged and the fuel pressure remains high, a DTC is output. Freeze frame data, which records conditions present at the time the DTC was stored, can be confirmed using the Techstream. By confirming whether there were problems with driveability due to a problem in decreasing the fuel pressure improves serviceability.

If there is a problem in increasing the fuel pressure with the fuel pump (for high pressure) when starting the engine from an engine stop after driving the vehicle under heavy load at high temperatures, a DTC is output. Freeze frame data, which records conditions present at the time the DTC was stored, can be confirmed using the Techstream. By confirming whether there were problems with driveability due to a problem in increasing the fuel pressure improves serviceability.

*: The coolant temperature was 98°C (208°F) or higher and the estimated engine oil temperature was 98°C (208°F) or higher the last time the power switch was turned off.

The fuel pump for high pressure is attached to the insulator, which is attached to the cylinder head cover. The pump activates according to the position of the cam on the exhaust side camshaft (bank 1).

The fuel pump for high pressure increases the pressure of the fuel supplied from the fuel pump in the fuel tank to 2 to 18 MPa (20.4 to 183.5 kgf/cm, 290 to 2609 psi) according to the operating condition, and it feeds the fuel to the fuel delivery pipe.

The D-4S system has two injection systems. One is the in-cylinder direct injection system that directly injects pressurized fuel into the combustion chamber. The other is the intake port injection system. The ECM determines the percentage of in-cylinder direct injection to the intake port injection systems in accordance with the engine speed and load.

The ECM monitors the injection control of the port injector. If a malfunction is detected in the port injector circuit, the ECM cancels the injection control for the corresponding cylinder and turns on the MIL.

If the engine does not start or it takes a long time for the engine to start although the ECM is receiving the engine start request signal from the power management control ECU via CAN communication, this DTC will be stored.

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.

It is necessary to check if the vehicle has run out of fuel before starting diagnosis because this DTC is also stored due to running out of fuel.

Scheme 43

When the engine is idling stably under a low load, if the idle speed drops or becomes unstable, this DTC will be stored.

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.

The throttle actuator is operated by the ECM and opens and closes the throttle valve using gears.

The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body with motor assembly. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.

HINT

This electronic throttle control system does not use a throttle cable.

The ECM monitors the electrical current through the electronic actuator, and detects malfunctions and open circuits in the throttle actuator based on this value. If the current is outside the standard range, the ECM determines that there is a malfunction in the throttle actuator. In addition, if the throttle valve does not function properly (for example, stuck on), the ECM determines that there is a malfunction. The ECM then illuminates the MIL and stores a DTC.

Example

1. When the electrical current is less than 0.5 A and the throttle actuator duty ratio exceeds 80%, the ECM interprets this as the current being outside the standard range, illuminates the MIL and stores a DTC.
2. If the malfunction is not repaired successfully, a DTC is stored when the engine is quickly revved to a high engine speed several times after the engine has idled for 5 seconds after engine start.

The idling speed is controlled by the Electronic Throttle Control System (ETCS).

The ETCS is comprised of a throttle actuator, which operates the throttle valve, and a throttle position sensor, which detects the opening amount of the throttle valve.

The ECM controls the throttle actuator to adjust the throttle valve opening amount so that the idling speed is maintained at the target idling speed.

HINT

1. The ISC learned value is the calculated intake air amount corresponding to the throttle opening amount necessary to maintain the idling speed.
2. This malfunction is only detected once per trip. After it has been detected once, the system will not monitor for the malfunction for the rest of the trip.
3. The system uses the throttle body with motor assembly and mass air flow meter to detect this malfunction.

If there are deposits in the throttle valve, a decrease in the ISC flow rate may cause engine stall or unstable idling. Therefore, the necessary ISC flow rate for idling is maintained using the ISC learned value and feedback. The ECM stores this DTC if the ISC learned value approaches its limit. The ECM begins monitoring for the DTC detection conditions when the following preconditions are met: 1) the mass air flow meter is normal; 2) atmospheric pressure is 85 kPa (638 mmHg) or higher; 3) the vehicle has been driven at a speed of 30 km/h (19 mph) or more at least once; and 4) the engine coolant temperature is 45°C (113°F) or less at engine start, the engine is warmed up and conditions for ISC learning are met, or the power switch has been turned to on (IG) (including when the engine is running) for 1 hour or more, the engine is warmed up and conditions for ISC learning are met.

The throttle actuator is operated by the ECM, and opens and closes the throttle valve using gears. The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body with motor assembly. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.

HINT

This electronic throttle control system does not use a throttle cable.

The ECM determines that there is a malfunction in the electronic throttle control system when the throttle valve remains at the fixed angle despite a high drive current from the ECM. The ECM illuminates the MIL and stores a DTC.

If the malfunction is not repaired successfully, a DTC is stored when the accelerator pedal is fully depressed and released quickly (to fully open and close the throttle valve) after the engine is next started.

The Electronic Throttle Control System (ETCS) has a dedicated power supply circuit. The voltage (+BM) is monitored and when it is low (below 4 V), the ECM determines that there is a malfunction in the electronic throttle control system and cuts off the current to the throttle actuator.

When the voltage becomes unstable, the electronic throttle control system itself becomes unstable. For this reason, when the voltage is low, the current to the throttle actuator is cut. If repairs are made and the system returns to normal, turn the power switch off. The ECM then allows the current to flow to the throttle actuator so that it can be restarted.

HINT

This electronic throttle control system does not use a throttle cable.

Scheme 44

The ECM monitors the auxiliary battery supply voltage applied to the throttle actuator.

When the power supply voltage (+BM) drops below 4 V for 0.8 seconds or more, the ECM interprets this as an open in the power supply circuit (+BM). The ECM illuminates the MIL and stores the DTC.

If the malfunction is not repaired successfully, the DTC is stored 5 seconds after the engine is next started.

The electronic throttle control system is composed of the throttle actuator, throttle position sensor, accelerator pedal position sensor, and ECM. The ECM operates the throttle actuator to regulate the throttle valve in response to driver inputs. The throttle position sensor detects the opening angle of the throttle valve, and provides the ECM with feedback so that the throttle valve can be appropriately controlled by the ECM.

The ECM determines the actual opening angle of the throttle valve from the throttle position sensor signal. The actual opening angle is compared to the target opening angle commanded by the ECM. If the difference between these 2 values is outside the standard range, the ECM interprets this as a malfunction in the electronic throttle control system. The ECM then illuminates the MIL and stores the DTC.

If the malfunction is not repaired successfully, the DTC is stored when the accelerator pedal is quickly released (to close the throttle valve) after the engine speed reaches 5000 rpm by depressing the accelerator pedal (fully open the throttle valve).

HINT

Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.

The air fuel ratio sensor generates a voltage* that corresponds to the actual air fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air fuel ratio. The ECM determines the deviation from the stoichiometric air fuel ratio level, and regulates the fuel injection time. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air fuel ratio accurately.

The air fuel ratio sensor is the planar type and is integrated with the heater, which heats the solid electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low (the exhaust gas temperature is low), a current flows into the heater to heat the sensor, in order to facilitate accurate oxygen concentration detection. In addition, the sensor and heater portions are narrower than the conventional type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore the sensor activation is accelerated.

In order to obtain a high purification rate of the carbon monoxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx) components in the exhaust gas, a three-way catalytic converter is used. For the most efficient use of the three-way catalytic converter, the air fuel ratio must be precisely controlled so that it is always close to the stoichiometric level.

*: Value changes inside the ECM. Since the air fuel ratio sensor is the current output element, a current is converted into a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM connectors will show a constant voltage.

Scheme 45

HINT

1. DTCs P2195 and P2196 indicate malfunctions related to bank 1 air fuel ratio sensor circuit.
2. DTCs P2197 and P2198 indicate malfunctions related to bank 2 air fuel ratio sensor circuit.
3. When any of these DTCs are set, check the air fuel ratio sensor voltage output by entering the following menus: Powertrain / Engine and ECT / Data List / A/F Control System / AFS Voltage B1S1 or AFS Voltage B2S1.
4. Short-term fuel trim values can also be read using the Techstream.
5. The ECM regulates the voltages at the A1A+, A2A+, A1A- and A2A- terminals of the ECM to a constant level. Therefore, the air fuel ratio sensor voltage output cannot be confirmed without using the Techstream.
6. If an air fuel ratio sensor malfunction is detected, the ECM sets a DTC.

Sensor Voltage Detection Monitor

Under air fuel ratio feedback control, If the air fuel ratio sensor output voltage is less than 2.8 V (very rich condition) for 5 seconds despite the heated oxygen sensor output voltage being less than 0.59 V, the ECM stores DTC P2196 or P2198. Alternatively, if the air fuel ratio sensor output voltage is higher than 3.8 V (very lean condition) for 5 seconds despite the heated oxygen sensor output voltage being 0.21 V or higher, DTC P2195 or P2197 is stored.

Sensor Current Detection Monitor

A rich air fuel mixture causes a low air fuel ratio sensor current, and a lean air fuel mixture causes a high air fuel ratio sensor current. Therefore, the sensor output becomes low during acceleration, and it becomes high during deceleration with the throttle valve fully closed. The ECM monitors the air fuel ratio sensor current during fuel-cut and detects any abnormal current values.

If the air fuel ratio sensor output is 2.2 mA or more for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and stores DTC P2195 or P2197 (stuck on high side). If the air fuel ratio sensor output is less than 0.7 mA for more than 3 seconds of cumulative time, the ECM stores DTC P2196 or P2198 (stuck on low side).

Scheme 46

HINT

Although the DTC titles say oxygen sensor, these DTCs relate to the Air-Fuel Ratio (A/F) sensor.

These DTCs are set when there is an open or short in the A/F sensor circuit, or if A/F sensor output drops. To detect these problems, the voltage of the A/F sensor is monitored when turn the power switch on (IG), and the admittance (admittance is an electrical term that indicates the ease of flow of current) is checked while driving. If the voltage of the A/F sensor is between 0.5 V and 4.5 V, it is considered normal. If the voltage is out of the specified range, or the admittance is less than the standard value, the ECM will determine that there is a malfunction in the A/F sensor. If the same malfunction is detected in next driving cycle, the MIL will be illuminated and a DTC will be stored.

The A/F sensor, which is located between the exhaust manifold and catalyst, consists of alloyed metal elements and a heater.

Depending on the engine operating conditions, the heater heats the sensor elements to activate them. Auxiliary battery voltage is applied to the heater and the sensor ground is controlled by the ECM using a duty ratio.

The sensor elements convert the oxygen concentration in the exhaust gas into voltage values to output. Based on the voltage, the ECM determines the air-fuel ratio and regulates the fuel injection volume depending on the air-fuel ratio and engine operating conditions. The voltage changes between 0.5 V and 4.5 V while the engine is running. If the air-fuel ratio is lean, which means the oxygen concentration in the exhaust gas is high, the voltage is high. If the air-fuel ratio is rich, which means the oxygen concentration in the exhaust gas is low, the voltage is low.

Scheme 47

HINT

1. DTCs P2237, P2238, P2239, P2252 and P2253 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
2. DTCs P2240, P2241, P2242, P2255 and P2256 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.

These DTCs are output when there is an open or short in the air fuel ratio sensor circuit, or if air fuel ratio sensor output drops. To detect these problems, the voltage of the air fuel ratio sensor is monitored when turn the power switch on (IG), and the admittance (admittance is an electrical term that indicates the ease of flow of current) is checked while driving. If the voltage of the air fuel ratio sensor is between 0.5 V and 4.5 V, it is considered normal. If the voltage is out of the specified range, or the admittance is less than the standard value, the ECM will determine that there is a malfunction in the air fuel ratio sensor. If the same malfunction is detected in next driving cycle, the MIL will be illuminated and a DTC will be stored.

The circuit description can be found in EVAP (Evaporative Emission) System. Refer to DESCRIPTION .

5 hours* after the power switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.

HINT

*: If the engine coolant temperature is not less than 35°C (95°F) 5 hours after the power switch is turned off, the monitor check starts 2 hours later. If it is still not less than 35°C (95°F) 7 hours after the power switch is turned off, the monitor check starts 2.5 hours later.

*: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.

Scheme 48

TEXT IN ILLUSTRATION

P2420: Vent valve stuck open (vent)

In operation C, the vent valve turns on (closed) and the EVAP system pressure is then measured by the ECM, using the canister pressure sensor, to conduct an EVAP leak check. If the pressure does not increase when the vent valve is open, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and sets the DTC.

Scheme 49

The soak timer operates after the power switch is turned off. When a certain amount of time has elapsed after turning the power switch off, the soak timer activates the ECM to perform malfunction checks which can only be performed after the engine is stopped. The soak timer is built into the ECM.

Scheme 50

1. While the engine is running, the ECM monitors the synchronization of the soak timer and CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and stores the DTC.
2. If the soak timer activates the ECM even though only a short amount of time has elapsed since the power switch was turned off, or if the soak timer does not activate the ECM even though a considerable amount of time has elapsed since the power switch was turned off, the ECM determines that the soak timer is malfunctioning, illuminates the MIL and stores a DTC the next time the power switch is turned on (IG).

From the power management control ECU, the ECM receives data such as engine power output required (required output), estimated torque produced by the engine (estimated torque), engine speed target (target speed), and whether the engine is in start mode or not. Then, based on the required output and target speed, the ECM calculates a target torque that is to be produced by the engine and compares it with the estimated torque. If the estimated torque is very low compared with the target torque, or the engine start mode continues for the specific duration calculated by the coolant temperature, an abnormal condition is detected.

The ECM and power management control ECU are connected using CAN communication. The ECM sends engine speed data and other data to the power management control ECU while the power management control ECU sends information such as a requirement for engine power to the ECM using CAN communication. When the communication between the ECM and power management control ECU is normal and the following items meet the specified conditions, the ECM illuminates the MIL and stores a DTC.

1. Engine speed
2. Target torque
3. Ratio of target torque against estimated torque
4. Fuel level

The Controller Area Network (CAN) is a serial data communication system for real-time application. It is a multiplex communication system designed for on-vehicle use that provides a superior communication speed of 500 kbps and a capability to detect malfunctions. Through the combination of the CANH and CANL bus lines, the CAN is able to maintain communication based on differential voltage.

When the power switch is turned on (IG), the auxiliary battery voltage is applied to terminal IGSW of the ECM. The ECM MREL output signal causes a current to flow to the coil, closing the contacts of the No. 1 integration relay (EFI MAIN1 relay) and supplying power to terminal +B and +B2 of the ECM.

If the power switch is turned off, the ECM holds the No. 1 integration relay (EFI MAIN1 relay) ON for a maximum of 2 seconds to allow for the initial setting of the throttle valve.

When the power switch is turned on (IG), voltage from the ECM's MREL terminal is applied to the No. 1 integration relay (EFI MAIN1 relay). This causes the contacts of the No. 1 integration relay (EFI MAIN1 relay) to close, which supplies power to terminal +B and +B2 of the ECM.

Scheme 51

The ECM constantly uses 5 V from the auxiliary battery voltages supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC output circuit.

Scheme 52

When the VC circuit is shorted, the microprocessor in the ECM and sensors that are supplied power through the VC circuit are inactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.

HINT

Under normal conditions, the MIL is illuminated for several seconds when the power switch is first turned on (IG). The MIL goes off when the engine is started.

Scheme 53

Scheme 54

The fuel pump circuit consists of the ECM, fuel pump and fuel pump ECU (which operates the fuel pump). Based on the engine output, the ECM determines the fuel pump speed. The speed is then converted to a duty signal and sent to the fuel pump ECU. Based on the signal sent from the ECM, the fuel pump ECU adjusts the fuel pump operation speed.

Scheme 55

The Malfunction Indicator Lamp (MIL) is used to indicate vehicle malfunctions detected by the ECM. By turning the power switch on (IG), power is supplied to the MIL circuit, and the ECM provides the circuit ground which illuminates the MIL.

The MIL operation can be checked visually. When the power switch is first turned on (IG), the MIL should be illuminated and should then turn off after engine is started. If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure. If the ECM detects any trouble, the MIL illuminates. At this time, the ECM records a DTC in the memory.

Scheme 56

Scheme 57

1. CHECK THAT MIL ILLUMINATES Turn the power switch on (IG). Check the illumination of the MIL. Result Result Proceed to MIL remains illuminated (Even after power switch is turned to on (IG) and several seconds have passed, MIL still remains illuminated) A MIL remains off (Does not illuminate at all) B MIL illuminates for several seconds, but turns off after engine is started C B --> See step 5 C --> See step 12 A: Go to next step
2. CHECK WHETHER MIL TURNS OFF Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check if any DTCs have been stored. Note any DTCs. Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - ]»(ref-600436-S38423165432014022400000) . Check if the MIL goes off. Result Result Proceed to MIL goes off A MIL does not go off B B --> See step 3 A --> See step 8
3. CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT IN WIRE HARNESS) Disconnect the ECM connector. Turn the power switch on (IG). Check if the MIL is illuminated. Result Result Proceed to MIL is not illuminated A MIL is illuminated B Reconnect the ECM connector. B --> See step 4 A --> See step 9
4. CHECK HARNESS AND CONNECTOR (COMBINATION METER ASSEMBLY - ECM) Disconnect the combination meter assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition N40-5 (CHK) or A20-27 (W) - Body ground Always 10 kohms or higher Reconnect the combination meter assembly connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (COMBINATION METER ASSEMBLY - ECM) OK --> See step 10
5. CHECK IF ENGINE STARTS Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE [03/2012 - ]»(ref-600412-S34816019962014022400000) . Start the engine. Result Result Proceed to Engine starts A Engine does not start* B HINT: *: The Techstream cannot communicate with the ECM. B --> See step 11 A: Go to next step
6. CHECK HARNESS AND CONNECTOR (ECM TERMINAL VOLTAGE) Disconnect the ECM connector. Turn the power switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A20-27 (W) - Body ground Power switch on (IG) 11 to 14 V Reconnect the ECM connector. NG --> See step 7 OK --> See step 9
7. CHECK HARNESS AND CONNECTOR (COMBINATION METER ASSEMBLY - ECM) Disconnect the combination meter assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition N40-5 (CHK) - A20-27 (W) Always Below 1 ohms Reconnect the ECM connector. Reconnect the combination meter assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (COMBINATION METER ASSEMBLY - ECM) OK --> See step 13
8. REPAIR CIRCUIT INDICATED BY OUTPUT DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART [03/2012 - ]»(ref-600436-S04366444592014022400000)
9. REPLACE ECM. Refer to «REMOVAL [03/2012 - ]»(ref-600565-S01816401622014022400000)
10. REPLACE COMBINATION METER ASSEMBLY. Refer to «REMOVAL [03/2012 - ]»(ref-600590-S40847194542014022400000)
11. GO TO VC OUTPUT CIRCUIT. Refer to «VC Output Circuit»(ref-600578-S23751723882014022400000)
12. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS [03/2012 - ]»(ref-600436-S08790525922014022400000)
13. REPLACE COMBINATION METER ASSEMBLY. Refer to «REMOVAL [03/2012 - ]»(ref-600590-S40847194542014022400000)

See also:
• ON-VEHICLE INSPECTION [03/2012 - ] - Step 2
• ON-VEHICLE INSPECTION [03/2012 - ]
• REMOVAL [03/2012 - ]