Emissions Control: Other RAM Pickup 3500

CLEANING

Note. If diagnosis has confirmed the Diesel Exhaust Fluid (DEF) UREA is contaminated the following should be followed for cleaning the DEF tank.

Scheme 85

1. Remove the DEF tank level temperature sensor. Refer to «SENSOR, Diesel Exhaust Fluid Level/Temperature , Removal»(ref-457800-S08110948552012030200000) .
2. Clean the DEF level/temperature sensor filters (1).
3. Drain the contaminated DEF from tank. NOTE: If it has been determined that a petroleum based liquids were added to the tank flush the tank with a dish soap.
4. Flush and clean the tank with tap water.
5. Remove and discard the DEF filter. Refer to «FILTER, Diesel Exhaust Fluid, Removal»(ref-457800-S16191717482012030200000) .
6. Remove the DEF pressure line. Refer to «LINE, Diesel Exhaust Fluid Pressure, Removal»(ref-457800-S06961118912012030200000) .
7. Remove the DEF supply and return lines. Refer to «LINE, Diesel Exhaust Fluid Supply, Removal»(ref-457800-S26134489772012030200000) .
8. Flush the pressure, supply, and return lines with tap water.
9. Install the DEF supply and return lines. Refer to «LINE, Diesel Exhaust Fluid Supply, Installation»(ref-457800-S06135126322012030200000) .
10. Install the DEF pressure line. Refer to «LINE, Diesel Exhaust Fluid Pressure, Installation»(ref-457800-S16775036072012030200000) .
11. Install a new DEF filter. Refer to «FILTER, Diesel Exhaust Fluid, Installation»(ref-457800-S29655819182012030200000) .
12. Install the DEF tank level temperature sensor. Refer to «SENSOR, Diesel Exhaust Fluid Level/Temperature, Installation»(ref-457800-S07646556202012030200000) .
13. Fill the DEF tank with a minimum of 2.5 gallons of good clean DEF fluid.

BANK 1 SENSOR 1

Note. The front NOx sensor at the inlet side of the Diesel Particulate Filter (DEF) has a white wire harness connector. Make sure the right NOx sensor is being installed.

1. Install the NOx sensor (1) into the Diesel Oxidation Catalytic/Diesel Particulate Filter (DOC/DPF) (2). Tighten sensor (1) to 50 N.m (37 ft. lbs.).
2. Install the NOx module (3). Tighten nuts (1) to 9 N.m (80 in. lbs.).
3. Connect the NOx sensor harness connector (2).
4. Connect the NOx sensor wire harness retainers (2).
5. Install the NOx sensor module cover (3). Tighten nuts (1) to 9 N.m (80 in. lbs.).
6. Connect both negative battery cables.

BANK 1 SENSOR 2

Note. The rear NOx sensor at the outlet side of the Selective Catalytic Reduction (SCR) has a black wire harness connector. Make sure the right NOx sensor is being installed.

1. Install the NOx sensor (1) into the Selective Catalytic Reduction (SCR) catalyst (2). Tighten NOx sensor (1) to 50 N.m 37 (ft. lbs.).
2. Connect the wire harness retainers.
3. Install the NOx sensor module (2). Tighten nuts (1) to 9 N.m (80 in. lbs.) .
4. Connect the NOx sensor module harness connector (3).
5. Connect both negative battery cables.

PICK UP MODELS

1. Disconnect EGR Temperature Sensor (1) harness connector (2).
2. Remove EGR Temperature Sensor (1) from EGR tube (6).

1. Clean EGR crossover tube at sensor mounting point.
2. Check condition of the sensors metal gasket and replace if necessary.
3. Install EGR temperature sensor (1) to EGR tube (6). Tighten to 18 N.m (159 in. lbs.) .
4. Connect EGR temperature sensor (1) harness connector (2).

Scheme 86

The EGR (Exhaust Gas Recirculation) system is designed to reduce NOx in the exhaust system by reducing combustion temperatures. This is done by introducing inert gas (exhaust) into the combustion process. The intake air charge is diluted by a precisely metered amount of exhaust gas for the operating mode. For example at idle and part throttle, more EGR is introduced than at high-speed cruise conditions. A cooler (2) reduces the temperature of the exhaust gas before it is combined with the intake air, which increases the ability of the existing volume of inert gas to reduce NOx. The EGR cooler is cooled by the engine coolant.

The EGR system contains the following components

1. EGR Cooler (2)
2. EGR Valve Assembly (5)
3. EGR Valve Crossover Tube (4)
4. EGR Temperature Sensor (7)
5. EGR Valve Actuator (6)
6. EGR Air Flow Control Valve (8)

Scheme 87

EGR is active at low load and speed ranges. Control of EGR flow is based on engine load and engine speed. The ECM (Engine Control Module) gathers information from engine input sensors, and after evaluating the input signals, uses a stored performance map to operate the EGR Valve Actuator (2) and EGR Airflow Throttle Control Valve (3). The calculation allows for a precise EGR flow rate.

The EGR Valve Assembly (1) is located at the left front of the engine, in the upper corner of the intake manifold. The EGR valve has two poppet valves connected by a valve shaft. Cooled exhaust gases flow from the EGR cooler to the center of the valve. When the valves open, exhaust gasses flow into the intake air stream from both the top and the bottom of the passage.

The EGR valve motor (actuator) (2) is a three-phase, brushless DC motor controlled by the ECM. The motor assembly also contains three Hall-effect sensors that detect EGR valve position.

Scheme 88

Scheme 89

1. Disconnect both negative battery cables.
2. Remove four bolts (1) and EGR crossover tube cover (2).
3. Disconnect EGR Temperature Sensor harness connector (4).
4. Loosen and remove two clamps (1) and (3) at ends of EGR Crossover Tube.
5. Remove "P" clamp mounting bolt (5) at center of EGR Crossover Tube.
6. Remove EGR Crossover Tube (2).
7. Remove and discard gaskets (doughnuts) at each end of tube.

Scheme 90

1. Disconnect and isolate both negative battery cables at batteries.
2. Remove bolts (1) and the EGR crossover tube cover (2).
3. Loosen and remove two clamps (1 and 3) at ends of EGR Crossover Tube (2).
4. Disconnect the EGR temperature sensor harness connector (4).
5. Remove clamp mounting bolt (5) at center bottom of EGR crossover tube.
6. Remove EGR crossover tube (2).
7. Remove and discard gaskets at each end of tube (2).

CAB/CHASSIS MODELS

1. Clean each end of EGR crossover tube, and its connection points of any old gasket material
2. Install new gaskets (doughnuts) to each end of tube.
3. Position EGR crossover tube (2) to engine.
4. Position "P" clamp (5) at center of EGR crossover tube. Install "P" clamp bolt loosely (finger tight).
5. First, tighten EGR crossover tube clamp (1) to 10 N.m (89 in. lbs.), then tighten clamp (3) to 10 N.m (89 in. lbs.).
6. Tighten "P" clamp bolt (5) to 10 N.m (89 in. lbs.).
7. Connect harness connector (4) to EGR temperature sensor.
8. Install the EGR crossover tube cover (1). Tighten bolts (2) to 10 N.m (89 in. lbs.).
9. Connect both negative battery cables.

1. Clean each end of EGR crossover tube and its connection points of any old gasket material.
2. Install new gaskets to each end of the EGR crossover tube (2).
3. Position EGR crossover tube (2) to engine.
4. Install bolt (5) finger tight at center bottom of EGR crossover tube.
5. First, tighten EGR tube clamp (1) to 10 N.m (89 in. lbs.), then tighten clamp (3) to 10 N.m (89 in. lbs.).
6. Tighten bolt (5) to 10 N.m (89 in. lbs.).
7. Connect the EGR temperature sensor harness connector (4).
8. Install the EGR crossover tube cover (2). Tighten bolts (1) to 10 N.m (89 in. lbs.).
9. Connect both negative battery cables.

Scheme 91

The EGR Air Flow Control Valve (5) is bolted to the end of the air intake connection (2).

Scheme 92

1. Remove clamp for charge air cooler duct at point (5). Disconnect air cooler duct at this point.
2. Disconnect electrical connector at point (2). This point is located at bottom/inside of air control valve (1).
3. Remove four mounting bolts (4) and (6) and remove air flow control valve (5).
4. Remove gasket (3) and discard.

1. Disconnect both negative battery cables.
2. Remove four bolts (1) and remove EGR crossover tube cover (2). 1 EGR Temperature Sensor 2 Sensor Harness Connector 3 Crossover Tube 4 EGR Actuator 5 EGR Actuator Harness Connector 6 EGR Tube
3. Disconnect electrical connector (5) at EGR actuator.
4. Loosen (only) clamp (1). Remove clamp (3) at end of EGR Crossover Tube.
5. Loosen (only) bolt at "P" clamp (5) at center bottom of EGR Crossover Tube.
6. Remove the four EGR valve assembly mounting bolts (1).
7. Remove EGR valve assembly (2) from intake connector (3) by prying up.
8. Remove crossover tube doughnut gasket (1) and clean EGR valve. Also clean end of EGR tube of any old gasket material.
9. Remove two gaskets on bottom EGR valve (4). Clean bottom of EGR valve and top of its intake connection point of any old gasket material.

Scheme 93

Scheme 94

Scheme 95

Scheme 96

Scheme 97

1. Remove EGR valve. Refer to «VALVE, Exhaust Gas Recirculation (EGR), 6.7L , Removal»(ref-457800-S41456300142012030200000) .
2. Remove the four screws (4) from EGR valve motor (3). NOTE: The original EGR valve motor and its shim must be reinstalled onto the original EGR valve housing.
3. Remove the valve motor (6) and shim (5) from EGR valve housing (1). Motor (6) and shim (5) must be kept for reassembly.
4. Use two fingers to press down on valve spring retainer (3) to unlock two valve keepers (2). If valve keepers will not release using finger pressure, locate a 5/8α - ? deep socket to the spring retainer (3). Gently tap on the socket with a small hammer to release keepers, then use two fingers and press for keeper removal.
5. Remove the valve spring retainer (3) and valve spring (2).
6. Lightly press on valve stem (1) about 3/8α - ? to force valve faces from valve seats.
7. Using a small steel wire bristled brush, brush away loose soot from EGR valve housing.
8. The EGR valve shaft assembly (1) is comprised of two poppets (2), two seats (3), and a lower soot guard (4). An upper soot guard (5) is pressed into the housing.
9. Using the same steel wire bristle brush, clean the soot from both poppets (2) and both seats (3); Ensure there is metal to metal contact between both poppet/seats interfaces so that the valve is fully closed.
10. Using the same steel wire bristle brush bend to a 45 degree angle or 90 degree angle, clean the soot between the lower soot guard (4) and the upper soot guard (5) interface while rotating the shaft.
11. Completely submerge valve housing using a mixture of hot tap water and MOPAR® EGR System Cleaner (ESC). Mix cleaning solution 1 part ESC and 4 parts water. Allow the valve to soak in the cleaning solution for 1 hour, and occasionally agitating the shaft or moving it up and down through its full stroke.
12. Remove the valve assembly from cleaning solution. Completely remove remaining soot from shaft assembly (1), poppets (2), seats (3), and between the lower soot guard (4) and upper soot guard (5) using the wire bristle brushes.
13. Dispose of cleaning solution per local governmental regulations.
14. Rinse EGR valve housing in hot tap water until all cleaning solution is rinsed clean. Using shop air, blow dry the EGR valve completely.
15. Assemble valve spring (2) and retainer (3) to housing.
16. Position valve keepers (2). Press down on retainer (3) until groves on valve keepers lock into valve stem (1).
17. Install original shim (5) and original motor (6) to housing. Motor is not indexed. Rotate motor until its electrical connector is pointed towards front of vehicle. Install four mounting screws (7).
18. Install EGR valve. Refer to «VALVE, Exhaust Gas Recirculation (EGR), 6.7L , Installation»(ref-457800-S21556369572012030200000) .

1. Install a new EGR crossover tube gasket (1).
2. Install a new gasket (4) to bottom of EGR valve (2).
3. Position EGR valve assembly (2) and install the four EGR valve mounting bolts (1) finger tight.
4. Install clamps (3) at end of EGR crossover tube (2).
5. Install bolt (5) at center bottom of EGR crossover tube finger tight.
6. Tighten clamp (3) first to 10 N.m. (89 in. lbs.), then tighten clamp (1) to 10 N.m. (89 in. lbs.).
7. Tighten bolt (5) to 10 N.m (89 in. lbs.).
8. Tighten the four EGR valve mounting bolts (1) in a cross-cross fashion to 24 N.m (18 ft. lbs.) . 1 EGR Temperature Sensor 2 Sensor Harness Connector 3 Crossover Tube 4 EGR Actuator 5 EGR Actuator Harness Connector 6 EGR Tube
9. Connect the EGR valve harness connector (5).
10. Install EGR crossover tube cover (2). Tighten bolts (1) to 10 N.m (89 in. lbs.).
11. Connect both negative battery cables.

1. Install new gasket (1) to end of EGR tube.
2. Position EGR valve assembly (2) and install the four EGR valve mounting bolts (1) finger tight.
3. Install and lightly tighten two clamps (1) and (3) at ends of EGR crossover tube.
4. Install "P" clamp bolt (5) finger tight only.
5. Tighten clamp (1) first to 10 N.m. (89 in. lbs.), then tighten clamp (3) to 10 N.m. (89 in. lbs.).
6. Tighten "P" clamp bolt (5) to 10 N.m (89 in. lbs.).
7. Tighten the four EGR valve mounting bolts in a criss-cross fashion to 24 N.m (18 ft. lbs.). 1 EGR Temperature Sensor 2 Sensor Harness Connector 3 Crossover Tube 4 EGR Actuator 5 EGR Actuator Harness Connector 6 EGR Tube
8. Connect the EGR Actuator harness connector (5).
9. Install EGR crossover tube cover (2). Tighten bolts (1) to 10 N.m (89 in. lbs.).
10. Connect both negative battery cables.

Monitor Preliminary Checks

1. Plug a scan tool into the vehicle's Data Link Connector (DLC).
2. Turn the ignition, KEY ON - ENGINE OFF. Watch for the MIL lamp illumination during the bulb check. MIL lamp must illuminate, if not, repair MIL lamp.
3. Using a scan tool check for Powertrain related DTCs.

1. Verify that No Emissions Related DTCs are Present. If an Emissions DTC is Present, the OBD II Monitors may not run and the CARB Readiness will not update.
2. The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors will need to be run and completed to set the CARB Readiness Status.

Using the scan tool check the CARB Readiness Status.

Do all the CARB Readiness Status Locations read YES?

1. YES - all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
2. NO - then the following procedure needs to be followed to run/complete all available monitors.

Note. Only the monitors, which are not YES in the CARB Readiness Status, need to be completed. Specific criteria need to be met for each monitor. The most efficient order to run the monitors has been outlined below, including suggestions to aid the process.

Evaporative Emission System Leak Detection with Purge Monitor

This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine running. The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this test the fuel level must be between 15-85% full. Criteria for EVAP monitor

1. Engine off time greater than one hour.
2. Fuel Level between 15% and 85%.
3. Start Up ECT and IAT within 10°C (18°F).
4. Vehicle started and run until Purge Monitor reports a result.

Note. If the vehicle does not report a result and the conditions where correct. It may take up to two weeks to fail the small leak monitor. DO NOT use this test to attempt to determine a fault. Use the appropriate service information procedure for finding a small leak. If there are no faults and the conditions are correct this test will run and report a pass. Note the Small leak test can find leaks less than 10 thousands of an inch. If a small leak is present it takes approximately one week of normal driving to report a failure.

Catalyst / O2 Monitor

The Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles will need to be driven at highway speed (less than 50 mph) (73km/h) for a few minutes. Some vehicles run the monitor at idle in drive. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor running criteria.

1. Engine RPM between 1200 to 3000.
2. Engine temperature greater than 70°C (158°F)
3. Engine run time greater than 92 seconds
4. MAP between 10 - 20 kPa (7.5 - 15 Hg)
5. Vehicle speed between 20 - 70 mph (29 - 103 km/h)

EGR Monitor

After the vehicle has reached the below conditions and during a throttle decel the EGR monitor will run.

1. Engine RPM between 1375 - 2500
2. Engine temperature greater than 70°C (158°F)
3. Engine run time greater than 125 seconds
4. Vehicle speed between 25 - 70 mph (37 - 103 km/h)

O2 Sensor Heater Monitor

This monitor is now continuously running once the heaters are energized. Pass information will be processed at power down.

Mis-Fire Monitor

The Misfire Monitor is a continuous two-trip monitor. The monitor uses two different tests/counters

Note. The Adaptive Numerator must be learned before the PCM will run the Mis-Fire Monitor. The PCM updates the Adaptive Numerator at every key-ON, and is relearned after battery disconnect. The Misfire Monitor will not run until the Adaptive Numerator has updated since the last battery disconnect. If the Adaptive Numerator is equal to the default value then the PCM knows that the Adaptive Numerator has not been learned and does not permit the Misfire Monitor to run. If the Adaptive Numerator exceeds a calibrated percentage, the PCM sets a DTC for CKP NOT LEARNED and illuminates the MIL.

1. 200 Revolution Counter - Looks for misfire that can cause immediate catalyst damage.
2. 1000 Revolution Counter - Looks for misfire that can cause emissions to increase 1.5 times the Federal Test Procedure (FTP) standards. This test must also identify misfire percentages that might cause a "durability demonstration vehicle" to fail an Inspection and Maintenance Program tailpipe emissions test.

Pending

Under some situations the Task Manager will not run a monitor if the MIL is illuminated and a fault is stored from another monitor. In these situations, the Task Manager postpones monitors pending resolution of the original fault. The Task Manager does not run the test until the problem is remedied.

For example, when the MIL is illuminated for an Oxygen Sensor fault, the Task Manager does not run the Catalyst Monitor until the Oxygen Sensor fault is remedied. Since the Catalyst Monitor is based on signals from the Oxygen Sensor, running the test would produce inaccurate results.

Conflict

There are situations when the Task Manager does not run a test if another monitor is in progress. In these situations, the effects of another monitor running could result in an erroneous failure. If this conflict is present, the monitor is not run until the conflicting condition passes. Most likely the monitor will run later after the conflicting monitor has passed.

For example, if the Fuel System Monitor is in progress, the Task Manager does not run the catalyst Monitor. Since both tests monitor changes in air/fuel ratio and adaptive fuel compensation, the monitors will conflict with each other.

Suspend

Occasionally the Task Manager may not allow a two trip fault to mature. The Task Manager will suspend the maturing of a fault if a condition exists that may induce an erroneous failure. This prevents illuminating the MIL for the wrong fault and allows more precise diagnosis.

For example, if the PCM is storing a one trip fault for the Oxygen Sensor and the catalyst monitor, the Task Manager may still run the catalyst Monitor but will suspend the results until the Oxygen Sensor Monitor either passes or fails. At that point the Task Manager can determine if the catalyst system is actually failing or if an Oxygen Sensor is failing.

MIL Illumination

The PCM Task Manager carries out the illumination of the MIL. The Task Manager triggers MIL illumination upon test failure, depending on monitor failure criteria.

The Task Manager Screen shows both a Requested MIL state and an Actual MIL state. When the MIL is illuminated upon completion of a test for a good trip, the Requested MIL state changes to OFF. However, the MIL remains illuminated until the next key cycle. (On some vehicles, the MIL will actually turn OFF during the third good trip) During the key cycle for the third good trip, the Requested MIL state is OFF, while the Actual MIL state is ON. After the next key cycle, the MIL is not illuminated and both MIL states read OFF.

Trip Indicator

The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set of vehicle operating conditions that must be met for a specific monitor to run. All trips begin with a key cycle.

Good Trip

The Good Trip counters are as follows

1. Global Good Trip
2. Fuel System Good Trip
3. Misfire Good Trip
4. Alternate Good Trip (appears as a Global Good Trip on scan tool) Comprehensive Components Major Monitor
5. Warm-Up Cycles

Global Good Trip

To increment a Global Good Trip, the Oxygen sensor and Catalyst efficiency monitors must have run and passed, and 2 minutes of engine run time.

Fuel System Good Trip

To count a good trip (three required) and turn off the MIL, the following conditions must occur

1. Engine in closed loop
2. Operating in Similar Conditions Window
3. Short Term multiplied by Long Term less than threshold
4. Less than threshold for a predetermined time

If all of the previous criteria are met, the PCM will count a good trip (three required) and turn off the MIL.

Misfire Good Trip

If the following conditions are met the PCM will count one good trip (three required) in order to turn off the MIL

1. Operating in Similar Condition Window
2. 1000 engine revolutions with no misfire

Alternate Good Trip

Alternate Good Trips are used in place of Global Good Trips for Comprehensive Components and Major Monitors. If the Task Manager cannot run a Global Good Trip because a component fault is stopping the monitor from running, it will attempt to count an Alternate Good Trip.

The Task Manager counts an Alternate Good Trip for Comprehensive components when the following conditions are met

1. Two minutes of engine run time, idle or driving
2. No other faults occur

The Task Manager counts an Alternate Good Trip for a Major Monitor when the monitor runs and passes. Only the Major Monitor that failed needs to pass to count an Alternate Good Trip.

Warm-Up Cycles

Once the MIL has been extinguished by the Good Trip Counter, the PCM automatically switches to a Warm-Up Cycle Counter that can be viewed on the scan tool. Warm-Up Cycles are used to erase DTCs and Freeze Frames. Forty Warm-Up cycles must occur in order for the PCM to self-erase a DTC and Freeze Frame. A Warm-Up Cycle is defined as follows

1. Engine coolant temperature must start below and rise above 160° F (71° C)
2. Engine coolant temperature must rise by 40° F (4.5° C)
3. No further faults occur

Freeze Frame Data Storage

Once a failure occurs, the Task Manager records several engine operating conditions and stores it in a Freeze Frame. The Freeze Frame is considered one frame of information taken by an on-board data recorder. When a fault occurs, the PCM stores the input data from various sensors so that technicians can determine under what vehicle operating conditions the failure occurred.

The data stored in Freeze Frame is usually recorded when a system fails the first time for two trip faults. Freeze Frame data will only be overwritten by a different fault with a higher priority.

Similar Conditions Window

The Similar Conditions Window displays information about engine operation during a monitor. Absolute MAP (engine load) and Engine RPM are stored in this window when a failure occurs. There are two different Similar conditions Windows: Fuel System and Misfire.

FUEL SYSTEM

1. Fuel System Similar Conditions Window - An indicator that 'Absolute MAP When Fuel Sys Fail' and 'RPM When Fuel Sys Failed' are all in the same range when the failure occurred. Indicated by switching from 'NO' to 'YES'.
2. Absolute MAP When Fuel Sys Fail - The stored MAP reading at the time of failure. Informs the user at what engine load the failure occurred.
3. Absolute MAP - A live reading of engine load to aid the user in accessing the Similar Conditions Window.
4. RPM When Fuel Sys Fail - The stored RPM reading at the time of failure. Informs the user at what engine RPM the failure occurred.
5. Engine RPM - A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
6. Adaptive Memory Factor - The PCM utilizes both Short Term Compensation and Long Term Adaptive to calculate the Adaptive Memory Factor for total fuel correction.
7. Upstream O2S Volts - A live reading of the Oxygen Sensor to indicate its performance. For example, stuck lean, stuck rich, etc.
8. SCW Time in Window (Similar Conditions Window Time in Window) - A timer used by the PCM that indicates that, after all Similar Conditions have been met, if there has been enough good engine running time in the SCW without failure detected. This timer is used to increment a Good Trip.
9. Fuel System Good Trip Counter - A Trip Counter used to turn OFF the MIL for Fuel System DTCs. To increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive Memory Factor must be less than calibrated threshold and the Adaptive Memory Factor must stay below that threshold for a calibrated amount of time.
10. Test Done This Trip - Indicates that the monitor has already been run and completed during the current trip.

MISFIRE

1. Same Misfire Warm-Up State - Indicates if the misfire occurred when the engine was warmed up (above 160° F).
2. In Similar Misfire Window - An indicator that 'Absolute MAP When Misfire Occurred' and 'RPM When Misfire Occurred' are all in the same range when the failure occurred. Indicated by switching from 'NO' to 'YES'.
3. Absolute MAP When Misfire Occurred - The stored MAP reading at the time of failure. Informs the user at what engine load the failure occurred.
4. Absolute MAP - A live reading of engine load to aid the user in accessing the Similar Conditions Window.
5. RPM When Misfire Occurred - The stored RPM reading at the time of failure. Informs the user at what engine RPM the failure occurred.
6. Engine RPM - A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
7. Adaptive Memory Factor - The PCM utilizes both Short Term Compensation and Long Term Adaptive to calculate the Adaptive Memory Factor for total fuel correction.
8. 200 Rev Counter - Counts 0 - 100 720 degree cycles.
9. SCW Cat 200 Rev Counter - Counts when in similar conditions.
10. SCW FTP 1000 Rev Counter - Counts 0 - 4 when in similar conditions.
11. Misfire Good Trip Counter - Counts up to three to turn OFF the MIL.