Engine Control Module (ECM) Diagnostic Trouble Codes (Xc) - 9 of 9: Other Volvo V70 II

Checking the connectors and cables

1. Ignition off
2. Check the accelerator pedal (AP) position sensor connector. Check for contact resistance and oxidation. Check the power supply cable (12 V) between accelerator pedal (AP) position sensor terminal #1 (cable harness side) and the relevant fuse for the circuit. Check for a short-circuit to ground. Check for an open-circuit. Check that the fuse for the circuit is not damaged. Check the ground lead for power supply (12 V) between accelerator pedal (AP) position sensor terminal #3 (cable harness side) and the relevant ground terminal. Check for contact resistance and oxidation. Check for an open-circuit. HINT: With the ignition on, the power supply to the accelerator pedal (AP) position sensor measured between accelerator pedal (AP) position sensor terminals #1 (cable harness side) and #3 (cable harness side) must be approximately 12 V. HINT: With the ignition on, the power supply from the engine control module (ECM) must be approximately 5 V measured between accelerator pedal (AP) position sensor terminals #6 (cable harness side) and #4 (cable harness side). Remedy as necessary. Other information: For further information about the fuses and relays, see the Wiring Diagram See «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . See «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) See «Checking wiring and terminals»(ref-430909-S26456997912011101900000)

1. Continue Refer to «Replacing the accelerator pedal»(ref-431000-S04844691092011101900000)

Verification

HINT: After carrying out the repair, check that the fault has been remedied.

Scheme 840

1. Ignition off
2. Reconnect the connectors, reinstall components etc.
3. Ignition on
4. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault has been remedied if the values are OK.

Are these values OK?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S35409557412011101900000)

Fault-tracing information

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

Signal too high / Signal too low

See Signal too high / Signal too low

Checking the status

1. Start the engine
2. Ignition off
3. Ignition on
4. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be between approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault is intermittent at the moment if the values are OK.

1. Continue Refer to «Checking the power supply»(ref-431000-S02641482652011101900000)

Scheme 841

1. Ignition on. Check the power supply (12 V) to the accelerator pedal (AP) position sensor between accelerator pedal (AP) position sensor terminals #1 (wiring side) and #3 (wiring side). Check that the power supply is approximately 12 V with the ignition on Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

Is the power supply OK?

1. YES Refer to «Checking the connectors and cables»(ref-431000-S37086511172011101900000)
2. NO Refer to «Checking components and wiring»(ref-431000-S12706810172011101900000)

Scheme 842

1. Ignition off. Check the signal cable between engine control module (ECM) terminal #B25 (#B35) and accelerator pedal (AP) position sensor terminal #2. Check for a short-circuit to supply voltage. Try a new accelerator pedal (AP) position sensor if no fault is found and the fault is permanent. Remedy as necessary. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

1. Continue Refer to «Verification»(ref-431000-S10946592462011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

1. Ignition off
2. Reconnect the connectors, reinstall components etc.
3. Start the engine
4. Ignition off
5. Ignition on
6. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be between approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault has been remedied if the values are OK.

Are these values OK?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S30903149832011101900000)

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

1. Start the engine
2. Ignition off
3. Ignition on
4. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be between approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault is intermittent at the moment if the values are OK.

1. Continue Refer to «Checking the power supply»(ref-431000-S16362835392011101900000)

Checking the power supply

1. Ignition on. Check the power supply (12 V) to the accelerator pedal (AP) position sensor between accelerator pedal (AP) position sensor terminals #1 (wiring side) and #3 (wiring side). Check that the power supply is approximately 12 V with the ignition on. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

Is the power supply OK?

1. YES Refer to «Checking the connectors and cables»(ref-431000-S42304819912011101900000)
2. NO Refer to «Checking components and wiring»(ref-431000-S25947939782011101900000)

1. Ignition off
2. Check the accelerator pedal position sensor and engine control module (ECM) connectors. Check for contact resistance and oxidation. Check the signal cable between engine control module (ECM) terminal #B25 (#B35) and accelerator pedal (AP) position sensor terminal #2. Check for an open-circuit. Check for a short-circuit to ground. Try a new accelerator pedal (AP) position sensor if no fault is found and the fault is permanent. Remedy as necessary. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

1. Continue Refer to «Verification»(ref-431000-S33708361472011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

1. Ignition off
2. Reconnect the connectors, reinstall components etc.
3. Start the engine
4. Ignition off
5. Ignition on
6. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be between approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault has been remedied if the values are OK.

Are these values OK?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S04683232442011101900000)

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

See Fault-tracing information

See Fault-tracing information

See Fault-tracing information

See Fault-tracing information

Faulty signal

See Faulty signal

See Faulty signal

1. Ignition on
2. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault is intermittent at the moment if the values are OK.

1. Continue Refer to «Checking the power supply»(ref-431000-S31373241512011101900000)

1. Ignition on. Check the power supply (12 V) to the accelerator pedal (AP) position sensor between accelerator pedal (AP) position sensor terminals #1 (wiring side) and #3 (wiring side). Check that the power supply is approximately 12 V with the ignition on Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

Is the power supply OK?

1. YES Refer to «Checking the wiring»(ref-431000-S18598355852011101900000)
2. NO Refer to «Checking the connectors and cables»(ref-431000-S28062230782011101900000)

1. Ignition off
2. Check the accelerator pedal (AP) position sensor connector. Check for contact resistance and oxidation. Check the power supply cable (12 V) between accelerator pedal (AP) position sensor terminal #1 (wiring side) and the relevant fuse for the circuit. Check for a short-circuit to ground. Check for an open-circuit. Check that the fuse for the circuit has not blown. Check the ground lead for power supply (12 V) between accelerator pedal (AP) position sensor terminal #3 (wiring side) and the relevant ground terminal. Check for contact resistance and oxidation. Check for an open-circuit. HINT: With the ignition on, the power supply to the accelerator pedal (AP) position sensor must be approximately 12 V measured between accelerator pedal (AP) position sensor terminals #1 (wiring side) and #3 (wiring side). Remedy as necessary. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) For further information about the fuses and relays, see the Wiring Diagram To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

1. Continue Refer to «Checking the wiring»(ref-431000-S18598355852011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

1. Ignition off
2. Reconnect the connectors, reinstall components etc.
3. Ignition on
4. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault has been remedied if the values are OK.

Are these values OK?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S16944515702011101900000)

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

Signal too high

See Signal too high

1. Ignition on
2. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault is intermittent at the moment if the values are OK.

1. Continue Refer to «Checking the power supply»(ref-431000-S01536526832011101900000)

1. Ignition on. Check the power supply (12 V) to the accelerator pedal (AP) position sensor between accelerator pedal (AP) position sensor terminals #1 (wiring side) and #3 (wiring side). Check that the power supply is approximately 12 V with the ignition on. Remedy as necessary. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

Is the power supply OK?

1. YES Refer to «Checking components and wiring»(ref-431000-S07623355732011101900000)
2. NO Refer to «Checking the connectors and cables»(ref-431000-S31043515142011101900000)

1. Ignition off
2. Check the accelerator pedal (AP) position sensor connector. Check for contact resistance and oxidation. Check the power supply cable (12 V) between accelerator pedal (AP) position sensor terminal #1 (wiring side) and the relevant fuse for the circuit. Check for a short-circuit to ground. Check for an open-circuit. Check that the fuse for the circuit has not blown. Check the ground lead for power supply (12 V) between accelerator pedal (AP) position sensor terminal #3 (wiring side) and the relevant ground terminal. Check for contact resistance and oxidation. Check for an open-circuit. HINT: With the ignition on, the power supply to the accelerator pedal (AP) position sensor must be approximately 12 V measured between accelerator pedal (AP) position sensor terminals #1 (wiring side) and #3 (wiring side). Remedy as necessary. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) For further information about the fuses and relays, see the Wiring Diagram To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

1. Continue Refer to «Checking components and wiring»(ref-431000-S07623355732011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

1. Ignition off
2. Reconnect the connectors, reinstall components etc.
3. Ignition on
4. Read off the movement of the accelerator pedal by carefully depressing and releasing the accelerator pedal (AP). Check that the value changes with accelerator pedal movement. The value must be approximately 0.4 V when the accelerator pedal (AP) is unaffected and approximately 4 V when the accelerator pedal (AP) is fully depressed. The fault has been remedied if the values are OK.

Are these values OK?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S04888802312011101900000)

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

Signal too low

See Signal too low

Identifying upgraded software ECM/ETM

Upgraded software for the engine control module (ECM) and electronic throttle module (ETM), available during 2006 or later, can be identified. The updated software has the diagnostic number/software number as set out in the table under USA/Canada market .

The differences between the first version , which is identified by the software number, and the second version , which is identified by the diagnostic number, include the following

1. Improved driveability after engine control module (ECM) reset. The start values for some system adaptations are adjusted to facilitate handling of aged/worn systems/components after diagnostic trouble code deletion or when the control module has been without power.
2. Increased hardiness to certain combinations of aging/wear in the system. The work areas for some adaptations are adjusted to better match the aging of certain components.
3. Supplements as to which faults are to generate a message to the driver.
4. Improved serviceability (diagnostic trouble code generation) for some intermittent faults that generate driveability problems.

The electronic throttle module (ETM) is identified solely by the diagnostic number.

If the diagnostic number/software number is within the following series, it is the latest software downloaded

1. 5-cyl non-turbo engines B5244SG/B5244SG2 (Bifuel) , (all markets excluding USA/Canada): Engine control module (ECM) diagnostic number 31219965 - 31219968 or 30788502 and Electronic throttle module (ETM) diagnostic number 30785387.
2. Other 5-cyl non-turbo engines , (all markets): Engine control module (ECM) diagnostic number 30785129 - 30785132 or 30785667 and electronic throttle module (ETM) 30785387.
3. Turbocharged engines (USA/Canada market): First version, engine control module (ECM) software number 30785203 - 30785240 and electronic throttle module (ETM) diagnostic number 30785388. Second version, engine control module (ECM) diagnostic number 30785372 - 30785378 and electronic throttle module (ETM) diagnostic number 30785388.

USA/Canada market

Example of use of the frozen values

Faults can be intermittent, which is important to remember when fault-tracing for possible causes. If the fault is not present when the vehicle is in the workshop, a fault cause can be missed as the values can be correct when fault-tracing is carried out. A good indication of when the fault occurred the first time are the frozen values that can be read out using VIDA/Details.

The frozen values are stored immediately after a fault has been detected. Most parameters in the frozen values are the same for all faults and indicates a general status when a fault has been detected, e. g. engine speed, load, coolant temperature, vehicle speed and battery voltage. Some of them have been selected to give a better understanding of the specific fault. Diagnostic Trouble Code (DTC) ECM-903F Throttle position (TP) can be used as an example of how the frozen values can be used (this is only one example and there may be deviations in reality).

One of the checks given in fault-tracing is "voltage supply to throttle unit" and continues with a suggestion to check the battery and charging system. However, the battery's condition, with the vehicle in the workshop, does not show the battery voltage when the fault was detected. The best information is in the frozen values, i. e. the voltage that the Engine control module (ECM) detected, when the Electronic throttle module (ETM) indicated the fault.

However, remember that this is not an indication of the voltage supply to the Electronic throttle module (ETM), but to the Engine control module (ECM). If the Engine control module (ECM), according to the frozen values, had a good voltage, the battery worked. The voltage supply to the Electronic throttle module (ETM) should therefore be checked separately.

In this case, we assume that the vehicle had a low battery voltage in the workshop. As seen in the frozen values however, the battery voltage was correct when the fault occurred, and this was therefore probably not the cause. This is an example of how the frozen values can be used, to make fault-tracing more efficient and prevent taking too much time fault-tracing incorrectly. This prevents fault-tracing and correcting a fault that was not actually the cause of the problem, which was originally to be solved.

The odometer setting (km) is included among the frozen values in the Engine control module (ECM). This makes a fast comparison with the odometer counter possible, so that one can determine if the fault occurred as part of the fault-tracing and can be ignored.

For example, the CAN related diagnostic Trouble Codes (DTCs) can be detected when the battery voltage drops when working on the vehicle, by the passenger compartment lighting and other loads draining the battery. The frozen values indicate the odometer setting in km. Multiplying this value by 0.62 gives the distance in miles. The current distance in miles and km can be read out using VIDA.

The following should be taken into account when using frozen values for fault-tracing. The frozen values, that should be used with care, are those that have been stored for CAN and are related to Diagnostic Trouble Codes (DTCs) for the Electronic throttle module (ETM).

If the Electronic throttle module (ETM) detects that the communication to the Engine control module (ECM) is interrupted, error flags are stored in the Electronic throttle module (ETM). These error flags are sent to the Engine control module (ECM) as soon as communication on the CAN is working again. This means that the Engine control module (ECM) stores the Diagnostic Trouble Codes (DTCs) as soon as the Electronic throttle module (ETM) supplies them.

This, in turn means that it is at this time that the frozen values are stored. For the Electronic throttle module (ETM) this means that the frozen values occur from a point in time after the fault first occurred.

Read off fault type

Actual fault type with data.

Previous fault type

This fault type may be the same as above, although not necessarily.

All read off data is based on this fault type.

Time before the data was frozen

How long the fault existed before the frozen values were created.

Time after engine start

How long since the engine was started.

Outside temperature

Displays the actual outside temperature when the frozen values were created. The value is given in °C.

Atmospheric pressure

Displays the actual atmospheric pressure when the frozen values were created. The value is given in hPa.

Vehicle speed

Displays the actual vehicle speed when the frozen values were created. The value is given in km/h.

Engine speed

Displays the actual engine speed (RPM) when the frozen values were created. The value is given in RPM.

Mass air flow g/stroke

Displays the actual mass air flow in g/stroke when the frozen values were created.

Intake pressure

Displays the actual pressure in the intake manifold when the frozen values were created. The value is given in hPa.

Engine coolant temperature (ECT)

Displays the actual engine temperature when the frozen values were created. The value is given in °C.

Lambda compensation

Lambda compensation is rapid adjustment of the fuel adaptation value which continually adjusts the fuel air mixture. The area of adjustment is between 0-2. The normal value is 1 (no adaptation).

Long term fuel trim

Long term fuel trim is slow adjustment of the fuel trim value that is used to adapt the fuel / air mixture during longer periods. This value takes into consideration factors such as the aging of components and component tolerances etc. The area of adjustment is between 0-2. The normal value is 1 (no adaptation).

Accelerator pedal (AP) affected

Indicates whether the accelerator pedal (AP) was depressed or not when the frozen values were created.

Probe control

Indicates whether the engine was regulated using fuel trim or not when the frozen values were created.

Fuel shut-off system

Indicates whether the fuel shut-off system was active or not when the frozen values were created.

Operating cycle

Indicates whether the engine was active or not when the frozen values were created.

This happens when the engine speed (RPM) exceeds 600 RPM

Warm-up cycle

Indicates whether a warm-up cycle had been run or not when the frozen values were created.

A warm-up cycle is run if the engine coolant temperature (ECT) is between -7° C and +35° C when the engine is started.

Gear selected

Indicates whether a gear was selected or not when the frozen values were created.

Engine cooling fan (FC)

Indicates whether the engine cooling fan (FC) was active or not when the frozen values were created.

A/C requested

Indicates whether the air conditioning (A/C) was selected or not when the frozen values were created.

Air-conditioning: (A/C) compressor active

Indicates whether the air conditioning (A/C) compressor was active or not when the frozen values were created.

Brake pedal switch

Indicates whether the brake pedal was affected or not when the frozen values were created.

EVAP canister purge valve active

Indicates whether the EVAP canister purge valve was active or not when the frozen values were created.

Cruise control active

Indicates whether the cruise control was active or not when the frozen values were created.

EVAP canister shut-off valve

Indicates whether the EVAP canister shut-off valve was active or not when the frozen values were created.

State, fuel trim

Depending on the prevailing circumstances when the frozen values were created, one of the following alternatives may be stored.

1. no fuel trim, the start conditions have not been met . This condition occurs at the crank or immediately after start before fuel trim has started
2. fuel trim with two probes . This situation occurs during driving when both probes are used during fuel trim (part load)
3. no fuel trim, operation with predefined values . This situation occurs during hard acceleration or during fuel shut-off when there is no fuel trim and operation is under predefined values
4. no fuel trim, operation with a system fault . This situation occurs when an earlier diagnostic trouble code (DTC) was stored that caused the fuel trim to be disabled
5. fuel trim with one probe (front) . This situation occurs at idling speed or during light acceleration when one probe (front) is used during fuel trim.

Battery voltage

Displays the actual battery voltage when the frozen values were created.

Passenger compartment temperature

Displays the temperature in the passenger compartment in the instant the frozen values were created.

Odometer setting

Displays the odometer setting in the instant the frozen values were created.

Explanation

Not all the parameters described need to be implemented in the control module. This varies from system to system.

Frozen values are parameter values that are stored when a diagnostic trouble code (DTC) is stored.

Bank 1 indicates cylinders 1-3 on 6 cylinder engines and all cylinders on 5-cylinder engines.

Bank 2 indicates cylinders 4-6 on 6-cylinder engines.

Condition, fuel trim bank X

Fuel trim can assume 5 different conditions

1. no fuel trim, the start conditions have not been met. . This condition occurs at the crank or immediately after start before fuel trim has started
2. fuel trim with 2 probes . This situation occurs during driving when both probes are used during fuel trim (part load).
3. no fuel trim, operation with predefined values . This situation occurs during hard acceleration or during fuel shut-off when there is no fuel trim and operation is under predefined values.
4. no fuel trim, operation with system fault . This situation occurs when an earlier diagnostic trouble code (DTC) was stored that caused the fuel trim to be disabled
5. fuel trim with one probe (front) . This situation occurs at idling speed or during light acceleration when one probe (front) is used during fuel trim.

Calculated load, %

Indicates the calculated engine load. The value is given as a percentage of full load.

Engine coolant temperature (ECT), °C

Indicates the engine temperature. The value is given in °C.

Engine speed, RPM

Indicates the engine speed (RPM). The value is given in RPM

Vehicle speed, km/h

Indicates the vehicle speed. The value is given in km/h.

Boost pressure

Indicates the engine volumetric efficiency. The value is given as a % compared to the atmospheric pressure (during positive boost pressure the value will be higher than 100%).

Indicates the system voltage. The value is given in volts.

Throttle angle

Indicates the throttle angle. The value is given as a percentage of maximum reading.

Air mass

Indicates the mass air flow. The value is given in kg/h.

Indicates the outside temperature. The value is given in °C.

Distance

Indicates the mileage when the diagnostic trouble code (DTC) was stored. The value is given in km.

Checking components

Check, using the diagnostic trouble code (DTC) statuses, if the fault is intermittent or permanent.

Permanent fault

Check the cable between engine control module (ECM) terminal #B25 and accelerator pedal position sensor terminal #2 for open circuit, short circuit to supply voltage or short circuit to ground depending on the type of fault detected. In conjunction with this, check the cable between engine control module (ECM) terminal #A56 and electronic throttle module (ETM) terminal #1 since #B25 and #A56 are internally connected in the engine control module (ECM) and a short circuit on #A56 will generate this diagnostic trouble code.

Intermittent fault

Use the diagnostic trouble codes' frozen values as well as the counters, to determine the driving conditions when the problem was detected the first time and how often the problem has occurred. The values show the problem's current status and how intermittent the problem is. The operating conditions can be, for example, whether the engine was running, what the speed of the vehicle was and what the battery voltage in the system was. This information can facilitate searching for an intermittent fault.

Check whether the engine control module (ECM) has stored any other diagnostic trouble codes that indicate a fault in the pulse width modulated (PWM) signal from the accelerator pedal position sensor. If trouble code ECM-9520, Faulty signal, is stored together with ECM-985F and ECM-9180, but ECM-959F is not stored, one can assume that the fault occurred for more than 0.05 seconds but less than 0.1 seconds.

If ECM-9180 is stored together with ECM-9520 Faulty signal and ECM-958F, one can assume that the fault occurred for more than 0.1 seconds but less than 0.4 seconds.

If ECM-959F is stored together with ECM-9520, Faulty signal, ECM-9180 and ECM-958F, one can assume that the fault occurred for more than 0.4 seconds.

If diagnostic trouble codes ECM-9520, ECM-9180 and/or ECM-958F occur together with diagnostic trouble codes that indicate an electrical fault in the injectors, EVAP valve and/or turbo control valve, it indicate that there may be a problem with the 12-volt supply from the system relay. Use the diagnostic trouble code's frozen values and the counter to determine if the fault may have been stored at the same time.

HINT: Using VIDA vehicle communication, check that the parameter "Accelerator pedal, PWM" indicates correct values. There are other parameters that can be of help when fault tracing and verifying this diagnostic trouble code. To aid fault tracing, use Component specifications when measuring and checking relevant components and use Wiring diagram, Signal description and Breakout box to measure and control signals to and front the control module or its components.

For markets where upgraded software, released during year 2006 or later, is available, the solution may be to download the upgraded software. Since detection time has been increased from 0.05 to 0.7 seconds, the upgraded software will be more tolerant to short, intermittent disruptions.

Remedy as necessary.

Other information

1. To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) .
2. To access/replace the accelerator pedal (AP) position sensor, see «Replacing the accelerator pedal module»(ref-431000-S37842567292012011000000) .
3. Accelerator pedal (AP) position sensor #2 is PWM signal, #2 is power supply (12 V) and #3 is the ground terminal.
4. For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) .
5. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
6. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)

1. Ignition off, wait three minutes so that the main relay / system relay releases the voltage feed to, among other, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes. If the electric cooling fan is running, you have to wait another two minutes after the electric cooling fan has stopped, to make sure that Electronic throttle module (ETM) has been shut off correctly.

If this is not done correctly, diagnostic trouble codes may remain even after deleting diagnostic trouble codes and any reconfiguration may remain, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S05031893962011101900000)

Scheme 843

Remove the stop lug in the connector on the pedal module.

Disconnect the pedal module connector.

Remove the pedal module.

Installing the accelerator pedal module

Install the pedal module. Tighten to 10 Nm .

Connect the module connector.

Install the stop lug in the connector on the pedal module.

Note. After replacing the accelerator pedal (AP) position sensor, the engine must be run at idling speed for a couple of minutes before normal operation can resume. The is because the system adapts the new accelerator pedal (AP) position sensor to compensate for any differences between the components. If this is not carried out there will be a dead point in the accelerator pedal (AP) position sensor.

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

Signal too low. Permanent fault

See Signal too low. Permanent fault

See Signal too low. Permanent fault

See Signal too low. Permanent fault

See Signal too high

See Signal too high

See Signal too low

See Signal too low

If diagnostic trouble code (DTC) ECM-9540 is stored together with ECM-9530, there is probably a problem with the 5 volt supply to the accelerator pedal position sensor's analogue sensor. Fault-trace according to ECM-9540. Otherwise, continue as follows.

Check, using the diagnostic trouble code (DTC) statuses, if the fault is intermittent or permanent.

Signal too high. Permanent fault

Check the cable between the engine control module (ECM) terminal #B17 and accelerator pedal position sensor terminal #5. Check for a short circuit to supply voltage.

Signal too low. Permanent fault

Check the cable between the engine control module (ECM) terminal #B17 and accelerator pedal position sensor terminal #5. Check for an open circuit and short circuit to ground. Also check the cable between engine control module (ECM) terminal #B9 and accelerator pedal position sensor terminal #6. Check for open circuit. This is because an open-circuit in the 5 V supply can cause this diagnostic trouble code (DTC) to be stored.

Intermittent fault

Use the diagnostic trouble codes' frozen values as well as the counters, to determine the driving conditions when the problem was detected the first time and how often the problem has occurred. The values show the problem's current status and how intermittent the problem is. The operating conditions can be, for example, whether the engine was running, what the speed of the vehicle was and what the battery voltage in the system was. This information can facilitate searching for an intermittent fault. If the fault was stored at a battery voltage lower than 10 V with engine speed at 0 RPM, this indicates that the fault may have occurred when the engine was started. This, in turn, indicates that the battery's charging status is not OK.

1. Check the battery status.

HINT: Check, using VIDA vehicle communication, that the parameter "Accelerator pedal, PWM (%)" shows the correct values. To aid fault tracing, use Component specifications when measuring and checking relevant components and use Wiring diagram, Signal description and Breakout box to measure and control signals to and front the control module or its components.

For markets where upgraded software, released during year 2006 or later, is available, the solution may be to download the upgraded software. As the detection time has increased from 0.1 to 0.4 seconds, the upgraded software becomes more tolerant towards short intermittent interference among other things.

Remedy as necessary.

Other information

1. To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) .
2. To access/replace the accelerator pedal (AP) position sensor, see «Replacing the accelerator pedal module»(ref-431000-S37842567292012011000000) .
3. Accelerator pedal (AP) position sensor #5 transmits an analog signal that varies between approximately 0.45V and approximately 4.5V depending on accelerator pedal (AP) position.
4. Accelerator pedal (AP) position sensor #6 is power supply (5V)
5. Accelerator pedal (AP) position sensor #4 is a signal ground.
6. For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) .
7. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
8. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)

1. Ignition off, wait three minutes so that the main relay / system relay releases the voltage feed to, among other, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes. If the electric cooling fan is running, you have to wait another two minutes after the electric cooling fan has stopped, to make sure that Electronic throttle module (ETM) has been shut off correctly.

If this is not done correctly, diagnostic trouble codes may remain even after deleting diagnostic trouble codes and any reconfiguration may remain, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S14818252802011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

Signal too high/signal too low

See Signal too high/signal too low

See Signal too high/signal too low

See Signal too high/signal too low

Check, using the diagnostic trouble code (DTC) statuses, if the fault is intermittent or permanent.

Signal too high. Permanent fault

Check the cable between engine control module (ECM) terminal #B9 and accelerator pedal position sensor terminal #6 for short circuit to supply voltage.

Signal too low. Permanent fault

Check the cable between engine control module (ECM) terminal #B9 and accelerator pedal position sensor terminal #6 for short circuit to ground.

Intermittent fault

Use the diagnostic trouble codes' frozen values as well as the counters, to determine the driving conditions when the problem was detected the first time and how often the problem has occurred. The values show the problem's current status and how intermittent the problem is. The operating conditions can be, for example, whether the engine was running, what the speed of the vehicle was and what the battery voltage in the system was. This information can facilitate searching for an intermittent fault. If the fault was stored at a battery voltage lower than 10 V with engine speed at 0 RPM, this indicates that the fault may have occurred when the engine was started. This, in turn, indicates that the battery's charging status is not OK.

1. Check the battery status.

HINT: Check, using VIDA vehicle communication, that the parameter "Accelerator pedal, PWM (%)" shows the correct values. To aid fault tracing, use Component specifications when measuring and checking relevant components and use Wiring diagram, Signal description and Breakout box to measure and control signals to and front the control module or its components.

For markets where the upgraded software, released during 2006 or later, is available, the solution may be to load the upgraded software. As the detection time has increased from 0.1 to 0.4 seconds, the upgraded software becomes more tolerant towards short intermittent interference among other things.

Remedy as necessary.

Other information

1. To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) .
2. To access/replace the accelerator pedal (AP) position sensor, see «Replacing the accelerator pedal module»(ref-431000-S37842567292012011000000) .
3. For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) .
4. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
5. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)

1. Continue Refer to «Information»(ref-431000-S22203905012011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

Level too low

See Level too low

See Level too low

See Level too low

1. Ignition off
2. Check the accelerator pedal position sensor and engine control module (ECM) connectors. Check for contact resistance and oxidation. Check the signal cable between engine control module (ECM) terminal #B25 (#B35) and accelerator pedal (AP) position sensor terminal #2 (wiring side). Check for an open-circuit. Check for a short-circuit to supply voltage. Check for a short-circuit to ground. HINT: With the ignition on, the power supply to the accelerator pedal (AP) position sensor must be approximately 12 V measured between accelerator pedal (AP) position sensor terminals #1 and #3 (wiring side). Try a new accelerator pedal (AP) position sensor if no fault is found and the fault is permanent. Remedy as necessary. Other information: See «Checking wiring and terminals»(ref-430909-S26456997912011101900000) To connect the breakout box, see «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . To access and replace the accelerator pedal (AP) position sensor, see «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) .

1. Continue Refer to «Verification»(ref-431000-S00721350442011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

Scheme 844

1. Ignition off
2. Reinstall the connectors, components etc.
3. Start the engine
4. Read off diagnostic trouble codes (DTCs). The fault has been remedied if status of the diagnostic trouble code (DTC) is intermittent.

Is the status of the diagnostic trouble code (DTC) intermittent?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S01999804322011101900000)

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

See Faulty signal

HINT: If diagnostic trouble code (DTC) ECM-9520 or ECM-9530 is stored in the engine control module (ECM), these diagnostic trouble codes (DTCs) must be fault-traced first.

1. Ignition on. Check whether the fault is permanent or intermittent. Read off the analog signal and the pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor. Check that the difference between the signals is not more than approximately 4%. Check that the value is between 6-9% with unaffected accelerator pedal (AP) and between 85-90% with the accelerator pedal (AP) fully depressed. Check the signals throughout the measurement range of the accelerator pedal (AP) position sensor (from completely released to completely depressed). Make the check using slow movements of the accelerator pedal (AP). The fault is intermittent if the signals are correct. HINT: A defective accelerator pedal (AP) position sensor is indicated if any of the returned signals deviates at a specific accelerator pedal (AP) angle. Other information See «Information about combined diagnostic trouble codes (DTCs) (turbo engines)»(ref-431000-S36273403922012011000000)

1. Continue Refer to «Checking components»(ref-431000-S13944315712011101900000)

Check whether the engine control module (ECM) has stored any other diagnostic trouble codes that indicate a fault in the pulse width modulated (PWM) signal or the analogue signal from the accelerator pedal position sensor.

If ECM-9180, ECM-9520, ECM-9530 and/or ECM-9540 are stored, these diagnostic trouble codes are to be fault traced first. Otherwise, continue as follows.

Using the diagnostic trouble code counter, check whether the fault is intermittent or permanent. Compare the parameters "Accelerator pedal, Analogue" and "Accelerator pedal, PWM". These should under no circumstances differ by more than 5% unless the analogue signal is undergoing change, e. g. during throttle application, when a large deviation between the two signals is permitted.

If the diagnostic trouble code (DTC) is permanent

Search for a fault that could cause any of the signals to be faulty yet still within the electrical fault limits. Check the cables and connections between the accelerator pedal position sensor and the engine control module (ECM) for contact resistance and corrosion.

Check whether there is any potential difference for ground connections and voltage supplies between the engine control module (ECM) and the accelerator pedal position sensor.

Check the cables and connections between the grounding point for the system relay and the accelerator pedal position sensor.

If the diagnostic trouble code (DTC) is intermittent

Use the diagnostic trouble codes' frozen values as well as the counters, to determine the driving conditions when the problem was detected the first time and how often the problem has occurred. The values show the problem's current status and how intermittent the problem is. The operating conditions can be, for example, whether the engine was running, what the speed of the vehicle was and what the battery voltage in the system was. This information can facilitate searching for an intermittent fault. If the trouble code was stored when battery voltage was less than 10.5 V and engine speed was 0 RPM, it indicates that the fault may have occurred when the engine was started. This, in turn, indicates that the battery's charging status is not OK.

1. Check the battery status.

HINT: Using VIDA vehicle communication, check that the parameters "Accelerator pedal, PWM", "Accelerator pedal, PWM (via ETM)" and "Accelerator pedal, Analogue" indicate correct values. To aid fault tracing, use Component specifications when measuring and checking relevant components and use Wiring diagram, Signal description and Breakout box to measure and control signals to and front the control module or its components.

When ECM-958F is stored, the frozen values often indicate that the fault occurred when battery voltage was less than 12 V and engine speed was close to 0 RPM. If these operating conditions are found in the vehicle and upgraded software is available (released 2006 or later), the solution is to download the upgraded software. The upgraded software requires engine speed to be greater than 600 RPM for the test to be active.

Upgraded software could also be the solution if the trouble code was stored when the engine was running since detection time has been increased from 0.4 to 0.7 seconds. The upgraded software will also be much more tolerant to short, intermittent disruptions. If upgraded software is not available and the frozen values indicate that the fault occurred when battery voltage was low and engine speed was close to 0 RPM, fault tracing should focus on checking the vehicle's power supply, especially battery charge status.

Remedy as necessary.

Other information

1. To access or replace the accelerator pedal (AP) position sensor: «Replacing the accelerator pedal module»(ref-431000-S37842567292012011000000)
2. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)
3. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
4. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)

1. Turn off the ignition and then wait three minutes for the main relay or system relay to release the voltage feed to, among others, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes, but if the electric cooling fan is running you have to wait another two minutes after the cooling fan has stopped, to ensure that Electronic throttle module (ETM) is shut off correctly.

If this is not done correctly, diagnostic trouble codes may remain even after deletion of diagnostic trouble codes as well as any reconfiguration, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S09807123772011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

Note. If diagnostic trouble code (DTC) ECM-958F is stored, do not carry out the following fault-tracing.

1. Start the engine. Check whether the fault is permanent or intermittent. Read off the pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor. Also read off the pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor via the electronic throttle module (ETM). Check that the difference between the signals is not more than approximately 10%. Check that the value is between 6-9% with an unaffected accelerator pedal (AP) and that the values increase as the accelerator pedal (AP) is pressed. The fault is intermittent if the signals are correct.

1. Continue Refer to «Checking components»(ref-431000-S17859969782011101900000)

ECM-959F is pretty much always stored as a result of another fault on the CAN network or as a subsequent diagnostic trouble code for an already detected fault on one of the signals from the accelerator pedal position sensor. Check whether any diagnostic trouble codes have been stored that indicate a fault on the CAN network, ECM-901A, ECM-902A, ECM-911A, ECM-912A, ECM-E003 and/or ECM-E000. If so, these diagnostic trouble codes must be fault traced first. If any diagnostic trouble code has been stored that indicates a fault in the accelerator pedal position sensor, ECM-9180, ECM-9520, ECM-9530, ECM-9540 and/or ECM-958F, these are to be fault traced first. Otherwise, continue as follows.

Using the diagnostic trouble code counter and parameters in VIDA vehicle communication, check whether the fault is intermittent or permanent. Compare the parameters "Accelerator pedal, PWM (via ETM)" and "Accelerator pedal, Analogue". These should under no circumstances differ by more than 10% unless the analogue signal is undergoing change, e. g. during throttle application, when a large deviation between the two signals is permitted.

If the diagnostic trouble code (DTC) is permanent

If diagnostic trouble code ECM-959F is stored as the only trouble code, it indicates that both the engine control module (ECM) and electronic throttle module (ETM) detect that the signals from the accelerator pedal position sensor are OK, even though the signal that the electronic throttle module (ETM) sends back to the engine control module (ECM) via the CAN network is faulty. This is a highly unlikely situation. Search for a fault that could cause the signal to be faulty yet still within the electrical fault limits.

1. Check the cables and connections between the electronic throttle module (ETM) and the engine control module (ECM) for contact resistance and corrosion.
2. Check whether there is any potential difference for ground connections and voltage supplies between the engine control module (ECM) and the electronic throttle module (ETM).

HINT: The signal cables between the accelerator pedal position sensor and the engine control module (ECM) do not need to be checked. ECM-958F is generated if there is a fault on these cables.

If the diagnostic trouble code (DTC) is intermittent

Use the diagnostic trouble codes' frozen values as well as the counters, to determine the driving conditions when the problem was detected the first time and how often the problem has occurred. The values show the problem's current status and how intermittent the problem is. The operating conditions can be, for example, whether the engine was running, what the speed of the vehicle was and what the battery voltage in the system was. This information can facilitate searching for an intermittent fault.

HINT: Using VIDA vehicle communication, check that the parameters "Accelerator pedal, PWM", "Accelerator pedal, PWM (via ETM)" and "Accelerator pedal, Analogue" indicate correct values. To aid fault tracing, use Component specifications when measuring and checking relevant components and use Wiring diagram, Signal description and Breakout box to measure and control signals to and front the control module or its components.

For markets where upgraded software, released during year 2006 or later, is available, the solution may be to download the upgraded software. Since detection time has been increased from 0.5 to 0.9 seconds, the upgraded software will be much more tolerant to short, intermittent disruptions.

Remedy as necessary.

Other information

1. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
2. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)

1. Turn off the ignition and then wait three minutes for the main relay or system relay to release the voltage feed to, among others, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes, but if the electric cooling fan is running you have to wait another two minutes after the cooling fan has stopped, to ensure that Electronic throttle module (ETM) is shut off correctly.

If this is not done correctly, diagnostic trouble codes may remain even after deletion of diagnostic trouble codes as well as any reconfiguration, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S22079941542011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

Internal fault

See Internal fault

See Faulty signal

1. Ignition off
2. Check the accelerator pedal position sensor and engine control module (ECM) connectors. Check for contact resistance and oxidation. Check the signal cable between engine control module (ECM) terminal #B25 (#B35) and accelerator pedal (AP) position sensor terminal #2 (cable harness side). Check for an open-circuit. Check for a short-circuit to supply voltage. Check for a short-circuit to ground. HINT: With the ignition on, the power supply to the accelerator pedal (AP) position sensor must be approximately 12 V measured between accelerator pedal (AP) position sensor terminals #1 and #3 (cable harness side). Try a new accelerator pedal (AP) position sensor if no fault is found and the fault is permanent. Remedy as necessary. Other information: See «Connecting the breakout box»(ref-430911-S30587875092011101900000) For information about signals: For 5 cylinder turbocharged engines -2001, see «Signal specification»(ref-430975-S34273110602011101900000) For 5 cylinder turbocharged engines 2002, see «Signal specification»(ref-430975-S11230688812011101900000) For B5254T2 -2004, see «Signal description»(ref-430975-S13000059482011101900000) For B5204T5, B5234T3, B5234T7 and B5244T3 -2004, see «Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)»(ref-431000-S28661172732012011000000) For B5254T4 2004, see «Signal specification (B5254T4 2004)»(ref-431000-S13786258832012011000000) For 5 cylinder turbocharged engines 2005-, see «Signal specification»(ref-430975-S24350024032011101900000) . See «Accelerator pedal (AP), replacing»(ref-431199-S21892486792011101900000) See «Checking wiring and terminals»(ref-430909-S26456997912011101900000)

1. Continue Refer to «Verification»(ref-431000-S13513420252011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

1. Ignition off
2. Reinstall the connectors, components etc.
3. Start the engine
4. Read off diagnostic trouble codes (DTCs). The fault has been remedied if status of the diagnostic trouble code (DTC) is intermittent.

Is the status of the diagnostic trouble code (DTC) intermittent?

1. YES VERIFIED: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-431000-S12693694032011101900000)

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

Replacing the ECM

Note. The diagnostic trouble code (DTC) may be stored as a consequence of other faults. Check therefore if any other diagnostic trouble codes (DTCs) are stored for the engine control module (ECM). Remedy these first.

The engine control module (ECM) has registered an internal fault.

If the fault is intermittent, it has been registered previously but is no longer present. Intermittent faults can be caused by interference at start up of the engine control module (ECM) or may be a different type of fault which occurs on different occasions. The fault is evaluated depending on how it occurs.

See Engine control module (ECM), replacing

Remedy as necessary.

1. Continue Refer to «Information»(ref-431000-S36625020952011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

This diagnostic trouble code is no longer necessary and has therefore been disabled in the software of later model years. In markets for which upgraded software (released 2006 or later) is available, the solution is to download the upgraded software since the diagnostic trouble code is disabled in this software.

See Identifying upgraded software ECM/ETM

For markets in which upgraded software is not available, check if the engine control module (ECM) has stored other diagnostic trouble codes related to a fault that could have caused requested engine torque to be too high. If there are other diagnostic trouble codes that could have caused the fault, fault trace these. Remedy as necessary.

Use the diagnostic trouble codes' frozen values as well as the counters, to determine the driving conditions when the problem was detected the first time and how often the problem has occurred. The values show the problem's current status and how intermittent the problem is. The operating conditions can be, for example, whether the engine was running, what the speed of the vehicle was and what the battery voltage in the system was. This information can facilitate searching for an intermittent fault.

Remedy as necessary.

Other information

1. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
2. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)

In order for Electronic throttle module (ETM) to reset any reconfigurations as well as delete internally stored problems, the following must be performed

1. Ignition off, wait three minutes so that the main relay / system relay releases the voltage feed to, among other, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes, but if the electric cooling fan is running you have to wait another two minutes after the cooling fan has stopped, to ensure that Electronic throttle module (ETM) is shut off correctly.

If this is not done correctly, diagnostic trouble codes may remain even after deleting diagnostic trouble codes and any reconfiguration may remain, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S37537293582011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

See Fault-tracing information

See Fault-tracing information

See Fault-tracing information

Internal fault. Permanent fault

See Internal fault. Permanent fault

See Internal fault. Permanent fault

See Internal fault

As described in the diagnostic trouble code information, this diagnostic trouble code is stored when the engine's current torque exceeds a maximal permitted torque for a short time. The diagnostic trouble code may be stored alone or exists as a subsequent problem of any another diagnostic trouble code.

If any of the diagnostic trouble codes ECM-1300, ECM-130A, ECM-260A, ECM-261A, ECM-262A, ECM-270A, ECM-271A, ECM-272A, ECM-6800, ECM-6805 and/or ECM-6806 are stored together with ECM-981A, continue troubleshooting according to any of these diagnostic trouble codes. Otherwise, continue as follows.

If there is no other diagnostic trouble code that indicates what may have caused exceeding of the engine's torque, then use the frozen values to try to determine when the problem occurred and what has caused the high torque. Also check the counters to get an idea if it is likely that the problem can be recreated or not. If the counters show that the problem has occurred frequently in recent time, it is highly likely that the problem can be recreated during troubleshooting. If the counters show that the problem is extremely intermittent, it is not very likely that the problem can be recreated during troubleshooting.

A damage to following components or system would mean that the engine's torque becomes too high.

1. Check the intake system for air leakage and loose charge-air pipe.
2. Check that the wastegate valve does not jam, that the turbo control valve is not damaged or that there are cracked or blocked hoses between the turbo control valve and intake manifold or wastegate valve.

Remedy as necessary.

Other information

1. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)
2. See «Air leakage in the intake system, checking»(ref-430964-S09157528512011101900000)

Note. In order for Electronic throttle module (ETM) to reset any reconfigurations as well as delete internally stored problems, the following must be performed

1. Ignition off, wait three minutes so that the main relay / system relay releases the voltage feed to, among other, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes, but if the electric cooling fan is running you have to wait another two minutes after the cooling fan has stopped, to ensure that Electronic throttle module (ETM) is shut off correctly.

If this is not done correctly, diagnostic trouble codes may remain even after deleting diagnostic trouble codes and any reconfiguration may remain, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S34410798972011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

See Fault-tracing information

See Fault-tracing information

See Internal fault. Permanent fault

See Internal fault. Permanent fault

Note. The diagnostic trouble code (DTC) may be stored as a result of foreign objects in the intake passages or contaminants in the electronic throttle unit. Check and remedy these first.

The engine control module (ECM) has registered an internal fault.

If the fault is intermittent, it has been registered previously but is no longer present. Intermittent faults can be caused by interference at start up of the engine control module (ECM) or may be a different type of fault which occurs on different occasions. The fault is evaluated depending on how it occurs.

See Engine control module (ECM), replacing

Remedy as necessary.

1. Continue Refer to «Information»(ref-431000-S04717918042011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

Checking components, intake system

As described in the diagnostic trouble code information, this diagnostic trouble code is stored when the measured air mass in to the engine is below a lowest permitted air mass for a short time. The diagnostic trouble code may be stored alone, but the most common is that it exists as a subsequent problem of any another diagnostic trouble code.

If any of the diagnostic trouble codes ECM-1300, ECM-130A, ECM-901A, ECM-902A, ECM-903F, ECM-911A, ECM-912A, ECM-9150 and/or ECM-9160 are stored together with ECM-982A, continue troubleshooting according to any of these diagnostic trouble codes. Otherwise, continue as follows.

If there is no other diagnostic trouble code that indicates what may have caused the low air mass, then use the frozen values to try to determine when the problem occurred and what has caused the low air mass. Also check the counters to get an idea if it is likely that the problem can be recreated or not. If the counters show that the problem has occurred frequently in recent time, it is highly likely that the problem can be recreated during troubleshooting. If the counters show that the problem is extremely intermittent, it is not very likely that the problem can be recreated during troubleshooting.

A damage to following components or system would mean that the air mass becomes too low.

1. Check the intake system for air leakage and loose charge-air pipe.
2. Check that the intake air temperature (IAT) sensor and boost pressure sensor are correctly installed. Check for air leakage around the components. NOTE: Even extremely small air leaks can cause this diagnostic trouble code (DTC) to be stored.

For markets where upgraded software, released during year 2006 or later, is available, the solution may be to download the upgraded software. If the counters shows that the fault is intermittent and it is suspected that the fault occurs for a short time, the upgraded software will be of use as long as the faults do not occur for less than 0.6 seconds.

Remedy as necessary.

Other information

1. See «Identifying upgraded software ECM/ETM»(ref-431000-S38638371412012011000000)
2. See «Checking wiring and terminals»(ref-430909-S05889726072011101900000)
3. See «Air leakage in the intake system, checking»(ref-430964-S09157528512011101900000)

1. Ignition off, wait three minutes so that the main relay / system relay releases the voltage feed to, among other, Electronic throttle module (ETM).
2. Then turn on the ignition and turn it off again.
3. Wait another three minutes. If the electric cooling fan is running, you have to wait another two minutes after the electric cooling fan has stopped, to make sure that Electronic throttle module (ETM) has been shut off correctly. If this is not done correctly, diagnostic trouble codes may remain even after deleting diagnostic trouble codes and any reconfiguration may remain, despite the problem being fixed.

1. Continue Refer to «Information»(ref-431000-S42533624102011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

See Fault-tracing information

See Fault-tracing information

See Fault-tracing information

Remedy any diagnostic trouble codes (DTCs) that are stored.

Remedy as necessary.

Programming or replacing the engine control module (ECM)

1. Ignition off. The engine control module (ECM) has registered an internal fault. Replace the engine control module (ECM). See «Engine control module (ECM), replacing»(ref-430961-S10976842282011101900000) . NOTE: After replacing the engine control module (ECM), the throttle unit must be adapted using the vehicle communication input: "Throttle unit adaptation". Remedy as necessary.

1. Continue Refer to «Information»(ref-431000-S00665817652011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

See Internal fault. Permanent fault

See Internal fault. Permanent fault

The engine control module (ECM) has registered an internal fault.

If the fault is intermittent, it has been registered previously but is no longer present. Intermittent faults can be caused by interference at start up of the engine control module (ECM) or may be a different type of fault which occurs on different occasions. The fault is evaluated depending on how it occurs. Replace the engine control module (ECM) if the fault recurs.

Replace the engine control module (ECM) in the event of a permanent fault.

Remedy as necessary.

Other information

1. See «Engine control module (ECM), replacing»(ref-430961-S10976842282011101900000)

1. Continue Refer to «Information»(ref-431000-S16472508212011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

See Fault-tracing information

See Internal fault. Permanent fault

See Internal fault

See Internal fault

See Internal fault

See Internal fault

See Fault-tracing information

Checking the intake and exhaust system

Check the intake and exhaust system. Check for blockages.

Check the intake system for leakage.

Check the inside of the throttle body (TB). Check for contamination. When the throttle body (TB) is contaminated, the air flow to the engine is impaired and diagnostic trouble code (DTCs) or fault symptoms can occur.

Remedy as necessary.

Was a fault detected?

1. YES Refer to «Information»(ref-431000-S38916397682011101900000)
2. NO Refer to «Programming or replacing the engine control module (ECM)»(ref-431000-S21088652892011101900000)

1. Ignition off. The diagnostic trouble code may be stored because the Engine control module (ECM) is damaged. Remedy as necessary. Other information See «Engine control module (ECM), replacing»(ref-430961-S10976842282011101900000)

1. Continue Refer to «Information»(ref-431000-S38916397682011101900000)

In case of this defect, troubleshooting is not followed by verification.

The information can be displayed again or the fault-tracing for this fault can be interrupted.

See Internal fault

See Internal fault

See Fault-tracing information

See Internal fault. Permanent fault

See Internal fault

See Fault-tracing information

See Internal fault. Permanent fault

See Fault-tracing information

See Internal fault. Permanent fault

See Fault-tracing information

When this trouble code is stored, it indicates that Engine control module (ECM) has failed to control the idle RPM. Normally there are also trouble codes related to the air and fuel system stored together with this trouble code. Any diagnostic trouble codes that are stored should be fault traced first. If the cause is found with this troubleshooting, you can ignore this trouble code.

HINT: Incorrectly adapted throttle module may cause this trouble code to be stored alone. Carry out adaptation of the throttle unit to update the adaptation values. This is done from DIAGNOSTICS/VEHICLE COMMUNICATION/Advanced.

See Fault-tracing information

See Faulty signal

See Faulty signal

See Faulty signal

See Fault-tracing information

See Fault-tracing information

Checking a short-circuit in CAN cables

Connect an ohmmeter between the relevant CAN cable (CAN-L and CAN-H) and the power supply, and between the CAN cable and ground. Twist the connectors and turn the cable harness to different positions at each reading to determine any intermittent short-circuits.

Take the following readings

1. The resistance between CAN-L and ground
2. The resistance between CAN-L and voltage
3. The resistance between CAN-H and ground
4. The resistance between CAN-H and voltage.

The resistance must be infinite or very high in all cases (greater than 1 Mohms).

HINT: The reading can be taken from the same connector if the CAN cables, power supply and ground are exposed. If possible, take readings on the rear of the connector to prevent damage to the terminals in the connector. If this is not possible, use the adapter wiring or loose terminal pins to obtain a good contact.

Was a fault detected?

1. YES Refer to «Identifying fault causes in the CAN network»(ref-431000-S31774900072011101900000)
2. NO Refer to «Checking the traffic load on the CAN cables»(ref-431000-S27086605542011101900000)

Checking the traffic load on the CAN cables

1. Connect the battery
2. Ignition on Also read: «Battery, disconnecting»(ref-430959-S32245976082011101900000) Faults in the CAN network may be due to a control module sending faulty messages that disrupt "normal" communication. When messages are sent incorrectly, this results in a considerable increase in the amount of traffic on the CAN network. Check the load by measuring the average voltage value on the CAN cables in relation to ground. Connect a voltmeter between CAN-L and ground. The voltage must be approximately 2.3 V. Then connect a voltmeter between CAN-H and ground. The voltage must be approximately 2.8 V. HINT: If possible measure from the rear of the affected connectors so that they are not damaged.

Is the value OK?

1. YES Refer to «Information»(ref-431000-S28299004012011101900000)
2. NO Refer to «Identifying a control module in the CAN network»(ref-431000-S20741900112011101900000)

Identifying fault causes in the CAN network

1. Disconnect a control module that disconnects the CAN network (a control module that has four terminals to the CAN network). HINT: For the low speed network, suitable places for disconnecting the network are at the steering wheel module (SWM), the driver information module (DIM) or the climate control module (CCM). In the event of a short-circuit between one of the CAN cables and voltage or ground, the fault can be located by disconnecting a control module that disconnects the CAN network. Readings can then be taken to determine on which side of the disconnected control module the fault is located. Connect an ohmmeter between the CAN cable and supply voltage or ground. Take readings at both ends of the CAN network where the network is disconnected. Twist and bend the cable harness to locate any intermittent short-circuits. The resistance must be infinite or very high (greater than 1Mohms). If a fault can be localized in one direction, disconnect the network at a point further down on the CAN network in the direction in which the fault was discovered and repeat the reading. In this way, try to identify where in the network the fault might be located. HINT: A short-circuit between the CAN cables and supply voltage or ground may be in either the wiring or in a control module. Rectify the wiring as necessary. Replace the control module if the fault has been localized to a control module.

1. Continue Refer to «Verification»(ref-431000-S19607825622011101900000)

Identifying a control module in the CAN network

1. Connect the battery Also read: «Battery, disconnecting»(ref-430959-S32245976082011101900000)
2. Ignition on If the load on the CAN network is too high, this may be due to a control module sending faulty messages on the CAN network (known as a disruptive control module). The fault may also be due to an intermittent short-circuit to supply voltage or ground in one of the CAN cables. This results in the control modules on the CAN network starting to send faulty messages. The faults can occur without a diagnostic trouble code (DTC) being stored by the control modules. The voltage can be measured between the CAN cables in order to check the load on the CAN network. Connect a voltmeter between the CAN cables. If the communication on the network is correct, the average voltage value should be approximately 0.5 V (0.4 V to 0.6 V). If there is a fault in the communication, the voltage reading will be approximately 0.7 V or higher. In order to identify from which control module the faulty communication is being transmitted, cut the supply voltage to one control module at a time and check the voltage in the CAN cables again. The easiest way to cut the supply voltage is to remove a fuse. Repeat until the voltage between the CAN cables drops to approximately 0.5 V. HINT: When the probable faulty control module has been identified, connect and disconnect the supply voltage to the control module a number of times to verify that the fault appears and disappears. NOTE: Do not cut the power to the central electronic module (CEM) unless it is the last control module left to check. The control module that is communicating incorrectly must be replaced. Remedy as necessary. NOTE: Following a fault involving "disruptive" control modules, other modules may remain in "Limp-Home mode" even after switching the ignition off and on a number of times. To remedy this, disconnect and reconnect the battery negative terminal to restore the control modules to normal function.

1. Continue Refer to «Verification»(ref-431000-S19607825622011101900000)

1. Disconnect a control module that disconnects the CAN network (a control module that has four terminals to the CAN network). HINT: For the low speed network, suitable places for disconnecting the network are at the steering wheel module (SWM), the driver information module (DIM) or the climate control module (CCM). In the event of an open-circuit or a short-circuit between the CAN cables, the fault can be localized by disconnecting a control module that disconnects the CAN network. Readings can then be taken to determine on which side of the disconnected control module the fault is located. Connect an ohmmeter between the CAN cables. Take readings at both ends of the CAN network where the network is disconnected. Twist and bend the cable harness to locate any intermittent short-circuits. The resistance must be 120 ohm. If a fault can be localized in one direction, disconnect the network at a point further down on the CAN network in the direction in which the fault was discovered and repeat the reading. In this way, try to identify where in the network the fault might be located. Remedy the cables as necessary.

1. Continue Refer to «Verification»(ref-431000-S19607825622011101900000)

HINT: After carrying out the repair, check that the fault has been remedied.

1. Reinstall the connectors, components, etc.
2. Ignition on
3. Erase diagnostic trouble codes by clicking the VCT2000 symbol
4. Start the car. Allow the car to run for 10 minutes.
5. Read off diagnostic trouble codes (DTCs). Check if a diagnostic trouble codes (DTCs) for communication fault recurs in the central electronic module (CEM).

Does the diagnostic trouble code (DTC) recur?

1. YES Refer to «Information»(ref-431000-S25504129972011101900000)
2. NO OKAY: Troubleshooting has been completed.

Verification shows that the fault is no longer present. The diagnostic trouble code (DTC) was probably caused by an intermittent fault.

Fault-tracing for this diagnostic trouble code (DTC) is not followed by a verification.

You can view the information again or exit fault-tracing for this diagnostic trouble code (DTC).

The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Exit fault-tracing for this diagnostic trouble code (DTC) or make another attempt.

Faulty communication

See Faulty communication

See Faulty communication