Engine Control Module --, 2017 My

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DTC / Description	Monitor Strategy Description	Malfunction Criteria and Threshold Value	Secondary Parameters with Enable Conditions	Monitoring Time Length	MIL Illum.	Component Diagnostic Procedure
P000A "A" Camshaft Position Slow Response Bank 1	VVT Actuator Intake Slow Response	Adjustment angle difference >= 1.0; < 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Set point change > 20.0° CRK Dynamic diagnosis timer >= 0.95 - 4.0 s Camshaft position not calibrated	0.0 FTP75: 300.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to
P000B "B" Camshaft Position Slow Response Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Slow Response	Adjustment angle difference>= 1.0; < 3.50° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Set point change > 6.0° CRK Dynamic diagnosis timer >= 0.95 - 4.0 s Camshaft position not calibrated	0.0 FTP75: 700.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to .
P0010 "A" Camshaft Position Actuator Control Circuit/Open Bank 1	VVT Actuator Intake Open Circuit	Output voltage Lower Range 1.92 - 2.21 V Output voltage Upper Range (hardware values) 2.85 - 3.25 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0011 "A" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	VVT Actuator Intake Target Error	Camshaft position deviation > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK	0.0 FTP75: 250.0 s Continuous	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to -- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0013 "B" Camshaft Position Actuator Control Circuit/Open Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Open Circuit	Output voltage, Lower Range 1.92 - 2.21 V Output voltage, Upper Range 2.85 - 3.25 V (hardware values)	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0014 "B" Camshaft Position - Timing Over-Advanced or System Performance Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Target Error	Difference between target and actual position > 10.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating not active Camshaft position deviation integrator (actual vs. set point position) >= 9.0 - 12.0° CRK	0.0 FTP75: 450.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0016 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A	Camshaft Position/Crankshaft Position Intake - Correlation Adaptation Value Monitoring	Adapted value for each edge of the target wheel < -14.0° CRK Or Adapted value for each edge of the target wheel > 14.0° CRK	Camshaft position adaptation active (Exhaust side) Engine speed 288 - 4, 000 RPM Modeled oil temperature >= -15° C Modeled oil temperature <= 160° C Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running Engine stalling>= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine Stopped	720° CRK Multiple	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .
		Diff. actual camshaft adaptation per cylinder vs. previous reference camshaft adaptation >= 12.0° CRK	General: Camshaft phasing commanded Engine speed < 8, 160 RPM Diff. actual intake camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK Case 1: Ignition off Engine speed > 380 RPM Engine stalling not detected Case 2: Synchronization test incorrect Or Engine running And depending on engine: Engine stalling >= 5.0 s CKP stalling not detected Case 3: Backwards rotation Backwards rotation not detected CKP stalling not detected Case 4: stop/start -cycle Engine speed >= 400 RPM Engine stopped	0.1 s Continuous	2 DCY
P0017 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor B	Camshaft Position/Crankshaft Position Exhaust - Correlation Adaptation Value Monitoring	Adapted value for each edge of the target wheel < -14.0° CRK Or Adapted value for each edge of the target wheel > 14.0° CRK	Camshaft position adaptation active (Exhaust side) Modeled oil temperature >= -15° C Modeled oil temperature <= 160° C Engine speed 288 - 4, 000 RPM Diff. actual exhaust camshaft position vs. previous camshaft position @ reference signal edge < 2.0° CRK And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	720° CRK Multiple	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to .
P0030 HO2S Heater Control Circuit Bank 1 Sensor 1	Oxygen Sensors Heater Front Open Circuit	O2S upstream heater voltage Lower Range 1.92 - 2.21 V O2S downstream heater voltage Upper Range 2.85 - 3.25 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0031 HO2S Heater Control Circuit Low Bank 1 Sensor 1	Oxygen Sensors Heater Front Short To Ground	O2S upstream heater voltage Lower Range < 1.92 - 2.21 V		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0032 HO2S Heater Control Circuit High Bank 1 Sensor 1	Oxygen Sensors Heater Front Short To Battery Voltage	O2S upstream heater driver temperature > 160.0 - 200.0° C Or O2S front heater driver output current > 8.0 - 12.0 A	EGT @ O2S front >= -273° C Actuator commanded on	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0033 Turbocharger/Supercharger Bypass Valve "A" Control Circuit	Turbocharger Bypass (TCBY) Open Circuit	Voltage, Lower Range 1.92 - 2.21 V Voltage, Upper Range 2.85 - 3.25 V (hardware values)	Actuator Commanded off	1.0 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to .-- Check the Charge Air Pressure Actuator -V465-. Refer to .
	Turbocharger Bypass (TCBY) Short To Battery Plus	Current> 4.0 - 7.0 A Or temperature > 160 - 200° C (hardware values)	Actuator Commanded on	1.0 s Continuous	2 DCY
P0034 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Low	Turbocharger Bypass (TCBY) Short To Ground	Voltage< 1.92 - 2.21 V (hardware values)	Actuator Commanded off	1.0 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to .-- Check the Charge Air Pressure Actuator -V465-. Refer to .
P0036 HO2S Heater Control Circuit Bank 1 Sensor 2	Oxygen Sensors Heater Rear Open Circuit	O2S downstream heater voltage Lower Range 1.92 - 2.21 V O2S downstream heater voltage Upper Range 2.85 - 3.25 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0037 HO2S Heater Control Circuit Low Bank 1 Sensor 2	Oxygen Sensors Heater Rear Short To Ground	O2S rear heater voltage 1.92 - 2.21 V	Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0038 HO2S Heater Control Circuit High Bank 1 Sensor 2	Oxygen Sensors Heater Rear Short To Battery Voltage	O2S downstream heater driver temperature > 160.0 - 200.0° C Or O2S rear heater driver output current > 8.0 - 12.0 A	EGT @ O2S rear (binary) >= -273° C Actuator commanded on Engine not in start process	2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0045 Turbocharger/Supercharger Boost Control "A" Circuit/Open	Turbocharger Boost Pressure Control Valve Open Circuit	Bypass valve driver load resistance > 200.0 kΩ	Deviation between actual and filtered boost pressure actuator position <= 5.0% Boost pressure actuator controller not active Time delay > 1.0 s	0.4 s Continuous	2 DCY	-- Check the Turbocharger Recirculation Valve -N249-. Refer to .-- Check the Charge Air Pressure Actuator -V465-. Refer to .
P0068 MAP/MAF - Throttle Position Correlation	Leak To Intake Manifold Large Leakage Detection	Difference MAP set point vs. actual MAP < -15.0 - -10.0 kPa	Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Vehicle speed <= 1 mph Time after engine start > 5.0 s Engine speed, Lower Range > 576 RPM Engine speed, Upper Range < 3, 000 RPM IAT @ manifold > -48° C ECT @ cylinder head > -48° C Pressure quotient @ throttle 0.10 - 0.60 [-] Load dynamic conditions: Dynamic engine speed < 8, 160 RPM Dynamic air mass < 15.01 mg/stk	5.0 s Continuous	2 DCY	-- Check the Intake system for vacuum leaks, make sure oil dipstick is pushed properly into place.-- Check the Throttle Valve Control Module -GX3-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .
P0068 MAP/MAF - Throttle Position Correlation	Intake Air System Rationality Check	Lambda controller included correction and adaptation -30.0 - 30.0% Lambda control active And Throttle opening area correction included controller and adaptation < -60.0%	Intake manifold modeled adaptation active (By throttle opening area) Throttle position 0.0 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.22 - 0.60 [-] Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous	2 DCY
P0070 Ambient Air temperature Sensor Circuit "A"	CAN: Ambient Air temperature Sensor Short To Battery Voltage Or Open Circuit	AAT sensor voltage (hardware values) > 4.50 V		2.0 s Continuous	2 DCY	-- Check the Outside Air temperature Sensor -G17-. Refer to .
P0071 Ambient Air temperature Sensor Circuit "A" Range /Performance	Ambient Air temperature Sensor Cross Check	High side: Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25 K Diff. AAT @ cold start vs. ECT @ cylinder head @ cold start not calibrated [K] Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25 K min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K Diff. ECT @ cylinder head @ cold start vs. AAT @ cold start not calibrated K Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start < 1, 400.0 s Depending on temperature slope: Diff. actual vs previous IAT < 256.0 K Diff. actual vs previous ECT @ cylinder head not calibrated K Diff.. actual vs previous ECT@ radiator outlet < 256.0 K Diff. actual vs previous AAT < 256.0 K For time >= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time>= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT @ cylinder head vs. min. ECT @ cylinder head not calibrated K Diff. actual AAT vs. min. AAT < 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K	0.1 s Once / DCY	2 DCY	-- Check the Outside Air temperature Sensor -G17-. Refer to .
P0072 Ambient Air temperature Sensor Circuit "A" Low	CAN: Ambient Air temperature Sensor Short To Ground	AAT sensor voltage < 0.10 V		2.0 s Continuous	2 DCY	-- Check the Outside Air temperature Sensor -G17-. Refer to .
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel System Pressure Sensor, High Pressure Side Out Of Range Low	Deviation between fuel pressure set point and current fuel pressure > 2, 999.80 kPa Case 1: Deviation lambda of controller included adaption -50.0 - 50.0% High pressure controller output > 45.0 mg Fuel pressure > 3, 500.31 kPa Case 2: Fuel pump at max limit Mass fuel flow setpoint < 1, 389.0 mg/stk Fuel pressure < 34, 777.60 kPa	General: Engine speed 608 - 6, 816RPM Fuel mass set point 5.0 - 1, 389.0 0 mg/stk Time after engine start > 10.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated Evap purge functionality diagnosis not calibrated Fuel pressure set point gradient<= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass setpoint Lower Range > 5.0 mg/stk For time >= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient-1, 389.0 - 1, 389.0 mg/stk For time>= 5.0 s And Depending on canister purge: Canister load not calibrated [-] Or Evap purge valve not calibrated	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P0087 Fuel Rail/System Pressure - Too Low Bank 1	Fuel Rail Pressure (FRP) Rationality Check Low	Deviation lambda of controller included adaptation -50.0 - 50.0% And High pressure controller output > 45.0 mg And Deviation between fuel pressure set point and current fuel pressure > 2, 999.80 kPa And Fuel pressure >= 3, 500.31 kPa		5.0 s Continuous	2 DCY
P0088 Fuel Rail/System Pressure - Too High Bank 1	Fuel Rail Pressure (FRP) Out Of Range High	Deviation between fuel pressure set point and current fuel pressure < -2, 999.90 kPa Deviation lambda of controller included adaptation -50.0 - 50.0% Case 1: High pressure controller output < -45.0 mg Case 2: Flow control valve open Mass fuel flow set point > 15.01 mg/stk	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after engine start > 10.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated Evap purge functionality diagnosis not calibrated Fuel pressure setpoint gradient <= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass setpoint Lower Range > 5.0 mg/stk For time >= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load not calibrated [-] Or Evap purge valve not calibrated	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Voltage high side< 1.87 - 2.26V Voltage low side> 2.78 - 3.33V	Engine speed 0 RPM Or Fuel cut off active Actuator commanded off	0.8 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0090 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel Volume Regulator Control Open Circuit	Low and high side off: Voltage low side> 2.78 - 3.33V Voltage high side< 1.87 - 2.26V Low and high side on: Current low side < 12.2 - 15.0 A Current high side< 13.5 - 16.5 A	Engine speed > 600 RPM And Fuel cut off not active Actuator commanded on	0.8 s Continuous	2 DCY
P0091 Fuel Pressure Regulator 1 Control Circuit Low	Fuel Volume Regulator Control Short To Ground (High Side)	Current high side> 13.5 - 17.0 A	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator Commanded on	0.8 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .-- Check the Fuel Pressure Regulator Valve -N276-. Refer to .
P0091 Fuel Pressure Regulator 1 Control Circuit Low	Fuel Volume Regulator Control Short To Ground (Low Side)	Voltage low side < 1.87 - 2.26V (hardware values)	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator Commanded off	0.8 s Continuous	2 DCY
P0092 Fuel Pressure Regulator 1 Control Circuit High	Fuel Control Valve Short To Battery Plus (Low Side)	Current low side > 13.5 - 17.0 A	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded on	0.8 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .-- Check the Fuel Metering Valve -N290-. Refer to .
P0092 Fuel Pressure Regulator 1 Control Circuit High	Fuel Control Valve Short To Battery Plus (High Side)	Voltage high side (hardware values) < 2.78 - 3.33 V	Ignition on Or Ignition off (during ECM keep alive-time) And Actuator commanded off	0.8 s Continuous	2 DCY
P00AF Turbocharger/Supercharger Boost Control "A" Module Performance	Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Close	Deviation boost pressure actuator position controller > 16.0 % Boost pressure actuator position <= 10.0% Or Deviation boost pressure actuator position controller < -16.0% Boost pressure actuator position <= 10.0%		1.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to .-- Check the Charge Pressure Actuator -V465- / Charge Pressure Actuator Position Sensor -G581-. Refer to .
	Turbocharger (TC) Boost Pressure Control Functional Check: Stuck Open	Deviation boost pressure actuator position controller > 16.0% Boost pressure actuator position > 10.0% Or Deviation boost pressure actuator position controller < -16.0% Boost pressure actuator position > 10.0%		1.5 s Continuous
	Turbocharger (TC) Boost Pressure Control Rationality Check High	Boost pressure actuator position controller output > 98.0%	Time after engine start >= 4.0 s ECT @ cylinder head > -40° C AAT > -40° C Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%	0.4 s Continuous
	Turbocharger (TC) Boost Pressure Control rationality check low	Boost pressure actuator position controller output < -98.00 %	Time after engine start > 4.0 s ECT @ cylinder head > -40° C AAT > -40° C Diff. set point boost pressure actuator vs. actual position boost pressure actuator <= 100.0%	0.4 s Continuous
P00B7 Engine Coolant Flow Low/Performance	Rotary Coolant valve functional Check	Diff. previous and actual position of RVC < 4.0° And Delay time 0.5 s	ECT @ cylinder head > 11° C RCV position 0.0 - 270.0° Diff. previous actual and target position of RCV > 5.0° And RCV adaptation finished Or RCV adaptation not active	14.0 s Continuous	2 DCY	-- Check coolant system for leaks or damage.-- Check the Engine temperature Control Actuator -N493-. Refer to ..
P0106 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Range /Performance	Manifold Pressure Sensor By Engine Standing: Rationality Check During ECM Keep Alive-Time:	Case 1: Diff. barometric pressure vs. intake manifold pressure > 8.50 kPa Diff. turbocharger boost pressure vs. MAP> 8.50 kPa Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa Case 2: Diff. BARO mean value vs. MAP mean value not calibrated [kPa] Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa Diff. BARO mean value vs. MAP mean value not calibrated kPa Case 1: charged engine Diff. BARO vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure <= 8.50 kPa Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Case 2: non charged engine Diff. BARO mean value @ ECM keep alive vs. MAP mean value @ ECM keep alive time not calibrated kPa Diff. BARO vs. MAP > 543.40 kPa	Case A: engine stop during DCY Engine Stopped Ignition off Vehicle speed < 1 mph engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine Stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated Engine stopped Vehicle speed < 1 mph ECM keep alive time 10.0 - 6, 553.5 s Time after engine stop >= 5.0 s BARO sensor voltage 0.20 - 4.80 V MAP sensor voltage 0.20 - 4.80 V Boost pressure sensor voltage 0.20 - 4.80 V Engine speed 2, 000 - 8, 160 RPM Throttle position >= 27.353 - 78.004° TPS For time >= 2.0 s	3.0 s Once / DCY	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to .
	Intake Air System Rationality Check	Throttle opening area correction included controller and adaptation < 45.0% Lambda controller included correction and adaptation > 30.0%	Intake manifold modeled adaptation active (By throttle opening area) Throttle position 0.0 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.22 - 0.60 [-] Fast throttle adaptation finished MAP gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost pressure < 135.0 kPa BARO 73.0 - 107.50 kPa	5.0 s Continuous
	Intake Air System Rationality Check	Throttle opening area correction included controller and adaptation > 45.0% Lambda controller included correction and adaptation < -30.0%
P0107 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit Low	Manifold Pressure Sensor Short To Ground	Intake manifold pressure sensor voltage < 0.20 V		5.0 s Continuous				0.5 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .
P0108 Manifold Absolute Pressure/Barometric Pressure Sensor Circuit High	Manifold Pressure Sensor Short To Battery Voltage	Intake manifold pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to .
P0111 Intake Air temperature Sensor 1 Circuit Range /Performance Bank 1	Intake Air temperature Sensor @ Manifold Cross Check	High side: reference measuring Diff. IAT @ manifold @ cold start vs. AAT @ cold start > 25.0 K Diff. IAT @ manifold @ cold start vs. ECT @ cylinder head @ cold start not calibrated K Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. AAT @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. ECT @ cylinder head @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start <= 1, 400.0 s Depending on temperature slope @ cold start : Diff. actual IAT @ manifold vs. IAT @ manifold @ start of DCY < 256.0K Diff. actual ECT @ cylinder head vs. ECT @ cylinder head @ start of DCY not calibrated K Diff. actual ECT @ radiator outlet vs. ECT @ radiator outlet @ start of DCY < 256.0K Diff. actual AAT vs. AAT @ start of DCY < 256.0 K For time>= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time>= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT @ cylinder head vs. min. ECT @ cylinder head not calibrated. K Diff. actual AAT vs. min. AAT< 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet< 1.1 K	0.1 s Once / DCY	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to .
P0112 Intake Air temperature Sensor 1 Circuit Low Bank 1	Intake Air temperature Sensor Short To Ground	IAT sensor voltage < 0.10 V		0.5 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to .
P0113 Intake Air temperature Sensor 1 Circuit High Bank 1	Intake Air temperature Sensor Open Circuit	IAT sensor voltage > 4.50 V		0.5 s Continuous	2 DCY	-- Check the Intake Manifold Sensor -GX9-. Refer to .
P0116 Engine Coolant temperature Sensor 1 Circuit Range /Performance	Engine Coolant temperature Sensor @ Cylinder Head Rationality Check Inappropriately Low	Diff. min temperature of cross check sensors vs. ECT @ cylinder head @ engine start >= 25° C	Cross checks finished	1.0 s Once / DCY	2 DCY	-- Check the Engine Coolant temperature Sensor -G62-. Refer to .-- Check the Engine Coolant temperature Sensor on Radiator Outlet -G83-. Refer to .
	Engine Coolant temperature Sensor @ Cylinder Head Rationality Check High	Difference between maximum and minimum temperature of ECT @ cylinder head < 1° C ECT @ cylinder head @ engine start > 40 - 80° C	ECT @ cylinder head > -256° C IAT @ throttle : -48 - 143° C Depending on thermostat control: ECT @ cylinder head not calibrated ° C Or ECT @ cylinder head not calibrated ° C Engine not calibrated And Engine part load Or Engine full load Engine speed > 1, 300 RPM Vehicle speed >= 12 mph Engine load > 2.0% For time >= 20.0 - 43.0 s Engine Idle Vehicle speed < 3 mph Or Fuel cut off active Or Engine stop for time>= 20.0 - 43.0 s Time after engine start > 100.0 s	1.0 s Once / DCY
	Engine Coolant temperature Sensor @ Cylinder Head Rationality Check Low	Difference between modeled and measured cylinder head temperature > 5° C	ECT @ cylinder head -128 - 127° C Time after engine start > 60.0 s	30.0 s Once / DCY
P0117 Engine Coolant temperature Sensor 1 Circuit Low	Engine Coolant temperature Sensor @ Cylinder Head Short To Ground	ECT sensor voltage @ cylinder head < 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant temperature Sensor -G62-. Refer to .-- Check the Engine Coolant temperature Sensor on Radiator Outlet -G83-. Refer to .
P0118 Engine Coolant temperature Sensor 1 Circuit High	Engine Coolant temperature Sensor @ Cylinder Head Short To Battery / Open Circuit	ECT sensor voltage @ cylinder head > 4.90 V	Modeled IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant temperature Sensor -G62-. Refer to .-- Check the Engine Coolant temperature Sensor on Radiator Outlet -G83-. Refer to .
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range /Performance	Throttle Position Sensor 1 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 1 >= 1.0 [-] Or Relative mass air flow integral from TPS 1 > 60.0 [-]	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.01 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
	Throttle Position Sensor 1 Rationality Check	Difference between TPS 1 and TPS 2 > 6.499° TPS		0.3 s Continuous	2 DCY
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low	Throttle Position Sensor 1 Short To Ground / Open Circuit	Throttle position sensor 1 voltage < 0.15 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High	Throttle Position Sensor 1 Short To Battery Voltage	Throttle position sensor 1 voltage > 4.85 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0131 O2 Sensor Circuit Low Voltage Bank 1 Sensor 1	Oxygen Sensors Front Short To Ground	O2S sensor voltage < 0.15 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0132 O2 Sensor Circuit High Voltage Bank 1 Sensor 1	Oxygen Sensors Front Short To Battery Voltage	O2S sensor voltage > 5.20 - 5.35 V	Engine running	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors Front Response Check	Dynamic path: Lambda value vs. modeled lambda value >= 1.10 [-] Or Ratio of failed diagnostic cycle > not calibrated [-]	General conditions: Injection mode change (DFI/MFI) not active ECT @ cylinder head >= -48° C Vehicle speed > 0 mph Integrated air mass after gear change> 0.0 g Air mass, Lower Range >= 0.0 mg/stk Air mass, Upper Range <= 1, 389.0 mg/stk Counter of integrated mass for fuel in oil< 255.0 [-] And Time after engine start >= 0.0 s Or Integrated air mass per cylinder>= 0.0 kg And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g Depending on canister and catalyst purge: Evap purge not calibrated Or Evap purge not calibrated Or Evap purge not calibrated Canister load calculation not calibrated Or Evap purge not calibrated Canister load not calibrated [-] And Case 1: O2S front not calibrated Lambda stimulation not calibrated Upper limit of lambda controller output not calibrated Lower limit of lambda controller output not calibrated Engine speed not calibrated RPM Air mass not calibrated mg/stk MAF not calibrated kg/h Catalyst purge not calibrated And Depending on limited dynamic conditions: Integrated air mass not calibrated g Dynamic engine speed not calibrated g Dynamic air mass not calibrated mg/stk Dynamic lambda not calibrated % Or Dynamic engine speed not calibrated RPM Diff. actual engine load vs. filtered engine load in limited dynamic conditions, Lower Range not calibrated kg/h Diff. actual engine load vs. filterd engine load in limited dynamic conditions, Upper Range not calibrated kg/h Dynamic torque not calibrated [-] Case 2: lambda set value adjustment for conditioning and measuring active	2.4 s Once / DCY	1 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0133 O2 Sensor Circuit Slow Response Bank 1 Sensor 1	Oxygen Sensors Front Response Check	Delay path: Lambda delay value vs. modeled lambda value > 1.10 [-]	General conditions: MAF >= 0.0 mg/stk MAF <= 1, 389.0 mg/stk Vehicle speed >= 0 mph Time after engine start >= 0.0 s Injection mode change (DFI/MFI) not active Counter of Integrated mass for fuel in oil < 255.0 [-] Engine speed 1, 216 - 3, 008 RPM MAF (intake air rate) 20.0 - 150.0 kg/h Vehicle speed >= 3 mph Integrated MAF per cylinder >= 0.30 - 2.0 kg Depending on dynamic conditions: Dynamic engine speed < 288 RPM Dynamic torque < 80.0 Nm Dynamic MAF < 70.0 kg/h For time >= 0.6 s And depending on canister and catalyst purge: Evap purge not calibrated Or Canister load calculation not calibrated Or Canister load <= not calibrated [-]	13.2 s Once / DCY	1 DCY
P0135 O2 Sensor Heater Circuit Bank 1 Sensor 1	Oxygen Sensors Heater Front Functional Check	O2S ceramic temperature, < 630° C	O2S heater commanded on For time >= 10.0 s	20.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0137 O2 Sensor Circuit Low Voltage Bank 1 Sensor 2	Oxygen Sensors Rear Short To Ground	O2S sensor voltage < 0.15 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0138 O2 Sensor Circuit High Voltage Bank 1 Sensor 2	Oxygen Sensors Rear Short To Battery	O2S sensor voltage > 5.2 - 5.35 V	O2S heater active	0.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P013A O2 Sensor Slow Response - Rich to Lean Bank 1 Sensor 2	Oxygen Sensors Rear Response Check	Gradient sensor voltage< 900.0 mV/s	General conditions: Intrusive lambda ramp request not active Internal resistance O2S rear <= 700.0 Ω Counter of integrated mass for fuel in oil< 255.0[-] Catalyst monitor lambda modulation request active Vehicle speed 22 - 158 mph Barometric pressure>= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature @ start of diagnosis > 510° C Modeled catalyst temperature @ during diagnosis 470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear<= 900° C MAF per cylinder 28.0 - 150.0 kg/h Air mass, Lower Range >= 89.99 - 100.0 mg/stk Air mass, Upper Range <= 650.0 - 1, 389.0mg/stk And Engine load not calibrated % Air mass set point not calibrated g/rev Accelerator pedal value not calibrated % For time not calibrated. s And Low dynamic conditions Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase >= 1.0 s O2S rear voltage @ diagnosis start >= 0.55V Integrated air mass >= 0.0 g Engine speed 1, 088 - 3, 008 RPM Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loop not calibrated Coasting function not active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valve not calibrated Or Evap purge valve not calibrated Or Evap purge not calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time) not calibrated s And Choice of: Evap purge valve not calibrated Or Evap purge valve not calibrated And Modeled air mass integral> 50.0 g Integrated air mass per cylinder>= 1.40 - 1.70kg	0.0 FTP75: 50.0 s Once / DCY	1 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P013B O2 Sensor Slow Response - Lean to Rich Bank 1 Sensor 2	Oxygen Sensors Rear Response Check	Gradient sensor voltage< 650.0 mV/s	General conditions: Intrusive lambda ramp request not active Internal resistance O2S rear <= 700.0 Ω Counter of integrated mass for fuel in oil< 255.0[-] Catalyst monitor lambda modulation request active Vehicle speed >= 22 mph Barometric pressure>= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature @ start of diagnosis 510 - 1, 775° C Modeled catalyst temperature @ during diagnosis 470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear 0 - 900° C MAF per cylinder 28.0 - 150.0kg/h Air mass, Lower Range >= 89.99 - 100.0 mg/stk Air mass, Upper Range <= 650.0 - 1, 389.0 mg/stk And Engine load not calibrated % Air mass set point not calibrated g/rev Accelerator pedal value not calibrated % For time not calibrated s depending on scavenging: integrated air mass after end of scavenging >= 50.0 g And Low dynamic conditions Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase >= 1.0 s O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass >= 0.0 g Engine speed 1, 088 - 3, 008 RPM Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loop not calibrated % Coasting function not active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculated not calibrated Evap purge flow not calibrated Or Evap purge valve not calibrated Or Evap purge valve not calibrated Or Evap purge not calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time) not calibrated s And Choice of: Evap purge valve not calibrated Or Evap purge valve not calibrated And Modeled air mass integral > 50.0 g Integrated air mass per cylinder>= 1.45 - 1.80kg	0.0 FTP 75: 5.0 s Once / DCY	1 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P013E O2 Sensor Delayed Response - Rich to Lean Bank 1 Sensor 2	Oxygen Sensors Rear Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 0.9 s	General conditions: Intrusive lambda ramp request not active Catalyst monitor lambda modulation request active Vehicle speed >= 22 mph Barometric pressure>= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready Internal resistance O2S rear <= 700.0 Ω ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature @ start of diagnosis > 510° C Modeled catalyst temperature @ during diagnosis 470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear<= 900° C MAF per cylinder 28.0 - 150.0 kg/h Air mass, Lower Range >= 89.99 - 100.0 mg/stk Air mass, Upper Range <= 650.0 - 1, 389.0mg/stk And Engine load not calibrated % Air mass set point not calibrated g/rev Accelerator pedal value not calibrated % For time not calibrated s Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g And Low dynamic conditions Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase >= 1.0 s O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass >= 0. g Engine speed 1, 088 - 3, 008 RPM Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loop not calibrated % Coasting function not active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valve not calibrated Or Evap purge valve not calibrated Or Evap purge not calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time) not calibrated s And Choice of: Evap purge valve not calibrated Or Evap purge valve not calibrated And Modeled air mass integral> 50.0 g Integrated air mass per cylinder>= 1.40 - 1.70kg	0.0 FTP 75: 50.0 s Once / DCY	1 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
Pouf O2 Sensor Delayed Response - Lean to Rich Bank 1 Sensor 2	Oxygen Sensors Rear Delayed Response Monitoring, Delay Measurement	Sensor signal delay time > 1.5 s	General conditions: Intrusive lambda ramp request not active Catalyst monitor lambda modulation request active Vehicle speed >= 22 mph Barometric pressure>= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready Internal resistance O2S rear <= 700.0 Ω ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature @ start of diagnosis > 510° C Modeled catalyst temperature @ during diagnosis 470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear<= 900° C MAF per cylinder 28.0 - 150.0 kg/h Air mass, Lower Range >= 89.99 - 100.0 mg/stk Air mass, Upper Range <= 650.0 - 1, 389.0 mg/stk And Engine load not calibrated % Air mass set point not calibrated g/rev Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase >= 1.0 s O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass >= 0.0 g Engine speed 1, 088 - 3, 008 RPM Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loop not calibrated Coasting function not active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valve not calibrated Or Evap purge valve not calibrated Or Evap purge not calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time) not calibrated s And Choice of: Evap purge valve not calibrated Or Evap purge valve not calibrated And Modeled air mass integral> 50.0 g Integrated air mass per cylinder>= 1.40 - 1.70kg	0.0 (FTP75: 50.0) s Once / DCY	1 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0140 O2 Sensor Circuit No Activity Detected Bank 1 Sensor 2	Oxygen Sensors Rear Open Circuit	Internal resistance of O2S (binary) > 25, 000.0 Ω		2.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0141 O2 Sensor Heater Circuit Bank 1 Sensor 2	Oxygen Sensors Heater Rear Out Of Range High	Internal resistance of O2S (binary) 700.0 - 25, 000.0 Ω	O2S heater commanded on For time >= 10.0 s	20.0 s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P0149 Fuel Timing Error	Injection Valves Supply Voltage Out Of Range Low	Boost voltage < 30.0 V	Engine running >= 0.3 s	3.6 s Continuous	2 DCY	-- Check the Engine Control Module -J623-. Refer to appropriate Service Information.
	Injection Valves Supply Voltage Out Of Range Low	Boost voltage <= 50.0 V
	Injection Valves Supply Voltage Out Of Range High	Boost voltage > 75.0 V
P0171 System Too Lean Bank 1	Fuel System, System Too Lean	Lambda controller output > 35.0%					Lambda control closed loop Mass air flow > 60.0 mg/stk Engine speed > 576 RPM ECT @ cylinder head > 20° C IAT at intake manifold > -48° C AAT > -48° C And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	25.0 s Continuous	2 DCY	-- Check the intake system visually for leaks (false air).-- Check the vacuum lines visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to -- Check the Fuel Injectors --. Refer to -->-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .
P0172 System Too Rich Bank 1	Fuel System, System Too Rich	Lambda controller output < -35.0%	Lambda control closed loop Mass air flow > 60.0 mg/stk Engine speed > 576 RPM ECT @ cylinder head > 20° C IAT at intake manifold > -48° C AAT > -48° C Oil dilution not detected And Evap purge valve closed Or Canister load<= 1.20[-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	25.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to -- Check the Fuel Injectors --. Refer to -->-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .
P0190 Fuel Pressure Regulator 1 Control Circuit/Open	Fuel System Pressure Sensor High Pressure Side Short To Battery / Open Circuit	High fuel pressure sensor voltage > 4.80 V		2.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to -- Check the Fuel Pressure Regulating Valve -N276-. Refer to .
P0191 Fuel Rail Pressure Sensor Circuit Range /Performance Bank 1	Fuel Rail High Pressure Side Out Of Range High	Fuel pressure > 26, 500.18 kPa	Engine speed > 512; < 6, 816 RPM Time after engine start > 10.0 s	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to .
P0192 Fuel Rail Pressure Sensor Circuit Low Bank 1	Fuel System Pressure Sensor High Pressure Side Short To Ground	High fuel pressure sensor voltage < 0.20 V		2.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to .
P01C4 Fuel Pressure Sensor "A" Circuit Range /Performance	Fuel Rail Pressure (FRP) Sensor Rationality Check Low	Deviation lambda of controller included adaptation < -22.50% And High pressure controller output > 40.0 mg	General: Engine speed 512 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after change to DFI not equipped s Time after engine start > 10.0 s Engine warm-up not active Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop Evap purge functionality diagnosis not active Fuel pressure setpoint gradient <= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass setpoint Lower Range > 5.0 mg/stk For time >= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or Evap purge valve not active or closed	5.0 s Continuous	2 DCY	-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Pressure Regulating Valve -N276-. Refer to .
P01C4 Fuel Pressure Sensor "A" Circuit Range /Performance	Fuel Rail Pressure (FRP) Sensor Rationality Check High	Deviation lambda of controller included adaptation > 30.0% And High pressure controller output < -35.0 mg	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after change to DFI not equipped s Time after engine start > 10.0 s Engine warm-up not active Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop Evap purge functionality diagnosis not active Fuel pressure set point gradient <= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass set point Lower Range > 5.0 mg/stk For time >= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient -1, 389.0 - 1, 389.0 mg/stk For time >= 5.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or Evap purge valve not active or closed	5.0 s Continuous	2 DCY
P0201 Cylinder 1 Injector "A" Circuit	Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current 25.0 A Or Injector low side voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 A Or Power stage temperature > 150° C	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Electrical Error Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
	Injection Valves Electrical Error Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
P0202 Cylinder 2 Injector "A" Circuit	Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current 25.0 A Or Injector low side voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 A Or Power stage temperature > 150° C	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Electrical Error Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
	Injection Valves Electrical Error Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
P0203 Cylinder 3 Injector "A" Circuit	Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current 25.0 A Or Injector low side voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25 A Or Injector voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 A Or Power stage temperature > 150° C	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Electrical Error Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
	Injection Valves Electrical Error Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
P0204 Cylinder 4 Injector "A" Circuit	Injection Valves Electrical Error	Indeterminate fault pattern via power stage diagnosis detected And Injector low side voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector low side voltage < 2.0 V Injector high side switch current 25.0 A Or Injector low side voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector voltage < 2.0 V Injector low side switch current > 25.0 A Or Injector voltage < 2.0 V Injector low side switch current > 9.0 - 14.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector low side switch current > 25.0 A Or Injector load resistance to ground and battery > 20.0 Ω Injector high side switch current > 25.0 A Or Power stage temperature > 150° C	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Electrical Error Open Circuit	Fault pattern for open circuit via power stage diagnosis detected Injector low side voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s
	Injection Valves Electrical Error Short Circuit	Fault pattern for short circuit via power stage diagnosis detected Injector current rise time during peak phase < 0.064 ms
P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range /Performance	Throttle Position Sensor 2 Rationality Check	Normalized difference between measured and modeled value of mass air flow from TPS 2 >= 1.0 [-] Or Relative mass air flow integral from TPS 2 > 60.0 [-]	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active	0.01 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low	Throttle Position Sensor 2 Short To Ground / Open Circuit	Throttle position sensor 2 voltage < 0.15 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High	Throttle Position Sensor 2 Short To Battery Voltage	Throttle position sensor 2 voltage > 4.85 V		0.2 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0230 Fuel Pump Circuit	COM: Fuel Pump Control Module (FPCM) Communication With FPCM	Short circuit phase current >= 25 A		1.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P0230 Fuel Pump Circuit		Open circuit phase current < 0.3 A For consecutive number of checks 20.0 [-]		1.7 s Continuous	2 DCY
P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range /Performance	Turbocharger Boost Pressure Sensor Engine Standing: Cross Check	Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Or Diff. BARO vs. MAP <= 8.50 kPa	Case 1: Engine stop during DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case 2: Engine stop @ start of DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated	3.0 s continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to -- Check the Charge Air Pressure Actuator -V465-. Refer to .
	Turbocharger Boost Pressure Sensor ECM Keep Alive-Time: Cross Check	Diff. turbocharger boost pressure vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Or Diff. BARO vs. MAP <= 8.50 kPa	Engine Stopped Vehicle speed < 1 mph ECM keep alive-time 10.0 - 6, 553.5 s Time after engine stop >= 5.0 s BARO sensor voltage 0.20 - 4.80 V MAP sensor voltage 0.20 - 4.80 V Boost pressure sensor voltage 0.20 - 4.80 V
	Turbocharger Boost Pressure Sensor Idle speed : Cross Check	Diff. BARO vs. turbocharger boost pressure > 268.69 kPa Diff. turbocharger boost pressure @ full load vs. MAP @ full load > 10.0 kPa	Throttle position <= 119.500° TPS Engine speed <= 0 RPM And Time since idle speed > 10.0 s For time >= 10.0 s
	Turbocharger Boost Pressure Sensor Full Load: Cross Check	Diff. turbocharger boost pressure vs. MAP > 10.0 kPa Case 1: Diff. BARO vs. turbocharger boost pressure @ fuel cut off > 271.70 kPa Case 2: Diff. BARO vs. turbocharger boost pressure @ idle speed > 271.70 kPa	Engine speed 2, 000 - 8, 160 RPM Throttle position >= 27.353 - 78.004° TPS For time >= 2.0 s
P0237 Turbocharger/Supercharger Boost Sensor "A" Circuit Low	Turbocharger Boost Pressure Sensor Short To Ground	Turbocharger boost pressure sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to .-- Check the Charge Air Pressure Actuator -V465-. Refer to .
P0238 Turbocharger/Supercharger Boost Sensor "A" Circuit High	Turbocharger Boost pressure Sensor Short To Battery Voltage	Turbocharger boost pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Air Pressure Sensor -G31-. Refer to .-- Check the Charge Air Pressure Actuator -V465-. Refer to .
P025A Fuel Pump Module "A" Control Circuit/Open	Fuel Pump Open Circuit	Signal voltage, Lower Range > 1.92 - 2.21 V And Signal voltage, Upper Range (hardware values) < 2.84 - 3.25 V	Commanded PWM 9.80 - 92.20% Fuel pump commanded off	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P025C Fuel Pump Module "A" Control Circuit Low	Fuel Pump Short To Ground	Signal voltage (hardware values) < 1.92 - 2.21 V	Commanded PWM 9.80 - 92.20% Fuel pump commanded off	3.0 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P025D Fuel Pump Module "A" Control Circuit High	Fuel Pump Short To Battery Voltage	Power stage temperature > 160 - 200° C Or Signal current > 100 - 180 mA	Commanded PWM 9.80 - 92.20% Fuel pump commanded on	0.5 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P0261 Cylinder 1 Injector "A" Circuit Low	Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Ground (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 ms	720° CRK Continuous
	Injection Valves Short To Ground (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A		720° CRK Continuous
P0262 Cylinder 1 Injector "A" Circuit High	Injection Valves Short To Battery Plus	Fault pattern for short to Battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A		720° CRK Continuous
P0264 Cylinder 2 Injector "A" Circuit Low	Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Ground (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Ground (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A		720° CRK Continuous
P0265 Cylinder 2 Injector "A" Circuit High	Injection Valves Short To Battery Plus	Fault pattern for short to Battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A		720° CRK Continuous
P0267 Cylinder 3 Injector "A" Circuit Low	Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Ground (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Ground (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A		720° CRK Continuous
P0268 Cylinder 3 Injector "A" Circuit High	Injection Valves Short To Battery Plus	Fault pattern for short to Battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A		720° CRK Continuous
P0270 Cylinder 4 Injector "A" Circuit Low	Injection Valves Short To Ground	Fault pattern for short to ground via power stage diagnosis detected Injector voltage < 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Ground (High Side)	Injector driver voltage < 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Ground (Low Side)	Injector driver voltage < 2.0 V And Injector driver high side switch < 25.0 A And Injector driver low side switch current < 25.0 A		720° CRK Continuous
P0271 Cylinder 4 Injector "A" Circuit High	Injection Valves Short To Battery Plus	Fault pattern for short to Battery plus via power stage diagnosis detected Injector voltage > 2.0 V	Engine stop not active ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	8, 640.0° CRK Continuous	2 DCY	-- Check the Fuel Injectors --. Refer to -->.
	Injection Valves Short To Battery Plus (High Side)	Injector driver voltage > 2.0 V And Injector driver high side switch current > 25.0 A	Engine running ECT @ cylinder head >= -30° C Engine speed < 7, 000 RPM Injection time >= 0.0 s	720° CRK Continuous
	Injection Valves Short To Battery Plus (Low Side)	Injector driver voltage > 2.0 V And Injector driver low side switch current > 25.0 A		720° CRK Continuous
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft speed Fluctuation (Multiple)	Number of cylinders with emission threshold misfire within 4, 000 revolutions ≥ 2.0 [-] Or Number of cylinders with emission threshold misfire within 1, 000 revolutions ≥ 2.0 [-]	Emission threshold misfire detected	1, 000 rev Continuous	2 DCY	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P0300 Random/Multiple Cylinder Misfire Detected	Misfire Crankshaft speed Fluctuation (Multiple)	Number of cylinders with catalyst damaging misfire ≥ 2.0 [-]	Catalyst damaging misfire detected	200 rev Continuous	Immediate
P0301 Cylinder 1 Misfire Detected	Misfire Crankshaft speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 3.0 - 18.75%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 for DCT: Time after engine start not calibrated Engine load > 2.60 - 38.0% Depending on ECT @ cylinder head @ start ECT @ cylinder head @ start <= -48° C Then activation if ECT @ cylinder head >= 20° C Or ECT @ cylinder head @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated And Dynamic of engine load not calibrated And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) >= 1.85%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.85%		4 x 1, 000 rev Continuous	2 DCY
P0302 Cylinder 2 Misfire Detected	Misfire Crankshaft speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 3.0 - 18.75%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 for DCT: Time after engine start not calibrated Engine load > 2.60 - 38.0% Depending on ECT @ cylinder head @ start ECT @ cylinder head @ start <= -48° C Then activation if ECT @ cylinder head >= 20° C Or ECT @ cylinder head @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated And Dynamic of engine load not calibrated And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) >= 1.85%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.85%		4 x 1, 000 rev Continuous	2 DCY
P0303 Cylinder 3 Misfire Detected	Misfire Crankshaft speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 3.0 - 18.75%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 for DCT: Time after engine start not calibrated Engine load > 2.60 - 38.0% Depending on ECT @ cylinder head @ start ECT @ cylinder head @ start <= -48° C Then activation if ECT @ cylinder head >= 20° C Or ECT @ cylinder head @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated And Dynamic of engine load not calibrated And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) >= 1.85%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.85%		4 x 1, 000 rev Continuous	2 DCY
P0304 Cylinder 4 Misfire Detected	Misfire Crankshaft speed Fluctuation (Single Or Multiple)	Catalyst damage misfire: Catalyst damaging misfire rate > 3.0 - 18.75%	Initial engine speed > 550 RPM Engine speed > 550 RPM Engine speed < 6, 848 for DCT: Time after engine start not calibrated Engine load > 2.60 - 38.0% Depending on ECT @ cylinder head @ start ECT @ cylinder head @ start <= -48° C Then activation if ECT @ cylinder head >= 20° C Or ECT @ cylinder head @ engine start > -48° C And Fuel cut off not active Or Single fuel cut off not active Or Number of fade out cylinders < 2.0 [-] And Dynamic manifold air pressure not calibrated kPa Dynamic throttle position not calibrated And Dynamic of engine load not calibrated And Engine not calibrated Engine speed not calibrated RPM Dynamic of ignition angle @ idle speed not calibrated ° CRK Or Dynamic of ignition angle not calibrated ° CRK And Rough road not detected	200 rev Continuous	Immediate	-- Check the spark plugs visually.-- Check the intake system visually for leaks.-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
		Emission threshold misfire within 1, 000 rev: Emission threshold misfire rate (MR) >= 1.85%		1, 000 rev Continuous	2 DCY
		Emission threshold misfire within 4, 000 rev: Emission threshold misfire rate (MR) > 1.85%		4 x 1, 000 rev Continuous	2 DCY
P0326 Knock / Combustion Vibration Sensor 1 Circuit Range /Performance Bank 1 or Single Sensor	Knock Sensor Rationality Check Low	For time >= 3.0 s Difference between knock sensor signal and average knock sensor signal < 0.00 - 0.12 V	ECT @ cylinder head > 59° C MAF > 229.00 mg/stk	4.3 s Continuous	2 DCY	-- Check the Knock Sensor 1 -G61-. Refer to .
P0327 Knock / Combustion Vibration Sensor 1 Circuit Low Bank 1 or Single Sensor	Knock Sensor Out Of Range	For time >= 0.8 s Sensor signal < 0.12 - 0.31 V	ECT @ cylinder head > 59° C MAF > 229.0 mg/stk Engine speed > 2, 016 RPM	4.0 s Continuous	2 DCY	-- Check the Knock Sensor 1 -G61-. Refer to .
P0335 Crankshaft Position Sensor "A" Circuit	Crankshaft Position Sensor Activity Check	Case 1: Counted exhaust camshaft signals without synchronization >= 17.0 [-] Or Counted intake camshaft signals without synchronization >= 17.0 [-] Case 2: Counted exhaust camshaft signals without synchronization n.a. [-] Or Counted intake camshaft signals without synchronization n.a. [-]	Signal edges @ selected camshaft signal detected Choice of: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Synchronization test incorrect Or Engine speed >= 380 RPM Or Engine running Engine stalling >= 5.0 s Or Backwards rotation not detected Or Engine speed >= 400 RPM Engine stop active	0.01 s Continuous	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .
P0336 Crankshaft Position Sensor "A" Circuit Range /Performance	RPM Sensor Out Of Range	Segment adaptation >= 0.70%	Fuel cut off active Delay time>= 5, 760.0° CRK And Diff. actual air mass vs. previous air mass <= 20.01 - 39.99mg/stk Engine load<= 20.0% Dynamic throttle position<= 269.50 - 398.40° TPS/s Rough road not detected Engine roughness signal not valid Segments in fuel cut-off mode >= 32.0 [-] Segment adaption finished Engine speed 2, 496 - 5, 024 RPM 4 cylinder engine: Diff. between adapted value of cylinder 1 and cylinder 3 < 0.70% Diff. between adapted value of cylinder 2 and cylinder 4< 0.70%	180.0° CRK Continuous	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .
	RPM Sensor Out Of Range	Counted teeth vs reference >= 1, 000, 000; <= 1, 000 [-]	Engine running	3, 600.0° CRK Continuous
	Crankshaft Position Sensor Rationality Check	Case 1: Engine speed > 3, 000 RPM Time between falling signal edges < 0 - 50 μs Case 2: Engine speed <= 3, 000 RPM Time between signal edges < 30 μs	Engine speed >= 400 RPM	45, 720.0° CRK Continuous
	Crankshaft Position Sensor Rationality Check	Crankshaft reference gap not detected	General conditions: Reference gap of reluctor wheel detected And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	2, 160° CRK Continuous
	Crankshaft Position Sensor Rationality Check	Counted teeth vs. reference >= 1; <= 2 [-]	General conditions: Engine speed > 320RPM And Case 1: Ignition off Engine speed > 380 RPM Engine stalling >= 1.0 s Or Case 2: Engine speed >= 380 RPM Or Engine running And Engine stalling >= 5.0 s Or Case 3: Backwards rotation not detected Or Case 4: Engine speed >= 400 RPM Engine stopped	1, 800° CRK Continuous
P0340 Camshaft Position Sensor "A" Circuit Bank 1 or Single Sensor	Camshaft Position Sensor Intake Signal Activity Check	No change on signal >= 3.0 [-]	Engine speed >= 400 RPM	4, 680.0° CRK Continuous	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .
P0341 Camshaft Position Sensor "A" Circuit Range /Performance Bank 1 or Single Sensor	Camshaft Position Sensor Intake Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio > 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio < 0.36 [-] Or Offset between camshaft and crankshaft < -79.0° CRK Or Offset between camshaft and crankshaft > 15.0° CRK	Engine speed 400 - 8, 160 RPM	990.0° CRK Continuous	2 DCY	-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Camshaft Position Sensor -G40-. Refer to .
	Camshaft Position Sensor Intake Signal Activity Check	Segment time value < 50 μs	Engine speed 400 - 8, 160 RPM	1, 440.0° CRK Continuous
	Camshaft Position Sensor Intake Angular Offset Check	Offset between camshaft and crankshaft < -79.0; OR > 15.0° CRK	Engine synchronization not validated Failure by exhaust camshaft sensor detected	450.0° CRK Once / DCY
P0365 Camshaft Position Sensor "B" Circuit Bank 1	Camshaft Position (CMP) Exhaust Sensor	No change on signal>= 3.0 [-]	Engine speed >= 400 RPM	1, 080.00° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor 3 -G300-. Refer to .
P0366 Camshaft Position Sensor "B" Circuit Range /Performance Bank 1	Camshaft Position (CMP) Exhaust Sensor Rationality Check	Ratio between measured segment time ratio and specified camshaft angle ratio> 2.75 [-] Or Ratio between measured segment time ratio and specified camshaft angle ratio< 0.36 [-] Or Offset between camshaft and crankshaft< -24.0° CRK Or Offset between camshaft and crankshaft> 49.0° CRK	Engine speed 400 - 8, 160RPM	990.0° CRK Continuous	2 DCY	-- Check the Camshaft Position Sensor 3 -G300-. Refer to .
	Camshaft Position (CMP) Exhaust Sensor Signal Activity Check	Segment time value< 50μs	Engine speed 400 - 8, 160 RPM	1, 440.0° CRK Continuous
	Camshaft Position / Crankshaft Position (CMP/CKP) Exhaust Sensor Out Of Range	Offset between camshaft and crankshaft< -24.0° CRK Or Offset between camshaft and crankshaft> 49.0° CRK	Engine synchronization via crankshaft and camshaft not finished Or Engine synchronization via crankshaft and camshaft lost	450.0° CRK Once / DCY"
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.5 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] And Ratio between knock sensor and knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT @ cylinder head > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Mass air flow > 501.0 - 599.0 mg/stk Dynamic engine speed not active Delay time 0.0 s And Dynamic engine speed not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to .
P039B Cylinder 1 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold <= not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-]
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.50 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.5 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] And Ratio between knock sensor and knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Torque limitation factor < 0.80 [-]		900.0° CRK Continuous	2 DCY		Engine running ECT @ cylinder head > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Mass air flow > 501.0 - 599.0 mg/stk Dynamic engine speed not active Delay time 0.0 s Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to
P03A5 Cylinder 2 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold <= not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-]							2 DCY
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.5 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.5 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] And Ratio between knock sensor and knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Torque limitation factor < 0.80 [-]	Engine running ECT @ cylinder head > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Mass air flow > 501.0 - 599.0 mg/stk Dynamic engine speed not active Delay time 0.0 s Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to		900.0° CRK Continuous
P03AF Cylinder 3 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold <= not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-]
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Slow detection: Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 9, 000.0 - 11, 700.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.5 - 5.0 [-] For time >= 5, 760.0 - 6, 840.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] For time not calibrated ° CRK Or Ratio between knock sensor and noise level in pre knock window > 3.5 - 5.0 [-] And Ratio between knock sensor and knock threshold in main knock window > 2.0 - 3.0 [-] For time >= 12, 960.0 - 16, 740.0° CRK Or Ratio between knock sensor and knock threshold in main knock window not calibrated [-] And Ratio between knock sensor and noise level in pre knock window not calibrated [-] And Ratio between knock sensor and knock threshold in main knock window not calibrated [-] For time not calibrated ° CRK Or Torque limitation factor < 0.80 [-]		900.0° CRK Continuous	2 DCY		Engine running ECT @ cylinder head > 59° C Engine speed 1, 216 - 6, 720 RPM Engine load not calibrated % Mass air flow > 501.0 - 599.0 mg/stk Dynamic engine speed not active Delay time 0.0 s Dynamic engine speed not calibrated Previous cylinder shut-off not active	900.0° CRK Continuous	2 DCY	-- This DTC may set due to poor fuel quality or fuel that has aged excessively. If necessary, drain the fuel from the vehicle and replace with fresh fuel.-- Check the spark plugs visually for signs of fouling.-- Check for an engine mechanical fault with a cylinder compression test. Carbon buildup may cause a higher than normal compression reading and may contribute to this concern. Refer to appropriate Service Information for low compression readings or for carbon buildup removal.-- Check the Knock Sensor 1 -G61-. Refer to .-- Check the Engine speed Sensor -G28-. Refer to
P03B9 Cylinder 4 Pressure Too High	Knock Control Function Check	Fast detection: Ratio between knock sensor and knock threshold in main knock window > 1.50 - 2.50 [-] For time >= 540.0° CRK Or Ratio between knock sensor and noise level in pre knock window > 2.75 - 4.50 [-] For time >= 360.0° CRK Case 1: Ratio between filtered engine roughness and misfire detection threshold <= 0.41 - 0.59 [-] Or Case 2: Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-] Or Case 3: Ratio between filtered engine roughness and misfire detection threshold <= not calibrated [-] Or Ratio between normalized engine roughness and misfire detection threshold <= not calibrated [-]						900.0° CRK Continuous	2 DCY
P0410 AIR System "A"	Secondary Air System Functional Check	Diff. pressure value after secondary air injection vs. pressure value before secondary air activation > 5.0 kPa	General: Secondary air pump ready Catalyst heating active Secondary air injection finished MAF <= 140.0 kg/h ECT @ cylinder head >= -10; < 115° C IAT @ manifold >= -10; < 100° C Modeled catalyst temperature < 900° C Relative barometric pressure > 0.73 [-] And Diff. BARO vs. MAP not calibrated kPa Or Engine not calibrated	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to .
P0413 AIR System Switching Valve "A" Circuit Open	Secondary Air Valve Open Circuit	Output voltage, Lower Range >= 1.92 - 2.21 V Output voltage, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .
P0414 AIR System Switching Valve "A" Circuit Shorted	Secondary Air Valve Short To Ground	Output voltage (hardware values) < 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .
P0414 AIR System Switching Valve "A" Circuit Shorted	Secondary Air Valve Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .
P0418 AIR System Control "A" Circuit	Secondary Air Injection Pump Relay Open Circuit	Output voltage, Lower Range 1.92 - 2.21 V Output voltage, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Motor -V101- / Secondary Air Injection Pump Relay -J299-. Refer to .
P0420 Catalyst System Efficiency Below Threshold Bank 1	NMOG / NMHC Conversion Capability	Arithmetic average Catalyst efficiency > 1.0 [-] Or EWMA filtered Catalyst efficiency not calibrated [-] Or Arithmetic average, corrected with measured delay and transition time of Oxygen Sensors rear Catalyst efficiency not calibrated [-] Or EWMA filtered, corrected with measured delay and transition time of Oxygen Sensors rear Catalyst efficiency > 1.0 [-]	General conditions: Vehicle speed >= 22 mph BARO >= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S heater rear active O2S front ready Internal resistance O2S rear <= 700.0 Ω Time after a catalyst purge phase >= 1.0 s Engine speed 1, 088 - 3, 008 RPM Lambda control value < 50.0% Deviation of lambda controller output to start diagnosis < 10.0% Deviation of lambda controller output during diagnosis < 7.0 - 24.99% Fast trim control ready Proportional part of secondary fuel control loop not calibrated % Coasting function not active Lambda adaptation not active Valve lift not equipped And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g temperature conditions: ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature once after engine start > 510° C Modeled catalyst temperature to start diagnosis 500 - 800° C Modeled catalyst temperature during diagnosis 470 - 830° C Integrated air mass, catalyst temperature conditions fulfilled not calibrated g Diff. between dynamic and stationary catalyst temperature to start diagnosis -100.0 - 100.0 K Diff. between dynamic and stationary catalyst temperature during diagnosis -150.0 - 150.0 K Modeled EGT @ O2S rear <= 900° C Air mass conditions: Air mass to start diagnosis 89.99 - 1, 389.0 mg/stk Air mass during diagnosis not calibrated mg/stk MAF per cylinder to start diagnosis 28.0 - 150.0 kg/h MAF per cylinder during diagnosis not calibrated kg/h Load conditions: Air mass set point not calibrated mg/stk Engine load not calibrated % Accelerator pedal value not calibrated % For time not calibrated s And Low dynamic conditions: Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output < 20.0% Integrated air mass after dynamic conditions are fulfilled > 20.0 g Evap purge conditions: Case 1 Evap purge valve not calibrated Case 2 Canister load calculation not calibrated Evap purge flow not calibrated Case 3 Canister load not calibrated [-] Evap purge flow not calibrated Close the gap conditions: O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass to start diagnosis >= 0.0 g O2S front dynamic diagnosis separate not active For arithmetic average value calculation: Number of checks required for valid result not calibrated [-] For EWMA-filter: Minimum number of tests per DCY required 1 Step change detection will initiate multiple tests per DCY Conditions for step change detection: Relative deviation between new measured value and old EWMA filtered value >= 0.30 - 2.0 [-] Number of checks 6.0 [-]	60.0 - 70.0 s Once / DCY	1 DCY	-- Check the Three Way Catalytic Converter (TWC). Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P0441 EVAP System Incorrect Purge Flow	EVAP Purge Valve Functional Check: Stuck Close	Ratio actual intake manifold pressure and modeled set point intake manifold pressure < 0.10 [-]	ECT @ cylinder head > 60° C Barometric pressure > 73.0 kPa AAT > 4° C AAT @ start >= 5° C Diff. BARO vs. filtered MAP >= 20.0 kPa Diff. BARO vs. filtered MAP > 28.0 kPa Engine speed < 2, 800 RPM And Ratio MAF @ intake manifold and MAF max. > 0.07 - 0.10[-] Engine speed 1, 180 RPM Or Coasting function not calibrated And Vehicle speed >= 11mph Diff. engine speed vs. filtered engine speed < 90 RPM Diff. ratio MAF @ intake manifold and MAF max vs. ratio filtered MAF @ intake manifold and MAF max< 0.15 [-] Diff. modeled intake manifold pressure vs. filtered modeled intake manifold pressure < 1.50 - 2.50 kPa And Integrated MAF since engine start >= 0.0 - 5, 000.0g And Lambda conditions full filled Lambda control active Lambda control value -30.0 - 30.0% O2S front 0.90 - 1.10 [-] Or Fuel cut off not calibrated Case 1: Integrated MAF @ canister purge per driving cycle >= not calibrated g Case 2: Ratio MAF @ canister purge and MAF per cylinder>= 0.0 [-] Or Canister purge sampling rate>= 20.0% And Integrated air mass @ canister purge valve>= 31.9 g Depending on AAT: AAT>= 30° C Canister load <= 0.20 [-] Or AAT>= 50; < 30° C Canister load <= 0.20 [-] Or AAT < 50° C Canister load <= 0.20 [-]	8.5 s Once / DCY	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0444 EVAP System Purge Control Valve "A" Circuit Open	EVAP Purge Valve Open Circuit	Output voltage, Lower Range >= 1.92 - 2.21 V Output voltage, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine start not active Engine running Evap purge valve opening signal (PWM) > 3.13; <= 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0445 EVAP System Purge Control Valve "A" Circuit Shorted	EVAP Purge Valve Short To Ground	Output voltage (hardware values) 1.92 - 2.21 V	Engine start not active Engine running Evap purge valve opening signal (PWM) <= 98.83% Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0445 EVAP System Purge Control Valve "A" Circuit Shorted	EVAP Purge Valve Short To Battery Plus	Actuator temperature 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine start not active Engine running Evap purge valve opening signal (PWM) >= 3.13% Actuator commanded on	2.0 s Continuous	2 DCY
P0450 EVAP System Pressure Sensor/Switch Circuit	NVLD Switch Open Circuit	Signal voltage 0.39 - 0.55 V	Case 1: Engine running Case 2: Ignition off NVLD (EVAP-System) diagnostic mode active	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0451 EVAP System Pressure Sensor/Switch Circuit Range /Performance	NVLD Switch Functional Check Stuck Close	Natural vacuum leak detection (NVLD) switch position closed	Ignition off Fuel level < 85.10% Fuel temperature increase >= 5 K For time >= 1.0 h AAT >= 4° C Barometric pressure >= 73.0 kPa Time since ignition off > 20.0; < 1, 440.0 min	0.1 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0452 EVAP System Pressure Sensor/Switch Circuit Low	NVLD Switch Short To Ground	Signal voltage < 0.24 V	Case 1: Engine running Case 2: Ignition off NVLD (EVAP-System) diagnostic mode active	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0453 EVAP System Pressure Sensor/Switch Circuit High	NVLD Switch Short To Battery Plus	Signal voltage > 3.0 V	Case 1: Engine running Case 2: Ignition off NVLD (EVAP-System) diagnostic mode active	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0456 EVAP System Leak Detected (Very Small Leak)	EVAP System Small Leak Functional Check	Natural vacuum leak detection (NVLD) switch position = open	Ignition off Fuel level < 85.10% Fuel temperature drop >= 6 K For time > 1.0 h AAT >= 4° C Barometric pressure > 73.0 kPa Diff. barometric pressure @ stop and barometric pressure @ start < 0.65 kPa Time since ignition off > 90.0 min; < 600.0 min	0.1 s Once / DCY	2 DCY	-- Check the EVAP System for Leaks. Refer to .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P0461 Fuel Level Sensor "A" Circuit Range /Performance	Fuel Level Plausibility Check	Diff. fuel consumption And Fuel level changes < -239.0; > 12.0 [-]	General: Refueling or defueling not detected And Fuel tank level signal valid And Case 1: for tank full For tank full fuel level > 96.09% Fuel consumption since last refueling or last plausibility check > 44.0 [-] Case 2: for tank not full For tank not full fuel level <= 96.09% Fuel consumption since last refueling or last plausibility check > 15.0	1.0 s Continuous	2 DCY	Check the Fuel Level Sensor -G-. Refer to appropriate Service Information.
P0462 Fuel Level Sensor "A" Circuit Low	CAN: Fuel Level Sensor 1 CAN Communication With Instrument Cluster Module	Instrument cluster module signal: short to ground failure		0.5 s Continuous	2 DCY	Check the Fuel Level Sensor -G-. Refer to appropriate Service Information.
P0462 Fuel Level Sensor "A" Circuit Low		Instrument cluster module signal: signal Range check failure
P0463 Fuel Level Sensor "A" Circuit High	CAN: Fuel Level Sensor 1 CAN Communication With Instrument Cluster Module	Instrument cluster module signal: short to battery / open circuit failure		0.5 s Continuous	2 DCY			0.5 s Continuous	2 DCY	Check the Fuel Level Sensor -G-. Refer to appropriate Service Information.
P0491 AIR System Insufficient Flow Bank 1	Secondary Air System Functional Check	Case 1: Blockage: ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.70 [-] Or Leakage: ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis ] < 0.65 [-] Case 2: Diff. expected integrated secondary air pressure pulsations and actual integrated secondary air pressure pulsations not calibrated kPa Case 3: Blockage: ratio relative measured secondary air pressure and modeled secondary air pressure [tube blocked] < 0.40 [-] Or Leakage: ratio relative measured secondary air pressure and modeled secondary air pressure [leak diagnosis ] < 0.15 [-]	General: Secondary air pump active Catalyst heating active Secondary air injection active MAF <= 140.0 kg/h ECT @ cylinder head >= -10; < 115° C IAT @ manifold >= -10; < 100° C Modeled catalyst temperature < 900° C Relative barometric pressure > 0.73 [-] Diff. barometric pressure vs. manifold pressure > not calibrated kPa Or Engine not calibrated	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to .
P0501 Vehicle speed Sensor "A" Circuit Range /Performance	CAN: Vehicle speed Sensor CAN Communication With Vehicle speed Sensor	speed sensor fault value: Out of Range high failure		0.5 s Continuous	2 DCY	-- Check the Vehicle speed Signal. Refer to .
		speed sensor fault value: Out of Range low failure
		speed sensor fault value: Rationality check high failure
		speed sensor fault value: Rationality check low failure
P0502 Vehicle speed Sensor "A" Circuit Low	Vehicle speed Sensor (VSS) Short To Ground	Diagnostic signal from output driver failure						0.5 s Continuous	2 DCY	-- Check the Vehicle speed Signal. Refer to .
	Vehicle speed Sensor (VSS) Open Circuit
	Vehicle speed Sensor (VSS) Short To Battery Plus
P0506 Idle Control System RPM - Lower Than Expected	Idle speed Control (ISC) Function Monitoring: Engine speed Deviation							Diff. actual engine speed vs. engine speed set point < -100 RPM Integrated I-part of idle speed controller not calibrated	General conditions: Vehicle speed = 0 mph Accelerator pedal released by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 0.0s Clutch switch not calibrated Barometric pressure> 70.0 kPa Catalyst heating not active ECT @ cylinder head > -48° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph Engine load< 31.25% (M/T only) For time>= 0.0 s	12.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0507 Idle Control System RPM - Higher Than Expected	Idle speed Control (ISC) Function Monitoring: Engine speed Deviation							Diff. actual engine speed vs. engine speed set point > 90 RPM Integrated I-part of idle speed controller not calibrated	General conditions: Vehicle speed = 0 mph Accelerator pedal released by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 0.0 s Clutch switch not calibrated Barometric pressure> 70.0 kPa Catalyst heating not active ECT @ cylinder head > -48° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph For time>= 0.0 s	12.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P050A Cold start Idle Control System Performance	Cold Idle Controller Function Monitoring: Engine speed Deviation	Diff. actual engine speed vs. engine speed set point > 90 RPM Integrated I-part of idle speed controller not calibrated	General conditions: Vehicle speed = 0 mph Accelerator pedal released by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 0.0 s Clutch switch not calibrated Barometric pressure> 70.0 kPa Catalyst heating active ECT @ cylinder head > -10° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active Accelerator pedal released by driver (A/T only) Vehicle speed 0 mph For time>= 0.0 s	12.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P050A Cold start Idle Control System Performance	Cold Idle Controller Function Monitoring: Engine speed Deviation	Diff. actual engine speed vs. engine speed set point > 100 RPM Integrated I-part of idle speed controller n.a.	General conditions: Vehicle speed = 0 mph Accelerator pedal released by driver Throttle actuator commanded on Evap purge flow < 4.0 kg/h Engine running Time after engine start > 0.0 s Clutch switch not calibrated Barometric pressure> 70.0 kPa Catalyst heating active ECT @ cylinder head > -10° C And Set point change not calibrated RPM For time not calibrated s And Additional after dynamic conditions fulfilled: Gear switch not active (A/T only) Accelerator pedal released by driver Vehicle speed 0 mph Engine load< 31.25% (M/T only) For time>= 0.0 s	12.0 s Continuous	2 DCY
P050B Cold start Ignition Timing Performance	Ignition Control Ignition Timing Monitor	Ratio between ignition angle efficiency integral and time at idle speed > 0.20 [-]	Engine idle speed Ignition angle efficiency set point <= 0.85 [-] Modeled pressure quotient <= 1.0 [-] Barometric pressure > 0.0 kPa Catalyst heating active Engine start temperature -10 - 80° C Time after engine start > 2.0 s Vehicle speed = 0 mph And Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk For time >= 0.0 s And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM For time >= 0.0 s	5.0 s Once / DCY	2 DCY	-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P052A Cold start "A" Camshaft Position Timing Over-Advanced Bank 1	Cold start Monitoring Variable Valve Timing (VVT) Intake Actuator Rationality Check	Camshaft position deviation> 9.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating active Camshaft position deviation integrator (actual vs. set point position)>= 8.0° CRK's	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .
P053F Cold start Fuel Pressure Performance Bank 2	Fuel System Out Of Range High	Deviation between reference and actual fuel pressure < -2, 999.90 kPa For time >= 3.0 s	General: Engine speed > 512 RPM Time after engine start > 10.0 s And Fuel mass set point Lower Range > 5.0 mg/stk for time>= 10.0 s Fuel mass set point Upper Range <= 187.17 - 229.23 mg/ tk Fuel mass set point gradient 1, 389.0 - 1, 389.0 mg/stk For time>= 5.0 s And Additional for catalyst heating: Catalyst heating active ECT @ cylinder head > -48° C Fuel mass set point Lower Range >= 5.0 mg/stk For time>= 5.1 s	4.5 s Once / DCY	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .-- Check the Fuel Metering Valve -N290-. Refer to .-- Check the Fuel Pressure Sensor -G247-. Refer to .
P053F Cold start Fuel Pressure Performance Bank 2	Fuel System Out Of Range Low	Deviation between reference and actual fuel pressure > 2, 999.90 kPa For time >= 3.0 s		4.5 s Once / DCY	2 DCY
P054A Cold start "B" Camshaft Position Timing Over-Advanced Bank 1	Cold start Monitoring Variable Valve Timing (VVT) Exhaust Actuator Rationality Check	Camshaft position deviation > 9.0° CRK	Modeled oil temperature -40 - 160° C Engine speed 608 - 6, 016 RPM Camshaft position not calibrated Camshaft position adjustment active Catalyst heating active Camshaft position deviation integrator (actual vs. set point position)>= 8.0° CRK's	0.0 (FTP75: 45.0) s Once / DCY	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .
P0601 Internal Control Module Memory Checksum Error	ECM: Checksum Verification	Calibration checksum incorrect		1.0 s Continuous	2 DCY	-- Check the Engine Control Module -J623-. Refer to appropriate Service Information.
P0601 Internal Control Module Memory Checksum Error	ECM: Checksum Verification	Software checksum incorrect
P0603 Internal Control Module Keep Alive Memory (KAM) Error	Injection Valves Supply Voltage Internal Hardware Check	Hardware vs. software version check during initialization failure		1.0 s Continuous	2 DCY			4.9 s Once / DCY	2 DCY	-- Check the Engine Control Module -J623-. Refer to appropriate Service Information.
		Calibration during initialization failure
		Hardware during initialization failure
		Time reference from micro controller during initialization failure
		Time reference from micro controller during initialization missing	2, 880.0° CRK Continuous
		Communication between micro controller and SDI-Driver power stage failure
		Communication between micro controller and SDI-Driver power stage failure	2, 880.0° CRK Continuous	360.0° CRK Once / DCY
	ECM: Communication Check	Device 1: SPI communication with ATIC failure	2.0 s Continuous
		Device 2: SPI communication with ATIC failure
		SPI communication with ATIC failure
P0606 Control Module Processor	Barometric Pressure Sensor Engine Standing: Cross Check	Case 1: charged engine Diff. BARO vs. MAP > 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa Case 2: non charged engine Diff. BARO mean value vs. MAP mean value not calibrated kPa Diff. deviation BARO mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa Diff. deviation MAP mean value to mean value (MAP mean value, BARO mean value, BARO @ ECM keep alive time and MAP @ ECM keep alive time) not calibrated kPa		Case A: engine stop during DCY Engine stopped Vehicle speed < 1 mph Engine @ driving cycle not calibrated For time >= 10.0 s Case B: engine stop @ start of DCY Engine stopped Vehicle speed < 1 MPH Engine @ driving cycle not calibrated	3.0 s Continuous	2 DCY		-- note: The BARO sensor is an internal part of the ECM and is not repairable. If the BARO reading is off by more than 10%, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
	Barometric Pressure Sensor ECM Keep Alive-Time: Cross Check	Diff. BARO vs. MAP> 8.50 kPa Diff. BARO vs. turbocharger boost pressure > 8.50 kPa		Engine stopped Vehicle speed < 1 mph Ignition off ECM keep alive-time > 10.0 - 6, 553.5 s Time after engine stop >= 5.0 s Barometric pressure sensor voltage 0.20 - 4.80 V Intake manifold pressure sensor voltage 0.20 - 4.80 V Turbocharger boost pressure sensor voltage 0.20 - 4.80 V	3.0 s Continuous
	Barometric Pressure Sensor Full Load Cross Check	Diff. turbocharger boost pressure vs. MAP <= 10.0 kPa Case 1: Diff. BARO vs. turbocharger boost pressure @ fuel cut off not calibrated kPa Or Case 2: Diff. BARO vs. turbocharger boost pressure @ idle speed not calibrated kPa	Engine running Engine speed 2, 000 - 8, 160 RPM Throttle position >= 27.353 - 78.004° TPS For time >= 2.0 s	3.0 s Continuous
	Barometric Pressure Sensor Out Of Range High	Measured barometric pressure > 115.0 kPa		5.0 s Continuous
	Barometric Pressure Sensor Out Of Range Low	Measured barometric pressure < 45.0 kPa		5.0 s Continuous
	Knock Control Functional Check	Knock control failure	Engine running	6.4 s Continuous
	ECM: EEPROM Check	EEPROM information failure Decryption of NVMCrypt failed Finished NVMCrypt integrity error Communication between sample software and production hardware error RAM error detected Monitoring module check failed		1.0 s Once / DCY
	ECM: Communication Check	SPI communication with ATIC failure	Time after ignition on >= 1.0 s	1.0 s Continuous
	ECM: A/D Converter Function Monitoring: A/D Converter	Diff. A/D-channel 1 vs. A/D-channel 2 > 0.30 V		0.5 s Continuous
	ECM: Electronic Throttle Control Module Function Monitoring: Torque	Monitoring of difference between actual and set point torque value engine torque overflow > 45.0 - 350.0 Nm	Throttle actuator commanded on	0.5 s Continuous
		Monitoring of torque difference integration integrated engine torque > 655.35 Nms	Throttle actuator commanded on	0.01 s Continuous
	ECM: Electronic Throttle Control Module Function Monitoring: Engine speed Limitation	Engine speed > 1, 760 RPM	Engine speed limitation active Injection active	0.5 s Continuous
	ECM: Electronic Throttle Control Module Function Monitoring: A/D Converter	Internal check failed		0.5 s Continuous
	CAN: Controller: controller RAM check	RAM error memory checksum error	Initialization phase active Ignition on	0.2 s Once / DCY
P0607 Control Module Performance	Barometric Pressure Sensor Short To Ground	Barometric pressure sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- note: The BARO sensor is an internal part of the ECM and is not repairable. If the BARO reading is off by more than 10%, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0607 Control Module Performance	Barometric Pressure Sensor Short To Battery Plus	Barometric pressure sensor voltage > 4.80 V		0.5 s Continuous	2 DCY
P060C Internal Control Module Main Processor Performance	Engine Control Module (ECM): Electronic Throttle Control Module	Function monitoring: injection fuel mass validation failed Function monitoring: accelerator position comparison voltage sensor 1 with sensor 2 implausible Function monitoring: engine speed deviation engine speed validation failed Function monitoring: torque validation of torque losses failed Function monitoring: torque validation min. torque @ clutch failed Function monitoring: torque validation max. torque @ clutch failed Function monitoring: torque validation idle speed engine torque (I-Part) failed Function monitoring: torque validation engine torque failed Function monitoring: torque validation idle speed engine torque (PD-Part) failed Function monitoring: throttle position comparison voltage sensor 1 with sensor 2 implausible		0.5 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P0638 Throttle Actuator Control Range /Performance Bank 1	Throttle Actuator Basic Settings Adaptation Value Monitoring	Battery voltage <= 9.04 V	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) active	0.01 s Once Per Lifetime	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
		Accelerator pedal value > 99.90% Or Engine speed > 64 RPM Or Vehicle speed > 1 mph Or Modeled IAT @ throttle < 5° C Or ECT @ cylinder head < 5° C Or ECT @ cylinder head > 110° C		0.01 s Once Per Lifetime
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V	Throttle adaptation demanded Accelerator pedal value < 99.90 % Engine speed < 64 RPM Vehicle speed < 1 mph Modeled IAT @ throttle > 5° C ECT @ cylinder head 5 - 110° C	0.01 s Once / DCY
		Actual TPS - ref. point > 0.503° TPS		0.01 s Once / DCY
	Throttle Actuator Basic Settings Monitoring Of Position	Actual TPS - ref. point > 0.503° TPS		0.01 s Once Per Lifetime
		Throttle position sensor 1 voltage < 0.40 V Or Throttle position sensor 2 voltage > 4.60 V Or Throttle position sensor 1 voltage > 0.80 V Or Throttle position sensor 2 voltage < 4.20 V
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.25 V
		Actual TPS - ref. point > 0.503° TPS
		Actual TPS 1 or 2 voltage - voltage ref. point > 0.07 V
P0642 Sensor Reference Voltage "A" Circuit Low	ECM: 5V Supply Voltage Out Of Range Low	Analog output 1 supply voltage < 4.62 V						0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0643 Sensor Reference Voltage "A" Circuit High	ECM: 5V Supply Voltage Out Of Range High	Analog output 1 supply voltage > 5.43 V						0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P064A Fuel Pump Control Module	COM: Fuel Pump Control Module (FPCM) Functional Check: Electronics	Internal check failed						0.7 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P064A Fuel Pump Control Module	COM: Fuel Pump Control Module (FPCM) Over-temperature Warning Power Stage	Power stage temperature > 125° C						1.0 s Continuous	2 DCY
P0652 Sensor Reference Voltage "B" Circuit Low	ECM: 5V Supply Voltage Out Of Range Low	Analog output 2 supply voltage < 4.62 V						0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0653 Sensor Reference Voltage "B" Circuit High	ECM: 5V Supply Voltage Out Of Range High	Analog output 2 supply voltage > 5.43 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0657 Actuator Supply Voltage "A" Circuit/Open	Supply Voltage Relay Engine Components Open Circuit	Output voltage, Lower Range >= 1.90 - 2.30 V Output voltage, Upper Range (hardware values) <= 2.80 - 3.20V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to .-- Check the Engine Component Power Supply Relay -J757-. Refer to .
P0658 Actuator Supply Voltage "A" Circuit Low	Supply Voltage Relay Engine Components Short To Ground	Output voltage (hardware values) < 1.90 - 2.30 V	Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to .-- Check the Engine Component Power Supply Relay -J757-. Refer to
P0659 Actuator Supply Voltage "A" Circuit High	Supply Voltage Relay Engine Components Short To Battery Voltage	Output current > 1.0 - 2.3 A Or Actuator temperature (hardware values) > 175 - 195° C	Actuator commanded on	1.0 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to .-- Check the Engine Component Power Supply Relay -J757-. Refer to .
P0686 ECM/PCM Power Relay Control Circuit Low	Main Relay Rationality Check During Engine Off	Sensed circuit voltage > 6.0V	Main relay commanded on For time>= 0.3 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to .
P0687 ECM/PCM Power Relay Control Circuit High	Main Relay Rationality Check During Engine Running	Sensed circuit voltage < 5.0 V	Main relay commanded on For time>= 0.1 s	0.1 s Continuous	2 DCY	-- Check the Motronic Engine Control Module Power Supply Relay -J271-. Refer to .
P0687 ECM/PCM Power Relay Control Circuit High	Main Relay Short To Battery Plus	Main relay driver temperature > 175 - 195° C Or Main relay output current > 1.0 - 2.3 A	Main relay commanded on For time>= 0.4 s	0.2 s Continuous	2 DCY
P0698 Sensor Reference Voltage "C" Circuit Low	ECM: 5V Supply Voltage Out Of Range Low	Analog output 3 supply voltage < 4.62 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P0699 Sensor Reference Voltage "C" Circuit High	ECM: 5V Supply Voltage Out Of Range High	Analog output 3 supply voltage > 5.43 V		0.2 s Continuous	2 DCY	-- If a related sensor voltage code is also set, refer to that sensor for diagnosis first. If no other related codes set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.
P11A1 Camshaft Actuator "A" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A1 Camshaft Actuator "A" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21V Output voltage, Upper Range > 2.85 - 3.25V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A2 Camshaft Actuator "A" Cylinder 1 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A3 Camshaft Actuator "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A3 Camshaft Actuator "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A4 Camshaft Actuator "B" Cylinder 1 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A5 Camshaft Actuator "A" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A5 Camshaft Actuator "A" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A6 Camshaft Actuator "A" Cylinder 2 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A7 Camshaft Actuator "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A7 Camshaft Actuator "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11A8 Camshaft Actuator "B" Cylinder 2 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A9 Camshaft Actuator "A" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11A9 Camshaft Actuator "A" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AA Camshaft Actuator "A" Cylinder 3 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11AB Camshaft Actuator "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11AB Camshaft Actuator "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AC Camshaft Actuator "B" Cylinder 3 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11AD Camshaft Actuator "A" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11AD Camshaft Actuator "A" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11AE Camshaft Actuator "A" Cylinder 4 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11AF Camshaft Actuator "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Short To Ground	Output voltage< 1.92 - 2.21V (hardware values)	Actuator commanded off	0.5 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11AF Camshaft Actuator "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Open Circuit	Output voltage, Lower Range < 1.92 - 2.21 V Output voltage, Upper Range > 2.85 - 3.25 V	Actuator commanded off	0.5 s Continuous	2 DCY
P11B0 Camshaft Actuator "B" Cylinder 4 Range /Performance	Variable Valve Lift (VVL) Rationality Check Low	Actuator feedback signal voltage permanently low [-]	Modeled oil temperature < 20° C	6.0 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11BF Camshaft Actuator Outlet "A" Cylinder 1 Range /Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C0 Camshaft Actuator Outlet "B" Cylinder 1 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C1 Camshaft Actuator Outlet "A" Cylinder 2 Range /Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C2 Camshaft Actuator Outlet "B" Cylinder 2 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C3 Camshaft Actuator Outlet "A" Cylinder 3 Range /Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C4 Camshaft Actuator Outlet "B" Cylinder 3 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C5 Camshaft Actuator Outlet "A" Cylinder 4 Range /Performance	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P11C6 Camshaft Actuator Outlet "B" Cylinder 4 Circuit/Open	Variable Valve Lift (VVL) Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Camshaft Adjustment Actuators --. Refer to -->.
P12A1 Fuel Rail Pressure Sensor Inappropriately Low	Fuel System Pressure Sensor, High Pressure Side Rationality Check Low	Deviation lambda of controller included adaptation < -22.50% And High pressure controller output > 40.0 mg	General: Engine speed 512 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0mg/stk Time after change to DFI not equipped s Time after engine start > 10.0 s Engine warm-up not active Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop Evap purge functionality diagnosis not active Fuel pressure set point gradient<= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass set point Lower Range > 5.0 mg/stk For time>= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient-1, 389.0 - 1, 389.0 mg/stk For time>= 5.0 s And Depending on canister purge: Canister load <= 1.0[-] Or Evap purge valve not active or closed	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P12A2 Fuel Rail Pressure Sensor Inappropriately High	Fuel System Pressure Sensor, High Pressure Side Rationality Check High	Deviation lambda of controller included adaptation> 30.0% And High pressure controller output < -35.0 mg	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after change to DFI not equipped s Time after engine start > 10.0 s Engine warm-up not active Catalyst heating not active Full load not active Catalyst purge not active Lambda control closed loop Evap purge functionality diagnosis not active Fuel pressure set point gradient<= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass set point Lower Range > 5.0 mg/stk For time>= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient-1, 389.0 - 1, 389.0 mg/stk For time>= 5.0 s And Depending on canister purge: Canister load <= 1.0 [-] Or Evap purge valve not active or closed	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P12A4 Fuel Rail Pump Control Valve Stuck Closed	Fuel System Pressure Sensor, High Pressure Side Out Of Range High	Deviation between fuel pressure set point and current fuel pressure < -2, 999.90 kPa Deviation lambda of controller included adaption : -50.0 - 50.0% Case 1: High pressure controller output < -45.0 mg Case 2: Flow control valve open Mass fuel flow set point> 15.01mg/stk	General: Engine speed 608 - 6, 816 RPM Fuel mass set point 5.0 - 1, 389.0 mg/stk Time after engine start > 10.0 s Engine warm-up not calibrated Catalyst heating not calibrated Full load not calibrated Catalyst purge not calibrated Lambda control not calibrated Evap purge functionality diagnosis not calibrated Fuel pressure set point gradient<= 34, 777.60 kPa And Depending on low dynamic conditions: Fuel mass set point Lower Range > 5.0 mg/stk For time>= 10.0 s Fuel mass set point Upper Range < 187.17 - 229.23 mg/stk Fuel mass set point gradient-1, 389.0 - 1, 389.0 mg/stk For time>= 5.0 s And Depending on canister purge: Canister load not calibrated [-] Or Evap purge valve not calibrated	5.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Pressure Sensor -G247-. Refer to .-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
P1388	Engine Control Module (ECM): Electronic Throttle Control Module Function Monitoring: A/D Converter	Test voltage / test pulse check failed		5.0 s Continuous	2 DCY	-- Check the Engine Control Module -J623-. Refer to appropriate Service Information.
P13EA Cold start Ignition Timing Performance Off Idle	Ignition Control Ignition Timing Monitor	Ratio between ignition angle efficiency integral and time at part load > 0.16 [-]	Engine part load Ignition angle efficiency set point <= 0.90 [-] Engine part load Vehicle speed > 2 mph And Barometric pressure > 0.0 kPa And Catalyst heating active And Engine start temperature -10 - 80° C And Time after engine start > 2.0 s And Diff. air mass set point vs. filtered air mass set point for load dynamic detection < 99, 999.0 mg/stk For time >= 0.0 s And Diff. engine speed vs. filtered engine speed for engine speed dynamic detection < 8, 160 RPM For time >= 0.0 s	5.0 s Once / DCY	2 DCY	-- Check for any engine speed sensor or ignition coil faults and diagnose them first. If no other codes are set, replace the Engine Control Module -J623-. Refer to appropriate Service Information.-- Check the Engine speed Sensor -G28-. Refer to .-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P1545 Throttle Actuator "A" Control Motor Circuit Range /Performance	Throttle Actuator Out Of Range	Control duty cycle > 98.0%	Throttle position not at min. value Throttle adaptation not active Throttle actuator commanded on	5.0 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
	Throttle Actuator Rationality Check	Difference between throttle position set point and throttle flap opening angle for electronic throttle control > 2.998 - 24.982° TPS	Throttle adaptation (@ initial start or after detection of throttle exchange or checksum error) not active Throttle actuator commanded on Difference between throttle position set point and throttle flap opening angle <= 1.999; > -1.999° TPS	5.0 s Continuous	2 DCY
P169A Loading Mode Active	ECM: Transport Mode Function Monitoring: Mode Change	Transport mode active	Vehicle speed < 3 mph Max trip mileage since initial vehicle start -up < 62.15 miles During ECM keep alive-time after ignition off engine speed 0 RPM Production mode not active For hybrid: Drive motor off	0.01 s Continuous	1 DCY	-- Vehicle is in Transport Mode (Loading Mode). It can be turned off with a scan tool or will automatically switch off after approximately 100 km (62.15 miles) have accumulated on the vehicle. May need to perform readiness check. Refer to .
P2004 Intake Manifold Runner Control Stuck Open Bank 1	Intake Manifold Runner Flap Actuator Stuck Open	Signal voltage > 1.89 V For time >= 1.5 s	Actuator commanded off Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2006 Intake Manifold Runner Control Stuck Closed Bank 1	Intake Manifold Runner Flap Actuator Stuck Close	Signal voltage < 3.10 V For time >= 1.5 s	Actuator commanded on Time after engine start > 5.0 s	0.2 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2008 Intake Manifold Runner Control Circuit/Open Bank 1	Intake Manifold Runner Flap Actuator Open Circuit	Output voltage Lower Range 1.92 - 2.21 V Output voltage Upper Range (hardware values) 2.85 - 3.25 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2009 Intake Manifold Runner Control Circuit Low Bank 1	Intake Manifold Runner Flap Actuator Short To Ground	Output voltage (hardware values) < 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2010 Intake Manifold Runner Control Circuit High Bank 1	Intake Manifold Runner Flap Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 4.0 - 7.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .
P2014 Intake Manifold Runner Position Sensor/Switch Circuit Bank 1	Intake Manifold Runner Flap Position Sensor Short To Ground / Open Circuit	Intake manifold runner flap position sensor voltage < 0.20 V	Engine start not active	1.9 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2015 Intake Manifold Runner Position Sensor/Switch Circuit Range /Performance Bank 1	Intake Manifold Runner Flap Actuator Adaptation Value Monitoring	Diff. actual value vs. substitution value @ lower mechanical thresh hold > 0.70 V Or Diff. actual value vs. substitution value @ upper mechanical thresh hold > 0.70 V Failed adaptations >= 1.0 [-]	Modeled air temperature < 0.75 [-] Engine running Engine speed > 640; < 1, 504 RPM ECT @ cylinder head > -30° C Intake manifold runner flap adaptation not finished	0.04 s Once per lifetime	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2017 Intake Manifold Runner Position Sensor/Switch Circuit High Bank 1	Intake Manifold Runner Flap Position Sensor Short To Battery Voltage	Intake manifold runner flap position sensor voltage > 4.80 V	Engine start not active	1.9 s Continuous	2 DCY	-- Check the Intake Manifold Runner Position Sensor -G336-. Refer to .-- Check the Intake Manifold Runner Control Valve -N316-. Refer to .
P2024 EVAP Fuel Vapor temperature Sensor Circuit	Smart temperature Sensor Open Circuit	NVLD output voltage Lower Range >= 1.92 - 2.21 V NVLD output voltage Upper Range <= 2.85 - 3.25 V	Case 1: Ignition on Case 2: Ignition off (during ECM keep alive-time)	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P2025 EVAP Fuel Vapor temperature Sensor Performance	Smart temperature Sensor Functional Check	Diff. time between ECU and smart module > 3.0 s	Ignition off ECM keep alive time active	3.0 s Once / DCY	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
	Smart temperature Sensor Functional Check	Reset counter > 3.0 [-]	Engine running Last ECM keep alive mode finished	0.1 s Once / DCY	3 DCY
	Smart temperature Sensor Out Of Range High	Smart module temperature > 119° C	Ignition off NVLD (EVAP-System) diagnostic mode = active Fuel level < 85.10%	300.0 s Continuous	2 DCY
	Smart temperature Sensor Out Of Range High	Smart module temperature > 119° C	Engine running	30.0 s Continuous
	Smart temperature Sensor Out Of Range Low	Smart module temperature < -39° C	Engine off time >= 360.0 min ECT @ cylinder head > -23° C IAT cross check finished ECT cross check finished Fuel level < 85.10%	1.0 s Once / DCY
	Smart temperature Sensor Cross Check	Difference between smart temperature and ECT @ cylinder head >= 25.5 K And Difference between smart temperature @ engine start and IAT @ manifold >= 25.5 K	Engine off time >= 360.0 min IAT cross check finished ECT cross check finished Fuel level < 85.10%	1.0 s Once / DCY
	Smart temperature Sensor Signal Dynamic Check	Gradient smart temperature > 20 K/10min	Ignition off Fuel level < 85.10% NVLD (EVAP-System) diagnostic mode active	300.0 s Once / DCY
	Smart temperature Sensor Communication with Smart temperature Sensor	Response time > 1.0 s And Number of checks > 3.0 [-] Or Security bit incorrect And Number of checks > 3.0 [-]	Case 1: Ignition on Engine running Case 2: Ignition off (during ECM keep alive-time)	5.0 s Continuous
P2026 EVAP Fuel Vapor temperature Sensor Circuit Low Voltage	Smart temperature Sensor Short To Ground	NVLD output voltage < 1.92 - 2.21 V	Case 1: Ignition on Case 2: Ignition off (during ECM keep alive-time)	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P2027 EVAP Fuel Vapor temperature Sensor Circuit High Voltage	Smart temperature Sensor Short To Battery Voltage	NVLD output temperature > 160.0 - 200.0° C Or NVLD output current > 4.0 - 7.0 A	Case 1: Ignition on Case 2: Ignition off (during ECM keep alive-time)	0.5 s Continuous	2 DCY	-- Check the Fuel Tank Leak Detection Control Module -J909-. Refer to .
P2067 Fuel Level Sensor "B" Circuit Low	COM: Fuel Level (FL) Sensor 2 Communication With IPC	Instrument cluster module signal: short to ground failure Instrument cluster module signal: signal Range check failure		0.5 s Continuous	2 DCY	-- Check the Fuel Level Sensor -G-. Refer to appropriate Service Information.
P2068 Fuel Level Sensor "B" Circuit High	COM: Fuel Level (FL) Sensor 2 Communication With IPC	Instrument cluster module signal: short to battery / open circuit failure		0.5 s Continuous	2 DCY	-- Check the Fuel Level Sensor -G-. Refer to appropriate Service Information.
P2088 "A" Camshaft Position Actuator Control Circuit Low Bank 1	VVT Actuator Intake Short To Ground	Output voltage (hardware values) < 1.92 - 2.21 V	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .
P2089 "A" Camshaft Position Actuator Control Circuit High Bank 1	VVT Actuator Intake Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current > 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Camshaft Position Sensor -G40-. Refer to .-- Check the Camshaft Adjustment Valve 1 -N205-. Refer to .
P2090 "B" Camshaft Position Actuator Control Circuit Low Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Short To Ground	Output voltage< 1.92 - 2.21 V (hardware values)	Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .
P2091 "B" Camshaft Position Actuator Control Circuit High Bank 1	Variable Valve Timing (VVT) Exhaust Actuator Short To Battery Plus	Power stage temperature > 160 - 200° C Or Output current> 8.0 - 12.0 A	Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Exhaust Camshaft Adjustment Valve 1 -N318-. Refer to .
P2096 Post Catalyst Fuel Trim System Too Lean Bank 1	Fuel System Out Of Range Low	Adaptation value < -0.05 [-]	2nd lambda control not active Catalyst purge not active Injection mode change (DFI/MFI) not active Engine speed >= 896 RPM Integrated mass for fuel in oil < 255.0 [-] Choice of: O2S rear (binary) check not active Or O2S rear (binary) check finished	0.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P2097 Post Catalyst Fuel Trim System Too Rich Bank 1	Fuel System Out Of Range High	Adaptation value > 0.05 [-]	2nd lambda control not active Catalyst purge not active Injection mode change (DFI/MFI) not active Engine speed >= 896 RPM Integrated mass for fuel in oil < 255.0 [-] Choice of: O2S rear (binary) check not active Or O2S rear (binary) check finished	0.0 s Continuous	2 DCY	-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P2100 Throttle Actuator "A" Control Motor Circuit/Open	Throttle Actuator Open Circuit	Electronic throttle valve driver load resistance > 200.0 kΩ	Difference between measured and filtered throttle position <= 0.073° TPS Actuator commanded off	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P2101 Throttle Actuator "A" Control Motor Circuit Range /Performance	Throttle Actuator Over temperature	Electronic throttle valve driver temperature (hardware values) > 170.0 - 190.0° C	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P2103 Throttle Actuator "A" Control Motor Circuit High	Throttle Actuator Short Circuit	Electronic throttle valve driver current > 9.3 - 15.0 A	Actuator commanded on	0.1 s Continuous	2 DCY	-- Check the Throttle Valve Control Module -GX3-. Refer to .
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low	Accelerator Pedal Position Sensor 1 Out Of Range Low	Signal voltage sensor 1 < 0.40 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to .
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High	Accelerator Pedal Position Sensor 1 Out Of Range High	Signal voltage sensor 1 > 4.82 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to .
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low	Accelerator Pedal Position Sensor 2 Out Of Range Low	Signal voltage sensor 2 < 0.20 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to .
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High	Accelerator Pedal Position Sensor 2 Out Of Range High	Signal voltage sensor 2 > 2.80 V		0.3 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to .
P2138 Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation	Accelerator Pedal Position Sensor 1 And 2 Rationality Check	Difference between signal voltage sensor 1 and sensor 2 > 0.10 - 0.12 V		0.4 s Continuous	2 DCY	-- Check the Accelerator Pedal Module -GX2-. Refer to .
P2177 System Too Lean Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean	Adaptive value >= 28.0%	MAF > 60.0 mg/stk ECT @ cylinder head > 20° C IAT @ manifold > -48° C AAT > -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated MAF >= 600.0 - 10, 000.0 g Fuel mass : 15.01 - 50.0 mg/stk Engine speed 1, 024 - 3, 744 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection< 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. between reference and actual fuel pressure, high side<= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Evap purge valve closed or canister load <= 1.20 [-] Evap purge flow at max. value Or Dependence on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the intake and vacuum hoses visually for leaks. Check the Positive Crankcase Ventilation visually. Also make sure the oil dipstick is properly secured.-- Listen to and visually inspect the exhaust system to insure there are no leaks.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .-- Check the Fuel Injectors --. Refer to -->.
P2178 System Too Rich Off Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich	Adaptive value <= -28.0%	Air mass > 60.0 mg/stk ECT @ cylinder head > 20° C IAT @ manifold > -48° C AAT> -48° C Lambda set point 0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 600.0 - 10, 000.0 g Fuel mass 15.01 - 50.0 mg/stk Engine speed 1, 024 - 3, 744 RPM Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.00 - 30.01 mg/stk Diff. between reference and actual fuel pressure, high side<= 2, 000.10 kPa Integrated air mass> 5.0 - 25.0 g And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Dependence on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated. And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the EVAP system for possible fuel contamination. Refer to appropriate Service Information.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .-- Check the Fuel Injectors --. Refer to -->.
P2181 Cooling System Performance	Engine Cooling System Rationality Check	Modeled ECT @ cylinder head > 66 - 70° C Choice of: ECT @ cylinder head < 65 - 69° C Or ECT @ radiator outlet not equipped ° C	ECT @ cylinder head @ first start >= -10° C ECT @ cylinder head @ first start <= 50 - 55° C AAT > -10° C Ratio fuel cut off <= 10.16% ratio accumulated time fuel cut off vs. time since engine start <= 12.10% Ratio accumulated time engine load condition vs. time since engine start <= 39.80% Determination engine load condition: Engine load (lower threshold)<= 2.50% Engine load (upper threshold)>= 100.0% Ratio accumulated time high speed condition <= 14.84% Determination high speed condition: Vehicle speed > 75 mph Ratio accumulated time start -stop active <= 16.0% Set point of RVC in measurement window < 99.61% Case 1: Engine speed < 8, 160 RPM Case 2: Engine speed >= 8, 160 RPM Diff. ECT@ cylinder head during measurement< 256° C For time>= 0.0 s	1.0 s Once / DCY	2 DCY	-- Check cooling system visually for leaks or damaged components.-- Check the Engine temperature Control Actuator -N493-. Refer to .-- Check the Engine Coolant temperature Sensor -G62-. Refer to .-- Check the engine coolant thermostat. Refer to appropriate Service Information.
P2181 Cooling System Performance	Electrical Thermostat Rationality Check	ECT @ cylinder head < 60° C For time >= 0.0 s	Engine running Or Engine stopped And ECT @ cylinder head once after start > 65° C Or ECT @ radiator outlet after engine start not calibrated ° C And AAT sensor signal valid AAT > -10° C Relative actual MAF > 5.0% ECT @ cylinder head @ first start lower limit >= -40° C ECT @ cylinder head @ first start upper limit <= 215° C Vehicle speed >= 0 mph Modeled ECT @ cylinder head > 60° C start -stop cycles <= 255.0 [-] For time >= 15.0 s	1.0 s Once / DCY	2 DCY
P2183 Engine Coolant temperature Sensor 2 Circuit Range /Performance	Engine Coolant temperature Sensor @ Radiator Outlet Cross Check	High side: reference measuring Diff. ECT @ radiator outlet @ cold start vs. IAT @ manifold @ cold start > 25.0 K Diff. ECT @ radiator outlet @ cold start vs. ECT @ cylinder head @ cold start not calibrated K Diff. ECT @ radiator outlet @ cold start vs. AAT @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-] Or Low side: reference measuring Diff. IAT @ manifold @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Diff. ECT @ cylinder head @ cold start vs. ECT @ radiator outlet @ cold start not calibrated K Diff. AAT @ cold start vs. ECT @ radiator outlet @ cold start > 25.0 K Min. amount of faulty reference measurements to detect defective sensor 2.0 [-]	Engine off time >= 360.0 min Engine off time plausible Time after engine start <= 1, 400.0 s Depending on temperature slope Diff. actual vs previous IAT< 256.0 K Diff. actual vs previous ECT@ cylinder head not calibrated K Diff. actual vs previous ECT@ radiator outlet< 256.0K Diff. actual vs previous AAT< 256.0 K For time>= 1.0 s Depending on mean value condition Mean value of all temperature sensors @ cold start >= -256° C Number of valid sensors >= 2.0 [-] Depending on block heater / solar radiation detection Time after engine start >= 0.5 s Vehicle speed >= 22 mph For time>= 20.0 s Diff. actual IAT @ manifold vs. min. IAT @ manifold < 5.0 K Diff. actual ECT @ cylinder head vs. min. ECT @ cylinder head not calibrated K Diff. actual AAT vs. min. AAT< 4.0 K Diff. actual ECT @ radiator outlet vs. min. ECT @ radiator outlet < 1.1 K	0.1 s Once / DCY	2 DCY	-- Check the Engine Coolant temperature Sensor On Radiator Outlet -G83-. Refer to .
P2184 Engine Coolant temperature Sensor 2 Circuit Low	Engine Coolant temperature Sensor @ Radiator Outlet Short To Ground	Sensor voltage < 0.30 V		0.5 s Continuous	2 DCY	-- Check the Engine Coolant temperature Sensor On Radiator Outlet -G83-. Refer to .
P2185 Engine Coolant temperature Sensor 2 Circuit High	Engine Coolant temperature Sensor @ Radiator Outlet Short To Battery / Open Circuit	Sensor voltage > 4.90 V	IAT @ throttle >= -33° C Time after engine start > 60.0 s	0.5 s Continuous	2 DCY	-- Check the Engine Coolant temperature Sensor On Radiator Outlet -G83-. Refer to .
P2187 System Too Lean at Idle Bank 1	Fuel System Direct Fuel Injection System Too Lean	Case 1: Adaptive value >= 2.50 mg/stk Case 2: Adaptive value not calibrated	Air mass > 60.0 mg/stk ECT @ cylinder head > 20° C IAT @ manifold > -48° C AAT > -48° C Lambda set point0.97 - 1.05 [-] Lambda control closed loop Integrated air mass >= 600.0 - 10, 000.0 g Vehicle speed < 4 mph Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. between reference and actual fuel pressure, high side<= 2, 000.10 kPa Integrated air mass > 5.0 - 25.0 g And Fuel mass Lower Range > 4.01 mg/stk Fuel mass Upper Range < 17.0 - 19.01mg/stk Engine speed 704 - 800 RPM Or Engine not calibrated And Evap purge valve closed Or Canister load <= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the intake and vacuum hoses visually for leaks. Check the Positive Crankcase Ventilation visually. Also make sure the oil dipstick is properly secured.-- Listen to and visually inspect the exhaust system to insure there are no leaks.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .-- Check the Intake Manifold Sensor -GX9-. Refer to .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .-- Check the Fuel Injectors --. Refer to -->.
P2188 System Too Rich at Idle Bank 1	Fuel System Direct Fuel Injection System Too Rich	Case 1: Adaptive value <= -3.01 mg/stk Case 2: Adaptive value <= not calibrated kg/h	Air mass > 60.0 mg/stk ECT @ cylinder head > 20° C IAT @ manifold > -48° C AAT> -48° C Lambda set point0.97 - 1.05 [-] Lambda control closed loop Oil dilution not detected Integrated air mass >= 600.0 - 10, 000.0 g Vehicle speed < 4 mph Low dynamic conditions: Diff. engine speed vs. averaged engine speed for engine speed dynamic detection < 60 - 130 RPM Diff. air mass vs. averaged air mass for load dynamic detection< 16.0 - 30.01 mg/stk Diff. between reference and actual fuel pressure, high side<= 2, 000.10 kPa Integrated air mass> 5.0 - 25.0 g And Fuel mass Lower Range > 4.01 mg/stk Fuel mass Upper Range < 0.0 - 19.01 mg/stk Engine speed 704 - 800 RPM Or Engine not calibrated And Evap purge valve closed Or Canister load<= 1.20 [-] Evap purge flow at max. value Or Depending on canister purge min: Lower limit of lambda controller output not calibrated Or Upper limit of lambda controller output not calibrated And Evap purge flow at min. value	5.0 s Continuous	2 DCY	-- Check the EVAP system for possible fuel contamination. Refer to appropriate Service Information.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .-- Check the Fuel Injectors --. Refer to -->.
P2195 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1	Oxygen Sensors Front Rationality Check	Plausibility signal check O2S front and O2S rear: Lambda value > 1.15 [-] And O2S signal rear >= 0.91 V	O2S front ready O2S rear ready ECT @ cylinder head >= -48° C MAF > 0.0; < 2, 047.0 kg/h Catalyst purge not active Integrated MAF after end of catalyst purge 10.0 g Engine speed > 0 RPM Modeled EGT @ O2S front > -273; < 850° C Integrated MAF > 40.0 g Dynamic lambda controller output < 3.0% Dynamic MAF < 0.05 g/rev Dynamic engine speed < 200 RPM And Second control loop active: MAF 0.06 - 0.75 g/rev Engine speed 576 - 4, 512 RPM	67.5 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P2195 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 1	Oxygen Sensors Front Rationality Check	Open loop check: Lambda set value 1.0 [-] And O2S signal front < 1.06 [-]	Fuel cut off not active Engine running And Choice of: Fuel trim diagnosis failure detected Or O2S rear sensor plausibility failure detected And Choice of: Lambda adaptation value >= 0.12 [-] Or Lambda adaptation value <= -0.12 [-]	0.0 s Continuous	2 DCY
P2196 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 1	Oxygen Sensors Front Rationality Check	Plausibility signal check O2S front and O2S rear: Lambda value < 0.85 [-] And O2S signal rear >= 0.17 V	O2S front ready O2S rear ready ECT @ cylinder head >= -48° C MAF> 0.0; < 2, 047.97 kg/h Catalyst purge not active Integrated air mass after end of catalyst purge : 10.0 g Engine speed > 0 RPM Modeled EGT @ O2S front> -273; < 850° C Injection mode change (DFI/MFI) not active Integrated air mass > 40.0 g Dynamic lambda controller output< 3.0% Dynamic air mass < 0.05 g/rev Dynamic engine speed < 200 RPM And Second control loop active: Air mass 0.06 - 0.75 g/rev Engine speed 576 - 4, 512 RPM	67.5 s Continuous	2 DCY
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range High	Cylinder 1: Weighted adaptive value > 9.0%	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not equipped Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated MAF >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. MAF vs. dynamic MAF < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Mass fuel flow Lower Range >= 11.0 mg/stk Mass fuel flow Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P219C Cylinder 1 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range Low	Cylinder 1: Weighted adaptive value < -15.0%		90.0 (does not run in FTP) s Once / DCY	2 DCY
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range High	Cylinder 2: Weighted adaptive value > 10.0%	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not equipped Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated MAF >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. MAF vs. dynamic MAF < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Mass fuel flow Lower Range >= 11.0 mg/stk Mass fuel flow Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P219D Cylinder 2 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range Low	Cylinder 2: Weighted adaptive value < -15.0%		90.0 (does not run in FTP) s Once / DCY	2 DCY
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range High	Cylinder 3: Weighted adaptive value > 10.0%	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not equipped Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated MAF >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. MAF vs. dynamic MAF < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Mass fuel flow Lower Range >= 11.0 mg/stk Mass fuel flow Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P219E Cylinder 3 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range Low	Cylinder 3: Weighted adaptive value < -15.0%		90.0 (does not run in FTP) s Once / DCY	2 DCY
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range High	Cylinder 4: Weighted adaptive value > 10.0%	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid fuel cut off not active AAT >= -48° C Barometric pressure >= 0.0 kPa Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaptation finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not equipped Depending on gear: 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated MAF >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. MAF vs. dynamic MAF < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles <= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Mass fuel flow Lower Range >= 11.0 mg/stk Mass fuel flow Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the spark plugs visually for signs of fouling.-- Check the intake system visually for leaks (false air).-- Check the fuel pressure and delivery quantity. Refer to fuel system mechanical testing in and/or to appropriate Service Information.-- Check the Fuel Injectors --. Refer to -->.-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P219F Cylinder 4 Air-Fuel Ratio Imbalance	Air Fuel Imbalance Monitoring Out Of Range Low	Cylinder 4: Weighted adaptive value < -15.0%		90.0 (does not run in FTP) s Once / DCY	2 DCY
P2237 O2 Sensor Positive Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensors Front Open Circuit Pump Voltage (VIP)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated Ω	O2S front (linear) ready O2S ceramic temperature > 785° C For time>= 10.0s	2.3 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P2243 O2 Sensor Reference Voltage Circuit/Open Bank 1 Sensor 1	Oxygen Sensors Front Open Circuit Nernst Voltage (VN)	Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V And Choice of: Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor not calibrated Ω	O2S front (linear) ready O2S ceramic temperature > 785° C For time>= 10.0s	2.3 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P2251 O2 Sensor Negative Current Control Circuit/Open Bank 1 Sensor 1	Oxygen Sensors Front Open Circuit Virtual Ground (VG)	Nernst voltage (VN) > 4.40 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG) > 2.35 V Diff. pump voltage (VIP) vs. virtual ground voltage (VG) < -2.35 V Or Diff. nernst voltage (VN) vs. virtual ground voltage (VG) > 1.60 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) < -0.10 V Or Pump current > 11.5 mA Or Measurement O2S front label resistor > not calibrated Ω And Choice of: Diff. pump voltage (VIP) vs. virtual ground voltage (VG) <= 1.20 V Diff. nernst voltage (VN) vs. virtual ground voltage (VG) <= 1.20 V Or Diff. pump voltage (VIP) vs. virtual ground voltage (VG)> 1.20V Diff. nernst voltage (VN) vs. virtual ground voltage (VG)> 1.20V	O2S front (linear) ready O2S ceramic temperature > 785° C For time>= 10.0 s	2.3 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P2257 AIR System Control "A" Circuit Low	Secondary Air Injection Pump Relay Short To Ground	Output voltage (hardware values) 1.92 - 2.21 V	Engine running Actuator commanded off	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to .
P2258 AIR System Control "A" Circuit High	Secondary Air Injection Pump Relay Short To Battery Plus	Actuator temperature > 160 - 200° C Or Output current > 1.0 - 2.0 A	Engine running Actuator commanded on	2.0 s Continuous	2 DCY	-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to .
P2270 O2 Sensor Signal Biased/Stuck Lean Bank 1 Sensor 2	Oxygen Sensors Rear Signal Range Check	O2S rear voltage < 0.87 V Intrusive lambda ramp lean< 0.85 [-]	General conditions: Catalyst monitor lambda modulation request active Vehicle speed >= 22 mph Barometric pressure>= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready Internal resistance O2S rear <= 700.0 Ω ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature @ start of diagnosis > 510° C Modeled catalyst temperature @ during diagnosis 470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear <= 900° C MAF per cylinder 28.0 - 150.0 kg/h Air mass, Lower Range >= 89.99 - 100.0 mg/stk Air mass, Upper Range <= 650.0 - 1, 389.0 mg/stk And Engine load not calibrated % Air mass set point not calibrated mg/stk Accelerator pedal value not calibrated % For time not calibrated s Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g And Low dynamic conditions Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase >= 1.0 s O2S rear voltage @ diagnosis start >= 0.55 V Integrated air mass >= 0.0 g Engine speed 1, 088 - 3, 008 RPM Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loop not calibrated % Coasting function not active O2S heater rear active Lambda adaptation not active Valve lift not equipped And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valve not calibrated Or Evap purge valve not calibrated Or Evap purge not calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time) not calibrated s And Choice of: EVAP purge valve not calibrated Or Evap purge valve not calibrated And Modeled air mass integral > 50.0 g Integrated air mass per cylinder>= 1.40 - 1.70 kg	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P2271 O2 Sensor Signal Biased/Stuck Rich Bank 1 Sensor 2	Oxygen Sensors Rear Signal Range Check	O2S rear voltage> 0.25 V Intrusive lambda ramp lean> 1.12 [-]	General conditions: Catalyst monitor lambda modulation request active Intrusive lambda ramp request active Vehicle speed >= 22 mph Barometric pressure>= 0.0 kPa Catalyst overheating protection not active Turbine overheating protection not active O2S rear ready O2S front ready ECT @ cylinder head > 60° C IAT @ manifold > -48° C Modeled catalyst temperature @ start of diagnosis > 510° C Modeled catalyst temperature @ during diagnosis 470 - 830° C Diff. between dynamic and stationary catalyst temperature -150 - 150° C Integrated air mass, catalyst temp. conditions fulfilled>= 0.0 g Modeled EGT @ O2S rear<= 900° C MAF per cylinder 28.0 - 150.0 kg/h Air mass, Lower Range >= 89.99 - 100.0 mg/stk Air mass, Upper Range <= 650.0 - 1, 389.0 mg/stk And Engine load not calibrated % Air mass set point not calibrated g/rev Accelerator pedal value not calibrated % For time not calibrated s Depending on scavenging: Integrated air mass after end of scavenging >= 50.0 g And Low dynamic conditions Dynamic engine speed < 50 RPM Dynamic air mass < 30.0 mg/stk Dynamic lambda controller output< 20.0% And Integrated air mass after dynamic conditions are fulfilled > 20.0 g Time after a catalyst purge phase >= 1.0 s O2S rear voltage>= 0.55 V Integrated air mass >= 0.0 g Integrated heat energy >= 550.0 - 700.0 kJ Deviation of lambda controller output < 50.0% Proportional part of secondary fuel control loop not calibrated % Coasting function not active O2S heater rear active Lambda adaptation not active Valve lift not active And Heat input conditions Integrated heat energy >= 550.0 - 700.0 kJ Or Time after engine start not calibrated s Or Time after first start of driving cycle > 6, 553.5 s And Depending on Lambda control: Sum of integral and proportional part of secondary fuel control loop before diagnosis < 0.10 [-] Or Sum of integral and proportional part of secondary fuel control loop during diagnosis < 0.25 [-] Depending on canister purge: Canister load not calibrated [-] Evap purge flow not calibrated Or Canister load calculation not calibrated Evap purge flow not calibrated Or Evap purge valve not calibrated Or Evap purge valve not calibrated Or Evap purge not calibrated Or Depending on canister purge closing: Canister purge (conditions) not calibrated Canister purge valve (closing time) not calibrated s And Choice of: Evap purge valve not calibrated Or Evap purge valve not calibrated And Modeled air mass integral > 50.0 g Integrated air mass per cylinder>= 1.40 - 1.70 kg	0.0 (FTP75: 50.0) s Once / DCY	2 DCY	-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P2279 MAP/MAF - Throttle Position Correlation	Intake Air System Rationality Check	Lambda controller included correction and adaptation -30.0 - 30.0% Lambda control active Throttle opening area correction included controller and adaptation > 60.0%	Intake manifold modeled adaption active Throttle position 0.0 - 100.003° TPS Engine speed 576 - 3, 008 RPM Pressure quotient @ throttle 0.22 - 0.60 [-] Fast throttle adaptation finished MAP Gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost Pressure < 135.0 kPa Barometric pressure 73.0 - 107.50 kPa	5.0 s Continuous	2 DCY	-- Check visually for air leaks between intake and throttle body, oil fill cap not tight or oil dipstick not seated in tube.-- Also visually inspect any engine gaskets that can cause additional air to enter the crankcase can set this fault as the PCV system is not metered. If a vacuum leak or crankcase gasket sealing is at cause, the idle may be rough or unstable.-- Check the Intake Manifold Sensor -GX9-. Refer to .-- Check the Throttle Valve Control Module -GX3-. Refer to .-- Check the EVAP Canister Purge Regulator Valve 1 -N80-. Refer to .
P2279 MAP/MAF - Throttle Position Correlation	Intake Air System Rationality Check	Filtered lambda controller correction > 35.0% Filtered lambda controller correction -50.0 - 50.0% Lambda control active	Intake manifold modeled adaption active Throttle position > 4.50° TPS Engine speed 1, 216 - 6, 000 RPM Pressure quotient @ throttle 0.63 - 0.90 [-] Engine running Fast throttle adaptation finished MAP Gradient -200.0 - 200.0 kPa/s Fuel cut off not active Time after engine start > 5.0 s Turbocharger boost Pressure < 135.0 kPa Barometric pressure 73.0 - 107.50 kPa	5.0 s Continuous	2 DCY
P2300 Ignition Coil "A" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state (hardware values) > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output voltage in OFF state (hardware values) > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2301 Ignition Coil "A" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	1.0 s Continuous	2 DCY
P2302 Ignition Coil "A" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, Lower Range >= 1.92 - 2.21 V Output voltage in OFF state, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2303 Ignition Coil "B" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state (hardware values) > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output voltage in OFF state (hardware values) > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2304 Ignition Coil "B" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	1.0 s Continuous	2 DCY
P2305 Ignition Coil "B" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, Lower Range >= 1.92 - 2.21 V Output voltage in OFF state, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2306 Ignition Coil "C" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state (hardware values) > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output voltage in OFF state (hardware values) > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2307 Ignition Coil "C" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	1.0 s Continuous	2 DCY
P2308 Ignition Coil "C" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, Lower Range >= 1.92 - 2.21 V Output voltage in OFF state, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2309 Ignition Coil "D" Primary Control Circuit Low	Ignition Coils Short To Ground	Output current in ON state (hardware values) > 50.0 - 100.0 mA	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output voltage in OFF state (hardware values) > 4.95 - 5.285 V	Engine speed > 512 RPM Engine stop not active Actuator commanded off	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P2310 Ignition Coil "D" Primary Control Circuit High	Ignition Coils Short To Battery Plus	diagnosis by inactive low side: switch in ATIC: Output temperature from ATIC in ON state > 160.0 - 200.0° C Or Output current in ON state > 100.0 - 180.0 mA	Engine speed > 512 RPM Engine stop not active Actuator commanded on	1.0 s Continuous	2 DCY
P2311 Ignition Coil "D" Secondary Circuit	Ignition Coils Open Circuit	Output voltage in OFF state, Lower Range >= 1.92 - 2.21 V Output voltage in OFF state, Upper Range (hardware values) <= 2.85 - 3.25 V	Engine speed > 512 RPM ECT @ cylinder head > -30° C Engine stop not active	1.0 s Continuous	2 DCY	-- Check the Ignition Coils with Power Output Stage --. Refer to -->.
P230A Cylinder 1 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 10.0 [-]	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT>= -48° C Barometric pressure>= 0.0 kPa And Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaption finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not active And Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Fuel mass set point Lower Range >= 11.0 mg/stk Fuel mass set point Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to -->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to
P230B Cylinder 2 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 2.0 [-]	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT>= -48° C Barometric pressure>= 0.0 kPa And Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaption finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not active And Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Fuel mass set point Lower Range >= 11.0 mg/stk Fuel mass set point Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to -->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to .
P230C Cylinder 3 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 2.0 [-]	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value 0.97 - 1.03[-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT>= -48° C Barometric pressure>= 0.0 kPa And Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaption finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments >= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not active And Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Fuel mass set point Lower Range >= 11.0 mg/stk Fuel mass set point Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to -->.-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to ..
P230D Cylinder 4 Air-Fuel Ratio Imbalance - Adjustment At Limit During Balance	Fuel System A/F Imbalance: Rationality Check	Cylinder misfire counter> 2.0 [-]	Fuel pressure set point not calibrated kPa Modeled catalyst temperature @ start <= 900° C Lambda set value0.97 - 1.03 [-] Catalyst heating not active Engine roughness signal valid Fuel cut off not active AAT>= -48° C Barometric pressure>= 0.0 kPa And Min. injection time not reached And Choice of: Catalyst diagnosis finished Or Catalyst diagnosis not active Depending on catalyst diagnosis : Canister purge (conditions) stable Or Evap purge valve transition to closed Or Evap purge not active And O2S dynamic diagnosis finished O2S delay diagnosis finished Lambda control closed loop Catalyst purge not active Canister load <= 2.0 [-] Engine no full load Segment adaption finished Catalyst damaging misfire not detected Emission threshold misfire not detected No gear switch for segments>= 90.0 [-] Segments after start > 0.0 [-] Time after engine start > 0.0 s Rough road not detected And Min. fuel mass>= 0.0 mg/stk Intake manifold runner flap position change not active Injection mode change (DFI/MFI) not equipped Valve lift position change not active And Depending on gear 1st gear not active 2nd gear not active 3rd gear not active 4th gear active 5th gear active 6th gear active 7th gear active 8th gear active And Integrated air mass >= 0.20 - 10.0 kg Diff. engine speed vs. dynamic engine speed < 200 RPM Diff. air mass vs. dynamic air mass < 29.99 mg/stk ECT @ cylinder head 60 - 143° C Adaptation cycles<= 255.0 [-] Engine speed 1, 312 - 3, 008 RPM And Fuel mass set point Lower Range >= 11.0 mg/stk Fuel mass set point Upper Range <= 32.0 mg/stk	90.0 (does not run in FTP) s Once / DCY	2 DCY	-- Check the Fuel Injectors --. Refer to -->-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .-- Check the Oxygen Sensor 1 After Catalytic Converter -GX7-. Refer to ..
P2414 O2 Sensor Exhaust Sample Error Bank 1 Sensor 1	Oxygen Sensors Front Rationality Check	Pump current correction (nernst-cell) > 1.2 mA	O2S front ready Fuel cut off not active Cylinder shut off not active Depending on engine state: Engine part load Or Engine full load Or Engine idle Engine idle for time >= 3.0 s	10.0 s Continuous	2 DCY	-- Check the Oxygen Sensor 1 Before Catalytic Converter -GX10-. Refer to .
P2431 AIR System Air Flow/Pressure Sensor Circuit Range /Performance Bank 1	Secondary Air System Pressure Sensor Rationality Check	Difference between AIR pressure and barometric pressure > 6.0 kPa And Difference between AIR pressure and intake manifold pressure > 6.0 kPa	Engine stop For time > 0.0 s	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .
P2432 AIR System Air Flow/Pressure Sensor Circuit Low Bank 1	Secondary Air System Pressure Sensor Out Of Range Low	Sensor voltage < 0.50 V		0.1 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .
P2433 AIR System Air Flow/Pressure Sensor Circuit High Bank 1	Secondary Air System Pressure Sensor Out Of Range High	Sensor voltage > 4.50 V		0.1 s Continuous	2 DCY	-- Check the Secondary Air System -GX24-. Refer to .
P2440 AIR System Switching Valve Stuck Open Bank 1	Secondary Air valve functional Check	Ratio relative pressure phase 1 and relative pressure phase 2 > 1.34 [-]	General: Secondary air pump active Catalyst heating active Secondary air injection active MAF <= 140.0 kg/h ECT @ cylinder head >= -10; < 115° C IAT @ manifold >= -10; < 100° C Modeled catalyst temperature < 900° C Relative barometric pressure > 0.73 [-] And Diff. barometric pressure vs. manifold pressure not calibrated kPa Or Engine not calibrated	0.1 s Once / DCY	2 DCY	-- Check the Secondary Air Injection Solenoid Valve -N112-. Refer to .-- Check the Secondary Air Injection Pump Relay -J299- / Secondary Air Injection Pump Motor -V101-. Refer to .
P2556 Engine Coolant Level Sensor/Switch Circuit	Rotary Coolant Valve Communication Check	Communication signal failure		0.5 s Continuous	2 DCY	-- Check the Engine temperature Control Actuator -N493-. Refer to .
P2556 Engine Coolant Level Sensor/Switch Circuit	Rotary Coolant Valve Signal Check	Sensor signal failure		0.5 s Continuous	2 DCY
P2557 Engine Coolant Level Sensor/Switch Circuit Range /Performance	Rotary Coolant Valve Checksum Verification	Checksum signal failure		0.5 s Continuous	2 DCY	-- Check the Engine temperature Control Actuator -N493-. Refer to .
P2564 Turbocharger Boost Control Position Sensor "A" Circuit Low	Turbocharger Boost Control Position Sensor Short To Ground / Open Circuit	Turbocharger boost control position sensor voltage < 0.20 V		0.5 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465- / Charge Pressure Actuator Position Sensor -G581-. Refer to ..
P2565 Turbocharger Boost Control Position Sensor "A" Circuit High	Turbocharger Boost Control Position Sensor Short To Battery Voltage	Turbocharger boost control position sensor voltage > 4.80 V		0.5 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465- / Charge Pressure Actuator Position Sensor -G581-. Refer to .
P2610 ECM/PCM Engine Off Timer Performance	Engine Off Time ECM Internal Timer Check	ECM internal timer failure Or ECM internal timer signal not calibrated ECM internal timer not calibrated Time after last engine stop not calibrated	SPI initialization finished	1.3 s Continuous	2 DCY	-- Check the Engine Control Module -J623-. Refer to appropriate Service Information.
	Engine Off Time ECM Rationality Check	Difference between engine-off-time and ECM keep alive-time > 12.0 s	Monitor Entry Conditions: ECM keep alive-time active Time delay >= 1.0 s Last ECM activation time >= 2.0 s Time after last engine stop< 48.0 h Case 1: For time (after entry conditions fulfilled)>= 65.0 s Case 2: For time (after entry conditions fulfilled)< 65.0 s Ignition key transition off to on	10.0 ms Once / DCY
	Engine Off Time ECM Rationality Check	Or Difference between ECM keep alive-time and engine-off-time>= 12.0s	Time after last ignition off < 24.0 h Time after ECM wake up < 2.0 s SPI initialization finished	10.0 ms Once / DCY
P2635 Fuel Pump Control Module Performance	Fuel Pump Control Module (FPCM) Signal Range Check	phase current > 15.0; < 17.0 A		6.1 s Continuous	2 DCY	-- Check the Fuel Delivery Unit -GX1- / Fuel Pump Control Module -J538-. Refer to .
	Fuel Pump Control Module (FPCM) Function Check: Permanent Operation Supply Voltage	FPCM - power supply active And ECM not active		3.7 s Continuous
	Fuel Pump Control Module (FPCM) Locked Pump	phase current >= 17.0; < 25.0 [-]		6.3 s Continuous
P2681 Engine Coolant Bypass Valve "A" Control Circuit/Open	Rotary Coolant Valve Open Circuit	Load resistance > 200.0 kΩ	Actuator commanded off	1.3 s Continuous	2 DCY	-- Check the Engine temperature Control Actuator -N493-. Refer to ..
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low	Rotary Coolant Valve Short To Ground Output 1	High side current output 1 driver stage internal value	Rotary slide valve commanded on Rotary valve direction forward	0.30 s Continuous	2 DCY	-- Check the Engine temperature Control Actuator -N493-. Refer to .
P2682 Engine Coolant Bypass Valve "A" Control Circuit Low	Rotary Coolant Valve Short To Ground Output 2	High side current output 2 driver stage internal value	Rotary slide valve commanded on Rotary valve direction reversed	0.30 s Continuous	2 DCY
P2683 Engine Coolant Bypass Valve "A" Control Circuit High	Rotary Coolant Valve Short To Battery Plus Output 1	Low side current output 1 > 9.3 - 15.0 A	Actuator commanded off	0.30 s Continuous	2 DCY	-- Check the Engine temperature Control Actuator -N493-. Refer to .
P2683 Engine Coolant Bypass Valve "A" Control Circuit High	Rotary Coolant Valve Short To Battery Plus Output 2	Low side current output 2 > 9.3 - 15.0 A	Actuator commanded off	0.30 s Continuous	2 DCY
P334A Charge Pressure Actuator Electrical Error	Turbocharger Boost Pressure Control Valve Short To Ground	Bypass valve driver current > 9.3 - 15.0 A	Boost pressure control active	0.4 s Continuous	2 DCY	-- Check the Charge Pressure Actuator -V465- / Charge Pressure Actuator Position Sensor -G581-. Refer to .
U0001 High speed CAN Communication Bus	CAN: Powertrain BUS Reading Back Sent Message Powertrain	Message no feedback	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0002 High speed CAN Communication Bus Performance	CAN: Powertrain BUS communication check Powertrain	Global time out receiving no message	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0101 Lost Communication with TCM	CAN: Transmission Control Module (TCM) CAN Communication With TCM	Received message from TCM no message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module	CAN: Brake System Control Module (BSCM) Communication With BSCM	Received CAN message no message	Time after ignition on 0.5 s	0.5 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0140 Lost Communication With Body Control Module	CAN: Body Control Module (BCM) CAN Communication With Body Control Module	Received CAN message no message	Time after ignition on 0.5 s	2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0146 Lost Communication With Gateway "A"	CAN: Gateway CAN Communication With Gateway	Message no message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0155 Lost Communication With Instrument Panel Cluster (IPC) Control Module	CAN: Instrument Cluster CAN Communication With Instrument Cluster Module	Message no message	Time after ignition on 0.5 s	5.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0302 Software Incompatibility With Transmission Control Module	COM: Transmission Control Module (TCM) Communication With TCM	Received AT vehicle data from TCM, TCM signal	Time after ignition on0.5 s	5.0 s Continuous	2 DCY	-- Check for software updates and TSB's. Reprogram as necessary. If none are found, refer to appropriate Service Information.
U0322 Software Incompatibility With Body Control Module	CAN: Gateway CAN Communication With Gateway	Ambient temperature sensor coding monitoring failure	Time after ignition on > 1.5 s	2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U0415 Invalid Data Received From Anti-Lock Brake System (ABS) Control Module	Vehicle speed Rationality Check High	Vehicle speed > 202 mph		2.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
	CAN: Vehicle speed Sensor CAN Communication With BSCM	speed sensor signal: sensor error = 655, 35km/h (no map, just bottom and top limit)	Time since engine running > 0.5 s	0.5 s Continuous
		speed sensor signal: initialization error = 655, 33 - 655, 34 km/h (no map, just bottom and top limit)	Time since engine running > 0.5 s Vehicle speed < 7 mph	2.0 s Continuous
		speed sensor signal: low voltage error = 655, 33 - 655, 34km/h (no map, just bottom and top limit)	Time since engine running > 0.5 s Vehicle speed > 7 mph	0.5 s Continuous
	CAN: Brake System Control Module (BSCM) CAN Communication With Brake Unit	Received data from TCS implausible message	Time after ignition on 0.5 s	0.5 s Continuous
U0422 Invalid Data Received From Body Control Module	CAN: Gateway CAN Communication With BCM	Received data from BCM implausible message	Time after ignition on 0.5 s	1.0 s Continuous	2 DCY	-- Check the Outside Air temperature Sensor -G17-. Refer to .
U0422 Invalid Data Received From Body Control Module	CAN: Gateway CAN Communication With BCM	Ambient temperature value (initialization) failure	Time after ignition on> 1.5 s Engine running	3.0 s Continuous	2 DCY
U0423 Invalid Data Received From Instrument Panel Cluster Control Module	CAN: Instrument Cluster CAN Communication With Instrument Cluster Module	Received data from Instrument Cluster implausible message	Time after ignition on 0.5 s	3.0 s Continuous	2 DCY	-- Check the CAN-Bus terminal resistance. Refer to .
U1103 Production Mode Active	ECM: Production Mode Function Monitoring: Mode Change	Production mode active	Vehicle speed < 3 mph Max trip mileage since initial vehicle start -up < 62.15 miles During ECM keep alive-time after ignition off engine speed 0 RPM For hybrid: Drive motor off	0.01 s Continuous	1 DCY	-- Vehicle in production mode. Refer to appropriate Service Information for resolution. note the mode can be deactivated with a factory scan tool or will automatically turn off after vehicle accumulates the first 100 km (62.14 miles) of driving.