AUTOMOTIVE -*q +.4 4 P+ I $Wh4 IDIAGNbS.lA I. ET;FAULT cooesLI-hI \",,12Extracting, interpreting and clearing of fault codesFault code tables and step-by-step instructionsThe guide that shows you howand saves you money

Automotive DiagnosticFault Codes TechbookCharles WhiteSystems covered lsuzu I-Tec Rover PGM-FIBosch KE-Jetronlc Lucas 1I C U and 14CUX Saab Tr~onicBosch KE-Motronic Lucas LH Siemens Bendix MPiBosch LH-Jetronic Magneti-Marelli G5 and G6Bosch Mono-Jetronic Magneti-Marelli 8F and 8P Siemens MS4.0Sosch Mono-Motro~ic Mazda EGi SimosBosch Motrontc Mercedes HFM and PMS SimtecDalhatsu MPi Mitsublsh~ECI-Multi Subaru MPFiBosch EZ-K and €2-L Ignition Nissan ECCS Suzuki EPiFenlx Proton ECI-Multi and ECI-SEFi Toyota TCCS UAG MPi and MPFIford EEC IV and EEC V Renix VW DigifantGM/Delco SPi Rover MEMSGM Multec Weber-MareJ11IAWD Haynes Publishing1998 APCDEA hook in the Haynea Techbook Series FGHIJ KLMNO Pr,AH rights reserved. No part of this book may tx reproduced or transmitted H e y n P~ublWIIw Sparkford, Nr Yeov~l.Somerset BA22 7JJ, Englandin any form or by any means, electronic or mechanical, includingphototopylng, recording or by any information storage or retrieval system, H a m s North Amerlca, Incwrthout permission in writing horn the copyright holder. 861 Lawrence Drive, N~wburyPark, California 9132G,USAISBN 1 85960 472 2 Editions Haynes S.A.Bnlish LibraryCataloguing in Publicavan Data -Tour Autore La Wfense 2 , l B Place des Reflets. 92975 PARIS LA DEFENSE CedexA catalagw record for thq? book IS a~a~labflreom the British Library Haynes Publishing Nordlska AB Bow 1504,751 45 UPPSAIA, Svenge

ContentsGENERAL INFORMATIONIntroduction Page 0-.4Safety first! Page 0.5Index of vehicles covered Page 0.6Chapter 1 Introductionto Self-Diagnosis Page 1.1Chapter 2 - Page 2.1Chapter 3 Page 3.1Chapter 4 Test equipment, training and technical data - General test procedures - -- Page 4.1 Component test procedures Paae 5.1 Page 6.7SYSTEM SPECIFICS (BY MANUFACTURER) Page 7.1Chanter 5 Alfa Romeo - --Chapter 6 AudiChapter 7 BMW Page 8.1Chapter 8 Citroen Page 9.1C-hapter 9 Daew00 Page 10*1Chapter 10 Daihatsu Page 11*1Chapter 11 Fiat Page 12.1Chapter 12 Ford Page 1 3 4Chapter 13 Honda Page 14.1 Hyundai Page 15.1- lsuzu Page 16.1 Jaguar Page f 7.1Chapter 14 KiaChapter f 5Chapter 16Chapter 17

Chapter 18 Lamia ContentsCha~ter19 Land Rover Page 98.1 P a ~ e19- 1Chapter 20 Lexus Page 21.1Chapter 21 Mazda -Chapter 22 Mercedes Page 22.1Chapter 23 Mitsubishi Page 23.1Chapter 24 Nissan Page 24.1Chapter 25 Peugeot Page 25.1 Page 26.1Chapter 26 Proton Paae 27.1Chanter 27 Renault - Rover Page 28.1 Page 29.1Chapter 28 Page 30.1 Page 31.1Chapter 29 Saab Page 32-1 Page 33.1Chapter 30 Seat Page 34.1 Page 35.1Chapter 31 Skoda Page 38.1 Page 37.1Chapter 32 SubaruChapter 33 SuzukiChapter 34 ToyotaChapter 35 - VauxhalROpelChapter 36 VolkswagenChapter 37 VolvoAbbreviations,Warnings and Glossary of technical terms Page R E P 1

0.4 Introduction This book Is devoted to the galhering ot more focused on their own dedicated test essentially the same component. Ther:e. :bfault codes, and to the understanding and equipment which is not generally available been severs! attampts to bring all ilktesting af the sell-diagnosis element of the outside of a main dealer netwok In almost all manufacturers into line, with a cornci.'.modern engine management system. This instances, our own tests follow well-defirled naming stahdard for al. One such does ii~rAutomotive Diagnostic Fault Code Techbook testing methods taught in independent exist (J1930), but it seems unlikely that flis a companion volume to the Haynes Engine training schools, and used by many modern manufacturers will adopt thrs p a r t ~ c ~ l zManagement and Fuel Injection Systerns vahlcfe technical spec~allsts. We mainlyManual, and for a complete understanding of standard, and we are not sure that the :;;;;;;the modern qngine management system, the describe simple testing methods that are possible uith the dd of the ubquitous digital used are that meaningful anyway.Thus, Lkcontent of both books should be examined. t m s used inthis bookwll follow those w t k The book first gives a technical ouerview of muhi-meter (DMM). Refer to the companion volume (Haynes are commonly used in the UK. To reduosen-diagnosis.Other Chapters describe test confusion, we will apply these t e r n for !beequipment and general test routines for Engine Management Techbook) for a whde range of manufacturers covered in ::,Gindividual components which may be description of the operation and test book, and any commonly-used alternatiwindicated to tx? detective by the presance of a procedures of the modern engine will be listed in the Reference section at thstored fault code. Finally, each vehicle end.manufacturer is given a specific Chapter with rnanaqsmentsystem. Our test procdures orea comprehensive list of fault codes, details of necessarily generic. However, in many cases, Acknowledgemenkhow to obtain codes, and other relevantinfomation. Even If the reader has no following our proceddresin conlunction with a We would lrke to thank all those FAintention of actually attemptag to lnvestlgate good wiring dlagramwill revealthe reason lor Sparkford and elsewhere who hovo helpod Infaults on his or her own vehicle, the oook still the production of this book. In particular,weprovides valuable insight iito self-diagnosis. most faults. would like to thank Equiptech for pam~ssl~l to use illustra!ions from the \"CAPS\" fuel On the other hand, if you relish the task of The routine and test methods which we Injection fault diagnosis database, and forelectronic fault diagnosis, this book will describe are perfectly safe to carry out on prov~dingmuch of the technical inforrnat~onprw$deyou with r n ~ ohf the background electronic systems, so long as certain simple used. We also thank Kate Eyres, who compiled the lists and tables, John Meninforknowledge necessary to test the components rules are observed. These r u l e are actually his work on many of the Chapters, an3 Simonand circuits on your engine. Generally, we no more than the observation of good Ashby of HA Engineerirlg for additional electrical practice. 8e aware that damage to technhcal information.describe how lo dlagnme faults using sirnpletools and equipment, which will be available highly-expensive electronic control moduhs We take great prlde in the accvacy ol can result from nol f ~ l l o w i n gthese rules. intonnation givm in thls book, but vehicbfrom most good automotive parts retailers. manufacturers make alterations andWe also mention where the use ot more Refer to the Warnings sectiori in the design changes durlng the produdm runspecralised equipment is necessary, and Reference section at the back of this book + of8 pameular vehlcle of which they do notdescnbe some of the common routines used these warnings will be repeatsd/referred toby the profess~onagl arage trade. inform us. No liability can be acoeptd by where necessary in tb,e various procedures. the arthors or publlshtrrs for loss, damsgr The vehicle manufacturers may not in fact or injury caused by any errors in, orspm-ficallyendorse a number of our tests and Throughout Furow, the USA and the Far omissions from, the Informationgiven.routines. In the main, this will be because the East, the various rnanufacturan tend to usemanufacturer's test routlnes are becoming their own particular terms to describe a particular component. Of course, all these terms tend to be different, and the problem is exacerbated by translation into different languages. This often leads to confusion when several terms are used to describe

Safety First! 0.5 Working on your car can be dangerous. Mains voltage is also dangerous. Make Special hazardsThis paga shows just sorne of the p ~ t e n t ~ a l sure that any mains-operatedequipment isrisks and hazards, with the aim ol creating a correctly earth&. Mains power points should Hydrofluoric acidsafety-consciousattitude. be protected by a residual current device (RCD) circuit breaker. This extremdy corroslve acid is formedGeneral hazards when certain types of synthetic rubber, found Fume or gas intoxicationScalding in some O-rings, oil seals, fuel hoses etc, are Exhaust fumes are Don't remove the radiator or expansion poisonous: they often exposed to temperatures above 400°C.Thetank cap while the engine IS hot. contain carbon rubber changes Into a charred or sticky monoxide, which is substance containing the acid. Once formed.* Engineoil, automatic transmission fluid or rapidly fatal if inhaled the acid remains dangerous for p r s . I f ~t Never run the gets onto the skin, it may be necesary topower steering flu~dmay also be dangerwsly snglne In a amputate the limb concerned.hot if the engine has recently been runnlng. confined space such as a garage When dealing with a vehicle which hasBurning with the doors shut. suffered a flre. or with components salvaged from such a vehicle, wear p r o t ~ t i v egloves* Beware of burns from the exhaust system Fuel vapour 1s also and discard them after use. poisonous, as are the vapours from sorneand fmm any part of the engine. Brake discs cleaning solvents and palnt thinners. The batteryand drums can also be extremely hot Poisonous or irritant substances Batteries contain sulphurlc acid, wh~chimmediately after use. attacks clothing, eyes and skln Take care Avoid skin contact with battery a c ~ dand when topping-up or carrying tho battery.Crushing with any fuel, fluid or lubricant, especially*a raised vehicle, antifreeze, brake hydraulic fluid and D~esel The hydrogen gas given on b y the battery fuel. Don't syphon them by mouth. If such a is highly explosive. Never cauw a spark oralways substance is swallowed or gets into the eyes, allow a naked light nearby. Be careful when&r When working under or near seek medical advice. connecting and disconnecting battery chargers or jump leads. /LAYA+#. Prolonged contact with us& engine oil can cause skin cancer. Wear gloves or use a Air bagssupplemm~ t tb ;&* , b n i e r cream if necessarj. Change out of oil-jack with axle soaked clothes and do not keep otly rags in Air bags can cause Injury if they go offstands, or use your pocket. accidentally. Take care when removing the 4 Air conditioning refrigerant forms a steering wheel and/or facla. Special storagedrive-on poisonous gas if exposed to a naked name instructions may apply. (including a cigarette). It can also cause skinramps. ((t burns on contact. Diesel injection equipmentNever Diesel injection pumps supply fuel a?veryventure high pressure. Take care when work~ngon the fuel lniectors and fuel pipes.under a car which A Wnming: Never expose th8 hands,k only supporled by e jack. faco ~r any other part of the body to injector spay; the fuel canT a k e care if loosening or tightenrng h~gh- penetrete the skin with potential& fataltoque nuts when the vehicle 1s on stands. msukInitial loosening and final tightening should -oon~tr&~.~~pm~ararnd wbmWmm+osntripwrrrthan. Mopbe done with the wheels on the ground. rrpollMolW:f@Lat&m9.Fire Asbestos n*a~sr&a,cvH&?@4hLbrip'&gfm@t,rwont.omy in w Fuel IS highly flammable; fuel vapour is Asbestos dust can cause cancer if inhaledexplosive. or swallowed. Asbestos may be found in gaskets and in brake and clutch linings. Don't let fuel spill onto a hot engine. When dealing w ~ i hsuch components it is Do not smoke or allow naked llghts safest to assume that they contain asbestos.(including pilot lights) anywhere near avehicle being worked on.Also beware ofcreating sparks(electricallyor by use of tools). Fuel vapour is heavier than air, so don'twork on the fuel system with the vehicle overan inspection pit. hother cause of f~reis an electricaloverload or short-c~rcuitT. ake care whenrepainng or qodlly~ngthe vehicle wiring.* Keep a tire extlngu~shehr andy, of a typesuitable for us8 On fuel and electrical fires., , ,Electric shock I Ignition HTvoltage can be<the engine running or ) )$ ', the ignition switched on.

1 0.6 Index of vehicles covered - I Model Engine code Year System &FA ROMEO 33, 1.7ie. Sportwagon, 4x4 cat Bosch Motronic MP3.1 33,Boxer 16V, 4x4 and cat Bosch Morronic ML4.1 75 3.Oi V6 cat Bosch Motronic ML4.1 145 1.3ie SOHC WeSer IAW 8F.6B Bosch Motronic MP3.1 145 1.6ie SOHC GM Multec XM Bosch Motronrc M2.10.3 145 1.6ie SOHC 145 1.7 16V DOHC Bosch Molronic M2.10.3 145 2.0 16V DOHC Weber IAW 8F.66 146 1 . 3S~OHC GM Multec XM 146 1.61e SDHC Bosch Motronic M2.10.3 146 1.7 16V DOHC Bosch Motronic M2.10.3 Bosch Motronic 1.7 146 2.0 16V DOHC Bosch Motronic 1.7 Bosch Motronic 1 7 155 T-Spark DOHC cat Bosch Motronic 1 . 7 155 1.8 T-Spark DOHC cat Bosch Motronic M2.10.3 155 2.0 T-Spark DOHC cat Bosch Motronic ML4.t Bosch Motron~cML4.1 155 2.5 V6 SOHC cat Bosch Motron~c1.7 155 2.0 t 6 V DOHC T-Spark Bosch Motronic ML4.1 164 2.0 T-Spark DOHC Bosch Motronic ML4.1 164 2.0T-Spark DOHC cat Bosch Motronic ML4.1 164 2.0 T-Spark DOHC 16V Bosch Motron~c1.7 Bosch Motron~c1.7 164V6 Bosch Motronic 1.7 164V6 and cat Bosch Motronic 1.7 Bosch Motron~cM2.10.3 164 V6 Cloverleaf cat SOHC BOSC~MI otronic ML4.1 Bosch Motronic M2.10 3 164 V6 24V 164 V6 24V 164 V6 24V Cloverleaf 164 V6 24V Cloverleaf G W 2.0 16V DOHC Sp~deDr OHC cat Sprder 2.0 16V DOHC AUDI AEH Simos AGN Audi A3 1.6 AGN Bosch Motronic 3.2 Audi A3 I.B AGU Bosch Motron~c3.8.2 Audi A3 1.81 ADP Bosch Motronlc 3.2 Audi A3 1.8 Turbo Bosch Motronic 3.2 Audi A4 1.6 ADR Bosch Motronic 3.2 Audi A4 1.8 AEB Bosch Motronic 3.2 Audi A4 1.8 Turbo A8C VAG MPFi Aud~A4 2.6 AAH VAG MPi Aud~A4 2.8 Bosch Motronic MPI Audi A4 2.8 ACK VAG Digifar,t Audi A6 2.Oi ABK Bosch Motronic Audi A6 2.8 30V ACK Bosch Motronic MP.3.2 Audl A6 S6 2.2 cat AAN VAG MPFi ABC VAG MPI Audi A6 2.6 AAH Bosch Motronic Audi A6 2.8 AHK Bosch Motronic Audi A6 S6 d 2 VAG MPFI Audi A6 S6 4.2 AEC Bosch Motmnic Audi A8 2.8i V6 Bosch Motronic Audi AB 2.8 AAH Audi A8 3.7 Bosch Motronic M2.4 Aud~A8 4.2 ACK Audi VB 3.6 cat AEW Bosch Motronic M2.4 Audi V8 4.2 cat ABZ Busch Motron~cM2.4 Audi 80 1.6 cat PT Bosch Mono-Motronic MA7.2 h d i 80 1.6 cat ABH VAG MPi Aud~80 1.8i and 4x4 cat ABM Bosch KE-Jetronrc Aud~80 I .8i and 4x4 cat ADA Bosch Mono-Jetronic A2.2 Audi 80 1.B and 4x4 cat JN Bosch Mono-Motronic Audi 80 2.01 Qualtm cat PM Basch Mono-Matronic Audi 80 Coupe 16V 2.0cat PM Bosch KE1.2 Motron~c Aud! 80 Coupe 2.0 and 4x4 cat ABT Bosch KE1.1 Motronlc Audi 80 Coupe and 4x4 2.0cat 6A Bosch KE1.2 Motronic 3A AAD

Index of vehicles covered 0-7Model Engine code Year SystemAudl 80 2.0 cat ABK 1992 to 1995 VAG DigifantAudt 80,90Coupe and Cabrio 2.3 NG 1987 to 1995 Bosch KE3-Jetron~cAudt 80 2.3 cat NG 1992 to 1994Audi 80 2.6 cat ABC Bosch KE3-JetronicAudi 80, 90 2.0 cat PS 1992 to 1995hd 80,90 2.8cat AAH t 987 to 1991 VAG MPFiAudr 80 52 ABY 1992 to 1994 Bosch K f JetronicAudl 90 Coupe 2.0 20V cat 1993 to 1995 VAG MPIAudi 90 Coupe and 4x4 2.3 cat NM 1988 to 1991Audi 100 1 81 cat 1988 to 1997 Bosch Motronic + TurboAudi 100 1.81cat ?A 1988 to 1991Audi 100 2.0 cat 4B 1985 to 1991 VAG MPiAudi 1M2.0i PH 1991 to 1994 VAG MPiAudi 100 2.0 cat ME 1993 to 1996 Bosch Mono-JefmnicAudi 100 4x4 2.0 16V cat ABK 1991 to 1994 Bosch KE-Jetronic~ u d1j00 s4 2.2 cat AAD 1992 to 1994 Bosch Mono-Motronic MA1.2Audl 100 2.3E cat ACE 1991 to 1997 VAG DigllantAudl 100 2.3 cat AAN 1986 to 1991 Bosch KE-MotronicAudl 100 2.6 NF 1991 to 1994 Bosch KE-MotronicAudi 1002.8 AAR 1992to 1997 Bosch Motronic 2.3.2Audt 100 SJ 4.2 ABC 1991 to 1997 Bosch KE3-JetronicAtai 200 4x4 Turbo cat AAH 1993 to 1994 Bosch KE3-JetronicAudi Coupe S2 ABH 1989 to 1991 VAG MPFIAudi Coupe and Cabrro 2 0 cat 38 1990 to 1993 VAG MPiAudi Coupe and Cabr~o2 6 cat 1982to 1997 Bosctl Motronic 36 1993to 1997 Bosch Motronic + TurboAudi Coupe and Caorlo 2.8 ABK 1991 to 1997 ABC 1993 to 1996 Bosch Motronic + T u r bh d i Coupe S2 A4H 1989 to 1991Audi Quattm 20V cat ABY 1994 to 1996 VAG DigifantAudl W2 Avant RR VAG MPFi ADU VAG MPIBMW Bosch Motron~c+ Turbo316i (E30) and cat Bosch Motronic + Turbo316i (E36)cat316i (€36) cat and Compact Bosch Motronic + T u r b318i (E30) Touring and cat318i {EJO) and Tourlng M40/816 164Et Bosch Motronlc 1.33?81tE36) and cat MJO/B16 IWE1 Bosch Motronbc 1.73181tE36) M43/0 16 Bosch Motronic 1.73181s(E30) 16VTouring and cat M40/B18 184E11 Bosch Motronic 1.33181s(E36)and Compact M401B18 Bosch Motronic 1.7320i (E30) M40W18 184E2320i (E30)and Touring and cat M43/818 Bosch Motronic 1.7320i (E36)24V cat M421B18 184S1 Bosch Motronic 1.732Di (E36)24V cat M42l818 184S1 Bosch Motronic 1.73mi (€36)24V cat M20/B20206EE Bosch Motronlc 1.73251 (E30)and 4x4 MZOIB20 206EE Bosch Motronic 1.13251and Touring (E30) M501B20 20651 Bosch Molmnic 1.3325iX (E30-4) M50 2.0 Vanos Bosch Motronic 3.1325ix and Touring M50/B20 Bosch Motronic 3.13251(E36) 24V cat M20/B25 6KT3251{E36) 24V M20/825 6K1 Siemens MS4.0325e (€30)and cat M2W025 6E2518i (€34) M201B25 6EZ Bosch Motronic 1.15181 (€34) cat M50/B25 25681 Bosch Motronic 1.3520i (EM) and cat M50 2.5 Vanos520i ( E N ) 24V and Touring cat M20/B27 Bosch Motronic 1. :520i (E34) 24V and Touring cat M40lB18520i (E34) 24V cat M43/B18 Bosch Motronic 1.35251(E34) and cat M201BZOM 206KA Bosch Motronic 3.15251(€34) 24V cat M50/620 206S1 Bosch Motronic 3.15251 (€34)24V M50 2.0 Vanos Sosch Motrgqic 1.15301(E34)and cat M50/620 Bosch Motronic 1.35301(€34)V8 4.0 32V DOHC cat M20/B25M 256K1 Bosch Motronic 1.75351(E34) and cat M50/B25 256Sl Bosch Motronic 1.3635 CSi (E24) M50 2.5 Vanos Bosch Motronic 3. T M30W30M306KA Bosch Motronlc 3.1 M60 S~ernensM S 4 . 0 M3DlB35M 346KB Bosch Motronic 1.3 M30/834 Bosch Motronic 3.1 Bosch Motronic 3.1 Bosch Motronic 1.3 Bosch Motronic 3.3 Bosch Motronic 1.3 Bosch Motrontc 1 . 1

0.8 Index of vehicles coveredModel Engine code Year SystemBMW (Continued) Bosch Motronic 1.3 Bosch Motronic 1.3635 CSI (E24) and cat Bosch Motronic 1.1M635 CSi (E24) Bosch Motronic 1.3730i (E32) and cal Bosch Motronic 3.3730i (€32)aqd cat Bosch Motronic 1.17301(E32) V 8 3.0 cat Bosch Motronic 1.37351 (E32) and cat Bosch Motronlc 3.37351 (€32)and cat740iL (E32)V8 cat Bosch Motronic 3.3740i (€38)V8 4.0 32V DOHC cat75Dl and cat Bosch Motronic 1.7750iL Bosch Motron~c1.7750i Bosch Motronic 1.2040i V8 4.0 32V OOHC cat Bnsch Motronic 3.38501 Bosch Motronic 1.7M3 (E36) Bosch Motronic 3.3M 5 (E34) Bosch Motronic 3.3Z1 Bosch Motronic 1.3CITROEM TUSM/L.Z (CDY) Bosch Mono-Motronic MA3 0 TUSM/L.Z (CDZ) Bosch Mono-Motronic MA3.0AX 1.Oi cat Bosch Mono-Jetronic A2.2AX 1.01cat rulM (HDZ) Magneti-Maralli G6-11AX 1.licat Magneti-MarelliG6-11AX 1,licat TUl M/L.Z (HDY) Bosch Mono-Jetron~cA2.2AX1 11cat TU1M/L.Z (HDZ) Sosch Mono-Jetron~cA2AXGT 1.4 cat TUSM (KOZ) Bosch Mono-Motronic MA3.0AX GT and 1.4i cat TUBFMC/L.Z (KDV) Bosch Motronic MP3.1AX 1.4i cat TUSFM/L.Z (KUX) Bosch Motron~cMP3.1AX 1.4 GTI TU3J2/K (K6B) Bosch Moironlc MA3.1AX 1.4 GTi cat TU3J2/L.Z (KFZ) Magneti-Marelli TU1M (HDZ) Bosch Mono-JetronrcA2 2Berlingo 1 1 TU3JP (KFX) Bosch Mono-Jetronicor MM G5/6Berlingo 1.4 TU3M (KDY) Magneil-MarelliG6-10BX 14i cat XUSM (BDZ) Bosch Motronic MP3.1BX f 6i cat Bosch Motronic ML4.1BX 161 cat XU5M3Z IBDY) Bosch Motronic 7.36x79 GTI and 4x4 XU9J2 ( E D ) Bosch Motronlc 1.3BX!9 GTi 16V XU9J4 (D6C) Bosch Motronic 1.30x19 TZi 8V cat XUSJAZ {DKZ) Fenix 180x19 16V DOHC cat XU9d4Z (DFW) Rosch Mono-JetronicA2.2BXf 9 f 6V DOHC Bosch Mono-JetronicA2.2BX19i 4x4 cat XU9J4K (D6C) Bosch Mono-Jetron~cA2.2C15E l .li Van cat DDZVUQM) Magnetl-Marelli8P22C15E 1.4i Van cat TU1M (HDZ) Bosch Motronic MP3.2C15E 1.4i Van cat TUSF.M/Z (KDY) Magneli-MarelliDCMBP-11Evasion 2.01 cat TU3F.MMr2 (KDY2) Bosch Mono-Motromc MA1.7Evasion2 .Oi turbo cal XU1OJ2CUL (RFU) Magneb-Marelli DCMBP-11Jumper 2.01 cat XUIOJPCTEZ/L(RGX) Bosch Mono-Motronic MA3.1Jumpy 1.6i XU1DJ2U (RFW) Bosch Mono-Molronic MA3.1Relay 2.0i cat 220 A2.000 Maynerj-MareltiSaxo 1.0 XU1OJ2U ( R W Bosch Motronic MA5.1Saxo 1.1 TUSM/L3/L Magneti-Marelli 8P22 TU1M/L3/L Bosch Motronic MP3.2Saxo 1.a Magneti-Marelti DCM8P13 TU3JP/L3 Bosch Motron~cMP5.1.1Saxo 1.6 TUSJP/LS (NFZI Hnsch Motron,~MP5.1 XUIOJSCUL (RFU) Magneti-Marelli DCM8P20Synergle 2.0i cat XU1OJ2CTEZL(RGXj Bosch Motronic MP3 2Synergre 2.0: turbo cat XUSJP/Z (BFX) Bosch Motronic MP5.1.1Xarltia 1 61 cat XU7JP4/L3 (LFY)Xantia 1 .RI 16V XU7JP/Z (LFZ) Bosctl Motron~cMP3.2 XU1WZCIZ (RFX) Bosch Motron~cMP3.2Xantia 1.81and Break XU1OJJD/Z (SFY) Magneti-Marelli BA G5Xantla 2.0i and Break XU 1OJ4R/UL3[HFV)Xantla 2.0i 16V cat Bosch Motrontc MP3.1Xantia 2.01 16V and Break XUlOJ4D/Z (RFT) XU1OJ2CTE/L3(RGXIXantia Actlva 2.0i XU1OJ2 (R6A)Xantia Turbo 2.0i CT XU1OJ2/Z (RFaXM 2.01 MPiXM 2 .Dl cat

Index of vehicles covered 0.9 --Model Engine code Year SystemXM 2.Di cat XU1OJ2/Z (RFZ) 7 992 to 1994 Bosch Motronlc MP5.1 XU1O J 4 W W (RFVJ 1994 to 1997 Bosch Motronic MP5.1.1XM 2.01 l6V cat XU1OJ2TE/Z (RGY) 1993 to 1994 Bosch Motronic MP3.2 XUlOJ2TE/UZ(RGX) 1994to 1996 Bosch Motronic MP3.2XM 2.01turbo cat ZPJ (S6A) 1989 to 1993 Fenix 36 ZPJ (SFZ) 1989 to 1994 Fenix 3RXM 2.01CT turbo cat ZPJ (UFZ) 1994 to 1997 Fenix 38 ZPJ/Z (UFY) 1995 to I996 Fenix 38XM 3.0 V6 LHO ZPJ4Pf3 (SKZ) 199C to 1994 Fenix 4XM 3.0 V6 cat ZPJ4N3 (UKZ) 1994to 1997 Fenix 48XM 3.0 V6 cat TU1MIZ (HDY) 1991 to 1994 Bosch Mono-Jetronlc A2.2XM 3.0V6 Estate 1991 to 1994 Bosch Mono-Jetronic A2.2XM 3.0 V6 24V cat ruiMn (HDZ) 1994 to 1997 Bosch Mono-Motronlc MA3.C 1994to 1997 Bosch Mono-Motronlc MA3 0XM 3 0 V6 24V TU1M R (HDY) 1991 l o 1992 Elosch Mono-JetranicA2 2tX 1.lt cat TUIM/Z (HDZ) 1992 to 1997 Bosch Mono-Motronlc MA3.0 TU3MlZ tKDY) 1994 to 1996 Magneti-Marel/iG6-14ZX l.licat TU3M (KDX) Magnet!-Marelli G5 S2Z X l . l i cat TU3M (KOX) 1991 to 1992 Magnell-MarelliG6.12ZX l.li cat XU5M.2K (B4A) 1991 to 1993 Magnetl-MarelliG6.10 XU5M.3K (B4A) 1992 to 1993 Magneti-Marelli8P-13zx 1.41cat XU5M.32 {BDY) 1994 to 1997 SagernILucas 4GJ XU5JPUZ (BFZ) 1995 to 1996 Bosch Motronic MP5.1ZX I.4i and Break Gal XUSJPUZ (BFZ) 1992 to 1997 Magneti-Marelli BP-10M 1.4iand Break cat XU7JPUZ (LFZ) 1995 to 1996 Bosch Motronic 1.3M 1.6i XU7JPUZ (LFZ) 1992 to 1994 Bosch Motronlc MP3.1W 1.6i XUSJAZ (DKZ) 1991 to 1992 Magnell-Marelli8P-20ZX 1.6i cat XU9J#K (DEE) !992 to 1996 Bosch Motron~cMP3.2ZX 1.6i and Break cat XUJ 1OJ2/C/UZ(RFX) 1992 to 1995 Bosch Motronic MP3.2LX 1.6i and Break cat XUJ1OJ4/D/UZ(RFT) 1994 to 1997 XUJ1OJP/D/WZ(RFTJ 1.8iand Break catZX 1.8i and Break catM 1.98V 1.91ZX 2.0i catZX 2.Di 16V catZX2.01 16VDAEWOONexia 1.5 8V SOHCNexia 1.5 16V DOHCEspero 1 5 16V OOHCEspero 1.8 8V SOHCEspero 2.0 8V SOHCApplause HD-E 1989 to 1996 Daihatsu EFiCharade 1.3i cat SOHC 16V HC-E Da~hatsuEFiCharade 1.3 S O , K 16V HC-E 1991 to 1993 Daihatsu MPICharade 1.5 SOHC 16V HE-E 1993 :a 1997 DaihatsuM P ICharade 1.61SOHC 16V HD-E 1996 to 1997 Daihatsu MPIH-Jet 1993 to 1996 Dalhatsu MPISportrak cat SOHC 16V CB42 1995 to 1997 Daihatsu EFi HD-E 1990to 1997FIAT Bosch Mono-Motronlc SPi Weber Marell1IAWBrava 1.4 12V Bosch Motronic M2.10.4Brava 1 6 1GV Weber-Marell1IAW SPiBravo 2.0 Weber-Marelli IAW SPiCinquecento 899 OHV DIS cat Weber-MarelliIAW SPiCl~quecento900 OHV DIS cat Weber-Marelli LAW MPiClnquecento Sporting Weber-MarelliIAW MPiCoupe 16V Bosch Motronlc M2 10.4Coupe 16V Turbo Weber-Marelli IAW MPiCoupe 2.0 20v Weber-Mare111IAW MPiCroma 2000ie Weber-Marelli IAW MPiCroma 20001eOOHC 8V Weber-Marelli IAW MPiCroma 2.0ie DOHC Bosch Motronic M I .7Croma 2.01e DOHC D1S cat Bosch Mono-Jetronic A2.4Croma 2.01~16V cat Bosch Mono-Jetronic A2.4Fiorino 1500 SOHC cat Bosch Mono-Jetron~cA2.4Panda 1.Die OHG and 4 x 4 catPanda 1.l ie OHC cal

0.10 Index of vehicles coveredModel Engine code Year SystemFIAT (Continued) Weber-Mare!li IAW SPi Wsber-Marolli IAW SPiPanda 899 1170A; ,046 Weber-Marelli IAW SPI Weber-Marelli IAW MPiPunto 55 176 A6.000 Bosch Motron~cM2.7 MPI GMjOelco SPiPunto 60 IT6 A7.000 Weber MIW Centrajet SPi Bosch Mano-Jetronic A2 4Punto 75 176 A8.000 Bosch Mono-Jetmnic A2.4 Bosch Mono-Moironic MA1.7Punto GT 176 A4.020 Webet-Marelli IAW MPI Waber-MarJlt IAW MPiRegata 100 Sie 8 Weekend 1.6 DOHC 149 C3.000 Weber-Marell1 IAW MPi Weber-Marelli IAW MPiRegata 100 Sie & Weekend 1.6 DOHC 1149 C3.000 Bosch Mono-Jetronic A2.4 Bosch Mono-Jetronic A2.4Tempra 1 . 4 S~OHC DIS cal 160 At ,046 Bosch Mono-Motronic MA1.7 Bosch Mono-Motronlc MA1.7Tampra 1.6ie SOHC DIS cat f 59 A3.046 Weber-Mareili IAW MPi Weber-Mare111IAW MPiTempra 1.6ie SOHC cat 159 A3.046 Weber-Marelli IAW MPi Weber-Marelii 8FTempra 1.81eDOHC 8V 159 A4.000 Weber-Mareili IAW MPI Weber-Marelli IAW MPiTempra 1.8ie DOHC BV cat 159 A4.046 Weber-Marelfi IAW MPi Weber-Marefli IAW MPITernpra 1.8 OOHC 835 C2.000 Bosch Motror~ic3.2 Bosch Mono-Jetron~cTempra 2.0ie and 4x4 DOHC SV 159 A6.046 Bosch Mono-Jetronic Bosch Mono-JetronicT~po1.4ie cat 160 A1.036 Bosch Mono-Jetmnic Bosch Mono-JetronicTipo 1.61eSOHC DIS cat 159 A3.046 Weber-Marelli IAW SPITipo 1 . 6 ' ~SOHC 835 C1.OD0 Ford EEC IV Ford EEC IVTipo 1.6ie SOHC cat 159 A3.046 Ford EEC V Ford EEC IVTlpo 1.8ie DOHC 8V 159 A4.000 Ford EEC IV Ford EEG IVTipo 1.8ie DOHC 8V 159 A4.000 Ford EEC V Ford EEC \VI Tipo 1.8i DOHC f6V 160 A5.000 Ford EEC IV Tipo 1.8ie DOHC BV cat 159 A4.046 Ford EEC IV Ford EEC IV T~pu2.0ie DOHC 8V cat 159 A5.046 Ford EEC IV Fmd EEC lV1 Tipo 2.0ie DOHC 8V cat 159 A6.046 Weber IAW T ipo 2.0te DOHC 16V cat 160 Ag.046 Ford EEC IV Ford EEC IVUlysse 2.0 SOHC 89kW ZFA220000 Ford EEC IVUlysw 2.0 Turbo ZFM20OOO Ford EEC IVUno 1.Die SOHC and Van cat 156 A2.246 Ford EEC IV Ford EEC VUno 1.lie SOHC 156C.046 Ford EEC IV Ford EEC IVUna 70 1.4 SOHC 146 C1.000 Ford EEC V Ford EEC IVUno 1.4 SOHC cal 160 A1.046 Ford EEC V Ford EEC IVUno 1.51eSOHC DIS cat 149 C 1.000 Ford EEC IV Ford EEC IVUno 994 146 C7.000 Fwd EEG IVFORD HCS J6AEscort 1.3cat JJA/J4CEscDn 1.3 cat F6DEscort 1.3i and Van F6FEscort 1.4 CFi cat F6GEscort 1.4 CFi cat PTE F4 WAEscort 1.4 GR cat LJB HEEscort 1.4i WAEscort 1.6i XR3i LJEEsccrt 1.6i XR3i cat WDEscort 1 6 16V cat N5FEscort 1.61 N7AEscort 1.6i and cat RDAEscort XR3i 1.6and cat RQBEscort RS Cdsworth DOHC turbo cat N7AEscort RS2000 and catEscort 1.8i 16V cat G6AEscort 1. .8i 16V cat DHAEscort 2.0i 7 4x4 cat HCSFiesta 1.1 ana Van cat J68Flesla 1.25 JJAFiesta 1.3 Van Courier cat F6EFiesta 1.3i and Courier cat FHAF~esta1.3 and CourierFiosta 1 4i and Van cat PTE F4AFiesta 1.4 WDF~estaClass~c1.4 LHAFies'a XRPi 1.6 cat LUCFiesta RS turbo 1.6Fiosta 1.6i and cat

. . .. . . . . . .. ... - -- - Index of vehicles covered 0.11 Engine code -Model LJC Year System L7 GCl~stnXH21 1.6 RDB 1085) to I n 9 3 Ford EEC IVFlesta I IGV 1994 to 1995 Ford EEC IVFle5t 3 <R;'I 1 $1 I ~ J cVat nnc 1992 to 19\15 Ford EEC IV 1992 to 19% Ford ECC IVI es:(l 1 St ll,V cat NSD 1995 to 199: t ord EEL VGAIA*; ,> CI Y5F 1996 to IYbI, Ford EEC V N4 l99!1to 1997 Ford EEC VG.3IJky ' .? NRA 1985 to 1989 Foro' EEC IV NYB Ford EEC IVGnlnxy 2 D a l ~ d4 x 4 N9D 1949 to 1995 Frrrd EEC IVi;,nli.lda 2.U CTr ARC 1899 to 1992 Ford EEC IVGr3na:ia 2 UI .m111 7 ~ t AR D 1987 lcr 1993 Ford EEC IVSranada 2.0 EFI -I~vrlcot BRC 1987 1u I!Wl Ford EEC. IV~13113d?~4 Vfi RRD 1987 I(> 1492 ForrA EEC IVGr.jnatla ? ,IVG cat ERE 198i :o 1 9 9 d F o r d FFC IVr>r:~rlarla2 9 V6 a r ~ d4 x 4 HUA 1987 to1992 Ford EEC IV JJHGr;ll.lila 2 Y Vti c , ~ t KA24F 1391 to 1995 Ford EEC VI;.nnnd,j 2.5 Vt;c.~t LIFlJ 1991)t o 1997 Nlssan ECCSGlannda :'9 V t i r.lt L1J 1993 to I s 9 7 RKB 1993to 1996 Ford EEC IVKn 1 3 R KAIB 199ts to 1997 Ford EEC V NGA 194f>to 13'37 F n ~ rEl EC Vhlaverlvk 2 1: I-IGA 144,ri to 1396 Ford EEC IV SEA F w d KEC IVV0~dt.ui t>TJidH,.; C;I~ SEA 19YJ to 1796 Ford EEC Vh!on.leo I .t;l 1l i V HCS 1996 tu 1997 Furd EEC IV' ~ l ~ r 1 01 ,w81 I FIV J6k 1994 to 199(r Ford EEC Vf~1ur1r:r1o 81 and :Ix.l c.jt F6D Ford EEL IV FtjF ICJYL; to 1997 Ford EEC IVF,~IuricleoP.01 ItiV 4r.4 c,rl F6G F w d EEC IVh l o r > d?~f~ll ~16V L JF IY Y I to 1941 Fold EEG IVMorlrlto .' 5 \:'5 UOtiC cat IJF 1991 t~ 7395 Ford EEL IVMnrlrlro ? 51 I.JA 1'38!3lo 1990 Ford EEC IVOrion 1 .: chit L1E 1R9II to 1995 Ford EEC IV\?l:'lti I.:! cat LJA Ford EEC IV[jrlor~1 4 CFI <,a1 RDA l.>!?Llto 1995 Ford EFC 1V'JrlUll 1 .4 CFI cat k orcl EFC IV>IU~. 1 4 CFI r.;~t HOE! I osn to I 993~ I I ( V T \ I,GIc ~ r ~.>T d Ford FFr: IV3 r b n 1 1,1 i . ~ t V6 1990 tu 1 QVJOr,>(,1 1 i 1 16B ISBY to 19YU Ford EEC IV RRA 1992 tb 1119; Mazda EG!Or~!,n I tl DOHG 16V cat N9A 1989 lo 1'3tlr) Mazda CGIUrlorl :.dl N4C 19Y2 lo 1995 Ford L t C IV NSO 19133to 1995 Ford EEC IVOrlnrl 1.81 :t'it L)C)HC[.a: NRA 1991to 1997 Ford LfC !VOrlon 1 81 16V njltli: r.at N3A 199 1 to 1997 l o r d EEC IV NYU 1990 tu 1993 I ord EEC IVProbe Z.UI 0C)HT: 1fiV [:at NSD I-ord EEC: IVPrutje 2 !>I?JL! r . ~ t Y5A 1 992t L b 199.3 Ford EEC V?,WL>III~iP6 C V t I cL1t PRE Ford EEC IV RFIC 1989 1rb 1YY2 Ford EEC VS k ; ~ ~ ~ l \" '1t ! F1 (:Vt 1 cat BRD 1989 to 19S12 Fnrd EfiC VL p p t l ~ r r7 O EFI DO1 11: BRE 7rj94 to 1997 F D IE~E L IV BOA Ford EEC IVS.>plpt>lr~O~?LI I UV Gal BRG 1985 to 1989 t urd EEC; IVScorpln ? 01 BCOD Ford EES: IV L6B 1993 to 1896 t ord EEC IVScorplo 1 0 t l I RI;A 19851tn 1995 Ford FFC V NYA 1 9 w to 1997 Ford EEC VScnrplo 2 UI 1 L-V N9C 749ri lu 1397 Ford EEC IVSicrplu 2 UI ,arlcl ,.;lt R4A Is85 tu I'dBi FOId EEC IV B4 B 1937 to IVY2 Fold EEC IVScorpv 2.u~ N67 Ford EEC IV 1987 tu 1995 Ford EEC IVSiljr[~lo7 :11 I tiv 1987 to 199: Ford EFC IV 199 1 to 199'. Ford E E L IVbr,ornlc, 7.8 4x.4Scornlo 7.9Vri ;III4Lr 3I 1994 to 199; Ford E E L ,:IScorl>loP.9 VLi c;il Ford F F t : IV 1994 to l ! W iScorp~o:' 9 \!I;c,tt l!i?U 110 1995Scllrplh ? o L'b 2'1V cdt 11307to 199:' 1989 to 199'2Scorpio 1 9 1Vb 1399 to I(3Y:' 1S8Y to 1991Scorpla 2 91Vt, :)4V 1'389 to 19!);SIP~~1 J6. CVH r.ltSlerra 1.8 C:VH r . ) I IUDO to 19o;5lerra 2.0FFI flT)Hd: 8V 1981 to i!lil.-Smerra :'O FFI RV c 3 t I L I P Ito Inq:lSlrrra ? '1 XR .:x4 V t jSIP^ r :I .' 1'1 X H 11 x.\", Vti (,atTranr,~tVdr~2 U CF I <.AtT~~II:-V,I,IIII 2 U CFI cat'mnslt 2 3 V 6 CTI

0.12 Index of vehicles coveredModel Engine code Year SystemFORD (Continued) NSG Ford EEC V NSF Ford EEC VTransit and Toumeo 2.0i DOHC cat B4T Ford EEC IVTransit and Tourneo 2.0iTransit 2.9 EFi tlonda PGM-Fi Honda PGM-FIHONDA Honda PGM-Fi Honda PGM-FIAccord 1.81 Honda PGM-FiAccord EFI A4 SOHC Honda PGM-FiAccord 2.0i-16 A2 DOHC 16V Hmda PGM-FIAccord 2.0 SOHC 16V & cat Honda PGM-FiAccord 2.0i F20A8 SOHC 8 cat Honda PGM-FIAccord 2.0i Coupe SOHC cat Honda PGM-FiAccord 2.2i SOHC 16V cat Honda PGM-FiAccord 2 21 Honda PGM-FiAccord 2.3i DOHC 16V cat Honda PGM-FiAerodeck EFi A4 SOHC Honda PGM-Fi Honda PGM-FiAerodeck 2.21 SOHC l6V cat Honda PGM-Fi Honda PGM-FiBallade €Xi SOHC 3W Honda PGM-FICivic CRX Honda PGM-RClvic GT Honda PGM-FiCivic 1.4i 5-door Honda PGM-FiCIVIC !.413-door Honda PGM-FiCivic 1.5 VEi SOHC 16V VTEC cat Honda PGM-FiCivic 1.5 LSi SOHC 16V Honda PGM-fiCivic Coupe SOHC 16V cat Honda PGM-FiCivic 1.5i VTEC-E SOHC 16V Honda PGM-FiCivic 1.513- & 4-door Honda PGM-FiCIVIC1.6i-16 DOHC f6V Honda PGM-F!CRX 1.6i-16 DOHC 16V Honda PGM-FIC~vic1.6 VT DOHC 16VbTEC cat Honda PGM-FICRX 1.6 VT DOHC 16V VTEC cat Honda PGM-FiCivic 1.6 ESI SOHC 16V VTEC cat Honda PGM-FiC8X 1.6ESI SOHC 16V VTEC cat Honda PGM-FiCIVIC 1.6 VTi DOHC 16V VTEC cat Honda PGM-FiCRX 1.6 VTi DOHC 16V VTEC cat Honda PGM-FiCivic 1.6i SOHC 16V Honda PGM-FICivic 1.6 VTEC SOHC 16V Honda PGM-FiCrvic 1.6i Coupe Honda PGM-FiCivic 1.6i VTEC Coupe Honda PGM-FiConcerto 1 . 5 SOHC 16V cat Honda PGM-FiConcerlo 1.6 DOHC 16V Honda PGM-FiConcerto 1.6 DOHC 16V auto Honda PGM-FiConcerto 1.61 SOHC 16V cat Honda PGM-FiConcerto I .6i DOHC 16V cat Honda PGM-Filntegra EX 16 A2 DOHC 16V Honda PGM-FI1egend Honda PGM-FILegend 2.7 and Coupe SOHC Honda PGM-FiLegend 2.7 SOHC cat Honda PGM-FiLegend3.2 SOHC 24V cat Honda PGM-FiNSX DOHC 24V VTEC cat Honda PGM-FiPrelude Fi honda PGM-FiPrelude4WS 2.0i-16 DOHC 16V Honda PGM-FiPrelude4WS 2.0i-16 W H C catPrelude 2.01 16V SOHC cat Hyundai MPIPreludo 2.2i VTEC DOHC 16V Hyundai MPiPralude 2.3i 16V DOHC 16V cat Hyundai MPtShuttle 1.6i 4WD SOHC 16V Hyundal MPiShullle 2.3HYUNDAIAccent 1.3 SOHCAccent 1.5i SOHCCoupe 1.6 OOHC 16VCoupe 1.8 DOHC 16V

Index of vehicles covered 0.13Model Engine code Year SystemCoupe 2.0DOHC 1GV G4GF 1996 to 1997 Hyundai MPiLantra 1.5i SOHC cat 4G15/G4J 1993 to 1995 Hyundai MPiLantra 1.61 DOHC cat 4661 1991to 1995 Hyundai MPilantra 1.6 OOHC 16V G4GR 1996 to 1997 Hyundai MPiLantra 1.8~DOHC cat 4G67 1992 to 1995 Hyundai MPiLsntra 1.8 DOHC l 6 V G4GM 1996 to 1997 Hyundal MPIPony X2 1.5 SOHC cat 4G151G4J Hyunda~MPiS Coupe 1.51SOHC cat 4GlS/G4J 1990to 1994 Hyundai MPi Alpha Bosch Motronic M2.10.1S Coupe 1.51SOHC Alpha 1990to 1992 Bosch Motronic M2.7S Coupe 1.51turbo SOHC 4G62 1992 to 1996 Hyundai MPi 4G63 1992 to 1996 Hyundai MPiSonata 1.8 SOHC 1989 to 1992 Hyundai MPiSonale 2.0 SOHC 4G64 1989to 1992 Hyundai MPiSonata 2 0 16V DOHC V6 1992 lo 1997 Hyundai MPiSonata 2.4 SOHC 1989 to 1992Sonata 3.01SOHC 1994 to 1997ISUZU 1986 to 1990 lsuzu I-Tec + Turbo 1988 to 1992Piazza Turbo 1893 to 1997 ISUZUI-TKTrooper 2.6 ~SUZUI-TmTrooper 3.2i 1990to 1994 Lucas LH-15CUJAGUAR 1986 to 1989 1991 to 1997 Lucas LH-9CUXJWSovere~gn3.2 DOHC cat 1991 to 1997 Lucas LH-15CUUWSoverelgn3.6 24V Lucas LH-75CUXJWSovsre~gn4.0U S 4.0 1995 to 1997 Kia EGi 1995 to 1997 Bosch Motronic M2.10.1KIA Bosch Motronic MP.lO.l 1 995to 1997Mentor 1.6;SOHC 8V Bosch Mono-Jetronic A2.2Sportage 2.Ui SOHC BV Bosch Mono-Jetronic A2.2Sportage 2.0i OOHC 16V Bosch Mono-Motronic MA1.7 Weber MIW Centrajet 2LAlVCCA Bosch Mona-Jetronic A2.2 Weber-Marelli IAW MPiY10 LXle and 4wd 1308 SOHC FIRE Weber-Marelli IAW MPiY10 1108ie and 4x4 SOHC cat Weber-Marelli IAW MPiY10 11Oaie and 4x4 SOHC catDedra 1.6ie SOHC Webr-Marelli IAW MPiDedra 1600ie SOHC cat Weber-Marelli IAW MPIDedra 1.8ie DOHC Weber-Marelli IAW MPiDedra 1.8ie DOHC cat Weber-Marelli IAW MPiDedra2.0ie DOHC Weber-Marelll IAW MPiDedra 2.0ie DOHC cat Weber-Mare111IAW MPiDedra 2.0ie DOHC cat Webr-Marelli IAW MPiDedra 2.0ie DOHC Turbo and cat Wsber-Marelli IAW MPiDedra2.0ie Integrale Turbo and cat Weber-Marelli IAW MPIDdla 2.0 16VTurbo Weber-Marelli IAW MPib l t a 1600ie DOHC Weber-Marell! IAW MPiOelta 16Wie DOHC Weber-Mare111IAW MPiDdta 1600ie DOHC statlc Weber-Mamlli IAW MPiDelta HF Turbo anU Martmi 1600 DOHC Weber-Marelli IAW MPIDelta HF TurDo DOHC cat Weber-Marelli IAW MPiDelta HF lntegrale Turbo DOHC Weber-Marelli IAW MPi Weber-Marelli IAW MPiD e h HF lntograle Turbo DOHC Bosch Motronic 7.7 Bosch Motronic M1.7Delta HF lntegrale Turbo 16V DOHC Bosch Molronic M2.7Delta HF Integrals Turbo 16V and cat Bosch Motronic M I.7Prisma 1600ie DOHCPrisma 1600ie DOHCPrlsma 1600ie DOHC staticScudo 1.6iThama FL 2000ie 16V DOHC catThema FL 20COie Turbo 16V DOHC catTherna FL 3000 V6 SOHC cat

0.14 Index of vehicles coveredModel Engine code Year SystemU V D ROVER Rover MEMS MPi Rover MEMS MPiDiscovery MPi 2.0 20HD DOHC 16V Lucas l4CUXDiscovery 2.0 MPi DOHC 16V Lucas l4CUXDiscovery 3.5 VBi Lucas 14CUXDiscovery 3.5 V8i cat LUCaS l4CUXD~scovery3.9i VB Lucas l4CUXRange Rover 3.9 Efi V8 Lucas 14CUXRange Rover 4.0iRange Rover 4.2i cat Toyota TCCS Toyota TCCSLEXUS 2JZ-GE 1UZ-FE Mazda EGi-S SPiLexus GS300 Mazda EGi MPi Mazda EGi MPiLexus LS400 Mazda EGi MPi Mazda €GI MPiMAZDA Mazda EGi MPi Mazda EGi MPI121 1.3 SOHC 16Vcat Mazda EGi MPi323 1.3 SOHC 16V cat Mazda EGi MPi323 1.31SOHC 16V Mazda EGI MPi323 1.51DOHC 16V Mazda €GI MPi323 1600i Mazda EGi MPi323 l.6i Turbo 4x4 DOHC Mazda EGi MPi323 1.6i SOHC 16V cat Mazda EGi MPI323 l . 6 i Estate SOHC cat Mazda EGI MPi323 1.81 DOHC 16V cat Mazda EGi MPi323 2.0i DOHC V6 24V Mazda EGi MFi323 2 Oi DOHC V6 24V Mazda EGi MPi626 1.8i cat DOHC 16V Mazda EGi MPi626 2000i fwd Mazda EGi MPi626 2.0i GT DOHC 16V Marda EGi MPi626 2.0i DOHC 16V Maxda EGi MPi Mazda EGi MPI626 2.0i DOHC 16V cat Mazda EGi MPi Mazda EGi MPi626 2.0i DOHC I6V cat Mazda EGi MPi626 2.2i 4x4 SOHC cat Mazda EGi MPi626 2.5DOHC V6 cat€2000 Mazda Em MPiMX-3 1.6i SOHC 16VMX-3 1.8i DOHC V6 Marda EGi MPiMX-5 1.Bi OOHC 16V PMS (Siemens)MX-6 2.5i V6 DOHC cat Bosch KE3.5-Jetron~cXedos 6 1.6i DOHC 16V Bosch KE3.5-JetronicXedos 6 2.01 DOHC 24V Bosch KE3.1 -JetronicXedos 9 2.0i DOHC 24V Bosch KE3,l-JetronicXedos 9 2 . 3 DOHC 24V B o s h KE3.5-JetronicRX7 Bosch KE3.5-JetronicMERCEDES PMS (Srernens) PMS/Motrarlic 6.W6.1C180 Bosch KE3.5-Jetronic190E catl9OE 2.3 cat HFM190E 2.5-16 & cat HFMl9OE 2.5-16 Evolution HFM? 90E 2.6 Bosch KE3.5-Jetronic190E 2.6 cat Bosch KE3.5-JetronicC200 Bosch KE3.5-JetronicE200 Bosch KE3.5-J~tronic200E & TE catc22a€220C230 & Kompressor230E, TE & CE cat230GE260E a cat260E 4-Matic 8 cat

Index of vehicles covered 0.15Model Engine code Year System2MSE & cat 103.941 1988 to 1992 Bosch KE3.5-JetronicC2M 104.941 1993 to 1997 HFME280 cat 104.942 1992 to 1996 HFMS280 104.944 1993 to 1997 HFMSL280 104.943 1993 to 1997 HFMEN0 103.985 1992 to 1995 Bosch KE3.5-Jetronic300SE, SEL & cat 103.981 1986 to 1992 Bosch KE3.5-JetronicNOE, TE, CE & cat 103.983 1987 to 1993 Bosch KE3.5-Jetronic300E & cat 103.985 1988 to 1993 Bosch KE3.5-JetronicNOE-24, TE-24 & CE-24 cat 104.980 1989 to t 993 Bosch KE5.2-Jetronic/EZ-L ignition3DOTE 4-Matic & cat 103.985 1988 to 1993 B o s h KE3.5-Jetronic300SL & cat f 03.984 1989 to 1995 Bosch KE5.2-JetronidEZ-L ignition3OOSL-24 & cat 104.981 1989 to 1995 Bosch KE5.2-Jetronic/EZ-L ignition 104.992 1992 to 1997 HFME320 104.994 1993 to 1997 HFMS320 104.991 1993 to 1997 HFMSL320 119.971 1991 on Bosch LH4.1-Jetronic/EZ-L ignition400S,SE B SEL 119.975 1992 lo 1995 Bosch LH4.1-Jetronic/EZ-L ignitionE420 119.971 1993 to 1997 Bosch LH4.1-Jetronic/EZ-L ignition 119.974 Bosch LH4.1-Jetronic/EZ-L ignitionS420 1 19.972 1992 on Bosch LH4.1-Jetronic/EZ-L ignition500E 119.970 1992 on Bosch LH4.1-Jetronic/EZ-L ignition 119.970 Bosch LH4.1-Jetronic/EZ-L ignit~on500SL 119.960 l99l on Bosch KE5.2-Jetronic/EZ-L Ignition500SE & SEL 119.974 1992 on Bosch LH4.1-Jetron~c/EZ-LignitionSOOSEC 119.970 1989 to 1994 Bosch LH4.1-Jetron!c/EZ-L ignition500SL cat 119.972 1992 to 1996 Bosch LH4.1-Jetronlc/EZ-L ignitionE500 120.980 1993 to 1997 Busch LH-JetronidEZ-L ignition 120.980 1993 to 1997 Bosch LH4.1-Jetronic/EZ-L ignitionWO 120.980 1991 to 1996 Bosch LH4.l -Jetronic/EZ-L ignition 120.981 1991 to 1996woo 1996 to 1997 Bosch LH4.1-Jetronic/EZ-L ignition 1993 to 1997BMISELSBOO cat Mitsubishi ECI-Multi- MPIS600 Mitsubishi ECI-Multi- MPISL600 Mitsubishi ECI-Multi- MPi Mitsubishi ECI-Multi- MPIMiTSUBISHl Mitsubishi ECI-Multi- MPi Mitsubishi ECI-Multi- MPi3000 GT 24V Mitsubishi ECI-Multi- MPiCarisma 1.6 SOHC 16V Mitsubishi ECI-Multi- MPi Mitsubishi ECI-Multi- MPiCarisma 1.8 SOHC 16V Mitsubishi ECI-Multi- SEFiCarisma 1.8 DOHC 16V Mitsubishi ECI-Multi- MPiColt 1.31SOHC 12V cat Mitsubishi ECI-Multr- MPiColt 13 SOHC 12V Mitsubishi ECI-Multr- MPIColt 1600 GTi DOHC Mitsubishi ECI-Multi- MPIColt 1.61SOHC 16V Mitsubishi ECI-Multl- TurboColt 1.614x4 SOHC 16V cat Mitsubislli ECI-Multi- MPICoh 1.6 SOHC 16V Mitsubishi ECI-Multi- MPIColt 180C GTi-16V OOHC 16V Mitsubishi ECI-Multi- MPIColt 1.8 GTi DOHC 16V cat Mitsubishi ECI-Multi- MPICwd~a1800 Turbo Mitsubishi ECI-Multi-MPIGalant 1800 SOHC 16V cat Mitsubishi ECI-Mdlti- MPtGalant Turbo Mitsubishi ECI-Multi-MPtGalant 2000 GLSi SOHC Mitsubishi ECI-Multi- MPi Mitsubtshi ECI-Multi- MPIGalant 2000 GTi 16V DOHC Mitsubrshi ECI-Multi- MPiGalant 2000 4WO DOHC M~tsubishEi CI-Multi- MPiGalant 2000 4WS cat OOHC Mitsubishi ECI-Multi- MPiGalant 2.0i SOHC 16V cat M~tsubishEi CI-Multi- MPiGalant 2.0i V6 OOHC 24V Mitsubishi ECI-Multi- MPiGalant Sapporo 2400 Mitsubishi EC1-Multi- MPiGalant 2.51V6 DOHC 24V Mitsubishi EC1-Multi- MPi1300SOHC 16V Mitsubishi EM-Multi- MPiLancer 1600GTi 16V DOHCLancer 1.6i SOHC 16VLancer 1.6i 4x4 SOHC t 6 V catLancer 1800GTi W H C 16VLancer 1.8 GTi DOHC t6V catLancer ?BOO4WD cat%gun 3.5i V6 DOHC 24VSigma Estate l2V

0.16 Index of vehicles coveredModel Engine code Year SystemMlTSUBlSHI (Continued] M~tsubishEl CI-Multl- MPI Mits~~hisEhC~I-Multi- MPIS~gmaWagcn 12V cat M~tsub~shErCI-Multi- MPISigma 3.0i 24V cat M~tsub~shErCI-MUIII-MPIspace W w c !1 I.BI SOHG 16VSpace Wagon 2.01 DOHC 16V Mitsubishl ECI-Multl- + TurboStarion Turbo Mitsub~sbE~CI-Multl- + TurboStarion 2.6 Turbo cat N~ssanECCS MPrNISSAN KA24E Nissan EGCS SPi Z24i Nissan ECCS MPI4x4 Pick-up 2.41 VG30E4WD Pick-up 2.4i cat SRPODE N~ssanECCS MPI4WD Wagon 3.01 cat CAI BDET10ONX 2.0 SOHC 16V cat SR20DET Nissan ECCS MPI200 SX 16VTurbo cat VG30E Nissan ECCS MPI230 SX DOHC 16VTurbc, VG3OE Nlssan t L C S MPi300 C VG30ET Nissan EGCS MPI300 ZX VG30DETT Nissan EGGS MPI + Turbo330 ZX Turbc GAl4DE Nlssan EmZCS MPI + Turbo GA16DE N~ssanEGCS MPI330 M Twin-Turbo cat Nissan ECCS MPI SR2DDE Nlssan ECCS MPIAlrnera 1.4 DOHC 16VAmera 1 ti DOHC 16V CAI 8T Nlssan ECCS MPi + Turbo CA20E Nissan ECCS MPIA,mera F.D GTi CG1ODE N i a n ECCS AnP)B uebird ZX Turbo SOHC CG13D.E Nlssan EGCS MPIBluebird 2 Oi SOHC VG3OE Nlssan ECCS MPIM ~ r r a1 Oi DOHC j 6 V cat T842E Nwsan ECCS MP\Miera 1-31DOHC 16V cat CA20EMaxima & cat GAIGDE N~soanLCCS MPiPatrol 4.2i OHV l2BkW GAIGDE Nissan ECCS SPIPra~rie2.Di SOHC catPrlmera 1.6i SR2ODi Nissm ECCS MP\ SRPODiPnmwa :.& DOHC 16V SR20U.k Nlssan ECCS SPI wlti Hol-wire SRPOOE Nlssan ECCS SPI with Hot-wirePrimera 2.0 DOHC cat SR2ODE Nlssan ECCS MPI wtth Hot-w~rePrimera Estate 2.0DOHC 16V cat SR20DE Nissan ECCS MPI wlth Hot-w~rePtinrora 2 . 0Z~X DOHC IFV Nlssan ECCS MPi with Hot-wlrePrirnera2.0e GT SR7DOE Nlssan ECCS SPIPrimera 2.0e cat N~ssanEGGS SPIPflrnera2 Oi DOHC 16V SR20DEPrimera 2.0i GT DOHC 16V SAZODE Nlssan ECCS MPIPrmera 2.0i W H C 16V VQPODEPr~mera2.0i GT DOHC 16V VQBODE Nissan ECCS MPIOX 2.0 DOHC24V V6 GA16DE Ntssan ECCS MPIQX 3.0DOHC 24V V6 SR20DE Nlssan ECCS MPiSerena l .Gi DOHC 16V N~ssanECCS MPiSerena 2.01 DOHC 16V CAI BET N~ssanECCS MPISilvia Turbo ZX GAT 6iSunny 1-61SOdC 12V cat CAIGDE Nissan ECCS MPI + TurboSunny ZX Couoe DOHC: 1tN CAI 8DESunny 1.8 ZX DOHC 16V cat Nlssan ECCS SPISunny GTI-R DOHC 16V SR20DET N~ssanECCS MPISumy 2.0 GTi DOHC 16V eat SR200ETerrano 11 2.4 KA24EBF Nlssan E C C S MPiUrvan 2.41cat Z24iVanette 2.41OHV cat Z24i N~ssanECCS MPI Nlssan ECCS MPIPEUGEOf TU9MLtZ (CDY, CDZ) N~ssanE C C S MPI TU1M/L3/L (HDY, HDZ) Nlssan ECGS SPi106 1.Ocat Ntssan ECCS SPI106 1.1 ru I MUZ IHDY, HDZ)1% 1.11cat Bosch Mono-Motronic MA3.0106 1.li cat TUl M W (HDY, HDZ) Bosch Mono-Motronic MA3 1106 1.4 Bosch Mono-Jetronic A2.2 TU3JP/L3 Magnetl-Marell1 FDGG106 1.4\ $V SOHC Rallye cat Magneti-Marelli1 AP1OE 1.41 TU2 J2UZ (MFZ) Magnet1-Marell! 8P106 1.4i cat TU3J2K {KBB) Bosch Motronic MP3.1 TJ3JPL.Q (KFZ) Bosch Motronic MP3.1IflF 1 4i cat Bosch Mono-Motronic MA3.0 TU3MCUZ (KOXJ

Index of vehicles covered 0.17Model Engine code Year System106 1.6 TUSJPL'Z (NFZ) 1991 to 1996 Bosch Motrorllc MP5.1106 1.6 TU5JPfi3 1996 to 1997 Bosch Motron~c5 21061.6 MPi TUSJPUUK [NFY) 1994to 1996 Magneti-Marelli 8P205 1.li cat TU1MU2 (HDZ) 1989 to 1992 Bosch Mono-Jetronic A2.2205 1.11 cat TU1MU2 (HDZ) 1992to 1996 Magnetl-Marelli FDGG205 1 41LC cat TL13MZ(KDZ) 1988 to 1991 Bosch Mono-Jetronic A7.2205 1 41HC cat TU3MUZ (KDY) 1991 to 1994 Bosch Mono-Jetronlc A2.2205 f 4i 1994 to 1996 TU3FM/L (KDY2) 1990 lo 1991 Bosch Mono-Motron~cMA3 0205 1 61 cat XUSMZVZ (BOY) 1992 to 1997205 1.61and AT cat XUSMBLfZ (BDY) 1989 to 1993 Magneti-MarelliBAGS XUSJAZ (DKZ) 1993 to 1997205 GTI 1.9 8V cat TU1MU2 (HDY, HDZ) 1993 to 1996 Magneti-MarelliFDGG3061.li TUIMVZ (HDY, h D 4 1993 to 19953061.li TUBMCUZ (KDX) 1994 to 1997 Bosch Molronlc 1.3306 1.4i cat TUSMCUZ (KDX) 1993 to 1997 Magnetl-Marelli FDGG TUSJPUZ (NFZ) 1993 to 1997 Bosch Mono-Motronic MA3.0306 1.41cat Xil7JPUT (LFZ) 1994 to 1997 Bosch Mono-Motronic MA3.0306 1.6 cat XU 1OJ2CUZ (RFX) 1994 tc 1996 Magnetl-MarelliFDG6 XU1OJ4UZ (RFY) 1996 to 1997 Bosch Motronkc MP5.1306 1.81Cabrio and cat XU1OJ4RS 1991 to 1994 Magneti-Mare1118P306 2.Ui Cabrio and cat TUl MUZ (HDZ) 1988 to 1991 Magneti-MarelliBP30620i 16Vcat TU3MZ (KDZ) 1991 to 1994 Bosch Motronic MP3.2306 2 01 GT-6 TU3MUZ (KDY) 1989 to 1991 Magneti-Marell1AP 10309 1 11cat XU5MZ (BDZ) 1991 to 1992 Bosch Mono-Jetron~cA2.2309 1.41cat XU5M2Ln (BDY) 1992 to 1994 Bosch Mono-Jetronic A2.2309 1.4icat XU5M3U.7 (BOY) 198B to f 992 Bosch Mono-JetronicA2.2309 1.61 cat XUSJNZ (DKZ) 1990 to 1991 Magneti-MarelliBAGS XU9J4K (D6C) 1991 to 1992 Maqneti-MarelliG5309 1.6i cat XU9J4K (D6C) 1990to 1992 Magneti-MaretliFDG6309 1.6i cat XU9J4UZ (DFW) 1988 to 1993 Boscn Motronic 1.3309 1.9 8V 1992 to 1994 Bosch Motronic 4.1309 1.9 16V DOHZ XUSMIZ (DDZ) 1989 to 1991 Bosch Molronlc 1.3309 ! 9 16V DOHC 1989 to 1991 Bosch Motronlc 1 3 TU3MCUZ (KDX) 1991 to 1992 Fenix 1 8309 1 9 16V cat XU5MZ (BDZ) 1992 to 1993 Mono Motronrc MA3.03G9 1.9 SPi cat XUSM2UZ (BDY) 1989 to f 992 Magneti-Mare111BAG5405 1.4icat XU5M3.Z (BDYj 1993 to 1995 Magneli-MarelliFOG5405 1 61cat XUSM3L)Z (BOY) 1992 to 1997 Magneti-Marelli FDG6 XUSJPUZ (BFZ) 19B9 to 1992 Magneti-MarelliFDGG405 1 6i cat XUSJPL'Z (BFZ) 1988 to 1991 Bosch Motronic 1.3405 1.61cat XU7JPVZ (LFZ) 1990 to 1992 Magneti-Marelli DCM8P13405 1.61cat XUSJNZ (DKZ) 1990 to 1992 Bosch Motronic MP5.1405 1.61cat XU9J4K (D6C) 1990 to 1991 Bosch Motronic 1.3405 1 61 cat XU9J4K (D6C) 1991 to 1992 Bosch Motronic ML4.1405 1.8:cat XU9J4/Z (DFW) 1989 to 1992 Bosch Motronlc 1.3405 1.9 8V cat XUSJZ'K (DGD) 1992 to 1997 Bosch Motronlc 1.3405 1.9 Mi16 and 4x4 16V 1992 to 1995 Bosch Motronlc MP3.1405 1.9 Mi16 and 4x4 16V XU9J2K (D6D) 1993 to 1995 Bosch Motronic MP3.1405 1.9 M116 cat XUQM/Z (DDZ) 1996 to 1997 Fenix 18405 1.9i Wldistributor XUlOJ2CUZ (8FX) Magneti-Marelli8P405 1.9i DIS XU1OJW.Z (RFY) 1998 to 1997 Bosch Motronic MP3.2405 1.9 SPi cat XU1OJ4TEUZ (RGZ) 1995 to 1997 Magnetl-Marelli AP MPi405 2.01and 4x4 8 V cat XUSJPL3(BFZ) 1995 to 1997 Magnetl-Marelli 8P405 ?.Dl 16V cat XU7JPKILGA) 1996 to 1997405 2.01 16V turbo cat XU7JP4L 1989 to 1994 Magneti-Marell1 BP406 1.6i cat 1990 to 1995 Bosch Motronic MP5 1.1 XU1OJ4RL 1995 to 1997 Bosch Motronic MP5.1.14C6 t 81 cat XU1OJ2TWL3 1993 to 1994 Bosch Motronic MP5.1.1406 1.8 l 6 V XU1OMUZ (RDZ,' 1995 to 1997 Magnelr-Marelli G5406 2.0 16V XU1OJ2UZ (RiZ) 1990 to 1995 Bosch Motronic MP3.1406 2.0 Turbo XU1OJJRUUL3 (RFV) 1990 to !994 Bosch Motronic MP5.1.1 XU1OJ2TEUZ (RGY) 1995 to 1997 Bosch Motronic MP3.2605 2.01cat XUldJ2CTEUZ (RGX) 1995 to 1997 Bosch Motronic MP3.2605 2.01 cat ZPJUZ (SFZ) 1995 to 1997605 2.0i 16V ZPJJUZ (SKZ) Fenix 38605 2.0i turbo cat ZPJ4UZ (UKZ) 1994 to 1997 Fenix 4605 2 Oi t u r h XU1OJ2CUZ (RFU) Fenix 4605 3 01cat XU1OJ2CTEUZ [RGX) Magneti-Marell1 BP-22 XUlOJ2U (RFW) Bosch Motronlc MP3.29605 0124V DOHC cat Magneti-Marelli BPI 1506 3 0124V V6806 2 0B06 2 0 TurboBoxer 2.0

0.18 Index of vehicles covered - - -Model Engine e d e Year SystemPROTON ECI-Multi- MPi ECI-Multi- MPi1.3 MPi 12V SOHC cat EC1-Multi- SEFi1.5 MPi 12V SOHC cat ECI-Multi- SEFiPersona 1.3 CompacISOHC 12V ECI-Multi- SEFIPersona 1.5 SOHC 12V ECI-Multi- SEFi ECI-Multi- SEFiPersona 1.5 Compact SOHC 1W ECI-Multi- SEFiPersona 1.6SOHC 16V ECI-Multi- SEF!Persona 1.6 Cornpad SOHC 16V Ranix SPiPersona 1.8 12V SOHC Renix SPiPersona 1.8 7 6V DOHC Renix SPI Renix SPiREMULT Reniw MPi Renix SPi5 7.4cat Renix MPI5 1.4cat b n i x SPi5 1.7i cat Renix MPI5 1.7i cat Ranlx SPI Renix SPis t .7cat Bosch SPi Ren~xSPi9 1721 cat Renix SPI Renix MPi9 1.7 cat Renix MPI11 1721 cat Renix MPI Renix MPi11 1.7-t Ren~xMPi19 1.4i cat Renix MPi19 1.4i cat Bosch SPi19 1.4cat Bosch SPi19 t.7i cat Bosch SPi19 1.7i cat auto Bosch SPi Renix MPi19 1 . 7 DOHC 16V &nix SPi19 1.7DOHC 16Vcat Renix MPi19 1.7 DOHC 16Vcat Renix SPi19 1.7i cat Renix MPi19 1.?Icat Renix MPi79 1.7i auto cat Renrx MPi19 1.81cat ar.dCabrio Henix MPi19 l.8l cat and Cabrio Renix MPi19 1.81cat and Cabrb Renin MPi19 1 .Bi cat and Cabrlo Ren~xMPi19 1.a cat Renix MPi21 1.7i cat Ranix MPi21 1.71cet Renix MPi21 1721 cat Renix MPi21 2.0 12V and 4x4 cat Renix MPI21 2.0 cat Renix MPi21 2.0 auto cat Renlx MPi21 2.0 and 4x4 Renix MPi21 2.0 and 4x4 auto Renix MPi27 2.0 TXf 12V Ren~xMPi21 2.0 turbo and 4x4 cat Renix MPi21 2.0 turbo Renix MPI21 2.0 t u r b 4x4 Renix MPi21 2.2 cat Renix MPi21 2.2 auto cat Renix MPI25 2.0 Renix MPi25 2.0 auto Renix MPi25 2.0 TXI 12V Renix MPI25 2.0 TXi 12V auto252.0TXi 12Vcal25 2.225 2.2 auto25 2.225 2.2auto25 2.2 cat25 2.2 auto cat25 2.5 V6 turbo25 2.5 V6 turbo cat25 V6 2.9i

Index of vehicles covered 0.19 --Model Engine code Year System25 V6 2.9i a d o 27W701 (8293) 1988 lo 1992 Renix MPi25V6 2.9i auto 27W709 (8293) 1992 to 1993 Renix MPi25 V6 2.9i cat Z7W706 (B29F) 1991 to 1992 Renix MPI25 V6 2.91cat auto 27W707 (829F) 1991 to 1992 Renix MPiAlpine 2.5 GTA V6 turbo Z7UC730 (D501) 1986 to 1992 Renjx MPiAlplne 2.5 GTA V6 turbo cat Z7U734 (D502) 1990 to 1992 Renix MPiAlpine 2.5 V6 turbo cat Z7X744 (D503) 1992 to 1995 Renix MPIChamade 1.4i cat (B/C/L532)C31710 1990to 1992 Renix SPiChmade 1.4i cat C3J700 1991 to 1992 Renix SPihamade 1.4 cat E7JTOO( BICR53A) 1991 to 1996 Bosch SPiChamade 1.7i cat F3N742 (X53C) 1990to 1992 Ronix MRChamade f.7i auto cat F3N743 (X53C) 1990 to 1992 Ren~xMPichumads 19 1.Ti cat F3N740 1990to 1992 Renix SPiChamade 19 1.7i auto cat F3N741 (B/C/L538) 1990 to 1992 Renix SPiChamade 1.8 cat F3P700 1992 to 1994 Renix MPiC l i 1.2 cat E7F700 (B/CIS57A/R) 1991 to 1997 Bosch SPiClio 1.2 cat E7F706 (B/C/S57A/R) 199110 1995 Bosch SPiClio 1.21 C3G720 (BICIS577) 1995 $01997 Magnetl-MarelliSPiCllo 1.4 cat E7J718 (B/C/S57T) 1991 to 1997 Bosch SPiCllo 1.4auto cat E7J719 (BICIS5Aj 1991 to 1996 Bosch SPICHo 1.4 cat E7J710 (B/C/S57B/57v 1991 to 1995 Bosch SPiClo 1.4 auto cat E7J711(B/C/S57W5m 1991 to 1995 Bosch SPiClb 16V116S 1991 to 1997 Siemens Bendix MPIClb 1.B cat F ~ P7--22 (usa7) 1991to 1997 Bosch SPi 1991 to 1994 Bosch SPiClio 1.8 cat F3P71D @/C57C) 1993 to 1996 Renix MPIClio 1.8cat F3P714 (B/C57U) Siemens Bendix MPiClio 1.8i aulo F3P712 (C579) 1995 to 1997 Siemens Bendix MPIClio 1.Bi F3P755 1995 to 1997 Renix MPiQio 1.816V DOHC F3P758 1 991 to 1992 Renix MPiCllo 1 8 16V DOHC cat F7P720 (C575) 1991 to 1996 Renix MPiCllo Wllliams 2.0 cat F7P722 (C57D) 1993 to 1995 Renix MPiEspace 2.0i TXE and 4x4 1988 to 1991 Renix MPiEspace 2.0i cat F7P 1991 to 1996 Renix MPIEspace 2.2i TXE and 4x4 cat J7RE760 (J116) 1991 to 1992 Renix MPiEspace 2.2i and 4x4 cat 1991 to 1997 Renix MPi J7R768 (J636) 1991 to 1997 Rmix MPiEspaca 2.31V6 and 4x4 cat J7T770 (J117) 1991 to 1997 Magneti-MarelliSPiEspaae 2.9i V6 and 4x4 cat d7T772 (J/S637) 1995 to 1997 Ren~xSPi Z7W712 (J638) 1990to 1995 Renix SPiEntra 1.2 Z7W713 (J638) 1992 to 1095 Bosch SPiM r a 1.4 cat C3G710 1992 to 1995Extra 1.4 cat 1992 to 1997 Bosch SPIExtra 1.4 cat C3J760 (WCiF407) 1995 to 1997 Magneti-Marelli SPi C3J762 (F407) 1992 to 1995 Renix SPiM r a 1.4 cat B D S CS~PiExpress 1.2 E7J720 (F40V) 1992 to 1995 Bosch SPi E7J724 (F40U) 1992to 1997 Bosch SPiBptess 1.4 cat C3G710 1994 to 1997 Siemens Bendix SEFiExpress 1.4 cat C3J762 (F407) 1996 to 1997 Siemens Bendix MPi E7J720 (F40V) 1994 to 1997 Reniw MPiEwprass 1.4 cat E7J724 (F40U) 1994 to 1995 Siemens MPILaguna 1-81 F3P720 (B568) 1994to 1997 Renix MPiLaguna 2.0i N7Q 700/704 1991 to 1993 Fenlx 3Laguna 2.01 F3R723/722 1996 to 1997Laguna 2.0i F3R722 1996 to 1997 Fen~x5Laguna 3.0i M 1996 to 1997 Fenix 5Mester 2.21cat Z7X760 (B56Ei) 1996 to 1997 Fenix 5Megwe 1.4 J7T782 (RxxA) 1993 to 1997 Renix MPI E7J764 (BAOE) 1993 to 1995 Renix MPiMqane 1.6 K7M 702f720 1993 to 1994 Renix MPIMegane 1.6 Coupe K7M 7021'720 1993 to 1994 Renix MPi 1993 to 1997 Renix MPiMqane 2.0 F3R750 1993 to 1995 Renix MPi J7R732 (8540) 1993 to 1997 Renix MPiS a h e 2.0i cat d7H733 (8540) 1993 to 1995 Renix MPiS a h e 2.0i auto cat J7R734 (8542) 1992to 1994Safrane 2.0i 12V cat J7R735 (6542) 1991 10 1995 Renix MPiSafrane 2.01 12V cat J7T760 (8543) Renix MPiSafrane 2.21 12V cat JiT76l (B543)Q h n e 2.2i 12V auto cat 27x722 (85443Safrane 3.0i V6 cat 27x723 (6544)Safrane 3.0i V6 aulo cat 27x722 (0544)Sefrane Quadra 3-01V6 cat F3N722 (X48E)Savanna 1.7; cat

Index of vehicles covered 0.21Model Engine code Year -emMetm 1.4i SOHC K8 1991 to 1992 Rover MEMS SPiMeto 1.4i SOHC cat K8 1991 to 1994 Rover MEMS SPi K16 1991 to 1992 Rover MEMS SPiMetm 1.41GTa W H C 16V cat K16 1990to 1992 Rover MEMS SPi K16 1990 to 1993 Rover MEMS SPIMetra 1.4 GTi DOHC f 6V K16 1991 to 1894 Rover MEMS MPiMetro 1.4 GTi DOHC 16V cat K16 1995 to 1997 Rover MEMS 1.9 MPiMetm 1.4 GTi DOHC 16V cat K16 1995 to 1997 Rover MEMS 2J SFiMGF 1.8 DOHC 16V V8 4.0 1983 to 1996 Lucas 14CUX MPiMGF 1.8 WC DOHC 16V 12AZDW5 1991to 1996 Rover MEMS SPiMG RV8 OHC 16V 12A2DF76 19Q1to 1996 Rover MEMS SPiMlnl Cooper 1.3 12A2EF77 1993 to 1994 Rover MEMS SPiMini Cooper 1.3i auto 12A2EK71 1996 to 1997 Rover MEMS SPiMini Cooper 1.3i Cabriolet 12A2LK70 1996 to 1997 Rover MEMS MPiMini l.3i 20Hf51 1990 to 1992 Lucas MPi 11CUMini 1.3 MPi 20HF52 1990 to 1992 Lucas MPi 11CUMontego 2.0 EFi cat 20HE36 1989 to 1992 Rover MEMS MPiMontego 2.0 EFi auto cat 20HE37 1989 to 1992 Rover MEMS MPiMontego 2.0 EFi V6 2.5 1986 to 1988 Honda PGM-FiMontego 2.0 EFi autoSterling V6 SOHC 24V B202i 1989 to 1990 Lucas 14CU LH-Jetronic 1988 to 1990 Lucas 14CU LH-JetronicSACLB 820225 Lucas 14CU LH1Jetronic 8202 2L 1989to t 993 Lucas 14CU LH-Jetronic9001 16V DOHC 1990 to 1993 Lucas 14CU LH-Jetronic B202i Bosch Motronic 2.10.2900 Turbo 16V DOHC B202i 1990 to 1993 Saab Trionic B202i 1993 to 1997 Bosch Motronic 2.1 0.2900 2.0 16V W H C cat B202i 1994 to f 997 Bosch Motmnic 2.1 0.2WOi t6V DOHC cat B208i 1994 to 7987 Bosch Motronic 2.1 0.2WOS Turbo cat B204L 1994 to t 997 Bosch Motronic 2.8.1 82341 1993 to f 997 Bosch LH2.4-Jetronic900 2.0i 16V DOHC B258i 1993to 1997 Bosch LH2.4.2-Jetronic900 Turbo 16V DOHC B202i 1988to 1993 Bosch LH2.4-Jetronic90Oi 16V W H C 8202 1991 to 1993 Bosch LH2.4.2-Jetronic900i 16V W H C B202 1988 to 1993 Bosch LH2.4-Jetronic900 2 . 3 16V DOHC 8202 1991 to 1993 Saab Trionic900 2.5i 24V DOHC 1989to 1993 Saab TrionicQOODi 16V cat 8202 1894 to 1987 Bosch LH2.4-Jetronic9000and CD16 1994 to 1997 Saab Trionic9000 f 6 V cat B204i 1992 to 1993 Bosch LH2.4.1-Jetronic B204S 1994 to 1997 Bosch LH2.4.2-Jetronic9000 Turbo t 6 B202S 1990 to 1991 Saab Trionic 1891 to 1993 Saab Trionlc9000Turbo 16 cat B204L 1994 to 1997 Saab Trionic9000 2.0i cat 1994 to 1997 Saab Trionic9000 2.0 Turbo cat 82341 1994 to 1997 Bosch LH2.4-Jetronid 82341 1993 Saab Direct Ignition9000 2.0 Ecopower 82341 1991 to 1993 Saab Trionlc B234L Bosch Motronic 2.8.193002.0 Turbo Intercmler B234R 1994 to 1997WOOi 2.3 cat 1995 to 1997WODi 2.3 cat 8234WOO 2.3i catWOO 2.3 Turbo cat B234L9000 2.3 Turbo cat90002.3 Turbo cat 0234EW[#) 2.3 Turbo cat 8308190002.3 Empower UP Turbo ADY 1996 to 1997 Sirnos90003.0 24V W H C ABD 1994 to 1997 Bosch Mono-Motronic ABU 1993 to 1997 Bosch Mono-MotronicSEAT ABS 1993 to 1995 Bosch Mono-Motronic ADL 1994to 1997 VAG DigifantAlharnbra 2.0 2E 1993 to 1997 VAG DigifantCordoba 1.4i SOHC 8V 1993 to 1997 Bosch Mono-MotronicCcfdoba 1.6i SOHC 8V MU 1993 to 1994 Bosch Mono-MotronicCwdoba 1.8i SOHC 8V 1994 to 1897 Bosch Mono-MotronicCordoba 1.8i 16V AAV 1993 to 1997 Bosch Mono-MotronicCwdoba 2.0i SOHC 8V 1993 to 1995 Bosch Mono-MotroniclMza 1-05SOHC 8V ABDlbiza t.3i US83 ABUlbiza 1.4i SOHC 8V ABSlbiza 1.6i SOHC 8Vlbiza 1.Bi SOHC BV

Model Engine code Index of vehicles covered 0.23TOYOTA 3s-FE Year 3s-FECarny 2.0i OHC 5s-FE Toyota TCCSCamry 2.0i OHC 4WD 5s-FE Toyota TCCSCamry 2.2i 16V DOHC cat 2VZ-FE Toyota TCCSCamry 2.2 16V DOHC 3VZ-FE Toyota TCCSCamiy 2.3 V6 OHC cat 1MZ-FE Toyota TCCSCarnrj 3.0i V6 24V DOHC cat 4A-FE Toyota TCCSCarnrj 3.0 V6 DOHC 4A-FE Toyota TCCSCarina E 1.6i 16V DOHC 7A-FE Toyota TCCSCarina E 1.61 16V DOHC cat 1S-E Toyota TCCSCarina E 1.8 16V DOHC 3s-FE Toyota TCCSCarina II 1.8i OHC 3s-FE Toyota TCCSCarina II 2.Di OHC & cat 3s-GE ~ o y o t aTCCSCarina E 2.01 DOHC cat 7A-FE Toyota TCCSCarina E 2.0i DOHC cat 3s-GE Toyota TCCSCelica 1.8i 16V DOHC 3s-GE Toyota TCCSCelica 2.0 16V DOHC & cat 3s-GEL Toyota TCCSCelica 2.0i 16V DOHC 3s-GTE Toyota TCCSCelica 2.0 16V DOHC 3s-GTE Toyota TCCSCelica 2.0 GT-4 turbo 16V cat 5s-FE Toyota TCCSCelica 2.0 GT-4 turbo 16V cat SM-GE Toyota TCCSCelica 2.2i f 6V DOHC cat 2E-E Toyota TCCSCelica Supra 2.8i OOHC cat 4E-FE Toyota TCCSCorolla 1.3i OHC cat 4A-GEL Toyota TCCSCorolla 1.3i 16V DOHC cat 4A-GE Toyota TCCSCorolla 1.6 GT OHC 4A-GE Toyota TCCSCorolla 1.6 GT coupe OHC 4A-GE Toyota TCCSCorolla 1.6 GTi OHC & cat 4A-GE Toyota TCCSCorolla 1.6 GTI OHC 4A-FE Toyota TCCSCorolla 1.6 GTi OHC cat 4A-FE Toyota TCCSCorolla 1.6i and 4x4 OHC cat 7A-FE Toyota TCCSCorolla 1.6i t 6 V DOHC cat 2RZ-E Toyota TCCSCorolla 1.8i 16V DOHC cat 2RZ-E Toyota TCCSHi-Ace 2.4i OHC SVZ-FE Toyota TCCSHi-Ace 2.4i 4x4 OHC 1FZ-FE Toyota TCCSLand Cruiser Colorado 4A-GEL Toyota TCCSLand Cruiser 4.5 3s-GE Toyota TCCS 3s-FE Toyota TCCSMR2 1.6 OHC 5E-FE Toyota TCCSMR2 2.0 16V DOHC GT cat 3s-FE Toyota TCCSMR2 2.0 16V DOHC cat 2TZ-FE Toyota TCCSPaseo 1.5 3s-FE Toyota TCCSPicnic 2.0 16V DOHC 2E-E Toyota TCCSPrevia 2.4i 16V DOHC cat 4E-FE Toyota TCCSRAV 4 2.0i 16V DOHC 7M-GE Toyota TCCSStarlet 1.3i 12V SOHC 7M-GE Toyota TCCSStarlet 1.3 16V OOHC 7M-GTE Toyota TCCS 2JZ-GTE Toyota TCCSSupra 3.0i 24V DOHC 2TZ-FESupra 3.0i 24V DOHC cat 3VZ-E Toyota 01sSupra 3.0i Turbo DOHC DIS catSupra 3.0i Turbo DOHC DIS cat Toyota DISTarago 2.4i 76V DOHC cat Toyota TCCS4-Runner 3.0i 4wd V6 SOHC 12V cat Toyota TCCSVAUXHALL GM-Multec CFi-he GM-Multec MPiAstra-F 1.4i cat GM-Multec MPi-DISAstra-F l.4i cat GM-Multec ZE CFiAstra-F 1.4i cat GM-Multec CF1Astra 1.4i cat GM-Multec-S MPiAstra-F 1.4i GM-Multe~CFIAstra-F 1.4i 16VAstra-F 1.6 cat GM-Multec CFiAstra Van 1.6i cat GM-Multec MPiAstra-F 1.6i cat GM-Multec CFiAstra-F 1.6i GM-Multec MPiAstra-F 1.61cat

Index of vehicles covered 0.25Model Engine code Year System Corsa-0 and Combo 1.2i C12NZ 1993 to 1997 GM-Multec CFi Corsa-B 1.2i E-Drive X12SZ 1993 to 1997 Multec ZE CFi Coma 1.4i cat C14NZ 1990 to 1993 Corsa-B 1.4i and Van C14NZ 1993 to 1997 GM-Multec CFi Corsa 1.4i cat C14SE 1993 to 1994 GM-Multec ZE CFi Corsa-B 1.4i and Van C14NZ 1993 to 1996 GM-Multec MPi Corsa-B 1.4i 16V XI 4XE 1995 to 1997 GM-Multec CFi Corsa-Band Combo 1.41 X I 4SZ 1996 to 1997 GM-Multec XS Corsa 1.4i cat C14SE 1992to 1993 GM-Multec CFiCorsa 1dl cat C16NZ GM-Muttec MPi Corsa 1.6i cat C1GSE GM-Multec CFi Corsa 1.6i cat GM-Multec MPi Corsa-A l.6i SPi cat Cl6SE GM-Multec MPi Corsa-0 1.6 GSi GM-Multec ZE CFi Corsa 1.6 MPi cat C16RIZ GM-Multec MPiC o w - B 1.6i C16XE Bosch Motronic 1.5 Fmntera 2.0i cat SOHC C1GSEI GM-Multec XS Frontera2.0i X I 6XE Bosch Motronic 1.5 Frontera2.2i C20NE Bosch Motronic 1.5.4 Frontera2.4i cat CIH XPOSE Bosch Motronic 1.5.4 Kadett-E 1.4i cat X22XE Bosch Motronic 1.5 Kadett-E1.6 cat C24NE GM-Multec CFi Kadett-E 1.8i cat C14NZ GM-Multec CFiKadett 2.0i C16NZ GM-Multec CFiKadett 2.0i Cl8NZ Bosch Motronic ML4.1Kadett GSi 8V 2.0i SOHC ZONE Bosch Motronic ML4.1Kadett 2.0i cat SOHC 20SEH B O S CM~otronic 1.5Kadett 2.0i 16V DOHC 20SEH Bosch Motronic 1.5Kadett 2.0i 16V DOHC cat C20NE Bosch Motronic 2.5Kadett 1.6 cat C20XEJ Bosch Motronic 2.5Nova 1.2i cat C20XE Multec ZE CFiNova 1.4i cat C16NZ GM-Multec CFiNova 1.4i cat Cl2NZ GM-Multec CFiNova 1.6i cat C14NZ GM-Multec MPiNova 1.6i cat C14SE GM-Multec CFiNova 1.6i cat C16NZ GM-Multec MPiNova 1.6 MPi cat C16SE GM-Multe MPiOmega-B 2.01 ~~l S E Bosch Motronic 1.5Omega 2.0i C16SEI Bosch Motronic 1.5.4Omega 2.0i SOHC XPOSE Bosch Motronic ML4.1Omega 2.0i SOHC cat 20SE Bosch Motronic 1.5 20SE Bosch Motronic 1.5Omega 2.0i SOHC cat C20NE Bosch Motronic 1.5 C20NEJ Simtec 56.1Omega-B 2.0i 16V XSOXEV Simtec 56.5Omega-B 2.0i 16V XPOXEV B o s h Motronic 1.5Ofiega 2.4i CIH cat C24NE Bosch Motronic 2.8.1Omega 2.5i X25XE Bosch Motronic 1.5 C26NE Bosch Motronic 2.8.1Omega 2.6i CIH car X3OXE Bosch Motronic 1.5 C30NE Bosch Motronic 1.5Omega 3.0i , C30SE Bosch Motronic 1.5Omega 3.0i CIH cat CBOSEJ Bosch Motronic 1.5Omega 24V DOHC cat C26NE Bosch Motronic 1.5Omega 24V DOHC Estate cat C30NE Bosch Motronic 1.5Senator 2.6i CIH cat C3OSE Bosch Motronic 1.5Senator 3.0i CIH cat CBOSEJ GM-Multec MPiSenator 24V DOHC cat XI 4XE GM-Multec MPiSenator 24V DOHC Estate cat X16XE GM-Multec CFiTigra 1.4i 16V C16NZ GM-Multec CFiTigra 1.6i C16NZ2 GM-Multec ZE CFiVectra 1.6i cat E l6NZ GM-Multec ZE CFiVectra 1.6i cat X16XZ GM-Multec SPiVectra 1.6i & cat X16SZR GM-Multez-S SEFiVectra-A 1.6i E-Drive XI 6XEL GM-Multec CFiVectra-6 1.6i C l aNZVectra-B 1.6i 16VVectra 1.8i cat

0.26 Index of vehicles coveredModel Engine code Year SystemVAUXHIlLL (Continued) S~rntec56.5 Simtec 56.5Vectra-8 1.8; 16V Bosch Motronic ML4.1Vectra-B 2.0i 1BV Bosch Motronic 1.5V ~ t r 2a.0i Bosch Motronic 1.5Vectra 2.0i cat Bosch Motron~c1.5Vectra 2.0 SOHC Bosch Motronic 1.5VeMra 2.01and 4x4 SOHC Bosch Motronic 2.5Vectra 2.0i SOHC cat Bosch Motronic 2.5Vectra GSi 200016V DOHC Sirntez 56.1Vectra 2.0 16V 4x4 DOHC cat Basch Motronic 2.7Vectra-A 2.01 16V Bosch Motronic 2.8Vectra-A Turbo cat Bosch Motronic 2.8.3Vectra-A 2.51 24VVectn-6 2.3 V6 Magneti-Marelli 1AV VAG DigifantVQLKSWAGEN AEE VAG Digifant AAC VAG DigifantCaddy Pick-up AAC Bosch MotronicCaravelle 2 .Di and cat ACU VAGCaravelle 2.0i cat AES Bosch KE-Motronic 1.2Caravells 2.51 PG SimosCaravelle 2.8 9A Bosch Motronic 2.9Corrado 1.8i ('360 supercharger) cat ADY VAG Digdant ABV Bosch Mono-Motronic 1.2.1Corrado 2 .O16V 2E Bosch Mono-Motronic 1.2.3RCorrado 2.0 BV Bosch Motronic MP9.0Corrado VR6 AAV Bosch Mono-Motronic 1.2.3Corrado 2.0i cat ABD Bosch Mono-Motronic 1.3 AEX Bosch MotronicGoH 1.31cat ABU Magneti-Mawlli 1AVGoH 1.4i cat Simos 452Golf 1.4i Am Bosch KE-JetronicGolf 1.6i cat 8osch KE--Jetronic AEK Bosch KE-JetronicGolf 1.6i cat Bosch Motron~c2.9 MPiGolf 1.6i AEE Bosch Mono-Motronic 1.2.3Golf 1.6i 8V AFT Bosch Mono-Motronic 1.2.2Golf 1.6 8V GX Bosch Mono-MottonicGolf 1.8i GX Bosch Mono-Jetron~cA2.2Golf 1.Bi cat PL VAG OigifantGolf 16V cat VAG Digkfant ABV SimosGolf Syncro 2.9 AAM Simos 4S MPiGolf 1.81cat ABS Bosch Motronic2.7Goif 1.8i cat ADZGolf 1.8i and 4x4 RP Bosch KE-JetronicGolf 1.8i cat 2EGolf 2.0i cat ABF Bosch Mono-Jetronic A2.2Golf 2.0i 16V cat Bwch KE-JetronicGolf 2.01 ADY Bosch KE-Jeti-on~cGolt 2.0 AGG Bosch MotronicGotl VR6 A4A 8osch Mono-JetrontcJetta 16V cat Bosch KE1.2-MotronicJetta 1.8i cat FL Bosch M2.9MotronicJetta 1.8i RP Bosch KE-JetronicJetta 1.8i catLT 2.3 GX Bosch Mono-Jetrgnic A2.2Passat 1.6i cat Bosch Mono-Motronic 1.2.1 GX Bosch Mono-Motronic 1.2.1Passat 16V cat AGL Bosch Mono-Motronic 1.2.1Passat 1.6; 1F Bosch Mono-Motronic 1.2.3Passat 1.8 cat Bmch Mono-Motronlc 1.2.3Passat 1.8i and cat 9A Bosch Mono-Motronic 1.3Passat 1.8i AEK Bosch Mono-Motronic 1.2.1Passat 1.81 and cat JN Bosch Mono-Motronic 1.2.1Passat 1.81cat RPPassat 1.81cat RPPassat 1.8i cat RPPassat 1.8i cal AAMPassat 1.8; AAMPmsa?i.8i AAM AAM ABS AAM

Index of vehicles covered 0.27Model Engine code Year System Passat 1.81 ABS 1991 to 1992 B o s h Mono-Motronic 1.2.1 Pasat 1.8i ABS 1992 to 1994 Bosch Mono-Motronic 1.2.3 Passat 1.8i cat ABS 1992 to 1994 Bosch Mono-Motronic 1.2.3 ADZ 1994 to 1997 Bosch Mono-Motronic 1.2.3Passat 1.8i cat ADY 1994 to 1996 Simos Passat 2.0 and Syncro AGG 1995 to 1997 Simos MA 1991 to 1993 Bosch Motronic M2.7/2.9 Passat 2.0i 2E 1992 to 1994 VAG Digifant Passat VR6 ABF 1994 to 1995 VAG Digifant Passat 2.0i and 4 x 4 cat AAA 1993 to 1996 Bosch Motronic M2.7/2.9 Passat 2.0i cat ABV 1994 to 1996 Bosch Motronic M2.9 Passat 2.8 VR6 AAK 1989 to 1990 Bosch Mono-Jetronic A2.2 Passat 2.9 Syncro AEV 1994 to 1997 Bosch Mono-Motronic 1.2.3 Polo 1.OSi cat AAU 1990 to 1993 Bosch Mono-Motronic 12 . 1 Polo 1.0i cat AAU 1993 to 1994 Bosch Mono-Motronic 1.2.3 Polo 1.05i cat AAV 1991 to 1994 Bosch Mono-Motronic 1.2.3 Polo 1.05 cat ADX 1994 to 1995 Bosch Mono-Motronic 1.3 Polo 1.3 cat AEX 1 996 to 1997 Bosch Motronic MP9.0 MPi Polo 1.3i cat 1F 1996 to 1997 Bosch Mono-Motronic Polo ClassicICaddy 1.4 AEX Bosch Motronic MP9.0 Polo ClassicICaddy 1.6 AFH 1 995 to 1997 Magneti-Marelli1AVPolo 1.48V 44kW AEE 1996 to 1997 Magneti-Marelli1AVPolo 1.416V AFT 1995to 1997 Simos MPiPolo 1.6i 8V AEA 1 996 to 1997 Bosch Mono-Motronic 1.3Polo Classic 1.6 8V JN 1994 to 1996 Bosch KE-JetronicPolo 1.6i cat ADY 1984 to 1988 SirnosSantana 1.8 cat AAA 1995 to 1997 Bosch Motronic 3.8.1Sharan 2.0 AAC 1995 to 1997 VAG DigifantSharan 2.8 AAF 1991 to 1997 VAG DigifantTransporter 2.01and cat ACU 1991 to 1995 VAG DigifantTransporter 2.5i cat AES 1994 to 1997 Bosch MotronicTransporter 2.5i cat ABD 1996 to 1997 Bosch Mono-Motronic 1.2.3RTransporter 2.8 AEX 1992 to 1995 Bosch Motronic MP9.0Vento 1.4i cat AEE 1995 to 1997 Magneti-Marellif AVVento 1.4i ABU 1995 to 1997 Bosch Mono-Motronic 1.2.3Vento 1.6i 8V AEA 1993 to 1994 Bosch Mono-Motronic 1.3Vento t .6i cat AEK 1994 to 1995 Bosch MotronicVento 1.6i cat AAM Bosch Mono-Motronic 1.2.3Vento 1.6i ABS 1994 to 1995 Bosch Mono-Motronic 1.2.2Vento 1.8i cat ADZ 1992 to 1997 Bosch Mono-MotronicVento 1.81cat ADY 1992 to 1994 SimosVento 1.81and 4x4 AAA 1994 to 1997 Bosch Motronic 2.7/2.9Vento 2.01 2E 1994 to 1997 VAG DigifantVento VR6 1992 to 1997Vento 2.01 cat 1992 to 1994VOLVO Bosch LH2.4-Jetronic Bosch LH2.4-Jetronic240 2.0i cat Bosch LH2.4-Jetronic240 2.3 cat Bosch LH2.4-Jetronic240 2.3 cat Fenix 1 or 3.2240 2.3i cat ' Fenix 1 or 3.2400 1.7i SOHC Fenix 3B400 1.7i SOHC cat400 1.71SOHC 8V Fenix 36400 1.7i SOHC 8V cat Fenix 3BF SPi400 1.81SOHC cat400 f.8i SOHC cat Fenix 3BF SPi400 2.0i SOHC 8V cat Fenix 36 MPi400 2.0iSOHC 8V cat Fenix 36 MPi440 1.6iSOHC 8V460 1.6i SOHC 8V Fenix 38 MPi740 2.0 cat740 2.3116V cat Fenix 38 MPi740 2.3 Turbo cat Bosch LH2.4-Jetronic740 2.3 Turbo cat Bosch LH2.4-Jetronic760 2.3 Turbo cat Bosch LH2.4-Jetronic Bosch LH2.4-Jetronic760 2.3 Turbo cat Bosch LH2.4-Jetronic Bosch LH2.4-Jetronic

Om28 Index of vehicles coveredModel Engine code Yeer SystemVOLYO (Continued) Bosch LH3.2-Jetronic850 2.0i 20V Bosch LH3.2-Jetronic850 2.5i 20V850 2.0 20V Turbo Bosch Motronic M4.3 SEFl850 T5 DOHC 20V850 T-5R Bosch Motronlc M4.3 SEFl850R Bmch Motronic M4.3 SEFl850 2.0i 10V SOHC850 2.5i 10V SOHC Bmch Motronic M4.3 SEFl900 2.31 LPT Turbo Fenix 5.2 SEFl940 2.0i cat Fenlx 5.2 SEFl Bosch LH2.4-Jetronic940 2.3 Bosch LH2.4-Jetronic Bosch LH2.4-Jetronic940 2.0i Turbo cat Bosch LH2.4-Jetronic

Chapter 1Introduction to Self-DiagnosisContentsAdaptive control function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Function of the Self-Diagnosissystem . . . . . . . . . . . . . . . . . . . . . . . 2 Limited Operating Strategy (LOS) - \"limp-home\" mode . . . . . . . . . . 3 effective operation of vehicular engines was were introduced in California by Californian ,, , ,,, , a c c e p t 4 and argued by the California Air State Government under the \"Clean Air Act\" to Resourcw Board (CARB). By 1968 regulations restrict pollutant emissionsfor passenger cars., ,, , , , ,A ,,, The objective of the Self-Diagnosis (SD) Perfect Dioxidefunction (sometimes termed On-Board combustion WaterDiagnosis or OBD) is to minimise pollutantemissionsfor motor vehicles. Self-diagnosis is Hydrocarbons lncomplete Waterthe basis for controlling engine performance Hydrocarbons combustionin order to provlde the most effective tiWMconditions for efficient operation. 1.1 Combustion chartHeynes Engine ManagementTechbook A general knowledge of enginemanagement system (EMS) operation and ofthe chemical sequences of combustion forinternal combustion engines will help explainwhy and how SD has become such animportant part of the modern vehicle. Refer tothe companion volume \"Automotive EngineManagement and Fuel Injection SystemsManual\" (Book No 3344, available from thepublishers of this title) for a description of theoperation of the modern EMS.The chemical sequence ofcombustion Fuels for spark ignition and diesel enginesconsist of various hydrocarbon compounds,which combine with the oxygen of the intakeair. Nitrogen and other residual gases alsocombine during the combustion process. Withperfect cordbustion, no toxic substanceswould be produced. Under actual operatingconditions, non-toxic exhaust gases such asnitrogen (N,), water vapour (H,O) and carbondioxide (CO,) join the toxic products ofincomplete combustion. Toxic substances inexhaust gases include carbon monoxide(CO),partially-unbumt hydrocarbons (HC), nitrogenoxides, sulphur dioxide (SO,), leadcompounds and soot (see illustrations 1.1and 1.2). The high concentratlonof pollutantsresulting from vehicle emissions are known tobe causing health problems, notablyrespiratory illnesses, and also haveenvironmentally-damaging effects. The idea that toxic emissions should bereduced while maintaining or improving the

112 Introductionto Self-Diagnosis Pollutants 1.0 Water Vapour 12.7 Argon andOxygen 0.7- Dioxide 12.1 HZ9688 'd I -1.2 Pollutant chart showing the percentage of toxic smlssions in 1.3 18-pin Self-Diagnosis connector 1.OW of exhaust gasConfrol functions, monitoring A brief definition of Additional flashingfunction of the SDand dlagnosflc communicafion SeM-Diagnosis (SDl warning light. Monitoring o ffunctionsand components, By 1978 the first Engine Management The Self-Diagnosis tunction checks tho not only for defects,but also for ensuring signals from the ECM circuits against a set of adherence to emission vafues.Systems were developed, f~rstappearing as control parameters. If a signal does not liethe Bosch Motron~cwhich was fitted to the with~nthe bounds of the control parameters, In addition to storing faults as a digital an lnternal fault rs stored In ECM memory. TheBMW 7321. Englne management serves the stored faults are represented in the main by code, the operating conditions are also codes termed \"Fault Codes\". When the fault stored in the so-called \"FreezeFrame\".purpose of enabling the engine components The contents ofthe fault memory must beto operate effectively by means of an codes are retrieved from the ECM they capable of being retrieved by a FaultEtectron~c Cantrot Module (ECM) which C d e Reader instead offiash Codes. become an invaluable aid to diagnosis. Note: Systems designed fo OED /I arecontrols, monitors and in some cases adapts equipped with a 16-pin SD connector Standardisation of (see iIIustrution 1.3).to ensure that tha most efficient levels of On-Board Diagnosis (OBDJ The monrtoring funct~on of engtne management systems has also beenengine operation can be expected. On-board Diagnosis established three extended and regulated. OBD I1 calls for the essent~al criteria for manufacturers and The EMS soon evolved to include a Self- vehicle technicians/eng~neersto ensure that cantinuo~~smonitoring of the following vehicles contorm from model year 1988. First, components and areas:Diagnosis (SD)function whlch not only vehicles must be eau~ppedwith an electronjc Combustion.controls and monitors components of the SD system. Second, any faults (malfunctions) Catalytic convemr.engine system but alsa enables the driver ort e c h n c ~ ato~ identify faults that are otherwise relevant to exhaust emissions must be Oxygen sensor.difficult to detect. This was achieved by the Secondary air system.invention and application of a data djsplayed by means of an SO warning light Fuel evaporation system. Exhaust-gas recirculation (EGR) system.communication system, and the introduction installed on the instrument panel. Third, theof a computertsed memory into the ECM. fault must be recorded in ECM fault memory, Diesel englnes are subject to the same and may be retrievable with the aid of a Fault regulations and objectives, but obviouslyFaults could then be stored in ECM memory Code Reader (FCR),or via Flash Codes. different components, such as glow plugs, are monitored to interact with the relevantand retrievedat a latsr time. On some models, From 1988 to 1991 the Internationala self-diagnostic warning light illuminates to Standards Orgarusation drafted and updated technology employed on each system. 150 9141 to IS09141-2, which attempts to The ISO, the SAE and a plethora ofgive warning of a fault, or the tight can be standardise: transport and environmentally-concernednon-used to display the stored faults as a series of The SD plug connection.flashes. A 1981 Caditlac was the first vehicle governmental organisations have argued forto which an ECM with self-diagnosis was The diagnostic equipment and its range of further and consistent regulations. The USfitted, and the system was Bendix Digital. diagnoses. \"Clean Air Acts\" have adopted the CAR8 The contents of the protocols. standards as a mmirnurn level of protectionfor Since the early 1980s, the evolution of the pudic health and welkbeing; similar legbslationEMS has been relatively quick, and most The extent of data lo be exchanged, has been brought into be~ngby many local sndvehicle manufacturers now equip their These were based on the regulations for national governments since 1968. Thevehicles with an EMS that only bears some America. However, these agreed requirements Introduction of catatytic converters. fuel5maU resemblance to the early systems. Not are now being adopted by European govern-only are the most recent Engine Management mer.tsand governments of all five continents injection systems, the increased use of vehicleSystems almost universally fitted with a self- in consultation with veh~clemanufacturers. diesel engines and of unleaded petrol enginesdiagnosis capability, but many automatic More requirements were laid down by a during the past 30 years, has made furthertransmissions, anti-lock brak~ngsystems positive contributions to reducing the(ABS) and supplementary restraint systems second regulation, 060 11, whlch was applied(SRS, typically airbags) controlled by ECMs problemswhich arise with pollutant emissions.have self-dragnosis. An adaptive capability from model year 1994. Diesel engines werehas been ~ntroducedso that componentoperation is cont~nually monitored and also subject to the OSO requirements as of model year 1996. The additionalrequirementsadjusted for optimum performance. are as follows:

lntmductionto Self-Diagnosis 103Eumpean On-Board Diagnosis m~Ktureproblemsand the probable number of Interference (RFI) that may disrupt the EMS or different codes that could be generated. cause spurious (erroneous) codes to beIEOW generated. A disrupted EMS may result In As the EMS evolves, many more erratic ECM ooeration. European vehicle manufacturers await the cornwnen:s will be controlled and monitored introduction of a European On-Board Umited range or out-of-rangesensorsOiagnosis (EOBD) def~nit~onw, hich will by the ECM, and the SD function w~lclertainly strengthen the IS0 914 t -CARB definition,and extend to cover these additionalcomponents. If the sensor remains wi?hin its design that Is expected to be introduced by the 2000 Th~sbook is mainly concerned with testing parameters,even if the permeters are incorrect millennium.A Europe-wideworktng party is in areas that relate to the engine, although all for certa[n operating conddions, a fault o d e will axistence to determine the details of the not be stored. For example, a faulty coolanl EOBD standards. EOBD is likely to include codes generated by ancillary systems such as t'emp6mturesensw will cause a fauk code to be rimy of the OBD II conditions, but additional the air conditioning and automatic rnasuresare also being considered. transmission wilt be listed in the Fault Code qeneratnd if it is open-circuit or shorted to tables appearing In each Chapter.hfl-Diagnosis function earth. However, if the sensor resistance does Urnitations to Self-Diagmsis not change during a temperature change, a The Self-bagnosis (SD) function code may not be generated, although the (sometimes termed On-Board Diagnosis or There are some limitations to Self- engine will Indeed run badly at some OBO) of the modern Engine Management Diagnosu, and some sensor faults may not temperatures. 'The majority of current SD System continualtyexarnlnesthe signal values necessarilycause a code to be stored. Faults systems would not recognise a fault m thisfrom the various engine sensors and in components for which a code is not instance because the signal would remainactuators.The signals are then cornpard wilh available or for conditions not covered by the within the control parameters. The nextpre-programmed control parameters. The d~agnosticsoftware wlll not be stored. This paragraph describes poss~blemethods ofcontrol parameters may vary from system to also means that mechanical problems and overcoming this particular problem.system, and could include upper and lowermeasurement values, a speciftc number of secondarj ignition circuit (HT)faults are not lmalausible sicmalswoneous signals within a pre-determinedtlme period, implaus~blesignals, signals directly covered by the SD system. However, The software in some newer systams ISouts~de of adaptwe limits, and other side-eHecls from, for example, a vacuum leak becoming more sophisticated, and may checkparameters determined by the system or faulty exhaust valve will create mixture and for a change in vokage or current over a perioddtrsigner or vehicle manufacturer. If the signal idle problems, which may cause appropriatevalue IS outside of the conlrol parameters (for codes to be stored. The tnck then is to relate oi tlrne. If the s i g n ~olutput does not change asexample a short-circuit or an open-circuit), theECM determines that a fault is present, and the fault code to the engine condrtion - engine expected, a fault wrH be stored. Also, earlierstores a coda In ECMfault memorj. systems would generate a fault code if a checks may I% necessary to aid diagnosis in particular circhlt was outside of the control Early SO systarns were capable of parameters without reference to other data or this respect. circuits. More modern systems may considergenerating and storing no more than a handful In addition, a fault code generally only ths output from several components, andof cMes. However, 10 years on, many of the relate one s~gnatlo another. A fault code maymore advanced systems can generate 100 or points to a faulty circuit. For example, a codemwe codes, and this may sharply increase il?dicatinga CTS fault may be caused by a be generated based upon the plausibilrtyof theover the next decade as snglne management faulty coolant temperature sensor, a wiring signal when related to a number of otherbecomes capable of diagnosing many more fault or a corroded connector. signals. For instance,if meengine speed mPM)fault conditions. Some vehicle systems are capable of storing is increasing, the throttle position sensor (TPS) For exarnpk, in one SD system, a s;mple indicates a wide-open throttle, yet the airflowd e may be generated to cover a!l possible faults that occur intermittently - others are not. sensor (AFS) does not indicate an increase infault conditions that could affect a particular airflow, the AFS signal could be consideredcrrcuit. in anotper SD system, several codes In some instan-, a fault code may be lost the implausibleand a c d e would be generatd.may be generated to cover various fault moment that the ignition is switched off; careconditions, and this could pinpoint the reason should be taken when retrieving codes or Many vehicles are equipped with an SDfw the tault in that part~culasrensor. Ifwe use investigatingfaults in this kind of system. warning light, usually located in the instrumentthe Coolent Temperature Sensor {CTS) circuit panel on the facia (see lllustretions 1.4 toas an example, the first code may be The smart technician will use the fault code I.0).Alternatively, an LED may be set into thegenerated as a general CTStault. Other ccdes casing of the ECM. Onoe the ignition is turnedmay be generated to indicate an open or inas a starting point, and as such, it can c.luicklv. on, the warning light or LED will illuminate.short-circuit. In additinn, codes that indicate aweak or a rich m~nturecondition may be point hlrn the right direction. On the othergenerated as a consequence of thls particular hand, absence of a code may not always becomponent failure. Where the ECM practises indicative af a fault-free system, and careadaplive control around the ideal mixture shoubd be exercised during diagnosis.ratio, a fault may cause the adaptive limlts tobe exceeded, and even more codes may be Spurious signalraised. However. on determination of such afault, the EMS will certainly move into LOS or Faulty HT s~gnals or faulty electrbcal\"limp-home\" mode - this will reduce the componerlts can create Radio Frequency 1.4 A typical SD wemino light located Inthe insbment panel

1e 4 Introductionto Self-Diagnosis retr~evai routine. Although manual coae retnevlng (described below) rs possible In most early systems, the practice IS dy~ngout; mcst modern systems allow retr~evav\ ia an FCR alone. FCR or Scanner ? The professional tool used for retrieving codes from SD systems on motor veh~clesin the UK is termed a Fault Code Reader. However another term sometimes used IS \"Scanner\". The \"Scanner\" term originated in the USA, and defrnes a tool that \"scans\" data, as dlstinct from a tool whose sole function 1s 1.5 A second typical SD warning light 1.6 Typical appearance for a to \"rel:~eve\"data. Real~sticallyt.he terms can located in the instrument panel SD warning light be used interchangeably to descrlbe code- retrieving equ~pment.Generally, we will useThis serves as a check that the light circu~4ls Other SD functions the term FCR to descr~bethe code-readingfunctional After the engine has started, the To a large degree. the format ar,d type of equlprnent covered by this book.light should ext!ngulsh and remaan off so longas the SD system does not detect a fault. If dala to be output is determined by the vehlcle Manual fault codethe ECM detemlnes that a detectable fault ispresent, the warning light IS turned on. The manufacturer (VM). The fuvction of the FCR or retrieval (\"Flash Codes\")light remains turned on until the detectablefault is no longer present. If the fault clears, manual code extraction routlne is to initlate Some of the early SD systems allowedthe light will usua\!y turn off, allhough thecode itself may remaln stored until the ECM the VM's program and to make the best of ~naouacl ode retrieval.Although qulte useful asfault memory is cleared. A fault in some what is actually ava~lable.In other words, if a \"quick-and-dirty\" method of accessingsystems may tJe classified as a minor fault the VM does not make certa~nlnforrnat~onand although the ECM will log the presenceof available, then it is not possible to access codes without sophisilcated equipment,the fault, the light may not be turned on. manual code retrieval is Irrn~ted,slow and such information through the serial port. Not all vehicles utihse a warning light: In addition to code retrieval and code prone to error. In addition, it is not possrble tosystems w~thoutone will require interrogation retneve codes that are transmitted at Ine h~gh clearing, a number of other functions are oftenby a FCR or Flash Code d~splayby manual trar~sfer rates seen In modern syslems.means to detenn~newhether a fault 1s stored available through SD,as l~stedbelow: Typically, manual code relrieval is initiated by using a jumper lead to br~dgecertain terminalsor nclt. Code retrieval. III the SD connector. The codes are thenFast and slow codes Code clearing. displayed by the flashng of the Instrument Codes transmitted by an ECM may be Actuator and component testlng. panel warning light, or on :he LED set into thedesignated as \"slow codes\" or \"last codes\". Service adjustments.Slow codes are fault codes wh~chare emrtted ECM casing (where these components areslowly enough to be displayed on an LED or ECM coding. fittd). Codes oLtained in th~sfashon are often Obtaining Datastream. ternled \"Flash Codes\"(see iltustrations 1.7 toon a facia-mountedwarning light. Fast codes Flight recorder function. 1.9). By counting the flashes or meter sweepsare digital fault codes that are too fast to beoisplayed on the LEO or on the warning light. Note: Not all of the above functions are and referr~ngto the Fault Code table in earnA d~gltalFCR instrument is required for available in all systems, and an FCR willcaptur~ngtast codes. be necessary for many of the more Chapter, faults can thus be detennined.Where an SD light or LED is not fitted, an 1-ED diode advanced functions. Fault code mtrieval or a voltmeter (see Warning No 5 in the Fault codes can be retneved from the ECM Reference Section at the end of this book) via an SD output termrna! (sometimes known can be used In some systems. as a Ser~alPort), by connecting a suitable Fault code clearing Fault Code Reader or by trigger:ng a manual There are a number of methods used by the vehicle manufacturers to clear fault memory1 second flashos Short pause over the years. Mid-198Ds systems d ~ dnot retain codes, and were aulornalically cleared once the ignttron was t~rrnedoff. Soon the1.5 second pause ECM fault memory was provided with a between codes permanent battery voltage that allowed codes and other data to be retained aRer the ignrtion was turned off Codes generated b y these systems are normally cleared with an FCR (preferredmethod), altnough a manual routine is often possible. Removing a battery lead or the ECM multi-plug may also clear the codes from memory. Some of the lalest types of systems utflise non-volatile memory Non- volatile memory retarns data even afler the battery has been d~sconnected,and code(Example of codes 12 and 23) clearing must be effected w ~ t hthe a~col f an FCR {seeilluslration 1.19).I- INoie: Codes should always be cleared after1.7 Representation of typical 2-digit flash codes as display& on an SD warning light or component tests or after repairs ~nvolvingtheLED. The duration of the flashes are the same for units and tens. removal 61 an EMS corhponert

Introduction to Self-Diagnosis 1*5Clearing codes manually Multiples of 10 indicated by Units indicated It is often possible to clear fault codes byin~tiat~nagmanual rout~nesirnrlar to that usedto retrieve flash codes.Actuator and component testing The FCR can be used to test the wiring and 12 32components In certain actuator circu~ts.Forexample, the idle speed control valve (ISCV) (Example of codes 12 and 32) HAcircult could be energlsed. If the valveactuates, this proves the Integrity of that 1.8 Representation of typical 2-digit flash codes as displayed on an SD warning light orcircuit. Depending on the system (it is not LED. The flash duration is longer for the multiples of ten, and shorter for the single unitspossibleto test a particular actuator unless theroutine has been designed into the SD 1 second flashes 1.5 second pausesystem), possible circuits include the fuelInjectors,relays. ISCV, and emission actuatorsamongst others. It may also be possrble to testthe signals from certain sensors. A commontest IS to check the signal from the throttleposltlor~sensor (TPS) as the throttle IS movedfrom the closed to the fully-open position andthen returnedto the closed position. Afault willbe reg~stered~fthe potentlometer track 1sdeemed to be defective.Manual sensor testing andcomponent actuation Component actuation is normally theprovlnce of the FCR. However, in a very fewsysterns, rrlanual actuation a r ~ dcomponenttestlng is possible. Where appropriate, theserout~neswill be described In the relevantChapter.Service adjustments In most modern engines. any kind of 12 2 3adlustment to the Idle mixture or ignitiontlmlng 1s not poss~ble.However, some older (Example of code 1223) !systems are denied external adjustment, andan FCR is essential if certain adjustments areto be effected. Examples include some Ford 1.9 Representation of typical 4-digit flash codes as displayed on an SD warningvehicles with EEC IV, the Rover 800 SPI, and light or LEDmore recent Rover veh~cleswith MEMS. All of with the engine cold, and closely monitored asthese veh~clesrequire an FCR for varlous the englne IS warmed up. Any irregular~tresInadiustments including ignition timing and/or the signal should be obvious during the courserdle mixture adjustment. of the time taken to warm the engine.ECM coding Although signals from the variousIn some systems, an FCR may be used to components can be viewed by connecting ancode the control unit for certain applications. osc~tloscopeor dlgltal multi-meter (DMM) toTh~sfunct~onis normally reserved for the the relevant circuit, it is often quicker andvehicle mat~ufacturer'srnain agent, and allows more convenient to view the system data ona smaller range of control modules to be bu~lt the screen of the FCR. This function is onlyfor a large number of different applications. available with the aid of a FCR, and manualCodrng the control un~wt ould match the ECM display of Datastream is not possible. Some FCRs can be connected to a standardto a particular vehicle. personal computer (PC) and the data from allObtaining Datastream monitored components could be displayed Datastream ~nformationIS live data from the simultaneously upon the screen. This 1.10 A common proprietary overcomes the problem of displaying data Fault Code Readervarlous sensors and actuators that can be from a small number of components on adisplayed on the FCR screen. This function is small FCR screen. As dynamic tests areparticularly useful for rapid testing of suspect initiated. the response from each componentsensors and actuators Dynamic tests couldbe performed and the sensor response could be more easily observed. In addition,recorded. Where a component seems faulty, with the aid of suitable software, the PC couldbut a code is not generated, Datastream could chart and record each signal as various testsbe viewed over a range of englne speeds and are performed. All of the signals (or atemperatures. For example, the coolant selection) could then be played back andtemperature sensor signal could be viewed reviewed at some later stage.

1.6 Introduction to Self-DiagnosisFlight mcorrder function default value might be used when the engine is map, the ECM wlll only need to make small ; cold and then switched to a value that IS close A tacil~tythat is available in some FCRs to that of a hol wnglno after the englne has run correct~onsto keep ~tthat way. !and/or SD systems is Ihal of a \"flight for 10 minutes. Unless the SD warnrng light comes on, it would thus be very difficult to 'At ldle speed, the system w~lsl ettle down to ;recorder\" mode - more usually called a recognisethat a fault had actually occurred. idle at the best speed for each ~~nntrdoldvu~cdeus,ta application. Operation of the CFSV\"snapshot\" or \"playback\" function. Where a In many modern engine managementfault is intermittent or difficult to diagnose, the systems, the ECM is adaptive to changing :a combustible mixture to the engine that 1s 1 engine operating characteristics. Where thecondition of the various components can be ECM software is adaptive, the data is compensated for by the fuel evaporation constantly monitored from various engine adaptive correction values after detect~onbydetermined from the signal output at the functions, and the data is stored in memory somoment of fault occurrence, and this could that over a fairly long monitoring period, signal the 0s.lead to a solution. averages can be built. Adapitvo vaiues are learnt by the ECM ovsr ) The FCR must be attached to the SD During normal engine operation, the ECM a per~odof Ilrne, and tend to be averaged ovw Iconnector, and the vehicle taken for a road test. refers to several three-dimensional maps forThe snapshot function is usually initiated at an timing, fuel injection, idle speed etc. a great number of samples. This means that rlearly stage in the run. Data will be gathered and Depending upon the changing signals fromrecorded during the running period. However, the various sensors (ATS, CTS, AFS or MAP, the change in operating conditions is gradual.since the memory capacity of the ECM or FCR TPS, etc), the ECM constantly corrects theis limited, data will only be retained for a short final output signals to the various actuators. the adaptation w ~ lal lso be gradual. However.period. When the fault occurs, it is necessary tohit a button, then a pre-determinednumber of By adopting the stored adaptive values as a if a sudden and dramat~cchange occurs. therecords bfore the occunence and after will bestored. Back in the workshop, the data (usually correction to the basic map, the ECM is able adapt~vefunct~onmay take some tlme topresented as Datastream) can be played back to adapt much more quickly to almost anyone sample at a time, and frozen for evaluation changed operating circumstances. readapt to the changed conditions. Thewhere requird. Reviewing all of the data fromeach sensor and actuator may then lead to the As the engine or its components wear or change in circumstances can occur when asolution. However, not all SD systems or even even if certain faults develop, the changedall FCRs are capable of this function. signals are added to the stored adaptive fault occurs In the system, or even arter a memory, and the signal averages gradually The majority of modern SD systems also change. The ECM continually reacts to the system component has been changedhave a Limited Operating Strategy (LOS) - adaptive memory and soon adapts to theothewise known as \"limp-home\" mode. This changed conditions. If the adaptive value When one or more system componentsmeans that in the event of a fault in certain exceeds the control parameters, a fault codesensor circuits (and usually where a fault code may be generated. have been renewed, the ECM will need tohas b e n generated, although not all codes willinitiate LOS), the ECM will automatically enter Adaptive control is applied typically to the relearn the new values, and t h ~ s canLOS and refer to a programmed default value following areas, and adaptation andrather than the sensor signal. This enables the correction of the various maps usually occurs sometimes create operating problems unt~lvehicle to be safely driven to a workshop/ during idle or part-load engine operation:garage for repair or testing. Once the fault has the ECM has compleled the process.This cancleared, the ECM will revert to normal Idle operation.operation. Mixture adjustment. create a temporary veh~cledr~veabil~ftayult Knock control. LOS is a safety system, which allows the Carbon filter solenoid valve {CFSV) that could certatnly occur after proper repairsengine to operate at a reduced efficiency operation.level. Some LOS systems are so smart, the Exhaust gas recirculation (EGR}. have been made to some part of the system.driver may be unaware that a fault has When the adaptive map is used inoccurred unless the warning light is The driveabllityfaull should gradually becomeilluminated (if fitted). conjunction with the oxygen sensor (0s)in a less prominent as the EMS adapts. Since the substituted values is often that of catalytic converter system, the ECM is able toa hot or semi-hot engine, cold starting and respond much more quickly and retain tighter For example, an injector may be leak~ngandrunning during the warm-up period may be control over the changing gases in the exhaustless than satisfactory. Also, failure of a major system. During closed-loop operation, the the ECM will adapt to prov~dea leaner mixturesensor, such as the airflow sensor or the MAP basic injection value Is determined by thesensor, may cause the ECM to restrict engine vatues stored in the map for a specific rpm and Once the faulty injecior has been rwnewed orperformance. For example, if a Ford EEC IV load. If the basic injectionvalue causes exhaustsystem detects a major fault within the ECM, emissions outside of the lambda value (0.98 to cleaned, the adaptation w ~ lel n towards lean,the engine will run with the timing set to lo0 1.02 air-fuel ratio)the mixture would be too rich(notiming advance) and the fuel pump will run or too lean, and the OS would signal the ECM and the engine may be hesitant until the ECMcontinuously. which in turn will correct the mixture. However, adapts to the correct m~xtureI.n some systems. this response takes a little time, and so the In some systems, failure of a coolant or air ECM learns a correction value and adds this it is possible to use an FCR lo reset Ihe ECMtemperature sensor (CTS or ATS) will cause \"adaptive\" value to the basic map. From nowthe ECM to use the other component as a on, under most operating conditions, the adaptive memorj to the or~ginadl efault valuedefault. For example, if the CTS failed, the emissions will be very close to Lambda and so,ECM would use the ATS value. In addition, the after reference to the OS signal and adaptive after a mmponent has been renewed. Most adaptive systems w ~ l llose ihwr settings if the battery is d~sconnected.Once the battery is reconnecled and the engrne 1s restarted, the system will need to go through a relearning curve. This usually occurs 7arrly quickly, although idle quality may be poor unt~ the adaptive process is completed. Not all systems are affected by batterj disconnection. Rover MEMS IS an example of a system that uses non-volat~lememory to retain adaptive settings when the battery 1s disconnected. Rogue adaptive function The danger with an adaptive functlon IS lhat sometimes an erroneous signal may be adopted as a valid measurement, and th~smay create an operating problem. If the erroneous signal is not serious enough to generate a fault code, the fault may remain undetected. In some instances the ECM can become confused and the adaptive values could become corrupted. This may cause operational problems, and a system check will reveal \"no fault found\". Disconnecting the vehicle battery may effect a cure. since there- calibration will reset the ECM default base values. However, resening values with an FCR is the preferred method, to avo~dthe loss of other stored values that w ~ l loccur after disconnection ol the batterj.

Chapter 2Test equipment, training and technical dataContentsEquipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Technical information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. Trainingcourses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.Major suppliers of diagnostic equipment . . . . . . . . . . . . . . . . . . . . . 3 Testing the modem automobile engine is a Fault diagnosis then, and your method of various vehicles and systems covered by theseriws business. To be good at it, you n d diagnosis, will largely depend upon the tool should be available. Flash code tables into seriously invest in three areas. We can liken equipment available. and your expertise. an accompanying manual should be providedthe t h r a~reas to the good old threelegged There is a definite trade-off in time against for interpretation purposes. The basic FCRstool. In our automotive stool, the legs are cost. The greater the level of investment in will not be able to read fast fault codes, andequipment, training and information. Kick one equipment and training, the speedier the will therefore be very limited in the number ofleg away, and the others are left a little shaky. diagnosis. The less investment, the longer it vehicles that it can be used upon. Certainly,Those with serious diagnostic intentions will will take. Obvious, really! none of the advanced functions such asmake appropriate investments in all three adjustment or actuator testing may beareas. Within the confines of this Chapter, we will available. look at the Fault Code Reader and other That is not to say that those without the equipment suitable for testing the various FCRs at the second level are usually quiteM t equipment, or the necessary know-how, components of the Engine Management sophisticated, and will contain all of theor the information, are completely stuck. It will System. Some of this equipment is functions available to the basic tool and ajust require a little more time and patience, inexpensive, and some not. whole lot more. This FCR will probably displaythat's all. the code and a line of text describing the fault. Fault code reader (FCR) Datafor each range of vehicles or systems will 2.1 The Haynes FCR. A digital code is usually be supplied on a removable pod or displayed upon the screen A number of manufacturers market test memory card, which makes the tester very equipment for connecting to the EMS serial upgradeable. Many of the more advanced port (see illustrations 2.1 and 2.2). These facilities will be available, and interface with a general-purpose FCRs allow data to be retrieved on a wide range of vehicles and PC and printer is often possible. systems. The FCR could be used to obtain and clear fault codes, display Datastream 2.2 A popular proprietary FCR. A selection Informationon the state a f the various sensors of system pods are available for testing a and actuators, \"fire\" the system actuators, alter the coding of the ECM, make adjustments to wide range of systems and vehicles the timing and/or idle mixture and provide a flight recorder function. However, not all of the FCRs available wlll fulftl all of these functions and in any case, some functions may not be possible in some systems. The FCR is very useful for pointing the engineer in the direction of a specific fault. However, the faults detected may be limited by the level of self-diagnosis designed into the vehicle ECM, and other test equipment may be requiredto pinpoint the actual fault. FCRs come in many shapes and sizes (and indeed in many price ranges) and could generally be divided into three levels. At the most basic level, the FCR may do little more than interfacewith the SO connector and read codes as flash codes. A range of cables and connectors along with instructions on how to connect, retrieve and clear codes from the

2.2 Test equipment, training and technical data23 A typical dl& test lamp 2.4 A selsctlon of temporary jumper wires The more expensive FCRs offer more Additionally, the diode tester may be used tor 2.5 The Rover Testbook - a laptopfacilities than just a code reading function, testing of digital signals at the ECM or ignitionand could more accurately be termed computer-based piece of test equipmentEiectronic System Testers. These tools will module. that contains a very sophisticated andtest the widest range of vehicles, and often interactive test programmeallow interface with a Break Out Box. Many Jumper wiresadditional test routines may be provided Programmed test equipmentwithin the software, and the documentation Useful for brrdging terminals in the SDand system data provided w ~ t hthe tool is connector in order to obtain flash codes, or T h ~ skind of proprietary equipment will for checking out circuils, and bridging or \"by- interface between the ECM and the ECMlikely k be extensive. passing\" the relay (see illustration 2.4). multi-plug, and is offered as an alternahe to the serial port and FCR approach. Th\s Some FCR manufacturers or suppliers may Franchke* vehicle dealer equipment checks the input and outputinclude a technical support hotline, and signals moving between the ECM and rtstralning courses may also be available. The franchised dealer will often use sensors and actuators. If one or more of the dedicated test equipment Ihat relies on signals is outside of pre-programmedDiode test llght with LED aroarammed test methods. The eauinment parameters, the equipment w ~ ldl ~splaythe killTnte~acswith the ECM, usually through erroneoils s~gnaal s a fault. Once aga

,other The diode test Ught with LEO (see the serial port, and lead the engineer through test equ~prr~enmt ay be requlred to pinpointillustration 2.3) is particularly useful for a programmed test procedure. Depending on the actual fault ( s m illustration 2.6)obtaining manual flash codes where an SD its sophistication, the test equipment may bewarning l~ghtis not part of the system under able to test most circuits, or may reier thetest. The light must conform to minimum engineer to lest procedures uslng additior,alstandards for tools to be connected t o equipment. This equipment is ded~catedtoebectronic circuits (see Wamlng No 8 In the one vehicle manufacturer, and may not beReference Section a t the end ol this book). available to other workshops outside nf the franchised network (see illustration 2.5). ECM testing equipment Usually the province of those companies that specialise in the repair of the ECM, and not available for purchase by the garage or workshop. One company ;hTP) offer an ECM lest via a modem over the teiephone network if the ECM is takeo to one ol their agents. Other ECM testing companies require that the ECM is sent to them by post for evaluat~on.2.6 Programmed test equipment This is the equipment required for the most basic approach. These days, the meter w ~ l l probably be dlgltal (DMM), and must be designed for use w ~ t helectronic clrcu~ts.An analogue meter or even a test l~ghtcan be used, so long as it meets the same requirements as the d~gitaml eter. Depending on the sophrstication of the meter, the DMM can be used to test for bas^ voltage (AC and DC), resistance. frequency, rpm, duty cycle.

Test equipmerlt, training and technical data 2.3temperature etc. (see illustrations 2.7 and2.8). A select~on01 I h ~ nprobes and bananaplugsfoc connecting to a break-out box (BOB)will also be useful (refer l o illustratlon 2.13). If the fault is a straightforward electricalfault, the meter will often be adequate.However, the drawback is that a DMM cannotanalyse Ihe complex electrical waveformsproduced by many electronic sensors andactuators, and test results can sometimes bemisleading.Dscillosmpe (with or withoutDM# and engine analyser)An oscilloscope (see illustratlon 2.9) isessentially a graphlc voltmeter. Voltage israrely still, and tends to rise and fall over aperiod of time. The oscilloscope (or'scope)measures voltage against time, and displays itin the form of a waveform. Even when thevoltage change is very rapid, the scope can 2.7 Two typical high-impedance DMMsusually capture the changes. Circuit faults canoften be spotted much faster than when uslng with similar performance but different sets 2.8 Top of the range Fluke DMM with aother types of test instrument. Traditionally, of leads and probes. The left unit is multitude of features and attachmentsthe 'scope has been used for many years todlagnose faults in the primary and secondary equipped with alligator clips and the right normally supplied with a kit of adapters to unit with spiked probes. Using the alligator connect it to a wide range of disparate fuel systems (see illustration 2.10).ignition systems of conventional non- clips frees your hands lor other tasks,electronic vehicles. With the advent 01 whilst the probes are useful for Variabk potentiometerelectronics, the 'scope has become even backpmbing multi-plug connectors Because of the widespread use of the \"limp-home\" mode or LOS in the modernmore important, and when a labscope EMS, disconnecting a sensor such as the coolant temperature sensor (CTS) may havefunction 1s available, analysis of complex monoxide and hydrmarbons. Less-expensive little effect on the running of tne engtne The ECM will assume a fault, and place a fixedwaveforms is possible. This equ~prnentis gas anatysers are available that will measure value as replacement for that sensor. However, it is useful to be able to vary theoften used in conjunction w ~ t h other one, two or three gases. However, the better resistance sent to the ECM and note theequipment, for speedy diagnosis of a w~de the gas analyser, the easier it gets. The gas effect. One answer IS to use a potentiometer with a variable resistance. If th~sIS connectedrange of problems. The large engine analyser analyser is now a recognised diagnostic tool. in place of the CTS resistor, then ECM response. injection duration and CO may beand 'scope is now giving way to a plethora of Faults in ignition, fuelling and various checked at the various resistance values thatsmaller handheld 'scopes that pack great mechanical engine problems can be relate to a certain temperature (see Illustration 2.11).diagnost~cpower Into portable form. diagnosd from the state of the various gasesExhaust gas anaiyser present In the exhaust.These days the state-of-the-art gas Fuel pressure test kitanalyser comes w ~ t hthe ability to measure Fuel pressure is vitally importantto the welt-four of the gases present in the exhaust pipe, being of the fuel-injecid engine, and a properand ~talso calculates the Lambda ratio. The test gauge that will measure fuel pressures upgases are oxygen, carbon dioxide, carbon to 7.0 bar is essential. The pressure gauge is 2.9 Oscilloscope 2.10 Fuel pressure gauge and adapter kit

- . --2.4 Test equipment, training and technical data2.11 Using a variable potentiometer to vary the CTS resistance. 2.12 Injector noid lightVoltage change can be measured and the engine can be fooledinto thinking it is cold or hot when the reverse is the case. Thismoms that simulated cold running tests can be accomplished with the engine hot and without waiting for it to w o lNoid light req11:rsdfor a good coverage of electronic Jump leads with surge 1 systems. Small BOBS are also available for A nold l~ghtis a small ~nexpensivelight for measuring values at components where it is protection Ichecking the slgnal to the injector. She difficult to connect the test equipment.Injector harness IS detached at the injector, It is possible to deslroy an ECM if land the noid light plugged into the injector There are three maln reasons why use of a :unprotected jump leads are used to prov~deharness. It the engina IS then cranked. the BOB Is desirable in order to access the emergency power to the battery. Rather than :light will flash H the injector is being pulsed by signals:the ECM (see illustration 2.12). use jump leads, it is far safer to charge the 1 7) Ideally, the connection point for battery before attempting to start the veh~cle'Brsak-out box (808) measuring data values from sensors and actflatowis at the ECM multi-plug (with A poor engine or chassis earth, flat battery or i The BOB (see illustration 2.13) is a box the ECM mujtt-plug connected). The ECMcontaining a number o f connectors that allows nlulti-plug is the point through which all tired starter molor and unprotecled jumpeasy access to the ECM input and output incoming and outgoing signals will pass.signals, without directly probing the ECM leads are a recipe for t ~ l adlisaster. 1pins. The BOB loom terminates in a universal and dynamically testing at this point isconnector. A multi-plug harness of similar Vacuum gaugeconstructionto the ECM harness is ioterfaced considered to give mom accurate results.between the ECM and its multi-plug, and the As useful as it always was. The vacuumother end is connected to 1Pe 8 0 6 loom. The 2) in modern ~8hiC/esk, e multr -plug is gauge takes the pulse of the engine from a800 will now intercept all s~gr~atlhsat go to becoming more heavrly iflsulated, and conned~onto the ~nlemt anifold, and is u~-?fuland from the ECM. If a DMM or an removing the insulation or d~smantlingthe for diagnosin~a wide range of timing andoscilloscope or any otb8ersuitable kind of test ECM multi-plug so that back-probing is mechanicalfaults, ~ncludinga blocked exhaustequipment IS connected to the relevant BOB possrble, is becoming almost impossibb. system or vacuum leak (see illustration 2.14)connectors, ihe ECM signals can be easily To a certain extent, the same is true ofmeasured. The maln drawback IS the number some components. 2.f4 Vacuum gaugeof different ECM multi-plug connectors 3) ECM multi-plug temrnals (pins) are a? 2.13 Using a Break-Out Box to obtain best fmgtle, and froquent probing or voltage at the ECM pins backprobing can cause damage. Some pins are gold-plated, and will lose thetr conductivity r f the plating is scraped off. Using a 608 protects the pins from such damage. Battery saver Actually, \"battery saver\" is a misnomer, since the func!ion of this device is to hold power to permanently live circuits wh~lsthe battery is removed cr changed. Tne live circuits may provide power to the radro security and slation memory, and to the ECM aaaptive memory, etc.

I Test equipment, training and technical data 2.5 2.15 Vacuum pump klt Vacuum pump 2.18 HT lead puller The vacuum pump can be used to check Hf lead puller the multitude of vacuum-operated devices Ideal for safely break~ngthe HT lead-to- that are fitted to many modern vehicles (see spark plug seal and then safely disconnecting illustration 2.15). A crude vacuum pump can be constructed from a bicycle pump. Reverse the lead (see illustration 2.16) How many the washer in the pump, and the pump will times have you pulled a i a lead to have ~t then \"suck\" instead of \"blow\". disintegrate into your hand? Spark jumper Exhaust back-pressure tester Useful for attaching to an HT lead to check for a spark. If you hold the lead from a modem Useful for check~nglor exhaust back- high-output ~ g n ~ t ~syosntem whilsi cranking pressure; screws into the oxygen sensor hole the engine, you may get quite a shock when testing for spark. Apart lrorn curllog your hair, on catalyst vehicles. The presence of back- the ignithon system may also be damaged. pressure indicates an exhaust blockage. Feeler gauges Still usetul for measuring the various clearances at the crank angle sensor, throttle switch, spark plug, valve clearances etc. Hairdryer or cold spray Useful for gently heating or cooling components during a test where heat may be contributingto iailure.S wor suppliiers of dlegnostic equipmentNote: The details below are correct at the time of writing (Spring 1998).Alba D~agnosticsLtd Cryplon Ltd Robert Bosch LtdBankhoad Avenue Br~stoRl oad PO Boa 98Bankhead Industrial Estate Br~dgwaterS. ornersei Broadwater ParkGlenrothes TA6 4BX Tet: 01278 436200 Denharn, UxbridgeFlfe MiddxScotland Fluke (UK) Ltd U89 5HJ Tel: 01095 I334466 Colonial WayKW 6JG Tel: 01333 425000 Watford, Hetts WD2 3WO SPX UK LtdAsnu (UKJ ~ t d Tel: 01923 240511 Churchilt Way27 Bournehall Avenue High MarchBushey, Herls Gunson Ltd Daventry, NoilhanlsWD2 3AU Tel: 0181 420 3494 Pudding Mill Lane NN11 4NF Tel: 01327 706461 LondonATF Electron~cDsvelopments Ltd E l 5 2PJ Tel: 0181 9848855 Sun Electr~c(UK) LtdVictoria St Oldmedow RoadHednesford, Staffordshire Intermotor Kings Lynn, NolfolkWS12 5BU Tel: 01543 879788 Occupation Road PE30 4JW Tel: 01553 692422 Hucknall, NottinghamAutoD~agnos:UK)Ltd NGI5 6DZ Tel: 0115 9528000 Sykes-Pickavant LtdPrestonTechnology Centre Kilnhouse LaneMarsh Lane Lucas Aftermarket Operations Lytham St. AnnesPwston, Lancashire Stratford Road Lancs.PR1 BUD Tel: 01772 887774 Solihull FY8 3DU Tel: 01253 784800 BirminghamAuto Smart tools Ltd 890 dAX Tel: 0121 6975000(Electronictools for German vehicles)Tudor House Omitech lnstrurnentation LtdSycamore Road Hopton Industrial EstateArnersham London RoadBucks. Dev~zesW, ~ltshireHP6 600 Tel: 01494 722738 SN10 2EU Tel: 01380 729256

2.6 Test equipment,training and technical data4 Training cwraes . .:I,:: ~, , , , ,,\", ,, , . . . .:':, ., , ,, ,,' ,,:, , ,, ; , .,... , ;, .~ :, , , , ,, < ,,Note: The details below are correct at the time of writing (Spring 1998). There are a number of companies that Fuel Injeciion Senlces OTC E ~ r o p eLtdspecial~sein training for the motor industry. Unit 7 VL Churchill LtdThe same tra~ning courses are usually Salter Street PO BOK3. London 9oadava~lableto the general public. Please contact Prest~n Davenfry. Northantsthe various b a d i o ~listcd below if you wi* l o PRI !NT N N l l 4NFlearn more aboLt training for the automotive Tel: 01772 201597 Te1: 01327 704461md~3ty. Lucas Test Sun Electr~c(UK) LtdAA ExternalTraining Courses InternationalTraining CentreWid-nerpool Hall Ur~lt7 , M ~ c aClose Oldmedow RoadKeyworth, Notts Tamworth, Staffs Kings Lynn, NorfolkNG12 5QB B77 4QH PE30 4JWTel: 021 501 7357/7389 Tel: oaz7 63503 Tel: 07553 692422Crypton Ltd MasterTech Sykes-P~ckavanLt tdBristol Road Freepost RM1109 K~lnhouseLaneBr~dgwaterS, omerset LythamSt. AnnesTA6 40X Wickford, Essex Lancs.Tel: 01278 436210 SS11 88R FY83W Tel: 01268 570700 Tel; 01253 784800Note: The details below are ccrrect at the t,;rneof writing (Spring 19981. Specific information on the various systems Equiplech Haynes Publish~ngis essential if effective diagnosis and repairs Yawl House Sparkford, Nr Yeovilare to be completed Companies that Main Road Somersetspecal~seIn automotive techn~calinformation Marchwood, Southampton BA22 7JJare listed below. Tel: 01%3 440635 SO40 4UZ Sel: 01703 862240 MasterTechAutologic Data Systems Lid Glass's InformationServ~cesLtd Freepost RMl t 09Arnewood Br~dgeRoad, Sway No. 1 Princes Road Weybrdge, Surrey Wbckford. EssexLymrngton. Hsnts KT13 QTU SS11 813RSO41 6DA Tel: 01332 823823 Tel: 01268 570100Tel, 01590 683868

Chapter 3General test proceduresContents Variable potentlometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Voltage tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Bask inspectionMgital mufti-meter (OMM)tests General fauR dlagnosisDuty cycle tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 lntroduct~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Resistanceiests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-General fault diagnosis (CTS) fault. Always check the wiring and tn the vehlcls, but reading the fault code is only connectors, and apply proper tests to the 1 Introduction the beginning. To a large degree, the software designed into the vehic!e ECM provides the component before judging it to be faulfy.1 As a general rule. it IS usually beneficial to information to be decoded by the FCR. The f) Limited range or out of range sensors. Ifwork through the checks listed in \"Basicinspection\" before connecting Ihe fault code FCR makes the most of this information, but if the sensor remains wlthiri its design certain facil~t~eosr data are not designed forreader. The reason for this is clear - electrical output al the serial port, t h e facilities will not parameters, even if the parameters are be available to the FCR. incorrect for certam operatrng conditions.and HT faults may adversely affect elecironic 4 In many instances. the FCR can provide the a fauit code wil, not be stored. Formntrol module operat~on,giving incorrect or answer to a puzzling fault very quickly. example, a faulty CCTS will generate a faultspurious results, and causing much However, it w ~ l inot provide all lbe answers, code ~ftt is open-circurt or shorted toconfusion. Only after elecirical and HT earth. However, if the CTS is stuck atproblems have been resolved should the because some faults (including actual EGM erther the hot or cold fesatance, a codeoperation of the ECM and ~ t ssensors be faults) may not even generate a fault code. may not be generated, although theevaluated 5 There are a number ol d~stinctlimital~onsto engine will rndeed run badly a! some2 The fault code reader can be used lor the Self-Diagnosis systems: temperatures.following iasks: g) Some vehicle systems are capable of a) Readrq fault codes. a) The vehicle manufacturerfays down ttre logging faults that occur mtermittentlv. b) Clearing fault codes. and others are not. c; Datastream tesirng (not all systems, for basic data that can be extracted from the h) In some tnstances, a fault code may be engine management system by the FCR, lost when the ignition is swtlched off, and example Ford E EC lV cannot provide due allowance should be made for this Datastream). and the Self-Diagnosissystem and FCR d) Actuator and component testmg. must work within those limitations kind of system. e) Serd~ceadjustments. 6) A code will not be stored if the ECM IS 17 ECM coding. not programmed to recognise tnat a 11 Older vehicles with besic electronic f~el g] Snapshot function. oarticular c-o- rnDonen1 is bultv. injection systems do not support Self-Limitations ofSelf-Diagnosis systems c) 'Spurious codes can be triggered by Diagnosis. electrrcal or secondary HT faults.3 Sorne may see the fault code reader (FCR] Testing Self-Diagnosis systemsas a panaceafor solving all electronic prob!ems d) One or more spurious codes can be trrggered by a faulty component that may 6 Is the engine management system warning light {wherefitled) ~Iluminatedwhile the englne or may not trigger a code by itself. is running? If so,this is indlcai~vecf a system e) The fault code indicates a faulty crrcuit, fault, Note: Be aware that some lights do not illuminate for faults that are desrgnated as and not necessarily a component. F-or minor faults. example, a faulty sensor. wiring fault, or corroded cmnector may cause 2 code indicating a coolant temperature sensor

3*2 General test procedures 14 Dti,~inga-actuating the systm ~ c t lI-'. such zs the Idle control valve, relays - - injectos rhrough the ESM 15 an escr;!!. method of tastrng affectiveness of \" actuator and associated wlring c ~ r c ~ iIft . actualw operates when crlven in this fasb you hate proved that there 1s limo wrong,I tke circuit or compcnent. 000000 15 It may alw be possib e to test the slpi ' frurrl cwfaln sensors (only where pro:~ided' the sys:em software). For example, A ch- ' could be ma& OT the Ihrollle poslt~ors: tii signal as the throttle IS mooed from the cia?-- to the ftlly-open position and then retcrned'.IGN the closed position. 4fault will be reg~srered the potentrometer track IS deemed to t: I defective. It thrs test 1s made on Vc!w vsiiles, the ECM wil! gemrate a code w h t z3.1 Initiatingflash mdes with the aid of ern LED and a Iumpw lead conmcted tha test is doerned satisfactory. Lack 0 1 n code ind~catesa faull in the component or to a typical SD connector circuit.A 17-pin SD c o n n ~ c t o r G LED test ltght t 6 Use an oscilloscope or OMM to check0 jumper lead D Batter).positM terminal voRages at the faulty component. Compare7 Cmnect an FCR to the Sf3 connector, and does not rndicaie an increase :n airflow - wifli the vahlcle specifications in the relevant system Chapter.infarrogats the electronic control module for the AFS stgnal is imp/ausibie,a t ~ da $ult 17 \ h e an obrnmcter lo l;hecA the faultyfault codes. Alternatively, initiateflash c d e s if code wouldbe p i s r a t . circuit for ccntinuity of the wiring andthls IS possible (seeihwtratlon 3.1).Mote: jt e} Out-&range faults am stored rf the signalis particularly important that the FCR voltage or current does not change &.s component resistance. Compare wi!h iho expected over a period of ilme. veticle s~eciflcat~onIsn the retetanl sysleminstrucrions am carefully fotlowed in respect of Chapter. fl Adaptve faults us~allyoccur due to 18 A lau,ry clrcu~tsi-ould be tested and anyconnecting to the system under test andretrieving fstrlt rndes. Most operat!or+al i?xtemefinfluences.For examp&. a m!xture faults that are discobered must be repaired.problems n using FCP equipment are Mated problem wilt affect the oxygen sensorto 8 Ja~tureto read and follow the instructions. adaptive cootrol, w h b a coo/!r~gsystem The FCR should then be used to clear the8 Once the tault codes have been retrieved, fault might cause overheating which in errcrs, and the ECM interrqated once againrefer to the fault code tables and identify the rum may affect adwtive knock control. to see if other fault codes ar;? slirl present.fault. Rofer to Chap:er 4 and tallow the 9 If fault cades Ere mtstoted. use the FCR to 19 An importart point to bear in mind is thatappropriate component test procedures tocheck out the relevant circuits. Some systems view Datastream (Irve data on system sensors the ECM w~ltonly store faults about the and a~luators,not ava~lablefar all syslems) or electronic circuits. Mehanical falrlts, ig~itlonmay aid diagnosis by generating codes that secondary faults or fuel problems will strll f o l l o : ~the symptom-driven fault diagnosis reqtire diagnosrs using tirna-hur~ouredind~catewhy the signal is deemed faulty. charts listed in the companion title - \"Wajr~es methods.Examples Engine ManagementTechbook\". 20 Road test the vehicle anc then recheck the SD qsteni for taults. If faults have returned, or a) Cpen {Pjgh) or short flow)ssnsor circut:: 10 Use a fault code reader to interrogate the f~Pcav/dtage r a n p fcrf a sensor with EC;M the SD connector, are still p r e n t , more tests bill be required. Important note: Test procedures may involve 17 the FCR has diagnosed one more routines that could cause one or morea5,0vdt~ferencesu~iYmaYbe4.8to fauIts,furtkertestsareusuallyrequrred,and addiiinnal B L I Ic~odes !o bc stored. Thrs fact should be recognmed d u r i ~ gtests, and all0.2 volts. It the ECM detects voltage the lechnician may use the FCR (where codes must be cleared oncn wstrng isabove 4.8 at the higher end or v&age less possible). or it may he nRCeSSary to uso athan 0.2 at the bwer end, Q fault cCde w;ll digit& multi-meter(DMM) an oscjlloscopstobe gene'vted,R e a m s for a high voItW complete the diagnosis. Refer tn thea ~ ~ i c a ~ / ~ a d ~ f e c t : ' v e c o m P o n e n t . a~nonipurier~tresls in Chapter 4. Test compiete. O p e n - C ~ f ~ U Iatn, absent 5.0volt fifefence specihcations and specific wirilg diagrams will Intermittent faults vdfage or the refemme voitage might be b,rw\,ired to carT out those tests rxln ect!y. 21 Wiggle the component w~ring,apply neat shoflod bntler~Wsif/ve.Reasons fora 12 If more than one code is generated, it is from a hairdryer, nr freeze with a. cold spray- low voltage are typicafly a defective 22 Intermiltent faults can be extremely cmponent or a shot? to earth. usually best to test and cure each cornpomnt d~fficult o find, and on-road testing is often in the same order in which they are ge,neraled. desirable, w ~ l hfault codes or Datastreambl If the actmator signal b h~ght,he fault is 13 Once the FCR has found a fault, a information being generated as the fault likely bo an open oriver circuit or the occurs. Toke the veh~cfdtor a road test with Datastream cnquiry (surne systems only) is a the fault c d e reader or d~grtalmulti-meter ECM Is not completicg the zircuitby quick methad of determining whera the fault attached. \"dnvtng\"the reievant ECM pin to ~ r t h .c) If the actuaforsj9ignoi;s low, Itle si~nalis might lie. Tkis data may take various forms, shorted to earth or the component but is essentially electrical data on voltage, frequency, dwell or pulse duration. vol!age supply rs absent. temperature etc. provlded by the various 23 If rhe vehicle ECM and yodr FCR provided) Implausi~ecodes are created with sensors and actuators. Unfortunately,such a snapshot (recoreer)mode, hook ul: the FCR reference to other circuits, and where the data i$not available in all vchicle sydterr~s, arid take the vehicle for a road test w ~ t hanECM has no drrecr evaence of a fault. If 2nd Datastream is not an option ~fyou are assistant. Ask the ass~stan!t o start Thethe engine speed is inrreastng, the working with flash codes. Since the data is in snapshot ro~tineto recold data wh* the faultthro!t/epositron enso or indimfcs a wide- real time, vanous tests can be made, and the occurs. Return to the wcrkshog and evaluateopen thro:tle ye! the a:dlowsensor (Am response of Ine secsor or actuator evaluated. tCle data.

1 Basic inspection Check the battery condition. General test procedures 3.3 Check the battery for security.1 No matter what is the problem, the following Check the baltety electrolyte level. seeped into the cap through a defect~ve! checks are an essential pre-requisite to the Check the battery cables and seal. connections. Check the rotor arm conctlt~onand use of diagnost~c equipment. In many Check the drivebelt(?,) condition and measure the res~stancewhere b t ~ n c e s ,the fault will be revealed during appropriate. Take care when trylng to these procedures. Make a careful visual tension. remove the rotor arm, as ~tmay be inspection of the following items. Not all Check the operation of the charging bonded to the distributor shaft. system (alternator and associated wiring). Check the c o ~tlower condition. Look for checks will be appropriate lor all engines. This Remove the spark pluys and check the cracks or stgns of track~ng. L a i c inspection can save a great deal of condition. Renew d necessaty. Visually ~nspecat ll connections, rnulti- &able dlagnostic time. Worn but electrically- Check that the spark plug electrode gap plugs and terminals. Check for corrosion wnd components do not always fail tests. is correct. and loose or d~splacedterm~na!~. Ghwk that the spark plug type is the Check for airhawurn leaks. Check the 0 Check the engine oil level and o ~ l correct type for the vehicle. vacuum hoses, inlet manifold, air Check the HT leads verj carefully. A trunking, oil dipst~ckseal and rocker condition. Maintenanceof the lubrication cover seal. system is particularly Important for good -defective lead may not be immediately Check the sir f~ltercondition. Renew ~f~t is even sl~ghtlyd~rty. engine operation. In catalyst-equ~pped apparent to the naked eye if the age of Check the exhaust system condrt~wi. vehicles, contaminated 011,a poorly- the leads is not known, or if a mixture of Check the fuel system condtt~onC. heck maintained PCV system or an oil-burning different leads has been fitted, replace for fuel leaks, and for worn or broken engine will contaminatethe catalyst in a the leads as a set. components. If available, the probe from If the HT lead cond~tionis satisfactory, a gas analyser w ~ t hHC meter can be r verj short period of time. check that the leads are routed sensibly passed over the fuel and evaporation Check the crankcase breather (PCV) in the engine compartmeni. H is not pipes and hoses. If the HC meter system condition. Clean all l~lters(?here des~rableto have a significant length of reg~stersa measurement,that component will be at least one to the alr cleaner), lead in contact with a metal component, may be leaking fuel or vapour. or one which will become hot. HT leads Check the throttle body for a carbon clean away accumulated sludge, and ensure thal the hoses are clear. should be krnked as little as possible - if build-up - usually as a resull of fumes 0 Check the coolant level and cool~ng the lead is bent back on itself, the lead from the crankcase breather system. The carbon can cause a st~ck~nogr lacked- system condition. Maintenance of the may be fractured or the insulation may open throttle. wh~chcan cause Idle. cooling system is particularly important break down. cruis~ngand other runnlng problems for goca englne operation. An englne that Remove the distributor cap and check the Carbureltor clean~ngfluid usuatly cleans 1s overcooled or running too hot will condition, both external and i~ternal. away the carlmn nicely. cause an incorrect coolant temperature Look for cracks or slgns of tracking. Look for oil or water that may have sensor signal to be passed lo the EMS, wh~chmay result in Incorrect output signals. This will affect timing and fuelling actuatron. C Check the autornat~ctransmission fluid level am condition, where appl~cabls.Diaital multi-meter (DMM) tests- 2 Introduction that is serious about fault diagnosis should Ideally, the connectlon po~nftor measuring certainly have one. data values lrom sensors and actuators is at Generally speaking, test results obtained the ECM multi-plug (with the ECM multi-plugusing a voltmeter or oscilloscope {particularly For the purposes of this book, we will connected). The ECM multi-plug IS the pointrecommended) are more fellable and may generally test the majority af components with through whch all incoming and outgoingreveal more fau!ts thar: the ohmmeter. Voltage reference to the voltmeter. Resistance or signals will pass, and dynamicalby testlng att8sts are much more dynamic and are continuity tests using an ohmmeter will be this point is considered to give more accurateobtained with voltage applied to the circuit, results. However, for a varlety of reasons, it iswh~chis far more Ihkely to reveal a problem appropriate.than il the circuit is broken and the component -not always possible to test at the ECM mulrl-measured for resistance. In some tnstances, 3.2 The art of backprobing tor DC voltaged~sconnectinga multi-plug may break the plug other points of testing will usually glveactual connection that 1s at fault, and the - circuit multi-plugsconnected and ignition satisfactorj results.circuit test may then reveal \"no fault found\". on. Attach the negative probe to an engine Connecting equipment probes earth and pushthe positive probe past the In addition, the oscilloscope may reveal insuiation boot until it makes contact with 1 Connect the voltmeter negative probe to ansome faulis that the voltmeter fails to find. The englne earth.'scope is particularly useful for analysing and the terminal connection 2 Use the positive probe to backprobe fordisplaying the complex signals and voltage at the actual terminals of the corn-waveforms from some sensors am' actuators. ponent under test (see illuatrations 3.2 andWjth the proliferat~on of small, portable 3.3). Note: This procedure WIN give acceptablehandheld oscilloscopes at a cost of less than£2500, the 'scope 1s not quite in the province results in most instances, and is one that weof the home rnechan~cb, ut every workshop wou/d mcommend to nm-professionak.

3.4 General test procedures This leads to terminal deformation and -s poor mnnoefiona A split pin Is the correct -- shape for inserting into square or oblong 1 Ensure that t h e iqnitioi is off, anrl that terminals. 3.3 Baokpmbing at the ECM taminas 6 In h i s book, the multi-plug diagram usually circuit or component under test IS isol;r;<- shows the tmrninals of the harness connector.3 Alternativoly, if possible, peel back the When back-probingthe rn~lti-$ua (of vi5WvlrlnQ from a voltage su~ply. Iinsulated boot to the ECM multi-plug and the sensor c3nnector terminals), the terminalbackprobe the termirals usirig the equipment positions will be r e ~ r s e d . A Warning: PO NOT push r o ~ dprobes. tester probes into square o;%: Probing for supply or reference oblong tsrminal connectors&4 If the ECM terminals are not accesside, volfage This bsda t o termin3tnen ideally connect a hreak-out box (BOB) 7 With the ignition on, and the component deformafion and poor connections. A i w r multi-plug connected or disconnected asbetween the ECM and its multi-piug. This is stated in the appropriate test, probe or pin is the corred shape for inssrtlng ;ii$the preferred method and will avoid any backpmbe Iw nominal battery voltage or Ihe reference voltage 5.0 volt supply. square or obfong terminals.posslbrllty of damage tv the ECM terminals.Otherwise, the ECM mult8-plugcould be Probing for signal voltage 2 Circuits that begin and end e l the ECM am1disconnected and the ECM multi-plugtermmais probed tor voltages. Note: This 8 With the igniiion on, and the corilpGnent best tested lor resistance (and continuity) atprocedure is mainly used forchecking voltage multi-plug connected, backprobe for nominal the ECM multi-plug, after I: has b e n isupplres to the ECM and intwrity of the eanh aattery voltage or the reference voltage 5.0connectbns. volt supply. disconnected [seenlustratibn3-41.A Warning: Refer to Waming No 3 9 With the ignit~nnnn, and the component A IWaming: Refer to Warning No3 (in the Reterrrnes Section at ihe multi-plug connected, backprobe for 0.25 (in the Reference Section at th end of this book) before dis- end of thls book) before dis. m m c t h g the ECM multi-pfug. volts W. The vdtage at the earth or feturn connecting the ECM multi-plug.5 Unless otherwise stated, attach the connectio1-rtu the majority of sensors should 3 The use of a break-out box (BOR) is also;voltmeter negatlvetest lead to an earth on the be lessRan 0.15 volts.engine, and probe or backprobe toe recommended for resistance tests, but thecampbnent terminal under test with the Method 2vdtmeter positive test lead. BOB must be connected to the ECM multi- j 10 This procedure can be carned ~ uwtith theA Waming: DO NOT push round component multi-plug connected or plug, and not to the ECM iiself. i tester probes into square or disconnected. Attach the voltmeter positive \4 If the resistance rest for a sensor cjrcult IS oblonp terminal connectors. test lead to the supply or reference termiiai, and the valtrnster \7ryative test read to the made at the ECM multi-plug pins. and the 2 earth or return terminal. The voltmeter shculd ivdicale supply voltage ,f the earth 1% sensor has a common connection to the ECM ? satisfactory. (either \hrough a 5.0 voH reference supply f iand/or a sensor earth retbrn). the mufti-plug connentors lor the remarnlng components ; ,must be disconnected. Ifthts procedure k not tolluwed, the results may be rnacwrate. 5 When checking contin~ityof a circuit or j cont~nuityto earth, the m>xim~rmresistance + should be iess than 1.0ohm. 6 When checking the resistance of a component against spet~licaol ns, care ] should be taken in evaluating the condition of ! Coolant sensor rnultrplugEQH44 Bndge3.4 Check continuity of circuR betweenthe ECM and the 3.5 Measuingresistance:M a c h the circuit muM-plug, select the appropriate resistance range and then touch the probes to the component multi-plug two terminals under tes~

1 General test procedures 35.3.6 Connectthe dwell meter positive probe to the coil negative 3.7 Uslng a variable potentiometer to vary the CTS resistance. terminal 1 and measure the duly cycle at various engine- operating speeds Voltage change can be rneasuradand the engine can be fooled into thinking it i s cold or hot Hmen the reverse is the case. This means that simulated cord runningtests can be accomplished with the englne hot and wlthout waiting for it to coolRat component as the result of a good or bad 13 If the component is connected lo the ECM stage of the pulse duration. The meter may only register the swilcn-on circuit oftest result. A component with a resistance by more than two wlres, repeat the test using approximately 1.O or 2.0%. This means ihet the injector duty cycle reading will beoutside of ~ t soperating parameters may not a cornb~nationof two wires at one time. inaccurate and not representative of the total pulss wldth seen In the circuit.~wcessarllybe faulty. Conversely, a circuit I Vaiabkptmtkmbrthat measures with~n1:s operating parameters 1 It can be vety uselul to make certain testsmay still be faully. However, an open-circuit on an engine at various operating temperatures. If the englneer has to walt forw a very h~ghresistance will almost certainly the engine to cool, reach normal operating temperature or any other importantbeind~cat~voef a fault. The ohmmeter is more temperature, the task of testing can be irksome and prolonged. Most fuel injectionusefiri lor check~ngcircuit cont~nuitythan it is ECMs (and some electronic ignition ECMs) recognise engine temperature b y monitoringhr lndicat~ng faully components (see Connecting equipment probes the voltage signal returned from the coolantIlkrstration 3.5). temperature sensor (GTS). Note: In a very few 1 Connect the negative dwell m H w probe to instances this signal may be returned from the oil temperature sensor (OTS) in additron orChecking lor continuity of an engine earth. instead of the CTS.cirwit 2 Use the posltive probe to backprobe the 2 If a variable resistor (potentiometer) is s~gnatlerm~nalof the component under test connected between the CTS or OTS terminals (see itlustration 3.7) the englne temperatureNote: These rests can be used to q u i c k l ~ -,( illustration 3.6). may b e simulated over the entire engine for contmul@ O f a orcurt between most 3 Make the duly cycle tests at varlous engine operating temperature range. Obtain a variable resistor (potentiometer or \"pot\");acomponents (sensors and actuators) and the temperatures, with the englne cranking or simple p d can be obtained from anECM running and at different englne speeds. electrical/electronic component store.7 D~sconnectthe ECM multl-plug Although the simple pot type is adequate for most tests, we recommend the use o i theA Warning: Refer to Warning No 3 Possible dwell meter problems best quality pot that you can obtain. A good (in the Reference Section at the quality pot will give more \"feel\" and better end of this book) before dis- Use of dwell meter control of the engine. The pot range should be connecting the ECM muhi-plug. during primary cranking tests from 1 ohm to 100 000 ohms. 4 Although meaningful readlogs can generally8 Rsconnect the component r ~ ~ ~ l l t ~ - panl udg , be obtained with most modern DMMs, 11isconnect a temporary bridge wire between true that some may not be totally accurateterminals 1 and 2 at the component millti- during a crank:ng test on the prlrnary ignition.plug- This occu:s when the meter's own preset9 ldent~fythe two ECM pins wh~chareconnected to the component under test. trigger level may not be suitable for capturing10 Connect an ohmmerer between the two the true voltage level of Iho component being.oms at the ECM multi-olu.a,. The meter shou!d tested.d~splaycontinubty of the circuit.11 If there is no continuity, check lor a break durinOgf meterin the w i r y or a bad connection between the testsECM pan and its corresponding terminal at the 5 Where the injector is elther the currentmulti-plug. controlled type or the peak and hold kind;12 Move one of the ohmmeter probes and very few dwell meters may be capable oftouch to earth. The ohmmeter should d~splay registering the rapid pulsing to eanh or thean open-circu~t current boldlng that occurs during the second

3.6 General test proceduresTesting procedum b) Connect the p t between the two multi- e) On some engines you will set faun codes3 The following procedures should be plugiermina1- resishcco for during test procedures, and these codesfollowed when u s n g the pat with either the C) Set the pot to the must be erahad aflrr testrng Is completsdOTS or CTS: the temperature that you wish to simulate. 0 Referto the fault cede section in the a) Disccnnect the CTS rnulri-plug. relevant Chapterforinstructions on how d) Vary the resistance and make the test to char fault codes. pmeclures as required.

/,: lntroduct~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Manifold absolute pressure (MAP)sensor - digltal type . . . . . . .22 Prlmary trigger test procedures Oil temperature sensor (OTS) - NTC type . . . . . . . . . . . . . . . .2 3. General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Power steering pressure switch (PSPS)test procedure . . . . . . . . . 2 4 Hall-effectsensor (HES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Throttle potentiometer sensor (TPS or \"throttle pot\") . . . . . . . . . . 2 6 Inductivecrank angle sensor (CAS) . . . . . . . . . . . . . . . . . . . . . . . 3 Opt~cacl rank angle sensor (CAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Throttle switch (TS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Primary ignition test procedures Vehicle speed sensor (VSS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 RImary lgnltion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Actuator test procedures Lnsor test procedures Carbon filter solenoid valve (CFSVJ . . . . . . . . . . . . . . . . . . . . . . . . . .28 Idlespeedcontrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Air temperature sensor {ATS) - NTC type . . . . . . . . . . . . . . . . . . . . . 8 Multi-point injection system (MPI) fuel injectors . . . . . . . . . . . . .30 Air temperature sensor (ATS)- PTC type . . . . . . . . . . . . . . . . . . . . . 9 Single-point injection system (SPi) fuel injector . . . . . . . . . . . . . . . 31 Throttle body heater and manifold heater . . . . . . . . . . . . . . . . . . . . 3 3 Airflow sensor (AFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Variable induction solenoid (VIS) . . . . . . . . . . . . . . . . . . . . . . . 32 Atmospheric pressure sensor (APS) . . . . . . . . . . . . . . . . . . . . . . . 10 Vanable valve timing control solenoid W C S ) . . . . . . . . . . . . . . . . .34 COlmixture potentiometer (\"pol\") . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Coolant temperature sensor (CTS) - NTC type . . . . . . . . . . . . . . . . 12 Wastegatg control solenoid (WCS) - turbocharged engines . . . . . . .35 Caolant temperature sensor (CTS) - PTC type . . . . . . . . . . . . . . . . . 13 ECM and fuel system test procedures Cylinder ident~tication- Hall-effectsensor . . . . . . . . . . . . . . . . . . . . 15 ECMfaults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Cylinder idenlificat~on(CIO) - inductivesensor . . . . . . . . . . . . . . . .14 ECM voltage supplies and earths . . . . . . . . . . . . . . . . . . . . . . . .37 Fuel pump and circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4 1 Cylinder identlf~cat~oand primary trigger - phase sensor faults . . . 16 Inertiaswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Mixture control or adaptive faults . . . . . . . . . . . . . . . . . . . . . . . . .. 4 2 Exhaust gas recirculation system (EGR) . . . . . . . . . . . . . . . . . . . . .17 Oxygensensor(0S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Fuel temperature sensor (FTS) - NTC type . . . . . . . . . . . . . . . . . . .18 Systemrelay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Fuel temperature switch (FS}- test procedure . . . . . . . . . . . . .19 Knock sensor (KS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..20 Manifoldabsolute pressure (MAP) sensor - analogue type . . . . . . . .21 1 Introduction 6)Check that the terminal pins in the multi- MULTIPLUG plug are fully pushed home and making CONNECTOR1 Refer to the Haynes companion volume, good contacf *rth the component (see\"Automotive Engrne Management and Fuel illustration 4. I).Injection Systems Manual\" (Book N o 3344, Note: The test procedures described here are general i n nature, and should be used inavailable from the publishers of this title) lor a canjunction with a wiring diagmm and specificdescr~ptionof the function of each component. measurement values for the system under2 Prior to comrnenclng tests on any of the test.EMS components, the !allowing checks 4.1 Check that the terminal pins in theshould always be made. multi-plug connector are pushed hame, and are not damaged, to ensure that a R) Inspect the component multr-plug for good contact Is made with the component corrosion and damage. under test

4.2 Component test proceduresPrimary trigger test procedures 2 General information A minimum AC peak-to-peak voltage o f about 4.0 to 5.0 volts should be obrained. lo( Check for e v e n peaks. One or more peaksCrank rnirch smaller than the others woulo'anglesensor indrcate d rnissing or damaged CAS lobe. 4.2 Measure the CAS resistance 1 The primary trigger IS the most important 6) Detach the CAS or ECM multi-plug. Crank sensor In the system. Until the ECM senses a A Warning: Refer to Warning No 3 signal tron the primary trigger, the fuel pump (in the Reference Section at the relay, Ignition and inject~onfunctions will not end of this book) before dis+ be actuated. Test procedures for the main connecting ihe ECM multi-plug. .4.5 types of trigger are deta~ledbelow. C) Connect an AC voltmeter behvwn t t i ~two 2 Either the engine w ~ lflall to start or w ~ l l (: misfire if the prlmar)' rrlqger IS defective. Both terminals Ieadfng to the CAS. I f J th~td ~qnltionand fuel irljection will cease or be wire 1s presefl?.if will be a sheld 1.1tsWe tur d) Crank the el?glt?e.A minimum AC RMS .5 If d~srupted,depending on the severity of the voltage of about 0.7 volts should be term fault. Note: Some latersysfems may ulrl~settle obta~neda, lthough most good setnors will cylinder rdentificat~onor camshaft signal r f the provrde an output o f niore than 1.4 AC amp and prtmary trrgger ISdefectrve, and lhe system RMS voltage. susp will engage the Itmp-home or LOS function. Note: The AC volfmeterat least prpves that a HE- 3 Some systems will geoerate a fault code if stgnal rs being generated b y the CAS. 6 R< the lynltron is turned on and the engine is not However, the AC voltage is an alerage rhnnlrlg (typical examples include Vauxhall and voltage, and does not dearly indicate dr~rnage HE5 the W1Aud1group). The code 15cleared from to the CAS lobes of that the sinewave I S 7C memory once the enylne has successfully regular m formalfon. met 8 It started. 4 In some systems, the GAS may be shielded. terri 9C To test the shielding, proceed as follows: met sigr 3 Inductive crank angle sensor a) Locate the wiring multi-pkrg cuflnector or 10 disconrlect the ECM mulfr-plug (refer to 11 8 vl GAS) the warning above). s hc 6) Attach an ohmmeter probe to one of the =ia 1.- sensor terminals 12 Note: These tests are also generally applicable cj Attach the other ohmmeter probe to the di2 shie/d wire terminal. A feadtng o ffnftn~ty 13 to RPM, TDC sensors and distributor-located thc Prr rnductrve triggers. should be obta~ned. 4.:. 14 1 Remove the GAS from the englne block, dl Move the ohmn7eterprobe from the stlflld ujire terminal and connect rt to earth A VP and inspect the end stirface for corrosion and air damage. readiqg oftnf~nrtyshould also bp cbta~ne? t0 2 Measure the CAS resistance(see illustration Note: The shield wire on the CAS In sorne Ei 4.2) and compare to the specifications for the systems 1s connected to the GAS earth return I vehicle be~ngtested. Typical resistance for the wfre. in such a case, continuity wfll be iE CAS is in the range 200 to 1500 ohms Note: regrstered on the ohmmeter. atld this IS dl 1: Even if the reststance IS within the quoted normal for that vehicle. Refer to the w~ring m spectficatrons,this does nofprove that the CAS diagrams for the sysrerr? uoder test to defefmine how the CAS 1s wrred VC can generate an acceptablestgnal 0; 3 Check the CAS stgnal {see illustration 4.3): 1, a) Where possible, an osctlioscope should 4 Hall-effect sensor (HES) t:: be used to check fora sairslactoty signal. WI Crank QuickHES test angle (non-runner, no spark) FJ- - ' 4.4 Very briefly flash the (0)and (-) Note: In most systems the HES 1s located in V'4.3 Check the CAS output with an the dislribuior However, a flywheel-rnounl~d terminals at the HES multi-plug to HES is found in some V W / A L Js~yIstems. v, 1 Remove the HT \" k ~ n g \"lead frarrl the r- drstrtbutor cap centre tower. and connect ~tl o the cylinder head via a spark lumper. C 2 Detach the HES multi-plug at Ihe d~str~butor AC voltmeter check for a spark (refer t o illustration 4.16). 3 ldent~ty the supply. s~gnal and earth terminals 4 Briefly llash a small jumper lead between the (0)and (-) terminals on the HES harness multi-plug (see illustration 4.4).

Component test procedures 4.3i 45 Connect a voltmeter betweenthe HES 18 Check the voltage supply (10 lo 12 volts) 4 Crank or run the engine. (+)and(-1 termlnals. As the engine is at HES terminal number 1 (+).If the supply is unsatisfactory, check for continuity of the 5 On an osc~lloscope, a high-frequencyi turned, a voltage of between 10 and 12 wir~ngbetween the HES and the ECM. square waveform switching between zero ant)I volts should be obtained I 9 Check :he earth connection at HES terminal number 3 (-). 5 volts should be obtained. Check for evefiI 20 If the voltage supply and earth are peaks. One or more peak that is much smaller satisfactory, the HES in the distribulor is than the others could indicate a damaged slit. 5 1 a spark jumps across the spark jumper susoect. 6 A digltal voltmeter should indicate lerninals to the cyl~nderhead, the corl and switchlng between zero and 5 volts. The duty ampl~f~eare capable of producing a spark, 5 Optical crank angle swrw . and the Hall switch in the distributor is (CMl cycle, RPM and frequency meters should 4 suspect. 1 Recommended test equipment for ~ndicatea signal output. The frequency of the HES test procedures measurlvg the optical CAS s~gnalis an RPM srgnal should be greater than that osc~lloscope.However, a DMM that can oblained when testing the TDC sensor signal 6 Roll back the rubber protection boot to the measure volts, duty cycle, RPM (tachometer) (see below). HES multi-pluy and frequency could also be used to test for a 7 If the signal 1s non-existent, very weak 01 7 Connect the voltmeter negat~veor dwell intermitter~t,check for a voltage supply t o meter probe to an rnylne earth. rudimentary signal. Note: Nissan and other CAS term~nal2 and check the CAS eadh at 8 ldent~fythe supply, signal and earlh Far Eastern mani~facturertsypically utilise the tenlnal 1. Also check the sensor for damage. terminals optical distributor as the pnmaty trigger. dirt or 011,the distributor and rolor plate for 8 Connect the voltmeter positive or dwell 2 Remove the distributor cap and visuatly damage, and for cont~nultybetween the GAS meter probe to the wlre altached to the HES s~gnatlermmal and the ECM pln. inspect the rotor plate for damage and 8 Run the englne at various engine speeds. s~gnatlermlnal eccentricity. If necessary, remove the and check for a cons~stentsignal that meets 10 Allow the engine to Idle distributor from the englne and rotate the the same requirements as the cranking test. li An average voltage of approx~tnately7 to shaft. The shaft and rotor plate must rotate 8 volts, or o n approximate duty cycle of 35% wllhout deviation or distortion (see TDC signal output tests should be ublaiiled illustration 4.6). Note: The CAS and ECM muli~plug must Signal voltage or duty cycle RPM signal output tests fernam connected during signal output tests signal not available Note: The CAS and ECM mu:,:tr-plugmust 9 Connect the meter between terminals 1 12 Stcp the englne, and remove Ihe remain connected during signal output tests. (earth or signal return) and 3 r D C signal) at The following tests are typtcal,and may need the CAS multi-plug or the correspondirlg distr~butocrap. modifying for some applications due to multi-plug terminals al Ihe ECM. variations In wiring. 10 Crank or run the englne. 13 With the HES multi-plug connected, and Note: In order to conduct the RPM and TDC 11 On an oscilloscope, a high-frequency the ignition on. connect the voltmeter posltlve tests, it is also possible to remove Ihe square wavelorm switchlng between zero and probe to the s~gnatlerrr~inal(see illustration distribulor from the engine, switch on the 5 volts should be obtained. Check for even 4.51. rgnition and rotate the distributor shaii by peaks. One or more peak that is much smaller 14 Turn the engine over s~owlyA. s the trigger than the others could indicate a damaged slit. vane cut-out space moves i r l and out of the hand. 12 A digital voltmeter should lndlcate air aap. the voltage stiould alternate between 3 Connect the test equipment between swltchlng between zero and 5 volts The duty 10 to I ? volts and zero volts. terminals 1 (earth or signal return) and 4 (RPM cycle, RPM and frequency meters should signal) at the CAS multi-plug or the ~ndicatea slgnal output. The frequency of the Signal voltage not available corresponding multi-plug termlnals at the TDC signal should be less than that obtalned ECM. when test~ngthe RPM sensor slgnal (see 15 Disconnect the HES multl-plu~at the above). dstrrbutor 4-6 Optical crank angle sensor. The arrow 16 Probe output terminal 2 (0)of Ihe harness points to the optical pick-up. Beneath the 13 If the s~gnal1s non-existent, very weak or multi-plug with the voltmeter positlue probe A voltage of between 10 and 12 volts should be pick-UP is the rotor disc containing two Intermbttent, check for a voltage supply to obtained. rows of slits. The large reCtangular slit CAS terminal 2 and check the CAS earth at 17 If there is no voltage from the ECM to indicates the position of number 1 cylinder terminal 1. Also check the sensor for damage. terminal 2, check lo: continuity of the signal dirt or oil, the dlstrlbutor and rotor plate for wlrlng between the HES and the ECM. damage, and for conlinulty between the GAS Recheck for wltaae at the ECM terrn~nalI.f no s~gnatlerminal and the ECM pln voltage IS available at the ECM, check all 14 Run the engine at varlolrs engine speeds, voltagr supplies and earth connections to the and check for a consistent s~gnatlhat meets ECM If ttie voltage supplies and earth the same requirements as the crankqng test. connections are satisfactory, the ECM is suspect. CAS shield connection 15 The CAS s~gnawl ires are shielded against RFI. Locate the wiring multi-plug connector or drsconnsct the ECM multi-plug. Attach an ohmmeter probe to the wire attached to sensor signal terminal 3, and attach ttie other ohmmeter probe to earth. A reading of lnf~nrty should be obtained. 16 Move the first ohmmeter probe to t h e wire attached to sensor s~gnalterm~nal4. A reading of infinity should also be obtained.

L4*4 Component test procedures ECM multiplug4.7 Check the coil primary mslstanoe. Disconnect the low tension 4.8 Detach the ECM multi-plugand check for battaw voltage at wires and connect lha ohmmeter between the positive end the ECM prirnw ignition terminal negative terminals,,', :' , ,, < ? ; ,< : ;,', , ,' , , 10 Check for voltage to the cojl negatfve (-) 18 If the voltage is equal to batterj voltage. check for a short to earth between the coil'it-.-?#' >,:~,~ 11,1, :, , , terminal (7). H there is no voltage, remove the number 1 termrnal and the amplif~er.If the.'...:: ,;, , ' , , ,: , wiring is satisfactory. the amplifier is suspect. ;,,, ,,, wire to the coil (-) terminal and recheck. I f 20 Disconnect the amplifier multi-plug....,~.: .':< , ,:>,.v: A ,, ,, - .: ,A< >~. , , < , ? , , ,.,,, v there is ztlll no voltaga,check the coll primary A Warning: Referto Warning Alo 3 ,; , ,>,, , , ,,<> resistance (see Hlustration 4.7). fm the Refemnee Section at the ,,,,,:, I 1 If the voltage is at nominal battery level, end of this book) befor8 dis-r: check for a short lo earth between the coil connecting the multi-plug.,..,: ,,.,> ,- number terminaalnd IhaepprOprlate ECM 21 Check for voltage at the amplifier terminal < ,, , ' <.,,,: , that is connected to the ignition coil term~na1l c, . ',,,: pi\" If there is still no voltage, the coil is (see (Ilustratlon 4.9). If there is no voltage. ,, , 8uspct- check lor continu~tyof wiring between the amplifier and ignition coil lerminal number 1.Gemre1 l2 DetachtheECMmulti-~lugandcheckfor battery voltage at the appropriate ECM pin 4.9 Checking for voltage at the amplifier1 Check the coil terminals for good clean {see Illustration 4.81. If there 4s no voltage, terminal ( I ) that is connected to theconnections, and clean 2way accumulations of check for continuily between the coll numberdrrt and the residue from a maintenance spray. 1 terminal and the appropriate ECM pin. ignition mll terminal Na. 1. The v o h e t e rTher=iduewillanmctdirt,andthismay,ead negative probe Ls connectedto me A Warning: Refbr to Warning No 3to bleeding of the HT current to earth. (inthe Reftmnca Section at the amplifier earth connection (2) the ignition coil for signs tracking, end of thls book) before dls- connecting the ECM rnutti-plug.particularlyarour,dthe coil tower area.Note: Although the foliow~ng tests am 13 If the wiring is satisfactory, check all ECMaccomplished with the aid of a basic dwell voltage supplies ar,d earth connections. If testing reveals no faulls, the ECM is suspect.meter, an osci/loscope IS a more suitable However, a substitute ignition coil should beinstrument for anabing the signah generated tried before renewing the ECM.by the primaryignition. 14 If the Ignition system is of distributorless type (Dl$ repeat the tests for the second orEngine non-runner test third coil (where fitted). The ECM connectlanprocedures varies according to system.3 Connect the dwell meter negative probe to Prlmarysignal not available (separatean englne earth. external amplifier)4 Connect the dwell meter positive probe tothe coil negative (-) terminal (usually marked 1 15 Check the prlrnary trigger tor a goodin Bosch systems). signal (Refm to GAS or HES test).5 C~ankthe engine on the starler. 16 Switch the ignition on.6 A duty cycle reading of approximately 5 to 17 Check for a voltage supply to the coil20% should be obta~ned. If there is asatisfactory primary signal, the pclmaty positive (+I terminal (15). If there is no voltage,ignition (including the primary trigger) areproviding an acceptable s~gnal. check the wiring back to the supply (usually the ignltion sw~tchor one of the system relays).Primary sign&!not available 18 Check for voltage to the coil negative (-)(amplifier inside the ECM) terminal (1). If there is no voltage, remove the wire to the coil (-) terminal and recheck. If7 Check the primary trigger for a good signal there ISstill no voltage, check the coil primary(re!er to GAS or HES test), resistance, the coil IS suspecl (refsr toB Swilch on the Ignition. illustration 4.41.9 Check for a voltage supply to *he coilposrtive {+) lerminal (15). If there is no voltage,check the wiring back to the supply (usuallytheignition switch, but coukl be one of the relays).

Component test procedures 4.5IP1 Check for voltageto the amplitier from the 27 If the wiring is satisfactory, check all ECM 31 Run the englne at idle and various bnltion switch. voltage supplies and earth connections. If testing reveals no faults, the ECM is suspect. speeds, and record the duty cycle values.: I-Check the amplifier earth connection. However, a substitute ignition coil and/or Approximatevalues are given below::i W Crank the engine and check for a control amplifier should be tried before renewing the dgnal from the ECM to the amplifier. Note: ECM. Idle speed - 5 to 20% 28 If the ignition system is of distributorless Mhough i f rs possible to use a dwell meter to type (DIS), repeat the tests for the second coil. 2000 rprn - 75 to 35% The ECM connection varies according to 3000rpm - 25 to 45%' W tor a duty cycle signal from the EC# to system. hamplifmr,the integrity o f the signal may be 32 It is important that the duty cycle In % Engine running test pmcedures Increases in value as the engrne rprn is raised. &Hicult to esteblrsh. Once again, an 29 Connect the dwell meter negative probe If your D M M can measure the duty cycle in 4 cwcillosrope is more likely to make sense of to an engine earth. 30 Connect the dwell meter positive probe to ms, the reading should not change much in bbs qm/. value as the engine rprn IS raised. the coil negatwe I-) terminal (usually marked 1 33 Checklheamplifier earth. eS If there is no control signal, check the 34 Check that devices such as a radio in Bosch systems). suppresser or anti-theft alarm have not been continuity of the wiring between the amplifier connected to the coil primarj (-) terminal. md the ECM terminal. 35 All other tests and any detailed prlmary analysis requires the aid of an oscilloscope. a If the control signal is sat~sfactory,but there is no output from the amplifier, this w e s t s a faulty arnpiifier.! Sensor test procedures <m-w@ 13 Snap open the throttle. A voltage greater 25 Open and close the AFS flap several than 3.0 volts should be obta~ned. times, and check for a smooth resistanceQemral Erratic signal output change. As the AFS flap is moved slowly from 1 Inspect the air trunking from the AFS and 14 An erratlc output occurs when the voltage the closed to the fully-open poslt~ont,he AFScheck fur splits, poor fitting or damage. A output IS stepped, drops to zero or becomes resistance may increase and decrease in a lsrge vacuum leak at this point will cause the open-circuit. series of steps. This is normal. It ihe AFSengine to fire but fail to continue running and 15 When the AFS signal output is erratic. this resistance becomes open or short-clrcult, a8 small vacuum leak will adversely affect the usually suggests a faulty signal track or a fault is revealed.AFR. st~ckingftap. In this instance, a new or 26 We are not provid~ng res~stance2 The AFS may be one of vacous types: vane, reconditionedAFS may be the only cure. specifications tor the AFS described in thisKE-Jetmnic, hot-wire, hot-film or vortex type, 16 Sometimes the wiper arm becomes book. It is less irnporlant that the resistance ofdepending on system. disengaged from the signal track at certain the AFS remains withln arbitrary values, than points during its traverse. This can also give the operation is correct.Vane type AFS an erratic output. 27 Connect an ohmmeter between the AFS 17 Remove the top cover from the AFS and earth terminal and supply terminal. A stable3 Connect the voltmeter negative probe to an check that the wiper arm touches the track resistanceshould be obtained.engine earth. during its swing from the open to the closed 28 Renew the AFS if the resistance is open-4 Identify the supply, signal and earth posit~on.Carefully bending the arm so that It circuit or shorted to earth. Refer to thetermnals. touches the signal track, or careful cleaning of comments on resistancereadings in Chapter 3.6 Connect the voltmeter positive p b e to the the track, can cure an erratic signal output.wire attached to the AFS signal terminal (see KE-Jetronic type AFSllwtration 4.10). Signal vottage not available6 Removethe air trunkmg. 29 The AFS In KE-Jetronic systems is7 Remove the air filter box so that the AFS 18 Check for the 5.0 volt reference voltage attached to the metering unit sensor plate. Asflap can be easily opened and closed. supply at the AFS supply terminal. the sensor prate moves, the signal varies in a8 Open and close the AFS flap several times 19 Check the earth return connection at the similar fashion to the vane AFS fitted in other AFS earlh terminal. systems. 20 If the supply and earth are satisfactory, 3Q The general method of testing, and the check for continuity of the signal wirlng reslstance and voltage values, are slmilar to betweenthe AFS and the ECM. the vane type AFS described above.and check for'smooth operation. Also check 21 If the supply and/or earth arethat the flap does not stick. unsatisfactory, check for continuity of the8 Switch on the Ignition (engine stopped). A wiring between the AFS and the ECM.voltage of approximately 0.20 to 0.30 volts 22 Ifthe AFS wiring is satisfactory, check allshould be obtained. boltage supplies and earth connectionsto the10 Open and close the flap several times, ECM. If the voltage supplies and earth con-and check for a smooth voltage increase to a nections are satisfactory, the ECM is suspect.maximum of 4.0 to 4.5 volts. Note: I f a digital Signal or supply voltagevollmeteris used, then rt is usefulfor it to have at battery voltage levela bar graph facility. The smoothness o f the 23 Check tor a short to a wire connected tovoltage mcrease can then be more easily seen. the battery positive (+) terminal or a switched supply voltage.11 Reflt the alr trunking. Start the englne and Resistancetestsallow ~t to idle. A voltage of approx~mately0.5to 1.5 volts should be obtained.12 Open the throttte to no more than 3000 24 Connect an ohmmeter between the AFSI rpm. A voltage of approximately 2.0 to 2.5 signal terminal and supply terminal or the AFS 4.10 Backprobingthe AFS for voltagevolts should be obtained signal terminal and earth terminal.

4.6 Component test proceduresHot-wire or Hot-film type AFS 43 Check the earth return ~onnectional AFS 8 The signal voltage will vary according to the bl 11Note: The voltage measurements are based terminal number 2. temperature of the air in the AFS inlet tract oc c) I .on the Vauxhall 16-valve engrnes with sgcMotronic 2.5. The readings from other 44 Check the earth connection at AFS inlet manifold. As the engine compartment u atvehicles should be stmilar.Signal wire terminal number 1. inlet manifold air rises in temperature, tha 17 C31 Switch on the ign~tion.A voltage of the t:approximately 1.4 volts should b e obtainad. 45 If the supply and earths are satisfactory. voltage signal passed to the ECM will redua.; sup::32 Start the englne and allow it to idle. Avoltage of approx\mately 2.0 volts should be check for continuity of the signal wiring When the eng~neis cold, the air ternperaturn SeEobtained.33 Snap open the throttle several times. The between the AFS and the ECM. will match the ambient temperature. ARer the .A-voltage will not increase significantly over thedie value d u r ~ r ~thgis off-load test. Note: i f a 46 If the supply and/or earths are engine has started, the temperature ot the ar wl?!digital volI~rreteris used, then it is useful for it unsatisfactory, check for continuity of the in the engine compartment and the inled 18 fto have a bar graph facilrty. The smoothness -ie.lr-l!. supply andlor earth wring between the AFS man~foldwill rise. The temperature of the air in the :of the voltage increase can then be more voii-easily seen. and the ECM. the inlet maoitold will rise to approx~matel7y0034 It \s less easy to test the AFS hot-wire hew?'signal output because it is impossible to 47 If the AFS winng IS satisfactory, check all or 80°C, whlch 1s a much higher temperaturesimulate full-load conditions in the workshop 19 'without puttlng :he vehicle on a chassis voltage supplies and earth connections to the than that of the alr in the engine compartrnmt.dynamometer (rolling road). However, the bid:..foliowing test procedure w ~ lul sually prove it ECM. If the voltage suppl~esand earth 9 When undergoing tests at various temp.the s~gnaol utput is cons~stent. cot-!35 Disconnect the air trunking so that the connections are satisfactory, the ECM IS eratures, the ATS can be wanned with a hall- 5°C.hot-wire IS exposed36 Switch on the hgnition. suspect. dryer or cooled with a product like \"Freezit\", 1 Ti37 Use a length of plastic tubing to blow air nullover the hot-wire. Vortex type AFS which IS an ice cold aerosol spray, sold in38 It should be possible l o plot a voltage electronic component shops. As the ATS IS A:curve, allbough the curve w ~ l lbe much seii-steeper than that obtained with the engine 48 The vortex type AFS relies on the intake heated or cooled, the temperature w ~ lclhangarunning. risG:Erratic signal output rnanrfold design to create a turbulent airflow. and so too will the resistance and voltage. 2139 The signal output IS erratic when the thevoltage does not follow a smooth curve, if the A rad~osiqnal is passed through the airflow as ATS voltage and resistance ro!?voltage drops to zero, or if it becomes open- it flows through the sensor. Var~ationsin the table (typ~caNi TC type)c~rcuit. turbulence cause a change in frequency that i*.40 Check the AFS resistance as follows. the sensor returns to the ECM as a measure Temp Resistance VoftsConnect an ohmmeter between AFS terminals of airflow into the engine. AI2 and 3. A resistance of approximately 2.5 to (*c) (ohms) w3.1 ohms should be obtained. 49 ldent~fythe signal terminal. At idle speed, 0 4800 to 660041 When the AFS signal output is erratlc, and 4.00 to 4.50 Tunall supply and earth voltages are satisfactory, {\"C.th~ssuggests a faulty AFS. In this case, a new the slgr,al output should be lypically 27 to 33 10 4000 3.75to 4.00or reconditioned AFS may be tha only cure. 0Signal voltage not available Hz. The frequency will increase as the engine 20 2200 to 2800 3.00 to 3.5042 Check lor the battery voltage supply to 20AFS terminal number 5. speed is increased 30 1300 3.25 40 4.71 Backprobingfor an ATS signal 50 Identify the ~ a r t hterminals. A voltage of 40 7000to7200 2.50to300 (ATS located inthe air fiitar box) less than 0.2 votts should be obtained. 50 1000 2.50 51 identify the supply terminal. Battery 60 800 2.00 to 2.50 voltage should be obtained. 80 2 70 to 380 1.00 to 1 30 52 It is probable that the sensor will also 110 0.50 house alr temperature and air Dressure sensois. These sensors should be tested as Open-circuit 5.0 t a . 1 Short to earth Zero descr~bedunder the test for the appropriate 10 Check that the ATS voltage corresponds sensor. 10 the ternperature of Ihe ATS. A temperature gauge is requlred here. 8 Air temperMuresensor (Am) 11 Start the engine and allow it to warm up to normal operating temperalure. As the englne -~VP warms I J ~ ,the voltage should reduce in accordance with the ATS chart. 12 Proceed with the following tosts and 1 T ~ rEnalorrty of ATSs used in motor vehicles checks if the ATS signal voltage is zero are of the NTC type. A negative iemperature (supply IS open-c~rcuitor shorted to earth) or coefficient (NTC) sensor is a therm\stor in at 5.0 volt level (ATS is open-c~rcult]. which the reslstaoce decreases as the Zero volts obtained temperature rises. A posit~vetemperature coeficient (PTC) sensor is a thermistor in which at the ATS signal terminal the resistancarises as the temperature rises. 2 The A l S may be located in the Inlet tract of 13 Check that the ATS signal terminal IS not the airflow sensor or in the inlet rnandold. If shorted to earth. the ATS is located in the airflow sensor, it 14 Check for cont~nuityof the s~gnawl iring shares a common eartn return. Both types of between the ATS and the ECM. ATS are examples of two-wlre sensors, and 15 If the ATS w~ringis satisfactory, yet there test procedures are similar. 1s no voltage is outplrt from the ECM, check 3 Connect the voltmeter negat~veprobe to an all voltage supplies and earth connections to engine earth. the ECM. If the voltage supplies and earth 4 Identifythe srgnal and earth terminals. connections are satisfactory, Ihe ECM is 5 Connect the voltmeter positive probe lo the suspect. wire saached to the ATS signal term~nal(see 5.0 votts obtained at the ATS signal terminal illustration 4.11). 16 Thls is the open-circuit voltage, and will 6 Switch the ignition on (enginestopped). be obta~nedIn the event of one cr more of the 7 A voltage of approximately 2 to 3 volts, following condltions: depending upon atr temperature, is likely to a) The signal tern~~nianithe ATS (orAFS) be obta~ned.Refer to the ATS chart for typ~cal multi-plug is not rnaktng contact wrth !he voltages at various temperatures. ATS.

4.8 Component test procedures 10 A common problem may occur where the 20 Measure the resistance of the CTS, ard CTS varles io resistance (andvoltage) outs~de check ths resistance against Ihe temperatum of its normat range. lf the CTS voltage chart. measurement is normally 2 volts coldI0.5 21 Heat the water, periodically measuring the. volts hot, a faulty CTS may give a voltage of water temperature and the CTS resistance, 1.5 volts cold/I .25 volts hot, resulting in the and comparing lhe resistance with the 1 The englne being difficult to star1 when cold and temperature charl. ideni~i: running richer than normal when hot. This will -q3 Codant brnpmturesensor ' operai: not result in the generation ol a fault code (Cl3) PTCtype (unless the ECM is programmed to recognise or mo! voltage changes against time) because the 1 The PTC type coolant temperature sensor proce' CTS is still operaling within its design is fltted lo a small number of systems (mainly distrit Renault vehicles). A positive lemperature c~-iteF parameters. Renew the CTS if t h ~ sfault coefficient (PTC} sensor is a thermistor in occurs. Note: The above example IStypical, which the res~stancerises as the temperahre 2 Cor and not meant to represent an actual voltage meter obtained in a pan~cularsystem under test. g Idel terrni~ 11 Proceed with the following tests and f0llo:.... checks if the CTS signal voltage is zero (supply IS open-circuit or shorted to earth) or rises. 4.14 Checking the CTS resistance at 5.0 volt level (CTSis open-circuit). 2 The general method of testing is similar i n5 Connect the voltmeter positive probe to the Zero volts obtained the NTC type previously described: withwlre attachedto the CTS signal terminal. at the CTS signal terminal reference to the values in the CTS (PTC)6 With the ongine cold and not running. resistance and voltage table.switch OF the rgnition. 12 Check that the CTS signal terminal is not7 A voltage of approximately 2 to 3 volts, sb.ortedto earth. CTS resistance and 4 Ccdepending upon temperature, is likely to be 13 Check for continuity of the signal wiring voltage table (typical PTC type)obtained. Refer to the CTS chart below for between the CTS and the ECM. met<Pypical voltages at varlous temperatures. 14 If the CTS wiring is satsfactory, yet no Temp Resistance Volts sign- voltage is output from the ECM, check all (ohms) voltage supplies and earth connections to the rc) me [ ECM. If the voltage supplies and eanh con- 254 to 266 0 5 Fa 20 283 10 297 0.6io 0 8 of W ! duty 80 383 io 397 1.0 to 1.2CTS volta~eand nectionsare satisladory, the ECM IS suspect. Open-arcut~ 5.0 i-0.1 Sin1resistance table (typical1 Short to earth zem dui 5.0 volts o b t a i n e dfemp Resistance Volta at the CTS signal terminal 6S 7 F.rc) (ohms) 15 This is ihe open-circuit voltage, and will 14 Cylinder identiflcatiion (CID) -0 4800to 6600 4.00to 4.50 be obtained in the event of one or more of the inductivesensor 8 :. tollowing conditions:TO 4000 3.75 to4.00 a) The signal terminal m rhe CTS multi-plug 9V siyr20 2200 to 2800 3.00to 3.50 rs nct making contact with the CTS. 10 b) The CTS is open-circuit. var30 1300 3.25 air c) The CTS earth connection is open-circuit. 5.040 1000 ta 1200 2.50 to 3.00 IThe tnduct~vephase sensor whtch ~dentif~es Signal or supply voltage the cylinders for sequentla1 injectmn operation50 7 000 2.50 may be fitted :nsidethe distr~butoror mounted at battery voltage lwel upon the camshaft.60 800 2.00to 2.50 2 Measure the CID resistance (seeBO 270 to 380 3.00 to 7.30770 0.50 Open-circuit 5.0k 0.1 16 Check for a short to a wire connected to illustration 4.15) and compare to the batlery positive (+) term~nalor a switched specifications for the veh~cle under tesl. Short to earlh zer9 supply vollage. Typical CID resistance IS In the range 200 to8 Check that Ihe CTS voltage corresponds to Resistance tests 900 ohms.the temperature of the CTS. A temperature with an ohmmeter 3 Detach the d D or ECM multl-plug.gauge is required here. CTS on vehicle A Wamlng: Refer to Warning No 3 (in the Reference Section at theB Start the engine and aibw it to warm up to 17 A resistance test may be made at various end of this book) before dis- temperatures and a comparison made with connecting the ECM multi-plug.normal operating temperature. As the engine the ternperaturelresistance chart (see 4 Connect an AC voltmeter between the two illustration 4.14). When the resistance is terminals ai tne CID or at the correspond~ngwarms up, the voltage shouid reduce in w~thinthe stated parametersfor a cold englne rnultt-plug terrn~nalsat the ECM. Note: Better (2DLC), the coolant temperature should beaccordance wrth the CTS chart. with~ni5'C of that figure. results are usually obtarned by probrng the t 18 An allowance should be made lor a ternp- terminal, although the s:gnal can often be - erature oblaineb by probing the outside of the CTS or coolant passage. This is because the obtained upon the CID earth return4.tS An ohmmeter is connected b W m n actual temperature of the coolant may beh e two terminals to check the resistance hotter than the surface tsrnperatureof the CTS. 5 Crank tbe engine. A minimum AC RMS voltage d about 0.40 volts should be of the inductive phase sensor (CID) CTS off vehicle obta~ned. 6 Reconnect the CID or ECM multi-plug 7 Backprobe the CID srgnal and eanh term~nals. 19 Place the CTS In a suitable contamer of 8 Starl the englne and allow ~t to ~dle.A water, and measure the temperature of the min~rnurnAG RMS voltage of about 0 . i 5 volts water. should be obtained.

1 Component test procedures 49. 2 Check the vacuum hoses for condition. 3 Warm the engine to normal operating temperature (this condition must exist for all tests). 1 The Hall-effect phase sensor which -4.16 Hall-Mect phase sensor (CID) Control solenoid tests identifies the cylinders for sequential injection multi-ptug disconnected operation may be fitted inside the distributor 4 Start the engine and allow it to idle. or mountd upon the camshaft. The following 1 The timing of the phase sensor and the procedures describe how t o test the primary trigger is particularly important in a5 Disconnect the multi-plug from the EGR distributor-located sensor. Testing the sequential fuel injected vehicles. If the camshaft-located type will follow similar lines. phasing is out of synchronisation, at best the control solenoid. 2 Connect the voltmeter negative or dwell engine may sink into LOS mode with loss of 6 Attach a temporary jumper wire from the meter probe to an engine earth. power and increased emissions. At worst, the battery positive terminal to the supply terminal Sldentify the supply, signal and earth engine may fail to start. on the solenoid valve. terminals. The terminals may be marked as 2 Reasonsfor phasing errors: 7 Attach a temporary jumper wire from the fnllows: a) Incorrectly adjusted distributor.Only i f the solenoid valve earth terminal to an earth on the engine. 0 Output distributoris adjustable. 8 The EGR valve should actuate and the idle b) Slack timing belt (very common fault). quality deteriorate. If not, the EGR valve or t Signal c) Misalignment of timing belt. solenoid are suspect. 8 Check for voltage to the control solenoid - Earth 1 The main components in an EGR system supply terminal. are the EGR valve, control solenoid and lift 10 Check continuity of the control solenoid4 Connect the voltmeter positive or dwell and compare to the vehicle specifications. meter probe to the wire attached to the HES sensor (some systems)and vacuum hoses signal terminal (see illustration 4.16). Note: EGR sensor testsThe multi-plug must be connected. (where fitted) (see illustration 4.17). The5 Allow the engine to idle. An average voltage componentscould be tested as follows. 11 Backprobe the EGR sensor multi-plugof approximately 2.5 volts or an approximate (where possible), or connect a break-out boxduty cycle of 50% should be obtained (BOB) between the ECM multi-plug and the ECM.Signal voltage or 12 Connect the voltmeter negative probe to an engine earth, or to the earth return of theduty cycle signal not available EGR sensor. f 3 Connect the voltmeter positive probe to6 Stop the engine. the wire attached to the EGR sensor signal7 Remove the distributor cap. terminal.6 HES multi-plug connected, ignition on. 14 Start the engine and allow it to idle; the EGR signal voltage will be typically 1.2 volts.B Voltmeter positive probe connected to the 15 Disconnect the multi-plug from the EGR control solenoid and attach jumper leads tosignal terminal. the control solenoid as described above.10 Turn the engine over slowly. As the trigger 18 The EGR solenoid valve should fullyvane cut-out space moves in and out of the actuate, and the sensor signal voltage shouldair gap, the voltage should alternate between increase to over 4.0 volts. Note: It i s very5.0 volts and zero volts. difficult to open the EGR valve so that aSignal voltage not available EGR valveI t Disconnect the HES multi-plug at thedistributor. sensor and12 Probe output terminal 2 (0o)f the harness -E inlet manifoldmulti-plug with the voltmeter positive probe. Exhaust gases flow13 If there is no voltage from the ECM to from exhaust into inletterminal 2, check for continuity of the signal manifold via EGR valvewlrlng between the HES and the ECM.t4 Recheck for voltage at the ECM terminal. 4.17 EGW valve includtng lift sensor15 If no voltage is available at the ECM,check all voltage supplies and earth A Control solenoid switched earth D Lift sensor earth return through theconnections to the ECM. If the voltagesupplies and earth connections are B Reference voltage supply to lift sensor ECMsatisfactory, the ECM is suspect.16 Check the voltage supply (5.0 volts) at C Lift sensor signal E Supply from the relay or rgnitionHES terrnrnal number 1 (+). If the supply isunsatisfactory, check for continuity of thewiring between the HES and the ECM.17 Check the earth connection at HESterminal number 3 (-).18 If the voltage supply and earth aresatisfactory, the HES in the distributor issuspect.

4.1 0 Component test procedures Signal or supply voltage 20 k h k s€mw(KS) at battery voltage level 21 Check for a short to a wlre connected to the battery positive (+) terminal. 4.18 Typical knock sensor 1 The FTS measures the fuel temperature in 1 Attach the probe of an inductive lrrning ligm the fuel rail. to the HT lead of number 1 cyllnder (see :'smooth output can be obtained from the 2 The majority of FTSs used In motor vehicles illustration 4.18).valve. However, checking the sensor Voltage are of the NTC type. A negat~vetemperature 2 Connect an AC voltmeter or oscilloscopetoat rhe fullv-closed and fully-open position coefficient (NTC) sensor is a thermistor in the KS terminalsshould allow a judgement i n whether the which the resistancedecreases (negatively) as 3 AHow the englne to idle.sensor is operating correctly. the temperature (iefuel temperature) rises. 4 Gently iap the engine block close to17 Remove ihp temporary jumper wires from 3 The general method of tesling, and the number 1 cylinder. resistance and voltages, are s~rn~lator the 5 The timing should be seen to retard and athe solenoid, and the sensor signal voltage NTC type coolan1 temperature sensor small voltage (approximately 1.0 volt) shouldshould decrease be displayed upon tee voltmeter Or described. oscilloscope.18 If the EGR sensor signal voltage does not -19 Fuel iemprature switch (FS) -21 Manifoldabsolute pressurebehave as descr~bed,refer to the relevant test procedurefault cond~t~otensts below. (MAP) sensor 1 The FS operates when the fuel temperature analogue typeErratic signal output in the fuel rail rises above a pre-determined value. Note: Where the M A P sensor IS located19 AII erratic output occbrs when the voltage rnternally in the ECM, voltage tests are notoutput IS stepped, or drops to zero or 2 Supply to the FS is usually 12 volis from a possible.becomes open-c~rcuit and this usualty 1 Use a T-connector to connect a vacuumsuggests a iacrlt, EGR sensor. switched battery supply.20 Check for a 5.0 volt reference voltage and 3 Batiery voltage will be available at the earth gauge between the Inlet manifold and thegood earth connection on the other two wires. side of the swrtch when the temperature is MAP sensor. under the switching temperature. 2 Allow t h e engine to Idle. If the engine 4 Zero voltage will be obtained at the earth vacuum 1s low (less than 425 ?o 525 mm Hg). side of the switch when the temperature is check for the following faults: above the switching temperature. a) A vacuum leek. bJA damaged or perished vacuum pipe.&-JVACUUM c} A restricted vacuum connection.4.19 Using a vacuum pump and a voltmeter to check the MAP sensor signal dJ An engine pmblem, sg. misalignment of the cam belt. e) A leaky MAP diaphragm (inside the ECM tf the MAP sensor rs 1nlermIJ. 3 Disconnect the vacuum gauge and connen a vacuum pump in its place 4 Use lhe pump to apply vacuum to the MAP sensor until approximately 560 mmHg 15 reached. 5 Stop pumping, and the MAP sensor diaphragm should hold pressurelor a mlnimum of 30 seconds at this vacuum settlng. External MAP sensor only 6 Connect the voltmeter negative probe to an engine earth. 7 ldent~fy the supply, s~gnal and earth terminals. 8 Connect the voltmeter positive probe to the wire attached to the MAP sensor signal terminal. 9 Disconnect the vacuum pipe from the MAP sensor. 10 Connect a vacuum pump to the sensor (seeillusiratian 4.19). 11 Switch the ign~t~on. 12 Compare the ignition on voJ?age to that specified. 13 Apply vacuum as shown In the table and check for a smooth voltage change. 14 In t~lrbochargedenglnes, the results will be slighily different to normally aspirated engines.

Component test procedures 4-1 I 19 Check for a faulty vacuum hose or at5 An erratlc output occurs when the voltage 22 ~ a n i f i l d.WE~SOIM€pI ressure vacuum leak.output is stepped, drops to zero or becomes 20 Check for mechanical, ~gnitionor a iuelopen-circuit. Th~susually suggeds a faulty PAP) ~~~ - ,, fault resulting in low engine vacuum. d l ~ t dt@@., . ,:/ MAP sensor. In th~sinstance, a new sensor is 1 Set the DMM to the volts scale. 23 Oit temperature sensor Lonly cure. 2 Switch on the ~gnition. 3 Identify the supply, signal and earth (Om- NTC type/ Yottage table (signal terminal) terminals. 4/ 16 Checking condil~ons- engine stopped, 4 Connect the voltmeter positive probe to the wlre attached to the MAP sensor signal 1 The major~tyof OTSs used in mulor vacuum applied with pump. terminal. An average voltage of approximately vehicles are of the NTC type. A negallw 2.5 volts should be obrained. If not, refer to temperature coeffic~ent(NTC) sensor 15 a Vacuum Volts MAP therm~storin which the resistance clact eases: applied (bar) the \"Signal voltage not available\" tests below. as the temperature rises. 4.3to 4.9 5 Set Iha meter to the tachometer 4-cylinder 2 The general method ot test~ng,and the, Zem 3.2 1.0*0 7' 200mbar 22 08 scale (all engmes). reslstarice and voltage values, are similar to 1 2 lo 2 0 0.6 6 Disconnect the vacuum hose 10 the MAP the NTC type coolant tenlperature sensor Mmbar 1.O 0.5 sensor. previously described. 500mbar 0.4 7 Connect the positive DMM probe to the GW mbarCondition Volts M A P Vacuum signal terminal, and connect the negative 24 Power steering pressure (app.1 (bar1 probe to the earth terrn~nal. switch (PSPS) test (bar1 8 An rpm reading of 4500 to 4900 should be procedureFull-(hrottle 4.35 7 .U + 0.1 obtained. zero 9 Attach a vacdurn pump to the MAP sensor@ition on 4.35 1.0 + 0.I zero)oYe speed 1.5 028 to 0.55 0.72to 0.45 hose conrection. During the following tests. 1 The PSPS operates when the steering 15Deceleration I . 0 0.2C to 0.25 0.80to 0.75 the vacuum should hold steady at all of the turned (seeillustration 4.20). The information from the switch is used to Increasethe engine pressure settings.Turbocharged engines Apply 200 mbar - the rpm st~oitlrdl rop by Idle speed. to compensate for the extra load 525 r 120 rpm. placed on the engine by the poww sleerinyCondition Volts MAP Vacuum Pump. Apply 400 mbar - the rprn should drop by 2 Supply to the PSPS is usually made from a Iapp.1 (bar) (bar) 1008 + 120 rpm. switch4 battery supply or from the ECM. 3 Battery voltage will be available at both theFd-throtile 2.2 1.0*0.1 wro Apply 600 mbaf - the rprn should drop by supply and earth side 01 the switch when the 1460 + 120 rprn. wheels are in the straight-ahead pos~tlonIgnit~onon 2.2 1 . 0 ~ 0 7 zero 4 Zero voltage will be obtained at the earth App+ 800 mbar - the rprn should drop by side of theswitch when the wheels are turnedIdle speed 0.2to 0.6 0.28lo 0.55 0.72 to 0.45 1880 i 120 rpm. Note: In some systems,zero voltage bt?Pressure applied Volts 10 Release the pressure, and the measured obtained with the wheels stra~ghl-aheada, nd rpm value should return to the original setting batteferyvoltage when the wheels are turned.0.9bar 4.75 of 4500 lo 4900. 11 Renew the MAP sensor if it fails to behave Note: The follow~ngprocedures apply for a(a test of turbo boost pressure) as described typical three-wire throttle switch. HowevGr, in some three-wire TS applicalions, the rdleSignal voltage not available Signal voltage not available switch alone or the full-load switch alone may 17 Check the reference voltage supply (5.0 12 Check the reference voltage supply (5.0 be connected. Also m other applications, volts). volts). 13 Check the earth return.I 18 Check the earth return. 14 If the supply and earth are satisfactory, 19 If the supply and earth are satisfactorj, check for cont~nuityof the signal wiring check for continu:ty of the signal wir~ng between the MAP sensor and the ECM. between the MAP sensor and the ECM. 15 I the supply andlor earth are; 20 H the supply and/or earth are unsatisfactory, check for continutty of theI unsatrsfactory, check for continuity of the w~rlngbetween the MAP sensor and the ECM. 18 If the MAP sensor wiring is sat~sfactory,I w~ringbetween the MAP sensor and the ECM. 21 H the MAP sensor wiring is satisfactory, check all voltage suppl~es and earth connections l o ihe ECM. If the voltage supplles and earth connections are satisfactorj, the ECM IS suspect.Signal or supply voltage at check all voltage supplies and earth 4.20 Typical power steering pressurebattery voltage level connections to the ECM. If the voltage supplies and earth connections are switch (PSPS)22 Check for a short to a wire connected to satisfactoty, lhe ECM 1s suspect.the batteiy positive (+) term~nalor a switchedsupply voltage. Signal or supply voltage at baitery voltage levelOther checks 17 Check for a short to a wire connected to23 Check lor gxcessive fuel in the vacuum the battery positive (+) terminal or a switchedtrap or hose supply voltage.24 Check lor a faulty vacuum hose or avacuum leak. Other checks25 Check for rnechan~cal,ignition or a fuelfault resultingin low englne vacuum. 18 Check for excessive fuel in the vacuum trap or hose.

41. 2 Component test proceduresseparate idle and full-load switches may be 13 Check for continuity of the idle signal Voltage tests 16 7provided. On some Rover models. the TS 1s wiring between the TS and the ECM. spec'located on the accelerator pedal. Whatever 14 If the TS wiring is satisfactory, check all 1 Connect the voltmeter negative probe to an, in t ithe arrangement, the basic test procedure will voltage supplles and earth connectionsto the maclbe similar for all types. ECM. H the voltage supplies and earth mgine earth. Also, connections are satisfactory, the ECM is Sldentlfy the supply, signal and earth the IVoltage tests suspect. terminals. Note: Although the majority ot the I TPSs ere usua//y three-wire types, some; witht The three wires to Ihe TS multl-plug $5 Reconned the voltmeter p r o w to the wire sensors may mclude additional terminals thaf 17 (connector are earth, idle slgnal and full-load attached to the TS full-load signal terminal. function as a throttle switch. /f so, test the gal iisignal. 16 With the throttle in either the idle or just2 Connect the voltmeter negative probe to an open positions, the meter should indicate 5.0 switch using similar routines to thoss . ,F>'t-englne earth. volts. described for the throtl/e switch above.3 Idwnllfy the idle signal, full-load signal and 18 iearth terminals. Voltage Low or non-existent 3 Connect the voltmeter posltlve probe to the clrcl4 Switch on the lgnltion (engine not running). (throttle c l o d or just open) wire attached to the TPS slgnal termmat (wv ,5 Connect the voltmeter positive probe to the illustration 4.21). 19wire attached to the TS idle signal terminal. 17 Check the earth connection. 4 Switch on the i g n ~ l ~ o(enngine stopped) In prc'6 Zero volts should be obtained. If the meter I 8 Check that the TS full-load terminal is not most systems, a voltage less than 0.7 volts siyrIndicates 5.0 volts, loosen the screws and shortd to earth. should be obtained. calkadjust the TS so that zero volts is obtained. 19 Disconnect the TS multi-plug, and check 5 Open and close the throttle several t~mes. SF:-Note: On some vehicles, the throttle switch for 5.0 volts at the full-load multi-plug and check for a smooth voltage Increase to a the:may not be adjustable. terminal. If there is no voltage, proceed with maximum of 4.0 to 4.5 volts. Note: It a d~gild forZero volts cannot be obtained the following checks(throttle closed) 20 Check for continuity of the full-load signal voltmeter is used, then I? IS useful farit ?ahave S ~II7 Check the throttle valve posltlon. wiring betweenthe TS and the ECM. a bar graph facility. The smoothness o f the8 Check the TS sarlh connection. 21 If the TS wiring is satisfactory, check all vo/iapemrease can then be more easily seen. Sur9 Carry out the TS resistancetests (below). voltage supplies and earth connections to the10 If the voltage is sat~sfactorywlth the ECM. If the voltage supplies and earth Erratic signal output frc connections are satisfactory, the ECM is a,-!'throttle closed, crack open the throttle - the suspect. 6 An erratic output occurs when the voltage output is stepped, or drops to zero orswitch should \"clrck\" and the voltage should Voltage satisfactory becomes open-circuit.rise to 5.0 volts. (throttle dosed or just open) 7 When the TPS signal output is errat~c,this usually suggests a faulty potentiometer. InVoltage low or non-existent 22 Fully open the throttle. As the throttle this Instance, a new or reconditioned TPS is(throttle open) angle becomes greater than 72O. the voltage the only cure. should drop to zero volts. If the voltage does11 Check that the TS idle terminal is not not drop, the throttle switch is suspect. Signal voltage not availableshortd to earth.12 Disconnect the TS multi-plug and check Resistance tests 8 Check for the 5.0 volt reference voltagefor 5.0 volts at the multl-plug idle terminal. It supply at the TPS supply terminal.there is no voltage, proceed with the following 23 Disconnect the TS multi-plug. 9 Check the earth return connectio~at thechacks. 24 Connect an ohmmeter between the TS TPS earth terminal. earth terminal (sometimes marked 18) and $0 If the supply and earih are satisfactory, 4.21 Throttle pot output being meowed terminal 2 (Idle contact). check for continu~lyof the signal wiring with the aid of a voltmeter. Hare a paper 25 With the throttle switch closed, the between the TPS and the ECM. clip has been insertedinto the rear of h e ohmmeter should indicate very close to zero 11 If the supply and/or earth are ohms. unsatisfactory, check for continuity of the sensor to allow voltmeter conneetlon 26 Slowly open the throttle. As the TS cracks wiring betwean the TPS and the ECM. 12 If the TPS wiring is satisfactory, check all open, it should \"click - the resistance should voltage supplies and earth connections to the ECM. If the voltage supplies and earth become open-circuit and remain so, even as connections are satisfactory, the ECM is the throttle is opened fully. suspect. 27 Reconnect the ohmmeter between the earth terminal (sornet~mesmarked 18) and Signal or supply voltage terminal 3 (full-load contact). at battery voltage level 28 With the throttle sw~tchclosed, the ohmmeter should indicate an open-c~rcuit. i 3 Check for a short to a wire connected to 29 Slowly open the throttie. As the TS cracks the battery positive (+) terminal or a sw~tched open, it should \"click* - the reslstance should supply voltage. remain open-circuit until the throttle angle becomes greater than 72O, when the Resistance tests resistance should change to continuity of approximately zero ohms. 14 Connect an ohmmeter between the TPS 30 It the TS does not behave as described, signal terminal and supply terminal or the TPS and ~t IS not prevented from opening or signal terminal and earth terminal. closing fully by a binding throttle Ilnkage, the 15 Open and close the throttle several times. TS is suspect. and check for a smooth reslstance change. If the TPS res~stancebecomes open or short- circuit, a fault IS reveald.

-. Component test procedures 4.1 318We have not provided resistance~ i f i c a t i o n sfor the throttle pots describedIn this book. For one thing, many veh~cle manufacturers do not publish test values. - ECM! Also, it is less important that the resistance of supply fromi the TPS remains within arbitrary values, than: the operation is correct (varies consistently with throttle operation).17 Connect an ohmmeter between the TPS ignition switchw t h terminal and supply terminal. A stable Iresistanceshould be obtained. --- 118 Renew the TPS if the resistance is open-circuit or shorted to earth. Id -Mono-Motmnic 3 2 1 Earthmd Mono-JetronicI#Dual throttle position sensors are usuausually VSSprovided in these systems. By using twosignals, the ECM is able to more accuratelycalculate the englne load and other factors. 4.22 Typical vehicle speed sensor wiring 4.23 Vehicle speed sensor (GM type)Specific vehicle data is required to set and test 13 If voltage is sat~sfactoryat the ECM.thsse sensors, although it is possible to check be generated. This may be accomplished by check the diode in the wire between the ECM and VSS. Also check the continuity of thefor a smooth output on both signal wires in a using one of the two following methods: signal wiring. 14 If no voltage is available at the ECM,similar fashion to other throttle position a) Push the vehicle forward. check all voltage supplies and earth connections to the ECM. If the voltagegensors described above. Typically, the signal b) Place the vehicle upon a ramp, orjack up supplies and earth connections are satisfactory, the ECM is suspect.from one TPS will range from 0 to 4.0 volts, the vehicle so that the drive wheels can Other types of VSSand the other TPS from 1 .O to 4.5 volts. freely turn. 6 Rotate the wheels by hand so that a duty 15 Apart from the Hall-effect type of vehicle speed sensor, there is atso a reed switch type cycle or voltage can be obtained. and an inductive type. Reed switch type No signal or an 16 The signal output with the drive wheels erratic duty cycle or voltage rotating is essentially that of a square waveform. Switching is from zero to five volts,1 voltage tests 7 With the VSS multi-plug disconnected, and or from zero to battery voltage. A duty cycle of the ignition on. 40 to 60% may also be obtained. Note: These test procedures apply to the 8 Check the voltage at the signal terminal. A Inductive type voltage between 8.5 and 10.0 volts should be 17 The signal output with the drive wheels mastcommon type of VSS that operates upon obtained. rotating is essentially that of an AC waveform. 9 Check the voltage supply at the VSS supply The signal output will vary according to speed ha Hall-effect principle. terminal. A voltage slightly less than battery of rotation, in a similar fashion to the crank 1 The VSS may be located on the gearbox, voltage should be obtained. angle sensor describd earlier. on the speedometer drive behind the 10 Check the VSS earth connection. instrument panel, or on the rear axle. - 2 Connect the voltmeter negative or dwell Supply and earth voltages satisfactory meter probe to an englne earth. temperature and the engine speed raised 11 The VSS is suspect, or the VSS is not above idle speed. 3 Identify the supply, signal and earth being rotated by the speedometer drive (ie. terminals (see illustrations 4.22 and 4.23). broken cable or gearbox fault). Operation check 4 Connect a voltmeter positive or dwell meter probe to the wire attached to the VSS signal No signal voltage 1 Allow the engine to idle. terminal. 2 Check that the idle speed lies within its 5 The drive wheels must rotate for a signal to 12 Check the voltage at the ECM multi-plug operating limits. terminal. 3 Load the system by switching on the headlights, heated rear window and heater1 Actuator test procedures fan. The idle speed should barely change. 28 Carbon filter solenoid vatve 5 Disconnect the ECM multi-plug. ICFW A Warning; Refer to Warning No 3 (in the Referwnce Sectmn at the1 Identify the supply and signal terminals. end of this book) before dis-2 Switch the ignition on. connecting the ECM multi-plug.3 Check for battery voltage at the CFSVsupply terminal. If there is no voltage, trace 6 Use a jumper lead to very briefly touch thethe wiring back to the battery, ignition switch switching pin in the ECM multi-plug to earth.or relay output as appropriate. 7 If the CFSV actuates, check the ECM main4 Check the CFSV resistance. Remove the voltage supplies and earths. If tests reveal nomulti-plug and measure the resistance of the fault, the ECM is suspect.CFSV between the two terminals. The 8 If the CFSV does not actuate, check forresistance of the CFSV is typically 40 ohms. continuity of wiring betweenthe CFSV and the ECM switching pin. 9 On some vehicles, it is possible to obtain a duty cycle reading on the signal terminal. The engine will need to be at normal operating

4.1 4 Component test procedures -4.24 Squeeze an idle air hose while the engine is running at idle 43 F 44 C speed to check idle speed control valve (ISCV) response terrn resis 45 1 Ic.e.n\"t 4.25 Backpn3bing lor a typlcal dwell at the ISCV. engine at Idle speed4 If pr,sslhle 5 < l u - e 7 9 one of the air tiuses. 13 Load the englna h y swrtching o i t h e 27 fl1)t.n iti? enplne 15 TI( ,l :I ,::I jsr;( ,t l ,'I<< two ohnI!ie rdle speerl shrll~lrlsurqe and ttlerl ret~lrrl headlights, heated rear w ~ n d r ~awnd heater or a duly c\.ile u i rlthr5r 3[i~>tO>~rl1,H;1.~.I,:.I St:.too normal (see ~llustration4.24) fan. The average vultage :v~lldecrease arld the .69% ~?1I1bc v h t , ~ l n r r lThr r l . l t j ,I b . .I,.,,I #:. 475 H l h r !die c o n d ~ t ~ nrnnqetq tl)+ atlove duty cycle w ~ l lIncrease. The t r e q u e r ~ c yof WIII d e p c ~ i d I J ~ > ~ > I - I ~~,~II-I~,-II . . - ~ I ~ I I ~ 1I1 ,-~ ~ rTio teslc::rltt?rl.l. 11 IS III:~I~CJI.J to tje at I ~ u l t pulse should renlaln constant. i r l s f r u m ~ n1l 7cg1inr.r t ~ j drr \"A!6 F,?IIIIs In OIIF! o r rr1urr-Jt i t the ~ t r r n so n the 14 If an alr leak ur another tault I S ptesent 28 W h ~ nlhf: crlqll I(- I' I.s-r,l~:I ,I 11 t :! 1,:1;:t. I(.,,.tollmt,~nql ~ sbl v~lal dvnr~syl 311rr:I idle I ~tIr q r ~ty, resulting In more alr bypassirlg ttis throttle, h a d , the vnllsq? $,,:I rli:cfc;lsr ;,ic t h : ~:I .I) '11and r o u l d htlng at>oul Ttw yerit.rutlor1 c ~ flcile the ISCV duty cyclc w ~ lhl e lomer thatr tlorrrlal cycle w ~ l Il ~ L ~ E ~ SNFo:te: T ~ !Pr a , - ! , ~,;: -g 2 48 ttit-relatrd t a ~ l l tr.nl-1es Trlctr+ 1 1 ~ ! t 1 5S t ~ D ~ r ltd~ e as the CCM pulses the ISCV Icss npcn. d t g ~ t a l\ o/T/)-tet~?vr/lC! II?(?I~:~?::~!yts 1 1 ?!<!$? thr ~tcllechsd brtor17. ~ f l c m p l r ~r-l~~;lqr_ln~?s~d.f; the 15 When rnore load 1s plar:ed u p o i t h c voltage (3 1; Id!:idle s p e r d c:rml~r>dl nlvr: (I!>CV) or stepper engine, the FCM pulses the ISCV rrlure uperl 29 Load t l w cnqlnn b y s\*;~:rtl~vrl ? r 8 1UIrwtur (larger duty cyclc) tn Increase the idle speed. he;lrll~qhts, hcrltrcj rc,ir r~,~r~rrc.)jir~:.,l ' , z z t t ~ \tTl:<j t r i q f ~ Irn?< t n t >1ca/tclr~I1 16 I r l addlitor) ~f the enqrnc 1s rncchnl~~r;llly tall The nvcwgr volt~r!r:w ~ l l:It.( I.,.~:.I. ,:rl, : 'he 49h ) I~ILLt ~V~~I ~PI ~t L~I I~)~I >t r n q r ~ n s o ~ l nodr the lhrottle valve 1s d~rt:, thf ECM duty cyclr: w ~ lIlnrrensp 1111 may p:rlcc the ISCV more t i p y r ~I(>irlcrerlse 30 I f an nlr lnak nr nnott,r't f , ~ . ~ ! t :, l:rrl<+'-!cj >An I I I ( ~ I I [ : ~V ~IL~. I I~L I ~ > / e ~ h st1 01d ) I t J ~ l P ~ Lf O~ ~I+fVkl. the ~ d l espevrl T h ~ smay resLllt In :irl 1I.IPven 1t.sult113qIn 17)nrr nlr t-~~n;l<,.;l~r~l~tllr, 1!11,1:i.tcj Cloogr-rinrr h l t ~ f . \'I ~ d l earid a t t ~ a r ~c~rrri<;~I<lII,,r{yc,lr the ISCV dhty c y c l r nclll1)s Ioiwf~ri m i , i r l S , < . ~ I ~ . : I ~ tc<1) At) !ncor-rectly-ndllrstedthrottle valve. ISCV signal not available a5 the ECM pulses tlii: ISI;V 11:v; i j l > t > r i I)! y) Ccvhurj-tuuled throttle phte. 17 Check the ISCV ~res~s!arir-e[ yp~r_,~ll2y, 31 When more load 1s pla\.nil ~.;:::rl tit t i ) 411 ir)correutly-adj~~stethdrottle swttch or erlgirle the ECM pillscr, t h r IS<:\: ,n:11+ ,q:er .:I res~star~coef P to 16 nhms s h a ~ ~hl rel ~ tIrr~wd f (larger duty cycle) t o Iricri.nxr: +h~~-,r l l!,;~l~r+&! 11 Itlroltk pot. 32 I n . - ~ i l d ~ t ~~nfnt k.r : i.nglnr I:, ::lt>r 'I,I~II:,I I,, 18 With the i g n ~ t ~ uurni c h e c k !or b ? t t t 7 r y unr;~3\1ntiolr Ihc thrclttlr bi1lvp I.; rll~t;.t t ~ Ir <'I.* 51ISCV test procedure (two-wire) n l t l y p11l:;t~ the ISCV r)ir)rt>q ) + r ~ 1:) I;IL,Y:IW+ voltngr: nt thr: S I J ~ P I Y TPII~~IIIRI If ll)rrr IS r ~ c l7 /Iuoltmeter and,nr dwell rneter are suilable .>lnt3 ( L I Iq~l>~uxc(cT l i ~ ?1mLly r t ~ * < ~ l I1'1 ,111 L ~ r ~ t : b A ~ voltage, trace I h r ~VII lna bark to lhr. Inaln~rl-lr~rrrierlt:;for te:;tlng thr: t w o wlre ISCV in I C ~ I PAI?,~? l.lr+?r tt~1r1r i o r r r i k j ' t l h ~cl?~c,l:, relay or iqnltlori swbl~d?I;i dp[?r(.rl,r~ale 33 5wltr.i: t l l t o imr,ltn~etrr[ : r j . ; ~ t ~ h t . r;t I::>,:;rrlosl systems Note: A dwcll meter wtll not mlCti:( r>tr>I-l?l h the? vilre < ~ t i ~ >Jr I ~1L% )II!I~-\>.!,? 19 D~scur~rletchle ISI:V rnllltl p l ~ i g one of the t w o IS(;\/ :~:jrl 1 1 t r j r r ~ rl1.1':-91v.e p u u d r e s ~ ~ lwt shen conncctcd to Fotd 20 With the ~gnltlvnon. LIW 3 j u ~ ~ ~ 1p4e-3r6 to .34 With the englltr: Ihrl. I; .l.ir;' r l . I ~ . ~ , l t I.-l ~11.s \ sterns - a vulirrreter ur vscrlluscupc is n very krlefly tuuch l h ~ a=clLl3tor pin 117 thr- I X V duty cycle nf nrtlicr , > l - l p c , , l r ' l . ~ t ' , l , 1.I, \" .fi?ttr?r (:IJOICL?.8 Connect thr: negatlve probe to an eriylrle rr~rlltl-plugt o nnrtli ,69% w ~ lbl r: n h t n ~ t i c dThe 11111; , I I- ot. I.il81-It.srth9 Cilr~rlri:t the voltmctcr posltlve or dwell 21 If the 1SCV a d ~ ~ ~ i l ec:h:%k lhc, EKFJ m a n wtll d e p e ~ ~ dIdpnti wti11-I- ~ P I I I ~ I . I I 4 h ~ frrieter p r ~ t l elo the wlre attached to the ISCV Instrument is cotiripctno‘ ~ I L Cte~ r~r~~ lI~rlal, voltaqe suppl~esand e;lnT~% H Iest~rlqrt:veals10 .C,l,jrl It)?erigrrle and alluw ~tto Idle.11 Wrth l\lr enqIIrP t t ~ ) t;I. varylrlg voltagr: no fault, ttle ECM 1s s u ~ p e c t .h r l w e p n 7 11 l o 0 volts, a duly cycle ~t 40 to 22 I f the l S C ~do(+, actuale, ctle,;k fur ,,.nti,.,litv . - -2 - wirl,lu between the IS(;V ~llllltl. p l i ~ gand thc FCM. lSCV test procedure ISCV signal not available ( B O S Ct~hree-wire) 35 Check the I S ( X rr:s~stani.,I,:I.I, l > t , : ( s , ; .~ l 4 ~ %an,d n f ~ ~ q l l fyi lo~f I1U ?re I~kvlyto he 23 A vultrrwt'r 2nd a dwcll mnter nre SI rtahte 36 I l l ~ t hthe Iqnrttnli 011, I-I?,,I I> '1.1 t , . ~ ' ' + .obta~ned(see illustrat~on4.25) 1nstrurntwt5firr testlng ltle Busct! ttlrech-w~re voltage at the suppl',: t e r ~ i ~ t i n l12 Wt,erl the erlqlne 17r ~ i rnlr pl;lr.srl LJndfY ISCV 37 I f there IS no vultaqt: tr;lr,. th, , Y, t lm7v> I: -1, Iload. Ihe vullage w ~ ldl ecrease and thr: duty 24 Canner,t ttlrT voltmeter nerjative or dwell to the rrlalrl relay 01- 1qrl1111:n5\;,:.,1 :I(cycle will Increase. F requenrv 15 Ihkely tn meter probe to ari erlyirle earth apprupr~aterclnaln statjle for rriust Idle c ~ > n t ~vcarlves lth? 25 (:onn17ct Itlr voltmeter p u s ~ t i v eclr dwell 38 U~sconrle(:tthr: lS(:V ~ n u l i l11l11gf r e q l ~ e n c ywill ~ ~ s ~ ~aal l rlrl y111 I L Y v~,jlves! rnzler prube to tile wlre attnchcd t o onr: nf the 39 S w ~ t c h01)the IqnltlcI). IJT-I' r.1 1 1 l - r [ ) ; I . INote: Thc rcndtng otl a d1~11t,7/\ ~ d t n l r t e r~vrtl two ISCV slgn;ll terrnltrals. t u very b r ~ e t l ytuuck, onc n?1111. 1,.,-, -I: ' 1 I;I'~-,~~rrdtcatethc nvorngr! voltngr 26 Start thp r n g l i l r and allow ~tto ~ d l s . plrls In the ISCV m t ~ l pt ~lucl t{>1'2tTl1

. -. .. . Component test procedures 4.1 5I10 If the ISCV actuates, check the ECM man 30 approximately 5 to 10% should be obtained. If voltage suppl~esand earths. If testing reveals the dwell meter can measure the value ~n no fault, the ECM IS suspect. -, , m i l l i ~ o n d st,h~scould be even more useful. 41 If the ISCV does not actuate, check for , Good injector signalcontinu~tyof wiring between the fSCV muiti- 10 Check for an injector pulse on the other injectors.plbg and the ECM 1 Check for corrosion in the connection plugs 11 If the rnjector signal is satisfactory and if42 Switch the jumper lead to very briefly between the relay and the injector, and the the primary ignition signal is also providing antouch the other ISCV actuator pin in the ISCV ECM and the injector. Corrosion in connection acceptable signal, the fault IS unlikely t o bemulti-plug to earth. Evaluate the results as in plugs is a common reason for poor Injector related to the ECM.pxagraphs 40 and 41 above. performance. Poor or no injector signal 2 Connect the dwell meter negatlve probe l o on one or more injectanlSCV resistance(three-wire) an engine earth. Note: In some Motronic systems, the frequency o f injection increases for several4l Remove the tSCV multi-plug. 3 Identify the supply and signal Isrminals. seconds during inifialci-ankino. Note: An injector dwell reading will only be 12 Check the fuel pressure and fuel flow.44 Connect an ohmmeter betweenthe centre obtained upon the signal terrnmnal which is theterminal and one of the outer terminals. A 13 Check the primary trlgger (crank angleresistance of 20 ohms should be obtained. wire connecting the injector to the ECM If you sensor or Hall-effect sensor) for a good signal.45 Reconnect the ohmmeter between the cannot obtain a reading, reconnect the probe 14 Check the voltage at the signal terminal ofcsntre terminal and the other outer ISCV to the other terminal and retry. the injector multi-plug. Battery voltage shouldterrr,

al.A resistance of 20 ohms should be 4 Connect the dwell meter positive probe to be obtained.obta~ned. 15 If there is no voltage, check the injector46 Reconnect the ohmmeter between the the wlre attached to the injector signal resistance and the injector voltage supply.two outer ISCV term~nals.A resistance of 20 16 Disconnectthe ECM multi-plug.ohms should be obta~ned. terminal. A Warning: Refer to Warning No 3 5 Although the following tests are (in the Reference Section at the end of this book) before dis- accomplished with the aid of a basic dwell connecting the ECM multi-plug. meter, an osc~lloscopeis a more suitable 17 Switch on the ignition. lnstrurnent far analysingthe signals generated 18 Use a jumper lead to very briefly touch each one of the injector actuator pins In theStepper motors by the electronic fuel injector circuits. ECM muhi-plug to earth (see illustration 4.26). 19 If the injector actuates, check the ECM B Initially, the probe can be connected to the main voltage supplies and earth's. If tests47 A number of different types 0 1 stepper signal term~naol f any one of the injectors. reveal no fault, the ECM is suspect.motor are usad in motor veh~cles.Spec~fjc 20 If the injector does not actuate, check fortest procediires for a number of popular types Current-controlledor peak-and-hold battery voltage at the ECM pin. If voltage isare detailed In the Haynes companion volume injection circuits (dwell meter) present, the injector is suspect. If there is no voltage, check for continuity of wiring\"AutomotiveEngine Management and Fuel 7 When the injector IS of the current- between the injector multi-plugs and the ECM multi-plug.lnject~onSyslems Manual\". controlled ktnd, very few dwell meters may be 21 If the injector circuit is banked or48 A sw~tchis somalimes incorporated into capable of reg~steringthe second stage of the sequential, individually check each connection to the ECM.the stepper motor assembly Refer to the pulse duration. The meter may only register the swrtch-on citcuit of approximately 1.0 orthrottle swltch tests tor a general description 2.0%. Thls means that the injector duty cycleof earth and supply tests. ldle switch readlng will be inaccurate and notoperallon IS particularly important for goodidle qual~lyH. the ECM does not recognlse the representative of the total pulse width seen inIdle condillon, ldle control cannot be the circurt. Only a small number of DMMs canrmplementsd. actually measure this circuit satisfactorily.40 The typical stepper molor employs two Engine non-nmmer testmotor windings. The ECM positions thestepper motor by energising the windings in procedu~esone direction and then the reverse. Avoltmeter or oscilloscope could be used to 8 Crank the engine. B A duty cycle reading (injector duty cycle) oftest for a stepper motor signal. However,atthough a signal can usually be obtained onall of the motor terminals, the signal is fleetingand will only be generated as the motorwinding is actuated.50 Check the resistance of both windingsand compare to the vehicle specifications.Values are usually under 100 ohms. ECM multiplugW/Audi idle control motors51 The type of control motor fitted to many 4.26 Using a jumper leadto very briefly touch an injector actuator pin in thecurrent VWlAudi vehicles incorporates a ECM muHi-plug to earthreversible stepper motor winding, a Hallsensor that s~gnais the stepper motorpostion, a TPS, and an idle switch. An 8-terminal multi-plug connects the motor to thewiring loom. The component parts that makeup the control motor can be tested byreferring to the test procedures describedunder the headings for individualcomponents.

41. 6 Component test proceduresDuty cycle too long or too short Note: If the ECM has entered LOS due to a the injection circuit. However, ~t does not t fault in one of the sensors, ihe engine may22 Check the coolant temperature sensor, generally behave quite well whilst the engine prove that the signal is totally satisfactoty. : is hot, but may be difficult to Stat? when cold.then check the airflow sensor or MAP sensor. Good injector signalNote: I f the ECM has entered LOS due to a Injector msistance tests .6 If the injeHor signal is satisfactory and the :fault in on8 of the sensors, the engine may 28 Remove eacn injector multi-plug andgenerally behave quite well whilst the engine primary ignition slgnal is also acceptable,thois hot, but may be difficultto start when cold. measure the resistance of the injector fault is unhkely to be related to the ECM. between the two term~nals. On current-Engine nrnning tests controlled injectors, the resistance will Poor or no injector signal typically be 4 ohms: on most other systems,23 Run the engine at various speeds. Record typically 16 ohms. 7 Check the fuel pressure and fuel flow. 27 Whwn dealing with parallel injector 8 Check the crank angle sensor, Hall-effectthe duly cycle, and compare to the circuits, or banked ~njectors, one faulty injector can be harder to spot. Assuming that sensor or other primary trigger for a good .approx~matsvalues in the following table. the resistance of one slngle injector is 16 ohms, the values that are likely to be obtained signal.When the engine is cold, the values will w ~ t hvarious configurations of injector circuit 9 Check tho voltage at the signal terminal 01 are as follows: the injwtor rnultl-plug. Battery voltage should ,slightly increase. be obtained. Ifthere is no voltage: Four injectors in bank a) Check the injector resistance.Engine speed Duty cycle b) Chmk the ballast msistor resistanceIdle speed 3 t06% (where fitted).2000 ~ p m 7 to 74% c) Check for continuity of wiring between3000 rpm I I to 16% the injector multi-plug and the ECMmulti-Slow throttle jncreasa As above PIUS. d) Check the voltage supply to the injector.Hslpid throttle jvcmse 20% or more 10 Dbsconnectthe ECM multi-plug.Deceleration' Zem Resistance Condition A Warning: Refer to Warning No 9 (ohms) (in the Reference Sectlon at the*Raise the engrne speed to approximately 4 to 5 All injectom ok end of this book) bsfom dis- 5 to 6 One injector suspect connecting the ECM mulii-plug.30W rpm and release the rhrottle Twoinjectors suspect 11 Switch on the ignition. 8 to9 Three injectors suspeci 12 Use a jumper lead to very briefly touch Ihe24 Evaluate the resu!h obtained as follows; inlector actuator pln In the ECM multi-plugto 16to 17 earth {refer to illustration4.26).a) The duty cycle in % should increase in 13 If the injector actuates, check the ECM main voltage supplies and earlhs. If testingvalue as the engine rpm is raised. reveals no fault, the ECM is suspect. 14 If the injector does not actuate, check lwb) Under rapid acceleration, the duty cycle battery voltage at the ECM pin. If voltage 1s present, the injector is suspect. If there is noshould show a great n c r e a s in value. Three injectors in bank voltage, check for continuity of wiring between the injector multi-plugs and the ECMc) Under deceleration, when the engine ts multi-plug.hot, the duty cycle should drop to zero Resistance Condition Pulse width too long or too short (if an (ohms) accurate measurement can be made)(digital met@ and reappear as the engine 5 10 6 AN itljectors ok One injector suspect 15 Check ths coolant temperature sensorspeed smks below wroximate4y 1200rpm. 8to9 Two injectors suspect and the MAP sensor. Note: If the ECM hasd) Where the meter does not drop to zero, 16to 17 entered LOS due to a fault in one of the sensors, the engine may generally behavecheck the throttle valve for correct adjust- quite we// whilst the engine is hot, but may be difficult to start when cold.ment and the TPSor TS for correct Engine nrnning testsoperatiofl. Two injectors in bank 16 Please refer to the multi-point fuele) Noise from the injectors should also temp- Resistance Condition injection (MPi) secllon above which descr~bes (ohms) rest procedures applicable to checklng bothorarily dtsappeer as the cut-OIYoperates. 8 to 9 Both inlectors ok MPi and SPi operation in a running engine.f ) Note that a slow-respwding drgital meter 16to 17 One injector suspect Resistance testsmay not show ihe drop to zero on 17 Remove the injector multi-plug (see illustration 4.27) and measure the resistancedeceleration. of the injector between the two terminals. The resistance value for most single-pointDuty cycle too long or too short injectors is less than 2 ohms, but the specil~cationsfor the vehicle under test25 Check the coolant temperature sensor, should be consulted. 18 Where a ballast resistor is fitted: Removethen check the airtlow sensor or MAP sensor. the resistor multi-plug and measure the resistance of the ballast resistor between the4.27 Single-point injector 1 Connect the dwell mebr negative probe to an engine earth. h o lerminals. Refer to the particular specifi- 2 Identify the supply and signal terminals. cations for the vehicle under test. 3 Connect the dwell meter positive probe to the wlre attached to the Injector signal terminal. Note: The majority of SPi systems utilise current control, and the average dwell meter will not accurately measure this kind of injection signd An oscilloscope IS therefore recommended for signal tests on the majority of SPt sys&rns. Englne non-runner test procedums 4 Crank the engtne. 5 A duty cycle reading (injector duty cycle) of some description should be obtained. If the dwell meter can measure the full pulse width value in milliseconds, this could be even more useful. If a signal IS obtained, this at least indicates that the ECM is capable of switching

Component test procedures 4.1 7 Intake manltold1 General information earth long inlet tract (torque) t Better response can be obtained from the 3 Attach the voltmeter negative probe to an short lnlet tract (power) wine under various operating conditions by earth. utilslng a secondary throttle valve to vary the 4 Attach the voltmeter positive probe to the 4.28 Typicalvariable induetlon aystarn volume of air flowing through the inlet heater supply connector (see illustration PIS) wiring and componatrts manifold. The ECM actuates the VIS, which in 4.29); batterj voltage should be obtained. hrrn actuates the secondary throttle valve 5 If there is no vottage supply, check the 9 Check the continuity of wlrlng from the throttle body heater supply. Check the control solenoid to the ECM. illustretion 4.28). continuity of the wiring between the relay and 10 If all wrring and components are th8 heatw. satisfactory, the ECM is suspect.: resting 6 If there is battery voltage available. but the heater does no1 operate, chock the heater 1 The two wires to the WCS connector are 2 Check the vacuum hoses for condrhon. resistanceand the heater earth. supply and ECM-actuated earth ( w e B Disconnect the multi-plugfrom the VIS. Illustration 4.30). I Attach a temporary jumper wlre from the General infomation 2 Backprobethe WCS multi-plug. kttey positive terrnlnal to the supply termrnal 3 Connect the voltmeter negative p r o h to an on the solenoid valve. 1 Better response can be obtained from the engine earth. 6 Attach a temporary jumper w ~ r efrom the engine under various operating conditions by 4 Connect the voltmeter positive probe to the solenoid valve earth terrn~natlo an earth on utilising a control solenoid to vary the valve wire attached to WCS supply terminal. the engine. timing according to engine elflciency. The 5 Switch the ignit~onon and check for battery 6 The VIS valve and the secondary throttle ECM actuates the W C S , which in turn voltage. should actuate. If not, the solenoid and/or actuates the valve timing. A number of 6 If no voltage is obtarned, check for a suppty throttle mechanlsm is suspect. different methods are used to vary the valve fault. J Check for supply voltage to the control timing, but the control method will be similar solenoid rnultl-plug. to the method described. 7 Use an ohmmeter to check the WCS for 8 Check the contrnuity ot the control solenoid. Q Check the continu~tyof wlrrng from the continuity. control solenoid to the ECM. 10 If all wlring and components are ECM disfactory, the ECM is suspect. 1 Start the englne from cold and feel the area around the throttle body or inlet manifold (as agpmpriate).If the heater is working, this area ahould become very hot quite quickly. Take care not to burn your fingers1 nlmttle body heater and inlet menifold heater tests 2 Allow the englne to idle. 2 Check the vacuum hoses for condition 12 22 (where used). 3 Disconnect the multi-plug from the VVTCS. tT 1 4 Attach a temporary jumper wire from the batley positive terrn~natlo the supply terminal earth on the solenoid valve. 5 Attach a temporary jumper wire from the WCS solenoid valve earth term~natlo an earth onI 4.29 Typical inlet manifoldheater the 8ngir.e. 5 6 The solenoid valve should actuate. If not, the solenoid is suspect. main 7 Check tor supply voltage to the control relay solenold multi-plug. 4.30 Typical wastegate control wlenoid 8 Check the continu~ty of the control WCS) wiring for turbochaqer solenord.

4.1 8 Component test proceduresECM and fuel system test procedures 1 c) P !Check the alternator if the voltage remains36 ECM faults 8 With the ECM multi-plug disconnected: c low. a) Attach the voltmeter negative probe to an 22 11 When a fault code IS generated that ECM earth pin. ECM supply from thesuggests an ECM fault, the following 6)Attach the voltmeter positive probe to the win*procedures should first be followed before the the main system relay 23ECM IS replaced. relevant ECM pin - norninal battery EC!2 Check the ECM earth, voltage supplies and voltage should be obtained. I f voltage is 16 This pin is connected to the main relay.; teui'relays as described below. low or non-existent, check the battety and voltage should be available at all times;3 Where possible, try a substitute ECM condition and supply circuit. w:(known good un~t)and check that the fault cJ Sfarf the engine and raise the engine i,whilst the ignition is switched on or the englnticode does not reappear. speed to 2500 rprn. Ensure that the 24 is running. This supply may be made to mote 25 voltage rises to between 13.0 and 7 5.0 than one ECM pin. mai volts (refer to vehicle specifications).C k k 17 With the ECM multi-plug connected, po: the alternatori f the voltage remains low. obt a) Backprobe the relevant ECM pin. rel: ECM cranking supply pin b) Switch on the ignrtron - nominal battery 26 drc voltage should be obtatned. I f the voltage an1 is low or non-existent, check the battev the 2737 ECM vottage supplies 9 This pin is connected to the ignition switch condition and supply crrcutt back to the thr and earths starter terminal, and a battety voltage will only main system relay. Also check the relay ch ~tself. be available during engine cranking. CC SA 10 With the ECM multi-plug connected: c) Start the engine and raise the engrne , dc Warning: Refer to Warning No 3 a) Backprobe the relevant ECM pin. speed to 2500 rpm. Ensure that the re: fin the Reference Section at the voltage rises to between 13.0and 15.0 , re' end of this book) before dis- b) Crank the engine on the starter - battery volts (referto vehrcle specrfications)Check connecting the ECM multi-plug.1 Inspect the ECM multl-plug for corrosion voltage should only be obtained duringand damage. cmnking. the alternatori f the voltage remains low ,2 Check that the terminals In t h e ECM rnultl-plug are fully pushed home and making good 11 With the ECM multi-plug disconnected: 18 With the ECM multi-plug disconnected:contact with the ECM plns. Note: Poorcontact and corrosron are common reasons a) Attach the voltmeter negative probe to an a) Attach the voltmeter negattve probe to an :for maccurate signals from the ECM.3 Voltage supplies and earths are best ECM earth pin. ECM earth pin.measured at the ECM mutli-plug Use one 01these test methods. b) Attach the voltmeter positive probe to the b) Attach the voltmeter positive probe to the a) Peel back the ECM multi-plug insulation relevant ECM pin relevant ECM pin. (notalways pmsrble) and backprobe the ECM multr-plugpms. c) Crank the engine on the starter - battety c) Switch on the ignition - nominal battery bJ Attach a break-our box (BOB) between the ECM and rls mulir-plug,and probe the voltage should only be obtained during voltage should be obtained I f the voltage box for voltages. c) Detach the ECM from rts mulfr-plug,and cranking. is low or non-existent, check the baffery probe lor voltages at the rnultl-plugpms.4 Attach the voltmeter negatlve probe to an 12 In either case, if there is no voltage or the condition and supply circurt back to theenglne eanh lor the ECM connected tests. voltage is low, check the starter motor or the main system relay. Also check the relay supply back to the ~ g n ~ t i osnwitch starter ,5 ldent~fyIhe varlous lypes of connection andthe relevant ECM plns from a wlring diagram itself.for the vehlcle In question. Note: Not all of Ihefolrow~ngconnectrons W I N be avarlable In any terminal. d) Stari the engine and raise the engtne ,particular system. ECM suppry from speed to 2550 rpm. Ensure that theECM battery supply pin the ignition switch voltage nses to between 13.0 and 15.0 volts (referto vehicle specifications).Check 13 This pln is connected to the rgn~tlon the alternatorif the voltage remains low. switch, and voltage shoutd be available at all ECM earth connections tlrnes whllst the lgnlt~onis switched on or the englne is running 19 Wlth the ECM multl-plug connected, 14 With the ECM multi-plug connected: a) Switch on the ignrtron. a) Backpmbe the relevant ECM pin. b) Atfach the voltmeter negative probe to an engine earth. 61 Switch on the ignrtton - nomrnal battery vollage should be obtarned. I f the voltage c) Attach the voltmeterposrtrveprobe to the rs low or non-existent, check the battew earth terminal under test - the voltmeter condttton and supply circutt should rndrcate 0 25 volts rnaxrrnum c) Start lhs engine and raise the engrne 20 W ~ t hthe ECM multi-plug dlsconrr&c:eil speed to 2500 rpm. Ensure that the (Ignition on or om: voltage nses to between 13 0 and 15.0 al Attach the vo:tmeter negative probe to6 This pin is d~rectlyconnected to the battery volts (refer io vehiclespec~ficalrons)C. hech the earth termtnal under test. b) Anach the voltmeterpositive probe to thei+)lerrnlnal, and a constant vollage should be ?healternator it the voltage remains low. ECM battery supply or dtrectly to theava~lableat all times, even wbth Ihe lgnltlon 15 W~ththe ECM multl-plug drsconoected' battery postttve temtnal - the voltmeter a) Altach the volirnetef negattveprobe to an should indicate battery voltage ifthe earthkey off. is satrslactory. ECM earthpm.7 W~thIhe ECM multi-plug connecled: b) Altach the voltmeterpos~ttveprobe to the ECM coding earth pins a) Backprobe the relevant ECM ptn - nominal relevant ECM ptn. Note: The codtng ptns are used to code the battery voltage should be obta~nedI f ECM for certain vehicle configurations (some vollags 1s low or non-exfslent,check the c) Swttch on the rgnrtron - nom~nabl attery systems only). battery condrttonand supply arcutt. 21 W~ththe ECM multl-plug connected: voltage should be obtarned. I f the voltage a) Switch on the ignition. bJ Slan 1.kengrne and raise ttle erlg~ne IS low or non-eastent, check the battery 6)Attach the voltmeter negatrve probe to an speed to 2500 rpm Ensure that the cond~t~oand supply crrcult. voltage r~sesto betwesn 13.0 and 15.0 dl Start the engrne and rarse the engine engine earth r,olts (refer to vehrcle spew frcstrons). speed lo 2500 rpm. Ensure that the Check the alternator r f the voltage remains voltage nses to between 13 0 and 15.0 10rv volts (referto vehrcle specrfrcabons)

Component test procedures 4.1 9c) Attach the voltmeter posrfrve prabe lo the 2 Eheck for a supply voltage at thecoding earth pin under lest. The voltmeter componentIs)supplied by the relay.should indicate 0.25 volts maximum if the 3 I f voltage 1s not available, by-pass the relaycw'ing earth is connected, or 5.0 volls rf (see below) and retest the component lorthe coding earth is nol connectedl voltage, or attempt to run the englne., ECM relay driver pins 4 If the engine runs or voltage is now ava~lablet,est the relay (see below) or renewI PZ Dependingon system, the ECM may dr~ve the relay. 5 If voltage is not available, check for supply,1 tk main relay. fuel pump ralay ar OS relay earth and output voltages at the relay term~nats.Trace supply faults back to ther wind~ngto earth.I Unless otherwise stated, the relay($)and' ECM multi-plug should be connected when source (see illustration 4.31). Check tor a: btlng. blown fuse or fusible link in the supply Irne., Main relay driver 4.31 Test the relay by probingfor voltages24 Identify the EGM relay driver pins. Common relay terminal manufacturers) may use a numerical system from 1 to 5 or 6, or even up to 15 depending25 W~ththe ignition off, backprobe the ECM connections (standard relays) upon the number of pins. marn relay drlver pin with the voltmeter Terminal no. Function Citroen, Peugeot and positlve probe - battery voltage should be Fiat 15-pin relay (typical) obta~ned If there is no voltage, check the Main relay no. 30 Supply from the battery relay and ths relay wlrlng. Ma~nrelay no. 86 Terminal Function positive terminal. 18 Switch the ignition on - the voltage should Ma~nrelay no. 85 Constant voltage no. drop to near zero. If not, switch the ignition off available. and disconnect the ECM multi-plug (refer to Main relay no. 87 Supply from the battery 1 Relay oulput ?atminal.Usl~ally posltlve terminal or the connectedto fuel pump clrcultIthe Warning at the start of this Section). tgn~tionswitch. Either 27 Connect a temporary jumper lead from constant or sw~tched 2 Battery supply to relay. Supply Re driver pin to earth. If the relay operates. voltage available. from the banery positiveI check all voltaye supplies and earth Relay winding, terminal. Constant voltage connectedto earlh or available.-/ connections to the ECM if the wring IS ECM driver tsminal.; satisfactory, the ECM I S suspect. If the relay Voltage almost zero 3 Battey supply to relay. Supply when ignition switched from the battery positiver does not operate, check the rekay and the terminal. Constant voltage- why wiring. Note: In some systems, the marn on. available. Output term~nal d a y winding IS connected drrectly to earth. 4 Relay output terminal. Components supplied vary Pump relay driver depending on system.28 The main relay dr~veroperatior1 ( p r e v ~ o u ~ supplies voltage to 5 Relay output terminal. ECM, ISCV, lnlectors Components suppl~edvarytest) must be satisfactory before cornmenclng etc. Battery voltage depending on system. available when Ignition' this lest. ~nclud~nwghen the main relay 6 Relay output terminal. switched on. Components supplied varywrnd!ng IS d~rectlyconnected to earth. depending on system. Supply from the batteryB With the ignition switched on, backprobe positive terminal. Con- 7 Relay earth or drlv~trerminal.the pump relay driver with the voltmeter Pump relay no 30 8 Batlery silpply to relay. Supply stant voltage ava~lable.pos~t~vperobe - battery voltage should be Supply from the main from the baitery positive relay terminal 87 or the tsrrninal. Constant voltageobtarnsd. If there is no voltage, check the Pump relay no. 86 ignition switch. Either available. constant or switched 9 Relay oulput terminal. Usuallyrelay and the relay wiring. connected to fuel pump circuit. voltage avaitable. 10 Re!ay earth or driver terminal.XI Crank or run the englne, and the voltage Relay winding, ECM 11 Battery supply to relay. Supply driver terminal. Voltage from the battery posltlveshould drop to near zero. Lf not, sw~tchoff the less than 1.25 volts terminal. Constant voltage when engine cranking ava~lable.ignlt~onand disconnect the ECM multi-plug or running. 12 Unused. Output terminal 13 Relay output terminal.(refer to the Warning at the start of this Pump relay no. 85 supplies voltage to fuel Components supplied vary pump and sornet~mes depending on system.Section).m OS healer. Batiery 14 Supply from the ignition swilch voltage available when Switched voltage available.31 Connect a temporary jumper lead from 15 Battery supply to relay. Supply engine cranking w from the battery positivepin 3 to earlh If lhe relay operates, check all terminal. Constant voltage available.voltage suppl~asand earlh connections to the Note: Although the functions of the abc&ECM - if the wlrlng 1s satistactory, the ECM issuspect. If the relay does no1 operate, check Pump relay no. 87 terminaf numbers are generally as s:ated,!he relay and Ihe relay wlrlng. there are w ~ d edifferences in how the relay rs wired In any partrcular applrcatior:SZ Essentially, Ihe lests for any add~tlonarlelaydrivers are sim~latro ?hepump dr~vetrests. runnlng Terminal 85a and 85b similar to terminal 85 depending on use.Quick tesf Terminal 87a and 87b s~m~ltaor terminal 87 depending on use.1 If the engine does not run, or a relay-fed Dual relays operate In a similar fashion, butcomponent does not function, the follow~ng lnay use d~fferennt umbers.method is a quick way of determining whelher Some Citroen. Peugeot, Renault and Farthe relay is defective. Eastern systems (including Japanese

4.20 Component test procedures -Bypassing the relay HC:less than 50 rprn 13 Allow the engine to fast idle and check Sic:! CO; greater than 15.06 Remove the relay from the relay multi-plug. OS switching. 24 E7 Connect a fused (15 amp) jumper lead 0; less than 2.0 14 The OS voltage should switch high presEbetween the battery supply terminal (usually low from approximately 200 rnV to 800 rnterminal 30) and the output terminal (usually Lambda: 1.0 i 0.03terminal 87) on the terminal block, where 5 Run the engine to operating temperature. a frequency of 8 to 10 times every 10 secondl Epower to the fuel pump or other fuel injection 6 Raise the engine speed to 3000 rprn for 30components is required (see illustration seconds. This will raise the temperature of the (1 Hz) (see illustration 4.33). Note: A diw 25 14.32). OS so that swrtchinq should occur.8 Do not run the fuel pump continually under 7 Hold the engine speed at a steady 2500 voltmeter will indicate an average voltage d VORP!this condition, and disconnect the bypass rpm. If the engine is allowed to tdle for approximately 450 mV. A sluggish OS me)whenever a particular test is completd. r prolonged periods, the OS will become cool appear to be switching correctly, and mayTesting 4-pin relays and switching may stop. ation reveal that the voltage is slightly high.9 Remove the relay from the terminal block, 8 Check for OS switching. See below for full oscilloscope is the more sccurate form of tsst nand connect an ohmmeter across terminals30 and 87. details and analysis. fequipment and will reveal most faults engi~10 Attach a wire between terminal 86 and a prc'.12 volt supply. However, if the voltmter has a mar and rrh rniytl11 Attach a wire between terminal 85 and function, the range of average switchrng JI$earth. UL:12 The ohmmeter should indicate continuity. OS heater tests be more easily spotted. Pi 28 '1 Connect the voltmeter negative probe to an 9 Check for battery voltage at the OS heater iNo OS switching i rq'engine earth.2 Identify the terminals. Depending upon supply terminal. If there is no voltage, trace 15 Check the Self-Diagnosis system for{&$ Allsystem there could be one, three or four the supply wiring back to the relay or ignitionterminals: switch as appropriate. Also check the OS codes. If the OS has failed, the ECM will eithar 2+9 . heater earth connection. OS heater earth. go into open-loop, or use a fixed voltage of 1 30 OS heater supply. OS signal output approximately 0.45 to establish Lambda = I hcz 0s signal. :1.o. 1 OS return or earth. 16 Check the OS heater circuit (heatedOS3 Connect the voltmeter positive probe to the Condition Voltage only, 2 , 3 or 4-wire types). Refer to the 0s; 31wire attached to the OS signal terminal. voi: Engine running 200 to 1000 mV 1tests in the system specific Chapter.4 If an MOT-specification four-gas analyser (hot at 2500 rpm) 1.0 volt constant 32with Lambda is attached to the exhaust Throttle fully-open 0 volt constant 17 If the OS heater circuit has falled, the 06system, the following values should be Fuel cut-off 1 sec intewds .A.obtained. Switching frequency (approximately~ may never (or only occasionally) reach ; Z!X CO:as vehicle specification. 0 s switching tests Ioperating temperature. 33 18 Snap accelerate the englne - as the AFR en< goes rich, the OS should give a high voltage. ', ....-pi-< 19 If the exhaust is equipped with an CO ; -1.- inspection port before the cat, measure the : 10 All closed-loop catalyst vehicles monitor CO vol % and HC at the port. If the cat is , the presence of oxygen in the exhaust operating efficiently, the following tests may *system, and adjust the Injector output to keep not be so productive when the CO is , the air-fuel ratio (AFR) within Lambda 1.0 0.03.The switching of the OS is fundamental measured at the exhaust tailpipe. to the proper operation of the injection system. It is vitally important that OS 20 Increase the engine speed to between switching occurs correctly. 2500 and 3000 rpm for a penod of 3 mlnuta I t l Attach a suitable oscilloscope or voltmeter to the OS switching wire. to heat the OS and light the catalyst. 12 Increase the engine speed to between 21 Allow the engine to fast idle. 2500 and 3000 rpm for a period of 3 minutes 22 Place the system in open-loop by in order to heat the OS and light the catalyst. disconnectingthe multi-plug to the 0s. Multi-point injection engines 23 Remove the vacuum hose from the fuel pressure regulator, and seal the hose end.4.32 Bypassthe relay by connecting a Jumperlead between 4.33 Oxygen sensor switching voltage tow - 0.130 volts is terminals 30 and 87, and power will be supplied to the equhralent to 130mllllvolts, and lndlcates a weak mixture components attached to terminal 87

Component test procedures 4.21 Single-point injection engines 2 Reset Uhe lnert~as u ~ t c hby pressmy do\:n Voltage supply not available 24 Sr~eflyclArnp the fuel retl~rnline from the the reset button a) Check tne fuel pump fuse iruhcre httem yessure req~;i:itor back t u the furl lank 3 If voltage IS st111not a v a ~ l a t d p;lt the fuel bj Chech the fuel pump relay p u m p cr other protected r l r r ~ r l t xcor~tince c) Check/reset the ~nertldst^ f!ch (where fil engines 15 The CO shot~lri~ n c r e a s earld the OS w ~ i hthe tests htted) ,:?14aqeshould swltch h ~ g h Checking inertia switch cY) Check cont~rli,~olyf the w~rrrlg 26 Return the system to c l o s e d - l o o p cper- operation 6 Attach the voltmeter p o s ~ t ~ v[;erobe to the atanby ~zconrjectingthe multi-plug lo tne OS. 27 The c.CI -,huuld return l o nclrrnal as the 4 lnspfd :ne inertla s w ~ t c h t e r ~ i l ~ n a l fuel pump earth termlnal 4 engine responds tu ! h e r11.11 m ~ x t u r e .Thls 7 Crank the englne or bypass ttle rPlav A pwes that tlit: US and ECM c.dn handle a rich conneci~onsfor corroslon 3 r d ddniage. I xture. 5 Check that t h e terminal c o n n c c t ~ o n sa - r voltage of 0 25 volts mrllclmuni shoi~lr!h? Multi-point injection engines obta~ned. making good contact will) the ssvitc:h.1 28 Refit thc vacuurn hose t o the pressure 6 Study a specll~cwring diagrarr~t o idenldv l Place the systrrn In open-loop by the c ~ r c u w~ th ~ c bthe Inertla s w ~ l r hp ~ c i e c t s . 0 s .d sconnectlng the rr~ulti-plugto the Typical circuits xi. 42 Mixture control or 30 Half pull t h r d ~ p s t ~ cokr deiarh a vacuum a) Rejay atauipi~tto ttw fuel p u m p adaptive faults lase to ~r~trodc~acvPacuLlni leak 31 The CO s t ~ o u l ddecrease, and the OS b) Relay si~pply. (sitdqe should switch Ivn: 32 Rgturn the systerr, tr, closed-loop nper- rj Relav driver circr~~tot the ECM at~cnby ~econrlect;nythe multi-plug to r h r r 3 S . 7 Check the suprjly voltage and e;.ar!h I A whole uallety of d~ffersntreason5 m.vk be D The C n shauld return to nurrrjal 3s the connection?. to the lnertra s w ~ t c h . resporlsible for fault CO&S 1t13t indlratt: eiglne (+:.ponds t o rhe 11-:anm!xture. Thls prni:Ps t t l ~ fthe OS and FT,M c a n handle a 41 Fuel pump and circuit ~nqxturedorltr~2lor adaptive problems. Othcr c a k mixture. codes may also be raised that ~ - r ~ urtldarrow 1 The inert1:3 s w ~ t c t 1~5 a safety devlr,c :Ilk f~eld. lesl~nedto sola ate the fuel pump or cut l h r anglne eleciriral system d u r ~ n qa crash. Rich mixture or Heavv clerslt:rat~ar~or a t h u m p cirjss to i t s out of Iimit adaptive function Fuel pump test procedures 2 Check for excesslve enylns hlowbv, t ~ ~ g t i 1 locate the fuel p u m p l yp~c,ally, the t ~ ~ e fluel pressure, coolant len~ljsratllrr:serlsor. pump will eithttr h e bolted t d thc c h a s s ~ sn ~ u l a ~ r f l o wser~sl.jr. M A P seriscir, evaporat ;Q to the fuel tank, u r Irsra:ed lnslde ttie fuel tank c o ~ i t r o l , KGH c-ustern. arid for leak~riq ~tself.Access tcr l!ie ~ n - t a n kp u ~ ~ 1lspoften ~rllectors. gallled by burr(,w~ngunder the rear [);is-,Prlrler Weak mixture or seat or brio! rlonr. out of limit adaptive function 2 Connect thr: voltrr~elern+g;lt:ve probe t n nn earth. 3 It Q n l cyllrlder IS shnwir~ga probleni 01tlie 3 Identify the supply nnd esrth term~nnls erlgitie m l s f ~ r e sc, heck thc spark plugs. t!~el 4 Connect Illr vanltmeter pusltlvs probe to :fie pressure, Idle ~ u r i t r o l .~ n d u r t ~ usrylstpnl tcmr wire a t t a c h r d tu the fuel ~ U I T I C supljly vacuum Ir-ak- fuel Injectors lo: f o l ~ r l n g . term~nal extiaust systsrr~ for leaks englne 5 Clank the engme or bypass :nl fuel p u ~ r l p compression, v a l v r gear. he3d gasket and relay - battery voltage should b e o b t s ~ r ~ e d s ~ c u r ~ d aHr yT sysikrn

5.2 Alfa RomeoSelf-Diaanosis 7 C0ll trans11 commonly called the \"limp-home mode\"). be different to those code numbers displaydl codes 8 Ifc(1 Introduction Once certain faults have been identified (no? with the aid of an FCR. Referto the fault ~4 are sir 9 Turl all faults will initlate LOS), the ECM will fable at the end of this Chapter, in the colum light - implement LOS,and refer to a programmed headed \"Ffash code\". retria. The engine management systems (EMSs) default value ralher Ihan the sensor signal. Bosch Motronic ML4.1fitted to Alfa Homeo vehicles are mainly of This enables the vehicle to be safely driven to 10 FBosch origir~a, nd include: Bosch Molronic a workshop/garage for repair or testmg. Once 1 Attach an LED d~odelight and an accessob senstversions ML4.1, 1.7, 2.10.3/4,MP3.1 and also the fault has cleared, the ECM w ~ lrlevert to switch to the 4 - p ~ nSD connector [w proc:Multec XM and Weber IAW SF 6 6 . All Alfa normat operatron. illustration 5.2). doesengine management systems control primary 2 Swltch on the ignition - the LEO shouldignition, fuelling and idle functions from within Adaptive or learning capability illuminate. I1 cthe same control module. 3 Close the accessory sw~tchfor between25 Alfa systems also utilise an adaptrve function and 5.0 seconds, and then open the sw~lch. baii::Self-Diagnosis (SDJfunction that will modily the basic programmed values The LED will illuminate for 2.5 seconds and she:: for most effective operation durlng normal then begin to flash. runningand with due regard to engine wear. necf Each electronic control module (ECM) has a Self-Diagnosis warning light 4 The 4-digit fault codes are Indicated by the multjself-test capability that continually examines flashing of the LED as follows: backthe s~gnalsfrom certaln engine sensors and US models are equipped w ~ t ha \"Check a) The four digits are mdicated by four series muii.actuators, and cornpares each signal to a Er,gineWwarning light located within the of flashes. thattable of programaied values. If the diagnost~c instrument panel; as demanded by US OBDll b) The first series of ((ashes indicates thesoftware determ~nes!hat a fault is present, the regulations. Fault codes indicating failure of first digit, the second senes of fiashes procECM stores one or more fault codes Codes emission-rel*ed components may be indicates the second digit, and so on unN two.will not b e slored about components for retrieved through the flashing of the I~ght. all tour dig& have been flashed. 12 :which a code is not available, or for conditions European models are not equipped with a cj Each senes consists of a number of 1 - or eng; 2-second flashes, separated by short acc:not covered by the diagnostic sottware. warning tight. Thl?Bosch Motronic ML4.1 and 1.7 pauses. Each lnfeger (whole number)in Sec' the range 7 to 9 is represented by a 13 In these systems, the EMS generates 4- number of 1-second Washes, and each anddigit flash codes for retr~evalby manual 14 zem is represented by 2-second flashes. ' themethods. When a fault cads reader (FCR) is dJ A 2.5-second pause separates each a)used to retrieve fault codes, the code series offlashes.numbers displayed upon the FCR screen may Bosch Motmnic ML4.Iwell be different. Refor to the fault code table e) The code number \"1213\" is indicated by6at the end of this Chapter, and refer to the The two SD connectors are located in the 7 -second ffash, a short pause, two 1 -sec- ond flashes, a short pause, one I -secondcolumns headed \"Flash code\" or \"FCR code\" passenger compartment under the facia. The fiash, a shod pause and three 1-secondas appropriate. 3-pin multi-plug is provided for ded~cated fiashes. After a 2.5-second pause, theAll other systems FCR use (seeillustration 5.1) and the 4-pin code will be repeated. Alfa-Romeo software does not generate multi-plug is provided for retrieving flash 5 Count the number of flashes in each ser~asfault code numbers for systems other than codes.Bosch Motronic ML4.1 and 1.7. and the FCR Iand record the code. Refer to the tables at theInormally displays faults on the FCR screen Bosch MofmnicM I .7without reference to a spec~ficcode number. end of the Chapter to determine the meaningAlttlough actual code numbers are not The 3 - p ~ nSD connector is provided forava~laolef,aults in one or more of the circuits both ded~catedFCR use and for retrieving 07 the fault code.and component covered by the diagnostic flash codes, and is normally located under thesoftware will cause a fault to be stored. passenger's side facia close to the ECM. I6 Each code wrll be repeated unlll I ~ E Other sysfems accessory switch ISonce more closed for between 2.5 and 5.0 seconds and then 1 opened. The next code will then be displayed. A maximum of five codes can be stored by ML4.1 at one time.Limited operating strategy (LOS) The 3-pin SD connector is provided lor FCR use alone, and may be located in the engine Alfa Romeo systems featured in this compartment on the right-hand wing, in theChapter ut~liseLOS (a function that is centre console close to the ECM, or under the driver's side or passenger's side facia close to the ECM. Note: Durrng the course of certain tesi -I ,, procedures, it is possrbie for additional fault 5.2 Motronic ML4.I - connect an codes to be generated. Care must be taken accessory switch and LED t o the 4-pin SD that any codes generated during test routines do not mislead diagrlosrs;all codes must be ;connector in order to retrieve flash codes cleared once testing is complete. Flash code A SD comector C LED diode light numbers retrieved using manual methods may5.1 Three-pin SO connector for FCR use B Accessory swrich

Alfa Romeo 5.37 Contnue retrievingcodes until code 0000 ishnsrnitted. Coae 0000 signifies that no morecodes are stored.B If code 4444 is transm~tted,no fault codes#Turn off the ign~tionand remove the diode@M and accessory switch to end fault code h c h Motronic I . 7 - -- 10 Ensure that the throtlle potentiometer 5.3 Motronic 1.7 connect a d i i s test ligM between the battery (+) supply and ECM pin number 8 in order to retrieveflash codes aensor FPS) 1s funct~nnal.The following All other systems radio security codes, clock setting and other procedures cannot be triggered if !Re ECM stored values WIN be iniltalrsed,and these must 20 Flash codes are available, A dedicated be Once the bettery has been do^ not receive correct signals from the TPS. fault code reader (FCR) must be used to reconnected. Whea possible, an FCR strould retrieve fault codes. 11 Connect a diode test light between the be used lor code cleating. battery (+j supply and ECM pin number B as Fm4 Clemg faub codesWOW 5 AWabrWngwiMwta shown (see illustration 5.3). Note: It will be sfault codereader necessary to detach the back of the ECM hut.code r W w (FCR) multi-plug so rhat the LED negative probe can backprobe the ECM pin number with the Bosch Motronic ML4. I Bosch Motmnic ML4. f only multr-plug connected. Care must be taken kt the ECM pins am not damaged by this 1 Follow the procedure descrtbed in Section 1 Attach an LED diode light and an accessory pmcess, and !he LED probe must not short 3 lo retrieve fault codes. lwopins together. 2 When code 0000 is transmitted, close the switch to the 4-pin SD connector {refer to accessory sw~tch for approxifiiately 10 12 Sw~tchon the ignition w~thoutstarting the seconds, and then open the switch. All fault illustration 5.2). engine, and fully depress and release the codes are now cleared trom the ECM 2 Close lhe accessory switch and switch on memory. the ignition. accelerator pedal flve times in succession. 3 Turn ofl the ignition and remove the 3 Wait 2.5 to 5.0 seconds and then open the acce..s.s.orv,sw~- -tch. accessory sw~tch.The LED light will flash This process must be completed with 5.0- w a n d s of turning on Ihe Ignition. Bosch Motmnic M I . 7 code number 1411 and the injector circuit will actuate. Audible opera ti or^ of the lnjector 13 The LED will illurnlnate for 2.5 seconds 4 Follow the procedure described in Section solenoids should be heard. and then begin lo flash. 3 to retrieve fault codes. 14 The 4-dig~tfault codes are indicated by 5 When code 0000 or 1000 is transmitted, A Warnha: The injectors will tullv d e ~ r e s sthe accelerator oedal for actuafefor as long as the circuit the Rash;ng of the LED as follows: ap;roxlmately 10 seconds and then release. is closed, and there is a real All fault codes are now cleared from the ECM danger of filllng the cylinders a) Tne four digits are indicated by four serres memory. o f flashes. 6 Twn off the Ignition. with petrol. If testing is required tor more than I second, disconnect the fuel pump b) The first series of flashes hdtcates the All systems (alternative method) supply (or #move the fuel p u m p fuse) first dg~ft,he second series offlashes indicates the second drgit and so of1 until 7 Turn off the ignitlon and disconnect the befom commencing this test. all four digrts have been flashed. battery negative termlnal for a period of 4 D!scontinue the injector test by closing the approximately 5 minutes. c) Each series comrsts of a cumber of 1 - or 8 Re-connecf The battery negative terminal accflssory s w ~ i c honce more. 2-second flashes, separated by short Note: The lint drawback to this method 1s that 5 Wait 2.5 to 5.0 seconds and then open the pauses. Each integer (whole nurnber)in baVery disconnectioo will initialis@all ECM the range 1 to 9 is represented b y a adaptive values. Re-learning the appropriate accessory switch. The LED will flash code number of 7 -second flashes,and each adaptive values requires starting the engine number 1412 and the lSCV circuit will actuate. zero is represented by 2-second flashes. from cold, and driving at vmaus engine speeds Audible operation of the idle control solenoid for approximately 20 lo 30 minirtes. Theengine should be heard. d) A 2.5-secondpause separates each should also be allowed to idle for approximately 6 Discontinue the ISCV lest by closing the series of ffashes. 10 minutes. The second drawback is that the accessory switch once more, 7 Wabt 2.5 to 5.0 seconds and then open the el The code nurnber \"1213\"is indicated by a accessory switch. The LED w ~ lfllash code 1-second flnsh, a shod pause, two 7 -sec- number 1414 and the value timing actuator circuit will actuate (ifso equipped). Aud~ble ond flashes,a short pause, one I -second flash, a short pause and three 1 -second operation of the valve tirrling control solenoid #ashes.After a 2 5-serondpause,the should be heard. code wrll be repeated 15 Count the number of flashes in each series, and record the code. Refer to the tables at the end of the Chapter to determine the meanlng of the fault code. 16 Each code will be repeated until the accelerator pedal IS fully depressed and released five times in suecesslon within a period of 5.0seconds. The next code will then be displayed. 17 Continue retrieving codes until code 0000 or 1000 IS transmitted. Code 0000 (or 1000) sbgnifies that no more codes are stored. 18 If code 4444 IS trans~nitted,no fault codes are stored. 10 Turn off the ~ g ~ i t i oand remove the diode light to end fault code retrieval

5.4 Alfa Romeo8 Discont~nuethe valve timing actuator test A// AIfa Romeo models refer to the fault code table at the end a f t 4by closing the accessory swltch once more.9 Wait 2.5 to 5.0 seconds and then open the Chapter to determine their meanmg.accessory switch. The LEE will flash code 3 If several codes are gathered, look fornumber 1414 and the CFSV c ~ r c ~wiiltl actuate( ~ sf o equipped). Audible operat~onof the common factor such as a defective eanhcarbon filter solenoids should be heard. I1 Connect an FCR to the SD connector. Use10 Discontinue the CFSV circuit test byclosing the accessory switch once more. the FCR for the following purposes, in strict1 7 Wait 2.5 to 5.0 seconds and then open compliance with the FCR mar~ufacturer'sthe accessory sw~tchT. he LED will flash code instructions: return or supply.number OD00 and the actuator tests arecompleted a) Retrieving fault codes or displaying faults. 4 Refer lo the component test proceduresd12 Turn off the ignition and remove the diode Chapler 4, where you will find a meansollight and accessory switch to end actuator b) Clearing fault codes or faults.act~vat~on. testing the majority c) Testing actuators.All other systems 2 On Bosch Motronlc ML4.1 and 1.7 circuits found in the moderr,EMS. systems, the code numbers displayed upan 5 Once the fault has been repaired, clear ttt13 A dedicated fault code reader (FCR) must the FCR screen may be different to the code codes and run thebe used tc test the actuators. numbers retrieved dur~ngthe manual method conditions to determine if the problem has[ described in Section 3. Refer to the fault code cleared. 8 Self-Diagnosis wlth a fault table at the end of this Chapter, in the colurnn 6 Check the ECM for fault codes once more: c o b madar (FCR) Repeat the above procedures where codas\ headed \"FCR codes\".Note: Durtng the course of certain test are still being stored.procedures, it is possible for add~tronalfault 3 Codes must always be cleared after !codes to be generated. Care musI be laken component testing, or after repairs involv~ng 7 Refer to Chapter 3 for more informationrnlitla! codes generated during test routines do 3the renloval or replacement of an engine how to effectively test the engine rnanagernmlinot mislead dragnosts. management component. system. No codes stored ? Guide t0 test p ~ ~ & l m ~ 8 Where a runnlng problem IS exper~ericed,' 1 Use an FCR to interrogate the ECM for /wt no codes are stored, the fault 1s outsided faults or codes (as appl~cable)o, r manually gather codes, as described in Section 3 or 6. \"the parameters designed into the SD sysierr, Codes stored kRefer to Chapter 3 for more information on 2 11 one or more fault codes are gathered, how to effectively test the englne management system. i 9 If the problem Points to a specific: component, refer to the test procedures in Chapter 4, where you w ~ lflind a means of 7 testing the rnajnrlty of components and! circuik found in the modern EMSFault code tableBosch Motronic ML4.f and 1.7 Flash FCR Description code codeFlash FCR Description 1236 021 Air condit~oning(A/C) compressor control or NC :code code0000 End of fault code output 1243 1003 circuit1000 - End of fault code output 12441211 Battery 1245 034 Fuel pump relay or circuit t1212 - Throttle switch nS), idle switch 0231213 1251 Carbon filter solenoid valve (CFSV) or CFSV circuit 11274 037 Throttle switch OS),full-load switch 1252 0011215 052 1254 009 Variable valve timing actuator nwln Spark1216 053 Coolant temperature sensor (CTS) or CTS circult 72551221 045 CO adjuster or CO circuit - models)or circuit1222 043 Throttle pot sensor (TPS) or TPS circu~t 1265 -1223 012 Vane a~rflowsensor (AFS)or AFS circuit 2111 Electronic control module (ECM)1224 007 idle speed control valve (ISCV) or ISCV circuit 2112 0151225 004 Oxygen sensor (0s)or OS circu~t 2113 Crank angle sensor (CAS) or CAS c~rcuit7226 010 2116 -1227 028 Oxygen sensor (0s)or OS clrcult 4444 Throttle pot sensor VPS) or TPS circuit1228 044 -1229 1OD Air temperature sensor (ATS)or ATS clrcuit - Camshaft positlon (CMP) sensor or CMP sensor1231 Electronic control module (ECM) - - Injectors or injector circu~t - circuit1232 Injectors or injector circuit - Self-Diagnosis (SD)warnlng light or SD c~rcuit :1233 - Air conditioning (A/C) heater control or W C ckcu~t Knock sensor (KS) 1 or KS c~rcult1234 031 Vehicle speed s~gna(lVSS) - automatic1235 transmission or VSS circuit Knock sensor (KS) 2 or KS c~rcult 032 Injectors (tour-cylinder:1 & 3, six-cylinder: 1. 2 & 4) or injector circu~t Electronic control module (ECM) 002 Injectors(four-cyl~nder2: & 4, six-cylinder:3, 5 & 6) or injector circuit Electronic control module (ECM) 013 Automatic transmission (AT) or AT ctrcuit 085 No faults found in the ECM. Proceed with normal Air conditioning (AfCjor A/C ctrcult diagnostic methods All systems excepf Bosch Motronic ML4.1 and 1.7 Alla-Romeo software does not usually generate fault codes, and the FCR normally d~splaysfaults on the FCR screen w~thoutreferenceto a specitrc code number. Although actual code nlrmbers are not available. hulls rn one or more of the circuits and components covered by the diagnoslic software will cause a fault to be stored.

1 Audi1 ContentsIndex of vehicles Heirlev11I[: t.7dt coces ~vlthouta faul! code rcader !TCr{lSelf-D~agnosis (lash ct , L ? ~ Y , .. ,. . ICIPA'I~IIJ l,l~~r!oi rle:; w~ttll>uta far~lci ode rsnder (FCH) . . . d Sell U13gr~ c ~ siml sn,lector loc,?!lsln .:u:de I(: ti.-t pruceriures . .. . . . . ,.. . . . . li Srt? Ulayrlnsls wttb a t a ~ ~rol lde reader (FCT!,~'tr~idllirlorl . . . .. .. , . . ... 1 Fault code tablelndex of vehiclesModel Eng~necode Year System~AI,!I Iti.; AEH 1996 tn ! 9 9 l Slmos RGN4ud1A:i I F; AGN 1996 t o I Y I J , Rosch Motruri~c.3 :' AG11 1YYI ur1 R r s c t i Mott<>lll3i U 2Auds ,A3 I .t?l ADP 1996 to lr13; E?u~r:hMotrnnlc: 2 L' AVR 1'1'?, 14-1 8997 tj~hc.tMi ntrorl~cC:: :,Au<:As ! $ 5 1 (11 !I<I AF R 1495 I r j 199i I 9<IL.1 f c 1997 Roszh Mutrurilr: .i411: A,: ! I; 4ac 1095 to l 9 9 i Bosch h21,tronlr: 3 2 1995 to 1 LiLW VAG MPFI211: 45 1 8 AAt1 IYYC;t o 'qn; VACi M , ~ I ACK 1139.3to 1996 Er>schMntrilni~:M ? IA U L ~FI .1 1 H l u r b o VAG D~g~farlt ABK 1995 tu 1997 Bnsch Molrorl~r.i d j l f14 ): lj ACK 1'491 t o 1997 Bu:ich Motrnl,!; hl2 3,:l AAN VAC A,l .lrF IAu31A-I ?'.R ABC I!??? to 199; AAH VA!> I.?P Idu31A 4 ,- :: AHK 1991 lo 199? B o s c t ~h40trotilc AF(' U u ~ c tMl utron~cAud~A6 :! [:I Tdl! I 1996 I t 1 :(I97 VAT, MPFI AC I\ I99J tKI 1997 R o s c l ~M G ~1.ImrAUAI A! .' :I nov AFW P u s c t ~Mr,ir~3nlt AUL 139,l t o l!!il/ Hs)-,~-l?Motrur~tcr:vl.l..4kc i~AG :;6 2 2 cat 1996 to 151'3 ,' Rn:;cll Mut~unlcb.,l' I PT IYYS to 1997 Uarcli Motron~cM:, ;A U ~ A~ 6I 2,tj 199-1to l o t . ' , ' Rosch Morlo-Mo!r;lall\ M A 1 ,; ARH 1Ti?'to l'l!J4 VAG MPIH u : ~At; ? R \'I[>;?to 1994 Uosch KE-.l~:tror~~c 4GM i:I!?t \"q 1993Aud &A :;6 1 % ADA Rose!) Mor~u-Jelrcxi~Ac2 :' JN 1993 lil 1 995Aui: AF t;l; 1 ? PM 1986 tc 1091 F n x h Mur1u-k4ottnti1c: PM R(j'jct1 Munr) P..~L-~I cr:rr;Aur:~A:{ :' 81Vi; ABT 1988 to 1'jtj!J Dus<:hK F I 2 Mr.~:rr~nlr. 6A Ro:,ch K L I .1 h,lb>tri~.~~c:llaL!l ,I3 ' 8 ')A 1 990 t ~ 1,?I<'1 Uosl-t~hF1-2 M o t r u l ~ ~ c . AAD I ii92 !o 1995 VAG nlqltant:I.A8& L I [ ~ I /' ABK N[:; l'j(j0 t o 1995 Rosch K t 3 - J ~ t r n t i ~ r :All(i1 ;If3-1 >' Nt; 1?3:m i o I L 9 X ) Bosctl KF3 .Ictrorl~r Ah; IY!A) to 199? VAG MPFI:<T\LLII L'F [, l..~t l<>WTI1 liP:l!J R n x h KL Jrtr;~nlc:'AL.;II Uf\ :I L:LI tJs 19E7 t ~ bI'4>3!1 ?i,A*IG MP, 19L3.~tt> 1!9\14 Ul~5,;iiM o t r o r ~ l cI T ~ ~ r h n> I , A ~5I1) I l; (:at AAH ABY inn?to 1w.1ALI:.I H o 1 t; cat 1CX17 lu 1 L1V4 14~1.11$'I1 81311~13x3 ( .3t 1 9 9 2 to Inr+-:A u l . l10 I HI 2nd 2k 1 #,st 113Q:3to 1L P : >4u:I 8U 1 8 2;-~r4l x.l cai, i u : l :Fro :' OI (J!latlr(.l r a tt;vA111-:1 4L) [;OLI~? I ? 0 <:2t.\"11~l:l ~:01 IPC ~ j l l < d4 \-I (..ItA~.l',l 80 L[illpe :11112t ( 1 ;'.(I GiI4utl180 L' U:\UL!I$0. r h l l (;<J!IIM LII ti (-:;lbrln 2 2,',4u(Il>,I> - $ ~;;ltA\l'll .' 6.1 <,;It-i,~l<Nll I, 00 7 0 [:;it ,qL1\Nl I 90 :> L4 Gli1 4,1:1, 80 :<?i

-- .- - - - ......- -- -.- -6.2 Audi Engine code Year System i1, 1988to 1991 VAG MPiModel NM 1988to 1991 VAG MPI i'Audi 90 Coupe 2.0 20V cat 7A 1988to 1991Aud190Coupe and 4x3 2.3 cat 48 1985 to 1991 Bosch Mono-JetronicAudi 100 1.81cat PH 1991 to 1994 Bosch KE-JetronicAudi 100 1.8i cat MEAudi 10G 2.0 cat 1993 to 1996 Bosch Mono-Motronic MA1.2Audi 100 2.m ABK 1997 to 1994Audi I00 2.Dcal 1992to 1994 VAG O~g~fantAudi 100 ax4 2.0 16V cat A4D 1991 to 1997 Bosch KE-MotronicAudi I 0 0 54 2.2 cat ACE 1986 to 1991 Bosch KE-Motron~cAudi 100 2.3E cat AAN 1991 to 1994Aud~100 2.3 cat 1992 to 1997 8osch Motronic 2.3 2Aud! 100 2.6 NF 1991 to 1997 Bosch KE3-Jetron~cAudi 100 2.8 1993 to 1994 Bosch KE3-JetronicAudi 100 S4 4.2 AARAudi 200 4x4 Turbo cat ABC 1989 to 1991 VAG MPFiAudi Coupe S2 A4H 1990 to 1 993Audi Coupe and Cabrio 2.0 cat ABH 1992 l o 1997 VAG MPiAudi Coupe and Cabrio 2.6 cat Bosch MotronicAudi Coupe and Gabrio 2.8 38 1993to 1997Aud~Coupe S2 Bosch Motronic .t TurboAud~Quattro 20V cat 38 1991 to 1997Audi RS2 Avant ABK 1993 to 1996 Bosch Motronic + Turbo ABC 1989 to 1997 AAH 1994 to 1996 VAG Digifant ABY RR VAG MPFi AOU VAG MPI Bosch Motronic + Turbo Bosch Motronic + Turbo Bosch Matronic + TurboSelf-Diaanosis range is not always obvious. IAdaptive or learning mpability ii Auol systems also utlllse an adaptwe 3 Some early SySt81-m will only generate 4- , funchon that will modify the bas~c I digit flash codes which can be retrieved i via the warning light (where fitted), an LED programmed values for most effective ' I bght, or a dedicated fault code reader operat~ondur~ngnormal runnlng, and with due ; The engine management and fuel injection (FCR].These systems include Mono- regardto engine wear. Isystems fitted to Audi veh~clesare mainly of Jetronrr and Mono-Motronic MA1.2.t. iSelf-Diagnosis (SD)warning lightBosch origin. Bosch Motron~cversions 2.3.2, b) Later systems can generate both 4-dig,[2.4, 3 2, and 3.8.2, Mono-Jetronic, Mono- flash codes and 5-digit fault codes. The 1Certa~nmodels are equipped with a SDMoiromc 1.1 and 1.?. KE-Motronic 1.I and #-digit flash codes are generated via the warning light located within Ihe ~nstrument1.2, KE-3 Jetron~c.Slrnos, VAG Digifanl, VAG warning light (wherelifted),or an LED panelMPi and VAG MPFi may be fitted. light, whilst a dedicated FCR is required !All Audi englne management systems to retrieve the 5-drgit codes. These 2 SaM-DiagnoQs connector kcation(EMSs) control prrmary ignition, fuelling and systems rnclude Bosch Molrun~cversionsidle funct~onsfrom within the same control 2.3. 2.4, and 2.7,KE-3 Jetronic, KE-module: the exceptions are Mono-Jetronic Motronic and Mono-Motronic (early 45-and KE-3 Jetronic systems. which control pin ECM).fuell~ngand idle functions alone. C) The very latest systems can only generate Mono-Jetmnic (Audi 80 5-digit fault codes, and these must be and 100 1.8i up to July 19881Self-Diagnosis (SD) function retrieved with the aid of a dedicated FCR. On top of the fuel pump relay (see Thesesystems include Bosch Motronic illustration 6.1) for flash code retrieval alone.Each ECfd has a self-test capability that versions 2.9, 3.2 and 3.8.2, Mono- Mono-Jetronic (Audi 80 and 100 1.8ifmmAugust 1988)continually examlnes the s~gnalsfrom certain Motronic MA1.2.2 (later45-pin ECMj, Dual 2-pin SD connectors located in theengine sensors and actuators, and compares Simos, VAG Digifant (68-pin ECM) and passenger's side footwell (see illustration : 6.2) for flash code retrievaland FGR use.leach signal to a table of programmed values. VAG MPI and MPFi. Bosch Mono-MotmnicIf the d~agnost~scoftware determines that a Dual 2-pin SD connectors located in thefault is present, the ECM stores one or more LlmCted operating strategy (LOS) passenger's s ~ d efoolwell, under the facia,fault codes Codes will not be slored about (refer to illustration 6.2)or in the engine compartment left-hand fusebox close to thecornponenlsfor which a code is not available, Audi systems featured In th~sChapter utilise bulkhead (see illustration 8.3) for flash code retrreval and FCR use. The ECM IS usuallyor for conditions not covered by the LOS (a funct~onthat is commonly called the localed In the driver's or passenger's side footwell, or In the engine compartment behinddiagnostic software. \"limp-home mode\"). O~?cecertain faulls have the bulkhead. Audi systems are capable of generating two been ident~fred(not all faults will initiale LOS),knds of fault codes - 4-digit flash codes and the ECM will lrnpltment LOS and reler to a5-digit fault codes. programmed detault value rather than theEvolution of Aud~systems has meant that sensor signal. 7 hrs enables the vehicle to bethe codes generated, and their read~ng safely driven to a workshoplgarags lor repairprocedures, now fall rnto one of three groups. or testing. Once the fault has cleared, theThe changeover point in a particular vehicle ECM will revert to normal operation.

-. .-... Audi 6-3 I SD connectors acts located in the relay box 6.2 Location of SD connectorsunder the faciaA Fuel pump elay location B Test contacts~ C /KIE3- Jetronic ~nthe engine compartment fusebox close to VAG MPi and MPFimd KE-Motmnic 1.f the bulkhead; for flash code retrieval and FCR use. Dual 2-pin SD connectors located aboveh a 1 2-pin SD connectors located the foot pedals in the driver's side footwell; for B ~ g c hM~tronjc2.4 FCR use alone.'mderneath a cover above the foot pedals indriver's side for flash code Four 2-pin SD connectars located in the fg-pjn OBD connector passenger's side footvvell, under the facia; for @3models including Boschretrieval and FCR use. flash code retrreval and FCR use. IWotfwnic 3.2,3.8.2and Sirnos)h ~ KEh-Motronic 1.2 WAG Digifant Situated under a cover in the front console.md Motmnic 2.3 Dual 2-pin connectors located In the 16-pin SD connector Dual 2-pin SD connectors located passenger's side footweil, under the facia,underneath a Cbuer above the foot pedals in (refer to illustration 6.2) or in the letl-hand lotherthe driver's s ~ d efootwell, or triple 2-pin electrical box close to the bulkhead (refer toconnectors located underneath a cover above illustration 6.3) for FCR use alone. S~tuated under a cover in the rearthe foot pedals in the driver's side footwell or passenger console, adlacent to the ashtray (see illustration6.4) I II6.3 Location of SD connectors in engine compartmentfuwbox 6.4 The 16-pin SD connector is usually situated under a cover in the rear passenger console, adjacent l o the ashtray7 Pwiief supply 2 Data transfer

6.4 Audi$g 6.5 Initiation d flash code8 - e) The code number \"1231 \" is indrcated byausually a dual 2-pin SD connectors 1 - s a d dash, a short pause, two black A LED diode light C SD connectors ond flashes, a short pause, three 7- B Accessory switch flashes,a short pause and a I -secoconnector \ usually a brown or flash. After a 2.5-second pause, the rode white connector will be repeated. 6 Count the number of flashes in each sen and r m r d the code. Refer to the table end of the Chapter lo determine the rr.eanlq of the fault code. 7 Each code will be repeat& until the luse is , re-inserted. Rerr,ovs the fuse alter 6.0 seconds, and the next code w ~ l lihen be f displayed. (8 Continue retrieving codes unt~cl ode 0000 1s transmitted. Cads OD00 signiTies that no m a t codes are stored, and is displayed when the light flashes off and on at 2 . 1 second intervals. I 3 If the engine will not start, crank frw engine 9 If code 4444 is transmitted, no fault cod6 for at least 6.0 seconds and leave the Ignition are stored. 5 switched on. 10 Turn off the ign~ttonto end fault ccde 4 Use a fuse to short the test contacts on the retrieval. I fuel pump relay for at least 5.0 seconds (refer B o s h Mono-Jetmnic I {afterJuly 79881,Note: During the course of certain test to illustration 8.1). KE-Jetrwric, KE-Motronic 1.I ?procedures, it ts possible for addittonal fault 5 Remove the fuss, and the SD warning lrght and 1.2, Motmnic 2.3 and 2.4 1..codes to be generated. Care must be taken will flash to indicate the Cdigit fault code asthat any genereted during test routines follows: 11 Attach an accessory switch to the dual 2- fdo not mislead diagnosis. AN codes must be pin, 3-phn or 4-pin SD connectors (see 1cleared once testing is comp!ete.#-digit ash a) The four digits am indicated by fourseries &illustmtions 8.5 to 6.7). If the veh~cleis not (codes retrieved manuaNy may be diffeferento of flashes. equipped w ~ t ha tacia-mounted SD warnlngthose codes displayed with the aid of an FCR.Referto the fault code table at the end of th~s b) me 1Srst series of flashesindicates the light, connect a diode LED hght between the , firsfdtgit, the second serres of flashesChapter,in the column headed \"Flash code* indicates the second dig~ta, nd so on until battery (+) supply and the SD connector as : shown. :Mono-Jetmnic all four drgits heve been flashed. i 2 Start the englne and allow ~tto warrn up to(prior t~ July 1988) c) Each swries conslsts of a number of 1 - or inormal operat~ngtemperature. Note: Oxygen 2-second flashes, separated by short sensor (OS) fault codes can only be retrieved ? aftera road test of at (east 70minutes' duratrm. j1 Start the englne and allow it to warm up to pauses. Each integer (whde number) in 13 Stop the englne and swnch on the :n ~ m aolperating iwmperature. Nate: O w n the range I lo 9 is represented by asensor (05)fault codes can only be retrieved number of 7 -second flashes and each ignition. !after a road test of at least 10 mmutes' zero is represented by 2-second flashes. 14 If the engine will not start, crank theduration. d) A 2.5-second pause separateseach engine for at least 6 seconds and leave the2 Stop the engine and switch on the ignition. series of flashes. rgnit~onswitched on. usually a brownor usually a blue a white connector connector black usually brown usually a yellowconnector conneclors conneclor -6.6 lnklatlon of flash codes triple-2-pin 80 cornrectors 6.7 Initiation of flash codes - four 2-plnSD connectorsA LED diode light 8 Accessory switch C SD connectom A LED diode light B Accessory switch C SO connectors

Audi 6.5 Close the accessory switch for at least 5 usually a brown or mds. Open the switch, and the warning a wllite connector tor LED light will flash to indicate the 4- t fault codes as follows: F?!usual1 a ,8.,:~ blaci 4 7k four digits are indicatedby four sefles connector I of flashes. rn bj The first series of #ashes indicates the I first digit, the second series of flashes indicates !he second digit, and so on until 6.8 lnltiation ol35-pin and some &-pin Mono-Motronlcflash codes (see bxt) d four digits have been flashed. A LED diode light 8 ECM C SD connectom D Accessory switch J Ewn series consists ofa number of I - or engine for at least 6 seconds and leave the Systems with f6-pin O8D 2-second flashes, Separated by shod ignition switched an. ~ 0 n n ~ toar r68-pin pauses. Each integer (whole number)in 25 Close the accessory switch for at least 5 the range 7 to 9 is represenfed by a seconds. Open the switch, and the warning ECM mulfl-plug number of 1-second flashes, and each light or LED light will flash to indicate the 4- zero is represented by 2-second flashes. Flash codes are not available, and a digit fault codes as follows: dedicated fault code reader (FCR, must be Q A 2.5-secondpause separates each used to retrieve fault codes. series of flashes. a) me four digits are indicated by four series ,, , BJ The code number \" 1231\" is indicated by a of fiashes. :3&!;: , , ,, > 1-second flash,a short pause, two I-sec- b) The first series of flashes indicates the ond flashes, a short pause, three I-second first digit, the second series of flashes ,~ < , A > , Rashes, a short pause and a 7 -second indicates the second digif, and so on untii ,,,, , Rash. After a 2.5-second pause, the code \",, < , \", *; will be repeated. ail four digits have been flashed. ,c,<,;<y W Count the number of flashes in each CJ ~ a c sheries consists of a number of 1- or Mries, and record the code. Refer to the : \":'., .\"'\"'.>+x,>': ' $blss at the end of the Chapter to determine 2-second f/ashes,separated by shori Uw meanlng of ihe fault cade. pauses. Each integer (wholenumbed in B O S CM~ o n o - J e f ~ i c , 17 The code will be repeated until the the range 7 to 9 is represented by a Mono-Motronic, KE-Jetronic accessory sw~tchis once more closed for at number of ?-secondflasks, and each least 5 seconds. Open the switch, and the zero is represented by 2 - s c o n d flashes. and KE-Mofmnic next code will then be d~sptayed. dl A 2.5-second pause separates each series of flashes. 1 Carry out the procedure in Section 3 to. 18 Continue retr~evingcodes until code 0000 8) The code number \"1237\"is lndicafedby a retrievethe fault c d e s , is transm~ttsd.Code 0000 signifies that no I-secondHash, a shortpause, two I-sec- 2 T~~~off the ignition, more codes are stord. and is d~splayedwhen ond flashes, a shortpause, three 1-second 3 Use a fuse to short the test contacts on the the light flashes oll a d on at 2.5-second flashes,a shod pause and a I-second fuel pump relay (Mono-Jetronic to July 1988 ffash.After a 2.5-secondPause. the code 10 If code 4444 1s transm~tted,no fault codes only) or close the accessory switch (all Other will be repeated. BD Turn off the ignition and remove the ,Ft,tems),, accessory switch and diode ligM to end fault 26 Count the number of flashes in each series, and record the code. Refer to the 4 switch on the ignltlon, h c h Mono-Motronic tables at the end of the Chapter to determine 5 Oper! the accessory switch after a period of' (35-pinversion 1.2.1 the meaning of the fault code. 5 seconds, or remove the fuse. All fault codes and 45-pin version 1.2.2) 27 The code will be repeated until the accessory switch is once more closed for at should now be cleared. 21 Attach an accessory switch to the dual 2- least 5 seconds. Open the switch, and the 0 Turn off the ignition. pin SD connectors. If the vehicle is not next code will then be displayed. equipped with a facia-mounted SD warning 28 Continue retrieving codes until code 0000 fauR codes 2341 Or 2343 Ilght. connect a diode LED light between the is transmitted. Code 0000 signifies that no battery (+) supply and ECM pin number 33 morecodes are stored, and is displayed when toS) (35-p~no) r ECM pin number 4 (45-pin) as the light flashes off and on at 2.5-second shown (see illustration 6.8). Note: it will be 7 Turn off the ignition (take out the key). necessary to detach the back of the ECM intervals. Remove the ECM multi-plug connector from multt-plugs so that the LED negative probe 29 If code 4444 is transmitted, r o fault codes the ECM for at least 30 seconds. Refer to can backprobe the ECM ptn number with the are stored. multi-plug connected. 30 Turn off the ignitiw and remove the Warning number 3 in the Refemnce 22 Start the engine and allow it to warm up to accessory switch and diode light to end fault Secflon at the back of this book. normal operating temperature. Note: Oxygen code retrieval. sensor (OSj Iartlt codes can only be retrieved All systems (alternative) afiw a road lest of at least I 0 minutes' 8 Turn off the ignition and disconnect the duration. battery negative terrntnal fur a period of approximately 5 minutes. 23 Stop the engine and switch on the 9 Re-connect t h e battery negativeterminal. ignition. Note: The first drawback to this method is that 24 If the engine w ~ l lnot start, crank the baltery disconnection will re-mitialise all ECM adaptive values (not Mono-Jetronic). Re- learning the appropriate adaptive values

6.6 Audirequires starting the engine from cold, and b) Clearing fault codes. common factor such as a defectwe earth Flashdriving at various engrne speeds for c) Testing actuators.approximately 20 to 30 minutes. The engine dl Making sdrvice adjustments. return or supply. codeshould also be allowed to idle for e) D~splay~nDgatastream. 4 Refer to the component test procedutesm 4332approximately 10 minutes. The second 0 Coding the ECM.drawback is that ihe radio security codes, Chaoter 4 , where you will find a meansd 4343clock setting and other stored vallles will be 2 The FCR may be able to display both 4- digit flash codes and/or 5-digit fault codes. testlng the majority of components andmitralised, and these must be r e - e n t e d once Refer to the fault code table at the end of thisthe battery has been reconnected. Where Chapter. c~rcuitsfound in the modern EMS. 441Ipossible, an FCR should be used for code 3 Codes must always be cleared afterclearing. component testing, or after repairs involving 5 Once the fault has been reparred, clearthe 4412 the removal or replacement of an EMSNote: During the course of ceriarn test component. codes and run the englne under various 4413procedures, it IS possible for additional faultcodes to be generated. Care must be taken 1 Use an FCR to interrogate the ECM fw faull conditions to determine ~fthe problem h 4414that any c d e s generated during test routines codes, or manually gather codes as describeddo not mislead dragnas~s. In Sections 3 or 5. cleared. 4421All Audi models Codes sfored 6 Check the ECM for faull codes once mors, 44371 Connect an FCR to the SD connector. Use 2 If one or more fault codes are gathered, Repeat the above procedures where ccdu 4442the FCR for the following purposes, In strict refer to the fault code table at the end of thiscompliance with the FCR manufacturer's Chapter to determine their meaning. are still being stored.bnstruct~ons: 3 If several codes are gathered, look for a 7 Refer to Chapter 3 for more ~nformationon a) Retrrevrng fault codes or displeying faults. how to effectrvely test the enqlne management system. No codes stored I 8 Where a running problem 1s experienced, but no codes are stored, the tault is outsideof the parameters designed into the SO system. Refer to Chapter 3 for more informationon how to effectively lest the engine management system. 9 If the problem points to a spec~fic component, refer to the test procedures In Chapter 4, where you will find a means ol testing the major~tyof components and circuits found In the modern EMS.Fault code tableMote: Similar codes are g8nemted by each system, although a small Flash FCR Descrlptlon I codenumber of codes may suggest alternative meanings depending on code 00545 AT signal missing (alternative ccde) 005361which system and what components are fitted. For example, one 2142 00540particular code may indicate an arrflow sensor or a MAP sensor, 2143 OD518 Knock control 2 (ECM) OD543dependrng on whrch of those component is fitfed When a code with an 2144 00519 Knock sensor {KS) 2 or KS circuitalternative meaning is generated, the correct meaning will usually be 2212 00528 iThrottle pot sensor (TPS) fault or TPS circuit 00544obvious. 2214 Mawirnum engine speed exceeded 00533 2222 00520 Manifold absolute pressure m o r or MAP 00520Flash FCR Wscription 1sensor circuit 00531code code 2223 00531 Atmospheric pressuresensor (APS) or APS circuil4444 00000 No faults found In the ECM. Proceed w ~ t hnormal 2224 00532 Turbocharger maximum boost pressure i 0052f diagnosttc methods 1 2231 00522 exceeded End of tablt code output 00545oa00 - 00523 ldle control 035221111 65535 Internal ECM failure 2232 00522 Vane airflow sensor (AFS) or AFS circu~t 005531231 00281 Vehicle speed sensor (VSS) or VSS circuit 2232 00553 !Mass airflow (MAF) sensor or MAF sensor circuit : 005371232 00282 Throttle pot sensor (TPS) or TPS circuit 00525 1(alternat~vecode) - 005581232 00282 ldle speed stepper motor (ISSM)or ISSM circuit 2233 00559 Vane almow sensor (AFS) or AFS c~rcult I1 ' 00561 M-s aidlow (MAF)sensor or MAF crrcu~t (alternative code). 223321 11 00513 Engine speed (RPM) sensor or RPM senmr circu~t (alternative code) I2112 00514 Top dead centre (TDC)sensor or TDC circult 2234 Supply voltage incorrect2112 00514 Crank angle sensor (CAS) 2242 CO pot or CO pot clrcu~t2113 00515 Hall-effect sensor (HES) or HES circuit 2312 Coolant temperature sensor (CTS) or CTS circv~l :Note: Fault code number 21 13 will always be present when the ignition 2314 Enqindgearbox electricalconnectionis turned on and the engine is stopped in systems that uiilrse a Hall 2322 Air temperature sensor (ATS) or ATS circuitsensor as the primary trigger. 2323 Vane airflow sensor (AFS) i Mass airflow (MAF)sensor (alternat~vecode)2 114 DO535 Distributor 23232121 00516 Idle speed stepper motor (ISSM)idle contacts 2324 Vane airflow sensor (AFS) I Mass a~rflow(MAF) sensor (alternative code)2121 00516 lgn~tioncontrol valve circuit taul?(alternative 2324 Oxygen sensor (0s)control Inoperatwe - code) 23412122 2342 Oxygen sensor (0s)or OS circuit2123 00517 No engine speed signal 2343 Mixture control adjustment, weak Throttle switch VS),full load switch2141 00535 Knock control 1 (ECM) 2344 Mixture control adjustment, rich2142 00524 Knock sensor (KS) or KS circuit 2413 Mixture control limits

-- - -- Audi 6.7FCR Description Flash FCR Descriptioncode code code00750 Electronic control module (ECM) 16487 Mass airllow (MAF) sensor or MAF circuit, signal01243 Carbon filter solenoid valve (CFSVj or CFSV high circuit Air temperature sensor (ATS) or ATS circuit,01244 lnjector No. 1 or inlector circuit signal low01247 lnjector No. 2 or Injector circuit Air temperature sensor (ATS) or ATS circuit,31249 lnjector No. 3 or injector circuit s~gnahl igh01250 lnjector No. 4 or injector circult Coolant ternpreture sensor (CTS) or CTS circuit01251 Injector No. 5 or injector circuit Coolanl iamperature sensor (CTS) or CTS circu~t.01253 ldle speed control valve (ISCV) or lSCV crrcuit signal low01254 Turbocharger boost pressure solenoid valve (BPSW or BPSV c~rcuit eCoolant temperature sensor (CTS) or CTS circuit,00527 lntakc manifold temperature00530 Throttle pot sensor VPS) or TPS circuit signal high00532 Supply voltage incorrect Throttle pot sensor UPS) or TPS circuit00543 Maximum engine speed exceeded Throttle pot sensor (TPS) or TPS circuit, signal00549 Consurnpt!onsignal implausible00545 Engine gearbox electrical connection Throttle pot sensor mPS) or TPS circuit, signal00554 low00555 Oxygen sensor (0s)control 2 Throttle pot sensor (TPS)or TPS orcult, signal00560 Oxygen sensor (0s)or OS circuit high00561 Exhaust gas recirculation {EGR) valve or EGR Oxygen sensor (0s)or OS c~rcuit00575 Oxygen sensor (0s)or OS circuit circuit00577 Mixture control 1 Oxygen sensor (0s)or OS circuit, signal hlgh00578 Msnilold absolute presswe (MAP) sensor or MAPm579 sensor circuit Oxygen sensor (0s)or OS circuit00580 Knock control cy!inder 1 or circuit Oxygen sensor (0s)or OS circurt00581 Knock control cyllnder 2 or circuit Oxygen sensor (0s)or OS circubt00582 Kncck control cyl~nder3 or c~rcuit Oxygen sensor (0s)or OS circuit00585 Oxygen sensor (0s)or OS circuit, signal hlgh Knock control cylinder 4 or circuit00586 Oxygen sensor (0s)or OS circuit Knock control cylinder 5 or circuit00609 Knock control cylinder 6 or circuit lnjector bank 100610 Exhaust gas recirculation (EGR)temperature Injector bank 1, fuel system too leanKi611 lnjector bank 1 , fuel system too rlch00624 sensor or EGR circuit Injector bank 200625 lnjector bank 2, fuel system too lean00635 Exhaust gas recirculation(EGR)valve or EGR lnjector bank 2, fuel system too nch00660 circu~t Engine misfireOD670 Amplifier 1 or amp!ifier circuit Cylinder No. 1 misfire Amplifier 2 or amplifier circuit Cylinder No. 2 misfire00689 Amplifier 3 or amplifier circuit Cylirider No. 3 mlsflre00750 Air condltlaning (AjC) Cylinder No. 4 misfire01025 Vehrcle speed sensor (VSS)or VSS circuit Cylinder k.5 misfire01087 Cylinder No. 6 misfire01088 Oxygen sensor (0s)heater or OS circu~r Cytnder No. 7 misfire01119, Oxygen sensor (0s)or OS circuit Cylinder No. 8 misfire01120 RPM sensor or c~rcuit01165 ldle speed stepper motor (ISSM)pot or ISSM RPM sensor or cscuit01182 circuit Knock sensor (KS) 1 signal or KS circuit, signal01235 Excess~veair in inlet man~fold low01242 Self-Diagnosiswarning l~ght Knock sensor (KS) 2 slgnal or KS circuit, signal01247 Self-Diagnos~swarning light low Basic setting not completed Crank anglesensor (CAS) or CAS circuit01252 Mixture control 2 Exhaust gasEl257 Gear recognition signal Exhaust gas01259 Camshaft timing control Vehicle speed sensor (VSS) or VSS circurl01262 Throttle pot sensor (TPS) or TPS circurt Electronic control rr~odule(ECM) Altitude adaptation01264 Secondary air valve Oxygen sensor (0s)or OS circu~!01265 Electron~ccontrol module [ECM) or ECM circuit Oxygen sensor (0s)or OS circuit Carbon filter solenoid valve (CFSV) or CFSV Oxygen sensor (0s)or OS circuit16486 Oxygen sensor (0s)or OS circuit circuit Injector valve No, 1 or injector circuit lnjector valve No. 4 or bnjector valve circuit lnjector valve No. 4 or injector circu~t lnjector valve No. 3 or injector circuit ldle speed control valve (ISCV)or ISCV circuit Injector valve No. 4 or injector circuit Fuel pump relay or circuit Injector valve No. 5 or injector circuit Turbocharger boost pressuresolenoid valve Injector valve No. 6 or injector circu~t (BPSV) or BPSV circu~t Injector valve No. 7 or injector circu~t Secondary alr pump Injector valve No. 8 or injector circuit Exhaust gas rec~rculation(EGR) valve or EGR circuit Injectorvalve No. 1 or injwtor circuit Mass alrfldw (MAF) sensor or MAF circuit, s~gnal tow

6.8 AudiFlash FCR Description Flash FCR Description Icode code code code 17622 Injector valve No. 2 or injector clrcuit 17803 17623 Injector valve No. 3 or injector c~rcilit 1780B lgnition output 3 17624 Injector valve No. 4 or injector circuii 17625 injector valve No. 5 or injector circu~i Exhaust gas recirculation(EGR) valve or EGR 17626 lnjector valve No. 6 or ~njectocr ircult 17627 Cylrnder No. 7 misfire circuit 17628 Cyl~r~deNro. 8 misfire 17733 Knock sensor (KS) control No. 1 cylinder or KS Exhaust gas rec~rculation(EGR) valve or EGR circuit 17734 Knock sensor (KS)control No. 2 cylinder or KS circuit circu~t 1 7735 Knock sensor (KS) control No. 3 cylinder or KS Exhaust gas recirculai~on(EGR)valve or EGR circuit 17736 Knock sensor (KSj control No. 4 cylinder or KS circuit, signal too small clrcuit 17737 Knock sensor (KSj control No. 5 cylinder or KS Exhaust gas recirculation (EGR) valve or EGR circuit 17738 Knock sensor (US) control No. 6 cylinder or KS circuit, signal too large 1. clrcuit 17739 Knock sensor (KS) control No. 7 cylinder or KS Carbon filter solenoid valve (CFSV) or C.FSV clrcull 17740 Knock sensor IKS) control No. 8 cylinder or KS circuit circu~t 17747 Crank angle sensor (GAS) and veh~clespeed Carbon fllter solenoid valve (CFSV)or CFSV 1i sensor (VSS) signal transposed circuit 17749 lgnition output 1, short-clrcuit to earth 17751 lgnition output 2, short-c~rcut~ot earth Fuel pump relay or fuel pump circu~t I 17753 lgnitlon output 3, short-circull l o earth 17794 Camshaft sensor (CMP)or CMP clrcuit Fuel pump relay or fuel pump circu~t I 17800 Camshaft sensor (CMP)or CMP circuit Intake system 17801 Ignlnon output 1 Idling switch, throttle switch (TS)or TS circuit it 17802 lgnition wtput 2 Idling swltch, throttle switch (TS)ur TS circuit ldle speed control valve (ISCV) nr ISCV circuit fIdle speed control valve (ISCV) or lSCv c~rcuit 1.ldle speed control valve {ISCV) or ISCV c~rcuit )ldle speed control valve (ISCV) or ISCV circull j Inlet manifold changeover valve (IMCV)or IMCV r circuit Ilnlet manifold changeover valve (IMCVJor IMCV circuit Throttle drive Electronic irnrnob~l~ser I Voltage supply Battery I: Electronic control module (ECM);ncorrectly coded i

1 Chapter 71 BMWI ContentsI Index of vehicles Retrlev~ngfault codes without a fault code reader (FCR) - 7 Self-Diagnosis flashcdes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cbanng fault codes without a fault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Self-Diagnosis with a fault code reader (FGR) . . . . . . . . . . . . . . . . . 5 Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6. Fault code tables lntroducl~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Index of vehiclesModel Engine code Year System316i (E30) and cat MJO/B16 164E1 1988 to 1993 Bosch Motronic 1.3316i (E36) cat M40/B16 164E1 19g0 to 1993 Bosch Motronic t .7 316i (E36) cat and Compact M431516 1993to 1997 Bosch Motronic 1.7 3f8i (E30) Tourlng and cat M401018 184E71 1988 to 1993 Bosch Motronic 1.33181(€30)and Touring 1989 to 1992 Bosch Motronic 1- 7 3151(€36) and cat M40/B18 1991 to 1993 Bosch Motronic 1.7318i ( E X ) MdO/B!8 184E2 B ~ s c hMotronic 1.7318iS (€30)16V Touring and cat 1993 to 1997 Bosch Motronic 1.73181s(€36) and Compact M33/B18 1990 to 1991 Brssch Motronic 1.7320i ( E M ) M42/!318 184S1 Bosch Motronic 1.I320i (E30) and Touring and cat M42/B18 184S1 1992 to 1996 Bosch Mbtronic 1.3320i (E36) 24V cat M201620 206EE 1986 to 1988 Bosch Molronic 3.13201(€36)24V cat M20/520 206EE 1988 to 1993 Bosch Motranlc 3.13201(E36) 24V cat MSO/BPO 206S1 1991 to 1993 Siemens MS4.03251(E30) and 4x4 M50 2.0 Vanos 1993 lo 1996 Bosch Motronic 1.I3251and Touring (E3Uj M50/820 1993 to 1996 Bosch Motronic 1.3325iX (E30-4) M20/B25 6K1 1985 to 1987 Bosch Motronic 1.1325ix and Tourlng M20/625 6K1 7988 to 1993 Bosch Motronic 1.3 M20/825 6E2 Bosch Motronqc 3.13251 (E36124Vcat M20/B25 6E2 1985 to 1987 Bosch Mutronic 3.1325i [E36]24V 1988to 1993 Bosch Motronic 1.I325e (E30) and cat M50/B25 25651 Bosch Motrnnic 1.3518i (E34) M50 2.5Vanos 1991 to 1993 Bosch Motronic 1.7 M2D/BZ7 1993 to 1996 Bosch Motronic 1.3518i (E34) cat ~401818 1986 to 7991 Bosch Motronic 3.1520i (€34)and cal 1988to 1993 Bosch Motron~c3.1520i (E34) 24V and Touring cat M43IB18 1993 to 1996 Siemens MS4.0 M20/B20M 206KA 1988 to 1991 Bosch Motronic 1.35201(E3d) 24V and Touring cat M50/820 20651 1990 to 1993 Bosch Motronic 3.15201(f341 24V cat M50 2.0 Vanos 1993 to 19965251(i341 and cat M50/B20 1993 to 1996 Basch Motronic 3.15251 (€34)74V cat M20/B25M 256K1 1988 to 1991 Bosch Motronic 1.35251(€34) 24V M5D/B25 25651 1990 to 1993 Bosch Motronic 3.3530i (€34) and cat 1993 to 1996 Basch Motronic 1.3540i (E34)VB 4 D 32V DOHC cat M50 2.5 Vanos Bosch Molronic 1.I5351(E34) and cat M30/B30M 306K.A 7988to 1992 Bosch Motranlc 1.3 ME0 1993 to 1996 Bmch Motronic 1.3635 CSi (E2J) . M30/835M 346K8 1988 to 1993 Basch Motronic I .1 M30/834 Bosch Motronic 1.3635 CSI (E24) and cat M30/635M 3d6EC 1986 to 1987 Bosch Motronic 3.3M635 CSi (€24) M8W3 1988 lo 1990 Bosch Motronic 1.t7301(E32)and cat M30/B30M2 306KA 1987 to 7989 Bosch Motronic 1.3730i (E32) and cat M301B30M2 306KA B o x h Motronlc3.3730i (E32) V8 3 0 cat M6OB330 1986 to 1987 Bosch Motron~c3.37351(E32) and cat M30/B35M2 Bosch Motronlc I .77351(E32) and cat M30/B35M2 346EC 1988 to 1994 Bosch Motronic 1.7740iL (E32) VB cat M60/B40 1992 to 19947401(1538)V8 4.0 32V DOHC ca! M60 1986 to 1987 Bosch Motronic 1.27501and cat M70/B50 501PA 1987 to 1992 Bosch Motronic 3.3i501L M70/850 5012A Bosch Motronic 1.77501 M70/B54 1992to 1994 Bosch Motroqic 3.3840i (E31) V8 4.032V DOkIC cat 1994 to 1997 Bosch Motronic 3.38501 M60 Bosch Motronic 1.3M3 (E36) M70/B50 5012A 199'2 lo 1994 1992 to 1994M5 (E3JI S50/B30 1994 to 199721 1993 to 1997 S38lB38 38681 1989 to 1994 M20/B25 1993 to 1997 1992 to 1996 1988 to 1992

7.2 BMWSelf-Diaanosis Fa1 The engine management systems (EMS@ -fitted to BMW models are mainly of Boschorigin, and include Bosch Motronlc versions peg.:l.t/1.3,1.2,1.7, 3.1, 3.3 and Siemens MS4.0.All BMW engine management systems control meshprimary ignition, fuelling and idle functionsfrom within the same ECM. cockSelY-Diagnosis (SDJfunction 01 Each ECM has a self-test capability that The SD connector IS tor FCR use alone, and Note: During the course of certain test 02continually examines the signals from certaln is located In the englne compartment along procedures, it is possible for additional faull 03engine sensors and actuators, and compare the left or right-hand wing, either close to the codes to be generated. Care must be taken 04each signal to a table of programmed values. bulkhead or suspension turret (see that any codes generated dunng test routtnesIf the diagnostic software determines that a tllusbvtion 7.1). me.faull ISpresent, the ECM stores one or more Bosch Motmnic 1.7, 1.2 do not mislead diagnosis FCR codefautt codes. Codes will not be stored about and f .3 (USmodels only) IAll BMW models 01 03components for which a cdw is not avarlable, A limited number of emissions-related flash 1 Connecl an FCR to the SO connector. Uss 04 codes are available via the flashing of the 05or for condltioos not covered by the facia-mounted \"Check Engine\" warning tight. the FCR for the following purposes, in strlctdiagnostic software. Depend~ngupon system, Refer to the flash code table at the end of this compliance with the FCR manufacturer's 07BMW control modules will generate either 2- Chapter to determine the meaningof the flash instructions: 10digit or 3-digit fault codes, and a dedicated mde. a) Retrieving fault codes.FCR must be used for rwtriwval. Flash codes 15that can b retrieved without an FCR are only 1 Turn off the ignition and disconnect the b) Clearing bull codes.available in US market rndels. battery negative terminal for a per~odof cJ Testing actuamrs. 16 approximately 2 minutes. d) Displaying D a t a s h m . 17Bosch Motronic 1.2 2 Re-connect the batterj negative terminal. 2 Codes must always be cleared aftw 23 Note: The first drawback to this m e t h d is that componenttesting, or after repaws involv~ntghs 28 Early BMW V12 engines are equlpped wlth battery disconnection will re-initialise all ECM 29Bosch Motronlc M1.2, which has two adaptive values. Re-/earning the appropriate 1-removal or rwplacement oi an EMS comp~nmi 33electronic control modules. Each module is adaptive values requires starting the engineallocated to a bank of 6 cylinders (ECM 1 for from cold, and driving at various engine speeds Note: Many of the fault code numbersthe right-hand bank, and ECM 2 for the left-hand bank) and gathers data from its own for approximately 20 to 30 m!nufes.The engine &correspond to the ECM pm number - eg. fwault 1sensors. Each ECM stores its own fault should also be allowed to !d(efor approximarelycodes, and should be treated independently. 10 minutes. The second drawback is that the code 04 cornsponds to ECM pin number 4. I. radio security codes, clock settrng and otherLimited operating sfrategy (LOSJ 1 Use an FCR to interrogatethe ECM for fault 4n stored vaiues wili be initralised, and these must codes. or (where possible) manually gather BMW systems featured in this Chapter be re-entered once the battery has been codes as described in Sections 3 or 5. Oiutllise LOS {a function that is commonly calledthe \"limp-home mode\"). Once certain faults reconnected. Where powble, an FCR shouid Codes stomd 0'have been identified (not all faults will initiateLOSX the ECM will implement LOS and refer be used for code cl~aring. 2 If one or more fault codes are gathered, 1 01to a programmed default value rather than the refer to the fautt code tables at the end of thissensor slgnal. This enables the vehicle to be 7.1 BMW 20-pin SD connector. Chapter to determine their meaning. I :01safely driven to a workshop/garage for repair Unscrewthe cap and attach the 3 If several codes are gathered, look for aor testing. Once the fautt has cleared, the common factor such as a defective earth 11ECM will revertto normal operation. FCR to the exposed connector re!um or supply. 4 Refer to the component test procedures in jAdeptiw or learning capabiliiy Chapter 4. where you will find a means of testing the majority of components and i BMW systems also utilise an adaptive circuits found in the modern EMS.function that will modify the basic !programmed values for most effective 5 Once the fault has been repaird, clear the codes and run the engine under varlous !operation during normal running, and with due conditions to determine if the problem has :regard to engine wear. cleared.SeM-Diagnosis (SDJ wamIng light 8 Check the ECM for fault codes once more Repeat the above procedures where codes BMW models for the US market are are still being stored.equipped with a facia-mounted \"Check 7 Refer to Chapter 3 for more information onEngine\" warning light as demanded by US how to effectively test the EMS.OBDll regulations. Fault codes indicatingfailure of emission-related components may No codes storedbe retrieved through the flashing of the Ilghl.European market models are not equipped 8 Where a running problem is experienced. ,with a warning light. but no codes are stored, the fault is outside of the parameters designed into the SD syslem I Refer to Chapter 3 for more informallon on how to effectively test the EMS. : 9 If the problem points to a speclflc component, refer to the test procedures In ' Chapter 4, where you will find a means of testing the majority of components and circuits found in the modern EMS.

BMW 7.3 Fault code tables -- Bosch Motmnic 1.1, 1.2, 1.3 (flash codes) FCR Description code nash Description 004 Injector number 3 or clrcu~t 005 code Vane alr~lowsensor (AFS] or AFS c~rcuit 006 Injector nutnber 2 or L I ~ C U I ~ 012 7. Oxyqerl sellsol (0s)or OS clrcult 016 Injectors or !n]ectorc~rcuit Dl8 J? Goolar~teqnperaiure sensor (CTS) or CTS c~rcu~! Throttle position switch VPS) or TPS circu~f: 33 Throttle Y V ~ I ~ CTI T~S), full-load switch Crank angle sensor (CAS)crt CAS circu~t: 3- Arnpllf~erto electronic control module (ECM) termlnar 1 8 or/ Bosch Motronic 7 . 1 , 1.2, 1.3 ampl~flercircuit! FCR Description Electror~iccontrol module 1ECMI1 code lgnilion ampl~flernumber 2 cyl1ndt.r or clrcult; :I Electronic control module (ECM)or ECM circu~l Ignition ampl~fiernumber 3 cyl~nderor circu~l: C3 Furl pump relay or fuel p u r n ~relay circu~t lgn~t~wanmpl!t~ernumber 1 cylinder or c l ~ c w l: M Idle speed control valve (ISCV) or ISCV clrcult Electroti~ccontrol module (ECM) supply, 35 Carbon I1l1t.rsclleno~dvalve (CFSV) or CFSV crrcu~t ldle speed control valve (ISCV) or IST,V c~rcu~t: Ci A~rflow5ensur (AFS)or AFS clrcurl Infector number 5 or lnjeftor clrcu~t 10 (0s)Oxygm srrlsur or OS circu~i.exhaust emiss~onstoo lr~lectornumber 6 or ~njectorGroup two circurt rlcll Or too lean In1er;tor number 4 or Inlet?arc~rcuiti/ Carbon filter solenold halve (CFSV) or CFSV cbrcull 15 Wariling g h t (US only) or circclt Oxyger sensor (0s)at OS I'lrcult lo lr~jectors(cylinders 1+3) crr rnjector c~rcuit Mass s rllow (MAF) sensor or MAF clrcuiti I: ~nlectors(cylinders 243) or Injector circu~l Electrorllc control module (ECM) (0s).Oxygeri serisor 13 heater relay or OS c~rcult Air con~rltlonlng(AC) compressor or AC clrcu~t: 28 Oxvgen serlsur (US) or OS circuit lgrit~onampl~f~ecyrlinder number 4 or c;lrcuit 29 Vah~clespeed sensor (VSSJor VSS circu~i (qnition amplifier cyl~ndernunrkr ti of circuit1 33 Solenold valve kickdown prevent or circu~t Electro!~icontrol module (ECM) ii Electron~ccontrol module [ECM). supply exceeds 16 volts CCOpot (non-cat models) or CG pot circuit lgnit~onarnpllf~eror c~ruuit[ 44 Air temperature sensor (AT51 or ATS circuit Coolant temperature sensor (CTS] or CTS circuit Electro~licthrotlle control or c~rcuitI ;;;ri lgnitlon timlng intervention (modelsw~thEGS only\ I hrottle sw~tchITS) or TS circuit lgn~t~otlrlnlng (~lectron~Acn 53 54 Ihrottle s w ~ l c hVS)or TS circuit Vetirclr speed sensor (VSS) or VSS clrcu~t 100 Tcrrq~reconverter.clutch (modelswith EGS only) or circult 101 Crank ,mgle sensor (CAS) or G A S clrcu~! Oulput stage (Rosch Motrorl~c1.3 only) (0s)O X Y ~ ~seInIsor or OS c ~ ~ c u ~ t Enq~neupsration not pcrss~hle Veh~clespeed sensor (VSS)or VSS clrcukt CO potentiometer(non-cal) Intake ,llr ternp~raturesei,s~>r( A T 3 ur ATS c~rcult Eng~necuolanl lemtxrrature sensor (CTS) or CTS c~rcu~t Alarrr~?:ysterr~rjr clrcult Bosch Motronic 1.7 and 3.1 Tractiorl conlral or c~rcuit Susper~sionCorltrol or c~rcuit FCR Description Air conditioning (AC) compressor or crrcu~t code 000 No faults found In the ECM. Proceed w~thnormal diaynost~c Electron~ccontrol modolp (ECM) metho~is 001 Fuel pump relay or fuel pump relay Circult Electronic control rnodrllp (ECM] 001 Crank angle sensol (GAS)or GAS c~rcui(talternative code) 902 Idle speed control v a l v ~(ISCV)or ISCV circult (0s)O ~ y g e rsl erlsorconrrol or OS c~rcu~t 033 Inlector n~~mbe1 ror ~nlectorGroup orle c~rcuil Electroriic control module {ECM) Ignitlor 1111mawor clrcult Etectrol-IICt h d~tle control slgnal or c~rcuit Englne

Chapter 8CitroenContentsIndex of vehicles Rettlevlnq Fault co~leswithout a fault code reader (FCR1 flash ccdes . . . . . . . . . . . . . . . . . . . .Self-Diagnosis Selt-Dlagnas~scor~nectorlocation . . . . . .Lt~atortesl~ngw~thmlta la11l1code leader (FCR) . . . . . . . . . . . . 5 Self-D~ayr~aws~ltsli a fault code diagnosis (FCRi .Cearlng fnt~ltcodcs w~thou3l fault cudr reader (FGR) . . . . . . . 4 Fault code tablesGu~deto test procedtlres . . . . . . ... . .. . ... IIitr~ducl~ur.~. . . . . . . . .. ......... .... 1lndex of vehiclesModel Engine code Year SystemkA I 2i TU9MIL.Z (CDY) 1992 to 1997 Bosch Mono-Motron~cMA3 U TU9M/L Z (CDZ) 1992 lo 1956 Bosch Mono-Motron~cMA3 0AX 1 01 r a t TUIM (HDL) Basch Mono-Jetron~cA2 2 TU1M1L.Z (HDY) 1989 to 1992 Magnstl-Marel11G6-1 1LA 1 11r.>t TU1MIL Z (HDZ) Magnetl-Mare111Gti- 11 TUSM (kD.2) 1992 to 1947 E0.;t,t1 rJono-Jetrnn~cA2 2k4 I l b L,+I TU'3FMC:I 7 (hDY) 1902 to 19(+T B ~ > s i Mh ono-Jetron~cA2 TU3FM:L 2 (hDX) l9R8 to 1990Ab, 1 I , r.3t TLJ3JZ/K (KGB) 1990 tu 1992 B i l ~ i hMono-Motron~cMA3 0 TU3J2/L.Z (KFZ) 1 YY2 tu 1996k\ Gl 1 4 1 cat T U l M (HDZ) 1991 to 1992 Bosch Mutrorl~cM. P? 1 TUSJP lKFX] 1991 to 1996 Bosch Mctron~cMP3 1, k4 T; dr~cjI JI cat TUsM (KDY) 1996 t u 19931 Bosch Molr~nlcM. A3 1 XUSM (BOZI 1996 tn 1897 Magnet[-M a r r l l ~' AV ' 41 cat XclSM3Z (BDY) 1991 to 1994 Bosch hlr~t~r>-.letrnAnZli2 XUUJ2 (060) 199U to 1992 Bosch Mono-Jelrrvili or MM G 5 6, ,At-, i 5 T i X119J4 (D6C) 1991 to 1994 Magnetl-Mare111G C - l P XUVJAZ (DKZ) 1990to I992 Bosch FAotronlc MP3 1, A t 1 1 (-7 1 1 (;dl XU9J4Z (DFW) 1987 to 1991 Bosch Motron~rh. ll 4 1 XLJ9J4K (DGC) 1990 to 1993 Bosch Motro~~1lc3i P r r l ~ rl~1~ l ~ ~ 1F190 tu 1992 Bosr,h htotronlc 1 3 DDZ(XU9M) 1991 to 1992 Bosch Motrorllc 1 3/ e b ~ r l l f l \ ~1~ 7-1 T U l M (HDZ) 1990 t p 1 P 9 i Lerl~x1 B TUSF MIZ (KDY) 1990 10 190; Bosch Mono-Jetronlc A2 2i BX ' 4 1c:it Bosch Mono-Jetrorllc A2 2 TU3F M/W%(KUY2) 1990 lu 1095 Uusch Mono-Jetrrlti~cA? ?; EX '61cat XU1OJ2CZiL (FiFU) 1999 10 1995 Magnet1 Marell! 8P22 XU1 OJ2CTEUL(RGX) 199.9 9 0 1997 Bosch Motrurvc MP3.2i EX !GI cat XUlOJ2U (HTW) 1994 lu 199; Magnetl-Marel11DCM8P 11 220 A2.000 1994 10 199; Rosrh Mono-Motronlc MA1 71j BhIS G TI arlcl 4x3 XUlOJ2U (RFW) Magnetl-Mare111DCMBP-11 B Y ~ ~ G1T6IV TUUMIL3iL 1995 to 1kl9; Bosch Mono-Motron~cMA3 1 1494 to 139- Bosch Mono-Motron~cMA3 1 Bk19 1GV DOHC L;I~ T U 1 M L3:L 1'396to 199; Magnetl-Marelh i l l 9 1G i DOH( TL13JPfL3 1996 to 1997 Rosch Motron~cMA5 13x191 4X.: (:at TU5JP L 3 (1.11 L) 1996 tu 199? Magnrtl hlarell~8P22 X U 1UJ2CUL (RFIJ) 1996 tn 1997 Etosch Mulronlr LIP3 2 i ' 5 L 1 I I Van r,lt XU:OJ7CTEZ/LlRGX) 1994 to 1997 Maqrnrtl-blarelll DGMRP13 XUSJPIZ (UFX) Bosct-LMolrv~,~cMP5 1 11i i l 5 E 1 41Van cni XUiJP4'13 (IFY) t994 to lYYl B o ~ c hMolronlc MPS 1 C1.E 1 I \";in I,.! XCI~.IPJZ[L FZ) 1993 to 1997 Magl\etl-Marell~UGM8P2O Evas~or2~UI r.,11 x u 1 a J x . Z (HFX) Hosch hlotrnnlc MP3 2 :' 01 t l ~ r h ncat 1995 to 1997 Ecsch Mutror~lcMPS 1 1 XU1OJ40,Z {HFY) 1993 lo 1997I J , l ~ l ~ t2w.0, cat 1993 to 1997 Bosctj MotrL>nlcMP7 7 XU10J4R/UL3[flF V) 1993 to 1995II JJ:I#V,I t j ~ XU I OJ4DI.Z (HTT) 19YS to 1997 Rnsch Mfltrt>nlr: MP? 2 R U I ; ~2~ cat XU 10J2CTE/L3(RGXI 1994 to 1996 1995 to 19965aro 1 05.VO I I52.11 1 'I?,arc 1 6j..r,erq~e2.01 cat:>.;18?r~7l~0 1 lurko C.Itqdl;t13 1 61 CC3fXantla 1 81 16VXantld 1 HI and Brcak! Xantla 7 111,lnd Hreak Xar~t~L'aUI 1 ~ i bcdlXantta 111 1t;V FI (.,3hXanttn Arilvn 2 01Xonto 1 ~ ~ r2tU~I Cu- T

Model Engine code Year System XU 1UJ2 (RGA) 1990 trl InP? Ivlngilerl-l,Aart.ll~BA G',XM ? (11MPI XU1OJ2/Z (RFL)Xhl 2 01 cat 1990 t o 199: EnscP, Motronlc PAP'$ 1XM 2 L11 c;it XU1OJ2/Z (RF7) Bosctr Motrbnlc MP5 1 XU1OJ4R/UZ (RFV) I992 to Ia w B(Js(-~Itvl(>!r0111(-P.4F.5 1 1hh.1 ' 01 1t;V cat XU1OJ2TE/Z (RGY) Eo.-ch Motronlc MP3 7 XU1n.l2TE/I :7(RGX) 199.1 t o I 9!77 Bosch Motrunlc MP3 2XLf, 2 Or turho i n t ZPJ (SGA) 1993 t t ~109; F e n ~ x3 RXFA 2 'JI c'T turbu cat ZPJ (SF71 1994 tc: 1991, F e n ~ x3 82I.A 3 G lili LHI? ZPJ (UFZ) 1909 tn 199? F e r ~ ~38x% M3 UVbcat ZPJ/Z (Ul Y) 1989 t.3 1 YYJ Feri~x38 ZPJ4/Y3 r$K7) 1994 to 1997 F e n ~ x4XFA 3 O Vh (-at ZPJ4N3 (IJKZ] 19'-15t i l 1996 F e n ~ x4 8Xh4 3 0 V 6 Fslate TU 1 MIZ (klU'1'1 1990 ta 1994 B m r h Mnno .lutrorilc A? 7 TU 1M/Z (HUZj 199.1 t, 1997 Bosch Mur~u-Jetrur~Alc7 ;7XM 3 U V 6 24V cat Bosch Morlu-Motrur~lc:MA3 C.XM 3 O V 6 2 4 V 1U1 M I L (HUYI l a w tc1 1994 Bosch Mono-Motron~cMA3 CZX 1 1I cat TIJ 1M/Z WUZlZX 1 . 1I cat 1981 to 18% Husch Mo!io-Jetronlc A2 2ZX ?.I rI.at TU3Ml.Z { K U YI 1\".1 ttil 1997 Bosch Mono-Motrorl:~MA3 OZX 1-11catZX 1.4i cal TU3M 1KDX) 1994 ta tYY7 Magnet1 Marell1 Gt5-147X 1 41and Break c:at TlJSPvl (KOX) Maqnetl-Mare111G 5 S2ZX 1 41and Brcak cot XU5M ?K { R I A ) 11:3:1 to 1992 Magrletl-Mare111Gti 12ZX 1.61 XU%' .?h{B,LA) 19111t i l 7 997 Magnetl-Marell1GG.I UZX 1 .GI XUSM.31 IHDYI IYCI? ta t 996 Mngnetl-Msrelll RP 13ZX 1 61 cat 19~11t r l 199% SagemILucas 4GJLX 1 61 and Ureak cat XUSJPLZ laFZI 1991 tc3 1993 Bosch Mntronrc hlP:~. 1ZX 1.61arid Ureak cat 1Y4.' to f 993 h4agnet1-Marel118P :[IZX 1 81 and Rrenk c ~ t XllSJPUZ iBF7) 19~14tu 1997 Busctl Mutrurl~c1 3ZX I 81 arld Break c b XU7JPUZ iLFZj 11,1515to 1 Y Y t i Bosch Motronlc LIP3 17 X 1 9 HV Y u 7 J P 1 ~ 7( L T Z I 1YgI tn I997 Magnetl-Mal-ell1 8l'-:'OZX 1 91 XU5AAZ (UKZj 1W5 1 7 I996 B u s c t ~Mutlur~~hcl:P3.2Z X 2.01c:al 199.' tv I994 Rosch Motrrjn~r:hlP : '7 X p.011 I;V cat XUYJNK IUGL)ZX 2.01 1GV XUJl OJP:CII.:liRFY.) 1991 t.1 1 992 XUJl OJI/D/L'Z(RFY) 1992 1 , ~1996 XUJ 1UJ4/D:L'L(Ht T ) IOS? 1 %1~395 199.1 t o 1997Self-Diagnosis 1 Introduction n o t covered b y the dlagnostlc suttware In ~tl h r dlaqnoitlc ;crtt~~.,trr 1-lt.ti.f111, ILP? t t ~ . ~:t Cltroen systerns. ttle c u r ~ t r u l rrlr,dutt. I~;$IL>I tLj~1ltI,> ~ I L I ~vre3elmt I t I~IL,IIL:,' generates ?-cllglt fault code?. tor retrieval I I I L I I T ~ I I I ~dI ?l ~?.fly t1rr1G L ~ L I ~ I ~ I.IL Ikler LA! ~t clthcr by manual rneacls or t)y IauH \:ode cnglnt- runnwny, rhr E i h . 1 11.15 , I 8 . l ~ l r ~ ~ ~ > e r ~ reader (FCH). 1 1 1 ~ ~ ~ : 1 ~ 1, 1-1, .~I l l i , l l L > l ~.ILII: PlCLl5+ I L > ~ ?: I I < ~ I I h r englnc ni;ln,~q,~rncntsystems (FMSs) LimitedoperatingstrategY~LOS~ 1,11,,1-- .,-f;llll~lt- pf I - ~ - I I .r~.orIn~ljonrrlt-, ,I+>~tlrl.l'r,l,,I, ,-I,, tt,,, I I S . ~ , ~:tfltrrd tu Cltrorn r . e t ~ ~ z larrse mninlv of Bn. s.c.hr- ,l l ~9r,1rd Ilrlc.lude ijLlsch ~ ~versionst Clt~roen syst~erns feat~ured In tiths Ch:~~pter ~Ilurnlliate Th,, ,f;,?rnrl~qI I C - ~ I -~I ~, > I - II-+- ! ~ I L - : ~ + ~ ~ F , L I > i w lrajl~sriiTltI:jF,tr l:~,rjr-~, LJtlli~eLOS (a funct~ortitlal IS culrlrrlurlly called: -1, -1 1, ;;>, 1 1, s 1 other systems Irlclude~ ~ Mo,nl, ,t~tqrilrllc- ~ Ah?.? and Mono. the \"limp-tlurrle nlude\") Once certaln f3ultsM5tro;ilc MA3 0 , Ft=n~r18. 3 8 . 4 and 48. have beer1 lder~tltled(not all ta~:ltsw ~ l lIn,tlate 2 Self-Diagnosis connectorMagr~t.!~-M~rGt.5ll,~G 6 . dnd 8P. LOS). the LCM will ~niplementILOS and refer location to a prograrr~rrleddeta~rltv a l ~ ~rra:ther than the Thc rr~njo:lty t l f Z ~ t r o e n EMSs corilrul sensor slynal I-hls enables thr: vchlclr: t o heprlrnary ~ q n l i ~ n lf?t ~, ~ ~ l lal n dg ~ d l efunctionsl r ~ ~ l~l1l i t 1 1 1 l1t ~ e5drlle ~ c l l l t f ~mbodule. Early safely drlver~tu a worksl,op;qarnqe for r8:pnlr The 2-l)lrl SC) curir~rctur15 c,olrl,~redclree'~v t l s l o r ~ >I J ~B o s c l ~M ~ ~ t r u r l4~.1c arid 1 . 3 or testrnq. U n c e thr: fault ha5 clcarnd the arid 1s lot.ated d r i r h r t.r~yll~ct.u:r~partr~,er1~1 t.s1111llskralrl ; I I I X I ~ I ~ I ~ ~i(lr valve (AAV) that w a s ECM w ~ lrlevert to normal operailon. c n ~ n m n t i l yl-rlourired ,jlurng !tie left- c>r , <'I:-nb1 ECM-r.ontrallr:rl The Mono-Jetron~csvsterr~uur~trolstuellinq and rdlc functions Adaptive or learning capability hand wuiy, e l t h ~ r< lrjsr tc) i t ~ eEC!s;l 1 1 , ~alorlp. Crtrcrerl systelns al:,n II~IIIV.in .iil.ll)t~ve hnttcry. n r the cc)nllnc_l s y 5 1 ~ r l 1vx:jdrl'jlurSelf-Diagnosis (SD) function c a p a b l l ~ t y that will rnr~rllf?, r l l + t,nslc proqrzm!nprl valtlr? trrr m r b t etfe<;tlve bottle. In solne vehlclcs, thc- :;TI r:vlnrr.tor I< located lllslde the relay hox L~I: cltlior ttit7 It3-t Lach electrorllc ucjntrol module (ECM) has a ~ ~ I1 I1 Inn I r IJ I ~ I I ~ L I due u r rlght-Itand wlng Thc SD ro!in~:h:tnr 1ssplf tesl capabal~tyltiat coritiriually exarn~nes reqard to cnrlln!: wear provided fol butt1 r ~ ~ a ~ >rer t~rlrrtjllrny ot tlayktbc slqnals from ccrtoln engltie sensors and Se'f-DiagnOsis fSD) warning light codes and for ded~caledI CH use~ictuaturs,arld currlpares each signal tn a The 3n p ~ nS r j cnriner:lor i l l let1 tt, r l : ~ .r)table of proyrarnnied values, l l the diagrlosllc Tlie r:l,ilurlty uf Lltr0i.n nlwili.lq nm Inter modclr, la lncntnil 111 t h r pn?',rn,l<rsr~ftwnredeterrnlnes thal a fault is preser~lt,tir r q i ~ l p p e dwl th a SD w.lrnlng llgllt l i < i d t e d compnrtmcnt. 171thcr11tidcr thr. fnc;,~or thll!Plr-rltl:M stores onr: or more fault codes. Cudes w l l h ~ ntlic rnsfll~nlrrltparlcl CZltht>rl ttw ~ q rltlun a cover on thc tncln (see illustration 8.1) Tt-r~ v l l lrlut be stored about components tor IS srv~lchcdon. i t ~ eI l i l t i t till lllurllrrlate Once 30-plr1SU uurllwctor I:; prrivld<!d for ki:R tl:;rw h ~ c ha code 1s rlut ,iva~lable,or tor condltlcns the englntc hi)?. ctaneu, the l1gti1~ t . ~el kl rlr~~luish alur~e

8.4 Citroen--- -. . .28 Cont~nuerelrlevlng codes until code 11 IS compliance with the FCR manufacturer's -Fatransmitted Code 11 signit~esthat no more instructions:codes are stored. a) Retrieving fault codes. FCR29 If the engine IS a non-starter, crank the b) Clearing fault codes. codeengine on ihs starler motor for 5 seconds and c) Testing actuators. 11return Ihe ignltlonkey to the \"on\" poxit~onD. o Bosch Motronlc ML4.1 d) ~ ~ s p l aD~atiasntr~eam. eJ Making a@ustrnentsto the ignition timingnot switch off the ~qrlition.30 H code 1 I IS the flrst code transm~tted 1 Attach an onloff accessory switch to the or mixture (some Magneti-MareNiafter code 12, no faults are stored by the green 2-pin SD connector (refer to systems)ECM. illustration 8.1). 2 Codes must always be cleared after31 After code 11 is transmitted, the complete 2 Close the accessory switch. component testing, or after fepairs ~nvolvingtest may be repeated from the start. 3 Switch on the ignition. Ihe removal or replacement of an EMS32 Turn off the ign~tionto end fault code 4 Walt 3 seconds and then open the component.retrieval. accessory switch. The warning light will flashAll other systems with 30-pin SD the appropriate code (see actuator selectionconnector code table) and the injector circuit w ~ l l33 AN FCR is required for those systems actuate. Audible operation of the injeclorequipped with the 30-pin SD connector. solenoids should be heard. 4 Clearlnglault codes without a fault code reader (FCR) A Warning: The injectors will 1 Use an FCR to Interrogate the ECM for fautt actuate for as long as the circuit codes, or manually gather codes as describedAll systems with is closed, and there Is a real danger of f//IIng the cylinders in Sections 3 or 6. 12-pin SD connector with petrol. If testing is required for more Codes stored1 Repa~rall circuits indicated by the fault than 1 second, disconnect the fuel pumpcodes. 2 If one or more fault codes are gathered,2 Sw~tchun the ignition. supply (or remove the fuel pump fuse) refer to the fault code tables at the end of this3 Perform the above rwtlnes to retrieve code Chapter to determine their meaning. before commencing this test. 3 If several codes are gathered, loclh for a11 - no lault codes. common factor such as a defective earth 5 Discont~nuethe Injector test and continue4 Close the accessory switch for more thanI0 seconds,and then open the switch. with the next test by closing the accessory5 All fault codes should have been cleared. sw~tchonce more.All systems (alternative) 6 Wait 3 seconds and then open the accasory return or supply.6 Turn off the ignition and disconnect the switch. The warning light will flash the 4 Refer to the component tesl procedures Inbattery negatlve terminal for a period ofapprox~mately2 rn~nutes. appropriate code (see actuator selection code Chapter 4, where you will find a means of table) and the next actuator circuit will function. test~ngthe majority ot components and 7 Repeat the procedure to test each one of circuits found in the modern EMS. the other actuators In turn. 5 Once the fault has been repaired, clear Ihe 8 Turn off the ignition to end the test. codes and run the engine under various . conditions to determine if the problem has Systems with 30-pin connector cleared. 6 Check the ECM for fauit codes once more. 9 A dedicated FCR must be used to test the actuators for these systems. Repeat the above procedures where codes are still being SMred.7 Reconnect the battery negative terminal. 6 Self-Diagnosis wlth a fault 7 Refer to Chapter 3 for more lnformat~onon INote: The first drawback to this method is that how to effectively test the EMS.barter).drsconnection will re-initialise all ECM code diagnosls(FCR)adaptive values. Re-leammg the appropriate No codes storedadaptive values requ~resstarting the engine 8 Where a running problem is exper~enced,from cold, and dnving at various enginespeeds Note: During the course of certain test but no codes are stored, the fault is outside of the parameters designed into the SD system.for approxrmately 20 to 30 minutes. The engine procedures, it rs possrble Icr addrlianal fault Refer to Chapter 3 for more information onshould also be allowed to idle fur approximately codes to be generated. Care must be taken10 minutes. The Second drawback a that the that any codes genemted during test mutrnes how to effectively test the EMS.radto security.codes, clock setting and other do not mislead dragnos~s. 8 If the problem points to a specificstored values will be inrtialrsed, and [hese must All Citmtin models component, refer to the test procedures inbe re-entered once the batlery has been Chapter 4, where you will find a means ofreconnected. Where possrble, an FCR should 1 Connect an FCR to the SD connector. Use testing the majority of components andbe used for code clear~ng. the FCR for the following purposes, In strict circults found in the modern EMS. i

Citroen 8.5Fault code tables FCR DescriptionFCR Description codedeI 1 End of diagnosis 57 lgn~tioncoil 212 Initiation of diagnosis13x Air temperature sensor (ATS) or ATS circuit 58 Ignition coil 3I 4n Coolant temperature sensor (CTSI or CTS circuit15 Fuel pump relay, supply fault or fuel pump control circuit 59 Ignitlor:coil 418 Turbo cooiant pump control 61 Variable turbo regulation valve or circuit2lx Throttle pot sensor UPS) or TPS circuit21x Throttle switch FS), Idle conlact or TS circuit 62x Knock sensor {KS) 2 or KS cncuk22 ldle speed control valve (ISCV),supply fault 63x Oxygen sensor (0s)or OS circuitn ldle speed control valve (ISCVjor ISCV c~rcuit 64 Mixturecontrol B25x Variable induction solenoid valve (VISV) L or circuit26x Variable lnductron solenoid valve (VISVj C or circuit 65x Cyfinderidentification (ClD)or CiD circuit27x Vehicle speed sensor (VSS)or VSS circuit3:x Throttle switch (TS),Idle contact or TS circuit 71 Injector No. 1 control or lnlector circuit31x Oxygen sensor (OS),mixture regulation or OS circu~t 72 injector No.2 control or injector circurt (alternative c w e ) Mixture regulat~one, xhahst, inlet leak@)or fuel pressure 73 Injector No. 3 control or injector c!rcult Airflow sensor (AFS) or AFS circuit Manifold absolute pressure (MAP) sensor or MAP sensor 74 Injector No, d control or injector circuit circuit (alternate code) Throttle pot sensor UPS) or TPS circuit (alternate code. 75 lnjector No. 5 control or injector circuit Mono-Jetronic only) 76 Injector No. 6 control or Inlector clrctiit Carbon filter solenoid valve (CFSV) or CFSV crrcuit Throttle switch (TS}, full-toad contact 79x Man~foldabsolute pressure (MAP) sensor or MAP sensor Oxygen sensor (0s)heater control or OS circuit circuit Crank angle sensor (GAS) or CAS circuit x Faults that typically will causs the ECM to enter LOS and injectors or Injector circuit Knock sensor (KS), knock regulation use a default value in place of the sensor. Knock sensor (KS), knock detection lgnltlon coil control (coil 1) Some faults are designated as \"major\" faults, and will illuminate the Turbo boos1 pressure solenold valve (BPSVjor BPSV circuit Turbo pressure regulation warning I~ghtH. owever,\"major\" faults vary ffom system to system.and Oxygen sensor (0s)or OS circuit ~tis best to interrogate the ECM for codes I1 a fault is suspected. Mixture control, supply voltage, alr or exhaust leak Codes designated as \"minor\" faults will not illurn~natethe warning light. Battery voltage, charging or battery fault Electronic control module (ECM) Actuator selection code CO pot or CO pot clrcuit Code Description 81 Fuel pump relay Immobiliser system 82 Injector or injecror circuit 83 Idle speed control valve (ISCV)or ISCV circuit 84 Carbon filter solenoid valve (CFSV) or CFSV circu~t 85 Air conditioning (A/C)compressor supply relay 91 Fuel pump or fuel pump relay 92 Injector w injector circu:t 93 Idle speed control valve (ISCV or ISCV circuit 94 Carbon filter solenold valve (CFSV) or CFSV crrcult 95 Air conditioning (NC)compressor supply relay The above codes are displayed during actuator test mode W e n the relevant circurt has been acluated. Not all components may be present In any one particular system.

IChapter 9 DaewooContents Retrievingfault codes without a fault code reader (FCR) - 3 2hdex of vehicles flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . .W-Diagnosis Sell-Diagnosiswith a fault code reader (FCR) . . . . . . . . . . . . . . . . .fl~arinyfault codes without a fault code reader (FCH) . . . . . . . . . . . 4 Fault code tableGu~deto test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Inb-oduct~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Index of vehicles Engine code Year SystemModel 1995 to 1997 GM-Multec GM-MultecNexia 1.58V SOHC 1 995 to 1997 GM-Multec 1995 to 1997 GM-MultecNerr~a1.5l6V DOHC 1995 to 1997 GM-MultecEspero 1.5 16V DOHC 1995 to 1997Espero 1.8 8V SOHCEspero 2.0 8V SOHCf Self-Diagnosis Adaptive or ieaming capability All Daewoo models The engine management system (EMS) Daewoo systems also utilise an adaptive The SD connector 4s located in the dr~ver's flttcd to Daewoo vehicles is the GM-Multec function that will modify the basic footwell. M i n d the right-hand kick panel close IEFI-6 and IEFI-S. Daewoo engine programmes values for most efi~ct!ve to the ECM (see illustration 9.1). The management systems control primary operation dur~ngnormal running, and with due connector can be used for both manual retrieval ignition, fuelling and idle functions from within regard to engine wear. of flash codes and for dedicated FCR u s . the same control module. Self-Diagnosis (SD)warning light Self-Diagnosis(SD) function Daewoo models are equipped with an SD Each ECM has a self-test capability that warning light located within the instrument continually examlnes the signals from certain panel. engine sensors and actuators, and compares each signal to a table of programmed values. 9.1 Location of SD connector and ECM If the d~agnosticsoftware determines that a fault is present, the ECM stores one or more A ECM 8 SD connectof fault codes. Codes will not be stored about components for which a code is not available, or for conditions nor covered by the diagnostic sottware. In Daewoo systems, the control module generates 2-digit fault codes forretrieval erther by manual means or by fault code reader (FCR). limited operating strategy (LOSJ Daewoo systems featured ~ r lthis Chapter utllise LOS (a function that :scommonly called the \"l~mp-homemode\") Once certain faults have been identifeu (not all faults will initiate LOS), the ECM will Implement LOS and refer toa programmed default value rather than the sensor slgnal. this enables the veh~clsto be safsly drlven to a workshop/garage for repalr or testing. Once the fault has cleared, the ECM will revert to normal operation.

9.2 Daewoo 4 Count the n u m b of flashes in each series, compliance wlth the FCR manufacturer's and record each code as it is transmitted. instructions: Refer l o the table at the end of the Chapter to a) Retrieving faun codes. determine the meaning of the fault code. bJ Clmring fault codes. 5 The first code transmitted will be code \"12\", which signifies code initiation. c) #splaying Datastream. 6 Each flash code will be repeated three 2 Codes must always be cleared aftar times followed by the next code in sequence. component testing, or after repairs involving the removal or replacement of an EMS 7 Continue retrieving codes until all stored component. codes have been retrieved and recorded. 8 Turn off the ignition and remove the jumper lead to end fault code retrieval. 9.2 Retrieve flash codes by conn6ding a A11 systems 1 Use an FCR to interrogate the ECM for faun lrbridge wlre between terminals A and B on c d e s , or manually gather codes as described 1 Turn otf the ignition and disconnect the in %ions 3 or 5. -. the SD connector battery negative terminal for a period of approximately 5 minvles. Codes stomd MrNote: Dunng the course of certain test 2 Reconnect the battery nwative terminal. Note: The first drawbeck to this method is that 2 If one or more fault codes are gathered, AP!prucedures, it ISpossible for additional fault battery disconnection will re-initialtse all ECM refer to the fault code table at the end of this Ch,codes to be generated. Care must be taken adaptive values. Re-learning the appropriate Chapter to determine their meaning. Ch.that any codes generated during test routines adaptive values requires starting the engine 3 If several codes are gathered, look for a Cbdo not m~sleaddiagnosis. All codes must be from cold, and driving at various engine common factor such as a defective earth CLl.cleamd once testlng is complete. speeds for approximately 20 to 30 minutes. return or supply. Hi-.1 Use a jumper lead to bridge terminals A and The engine should also be allowed to idle for 4 Refer to the component test proceduresm approximately 10 minutes. The second Chapter 4, where you will find a means ol SPIB in the SO connector (sselllustratlon 9.2). drawback is that the radio security codes, testing the majority of components and clock setting and other stored values wili be circuits found in the modern EMS.2 Switch on the ignition, but do not start the initlalised, and these must be re-entered once 5 Once the fault has been repaired, clear theengine. the battery has been reconnected. Where codes and run the engine under various possible, an FCR should be used for code conditions to determine if the problem has3 The codes are displayed on the SD warning clearing. cleared.light in the instrument panel. The flashing of Note: During the course of certain test 6 Check the ECM tor fault codes once morethe light indicates the 2-digit fault codes as procedures, it is possible for additional faultfollows: codes to be generated Care must bs taken Repeat the above procedures whore codes that any codes generated during test routines are still being stored. a) The two digits are indicated by two series do not mislead diagnosts. 7 Refer to Chapter 3 for more ~nlormat~onn how to effaively test the EMS. of flashes. AII Daewoo models bJ The first series of flashes indicates the No codes stored 1 Connect an FCR to the SD connector. Use multiples of ten, the second series of the FCR for the following purposes, in strict 8 Where a running problem IS experienced, flashes indicates the single units. but no codes are stored, the faun is outsided c) A 0.4-second tiash fo/lowedby a 1.2- the parameters designed into the SD system. second interval indicates fault codes in Refer to Chapter 3 for more intormation on multip/esof ten. A 0.4-secondflash how to effectively test the EMS. followed in quick succession by another 9 If the problem polnts to a specific flash indjcates units component, refer to the test procedures in d) A 3.2-second pause separates the Chapter 4, where you will find a means of rransmrssion of each rndtvtdual code. testing the majority of components and e) Code number \"12\"IStndtcated by one circuits found In the modern EMS. short (0.4-second)flash, followed by a 1.2-secondpause then two flashesof 0.4 seconds in quick succession.Fault code tableFlasW Description Flash/ Description !FCR code FCR code 712 No faults found in the ECM. Procwd with normal Manifold absolute pressure (MAP) sensor or MAP diagnostic methods 33 sensor clrcuit lgnltlon control circuit error Oxygen sensor (0s)or OS clrcuit 42 Oxygen sensor (0s)lean or OS clrcu~t 44 Coolant temperature sensor (CTS) or CTS circuit 45 Oxygen sensor (0s)nch or OS c~rcuit Throttle pot sensor (TPS) or TPS circuit 51 Air temperature sensor (ATS) or ATS circuit 54 Electronic control module (ECM) error Vehicle speed sensor (VSS)or VSS circuit CO adjust error Exhaust gas reclrculat~on(EGR) error or EGR circuit

Contentshdex of vehicles Retrieving tault codes without a fault code readm (FCR) - flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3&If-Diagnosis Self-D~agnosisconnector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Claaringfault codes without a fault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnosis with a fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5Guideto test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FaultcodetableIndex of vehicles laModel Engine code Year System HD-E 1989 to 1996 Daihatsu EFiPpplause Daihatsu EFICharade 1.3icat SOHC 16V HC-E 1991 to 1993 Daihatsu MPICharade 1.3 SOHC 16V HC-E Daihatsu MPiCharade 1.5i SOHC 16V HE-E 1993to 1997 Dalhatsu MPi HD-E 1996 to 1997 Daihatsu MPiCharade l.6i SOHC 16V C842 HD-E 1993 to 1996 Daihatsu EFiHiJet 1995 to 1997Sportrak cat SOHC 16V 1990 to 1997Self-Diagnosis The engine management system (EMS) Adaptive or kaming capability Charade GT-Tifitted to Daihatsu vebicles is the DaihatsuMPilEFi system, whlch controls primary Daihatsu systems also utilise an adaptive The SD connector is located near theignition, fuel injection, turbocharging pressure function that will modify the basic ignition coll (see Illustration 10.1). and IS{where app,icable) and ~ d l efunctions from programmed values for most effective provided for manual retr~evaol f flash codeswith~nthe same ECM. operation during normal running, and with due alone. regardto engine wear.SaH-Diagnosis (SD) function Self-Diagnosis (SD] warning light Each ECM has a self-test capability thatcontinually examines the signals from certain Daihatsu models are squipped with an SOengine sensors and actuators, and compares warning light located within the instrumentm c h signal to a table of programmed values. panel.If the diagnostic software determines that afault is present, the ECM stores one or more Ifault codes. Codes will nor be stored aboulcomponents for which a code is not available. 10.1 Locathn ofSD connector, ECM and fuse and relay box for Charade 1987 to 1993or for conditions not covered by the A ECM C Fuse and relay boxdiagnostic software. In Oaihatsu systems, the B Ignition coil and SD connectorECM generates 2-digit fault codes for retrievalas Rash codes by manual methods alone.Umited operating strategy (LOSJ Daihatsu systems featured in this ChapterutiliseLOS [a function that is commonly calledthe 'limp-home mode\"). Once certain f a u khave been identified (not all faults w~lilnitlateLOS), the ECM will ~rnpternentLOS and referto a programmed default value rather than thesensor signal. This enables the vehicle to besafely onven to a workshop/garage for repalror testing. Once the fault has cleared, theECM will revert to normal operation.

10*2 Daihatsu hTERMINAL'T' I EARTH TERMINAL I I 10.3 SO connector terminals for Charade 1W7 to 199310.2 Locatlon of SD connectorlor Applause 1689 to 1945 and Sportrak 1991to 1996 A SD connector located near distributor B:Applause 1.6i and Sportrak I.6i All models [5 Count the number of flashes in each seriq and each 'Ode as it is The SD connectors are located near the 3 Switch on the ignition, but do not starl thedistributor {see lllustratlon 10.2), and are Refer to the table at the end of the Chaptertoprovided for manual retrieval of flash codes engine.alone. 4 The codes are displayedon the SO warning determine the meaning of the fault ccde. in swuw ,, light in the Instrument panel. The flash~ngof The fault codes are the light lndlcates the 2 - d ~ gf~atult codes as and then repeated after a 4.5-second pause. 7 Continue retrieving codes until all stored codes have been transmitt4 and recorded.WtUwd ~ ' h&* 0 ~ @ $ ..I a) A 4.5-second pause signals the bepinning 8 If the first transmttted code is \"1\" (re-(FCq-&h&s : ,.. . : , thrw times), no faults are stored. ,, of the code transmiwon sequence. 0 Turn off the ignition and remove the jump lead to end fault code retrieval. b, The two areindlceted fwoSmesNote: Durinq the course of certain test of flashes.procedures, 2 is possible for additional fault c) The tirst series of flashes indicates thecodes to be generated. Care must be taken muttiples of ten, the second series ofthat any codes generated during test routines flashes indicates the single units.do not mislead diagnosis. All codes must be d) Tens are indicated by a 0.5-second flash,cleared once test~ngIS complete. while units are indicated by 0.5-secondCharade models flashesseparated by a 1.2-second pause. Method 1 eJ A 2.5-second pause separates the tens1 Use a jumper lead to bridge terminals \"T\" from the unrts. 1 Remove the ECM back-up fuse tor r I) A 4.5-second pause separates theand earth in the SD connector (see minimumof 10 seconds (seeillus?mtion 1U). tiansrnissmn of one code from another.illustration 10.3). gJ Code number '12\" is tndicated by one Method 2Applause and Sportrak models short (0.5-second)flash, followed by a 2 Turn off the ignition and disconnect Me2 Use a jumper lead to bridge terminals 5 and 2.5-second pause and then two flashes battery negative terminal for a pev~odo l al6 in the SD connector (sea illustration 10.4). of 0.5 seconds in quick succession. least 10 seconds.10.4 SO connector terminals tor Applause 1989 to 1985 and It Sportrak 1891 to 10.5 Locationof ECM back-up fum (1) in fusebox for Applause 11989 to 1995 and Sportrak 1991 to 1996 I

Daihatsu I 0.31 f Reconnect the battery negative terminal. ,,:,......::+:\":::+?+.+ :~:G<~:?E?;$:;FA;:;::;G;:;:~:;: !.:H$: + + codes and run the engtne under various Me:The fmt drawback to this method is that :-\"$$t'~$':a:; ?,gi ' P k F ~ ~ : i k ~:i::a::A;.~j!i:;?F?:.&~~~:::<:i~l:):;,,:~A:A,::~;\"zfCAx\"\"~;A:);Txt\";.,::i,A;::,t:A:,;f~:;:,\"::t:\":,\":,:~:?LA:y~:;,~vAj\";,::~1::~;:\"~,;:~:::~::~A::::A~:, !<:&:i+:y?:~\" ~;;~:f<;\":;>::1;<:,,:::;<:~,a::~:::~?6cR;lexa:re:eC::dp:;+:%he;:e~a~zct k:?<th:t:h:e:!e;aa;:Eb;a:Co:vM:e:f,porrofcaeudltucroedsewshoenrcee Mdry disconnectron wtli re-initialise ail ECM conditions to determine if the problem has wtivs ues, Fle-,mm,ngthe rdeptrve values requires stafi;ng the engine more. hm \"ld, and drtving at vanOus engine codes ~pesdstor approximately 20 to 30 minutes. 1 Manually gather codes as described in are still being stored. me engine should also be allowed to idle for approximately 10 minutes. The second Sectlon 3. 7 Refer to Chapter 3 for mom information on drawback is that the radio security codes, how to effectivdy jest the EMS. clock setling and other stored values will be Codes stomd No codes stored *':.:: initlalised, and these must be re-enteredonce '?,:! 2 If one or more fault codes are gathered. 8 Where a running problem is experienced, the battety has been reconnected. refer to thw fault code table at the end of this but no codes are stored, the fault is outside of Chapler to determine their meaning. the parameters designed into the SD system. FCR facilities were not available for the 3 If several codes are gathered, look for a Refer to Chapter 3 for more information on Daihatsu vehicles covered by this book at the common factor such as a defective earth how to effectively test the EMS. return or supply. 9 H the problem points t o a specific tkne of writing. 4 Refer to the component test procedures in component, refer to the test procedures in Chaplsr 4, where you wtll find a means of Chapter 4, where you will find a means of testing the majority of components and testing the majority of components and circuits found In the modern EMS. circuits found in the modem EMS. 5 Once the taull has been repaired, clear theDalhatsu MPi/EFi Flash DescriptionFlash Descrlptlon code Engine speed sensor (distributor)eode 06 Throttle position sensor (TPS) incorporating idling switch or01 TPS circujt 07 Alr temperature sensor (ATS) or ATS circult No faults found in the ECM. Proceedwith normal diagnost~c Vehicle speed sensor (VSS) or VSS circuit Starter signal methods Switch signal idle, auto or ffC.05 Exhaust gas regulation(EGR) or EGR circuit02 Manifold absolute pressure (MAP) sensor or MAP sensor Oxygen sensor (0s)or OS circuit, voltage tw low circuit Oxygen sensor (0s)or OS circuit, voltage too h ~ g h03 lgnit~onslgnalCd Coolant temperature sensor (CTS)or CTS circuit05 GO adjuster (non-catalyst models)05 Oxygen sensor (0s)or OS circuit (alternativecode)

ContentsM e x of vehicles Retrieving fault codes without a fault code reader (FCR) -W-Diagnosis flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 4 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Cleating fault codes without a fault code reader (FCR) . . . . . . . 6 Self-Diagnosis with a fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5Guideto test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fault code tablesIndex of vehiclesModel Engine code Year System ItBrava 1.4 12V 182 M . f A A 1996 to 1997Brava I .6 16V Bosch Mono-Motronic SPiBravo 2.0 182 A4.000 1996 t o 1997 Weber Marelli IAWCinquecento 899 OHV DIS cat 182 A1.OOO 1996 to 1997 Bosch Motronic M2.10.4 1170 At ,046 1993 to 1997 Weber-Marelli IAW SPiCinquecento 900 OHV DIS cat 170 A1.046 1992 to 1994 Weber-Marelli IAW SPiCinquecento Sporting 176 82000 1995 to 1997 Weber-Marelli IAW SPiCoupe 16V 836 A3.000 1994 to 1997 Weber-Marelli IAW MPiCoupe 16V Turbo 175 A1.OOO 1994 to 1996 Weber-Marelli IAW MPiCoupe 2.0 20V 1997 Bosch Motronic M2.10.4Croma 2000ie 834 8.000 1986 to 1989 Weber-Marelli IAW MPiCrorna 2000ie DOHC 8V 154 C.000 1989 to 1991 Weber-Marelli IAW MPiCroma 2.0ie DOHC 154 C3.000 1990 to 1992 Weber-Marel11IAW MPiCroma 2.0ie DOHC DIS cat 154 C3.046 1991 to 1994 Weber-Marelli IAW MPiCmma 2.0ie 16V cat 154 E l ,000 1993 to t 995Fiorino 1500 SOHC cat 149 C1.OOO 1991 to 1995 Bosch Motronic M I .7Panda 1.Oie OHC and 4x4 cat 156 A2.246 1991 to 1996Panda 1.ble OHC cat 156 C.046 1991 to 1997 Bosch Mono-Jetron~cA2.4Panda 899 1170Af ,046 1992 to 1997 Bosch Mono-Jetronic A2.4Punto 55 176 A6.000 1994 to 1997 Bosch Mono-Jetronic A2.4Punto 60 176 A7.000 1994 to 1997 Weber-Marelli IAW SPiPunto 75 176 A8.000 1994 t o 1997 Weber-Marelli IAW SPiPunto GT 176 A4.000 1994 to 1997 Weber-Marelli IAW SPiRegata 100 Sie 8 Weekend 1.6 DOHC 149 C3.000 1986 to 1988 Weber-Marelli IAW MPi 1149 C3.000 1988 t o 1990 Bosch Motronic M2.7 MPiRegata 100 Sie & Weekend 1.6 DOHC 160 A1.046 1992 to 1994 GM/Delco SPi 159 A3.046 t 991 to 1992 Weber MIW Centrajet SPiTempra 1.4ie SOHC DIS cat 159 A3.046 1993 to 1994 Bosch Mono-Jetronic A2.4Tempra 1.6ie SOHC DIS cat 159 A4.000 1990 to 1992 Bosch Mono-Jetronic A2.4Tempra 1 . 6 S~OHC cat 159 A4.046 1992 to 1994 Bosch Mono-Motronic MA1.7Tempra 1.8ie DOHC 8V 835 C2.000 1993 to 1996 Weber-Marelli IAW MPiTempra 1.8ie DOHC 8V cat 159 A6.046 1991 to 1997 Weber-Maretli IAW MPiTempra 1.8 DOHC 160 A1.046 1991 to 1996 Weber-Marelli IAW MPiTempra 2.01s and 4x4 DOHC 8V 159 A3.046 1990 to 1992 Weber-Marelli IAW MPi 835 C1.000 1994 to 1996 Bosch Mono-Jetronic A2.4Tipo 1.4iecat 159 A3.046 1993 to 1995 Bosch Mono-Jetronic A2.4Tipo 1 61e SOHC ,DIS cat 159 A4.000 1990 to 1992 Bosch Mono-Motronic MA1.7Tipo 1.6ieSOHC 159 A4.000 1992 to 1995 Bosch Mono-Motronic MA1.7 160 A5.000 1990 to 1991 Weber-Marelli IAW MPiTipo 1.6ieSOHC cat 159 A4.046 1992 to 1994 Weber-Marel11IAW MPiTipo 1.8ie DOHC 8V 159 A5.046 1990 to 1992 Wsber-Marelli IAW MPiTipo 1.8ieDOHC 8V 159 A6.046 1992 to 1995 Weber-Marelli 8 fTipo 1.8i DOHC 16V 160 A8.046 1991 to 1995 Weber-Marelli IAW MPiTipo 1.81eDOHC 8V cat ZFA220000 1995 to 1997 Weber-Marelli IAW MPiTipo 2.0ie DOHC 8V cat ZFA220000 1995 to 1997 Weber-Marelli IAW MPiTipo 2.0ie DOHC BV cat 156 A2.246 1992 to 7 995 Weber-Marell! IAW MPiTipo 2.0ie DOHC 16V cat 156 C.046 1989 to 1995 Bosch Motronic 3.2Ulysse 2.0 SOHC 89kW 146 C1.000 1990 to 1992 Bosch Mono-JetronicUlysse 2.0 Turbo 160 A1.046 1990 to 1995 Bosch Mono-Jetronic 149 C1.000 1993 to 1994 Bosch Mono-JetronicUno 1.Ole SOHC and Van cat 146 C7.000 1994 to 1996 Bosch Mono-JetronicUno 1. I ie SOHC Bosch Mono-Jetronic Weber-Marelli IAW SPiUno 70 1.4 SOHCUno 1.4 SOHC catUno 1.51eSOHC DIS catUno 994

1102 FiatSelf-Diannosis e) Cc The engine management systems (EMSs) 811fitted to Fiat vehicles are mainly of Bosch orWeber-Marelli origin, and include Bosch been identified (not all faults will initiate LOS), engine compartment, and is provided for w PLMotron~cverslons 1.7, 2.7 and 2.10.4, and the ECM will implement LOS and refer to a by a dedicated FCR alone.Weber-Marelli IAW. Other systems include programmed default value rather than the r!Bosch Mono-Jetronic A2.4, Mono-Motronic sensor signal. This enables the vehicle to be Bosch Motmnic 2.i 0.4 5 CnlMA1.7 and GM SPi. Apart from Mono- safely driven to a workshop/garage for repair and IJetronic, Fiat engine management systems or testing. Once the fault has cleared, the The 3-p~nSO connector is usually locatd Refercontrol the primary ignition, fuelling and idle ECM will revert to normal operation.functions from within the same control close to the right-hand side suspension turd to deimodule. The Mono-Jetronic system controls Adaptive or learning capability in the engine compartment, and is providedfuelling and idle speed alone. for use by a dedicated FCR alone. 6 TI?: Fiat systems also utilise an adaptive whiciSelf-Diagnosis (SD) function function that will modify the basic Hifachi repe:. programmed values for most effective of ihi Each ECM has a self-test capability that operation during normal running, and with due The 3-pin SD connector is usually located 7 Aiicontinually examines the signals from certain regard to engine wear. close to the ECM behind the passenger'ssdieengine sensors and actuators, and compares footwell trim, and is provided for use bya lighteach signal to a table of programmed values. Self-Diagnosis {SD) warning light dedicated FCR alone. 8 Ai'if the diagnostic software determines that a wlll ;fault is present, the ECM stores a fault. Codes Many Fiat models are equipped with an SD Weber-Marelli MPi Eacbwill not be stored about components for warning light located within the instrument pli:which a code is not available, or for conditions panel. When the ignition is switched on, the The 3-pin SD connector is usually located 9 Ifnot covered by the diagnostic software. light will humi in ate. Once the engine has in the engine compartment on the r~ght-hard lightGM-Deleo SPi started, the light will extinguish if the bulkhead, or in the passenger compartment 10 diagnostic software determines that a fault is under the facia, close to the ECM. The SD jum! In the GM-Delco SPi system, the EMS not present. If the Itght remains illuminated atgenerates 2-digit fault codes for retrieval by any time whilst the engine is running, the ECM connector is provided for use by a dedicated A11both manual means and by fault code reader has diagnosed presence of a system fault. FCR alone.(FCR). I1 , The 3-pin SD connector (see illustration Weber-Marelli SPi disAll other Fiat systems 11.1) is located under the passenger's side glove compartment, close to the ECM. Both The 3-pin SD connector is usually located to c Fiat software does not generate fault code manual retrieval of flash codes and dedicatednumbers for the majority of Fiat systems. A FCR use is possible. in the engine compartment beside the ECMfault code reader (FCR) normally displaysfaults on the FCR screen without reference to Bosch Mono-Jetmnic on the left-hand wing (Cinquecento) or beside 4a specffic code number. Although actual codenumbers are not available, faults in one or The 3-pin SD connector IS usually located the ECM on the right-hand wlng (othermore of the circuits and components covered on the bulkhead in the engine compartment.by the diagnostic software will cause a fault to Alternative locations are close to the ECM Ivehicles). The SD connector is provided forbe stored. under the passenger's side glove compart- ment, or in the centre console. The SD use by a dedicated FCR alone.Limited operating strategy (LOSJ connector is provided for use by a dedicatd FCR alone. 3 Rettlevhgtaultcodes Ail Fiat systems featured in this Chapter utiliseLOS (a function that is commonly called the Bosch Mono-Motronic MA 1.7 -with& a fauit code reader 1I\"limp-home mode\"). Once certain faults have ha: The 3-pin SD connector is usually located (FCR) flash codes 11.1 3-pin SD connector used for beside the ECM on the right-hand inner wing retrieving fauk codes from Fiat systems in the engine compartment. Alternative Note: During the course of certain test locations are close to the ECM under the procedums, it is possible for additional faun passenger's side glove compartment, or in the centre console. The SD connector is codes to be generated. Care must be taken provided for use by a dedicated FCR alone. that any codes generated during test routines Bosch Motronic 1.7 MPi do not mislead diagnosis. AN codes musf be The 3-pin SD connector is usually located cleared once testing IS complete. close to the ECM under the passenger's side glove compartment, and is provided for use Fiat GM (DelcoJSPi I by a dedicated FCR alone. f1 Switch on the ignition -the SD warning light Bosch Motronic 2.7 MPi Ishould illuminate. The 3-pin SO connector is usually located 2 Use a jumper lead to bridge terminals A and close to the ECM on the bulkhead in the 6 In the 3-pin SD connector (I~ghbt luelwh~tey and black). !13 The stepper motor will operate once so that the plunger will fully extend and then retract. j 4 The codes are displayed on the SD warning .light in the instrument panel. The flashmg of i the light indicates the 2-digit fault codes as follows: a) The two digits are indicated by two series : of flashes. 1b) The first series of flashes indicates the multiples of ten, while the second series of flashes indicates the single units. \ c) A single flash indicates fault codes in tens, while a flash followed in quick I succession by a second flash indicates units. t d) A 3.2-secondpause separates the i transmission of each individual code. ! i

Fiat 11m3 ounl the number of flashes in each series, adaptive values requrres starting the engine 1 Use an FCR to interrogatethe ECMfor tault record each code as it IS transmitted. from cold, and drivtng at various engine codes,or (where possible) manually gather to the tables at the end 01 the Chapter codes as d e s c r i w in Sections 3 w 5. ermine the meaning of the fault code. speeds for approximately 20 lo 30 minutes. Codes stored 11wl wlll extinguish. The engine should also be allowed to idle for1After a 3.2-second pause. the warning light approximately I 0 minutes. The second 2 If one or more fault codes are gathered,wil begin transmittlng all stored fault codes. refer to the fault Code tables at the end of thisEach code IS transmitted three times. w~tha drawback is that the radio security codes, Chapter to determinetheir meaning. clock setting and other stored values will be 3 If several codes are gathered, look for a for 3.2 seconds between each code. initialisad, and these must be re-entered once common factor such as a defective earth# i f no fault codes are stored, the warnlng return or supply. the battery has been reconnected. Where 4 Refer to the component test procedures in$M will conimuatly flash code \"12\". possible, an FCR should be w e d for code Chapter 4, where you will find a means oftO Turn off the ign~tionand remove the testing the majority of components and clearing. circuits found in the m d e m EMS.bmper lead to end fault code retrieval. 5 Once the fault has been repaired, clear the Note: During the course of certain tesl41other systems procedures, it IS possible lor additional fault codes and run the engine under various codes lo be genemfed. Care must be taken cond~tionsto determhne if the problem hasH A fault code reader (FCR) is required to that any codes generated during rest f0utin8S cleared.display faults generated In SD systems fitted do not mislead diagnosis.bother Fiat vehicles. 6 Check the ECM for fault codes once more. All Fiat modek CBeatlng Pa& codes W M W t 1 Connect an FCR to the SD conneztor. Use Repeal the above procedures where codes a feuR cvdereadertFCR) are still being stored. the FCR for the following purposes, in strict 7 Refer to Chapter 3 for more Information on1 Turn off the ignition and disconnect the compliance with the FCR manufacturer's how to effectively test the EMS.batley negat~veterminal for a period of instructions:wroxirnately 2 minutes. a) Displaying fault codes (GM). No codes stared2 Reconnect the battery negativeterm~nel.Note: The /let drawback to this method a that b) Displaying system faults (all other 8 Where a running problem IS exper~enced,tmtfery disconnection WIN re-iniiralise all ECM but no codes are stored, the fault is outs~deof systems). the parameters desrgnd into the SO system.-live values. Re-learning the appropriate Refer to Chapter 3 for more information on c) Cleanng stored IauEl codes or system how to effectrvely test the EMS. faults. 9 If the problem po~nts to a specific component, refer to the test procadures in d) Testingactuators. Chapter 4 , where you will find a means cl testing the majority of components and el Dispkying Datastream. circuits found In the modern EMS. rJ Making adjustments to the ign~tiontiming or mixture (some vehicles). 2 Codes or stored fauits must always be cleared after component testing, or after repairs involving the removal or replacement of an EMS comwnent. Fault code tables appear overleaf----.--

.- \"-.-.11e 4 FiatFault code tablesGM-Delco SPI List of circuits checked by Fiat SD systemFlash/ Descrlptlon Adaptive control limits. When the limits em reached, thrs suggeskFCR code serious engine (mechanid) condition.14 Coolant temperature sensor (CTS) or CTS circuit Air temperature sensor (ATS)or ArS circurt15 Coolant temperature sensor (CTS) or CTS circuit Battery voltage too low or too high21 Throttle position sensor VPS) or TPS circuit Crank angle sensor (CAS) or CAS circuit, loss of signal22 Throttle position sensor (TPS)or TPS circuit Carbon filter solenoid valve (CFSL) or CFSV circuit23 Air temperature sensor (ATS) or ATS circuit Coolant temperaturn sensor {CTS)or CTS circuit25 Air temperature sensor (ATS) or ATS circuit33 Manifold absolute pressure (MAP) sensor signal or circuit Electronic control module (ECM)34 Manifold absolute pressure (MAP) sensor signal or clrcuit Distributor phase sensor circuit (CID)42 Ignition circuit51 Electronic control module (ECM) Ignition coil(s)control or circuit52 Electronic control module (ECM) Injector control or injector circuit55 Electronic control module (ECM) Knock sensor (KS) or KS circuitAll ofhersystems Oxygen sensor (0s)or OS circuit Manifold absolute pressure (MAP) sensor or MAP sensor crrcuil Fiat software does not usually generate fault codes. The FCRnormally displays faults on the FCR screen without reference to a Manifold absolute pressure (MAP)sensor, no cotrelation between Wspecific code number. Although actual code numben are notavailable, faults in one or more of the following list of circuits and signal and throttle position sensor (TPS)and crank angle sensor (cASIcomponents will cause a fault to be stored. signals Mismatch between crank angle sensor (CAS) signal and dislr~butw phase sensor signal or circuit Oxygen sensor (0s)or 0s circuit Relay control or circuit Self-Diagnosis F D ) warning light or circuit Idle speed stepper motor (ISSM) or ISSM circuit Tachometer Throttlepot sensor FPS) or TPS circuit

I hdsw01 vehicles Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . W-Diagnosis Retrievingtault codes without a fault code reader (FCR) - h r n g fault codes without a fault code reader (FCR) . . . . . . . . . . . 6 Ford EEC IV enhanced 2-digit fault code retrieval - general . . . . . . . 3 flash codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fwd EEC IV enhanced 3-digit fault code retrieval - general . . . . . . . 4 Self-D~agnosisconnector location . . . . . . . . . . . . . . . . . . . . . . . . . Guids to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Setf-D~agnosiswith a faun code reader (FCR) . . . . . . . . . . . . . . . . Index of vehicles FauH Eode tables Model Engine code Year System HCS Ford EEC 1V Escort 1.3 cat 1991 to 1992 Ford EEC IV Wrt 1.3 cat J6A Ford EEC V h r t 1.3i and Van JJNJ4C 1991 to 1995 Ford EEC IV F6D Ford EEC IV! b r t 1.4 CFi cat F6F 19% to 1997 Ford EEC IV k o r t 1.4 CFi cat F6G 1989 to 1990 fscort 1.4 CFi cal PTE F4 1990 to 1995 Ford EEC V Escort 1.4i WA Ford EEC IV Escort 1.6i XR3i 1990 to r 995 Ford EEC IV Escort 1.6i XR3i cal LJB Ford EEC IV bcort 1.6 16V cat 1994 to 1997 Ford EEC IV Escort 1.6i L1E 1989 to 1992 Ford EEC IV Escort 1.6i and cat LJA 1989 to 1992 Ford EEC IV Escort XR3i 1.6 and cat UE 1992 to 1997 W e k r IAW Escort RS Cosworth DOHC turbo cat Ford EEC 1V Escort RS2000 and cat WO 1989 to 1990 Ford EEC IV Escort 7.8i 16V cat 1990 to 1992 Ford EEC IV Escort 1.8i 16V cat N5F 1989 to 1992 Ford EEC IV Escort 2.0i 7 4x4 cal N7A Nesta 1.1 and Van cat t 992 to 1996 Ford EEC IV Fiesta 1.25 RDA Ford EEC V Fiesta 1.3 Van Cour~ercet RQB 1991 to 1995 Ford EEC IV Fiesta 1.3i and Courier cat N7A 1992to 1995 Ford EEC IV Rsta 1.3 and Courier G6A 1992to 1995 Ford EEC V Asta 1.4i and Van cat DHA 1991 to 1997 Ford EEC IV Fiesta 1.4 HCS 1989 to 1997 Ford EEC V J6B 1995 to 1997 Ford EEC IV Fwsta Ciassic 1.4 JJA 1991 to 1 994 Ford EEC IV F6E 1991 to 1996 Ford EEC !V Fiesta XR2i 1.6 cat FHA 1995 to 1997 Ford EEC IV FiestaRS turbo 1.6 PTE F4A 1989 to 1995 Ford EEC IV Fiesta 1.6i and cat WD 1995 to 1997 Ford EEC IV Flesta XR2i 1.6 LHA Ford EEC IV Fiesta 1.6i 16V 1995to 1996 Ford EEC IV Fieeta XR2i 1.8i 16V cat LUC Ford EEC V Fiesta 1.8i 16V cat 1 989to 1993 Ford EEC V Galaxy 2.0 WC 1990 to 1992 Ford EEC V Galaxy 2.3 UG 1989 to 1992 Ford EEC IV RDB 1989 to 1993 Galaxy 2.8 and 4x4 7 99d to 1995 Ford EEC IV Granada 2.0 EFi RQC Granada 2.0i and cat NSD t 992 to 1995 Ford EEC IV Granada 2.0 EFi 4wd cat Y5B 199210 1995 Ford EEC IV Granada 2.4 V6 AM 1995 to 1997 Ford EEC IV NRA 1996 to 1997 Ford EEC IV Granada 2.4 V6 cat N9B 1995 l o 1997 Ford EEC IV Granada 2.9 V6 and 4x4 N9D 1985 to 1989 Ford EEC IV Granada 2.9 V6 cat ARC 1989 to 1995 Ford EEC IV Granada 2.9 V6 cat ARD Ford EEC V Granada 2.9 V6 cat BRC 1989 to 1992 BRD 1387 to 1993 l(a 1.3 BRE BOA 1987 to 1991 JJB 1987 to 1992 1987 to 1994 1987 to1992 1991 to 1995 1996 to 1997

12.2 Fordk., Model Engine code Year Ford EEC IV Ford EEC V Maverick 2.4i KA24E 1993 to 1997 Ford EEC V Mondeo 1.6 DOHC cat L1F/J 1993 to 1996 Ford EEC IV Mondeo l.6i 16V L1J 1996 to 1997 Ford EEC IV Mondeo 1.8i 16V RKB 1996 to 1997 Ford EEC V Mondeo 1.8i and 4x4 cat RKA/B 1993 to 1996 Ford EEC IV Mondeo 2.0i 16V 4x4 cat NGA 1993 to 1996 Ford EEC V Mondeo 2.0i 16V NGA 1996 to 1997 Ford EEC IV Mondeo 2.5 V6 DOHC cat SEA 1994 to 1996 Ford EEC IV Mondeo 2.5i SEA 1996 to 1997 Ford EEC IV Orion 1.3 cat HCS 1991 to 1992 Ford EEC IV Orion 1.3 cat J6A 1991 to 1995 Ford EEC IV Orion 1.4 CFi cat F6D 1989 to 1990 Ford EEC IV Orion 1.4 CFi cat F6F 1990 to 1995 Ford EEC IV Orion 1.4 CFi cat F6G 1990 to 1995 Ford EEC IV Orion 1.6i and cat WE 1990 to 1993 Ford EEC IV Orion l.6i cat WF 1990 to 1994 Ford EEC IV Orion 1.6i WA 1989 to 1990 Ford EEC IV Orion 1.6 DOHC 16V cat L1E 1992 to 1997 Ford EEC IV Orion 1.6i WA 1989 to 1990 Mazda EGi Orion 1.8i 16V DOHC cat RDA 1992 to 1995 Mazda EGi Orion 1.8i 16V DOHC cat RQB 1992to 1995 Ford EEC IV Probe 2.0i DOHC 16V cat 1994to 1997 Ford EEC IV Probe 2.3 24V cat V6 1994 to 1997 Ford EEC IV Sapphire 1.6 CVH cat L6B 1990to 1993 Ford EEC IV Sapphire 1.8 CVH cat R6A 1992 to 1993 Ford EEC IV Sapphire 2.0 EFi DOHC N9A 1989 to 1992 Ford EEC IV Sapphire 2.0 EFi 8V cat N9C 1989 to 1992 Ford EEC V Scorpio 2.0i NSD 1994 to 1997 Ford EEC IV Scorpio 2.0 EFi NRA 1985 to 1989 Ford EEC V Scorpio 2.0i 16V N3A Ford EEC V Scorpio 2.0i and cat N9B 1994 to 1996 Ford EEC IV Scorpio 2.Oi NSO Ford EEC IV Scorpio 2.3i 16V Y5A 1989 to 1995 Ford EEC IV Scorpio 2.8 4x4 PRE 1994 to 1997 Ford EEC IV Scorpio 2.9 V6 and 4x4 BRC 1996 to 1997 Ford EEC IV Scorpio 2.9 V6 cat BRO 1985 to 1987 Ford EEC V Scorpio 2.9 V6 cat BRE 1987 to 1992 Ford EEC V Scorpio 2.9 V6 24V cat BOA 1987 to 1995 Ford EEC IV Scorpio 2.9i V6 BUG 1987 to 1995 Ford EEC IV Scorpio 2.9i V6 24V BOB 1991 to 1995 F ofd EEC IV Sierra 1.6 CVH cat L68 1994 to 1997 Ford EEC tV Sierra 1.8 CVH cat R6A 1994 to 1997 Ford EEC IV Sierra 2.0 EFi DOHC 8V N9A 1990 to 1993 Ford EEC IV N9C 1992 to 1993 Ford EEC IV Sierra 2.0 EFi 8V cat B3A 1989 to 1992 Ford EEC IV 838 1999 to 1992 Ford EEC IV Sierra 2.9 XR 4x4 V6 N6T 1989 to 199: Ford EEC V Sierra 2.9 XR 4x4 V6 cat 1989 to 1993 Ford EEC V Transit Van 2.0 CFi cat BRT 1990 to 1991 Ford EEC IV Transit Van 2.0 CFi cat NSG 1991 to 1992 Transit 2.9 V6 EFi NSF 1991 to 199d Transit and Tourneo 2.0i DOHC cat B4T Transif and Tourneo 2.0i 1994 to 1997 Transit 2.9 EFi 1994lo 1997 79B9 to 1991 Self-Diagnosis 1 Introduction management systems fitted to European Ford the slgnals from cerla~nengine sensors and The engine management system (EMS) vehicles include Weber IAW (Ford Coswonh), actuators, and compares each slgnal to a fitted to the majority of Ford vehicles from 1985 to 1996 was Ford EEC IV. In 1996, EEC Mazda EGi (Ford Probe) and Nissan ECCS table of programmed values If the d~agnost~c V began to replace EEC IV on some models; eventually EEC V will replace all vehicles (Ford Maverick). sonware determines that a tault 1s present,the currently equ~ppedwith EEC IV. Other engine The various englne management systems ECM stores one or more fault codes. Codes fitted t o the Ford vehicle range control the w ~ l lnot be stored about components for primary ignition, fuelling and idle lunct~ons wh~cha code is not available, or for cond~tions from within the same ECM. no? covered by the d~agnost~scoftware In Self-Diagnosis (SO) function particular, the Ford EEC 1V system has grown in soph~st~cat~oovenr the years. When f~rst Each engine management system has a utlllsed in 1985, ~tgenerated less than ten 2- self-test capability Ihal cont~nuallyexamrnes dig~ct odes. By 1996 the latest versron, which t

Ford 12.3 -Ihas now evolved into EEC V, is capable of ECCS systems alse utilise an adaptive generating over a hundred 3-dig~tcodes. funct~on that w ~ l l modify the basic programmed values for most effectme Ford EEC V system operation during normal wnning, and with due regard to engine wear. However. Ford Ford EEC V software does not generate Cosworth (Weber IAW) does not utilise faultcode numbers, a d the fault code reader FCRJnortnally displays any faults on the FCR adaptive covti-01. scrsen without reference to a specific code number. Although code numbers are not Self-Diagnosis (Sb)warning light available, faults in one or more of the circuits The Ford Maverick alone is equippd with a w conlponents covered by the diagnostic wftwarew~lclause a fault to be stored. facia-mounted SD warning I~ghtI.n addition,I Umited operating strategy (LO$) an LED is located upon the ECM casing.1 In 1988, EEC IV was equipped with keep When the ignition is switched on, the SD 12.1 The EEC IV (2.0 litrerY6) SD connector alive memory (KAM) which utilises LOS, warnlng light and the LED will illun~~natOe.~ c e is located close to the battery otherw~saknown as the \"l~mp-homemode\". Prior to the fitting of KAM, EEC IV systems did the englne has started, the light and LED w ~ l l F u d EEC IV: CFi, EFi and Zetec not utilise LOS. Once certaln codes have been (Escort and Fiesta) generated (not all codes will initiate LOS), the extinguish unless the diagnostic software ECM w~llimplement LOS and refer t o a determines that a system faull 1s present. If The 3-pin SD connector i s located In the programmed default value rather than the the light or LED illuminates at any time during sensor signal. Thls enables the vehicle to be a per~odof engine running, the ECM has engine compartment, behind the left-hand aafely driven to a workshop/garage for repair headlamp or left-hand wing (see illustration or tesllng. Once the fault has cleared, the diagnosed presence of a system fault. The ECM will revert lo normal operation. Other warnlng light and LED can alsa be triggered to 42.2). Ford vehicles that u t ~ l ~ sLsOS include those equipped with Ford EEC V, Ford Probe transmit flash codes. Ford EEC IV: Zetec (MondeoJ 12 [Mazda EGi) and Ford Maverick (Nissan The 3 - p ~ nSO connector I S located on a plate on the engine compartment bulkhead along with the octane plug and the FDS2000 connector (see illustration 12.3). Ford EEC IV and V (I6-pin) ECCS). Ford Cosworth vehicles equipped The 16-pin 080 connector (see with Weber IAW do not utilise LOS. illustrationl2-4) is usually located in Ihe engine compartment, under the steer~ng Adaptive or learning capability column, in the passenger footwell beh~ndthe trim, or behind the ashtray in the centre All Ford vehbcles equipped with EEC IV console (Ford Galaxy).I --- -(with KAM). EEC V, Mazda EGi and h'issan Ford EEC IV: 2.0 SOHC, 2.0 DOHC, 2 . 4 2 . 8 and 2.9 V6 The 3-pin w 5-pin SD connector is located in the engine compartment, close to the ballery (seeillustration 12.1). --PIN 19 40160 29/42 PIN 17 40/60 1-12.2 The EEC 1V (EscorVFiesta)SD connector is located behind 12.3 The EEC IV (Mondeo)SO connector ia located on a platethe left-hand headlight or on the left-hand wing along with the octane plug and the FDS2MXII 1 FDS2000 diagnostic 3 Octsne loop wire 7 Power steering reservoir 3 SD connector connector 4 SD connector 2 FDS2000 diagnostic 4 Octane connector 2 Octane conn%ctor 5 Octane plug con?ector

12.4 Ford ' durir coiri' Mode 2; Continuous runmng.A test of the englne sensors during normal engine MoL. operation. a1 idle or during a road test. onb 2.9 '. Mode 3: Engrne cunnrng and serwce-ser mode: A dynamic lest of the engine 8 E: sensors. In the semce-set mode. the ignition timing and idle speed can be set. indir li IS not pbssrble to make these the adjustments outsrde o fservice-setmode. 5 Although the tests are independent of one ens another and may be accomplished can! individually, the follow~ng sequence IS beit recommended for more accurate testlng. 9: 6 Executethe k b d e 1 procedure (see Section 5). Record any codes stored in M M , bdt do can not attempt to repalr laillts indicated by KAM nec at this stage. All hard faults must be rectified gei (in the order of transmission), and this test ma must concluae with code 11 (no hard faults soi found)before continuing wlth the Mode 2 test. Continue to ignore KAM codes for !he 10 moment. 7 Execute the Mode 2 test, whrch may be an( performed with the vehicle s!at~onary or awFord Probe (Mazda EGi) 2 Models prior to 1988 do not include keep- alive memory (KAM).Where reference1s made The SD connector is located in the engine to KAM ~nthis section and in the test routines.compartment, close to the battery (see the reference should be ignored for thoseillustration 12.5). systems not so equipped. 3 \"Hard\" fault codes are codes generatd byFord Cosworth Weber lAWJ faults that are present at the exact moment of ~h~ SD connector is locatedbehind the the test. \"Soft\" fault codes are codes generated Dy faults that that have occurred at next +a +he ECM (see some polnt dur~ngthe past 10 or 40 drivingillustration 12.6). cycles (depending on vehicle) but are notFord Maverick ( M i ~ a nEcCS]~ h SpO connector 1s located in the pass- present at the moolent of testing. Soft codesenger compartment, underneath the instrument are stored in KAM. Note: An engine drivepanel in the facra (see illustration 1271. cycle is defined as a period when the vel?icle was Stad8d with a coolant temperature below 49\"C, and continued runn~nguntil the coolant3 Ford EEC IV enhanced 2- temperatureexceeded 65°C. 4 Ford EEC IV enhanced (2-digit) has three -diglt fault code retrieval modes of fault diagnosis, and a service-set mode. The three fault diagnosis modes are: general Modet:lgnitionon,engrnestopped:A1 The notes in this section should be read in static test of the engrne sensoa, andconjunction with the sections about retriev~ng retrieva! oi hard fault codes and softcodes w~thand without an FCR. (KAM) codes. 1 I12.6 The Weber IAW SD connector is located behind the glove 12.7 The SD connector is located underneath the instrument compartment,next to h e ECM [Cosworth) panel in the facia (Maverick)A Trn71ngadjusimrtnt B SD connector connections

Ford 12.5during a road test. Rectlfy all faults before ii) A service-set mode where the idle speed 3 Use a juln~erlead to bridge tem~nals1 and 2 in the SO connector.continuing with Ihe Mode 3 test. Note: The and cylmder balance can be checked. 4 Start the engine and allow ~tto idle. Note: If the engine is a non-starter, crank the engineMcde 2 test is provided for Europeen vehicles iii) A dynamic \"wiggle test\" of sensors and on the starter motor. After approximately 45 seconds, the LED test light will begin to flashonly (not USA); with the exceplmn of 2.4 and connecttons. the 2-digit fault codes as follows, a) The two digits are indicated by two series2 J V6 catalyst-equipped European vehicles. of flashes.8 Execute the Mode 3 test, rectify any faults 6 Although the tests are independent of one bj The first series of flashes indicates thefld~cated,and then make adjustments under another and may be accomplrshed mult~plesof ten, the second series ofthe service-set mode ( ~rfequired). Note: An indiv~duelly. the following sequence IS flashes rndicates the srngle units.mgfnervnntng test for I988 and later vehicles recommended for more accurate test~ng. c) Both tens and units are indicated b y 1- second flashes separated by 7 -secondcannot be performed if a hard code is present 7 Execute the Mode 1 procedure (seeSection pagses.h e h the test begins. 6). Record any codes stored in KAM, but do d) A 4-second pause separates the tensB Fault codes that were retrieved from KAM not attempt lo repair faults indicated by KAM from the units, and a 6-second pausecan now be ~nvesiigatedand rectified as at this stage. All hard faults mllst be rectifted separates the iransmission of each individual rode.necessary Rect~fying the hard faults (In the order o l transmission) and this test eJ Code number \"12\"is Indicated by o r ~ e flash of I-second durat~onf,ollowed by agenerated during the three test procedures must conclude with code 111 (no hard faults 4-second pause then two flashes of 1- second duration separated by a I -secondmay solve the reason for the generation of found) bsfore continuing with the Mode 2 test. muse.soh codes without funher testing. Contlnue to ignore KAM codes for theHI It IS good practice tn turn the ign~t~oonff moment.and wait 10 seconds between each test, to 8 Executc the Mode 2 test, rectify any faultswoid an erroneous self-diagnosis test. indicated, and then make adjustments under11 Before commencing an SD lest, ensure the service-set mode (if requ~red).Note: k i 12mat the follow~ngcond~tionsare met: engine running test for 1988 &ndlafer vehicles8) T k engine has attained narrnal operating cannot be performed if a hard code is present temperature. before the test begins. 9 Fault codes that were retrieved from KAMbl Automatrc transmission is in neutral orPark. can now be investigated and rectif~edas 5 C o ~ ~tnhet number nf flashes in each series. and record each code as ~tis transmitted.cj The handbrake is firmly applied. necessary Rectifying the hard faults Refer to the tables at the end of the Chapter to determine the rneanrng of the fault codedJ Theair conditioning is swrlched off. generated during the imo test procedures Note: The engine idle speed will fluctuate8) Where applicable, the octane and idle may solve the reason for the generation of during code rerneval. I f the idle speed does not fluctuate. Ifris suggests a rau/ty iSCV or adjust {service-set)w i ~ hsave been soft codes without further testing. ISCV orcult. 10 It is good practlce to turn the ignition offI disconnected. and wait 10 seconds between each test, to 6 Fault codes generated by the basic EEC IV 4 Ford EEC 1V enhanced 3- avoid an erroneous self-diagnosis test. system are only available whilst the fault is 11 Before commencing an SD test, ensure present and when the ignition is switched on -digit fault code retrieval that the following COnditi~nsare met: a) The engine has aflalned norma! operating If the fault IS permanent (present all the h e ) , general then an appropriate code will be stored each tempemlure. time the ignition is switched on. However, ~fI1 The notes In t h ~ ssection should be read in b) Automatic transmission is in neutml or the fault is intermittent and the i g n ~ t ~ oISnmnjunct~onw ~ t hthe sections about retriev~ng Ps-.rk.. switched off, the fault code will be lost unt~i the fault recurscodes with an FCR. r) The handbrake is firmly applied. 7 Continue retriev~ngcodes unt~al ll stored2 \"Hard\" fault codes are codes generated by dj The air conditroning is switched of. codes have been retrieved and recorded.tadts that are presenl at the exact rnornent of 8 If code 1I is transmitted. no fault codes are e) Where applicable, Ine octane and idlethe test. \"Soft\" fault codes are codes stored. adjust (sen/ice-set]wires have beengenerated by faults that that have occurred at disconnected.some polnt dur~ngthe past 40 driving cycles(most veh1c:es) or 80 driving cycles (24-valveV6), bu: are not present at the moment of 5 Retrieving fault c o k s -without a fault code readertesting. Soft codes are stored In keep-alivememory (KAM). Note: An engine drive cycle is (FGR) flash codesdefined as a pertcd when the vehicle wasstarred with a coohot temperature below Note: During the course of cerfain test I OUTP49\"C, and continued runnrng until the coolant procedures, it is possibk for additronal fauittemperatlrre exceeded 65°C. codas to be generated. Care must be taken3 Ford EEC IV enhanced (3-digit) has two ihat any codes generated during test routines do not mislead diagnosis. All codes must bemodes of fault diagnosis and a service-set cleared once testing is complete.mode. The two fault diagnosis modes are,Mode 1 Ford EEC A! (basic) EARTH INPUT4 Ignitionon, englne stopped: 1 Ensure that the engine has attamed normal IJ operating temperature before commencing I) A static test of the engine serlsors and tests. 12.8 Retrieving codes from 5-pin Ford EEC retreval o fhard fault codes and soft 2 Attach an LED diode light between temlnal LV and Weber IAW systems (KAM)codes. 3 at the SD connector (negative lead) and the battery posltive terminal ( w e illustration id A ~ t a l ~\"wciggle test\" of sensors and 12.8). Note: It is also posstble to retrieve flash connecttons codes by connecting an anelog~revoltmeter in iii)A switch nionitor test of selecied actuators.Mode 2S Engine runnlng and service-set mode: a s~milarfashion, and counting the needleI) A dynamic test of the engine sensors. sweeps.

ANALOGUE seconds' duration separated by a 0.5 second pause. f ) After the last hard rude rs transmitted,a pause of 6 to 9 seconds rs followed by a smgk flash (separator code), another 6 to 9 second pause, and then the soft (KAM) codes are transnlrtied. OUTPUT 14 Count the number of flashes in each code retrieval. 1 series, and record each code as it is-- transmitted. Refer to the tables at the end of Mode 2 test I I the Chapler to determine the rneanmg of the 12.9 Retrieving codes from 3-pin Ford 26 Attach an LED diode f ~ g h tbetween EEC IV and Weber IAW systems fault code. terminal 3 at the SD connector (negative lead) 15 Command codes will be transm~tisdat and the battery positive terminal (retw ta9 Switch off the ignition and remove the certain points durlng the procedure. On illustrations 12.8 and 12.9). Note: The Modejumper lead and LED test light t o end fault retrieving a command code. the engineer is 2 test is not available for 2 . 4 and 2 9 V6code retrieval. required to take certain actlons. If these actions are not taken, a faull w ~ lbl e stored catalyst-aquippedEuropean vehicles.Ford EEC IV enhanced and the \"ignition on\" code retrieval routine 27 Start tne engine. Wait four seconds, thm(retrieving 2-digit codes) must be repeated. 16 If code 10 appears (some automatic use a jumper lead to bridge terminals 1, and 210 Read the notes in the Section 3 before transmtss~onvehicles from 1991). depressperforming tests in this section. Note: fully and release the accelerator pedal and the iu the SD connector. 28 After a few seconds,the LEU will begin toBecause of the complexity of retrieving fault brake pedal (klckdown must be activated). If flasn the 2-digit fault codes Refer to the the appropriate action is not completed within descriphon in the Mode 1 test for details r ~ fcodes from Ford vehfcles with EEC IV 10 seconds of code 10 appearing, the ECM what the flashes represenlenhanced, and the unreliability of manual will store a fault code. If procedural codes aremethods, the use o f an FCR 1s strongly retrieved, sw~tchoff the ~gnltlon,wait 10 29 Count the number of flashes in eachrecommended so that errors may be avoided. seconds. and then restart the Mode 1 test. series, and record each code as it is11 Attach an LED diode light between 17 Fault codes generated by the enhanced transmitted. Refer to the tables at the end oflerminal 3 at the SO connector (negative lead) system (without KAM) are only available whilst the Chapter to deterrnlne ths meaning of theand the battery positive tarm~nal (see the fault i$present and when the ignition is fauli code.illustration 12.0). swltched on.If the fault is permanent (present 30 Fault codes will be continuously displayed12 Use a jumper lead to bridge terminals 1 all the l~me)t,hen an appropriate code will be while the engine IS running. Code I f indicatesand 2 in the SO connector. stored each lirne the ignition IS switched on. \"no fault found\". However, if the fault is intermittent and the 31 All suspect components, wires andMode t test connections should now be gently tapped or ignition is sw~tchedOW, the fault code will be wiggled, and/or the vehicle coljld be road-13 Switch on the ign~tion(do not crank the 10s: until the fault recurs.engine if the engine is a non-starter). After 18 Ali fault codes transmitted during this tested.approximately 35 seconds, the LED w~lbl egin 32 Rectify all fau!ts in the exact order ofto flash the 2-d~giftault codes as follows: stage indlcatethe presence of hard faults. transmission. Repeat the Mode 1 and Mode 2 a] The two drgits are tndicated by two senes 18 If code 11 is transmitted, no fault codes te-sls until both tests are successfully are stored. concluded, w ~ t hno hard fault codes being of flashes. 20 After all codes have been transmitted. generated. Only then move onlo the Mode 3 6) The first series of flashes Indicates the they will be repeated once. The next action w~ldl epend upon the vehicle. test. Note: In order to avoid an emneoLrs sen- multiples of ten, the second senes of 21 Models w~thout keep-alive memory flashes ind~catesthe single units. (KAM): diagnosis test, it is good practice to swltcn off C) Code digit pulses are 0.5-secondon and 0.5-second off. a! Code 70 will be drspfayed,which the ignition and watt 10 seconds before d) A 2-second pause separates the digits of each code, and a 4-second pulse rdicates that the ECM has commenced indating another Mode 1 or Mode 2 test, or separates the tmnsrnissron of each \"wjggb test\" mode. before commencing a Mode 3 test. individual code. EEC lV with KAM: Atfer b) Procwd to paragraph 23 and follow the Wa codes have been transmitted, a pause 33 Switch OH the ignition and remove the \"wiggletesi\" procedure. lumper lead and LED test light to end fault of 6 to 9 seconds 1s followed by s~ngle 22 Models w ~ t hkeepalive memory (KAM). code retrieval. Note: The jumper lead and LFO flash (separator code). A second pause of lest light may remain connected i f another 6 to 9 seconds rs followed b y another a) A separator code wrll be displayed (code Mode I or Mode 2 test is to follow on. single flash, and then any intermittent 10, 2.4i2.9 V6 catalysl, or code 20, all (\"soft') faun codes stored in KAM are others)and then all KAM codes WIN Oe Mode 3 test (and service-set mode) transmitted.Note: If code 7 l IS tmnsrniited. transmitted, no fault codes are stored in Note: The EEC I V version fitted to mosf 1988 K AM. and later engines w1l1not perform an engine e) Code number \"12\" 1s indrcated by one ronntng test if any hard codes are present flash of 0 5 seconds duration, followed by b) After any KAM codes have been beforethe test begins. transmitted, they will be repeated once. a 2-sectxldpause ttlen two flashes of 0.5 The codes in KAM will then be cleared and code 10 will be displayed, wbtch indicares that the ECM has commencM \"w~ggletest\" mode. c) Proceed to paragraph 23 and foflow the \"wiggfe test\" procedure.

Ford 12.7 Analogue vo#meterbe transmitted. If t h ~ scode is transmitted 12.10 Retrievingcodes ftom Ford Probe modelsalone, or along with one or more coolantlemperature sensor (CTS) fault codes, the 45 After 2 minutes (catalyst models) or 10 separates the transmission of eachmgine temperature is either too low or the minutes (European non-catalyst models), individual code. code 70 will be displayed. This signifies theCTS IS signalling a too-low temperature. The end of service-set mode, and that Ihs ECM eJ C d e number \" 12\" is indicated by onelatter reason could be due to an engine has rega~nedcontrol of the ign~t~otimn ing and fiash of I-second airration, followed by acooling system tault, or an nut-of-range idle speed. If adjustments have not been #-second pause, then twr: flashes of I -sensor that is sl~lwl ~thinthe CTS parameters completed, re-enter code 60 by repeating theand will no: therefore generate a fault code. Mode 3 and service-set routines. second duration separated by a 1 -second pause.T h Mode 3 test will not commence until the 46 Switch off the Ignition and remove the jumper lead and LED test light to end fault 53 Count the number of flashes in each serres,EClM has verified that operating temperaturehas been attained. code retr~eval. and rewrd each codeas it is transmitted. Refer40 Once the ECM has verifled thetemperature, the test proper will commence. 47 Remember to re-connect the octane and to the tables at the end of the Chapter toThe engine speed will rise to a last idle as EEC idle adjust (service-set) wlres, where these detemiine the meaning of the fault c d e . were disconnected prior to commsncing the 54 Fault codes generated by the Weber IAWIV runs through a set of pre-determinedtests self-test procedures. system are only ava:lable whilst the fault isof sensors and actuators. Note: If Re speedWs not rise within 60 s m n d s , check that the Ford EEC IV (3-digit) and EEC V present and the ignitlon IS sw~tchedon. Iftheengine is at operating temperatureand then re-attempt the test. Also, if 8ny one of the servrce- 48 AQFCR is required to display fault codes fault is permanent (present all the time), thenset connecttonsare connected, an appropriate generated by Ford EEC IV (3-digit) and EEC V. an appropriate code will be stored each timecode will be transmitted and the test aborted ihe i g n ~ t ~ oisnswitched on. However, if the Weber /AW (Ford Cosworth) fault is intermittent and the ign~l~oisnswitched47 When code 10 is displayed, blip the off, the fault code w ~ lble lost.throttle so that the engine speed mornentarijy 49 Ensure that the engine has attarned 55 Continue retrieving codes until ail stored normal operating temperature before codes heve been retrieved and recorded.rises above 3000 rpm (4000 rpm on catalyst 58 Sw~tchoff the ign~tionand remove themodels). Allow the engine to idle agaln. The cornmenclng tests. jumper lead and LED test hght to end fault'blip\" test loads the a~rflowsensor or MAP 50 Attach an LED diode test light between code retrieval. term~nal3 at the SD connector (negative lead)senscr, throttle pot and other dynamic and the battery pos~tiveterminal (refer to Mazda EGi (Fond Probe)sensors. Fault codes will be stored if signal($ illustration 12.8).do not conform to the expected parameters, 57 Mazda EGi has three modes of faultor if the signal :s absent or not executed 51 Use a jumper lead to bridge terminals 1 diagnosis. The three modes are as follows: and 2 rn the SD connector.42 Fault codes detected durlng the Mode 3 52 Switch on the ignition or start the engine i)Mode 1 - ignition on. engrne off:A static and allow it t o idle. Note: ff the engine is apresent, these musl be rectified before it is non-starter, crank the engine on the starter test of the engine sensors. AN faults mustposs~bleto enter servrce-set mode. motor. After approximately 45 seconds, the be repaired (in fhe order of transmtssra~) LED will begin to flash the 2-digit fault codes before continuing with the engine mnnmg43 If no faults are detected, code 11 will be as follows: test. aj The two drgits are rndrcated by two seriesvat transmit code 60.Once code 1 ? has been ti) Mode 2 - engine running: A dynamic testtransmitted, the system has effectively of flashes.commenced semce-set mode. b) The first series o fflashes indicates the of the engine sensors. I;;] Mode 3 - switch monitor test: A test ofSewice-set mode multiples of ten, the second series of44 When the ECM enters service-set mode, flashes indicates the single units. various ECM switched inputs.the ign~tlontiming and id!e speed ars de- C) BOth tens and units areindiceted by 1 - Note: The sequence of testing must observeregulated, and adjustments can be madc toIhe base ~gnitior! tlmtng (models with second flashes separated by I-second the above order foraccurate diagnosisdistributor alone) and the base idle speed pauses.(where poss~ble).Where it is not possible to d) A 4-secondpause separates the tens -Mode I retrieving codesadjust the base lgriition timing (DlS models) or from the units, and a 6-second pulsebase Idle speed, the va!des can still be 58 Attach an analogue voltmeter betweenchecked and compared with published terminal FEN at the SD connector (voltmeterspec~fications.If t,9e measured valuos areincorrect,this suggests a system or ECM fault. negative lead) and the battery posltlve terminal (voltmeter positive lead) (see illushation 12.10).

12.8 Ford 72 Bridge terminals TEN and GND in the9J connector with the aid of a jilmper Iead. 73 The voltmeter needle wlll remain on 12 volts. When one of the switches on th following lisl is turned on, the volt needle will fall to 9 volts. to respond as a partrcuta the switch and its wiring should be test faulty operation. Switch Turn on the AlC switch Air conditronrng Turn on the A/C blower AN conditioning switch Turnon the blower switch Blower motor on to high position Depress the throttle idle swttch pedal Cooling fan relay Fully depress the12.11 Using a voltmeter to monitor switch action in Ford P r o b models throttle pedal Turn on the headlights Headlights58 Bridge terminals TEN and GND in the SD -Mode2 retrieving codesconnector with the aid of a jumper lead. Select D (automatic Park/neutral circwtWl Switch on the ignition. It the ECM has 84 Startthe engine, run it to normal operatingstored one or more fault codes, the voRrneter temperature and then stop the englne. transmrssion) Clutch pedalneedle will b q r n to sweep between 12 and 9 05 Attach an analogue voltmeter between Depress the clutch and c~rcuilryvolts. If no codes are stored, the needle will terminal FEN at the SD connector (voltmeter (manual transmission)remain on 12 volts. negative lead) and the battery positive Fully depress the brake terminal (voltmeter posilive Iead) (refer to a) The h i series of sweeps indicates the Illustration 12.5). pedal and circurtry muhpies of ten,the second &s of sweeps indicetes the single unrts. 68 Bridge terminals TEN and GND in the SD Turn on the heated rear Heated mar window connector with the ald af a jumper lead. b) Tens are indicated by sweeps of 1.2 window 67 Start the engine and allow it to idle. If the seconds \"on\"(9 volts)and less than one ECM has stored one or more fault cod=, the htissan ECCS (FordMaverick) second \"off (7 2 volts).A 1.6-second voltmeter needle will w i n to sweep between peuse (12 volts)separates the digits of 12 and 9 volts. If no codes are stored, the 74 There are two modes to retr~evingcodes ertch code. needle will rernaln on 12 volts: and associated information. Output from each a) The first series of sweeps indicates the mode differs according to whether the rgnition c) Single units are indicated b y sweeps of is turned on or the engine is running. muitiples of ien, +hsecofld sties of 0.4 seconds \"on\" 19 volts)and less than a) Mode 1 . rgnition on: Check of wamjng sweeps indicates the single units. one second 'off\" ( 1 2 wits). b) Tens are indicated by sweeps of 1.2 light bulb and red LED set into the ECM. d) A &second pause (12 volts) separates the b) Mode T , engine running: lllumrnation of seconds \"on\"(9 volts)and less than I transmission of one code from another. second \"OF(12 dk).A 1.6-second warning lighi or LED indicetes a system61 Count the number of sweeps in each pause (12 volts) ts)sepRmh the dig,ts ofseries and record each code as it is each code. fault.transmitted. Refer to the tables at the end of C) Slnale units are indicated bv s w e e ~ so fthe Chapter to determine the meaning of the c) Mode 2, ignition on: Output of fault codes.fault code. ' 0.4geconds\"onn(9 volts) &d ksi than I d) Mode 2, engine running: Check ofclosed62 Continue retrieving codes until all storedcodes have been retrieved and recorded. 040(1p2 v o l ~ l - loop contd system.63 Swltch off the ignition and remove the dJ A 4-second pause (12 volts)ssparates the 75 Turning off the ign~tionor stopp~ngthejumper Iead and analogue voltmeta to end sngrne will return the SD system to Mode 1.faun code retrtaval. of one code +mm 76 Switch on the ignrtron, but do not start therI 68 Count the number of sweebs in each engine. The warning light should rlluminate. series, and record each code as it is 77 Stan the engine and ailow tt lo ~dleI.f a\IGN ( ~HK transmitted. Refer to the tables at the end of system fault is present, the warning light or the Chapter to determine the meanlng of the LED will illurnlnate. 12.12 ReMedng codes from Ford fault code. 78 Stop the engine. Switch on the ignitton,Maverick models. Use e jumper wire t o gs Continue retrieving codes until all stored but do not start the engne. codes have h e n retrievedand recorded. 79 Bridge terminals IGN and CHK in the SD bridge the IGNand CHK tetmlnals 70 Switch off the ignition and remove the jumper lead and analogue voltmeter to end connector with the aid of a jumper lead (see illustration 12.12). -faubt code retrieval. 80 Remove the bridge after two seconds. The SD warning light or LED will begln to flash Mode 3 switch monitor test the 2-digit fault codes as follows: 71 Attach an analogue voltmeter (see a) The two digits are indicated by two series illustmtion 12.11) between termlnal MEN at o f flashes. the SD connector (voltmeter negative lead) b) The F i ~steries of #ashes indicates the and the battery positive larmlnal (voltmeter multiples ol ten, the second series of posave lead). flashes indicates the single units. c) Tens are indicated by 0.6-second flashes separated by 0.6-second pauses. Units am indicated by 0.3-second flashes separated by 0.3-secondpauses.

Ford 12.9 separates the transmission of each completed and the ECM moves into \"wiggle Note: During the course of certain test test\" mode. \"Hard\" fault codes are not procedures, it is possible for 8dditional fault hvo 0.3-secondflashes. retained after the ignition is switched off. codes to be generated. Care must be taken 1 Once all fauit codes have h e n Ford EEC V that any codes genemted during test routines m r t t e d in numerical order of smallest 3 The only manual method of clearing fault do not mlslead diagnasis. A fallurn to retrieve mUe brst end greatest code last, the Itght codes generated by Ford EEC V is to codes setisfactorily from Ford EEC /V is disconnect the battery - see paragraphs 9 and unti! the test connector connections are 10. usually caused by incorrect operation of the bridged once more. FCR, or a farlure to observe the c o m t test Mazds EGi (FadProbe) mnector with the a ~ dof a jumper lead. procedums. 4 Ensure that the ignitjon switch is switched h o v e the bridge after 2 seconds.The ECM F o d EEC IV off. (basic s m m ) and Weber IAW Jlrevel to Mode 1. 5 Disconnect the battery negative terminal. 6 Fully depress the brake pedal for between 5 1 Connect an FCR to the SD connector, and *,a 4wck the closed-loop mixture and 10 seconds. use the FCR to retrieve fault codes in strict mtrol (catalyst models only) 7 Reconnect the battery negative terminal. compliance with the FCR manufacturer's Refer to the note after paragraph 1D below. instructlons. connector w ~ t hthe a ~ dof a jumper lead. 2 Both EEC IV [bas~c)and Weber IAW are Remove the brldge after 2 seconds. The SD Nissan ECCS (Ford MaverfckJ only capable of generating a small number of warning light or LED wilt begin to flash the 2- fault codes, and do not employ any of the 8 The codes will remaln stored until one of mors sophist~catedfeatures of later systems. A Start the engine and run it to normal the foltowinq actions are performed: 3 On the EEC IV (basic) system, the idle operatrng temperature. speed will fluctuate during code retrieval If $ Raise the engine speed lo 2000 rpm for a a) The codes am displayed (Mode2) and the idle speed does not fluctuate, this p o d of 2 minutes. then the SD functionis switched back to suggests a faulty lSCV or ISCV circuit. 87 Observe the warning l~ghot r L.ED display: Mod8 I . Ford EEC IV Light or LED switches ofland on at a b) The vehicle battery IS disconnectedfor 24 (mtdevlng 2-digit codes) frequencyof 5 times m 10 seconds: Eng~neis m closed-loopcontrol. hours - refer to the note afterparagraph 4 Connect an FCR to the SD connector, and Lighl or LED remains off or on: Engins is use the FCR for the following purposes in in open-loop control. 10 below. strict compl~ance with the FCR Whm !he bght or LED is on, the fueI11ngis C) The fault is automatically cleamd once the manufacturer's instructions: When the hght or LED is off, the fuelling IS starter motor has been used for a total of iJ Mod8 f - ignition on, engine stopped: A 50 times after the fault has been fixed. If W The light or LED will reflect the current th@Iairlt recurs before 50 starts Have been static test of the engine senson. and condition of lean or rich b y stay~ngon or off made, the counter wiV be reset to zem, wtrieval of hard fault codes end soft immediately before switching to open-loop and another SO starts must occur befom ( W M )codes. the fault is automatical/y cleared. ThisI control. procedure occurs on an individuel fault ii) hkde 2 - continuous nmnnmg: A test of FordEEC IV code basis, and eech code will only be the engine sensors dumg normal engine (basic and enhanced without KCIM), WeberlAW cleared after 50 starts have taken place operation, at rdle or during a road test (not without recurrence of the fault on that 1 Early variations of EEC IV and Weber IAW particular circuit. 2.4/2.9mt). do not retain fault codes after the ignition is switched off. -Alternative method iii) Mode 9 - engine running and service-set Ford EEC IV Ford EEC IV and EEC V mode: A dynamic test of the engine sensors. In the .mice-set mode,the enhanced (with KAMJ 9 Switch off the ignition and disconnect the ignition timing and idle speed can be set battery negative terminal for a period of it is not possible to meke these 2 Fault codes stored in KAM (\"soft\" codes) approximately 2 mlnutes. adjustments outside of servrce-set mode. are automatically cleared once retr:eval rs 10 Reconnect the battery negative terminal. 5 Read the notes in Section 3 before performingtests in this &ion. Note: me ftnt drawback to disconnecting the battery is that i t will re-initialise a// ECM Mode 1 test adaptive values. Re-learning the appropriete 6 Turn on the FCR and then switch on the adaptive values requires starting the engine ignition. After approximately 45 seconds, the and allowing it to idle for approximately 3 FCR w ~ ldl isplay the 2-digit fault codes. 7 Record each code as it is transmitted. Refer minutes. The engine should then be warmad- to the tables at the end of the Chapter t o determine the meaning of the fault code. up to normal operating temperature and the B Command codes wilt be transmitted at engine speed raised to 1200 rpm for certain points during the procedure. On approximately 2 minutes. Re-learning can be retrieving a command code, the engineer is completed by driving at various engine speeds required to take certain actions. If these for approxtmaIery 20 to 30 minutes in various actions are not taken, a fault will be stored, drivino conditions. The second drawback is and the Mode 1 code mtr~evarloutine must be that the radro security codes, clock setllngs repeated. and other stored values will be inltialtsed. and these must be re-entered once the battery has been reconnected. Where possible, an FCH should be used for code clearing on Ford vehicles.

12*10 Ford9 If code 10 appears (some automatic another Mode 7 test, or before commencing atransmission vehicles from 1991), depress Mode 2 test. appropriate code will be transmilted andfully and release the accelerator pedal and the 17 Switch o f fthe ignition to end fault code test aborted.brake p d a l (klckdown must be activated). If retrieval. 30 When code 10 is displayed, blipthe appropriate actlon is not completed with~n Mode 2 test10 seconds of code 10 appearing, the ECMwill store a fault code. If procedural codes are Note: The Mode 2 test is not available for 2.4retrieved, switch off :he ignition, walt 10seconds, and then restart the Mode 1 test. and 2.9 V6 catalyst-equipped European$0 Fault codes generated by the enhancedsystem (without KAM) are only ava~lablewhilst vehicles. sensor. throttle pot and other dy 18 Start the engine. Wait 4 seconds, thenthe fault is present and when the ignitton isswitched on. If the fault is permanent (present turn on the FCR to initiate codes.all the !:me),then an appropriate code will beslored each time the ignition is switched on. 19 After a few seconds, the FCR will begin to or if the s~gnalis absent or not e display the 2-digit fault codes. correctly.However, if the fault is intermittent and the 20 Record each code as it IS transm~tted. 31 Fault codes detected during theignition is switched OR, the fault code wilt be test will now be transmitted. If fault clost until the fault recurs. Refer to the tables at the end of the Chapter present, these must be rectifred b11 All fault codes transm~ttedduring this to determine the meaning of the fault code. possible to enter service-set mode. 21 Fairlt codes will be continuously displayed 32 If no faults are detected, codestage indicate the presence of hard faults. If whde the engine is running. Code 11 indicates transmitted, followed by codecode f 1 is transmttted, no fault codes are -no fault found\". slgnlfles the start of service-set mstored. 22 All suspect components, wires and Ford 2.4 and 2.9 V6 engines with12 After all codes have been transmitted they connections should now be gently tapped or not transmit code 60. Once codew ~ lbl e repeated once. The next action will wiggled, and/or Ihe vehicle could be road-depend upon the vehicle. transmitted, the system has13 Models without keep-alive memory tested. commenced service-set mode.(KAM): 23 Rectify all faults in the exact order of Servlce-set mode transmission. Repeat the Mode 1 and M d e 2 33 When the ECM enters servic a) Code I0 will be d~splayed,which tests until both tests are successfully the ignition timing and idle sp indicates that the ECM has commenced ~ 0 n c l ' ~ d ewd~ t hno hard fault codes being regulated, and adjustmentscan bs made to lb \"wiggletest\" mode. base ignition tlming (models wi generated. Only then move onto the Mode 3 alone) and the base idle s test. Note: Inorder to avoid an erroneous self-b) Proceed to paragraph 7 5 and follow the diagnos~slest, it is good practice to switch off the ignition and wait 10 seconds before \"wiggle test\"promdufe. initiating another Mode 7 or Mode 2 test, or14 Models with keep-alive memory (KAM): befor8commencing a Mode 3 test. speed, the values can still be a) A seperator code will be displayed (code 24 Switch off the FCR to end fault code compared with published measurement 10, 2.4/2.9 V6 catahst, or code 20, all retrieval. values. If the measured va\ues are incorrect, others)and then all KAM codes will be thls suggests a system or ECM fautt. Mode 3 test (and setvice-set mode) transmitt&. Note: If code 1 7 is Note: The EEC IV version fitted to most 1988 34 On Transit 2.9 m 0 d ~ l Swith catalyst, ths and later engines wit/ not perform a Mode 3 throttle plate can be checked for correct transmitted,no taulf codes are stored in test if any hard codes are present before the setting and adjusted and reset as necessav. KAM. 35 After 2 mlnutea (catalyst models) or 10b) After any KAM codes have been test begins. minutes (European non-catalyst models). 25 Turn the tgnition off, then turn on the FCR code 70 will be displayed. This signifies Iha tmnsmitfed, they will be repeated once. The codes in KAM will then be cieamd to initiate codes.and code 10 wiN be displayed, whtch 26 Switch on the ignition. wait 3 seconds, end of service-set mode, and that the ECM has regained control of the ignition timing andindtcates that the ECM has commenced then start the engine and allow it to idle. 27 Run the engine at 2000 rpm until it has idle speed. !t adjustments have not been\"wiggle test\" mode. completed, re-enter ccde 60 ay repeating thec) Proceed to paragraph 15 and follow the atla~nednormal operating temperature. Mode 3 test and service-set routines.\"wiggle test\" procedure. 28 Once the self-test procedure commences, 36 Switch off the ignition and remave the FCR to end fault code retrieval.Wiggle test code 50 Fdentification of European ECM) wrll 37 Remember to re-connect the octane and be transmitted. If t h ~ scode is transmitted Idle adlust (service-set) wires, where these were disconnected prior to commencing the15 All suspect components, wires and alone, or along with one or more coolantconnections should now be gently tapped or temperature sensor (CTS) fault codes, thewiggled. If the ECM detezts a fau:t dunng th~s engine temperalure 1s either too low or theprocess, it w ~ l lbe stored in keep-alrve CTS is signalling a too-low temperature. The self-test procedures.memory (where KAM is fitted). Notm: Some latter reason could be due to an engine cooling system fault, or an out-of-range Ford EEC IVFCRs will besp or an LED will flash to indicate sensor that is still within the CTS parameters (retrieving 3-digit codes)the occurrence of a fault or a bad connectiondunr>gthis procedure. Repeat the mode 1 test and will not therefore generate a fault code. 38 Connect an FCR to the SD connector, andto retrieve codes detected during the wiggle The Mode 3 test will not commence until the use the FCR for the following purposes, Intast and stored in KAM. Record all codes for ECM has verrtled that operating temperature strict compliance with the FCRvehicles without KAM, because they will not has been attained. manufacturer's instructions.be retained in ECM memoty. 29 Once the ECM has verified the 39 Mode 1 - Ignition on, engine stopped.16 Rectify all faults In the exact order of temperature, the test proper will commence. iJ A static test of the engine sensors andtransmission. Repeal the Mode 1 test until The engine speed will rise 10 a fast idle as EEC retfieval of hard fault codes and sofihard fault codes are no longer generated, and IV runs through a set ot pre-determinedtests (KAM) codes.then move on to the Mode 2 test. Note: In of sensors and actuators. Note: H the speed it) A static \"wiggle test\" of sensors and Iorder 10 avoid an erroneous self-diagnosis does not rise within 60 seconds, check that connections. 1test, it is good practice to switch oif the the engine is at operating temperature and 110A switch monitor test of selectedignition and wad 10 seconds before initiating then re-attempt the test. Also, If any one of the actuators.

Ford 12-11 ing the tests in this section. measured. Some actuators will click as they due to an engine coolbng system fault, or an are actuated. out-of-range sensor that is still within the CTS h code as it is transmitted. 53 Fully depress and release the accelerator parameters and will not therefore generate a fault code. The Mode 2 test w~lJ not odes will be transmitted at pedal. The ECM will de-energise ail of the commence u n t ~tlhe ECM has ver!fied that operating temperature has been attained. II When code 010 appears, depress fully actuatorsand the voltmeter will again indicate md release the accelera!or pedal (autornallc nominal battery voltage for the actuator that is 65 Once the ECM has verified the bansmission kickdoun must be activated). If being measuring. Some actuators wilk click as Ihe appropriate acl~onis not completed withm they are switched ow. temperature, the tesl proper will commence. 10 seconds ol code 010 appearing. the ECM 54 Each time the accelerator pedal is The engine speed will rise to a fast idle as EEC dl store a fault code. If proceduralcodes are depressed, all of the actuators will be IV runs through a set of pre-detemined tests drieved, switch off the igniiion, wait 10 swbtched on and off, and a black dot will of sensors and actuators. Note: If the speed m n d s , and then restart the Mode 1 test. appear and disappear in sympathy on the does not rise within 60 seconds. check that FCR display. Move the voltmeter to each of the engine is at operating temperature and 47Atter all hard codes have been the components in turrl, and test the then re-attempt the test. Also, if the air taismltted, they will be repea!& once. switching of the carnponent by depresstngI A separator code {code 010) will be the accelerator pedal. conditioning is switched on, or an automatic displayed, and then all the \"soft\" codes 55 If the component does not actuate or the transmission vehtcle 1s m \"DMa, n appropnafe voltmeter does not indicate the voltage as code will be transmitted and the test aborted.logged by KAM will be transmitted. Note: H indicated, refer to the test procedures 66 Once the self-testprocedure commences,code I I I is rransmrtted, no fault codes are appropriateto each com,wnent in Chapter 4. code 020 (command code for Zetec englnes) 56 blow next to proceed depends on the or code 030 (command code for V6 engines)sfwed in KAM. spec~f~incstructions for the FCR being used. will &transmitted. However, pressing a button twice on the FCU 67 The lollowing test functions must be19 After all KAM ' codes have been control panel is the method normally used.gansrnitted, they will be repeated once. Wiggle test mode completed within 10 seconds of the 12Actuator test mode 57 The system is now in \"wiggle test\" mode. command code appearance:50 Code I l l will be d~splayed which All suspect components, wires and connections should now be gently tapped or a) Fully depress and release the brake pedal,indicates that the ECM has commenced wiggled. If the ECM detects a fault during mis 0 l h e ~ i ~fau8lt code 536 will be stored.actuator lest mode. The switching of the process, it will be stored in keep-alivecircuits to the follow~nglist of actuators memory (KAM). Note: Some FCRs wrll beep bJ Fully turn the steering wheel to full lock in(wherefitted) can rlaw be tested. or an LED will fiash to indicate the OCCUwnC8 one direction and then straighten the Carbon filter 'solenoid valve (CFSW. of a fault or a bad connection during this Electronic vacuum regulator (EVR). wheels. This actuates the power st~eting Idle speed confml valve (ISCVJ. procedure. Repeat the Mode 1 test to retrieve pressure sw.;lch (PSPS).I f the PSPS is Wide-open throwe (WOOposition (air codes detected during the wiggle test and faulty, halt code 519 will be stored. If the stored in KAM. PSPS is not actuated, fault code 52 1 wrll condilron~ngcut-off). 58 Switch off the FCR, and then switch off Torque converter lock-up clutch solenoid. the ignition to end fault code retrieval. be storad. If the vehicle is not equipped Self-dragnosis (SD} connector. 59 Codes are cleared by repeating the Mode with power steering, the code will still51 Connect a voltmeter in turn to each of the 1 test up the point of code transmission.actuator signal terminals (backprobe the Pressing a button on the FCR control panel is appmr, and m this instance it should becircuit, or conned a break-out box between the usual method of clearing the codes inthe ECM rnultl-plug and the ECM). The KAM. ignored.vollrneter will indicate nominal battery voltageif thesupply circuit is satisfactory. 60 Rec!rfy all faults in the exact order of c) Automatic transmission vehicles only,52 Fully depress and rsleme the accelerator transmission. Repeat the Mode 1 test untilpedat. The ECM will energise all of the hard fault codes are no longer generated, and Switch on and off the overdrive cancelactuators, and the voltmeter will indicate near then move onto the Mode 2 test. Note: In switch (if fitted), then switch on and offz0ro volts lor Ihe one actuator that is baing order to avoid an emneous self-diagnosis test, the perfomnce/cancel switch (if htted). it is good practtce to switch off the ignrtion and 68 After approximately 20 seconds, code wait I 0 seconds before initiating another Mode 010 will be displayed. The following lesl I test, or before commencing a Mode 2 test. function must be completed within 10 seconds of the command code appearance: Mode 2 test a) Blip the throttle so that the engme speed Note: The EEC IV version htted to most 1988 momentarrly rises above 3000 rprn. The and later engines w11lnot perform a Mode 2 \"blip\" test loads the airflow sensor or test if any hard codes are present before the MAP sensor, Ihrottle pot and other test begins. 61 Turn the ~ g n i t ~ oonff, then switch on the dynamic senson. Fault codes will be FCR to initiate codes. stored if signal(s}do not conform to the 62 Switch on the ign~t~own,a~tthree seconds, expecled parameters, or if the signal IS start the engine and allow it to idle. 63 Run the engrne at 2000 rpm u n t ~1l1 has absent or not executed correctly. attalned normal operat~ngtemperature. 64 If thrs code 1s transmitted alone, or along 69 Allow the engine to idle once again. Fault with one or more coolant temperature sensor codes detected during the Mode 2 test will (CTS) fault codes, the engine temperature 1s now be transmitted. During transmission of e~thertoo low or the CTS IS signalling a too- the codes, the black dot will flash In low temperature. The latter reason could be synchronisation on the FCR display 70 Ccde 998 may be transmitted, fo!lowed by a code relating to one of the sensors l~sted blow. If this happens, proceed as described in paragraph 71. If not, proceed to paragraph 72. a) Airflow sensor. b) Air temperaturesensor. c) Coolant Srnperatum sensor. d) Throttle pot. el Delta pressure feedback eiectronrc system sensor (EGRsystem). I) Electronic pressure transducer.

12.12 Ford71 If code 998 is transm~tted,followed by a connections should now be gently tapped or component testing, or after repalrs ~nvolvingcode relating to one of the sensors listed in wiggled. If the ECM detects a fault during this the removal or replacement of an EM$paragraph 70, proceed as follows: a) Exit the Mode 2 tes! process, it will be stored In keep-alive component. bJ Stop the engine. memory (KAM). Note: Some FCRs wrrl beep pcadums 1 cJ Test the component as detailed m the or an LED will flash to indicate the occurrence relevant component test procedure of a fauft w a bad conneclion during fhrs (Chapter 4) and rectify all faults. d) Restar? the Mode 2 test. procedure. Repeat the Mode 1 test to retrieve72 If fault codes are present, these must be fault codes stored In KAM after beingrectifted betore ~tIS possible to enter setvice- detected during the wlggle test.set mode.73 If code 536 or code 521 are transmltted. 79 Rectify all faults in the exact order of 1 Use an FCR to Interrogatethe ECM lor faun~ncorrectpractices were adopted during themutmes. Repeat the Mode 2 test prccedure. transmission. Repeat the Mode 1 test until codes, or manually gather codes as described74 Coae 11 1 will be transmitted if no faults hard fault codes are no longer generated. in Sections 5 or 7. Iare detected. When the black dot ceasesflash~ng,this signifies the start of servlce-set Note: In order to avoid an erroneous self- Codes storedmode. The last Iransmitted code w ~ lrlemain diagnosis test, it is good practice to switch offdisplayed on the FCR screen, wh~chshould the ignition and wait 10 seconds before 2 If one or more fault codes are gathered.ord~narilybe code 11j .Service-set mode initiating another Mode I test, or before refer to the fault code tables at the er,dof tha75 When the ECM enters service-set mode.the idle speed is de-regulated and set at the commencinga Mode 2 test. Chapter to determine their meanlng.base Idle value (usually slightly higher than 80 Switch off the FCR and switch off the 3 If several w d e s are gathered, look tor anormal idle). No adjustments are possible, igni:lon to end fault code retr~eval.Remove common factor such as a defective eanhalthough the idle speed can be checked the FCR from the vehicle SD connector. return or supplyagalnst specifications If the measured valuesare incorrect, this suggests a system or ECM 4 Refer to the component test procsduresinlalrlt.76 On englnes with sequential injection, fully Ford EEC V Chapter 4, where you will t ~ n da means ofdepressing the acceierator pedal during the 2 testing the majority of components andminutes serv~ce-setmode will set the ECM 81 Connect an FCR to the SD connector, and c~rcuitsfound in the modem EMS.into cylinder balance test mode. Each injector use the FCR for the following purposes, in 5 Once the fault has been repaired, clearlbrs switched off in turn for a predetermined strict compliance with tho FCR codes and run the engrrie under variousmoment. The ECU checks for a calibrated fall manufacturer's instructions: conditions to determine ~fthe problem has:o rpm, and will set a fault code tf there cleared.appears to be a problem. Alter 2 minutes, the a) Drsplaying system faults. 6 Check the ECM for fault codes once more.englne rpm will rise hriefly and then setlle at Repeat the above procedures where codesnormal idle speed Th~ssignifies the end of the b) Clearing system faults. are still being stored.service-set mode. 7 Refer to Chapter 3 for more ~nlormat~oannWiggle test mode c) Testrngactuators. how to effectrvely test the EMS.77 The ECM will now enter \"wlygle test\" 19)Displaymg Datastream.mode. 82 Faults must always be cleared after78 All suspect components, wlres and component testing, or after repairs involving the removal or replacement of an EMS component. No codes stored Ford Probe and Maverick 8 Where a running problem IS experienced. but no codes are stored, the fault is outside of 83 Connect an FCR to the SD connector, and Ihe parameters designed into the SO system. use the FCR for the following purposes, in Refer to Chapter 3 for more lnformatlon on strict compliance wlth the FCR how to eftectively test the EMS. manufacturer's instructions: 9 If Ihe problem points to a speclflc a) Retrrev~ngfault codes. component, refer to the test procedures In Chapter 4, where you will f ~ n da means of b) Clear~ngfault codes. testing the majority of components and circuits found in t h e modern EMS. c) Testifig switch inputs to ECM. 84 Codes must always be cleared afterFault code tables IEEC IV \"basic\"(2.0 SOHC and 2.8 V6 engines) I EEC IV \"enhanced\", fwo-digit codes : {except2.4l2.9 V 6 catalyst and 1.8 CFi)Code Description Code Description i No taults found in the ECM. Proceed w~thnormal diagnostic i11 methods 10 Command code. Operator actlon required as follows: Airflow sensor (AFS) or AFS circuit number one lgnrtlon on, engine off: wiggle test12 Coolant temperature sensor (CTS) or CTS circuit 11 Engine running: load engine b y \"blipping\" the throttle The13 Air temperature sensor (ATS! or ATS circuit (in AFS) englne speed must exceed 2500rpm Throttle pot sensor (TPS) or TPS c~rcuit 13 No faults found In the ECM. Proceed w ~ i hnormal diagnostic14 14 methods15 Airflow sensor (AFS) number two or AFS c~rcuit 15 Coolant temperaturesensor (CTS) or CTS circuit22 Airflow sensor (AFS) or AFS circuit number one and number 16 Air temperature sensor (ATS) or ATS circuit23 two 17 Throttle pot sensor ('TPS) or TPS clrcu~t Wiringlmodule fault Arrflow sensor (AFS) or AFS circu~nt umber two31 Manilold absolute pressure (MAP) sensm or MAP sensor32 Wirlnglmodulefault circuit

Ford 12-13 -Description Code DescriptionLow Sattery voltage 65 Brake on/off switchKeep-al~vememory (KAM)or KAM circuit, end and restart 66 Kickdown switch or circuitSO test. If code repeats, make ECM circuit tests 67 Fusl temperature switch (FTS)or I T S circuit Turbo boost pressure solenoid valve (BPSW or BPSV circultSeparator code Separates \"soft'* (KAM) codes from \"hard\" 68 Turbo boost pressure solenoid valve (BPSV)or BPSV circultcodes (codes of a permanent nature) 69Ignliion, irregular signal 70 End of sewice-set modeA~rflowsensor (AFS) or AFS circu:: numher one, voltage too Wastegate control solenoid (WCS)(1.6 CVH Turbo only) or 72h~gh WCS circultGnolant temperature sensor (CTS) or CTS circuit, vcAage 73 C a r b n filter solenoid valve (CFSVJ or CFSV circuit 74too high 75 314 shift solenoidAlr temperature sensor (ATS) or ATS circuit 76Throttle pot sensor UPS) or TPS circuit, voltage too high 77 Clutch converter l o c k - ~ psolenoidAirflow sensor (AFS) number two, voltage too high 78 Brake \"on\" indicatedManrfold absolute pressure (MAP) sensor or MAP sensor Kickdown indicatedclrcult, value too high 91 Power steering pressure switch (PSPS),PSPS not activated during SO procedure. Check if PSPS fitted, if so repeat SDOxygen sensor (0s)or OS circuit procedureOxygen sensor (0s)1 or OS circuit (2.0 DOHC 16V only), Oxygen sensor (0s)or OS clrcuit, connectionsrich mixlure or farled sensor iriterchanged(2.0 16V DOHC engine)Oxygen sensor (0s)2 or OS circuit (2.0 DOHC 16V only), EEC IV \"enhanced', two-digit codesrich mlxturs or failed sensorMarker code, ident~f~eEsCM for 6-cylinder engines (2.42.9 V 6 catalyst and 1.8 CFiJElectronic control module (ECM] or ECM circuit ROMjRAM Code Description Command code/separatorcode for KAMfailure 10 Operator action required as follows:Airflow sensor (AFS)or AFS circuit number two, voltage too 10 Engine running. Load engine by \"blipping\" the throttle. The engine speed must exceed 2500 rpmlow 11 No faults found in the ECM. Proceedwrth normal diagnosticCoolant temperaturesensor (CTS! or CTS circuit, voltage methods (system pass)too low 12 Idle speed control valve {ISCV or ISCV circuitAlr temperaturesensor (ATS) or ATS circuit Idle speed stepper motor (ISSM) or ISSM c~rcuiti,dleThrottle pot sensor VPS) or TPS circuit, voltage too low 12 contacts (1.B CFi)Airflow sensor (AFS)or AFS circuit number two, voltage too Idle speed control valve (ISCV) or ISCV clrcult 13 Idle speed stepper motor (ISSM) or ISSM circuit, idlelow contacts (1.8 CFi)Manifoldabsolute pressure (MAP) sensor or MAP sensor 14 Erratic profile ignition pick-up (PIP) signal or clrcuitcircurt, value too low 15 Keep-alive memory (KAM)/read only memory (ROM) (module failure) or KAM/ROM circuitOnygen sensor (0s)1 or OS clrcuit (2.0 DOHC 16V only), 16 Enginetest speed too low 17 ldle speed stepper motor (ISSM) or ISSM circuit, idlelean mixture or failed sensor contacts (1.8 CFi)Oxygen sensor (0.512 (2.0 DOHC 16V only), lean m~xtureor 18 Ignition module operation (IDM)or IDM circuitfailed sensor 19Manifoldabsolute pressure (MAP) sensor or MAP sensor 20 Voltage supply to module 21 4-cylinder identificatior!mode (1.8 CFi)circu~i 22 Coolant temperature sensor (CTS) or CTS cacurtThrottle not sensor FPS) or TPS c~rcuit Manifold absolute pressure (MAP) sensor or MAP sensor\"Blip\" test not performed or late response to message 23 circuit Throttle pot sensor (lPS) or f PS circuitVehicle speed sensor {VSS)or VSS circuit 24 Air temperature sensor (ATS! or ATS circuit 25 Knock sensor (KS) or K S circuitIdle speed control va~Je(ISCV) or ISCV cjrcurt failure, max 27rprn not achieved 28 Cruise control delayedldle speed control valve (ISCV)or ISCV circuit failure, min 29 Cruise control - speed too advancedrpm not achleved 30ldle speed control valve (ISCV)or ISCV circuit 31 Vehicle speed sensor (VSS)or VSS c~rcultEuropean electronic control module (ECM) fittedAir conditioning (AC) \"on\", turn A/C off and repeat SD test 32 Marker code - ident~fiesECM for 6-cylinder enginesAutomatic Iransmission: Vehicle in \"D\" durlrrg SD test - 33 Electronic pressure transducer {EPT) or EPT circuit, voltage 34select \"Nuor \"P\" and repeat SD test too lowOctane adlust (OA)wire number m e earthed. Disconnect 35 Electronic pressure transducer (EPT) or EPT circu~t,outside specificationsewlce adjust wire and repeat SD test 36 No exhaust gas recirculation (EGR)Octane adjust (OA) w r e number two earthed. Disconnect 37 38 Electronic pressure transducer (EPT)or EPT circu~t,outsidesewice adjust wires and repeat SD testIdle speed adjust wire earthed. Disconnect service adjust 39 spec~f:cationwire and repeat SD test Electronic pressure transducer (EPT) or EPT circuit, vo!tage too highThrotile moved during self-diagnosis (SO)test (priorto code No increase in engine test speed Decrease in engine test speedlo),:epeat SD test Idle speed stepper motor (ISSMIor ISSM circu~t,idlePhasrng of profile ignition pick-up. (PIP) and spark advance contacts (1.8 CR)word (SAW) Torque converter lock-up clutchGO pot or CO pot clrcu~to, utside test limitsStart of service -setmode I-oss of power - cylinder 1 Loss of power - cylinder 2Loss of power - cyllnder 3Loss of power - cylinder 4

FordCode Description Code Description40 Unused 98 Air charge temperature (ACT) sensor or ACT sensor circuit41 Heated exhaust gas oxygen (HEGO) sensor 1 (cylinders 98 Engine coolant temperature (ECT) sensor or ECT sensor 1,2,3)or HEGO sensor circutt, lean mixture circuit 98 Manifold absolute pressure {MAP) sensor or MAP sensor Heated exhaust gas oxygen (HEGO)sensor 1 (cylinders circu# 1,2,3)or HEGO sensor circuit, rich mixture 98 Throttle pot sensor qPS) or TPS c~rcui: 99 Throttle pot sensor (TPS) or TPS c~rcuit ldle s m stepper motor (ISSM) or ISSM circuit, idle contacts EEC IV '*enhancedwt,hree-digit codes ldle speed stepper motor (ISSM) or ISSM circuit, idle Code Description contacts (1.8 CFi) 010 ~e~ara<ar/cornrnancdode. Momentarily press accelerator Unused Cruise control switch operation or circuit fully \ command code. Mornentardy press brake pedal fully Cruise wntrol switch sticking or circuit Cylinder 1 low Crulse control signal or circuit Cylinder 2 low Cylinder 3 low Unused Cylinder 4 low Coolant temperature sensor (CTS) or CTS circuit, voltage Cylinder 5 low too h~gh Power steerlng pressurn switch (PSPS) or PSPS circuit Cylinder 6 low Cylinder 7 low Throttle pot sensor (TPS) or TPS circuit, voltage too high Air temperature sensor (ATS) or ATS circuit Cylinder 8 low Pass cylinder balance test Unused All systems ok (system pass) Air temperature sensor (ATS) or ATS circuit Unused Air temperature sensor (ATS) or ATS circuit Air iemperaturesensor (ATS) or ATS circuit Octane adjusl (OA)) - service loom connector Coolant temperature sensor (CIS)or CTS circuit, normal Injectiondelayedthrough service adjust facility operatingtempsrature not reached Coolant temperature sensor (CTS) or CTS circu~t,normal ldle adjust - service loom connector operatingtemperature not reached Coolant temperaturesen= (CTS) or CTS circu~t,normal Unusd Cwlant temperature sensor (CTS) or CTS circuit, voltage operating temperature not reached too low Throttle pot sensor (TPS) or TPS clrcuit Automatic transmission (AT) shift solenoid 4/3, closed Throttle pot sensor (TPS) or TPS circu~: Throttle pot sensor (TPS)or TPS circuit, voltage too tow Throttle pot seneor (TPS) or TPS circuit Alr temperature sensor (ATS) or ATS c~rcuit,voltage too low Throttle pot sensor (TPS)or TPS circuit Unused Throttle pot sensor VPS) or TPS circuit Unused Mass airflow (MAF) sensor or MAF sensor circuit. No Air condltloning (A/C)swilched on, or automatic change in MAF sensor signal. Repeat SD procedure whist transmission in \"Ow depressing throttle during SD test ldle speed stepper motor (ISSM) or lSSM circuit, idle Oxygen sensor (0s)or OS circurl contacts (1.8 CFI) Shift valve for 312 gear open O~ygensensor (0s)or OS circu~t Unused Oxygen sensor (0s)or OS circuit Oxygen sensor (0s)or OS c~rcuit ldle speed stepper motor {ISSM) or ISSM circuit, idle contacts (1.8 Cfi) Mass airflow (MAF) sensor or MAF circuit Mass airflow (MAFj sensor or MAF circuit Manifoldabsolute pressure (MAP) sensor or MAP sensor Mass aimow (MAF) sensor or MAF circu~t circuit Throttle pot sensor (TPS), no reactiontot& Thronle pot sensw VPS) or TPS circuil, no change in TPS Brake light swltch circuit open whilst depressrngthrottle during SD t e t . Repeat SD procedure Brake light switch shwl-circuit Oxygen sensor (0s)or OS circuit Unused Late response to \"blip throttle\" command code Oxygen sensor (0s)or OS circuit. mixture too lean Unused Oxygen sensor (0s)or OS circuit, mixture too rich Unused Oxygen sensor (0s)or OS circuit Unused Manifoldabsolute pmssure(MAP) sensor or MAP sensor Oxygen sensor (0s)or OS circutt circuit (Transit V6) Oxygen senmr (0s)or OS circuit Secondary air feed valve or circurt (secondary combustion) Oxygen sensor (0s)or OS circuit Heavy duty fan switch Oxygen sensor (0s)or OS circuit Electronic vacuum regulator (EVR)system or EVR circuit Exhaust gas recirculation (EGR) valve or EGR circuit (1.8 CFi) Fuel system or fuel system circuit, mixture too lean CarbDn filter solenoid valve (CFSVj or CFSV circuit Fuel system or fuel system circuit, mixture too rich ldle mixture too lean Unused ldle mixlure too rich f ledric fuel pump Mass airflow (MAF) sensor or MAF sensor circuit Mass airflow (MAF)sensor or MAF sensor c~rcu~t Electrlc fan - if fittad injector or Injector circuit, opening time ( p u b width too long) Solenoid torque converter lock-up clutch injector or injector clrcuit,opening time (pulsew~dthtoo short) Unused Heated exhaust gas oxygen (HEGO) sensor 2 (cylinders Oxygen sensor (0s)or OS circuit, voltage too low 4,5,6o)r HEGO sensor circuit, lean mixture Heated exhaust gas oxygen (HEGO) senmr 2 (cylinders Oxygen sensor (OS), voltage too high 4,5,6) or HEGO sensm, rich mixture ldle mtxture too lean Idle speed stepper motor (ISSM) or ISSM circu~t,idle ldle mixture too lean contacts (1.8 CFi) Throttle pot sensor VPS) or TPS crrcuit

Ford 12.15Description Code --Oxygensensor (0s)or OS circu~tOxygen sensor (0s)or OS ctrcuit 415 Description 416Proille ignition pick-up (PIP) signal or circuit 452 idle speed control valve (ISCV)or lSCV circuitTachometer circuit 51 1 idle speed control valve (ISCV) or lSCV circuitSpark advance word (SAW) signal or SAW circuit 512 Vehicle speed sensor (VSSI or VSS circuitCylinder identification(CID) sensor or CID sensor circuit 513 Read only memory (ROM) fault or ROM c~rcuitElectronrc d~str~butorlesigsn~t~osnystem (EDIS) ignition coil 519 Keep-alive memory (KAM)fault or KAM circuit ECM reference voltageor circuit 521 Power steering prBssureswltch (PSPS)or PSPS clrcuit.Electronic distributorless ignition system (EDISJignition coil PSPS not activated durlng SD test. Check if PSPS fitted, ifor c~rcuit 522 so try SD test agarn. then test PSPS circuitElectronic distrlbutorless ignition system (EDIS) ignition coil 523 Power steeringpressure switch (PSPS) or PSPS circu~t.or circuit 528 PSPS not activatd during SD tesi. Check if PSPS fitted, ifTachometer circuit 536 so try SSD test again, then test PSPS circu~tTachometer circuit Drivdneutral switch or circuitElmtronic distributorless Ignitionsystem (EDIS]module Or 538 Drivdneutral switch orcircu~t Clutch switch error or circuitcircuit 539 Brake ordoff switch or circuit, switch mt activated duringCrank angle serrsor (CAS) or CAS circuit SD tesl. Repeat SD procedureEngine speed sensor or circuit (EEG V) 542 Operator error during self-diaglnosis test, Repeat SDElectronic distributorlessignition system (EDIS) ign~l~oconil 543 procedure 551wlnding 1 or circuit 552 Air conditioning (NC)on dunng SD test. Repeat SDElectronic distributorless ignition system (EDiS)ignition coilwinding 2 or circuit 556 procedure Fuel pump or fuel pump circuitElectronic distributorleSS Ignition system (EOIS) ignition coil 558 Fuel pump or fuel pump circuitwinding 3 m circuit idle speed control valve (ISCV) or ISCV circuitPrimaty c~rcuiot f ignition coil 563 Pulse air circuitElectronic distributorless ign~t~osynstem (EDiS) module or 564 Fuel pump or fuel pump clrcuitcircuit 565 Elecfronic vacuum regulator (EVR) or N R circuitlgndion coil or circurt 566Ignition coil or circu~t 573 High speed electronic drlve fan or clrcu~tlgnition co~!or circuit 574 Electronic drive fan relay/clrcuitlgnitlon coil or circuitElectron~cd~stributorlessign~tlonsystem (EDIS) module or 575 Carbon filter solenoid valve (CFSV) or CFSV circuitcircuit 576 3rd14th gear solenoid automatic transmissionProfileignition pick-up (PIP) or PIP circuit PIP signal 577 Efectronicdrive fan relay/circuitpresent under cranking 612 H ~ g hspeed electronic drive fan or circuitElectronic control module (ECM). incorrect SD data. repeat 613 Fuel pump or fuel pump circuit, or Inertla switch or circuitSD procedure 614 Kickdown switch or circuit. Carry out system testCoil failure 615 Kickdown switch or circuit not activatd during SD lest.Pulse air system or circuit faulty 621 Repeat SD procedurePulse air system or circu~ftaultyPulse air system or circuit faulty 622 4/3 switch failed - automatic transmissionPulse air system or circuit faulty 624 4/3 switch failed - automatic tran$mission Pulse air system or circuit faulty Pulse air system or circuit faulty 625 312 switch fa~led- automatic transmissionElectronic pressure trensducer (EPT) or delta pressure 3/2switch failed - automatic transmissionfeedback electranLC (DPFE) system or circuits 620Electronic pressuretransducer (EPT) or delta prmsure Shift solenold 1 or circuit failurefeedback ekctronic (DPFE) sptern or circuits 629 Shifl solenoid 2 or circult failure Elsctrm~cvacuum regulator {EVR) or EVR circuit Exhaust gas recirculation(EGR) or EGR circult 634 EPC solenoid or circuitElectronic vacuum regulator (EVR) or EVR clrcuitElectronic pressuretransducer (EPT)or EFT circuit 635 EPC solenoid or circu~tOelta pressure feedback electronic (DPFE) system or DPFE 636 MLUS (lock-up solenoid, automatic transmission) or circu~t circuit (alternativecode) 637 Torque convener lock-up clutch salenotd Exhaust pressureto high 638 Drivdnevtral switch or circuit Electron~cpressure transducer (EPT), dnlta pressure 639 Transmission temperature switch or circuit feedback electronic (DPFE)system, or electronic vacuum 645 Transmission temperatwe switch or circuit regulator (EVR) system or c~rcuits 645 Coolant temperature sensor (CTS)or CTS circuit 645 Transmission temperature switch or circuit Coolant temperature sensor (CTSjor CTS circuit 645 Transmission temperature switch or circuit Octane adjuster (OA) or OA circu~t TSS or TSS circult Self-diagnosis tesl. Enginespeed during test too low. 649Check that no inductionleaks are present, then repeat SD 1st gear fatlure 651 2nd gear failure procedure 3,dgear failure Self-diagnosis test. Eng~nespeed during test too high 652 Idle speed control valve (ISCV) or !SCV circuit 653 4th gear failure idle speed control valve (ISCV) or ISCV circuit ElV or circuit (automatic transmission) 658 IEW or circuit (automatictransm~ssion) 998 MLUS (lock-up solenoid - automatic transmission) Transmission control switch not act~vatedduring SD test. Repeat SD procedure Automatic transmissian perfomance/economy switch not activated during SO test Rectify codes following 998 (see Sect~on7, paragraph 70). Coolant temperaturesensor (CTS), Air temperaturesensor (ATS}, airflow sensor (AFS) throttle positlon sensor VPS). Repeat SD procedure

12.16 FordFord EEC Y Code Description Ford EEC V software does not generate faull cooes. Any faults in the 10 Air temperature sensor (ATS)or ATS circuitsystem are displayed on the FCR screen without reference t o a 12 Throttle pot sensor (TPS) or TPS circuitspecific code number. Faults in one or more of the system c~rcuitsor Barometric pressure sensor (BPS) or BPS c~rcuitcomponents will cause a fault to be stored. Broadly speaking. the I4 Heated exhaust gas oxygen (HEGO) sensor or HEGO 15 sensor circud Exhaust gas recirculation (EGR) Valve or EGR circurtc~rcuitsand components checked by EEC V are very sirn~larto those 16 Heated exhaust gas oxygen (HEGO)sensor or HEGOcheckedby EEC IV. 1 j7 sensor circurt CFord Weber /AW Heated exhaust gas oxygen (HEGO)sensor or HEGO -Hcn. sensar c~rcuitCode Description 23 Heatedexhaust gas oxygen (HEGO) sensor or HEGO Inde. TDC sensor or TDC sensor circuit sensor c~rcuif Self11 Distributor phase sensor or circuit 24 Fuel pressure regulator control (FPRC) solenoldor FPRC GI@&12 Phasing speednDC to distributor sensor or circuit circuit Guidt3 Air temperature sensor (ATS) or ATS circuit 25 Carbon filter solenoid valve (CFSV) or CFSV circuit lntrc21 Air temperature sensor (ATS) or ATS circuit22 Knock sensor (KS) or KS circuit (alternativecode) 26 Exhaust gas recirculat~on(EGR) valve or EGR circuit In22 Coolani temperaturesensor (CTS) or CTS circuit 28 Exhaust gas recirculation(EGR) valve or EGR circuit23 Coolani temperature sensor (CTS) or CTS circuit 29 Idle speed control valve (ISCV) or ISCV circuit -31 Heated exhaust gas oxygen (HEGO)sensor or tiEGO 34 Variable resonance induction system (VRIS) or VRtS circuit31 sensor circuit (alternativecode) Variable resonance inductton system (VRIS) or VRlS circuit Mc Manifoldabsolute pressure (MAP) sensor or MAP sensor 41 Low cooling fan relay or circuit32 46 ACC 67 circu~t Acc F o d Maverick (NTssan ECCS) Acc33 Manifold absolute pressure (MAP) sensor or MAP sensor Ai-c Ac* circuit Code Description Ac*33 Throttle pot sensor (TPS) or TPS circuit (ahernative code) I1 RPM sensor ACCFord Pmbe (Mazda EGO 12 Mass alMow (MAF) sensor circuit AC*Code Description 13 Coolant lernperature sensor (CTS) or CTS circuit Ac.02 Crank angle sensor (GAS) w GAS circuit 21 Ignition signal or circuit03 34 Knock sensor (KS) or KS circuit ..rn.;- - Cyllnder identificationsensor (CID) or CID circuit 41 Air temperature sensor (ATS)or ATS circuit h-04 Crank angle sensor (CAS) or CAS circutl 42 Fuel temperature sensor (FTS) or FTS circuit r05 Knock sensor (KS) or KS circuit 43 Throttle pot sensor (TPS) or TPS crrcuit08 Airflow sensor (AFS)or AFS circuit 54 Automatic transmission (AT), signal lost09 Coolant temperature sensor (CTS) or CTS crrcuit 55 No faults found

ChapterI HondaI ContentsI, Index of vehlcles Retrieving fault codes without a fault code reader (FCR) -&If-Diagnosis flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Clearing fault codes without .a...f.a..u..l.t..c..o..d..e...r.e..a..d..e..r..(.F..C...R...).................................. 4 .Self-Diagnosis connector location .. . . . .. . .. . . . . . . .. . . . .. . . . . 2Guide to test 6Introduction procedures . . 1 Self-Diagnosiswith afault code reader (FCR) . . . . .. . . . . . .. . .. . 5 FauR code table ............: Index of vehicles Model Engine code Year System 1995 to 1997 Honda PGM-Fi' Accord 1.8i F18A3 1985 to 1989 Honda PGM-Fi A2 1987 to 1989 Honda PGM-Fi! Accord EFi A4 SOHC 820 1989 to 1992 Honda PGM-Fi Accord 2.0i-16 A2 DOHC 16V F20A4 1992 to 1996 Honda PGM-Fii Accord 2.0i SOHC 16V & cat F20A5 Honda PGM-FiI. Accord 2.0i F20A8 SOHC & cat F20A7 1992 to 1996 Honda PGM-Fi F22A3/A7/A8 1989 to 1996 Honda PGM-Fi Accord 2.0i Coupe SOHC cat F2222 1996 to 1997 Honda PGM-Fir Accord 2.21 SOHC 16V cat H23A2 1993 to 1996 Honda PGM-Fi A20 1985 to 1989 Honda PGM-Fi Accord 2.21 F22A3/A7/A8 1989 to 1996 Honda PGM-Fi Accord 2.3i DOHC 16V cat EW3 7986 to 1989 Honda PGM-Fi Awodeck EFi A4 SOHC EW3 t984 to 1987 Honda PGM-Fi Awodeck 2.2i SOHC 16V cat EW3 1984 to 1987 Honda PGM-Fi Ballade EXi SOHC 3W D l4A2 1995 to 1997 Honda PGM-Fi, Civic CRX Dl4 M 1996 to 1997 Honda PGM-Fi Civic GT D15Z1 1991 to 1995 Honda PGM-Fi Civic 1.4i 5-door Dt 5B2 1991 to 1995 Honda PGM-Fi Civic 1.4i 3-door D15B2 1991 to 1995 Honda PGM-Fi Civic 1.5 VEI SOHC 16V VTEC cat Honda PGM-Fi Civic 1.5 LSi SOHC 16V D15Z3 1995 to 1997 Honda PGM-Fi- Civic Coupe SOHC 16V cat 1996 to 1997 Honda PGM-Fi Civic 1.5i VTEC-E SOHC 16V D l526 1987 to 1992 Honda PGM-Fi Civic 1.513- & 4-door 1987 to 1992 Honda PGM-Fi Civic 1.6i-16DOHC 16V D l6A9 1990 to 1991 Honda PGM-Fi CRX 1.6i-16DOHC 16V D l6A9 1990 to 1991 Honda PGM-Fi Civic 1.6 VT DOHC 16V VTEC cat B16A1 1991 to 1997 Honda PGM-Fi CRX 1.6 VT DOHC 16V VTEC cat B16A1 1991 to 1996 Honda PGM-Fi D l626 1991 to 1995 Honda PGM-Fi Civic t .6 ESi SOHC 16V VTEC cat D l626 1991 to 1995 Honda PGM-Fi B16A2 1995 to 1997 Honda PGM-Fi CRX 1.6 ESi SOHC 16V VTEC cat B16A2 1995 to 1997 Honda PGM-Fi Civic 1.6 VTi DOHC 16V VTEC cat D l6Y3 Honda PGM-Fi CRX 1.6 VFi DOHC 16V VTEC cat D16Y2 1996 to 1997 Honda PGM-Fi Civic 1.6i SOHC 16V D16Y7 1896 to 1997 Honda PGM-Fi D16Y8 1991 to 1995 Honda PGM-Fi CIVIC1.6i VTEC SOHC 16V D l5B2 1889 to 1991 Honda PGM-Fi Civic 1.6i Coupe D l6A9 1989 to 1991 Honda PGM-Fi Civic 1.6i VTEC Coupe D l6Z4 1992 to 1995 Honda PGM-Fi Concerto 1.5i SOHC 16V cat D l6Z2 1992 to 1995 Honda PGM-Fi Concerto 1.6 DOHC 16V D l6A8 1986 to 1990 Honda PGM-Fi Concerto 1.6 DOHC 16V auto Dl6 1986 to 1988 Honda PGM-Fi Concerto 1.6i SOHC 16V cat C25A2 1988 to 1991 Concerto 1.6i DOHC 16V cat C27A2 1990 to 1991 lntegra EX 16 A2 DOHC 16V C27At 1992 to I 997 Legend C32A2 Legend 2.7 and Coupe SOHC Legend 2.7 SOHC cat Legend 3.2 SOHC 24V cat

13.2 Honda Engine code Year SystemModel C30A 1991 to 1997 Honda PGM-FiNSX DOHC 24V VTEC cat 1985 to 1987 Honda PGM-FiPrelude Fi BZOAl 1987 to 1992 Honda PGM-FiPrelude 4WS 2.0i-16 DOHC 16V B2OA7 1987 to 1992 Honda PGM-FiPrelude 4WS 2.0i-16 DOHC cat 1992 to 1997 Honda PGM-FiPrelude2.0i 16V SOHC cat BZOAQ 1994 lo 1997 Honda PGM-FiPrelude 2.2i VTEC DOHC 16V F20A4 1992 to 1997 Honda PGM-FiPrelude 2.3i 16V DOHC 16V cat H22A2 1988 to 1990 Honda PGM-FiShuttle 1.61SWD SOHC 16V H23A2 1995 to 1997 Honda PGM-FiShuttle 2.2i Dl 6A7 F22BBSelf-Diannosis I have been identified (not all faults wtll initlate englne IS running, this indicates that a fault in ' I the system has been identified. If a fault 1s . LOS),the ECM will implement LOS and refer indicated, bridging the terminals in the SD connector triggers the SD procedure as to a programmed default value rather than the sensor signal. This enables the vehicle to be described later. safely driven to a workshop/garage for repair The engine management system fitted to or testlng. Once the fault has cleared, the 2 Self-Diagnosis connectorHonda vehicles is Honda PGM-Fi, which ECM will revert to normal operation. ' locationcontrols the primary ignition, fuel injection andidle funct~onsfrom within the same control Adaptive or learning capability Note: It is not always pmrble to ptnpotnt themodule. changeover date from LED to SD connector to Honda systems also util~sean adaptive the Honda range. However, r f the ECM isSelf-Diagnosis (SDJfunction function thal will mod~fy the basic equipped with an LED and a SD connector is programmed values for most effective not fitted, the vehicle belongs to the first The ECM has a self-test capability that operation during normal runnlng, and with dueconttnually examines the signals from certain regard to englne wear. group. The vehlcle belongs to the secondsng~nesensors and actuators, and thencompares each signal to a table of Self-Diagnosis (SD) warning Iight group r f the vehrcle is equipped with a SDprogrammed values. If the diagnostic software connector and an LED is not frtted to the ECM.determines that a fault is present, the ECM Generally, the majority of Honda modelsstores one or more fault codes. Codes will not before 1992 were equipped with an SD Models up to 1992be stored about components for wh~cha code warning light located within the instrumentis not available, or for conditions not covered panel and a red LED mounted on the ECM The ECM IS either located under the drlver'sby the diagnostic software. In modelsmanufacturedbefore 1992, the control module (see illustration 13.1). The Legend 2.5i and seal or fl'i?edto the passenger's side footwell,generates 2-digit fault codes for display on an 2.7i were fitted with both a red and a yellow under the carpet and under a metal coverLED set into the ECM casing. In models LED, the yellow LED being for rpm adjustment (see illustration 13.2). Self-diagnosis ismanufactured after 1992, the conlrol module only (these models were not fitted with a SD conducted b y observing the behaviour of angenerates 2-digit fault mdes for d~splayon an connector). Once the ignition has been LED, which is mounted in the ECM. An SDSD warning light on the lacla panel. Fault code switched on, the SD light illuminates as a bulbretrieval by FCR is not poss~bleon vehicles check, and after a few seconds extinguishes. connector is not titted to these vehicles.equipped with Honda PGM-FI. If the SD warning light comes on at any time Models after 1992Limited operating strategy (LOSJ when the englne IS running, this indicates that a fault in the system has been ident~fied.The The SD connector is located under the fac~a Honda systems featured in this Chapter LED mounled IV the ECM w~lfllash to display on the passenger's side (see illustrationutil~seLOS (a tunct~onthat is commonly called a fault code, whlle the SD warnlng light will 13.3). An LED is not f ~ t t e dto the ECM on remain illum~natedw~thoutflashing. When the these vehicles.the \"limp-ho-meniode\"). Once certain faults ignition is sw~lchedOH, both the SO warning light and LED will exl~ngulsh. When the 13.2 ECM located under the passenger's 13.1 Location of LED set into the ECM ignition is sw~tchedon agaln, the SD warning side carp&, under a metal cover (eitherjust a red, or a red and a yellow) light will only illumlnale 11 the fault IS still present and Ihe LED w ~ lrlesume flash~ngthe A Metal cover B Hole to view LED fault code. Th~scode will be stored in memory until cleared by following the procedure described later. From approximately 1992 onwards, the maiority of Honda vehicles are equipped with an SD connector and SD warning light, while the LED(s) mounted on the ECM are no longer fitted. Once the ignition has been turned on, the SO light illuminates as a bulb check, and after a few seconds extinguishes. If the SD warning light comes on at any time when the

Honda 13.3 Ia ' 13.3 Honda SD connector (1992 onwards) II A Locationof SD 8 Terminals in SD 13.4 Fusebox located in the engine cornparhnent connector connector bridged Location o fback-up fuse!3 Retrievingfault oodes > , , Honda models after 1992 13 When all codes have been transmitted, la [SD connector) the warning light will pause and then repeatt - without or fa& code reader ', the sequence. 7 Switch on the ~gnition. 14 Turn off the ignition and remove thef (FCR]-fla~hc&e~ 8 Use a jumper lead to brtdge the two jumper lead to end fault ccde retrieval. temlnals in the SD connector.Note: During the course of certain rest Preferred methodprocedures, it rs possible for additional fault A Warning: A 3-pin -servicecodes to be generated. Care must be taken check\" connector is positioned 1 Removing a fuse from the fusebox for morehat any codes generated during test routines aaacent to the SD connector in than 10 seconds will clear the fault codes. The some models. This connector appropriatefuse is given below.do not mislead diagnosis. All codes musf must not be bridged in an attempt to Accord 2.0i (1990-on)2.2i, 2.3i,cleared once testing is complete. mirieve fault codes. 9 The codes are d~splayedon the SD warning Prelude 2-04 2.24 2.3i, Civic and CRXHonda models before 1992 2 Remove the (ECM) back-up fuse (7.5 amp)&ED on ECMJ light In the instrument panel. The flash~ngof (seelllustratlon 13.4). Ihe light indicates Ihe 2-d~giftault codes as Civic DX, Bali, Ballade, Integra,Note: Record the fault codes from the red Concerto. Accord 2.0i (1986-89)LED only. The yellow LED, where fitted, is lor follows: 3 Remove the hazard fuse (see illustratbnrpm adjustmentchecks only.1 Switch on the ign~t~on. a) The two digits are indicated by two series 13.5).2 Observe the red LED rnounled In the ECM of #@shes.caslng (refer to Illustration 13.1). 13.5 Fusebox located in the engine a) The flashes are transmttted as a straight b) The irrst senes of flashes mdrcates the compartment multrples of ten. the second ser~esof count - eg. 15 flashes tndicates code 75. Location of hazard fuse flashes mdrcates the single units. b) The LED will pause for two seconds between codes before trensmttt~ngthe c) 2-sw-vnd flashes sepamted by short intervals indicates fault codes m tens, I - next code. c) When all codes have been I r a n s m r ~ M , second flashes separatedby short the LED wiN pause far two seconds and tntervals indicaies fault codes m unrts. then repeat the sequence. d) A short pause separates the tmnsrnrssronS Count Ihe number of flashes, and recordeach code as ~t1s Iransm~ttedRefer to the ofeach indivrdualcode. e) Code number \"12\"is ~ndrcatedby one 2-table at the end ot the Chapter to determinethe meanlng of Ihe fault code. second flash followed by a shod @use,4 If the number of flashes ~ndrcatesa number then two flashes of 1 second separatedfor whlch there is no code, the ECM is by shon pauses.suspect Recheck several tlmes, and then I) Code number \"8 \" is indicated by eght I -check the earth and supply voltages to the second flashes.ECM before flttlnq a replacement. 10 Count the number of flashes, and record6 When the ~gnltlonIS switched off, the LEDwill extlngu~shHowever, the LEO will rasums each code as ~t1s transrn~ttedRefer to theflashlng once the ign~tionhas been switched table at the end of the Chapter to determineon again. the meaning of the fault code.6 If the fault@.) have been correct&, the LEDwlll contlnue to flash until the ECM memory IS 11 If the number of flashes indicates acleared. The method is detalled below. number tor whlch there IS no code, the ECM is suspect. Recheck the code output several times, and then check the earth and supply voltages before fating a replacement ECM. 12 After the first code is transmitted, the warnlng light w~lpl ause and then transmlt the next ccde.

13.4 Honda Alternative method Codes stored 1 5 Turn off the ignition and disconnect the 2 If one or more fault codes are gathered, In@? battery negative terminal for a period of approximately 2 minutes. ~refer to the fault code table at the end of Self 6 Re-connect the battery negative terminal. I?c: Note: The firsf drawback to this method is that Chapter to determine the~rneanjng. Guir battery disconnection will re-initialise aN ECM 3 If several codes are gathered, look fora Inirt adaptive values. Re-learning the appropriate adaptive values requires starting the engine common factor such as a defect~veeanh - from cold, and driving at various engine speeds for approximately 20 to 30 minutes. return or supply. M. The engine should also be allowed to idle for 4 Refer to the component test procedureskl approximately 10 minutes. The second Chapter 4, where you will find a meansol drawback is that the radio security codes, clock setting and other stored values will be testing the majority of components and initialised, and these must be re-entered once the battery has been reconnected. Where circuits found in the modern EMS. possible, codes should be cleared by 5 Once the fault has been repaired, clear ths removing the correct fuse. codes and run the engine under various conditions to determine ~fthe problem has ' 5 , w-Diegiosiq with efautt cleared. 6 Check the ECM for fault codes once more, code wader PCRt Repeat the above procedures where codes are still being stored. 7 Refer to Chapter 3 for more information on how to effectively test the EMS. No codes stored [13,8 Fusebox located In the engine Serial communication facilities are not 8 Where a running problem IS experienced, provided in vehicles equipped with Honda but no codes are stored, the fault is outs~deof compartment PGM-Fi, and it is therefore not possible to retrieve fault codes with the aid of an FCR. the parameters designed into the SD system. Location of alternator fuse Refer t o Chapter 3 for more informationon 6 Quideto bst procedwe~ how to effectively test the engine management system.Legend 2.5i and 2.7i bee 1 Manually gather codes as described in 9 If the problem points to a specific component, refer to the test procedures in Remove the alternator fuse Section 3. Chapter 4, where you will find a means olillustration 13.8). testing the majority of components and circuits found in the modern EMS.Fault code tableHonda PGM-Fi Code Description 14Code Description 15 Idle speed control valve (ISCVj or ISCV circuit0 Electronic control module (ECM) or ECM circuit 16 17 Ignition output signal1 Oxygen sensor (0s)or OS circuit (except D16A9 engine) 18 Fuel injector or fuel injector circuit (Dl582 engine)3 19 Vehicle speed sensor (VSS) or VSS circu~t Manifold absolute pressure (MAP) sensor or MAP sensor 20 Ignitiontiming Automatic transmission lock-up control solenoid valve NB circuit 21 Electronic load detector (ELD) or EL0 c ~ r c u ~ t Manifold absolute pressure (MAP) sensor or MAP sensor 22 Spool solenoid valve or spool solenoid circuit 30 circu~t 31 Valve timing oil pressure switch Crank angle sensor (GAS)or CAS circuit 41 Coolant temperature sensor (CTS) or CTS circurt Automatic transmission fuel injection signal A Throttle pot sensor VPS) or TPS circuit Automatic transmission fuel injection signal I3 Top dead centre (TDC) position sensor or TDC sensor circuit Oxygen sensor (0s)heater or OS circuit (D16Z6, 01627, No. 1 cylinder pos~tion(ClD sensor) Air temperature sensor (ATS) or ATS circuit 516A2 engine) CO pot or CO pot circuit h e a r firflow (WF) sensor heater or L4F sensor circuit (D15ZI engine) Exhaust gas recirculation (EGR)system or EGR circuit Fuel supply system or circuit (D16Z6, 01627, 81622 engine) Linear airflow (LAF) sensor or LAF sensor circuit (I31521 Atmospheric pressure sensor (APS) or APS circuit englne

Chapter 14HyundaiContentsmdex of vehicles Retrieving codes without a tault code reader (FCR) -Self-Diagnosis flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Self-DiagnosisconneMor location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Clear~ngfault codes without a fault code reader (FCR) . . . . . . . . . 4 Self-D~agnosiswith a fault code reader (FCR) . . . . . . . . . . . . . . . . . 5Gu~deto tsst procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6lntroduct~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fault code tablesIndex of vehicles Engine code Year System 14 1995 to 1997 Hyundai MPiModel G4GR 1995 to 1997 Hyundai MPi G4GM 1996 to 1997Accent 1.3i SOHC G4GF 1996 to 1997 Hyundai MPiAccent 1.5i SOHC 4G1S/G4J 1996 to 1997 Hyundai MPICoupe 1.6 DOHC 16V 4G61 1993 to 1995 Hyunda~MPiCoupe 1.B DCHC 16V Hyundai MPiCoupe 2.0 DOHC 16V G4G R 199' to 1995 Hyundai MPilanlra 1.Si SOHC cat 4G6 7 1996 to 1997 Hyundai MPiLantra 1.6i DOHC cat G4GM 1992 to 1995 Hyundai MPitantra 1.6 DOHC 16V 4G151G4.l 1996 to 1997 Hyundai MPilantra 1.8i DOHC cat 1990 to 1994 Hyundai MPiLantra 1.8 DOHC 16V 4G151G4J 1990 to 1992 Hyundai MPiPony X2 1.5iSOHC cat Alpha 1992 to 1996 Bosch Motronic M2.10 1S Coupe 1.51SOHC cat Alpha 1992to 1996 Bosch Motronic M2.7S Coupe 1.51SOHC 1989 to 1992 Hyundal MPiS Coupe 1 51turbo SOHC 4G62 1989 to 1992 Hyundai MPiSonala 1.8 SOHC 4G63 1992 to 1997 Hyundai MPi5anata 2.0SOHC 1989 to 1992 Hyundai MPiSonata 2.0 16V DOHC 4G64 1994 to 1997 Hyundai MPiSonata 2.4 SOHCSonata 3.0i SOHC V6Self-DiagnosisThe engine management systems f~ttedto fault codes. Codes will not be stored about sensor signal. This enables the vehicle to be components for which a code ts not available, safely driven to a workshopfgarage for repairversions v2e.7h.ic2le.1s0.I1qclaudned H'Oysucnhdai MPI. All or for conditions not ccvered by the or testing. Once the fault has cleared, the diagnostic software. ECM w ~ lrlevert to normal operation.Hyundaei ngine management 'ystems In Hyundai MPi, the ECM generates 2-digit Or learning capabi'iwpri'naQ' ignltlonf and idle fault codas for refr~evabl oth by FCR and by manual means as flash codes. In Bosch Hyundal systems also utilise an adsplivefwrct~onsfrom within the same ECM. Motronic M2.7 and M2.10.1, 4-dlg1t flash function that will modify the basic codes are generated for retrieval by manual programmed values for most effectiveSelf-Diagnosis (SbJfunction means, and 2 or 3-digit codes are generaled operation during normal running,and with due for retrieval by an FCR. Refer to the fault code regard to engine wear. Each EcM has a self-test capability that tables at the end of this Chapler.contlnuall~examines the signals from certain Self-Diagnosis (SD) warning Iightengine sensors and actuators, and compares Limifed operating strategy (LOSJeach signal l o a table of programmed values. Many Hyundai vehicles are equipped w~thaIf the d~agnost~scoftware deterrn~nesthat a Hyundai systems featured in this Chapter facia-mounted SD warning light located wllhlnfaull IS present, the ECM stores one or more u t ~ l ~ sLQeS (a function that 1s commonly called the instrument panel. If the light illuminates at the \"limp-home mode\"). Once certain faults any time during a period ot engine runnlng, have been identified (not all faults will initiate the ECM has d~agnosedpresenceof a system LOS), the ECM will implernenl LOS and refer fault. The warning light can also be triggered to a programmed default value ralher than the (some systems) to transmit flash codes.

14-2 Hyundai14.1 Location of 80 connector in fusebox II 14.2 Analogue voltmeter attached to SD connector terminals A and 6 ' that any codes genemted during test routines transmitting codes in tens, and a shorterAll Hyundai models do not mislead diagnosis. All codes must be spell ofdeflection for units. ifno faultsare found, the meter will indicate regular cleared once testing is complete. onloff pulses. Hyundai MPi without SD warning light (voltmeter method) 4 Caunt the number of w e e p s in each s e r i ~ , 1 Attach an analogue voltmeter between the and record each code as it is transmitted. Refer to the tables at the end of the Chapter The Hyundai SD connector IS in the fusebox A and B terminals in the SD connector (see to determine the meaning of the fault code.on the driver's left or righl-hand (driver's) side illustration 14.2). 5 Turn off the ignition and remove theand under the facia (see Illustrations 14.1 2 Switch on the ignition. voltmeter to end fault code retrieval. 3 If the ECM has stored one or more faultand 14.2). The SD connector IS provided for Hyundai MPiboth flash code and FCR retrieval purposes. codes, the voltmeter needle will begin to without SD warning light (LED test light method) S W&tkgcodeawfthwta sweep between a higher and tower level. If no Lutr&tsader(FCR)- codes are stored, the needle will remain level. 8 Attach an LED diode test light between the flash codes The voltmeter sweeps may be interpreted as A and B terminals in the SD connector (see illustration 14.3).Note: During the course of cerfarn test follows: 7 Switch on the ignitionprocedures, ri is possrble for addltronal fault a) The first series of swings indicates the 8 After approximately 3 seconds, the codescodes to be generated. Care must be taken are displayed as 2-digit flash codes on the rnu/fiplesof ten, the second ~ 8 h o8f ~ swings rndrcates the single units. -LED as follows: bJ The voltmeter needle will move for a a) The two digits are indicated bv two series longer period of deflection when o f flashes. b) The first series o fflashes indicates the multiples o ften. the second series o f flashes indicates the s~ngleunits. c) Tens am indicated by 1.5-second flashes $yyJ\F separated by 0.5-secondpauses. Units are md~catedby 0.5-second flashes separated by 0.5-second pauses. d) A 2-second pause separates the tens 14.3 LED diode llgM attached to from the units. el Code \"42\"is tndicated by four 1.5-second flashes,a 2-second pause, followed by two 0.5-second flashes. 9 Count the number of flashes in each series, K ~ F -DIAGNOSTIC and record each code as it is transmitted. Refer to the tables at the end of the Chapter CONNECTOR to determ~nethe meaning of the fault code. 10 The codes will be displayed sequentially, and repeated after a 3-second pause. 11 Transmission of eight on/off pulses of 0.5 seconds, repeated after a pause of 3 seconds, indicatesthat no faults are stored. 12 Turn off the ignition and remove the test tight to end fault code retrieval.

Hyundai 14*3 2? Gount the number of flashes In each series. and record the code. Refer to the tables'at the end of the chapter to determine the rneaning of the fault code. 22 The code wilt be constantly repeated until the jumper lead IS used to bridge the A and 8 terminals in the SD connector once more. Remove the jumper lead after approx~mately2 to 3 seconds, and the next fault code will be drsplayed. 23 Continue this procedure until all stored codes have been displayed. End of code transmission will be indicated on the SD warning light by code \"3333\". L 24 Turn off the ignition and remove theI-I.jumper le.ad to end fault code retrieval.14.4 Hyundai MPi: Jwnwr lead attached 14.5 Bosch Moiranic: Jumper lead attachedto SD connector tumlnals A and Bto SD connector terminals A and B 4 Ckerihg fault cod& *but a fault cod&reader (feh)A Earlh 8 SD Term~na8l A Eedh - 6 S D Terminal B C Jumper lead teminal A C Jumper lead - terminal A Hyundai MPi Hyundai MPi methods described almve untll code '3333\" is with SD warning light 1 Turn off the ignition and disconnect the transmitted. 13 Switch on the ~gnitibn. battery negative terminal for a ,period of 14 Use a jumper lead to br~dgethe A and B approximately 15 seconds. 4 the jumper lead to bridge the A and B terminals in the SD connector (see 2 Reconnect the battery negatlveterminal. terminals in the SD mnnector for 10 -on&,, Note: The first drawback to this method is that Hlustration 14.4) battery disconnection wi/l re-~nitialiseaN ECM and the codes wi!l be cleared.I 15 Atler approximately 3 secorids, the codes adaptive values. Re-learntg the appropriate adaptive values requires starting the engine Note: During the course of certain test are displayed as 2-digit flash codes on the SD from cold, and driving at various engine speeds proc8dures. it rs pvss~blefor additional fault for approxin~ately20 to 30 minutes. The engine warning l~ghtIn the same way as for a codes to be generated. Care must be taken shouldalso be atlowed to idle forapproxrrnately warate LED (see paragraphs 8 lo 11 above). 10 minutes. The second drawback is that the that any codes generated during test routines radio security codes, clock selting and other do not mslead dragnosis. 16 Turn off the ignition and remove the stored values will be mrtialised. and these must )urnper lead to end fault code retrieval. A// Hyundai models be re-entered once !he battery has been Bosch Motronic M2.7 and 2.10.1 1 Connect an FCR to the SD connector, and reconnected. Where possrble, an FCR should use the FCR for the following purposes, in Mote: 4-digit flash codes retrieved manually be used forcode clearing. strict compliance with the FCR manufacturer's may be different to those codes displayed instructions (seeillustration 14.8): wrlh Ihe a ~ dof an FCR. Refer to the fault code Bosch Motmnic 2.10.7 and M2.7 tables at the end of this Chapter, in the cotuumn headed \"Flashcode\". 3 Retr~evecodes from the ECM by the 17 Switch on the ignition. - 18 Use a jumper lead to br~dgethe A and B terminals in the SD Connector (see 14.6 FCR attached to SD connector Illustration 14.5). A SD connector 19Remove the jumper lead after approxjmately2 to 3 seconds. /B The slave battery provides supply voltage /or the FCR 20 The warning l~ghwt ill begin to flash the 4 - dlglt tault codes as follows: el The four digrfsare indicated by four series of flashes. bJ Tho first series of flashes tndicates the first digit, the second senes of flashes indicates the second digit, and so on until all 4 dtgdts have been flashed. c) Each series consists of a number of I - or 2-secondflashes, separated by short pauses (0.5 seconds). Each integer (whole number) in the range 1 to 9 is represented by a number of 7.5-second flashes. dJ A 2.5-second pause separates each series of flashes. e) The code number \" 1233\" rs indicated by a 1.5-second flash, a 0.5-secondpause, two 1.5-secondflashes, a 0.5-second pause. three 1 . &second flashes. a 0.5- second pause and three 1.5-second flashes. After a 2.5-second pause. the code will be repeated.

14*4 Hyundai a) Retrieving fault codes. codes, or manually gather codes as described 6 Check the ECM for fault codes once mom b) Clearing fault codes. in Sections 3 or 5.2 The FCR may be able to display both 4- Repeat the above procedures where codesdigit flash codes and/or 2-digit fault codes. Codes storedRefer to the fault code tables at the end of this are still being stored.Chapter, in the column headed \"Flashcode\" 2 If one or more fault codes are gathered,or \"FCR code\" as appropriate. refer to the fault code tables at the end of this 7 Refer to Chapter 3 for more informationpn3 Codes must always be cleared after Chapter to determine their meaning.component testing, or after repairs involving 3 )f several codes are gathered, look for a how to effectively test the EMS.the removal or replacement of an EMS common factor such as a defective earthcomponent. return or supply. No codes stomd k 4 Refer to the component test procedures in1 Use an FCR to interrogatethe ECM for fault Chapter 4, where you will flnd a means of 8 Where a running problem is experiend, .- . testing the majority of components and but no codes are stored, the fault is outsidad circuits found in the modern EMS. the parameters designed into the SD system. LE.i- 5 Once the fault has been repaired, clear the Refer to Chapter 3 for more informationon codes and run the engine under various how to effectively test the engin Pdi conditions to determine if the problem has management system. cleared. 9 If the problem points to a specle W.. component, refer to the test procedures in Chapter 4, where you will find a meansol C::?: testing the majority of components and GI.:: circuits found in the modern EMS. Lriii-Fault code tablesHyundal MPi Flash FCR Description codeFtasW Description CMie 05 Carbon filter solenoid valve (CFSV) or CFSV cirailFCR oode Battety voltage supply to electronic control 3135 37 module (ECM) or circuit11 Oxygen sensor (0s)or OS circuit 3137 Coolant temperaturesensor (CTS) or CTS circul Air conditioning (A/C)12 Airflow sensor (AFS)or circuit Boost pressure signal or circuit (Motronic 2.7)13 Air temperature sensor (ATS)or ATS circuit Manifold absolute pressure (MAP) sensor or MAP14 Throttle position sensor (TPS) or circuit sensor circuit15 Motor position sensor Throttle pot sensor VPS) or TPS circuit Crank angle sensor (CAS) or CAS circuit21 Coolant temperature sensor (CTS) or CTS circuit Knock sensor (KS) or KS circuit Camshaft position sensor (CMP) or CMP circuit22 Crank angle sensor (GAS) or circuit Knock sensor (KS) or KS circuit (Motronic2.10.1)23 Cylinder number one top dead centre (TDC) sensor or Electronic control module (ECM) (Motronic 2.n Camshaft position sensor (CMP) or CMP circuit TDC sensor circuit Cylinder identification(CID) sensor or CID sensor24 Vehicle speed sensor (VSS) or VSS circuit circuit25 Atmospheric pressure sensor (APS) or APS circuit Electronic control module (ECM.) (.Motronic 2.7)41 Injector or circuit Knock sensor (KS)or KS circuit42 Fuel pump or circuit Injector N u m b r 2 or injector circuit43 No faults found in the ECM. Proceed wlth normal lnjector Number 4 or injector circuit Electroniccontrol module (ECM) or ECM circuit diagnostic methods (Motronic 2.10.1)44 Ignition coil Electroniccontrol module (ECM) or ECM circuit (Motronic 2.10.1)59 Rear oxygen sensor (0s)or OS circuit Electroniccontrol module (ECM) or ECM circuit (Motronic 2.10.1)Bosch Motmnic 2.7 and 2.10. I End of fault code output Fuel pump or fuel pump circuit (Motronic2.10.1)Flash FCR Dewriptioncode code Oxygen sensor (0s)or OS circuit (Motronic1121 36 Electronic control module (ECM) or ECM circuit (Motronic2.7) 2.10.1)1122 - Ele.ctronic control module (ECM) Airffuel control fault (Motronic 2.7)1233 - Eleztronic control module (ECM), read only memory (ROM) failure Oxygen sensor (0s)or OS circuit1234 - Electronic control module (ECM), random access Oxygen sensor (0s)or OS circuit memoty (RAM) failure Oxygen sensor (0s)or OS circuit2121 - Manifold absolute pressure (MAP) sensor or MAP sensor circult Electroniccontrol module (ECM)2721 21 Turbo wastegate solenoid valve or circuit Manifold absolute pressure (MAP) sensor or MAP (Motronic 2.7) sensor circuit2222 - Start of fault code output Boost pressure signal or circuit (Motronic 2.7)3112 Injector Number 1 or injector circuit No faults found in the ECM. Proceed with normal3114 17 Idle speed control valve (ISCV) or ISCV circuit diagnostic methods3116 04 Injector Number 3 or injector circuit3117 16 Vane airflow sensor (AFS) or AFS circuit I3121 07 Manifold absolute pressure (MAP) sensor or MAP 49 sensor circuit {Motronic 2.7)3122 Idle speed control valve (ISCV) or ISCV circuit3128 22 28 Oxygen sensor (0s)or OS circuit

.-15.2 lsuzu I 1 Turning off the ignition and disconnecting component testing, or attw repairs i the connactors or jumper lead will end fault the removal of an EMS component. code retrieval. ,,, ,, , , id;,~ ~,,,,\",,+,,,,,> * ~ n' - s ,, , , ,: , ,,, ., ,, , , ,,\",, ,; ,; , ,,,,>,\" ,, ,,,< ,,,, , I, ,,>,,, I,,,, ' , ,, < ,,,\",A, ,,,\" . ,, , <,,, ^ ,, , , <, , , ,> , , .A, ,,,\", , ,,,,,,,, .,,\",,, ,, ,, ,,, ,,;A , , ;,;+,<,<:,<:;<:, 1 Use and FCR to interrogate the E fault codes, or manually gather co ,A< described in Sections3 or 5. Piaaa Turbo models15.3 Locationof SD connector for Trooper 1 Turn off the ignition and remove fuse 4 Codes stored #re seH-testby Imated the junction 'Ox. 2 If one or more fault codes are galnerd, the terminals Note: The drawback to Ihts m m o d Is that the refer to the fault code t a b l ~at the end of thb Chapter to determine their meaning.b, The Of mdicatesthe radio secunty codes, clock setting and other 3 If several codes are gathered, lo stored values will be initialised. and these must be re-entered once the fuse is refitted. common factor such as a defective earthmultiples of ten, the second series of Where possible, an FCR should be used for return or supply. code clearing. 4 Refer to the component test procedures in flashes indicates the single units. Chapter 4, where you will find a rneaas ofc) Tens and units are tndicated by 0.4-second testing the majority of components and circuits found in the modern EMS.flashes, separated by a s h o p~ause. Trooper models 5 Once the fault has been repaired, clearthe codes and run the engine under variousd, Apause seconds separates tens 2 rum off the ignition and remove fuse 13 conditions to determine if the problem has and units. from the fusebox. Fuse 4 may be removed cleared. 6 Check the ECM for f a u l codes once rn~o.e) A 3.2-second pause separates the instead, but removing fuse 13 obviates the Repeat the above procedures where codestransmission o feach indivjdual code. need to reset the radio and clock. are stdl being stored.f ) Code number \"72' is rndicated by one ,> ,l+v,,I ...li...llP .Y:+:. ' ,,,,, ,+, + ,- 7 Refer to Chapter 3 for more informationon 0.4-second flash. Iollowed by a 1.2- A,,,. how to effmively test the EMS. : ,\"\",,A,z, , ,second pause, then two flashes of 0.4 :$,;:,' :,,,,,,secorids in quick succession. ,,+A ,a ,, , >,, , c, ,,,0 Count the number of flashes in each senes, ,A , > <, , , ,, , <, , ,and record each code as it is transmitted. , ,;, < + ,, , , ' \",~.:'\":':x,:t,, ,,, , ,, , 'I, , I, :'Refer to the table at the end of ihe Chapter to Note: During the course of certain testdetermine the meaning ot the fault code. procedures, it is possible for additional fault coder to be g e m \" . Care must be takenFault codes are Insequence, and COdM that any codes generated dunng test routines three time5befm the next codeis 8 Where a running problem is exper~enced, do mislead diagnosis. but no codes are stored, the fauR is oulside oltransmitted. the parameters desrgned into the SD system. lsuZu mode/s Refer to Chapter 3 for more information onB On Piazza Turbo models, when code how to effectively test the engine management 1 Connect an FCR to the SD connector. Usenumber \"12\" is transmitted, this indicates the the FCR for the following purposes, in strict system. 9 If the problem points to a specificstart of the test procedure. If \"12\" IS repeated compliance W!th the FCR manufacturer's component. refer to the test procedures in instructions: Chapter 4. where you will find a means ofconstantly, no faults are stored. a) Retrieving fault codes.9 On Trooper models, when code number testing $he majority of components and b) Clearing fault codes. circuits found in the mcdem EMS.\"12\" is transmitted, th!s indicates that the 2 Codes must always be cleared afterengine has not been started and faults havenot been stored.10 Continue processing until all stored codeshave been retr~evedand recorded.Fault code tableIsuzu /-Tee Flash1 Description IFlash1 Description FCR code IFCR code12 Englne 1s not started (Trooper) 41 Crank angle sensor (GAS) or CAS circuit t12 Start of fault code output (Piazza) 43 Throttle swkch (TS)f,ull-load switch13 Oxygen sensor (OS} or OS circu~t i 44 Oxygen sensor (0s)or OS circuit14 Coolant temperature sensor (CTS) or CTS circuit 45 Oxygen sensor (0s)or OS circuit !:15 Coolant temperature sensor (CTS)or CTS circuit 51 Electronic controt module (ECM) or ECM circu~t21 Throttle sw~tchITS), ~dleand full-load contacts both closed 52 Electron~ccontrol module (ECM)or ECM cwcuit 53 Vacuum switching valve system for pressure regulator or22 Starter signel circuit circu~t23 Power transistor for ign~lionor circuit25 Vacuum switching valve system for pressure regulator or 54 lgnition control 61 Airflow sensor (AFS) or AFS circuit circuit 62 Airflow sensor (AFS) or AFS circuit26 Carbon finer solenoidvalve (GFSVj or GFSV circu~t.high 63 Vehicle speed sensor (VSS) or VSS circutl voltage 64 Fuel ivjwtor system or fuel injecior cucult27 Carbon tllter solenoid valve (CFSVjor CFSV circuit, low 65 Throttle switch ITS),full-load switch 66 Knock sensor voltage 72 Exhaust gas regulat~on(EGR)or EGR circuit33 Fuel lnjector system or fuel injectorcircuit 73 Exhaust gas regulat~on(EGR) or EGR circuit35 Power transistor for ignition or circuit

1Jaguar . . .Retrievingfault codes without a fault code reader (FCRJ . . .. . . 3 . . ... . ..Selt-D~agnosisconnector location .. . .. .1Contents . ........ . .. . 2 . .. . .Self-Diagnosis with a fauR code reader (FCR) . . . . . . .. . . . .. 5 Mex of vehlcles W-Megnosis Fault code tables .Claaring fault codes without a fault code reader (FCRj . . . . .. . . . . 4 .. . . . .N~deto test procedures . . . . . . .. . . . . . . . . . . . . . . . . .. . . 6I .. ..htroduction .. . . . . . . . .. . . . . . . . . .. . . . . . . . . . . . . . .. . .. 1Index of vehiclesModel Englne code Year SystemThis Chapter 1990 to 1994 LUCS LH-15CU 1986 to 1989 L U CL~H-QCUXJGISovereign3.2 W H C cat AJ-6 1991 to 1997 Lucas W-15CU 1991 to 1997 Lucas LH-ISCUXJGISovereign3.6 24V AJ-6 1993 to 1994 Lucas LH-36CUWSovereqn 4.0 AJ-6 1993 to f 994 Lucas LHd6CU 1994to 1997 Lucas GEMSU-S 4.0 AJ-6 1894to 1997 Lucas GEMS 1994 to 1997 Lucas GEMSPtfier Jeguar vehictealaystems not covered by this book 1993 to 1996 Lucas LH-36CU 1993 to t 997 Lucas LH-36CUOouble 6 6.0 SOHC cat V12 1994 to 1997 Lucas LH-36CU 1990to 1993 Lucas LH-26CUV12 6.0 SOHC cat Vt2 1990to 1993 Lucas LH-26CU- XJ6 3.2 DOHC 24V AJ16XJ6 4.0 Sport AJ16XJR 4.0 Supercharged AJ16XJ-S V12 6.0 V7 2U-S V12 6.0 R-cat V12U12 6.0V12 SOHC V12XJ-S & XJSC V12 OHC V12U-S B XJSC V12 R-cat V12Self-Diaanosis Y ,,<':,, : , ;,' ,,..,,' Lucas LH-9CU and LH-15CU systems j,~~ generate 2-digit fault codes for retrieval and ,', , z :,z + c ~:~:~, ~ display on the facia-mounted vehicle , , condltlon monitor, and for retrieval by a , , , : ,, v , ,, dedicatd FCR. ,, , , , , , : , ,, , \" ,~ ,,a, , .< , , ,, , < A ,, ', > ,.,\";,,\",;,\"<:,;:, ,, , < :,I The engine management systems (EMS?.) Limited operating strategy (LOSJ The SD connector provided for FCR use is Wed to Jaguar vehctes are mainly of Lucar located in front of the battery in the englne Jaguar sys!ems featured In this Chapter companment. The connector is usually origin, and include LH-SCU, LH-1SCU, LH- utilise LOS (a function that is commonly called coloured brown, round and is of &pin design. 26CU and LH-36CU. All Jaguar engine the Ylmp-home mode\"). Once certain codes In addition, the vehicle is equipped with a management systems control primary have been identified (not all codes will initiate LOS), the ECM will ~rnplementLOS and refa vehicle condition monitor (VCM)fw fault code gnition, fuelling and idle functions from within to a prcgrammed default value rather than the retrieval. The VCM is mounted below the Ce same control module, iucas LH-9CU and sensor signal. This enables the vehicle to be LH-t5CU atone are coveted by this book. safely driven to a workshop/garage for repair instrument paner (seeiltustration 18.1). or testing. Once the fault has cleared, the Fault code tables and methods of retrieving ECM will revert to normal operation. data for other models were not available at the time cl going to prcss. However, ~t is certain that a dedicated fault code reader (FCR) is requlred to retrieve codes and other data from the majority of Jaguar models. Self-Diagnosis (SDJfunctlon Jaguar systems also utilise an adaptive 18.1 Vehicle condition monkor function that will modify the basic Each ECM has a self-test capability that programmed values for most eHectlve I Button 3 VCM display clew conl~nuellyexamines the signals from certain operatlnn during normal running, and with due 2 Code display englne sensors and acluetors, which then regard to engine wear. button compares each siqnal to a table of Self\"Diagnoais (SDldi layI programmed values. If the diagnostic software determrnesthat a fault is present, the moxor~ ECM stores one or more fault codes. Codes Jaguar models are equipped w ~ t ha facla-I will not be stored about components for mounted SD display panel called the vehicle which a code is not available, or for condltions condition monitor. not covered by the diagnostic software.

16.2 Jaguar3 Retrievingfauk codes from cold, and driving at vanws engine speeds 6 Gukleto test procedures without a fault code reader fwapproximately 20 to 30 mmutes. The engine (FCR) should also be allowed to idle for approximafely 7 0 minutes. The second drawback is that the radio secunfy codes, clock setting and otherNote: Durrng the course of certain test stored vaiues will be initialised, and these must 1 Use an FCR to interrogatethe ECM for faun be re-entered once the battery has beenprocedures, it is possible lor additional fault reconnected. Where possible, an FCR should codes, or display the cades on the VCM, as be used for code clearing on these vehicles.codes to be generated. Care must be taken described in Sections 3 or 5. Conthat any codes generated during test routines Codes storeddo not mislead dragnosis. Codes must be 2 If one or rriore fault codes are gathered Index of : refer to the fault code tables at the end ofthil Sd-Diacleared once testing is complete. IChapter to determ~ne!he~rmean~ng Clearing iI Fault codes can be relr~evedfrom Jaguar Guide to i 3 If several codes are gathered. look fwi Intmduct:vehicles via the vehicle cond~tionmonltor /common factor such as a delect~ueeartl ModelrVCM). Mentor 12 Ifthe engine is running, stop the engine by return or svpply. Spofla5 SpOHaG:turning off the ign~t~oand wait for a m~nimum Note I:During the course of certain test I ~ n4 Refer m the component tea Drocedur. inperiod of 5 seconds before proceeding. prucedures, rt ISpossible for additional fault -Chapter 4, where ;ou will find a means of3 Swtlch on the ignit~on. codes to be generated. Care must be taken testing the majority of components and4 Press the VCM button on the facia and that any codes genwared during test rout~nes c~rcuitsfound in the modern EMS.codes will be displayed. H an asterisk appears do not mislead dragnosis.on the VCM display, multiplefaults have been Note 2; Faulf code tables and methods of 5 Once the facllt has been repaired,clear tk Icodes and run the engine under varlousdetected. retrieving data for sysfems other than Lucas cond!:~ons to determine if the problem has tcleared.5 Turning off the ignition ends fault code LH-9CU and LH-ISCU were not available at ~-- ete1r:eval. 6 check the EcM lor fault codes once more. the time of going to press. However, i t 1s Repeat the above procedures where codes certain that a dedicated FCR is required to are still be~ngstored. 7 Refer to Chapter 3 for more !nformatronon retrieve codes and other data from the 1 ;I: majority of Jaguar modeis. how io effect~velytest thb EMS.1 Turn off the ignition and disconnect the All Jaguar modeis No codes sfored Kia '.battery negative terminal for a per~odof at and f2least 30 seconds. 1 Connect an FCR to the SD connectoi. Use 8 Where a runnlng problem IS experienced, but syste~ the FCR lor the fotlowlng purposes, in strict2 Reconnect the battery vegative terminal. compliance with the FCR manufacturer's no codes ars stored,the fault IS b u b d e of tne injectl~Note: The first drawback to this method is that same ( paramelers designed Into the SD system Referbattery disc~nnecttonwrll re-initialise all ECM to Chapter 3 for more ~nformat~oon how to Seif-adaptive values. Re-learning the appropriate lnstrlictions: effectivelytest the englPe management system Tneadaptive values requires starling the engrne 9 If the problem points to a specific self-t: a) Retrieving fault codes. 6)Clearing fault codes. component, refer to the test procedures In 2 Codes must always be cleared after Chapter 4, where you w ~ l tl ~ a~medans ol component testing, or after repatrs ~nvolving test~ngthe malor~tyof components and t the removal of an EMS component. clrcults found in the modern EMS jFault code tables - - - actua tableFault coda Description FCR code Description soRvv01 Throttle pot swnsor (TPS) or TPS circuit ECM02 Airflow sensor (AFS) or AFS circu~l 19 Airflow sensor (AFS) or AFS circuit, slgna! resistance h~gh ECM03 Coolant temperature sensor (CTS)or CTS circu~t corn:04 Throttle pot sensor (TPS)or TPS circuit at Idle (alternat~vecode)05 TP$ or circuiVAFSor c~rcuit06 TPS or circuiVAFS or circuit 22 Heated oxygen sensor (0s)or OS circuit07 Vehicle speed sensor (VSS)or VSS circi~~t 22 Fuel pump or fuel pump circuitLucas LH- 15CU 23 Fuel supply or circuit, r~chexhaust indicatedFCR code Descripaon1 1 Throttle pot sensor VPS) or TPS circuit 24 lgnltlon amplifier s u ~ p l yor circu~t12 Airflow sensor (AFS) or AFS circu~t14 Coolant temperature sensor (CTS) or CTS circuit 26 Oxygen sensor (0s)or OS circuit, lean exhausWvacuum16 Air temperature sensor (ATS)or ATS circuit17 Throttle pot sensor UPS) or TPS circuit leak18 Throttle pol sensor VPS} or TPS circuit, s~gnarlesistance 29 electron:^ control module (ECM),self check low at idle Airflow sensor (AFS) or AFS circu~ls, ignal resistancelow 33 Fuel injector or fuel injector circuit at ~ d(alter~nativecode) Throtlle pot sensor [TPS) or TPS circuit, signal resistance 34 Fuel Injector or fuel injector circuit high at idle 37 Exhaust gas rec~rculation(EQR) solenoid circu~t 39 Exhaust gas recirculation (EGR) circuit 44 Oxygen sensor (0s)or OS circuit, rich or lean condition 46 Idle speed control valve (ISCVjcoll 1 or ISCV clrcurl 47 Idle speed control valve (ISCV)toll 2 or ISCV c~rcuit 48 Idle speed control valve (tSCV) or ISCV c~rcuit 68 Vehicle speed sensor (VSS)or VSS c~rcuitI,ncorrect slgnal voltage 69* Neutral safety switch circu~t,englne cranks In drive. 89 Carbon filter solenoid valve (CFSV) or CFSV c ~ r c u ~ t *Note: 1990 and 1991 models: Code 69 may be set erroneously if voltage dmps sufficiently dhrrng cranking. Check battery and therr rolary switch adjustment to remedy.

Charingfault codes without a fault code reader (FCR) . . . . . . . . . . . 4 Retrlevlngfault codes without a tault code reader (FCR) - flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6htmduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . 2 Self-Diagnosis wlth a tault code reader {FCR) . . . . . . . . . . . . . . 5 Fault code tablesIndex of vehiclesMentor 1.6i SOHC BV Engine code Year SystemSportaye 2.01SOHG 8V 1995 to 1997Sportage 2 01DOHC 16V FE 1995 to 1997 Kla €GI FE 1995 to 1997 Bosch Motronic M2.10.1 Bosch Motronic M2.10.1-1 Introduction or for conditions not covered by the for most effectwe operation during normal diagnostic software. Kia systems generate 2- running, and with due regard to engine wear. dlg~tfault codes (Kia EGI) or 3-digit fault codes (Bosch Motron~c2.10.1) for retrieval by 2 Sell-Wwn~isconnector manual means or by a dedicated fault code location K:aveh~clesareequippedw~ththeK~aEGrei ader'FGR). ,,!,Note: I(ia SD co ecfoi pmndedand ~ o s c t iMotronrc engine management Ljmitedoperatingstrategy(LOS) for retrreving flash codes and for dedicated FCRrinyjsetcetmions tahnadt Idle funcptiroimnsarfyrom'gnwltiltohnln' futhele Kia rys?emafeatured in this Chapter vtillsesame control module 'a function that is commonly the Mentor f,6i (EGi) \"limp-home mode\"). Once certain faults have The SD connector 1s attached to the englne compartment bulkhead (see illustrationSelf-Diagnosis (SD) function been identified (not all faults will lnltlate LOS), 17*11- The electroncicontrol module(ECM) has a the ECM will implemeni LOS and refer to a Sportage 2.0i (Bosch Motronic]selCtest capability that continually exarnlnesIhe s~gnalsfrom certain englne sensors and programmed default value rather than the The SD connector is located behind the airflow sensor, adlacent to the left-hand inneractuators, and then Compares each signal to a sensor signal, This the vehicle to betable of programmed values. If the diagnostic wing (seeillustration 17.2).software determines that a fault IS present, the safely driven to a workshop,garage for repairECM stores one or more fault codes in the or testlng, Once the fault has cleared, the ECM will revert to normal operation, Adaptive or learning =~abili@ECM memory. C w e s will not be stored about Kla systems also utilise an adaptive functioncomponents for whlch a code is not ava~lable, that will modify the basic programmed values17.1 'The SO connector attached to the bulkhead in the engine 17.2 The SD connector located behind the airflow sensor in the compartment (atrowecl) engine compartment (armwed)

Flash FCR Description eode eode 053 Throttle pot sensor VPS) or TPS circuit 12 Engine speed sensor 028 Oxygen sensor ((00ss))oorr OS circuit CyWndsr identification (C1D)sensor or CID sensor circuit 15 065 Oxygen sensor OS circuit A~rflowsensor (AFS) or AFS circuit 017 j7 016 Injector valve No. 1 or Injector valve circu~t Coolant temperature sensor {CTS) or CTS circuit 035 18 Injector valve No. 2 ar Injector valve circuit A r temperature sensor (ATS) or ATS circuit 18 034 tnjector value No. 3 or Injector valve circuit Throttle pot sensor (TPS) or TPS circuit 20 Atmospheric pressure sensor (APS) or APS circuit 21 003 Injector valve No. 4 or In~ectovr alve circuit 005 Oxygen sensor (0s)or QS circuit 24 Fuel pump or circuit Oxygen sensor (0s)or OS circuit 26 121 Carbon filter soleno~dvalve (CFSVj or CFSV circuit Fuel pressuw regulator solenoidvalve 28 Exhaust gas recirculation(EGH) velve or EGR Carbon filter solenoid valve (CFSV) or CFSV circuit circuit Idle speed control valve IlSCVjor ISCV circuit 34 004 35 103 Idle speed control valve (ISCV) or ISCV circuith Motmnic M2.10.1 36 102 37 104 Oxygen sensor (0s)or OS circuit FCR Description 46 136 Oxygen sensor (0s)or OS circuit 047 Crank angle sensor (GAS)or CAS circuit 48 141 008 Cylinder identification (CID) sensor or CID sensor 48 142 Oxygen sensor (0s)or 0s circuit 49 143 circuit 56 22 kr conditioning (A/C) 229 Cylrnder identificat~on(CID)sensor or CID serlsor 57 040 73 009 Eletronic control module (ECM) circuit Electronic control module (ECM) 007 Airflow sensor (AFS) or AFS circuil 88 154 Electronic control module (ECM) 045 Coolant temperature sensor (CTS) or CTS circuit Idle speed control valve (ISCV)or ISCV circuit 169 Electronic control module (ECM) 99 153 Air condltan~ng(AK) 99 037 Crankanglesensor(CAS)orCAScircuit Electronic control module (ECM) Electronic control module (ECM) Battery voltage supply to ECM, voitage low

M x of vehicles Retrieving faults without a fault code reader (FCR) . . . . . . .. . . . . . . 3 I@ &If-Diagnosis . . .Self-Diagnosis connector location . . . . . . .. . .. . . . .. . . . . . . . 2 . . .Crsar~ngfaults without a 7ault code reader (FCR) .. . .. . . . . . . . 4 . .Self-Diagnosis with afauk ccde reader (FCR) . . . . . . . . . . . . . . . . 5 .. . . .Qu'ieto test procedures . . . . . . . . . . . . . . . .. . . . . . .. . . . . . 6 FauA tableI . . . . .htroduct~on. . . . . . . . . . . .. . . . . . . . . . . . .. . .. . . . . . . . . . . 1I lndex of vehiclesModel Engine code Year Sys?amY10 LXie and 4wd 1108 SOHC FIRE Bosch Mono-.Jetronic A2.2Y10 1108ieand 4x4 SOHC cat 156 C.000 1989 to 1993 Bosch Mono-Jetron~cM . 2Y10 1108ie and 4x4 SOHC cat 156 C.046 1990 to 1992 Bosch Mono-Motronic MA1.7M r a 1.61e SOHC 156 C.046 1992 to 1994 Weber MIW Centrajet 2M r a 16001~SOHC cat 835 A1.OOO 1990 to 1994 Bosch Monodstronic A2.2M r a i.8ie DOHC 835 A1.046 1990to 1994 Weber-Marelli IAW MPi 835 A2.000 1990 to 1993 Weber-Marelli IAW MPiDean 1.8ie DOHC cat 835 A2.046 1990 to 1994 Weber-Marelli IAW MPi 835 A5.000 1990 to 1992 Weber-Marelli IAW MPIDedra2.0ie DOHC 835 A5.045 1990 to 1994 Webr-Matelli IAW MPI 1990 to 1994 Weber-Marelli IAW MPiDedra 2.0ie W H C cat 835 A5.046 1991 to 1996M r a 2.0ie DOHC cat 835 A8.000 Weber-MareHi JAWMPiM r a 2.0ie DOHC Turbo and cat 835 A7.000 1991 to 1996 Weber-Marelli IAW MPiM r a 2.01e IntegraleT u r b and cat 1993lo 1997 Weber-Marelli IAW MPiDeka 2.0 16V Turbo 836M .OD0 1986 to 1989 Weber-Marelli IAW MPiDelta 1600ie DOHC &31 87.000 1989 to 1990 Webw-Marelli IAW MPih k a 1600ie DOHC 831 87.000 Weber-Marelli IAW MPIDelta 1600ie DOHC static 1991 to 1992 Weber-Marelli IAW MPIOelta HF Turbo and Martini 1600 DOHC 831 67.000 1986 to 1992 Weber-Maretli IAW MPiDelta HF Turbo DOHC cat 831 83.000 1991 to 1993 Weber-Mareli IAW MPiDslta HF Interale Turbo DOHC 831 67.046 1988 to 1989 Weber-Marelli IAW MPi 831 B5.000 1a88 to 1989 Weber-Marell! IAW MPiDelta HF lntegrale Turbo DOHC 831 C5.000 19B9 to 1992 Weber-Marelli IAW MPiDdta HF lntegrale Turbo 16V DOHC 831 05.005 1991 to 1994Wta HF lntegrale Turbo 16V and cat 6-31 €5.000 1986 to 1989 Weber-Marelli IAW MPiPnsrna 1600ie DOHC 831 87.000 1989to 1990 Weber-Marelli !AW MRPrisma 1600ie DOHC 831 87.000 1991 to 1992 Bosch Motronic 1.7hisma l6OOie DOHC static 831 67.000 1 996 to 1997 Bosch Motronic M I.7kudo 1.Bt 220 A2.000 1992 to 1994 Bosch Motronic M2.7Thema FL 20001e 16V DOHC cat 834 F1.000 1992to 1994 Bosch Motronic M I.7Thema FL 20001eTurbo 16V DOHC cat 1992 to 1994Thena FL 3000 V6 SOHC cat 834 F2.000 834 F.000

-. -- ...18.2 LanciaSelf-Diagnosis testin! Adaptive or learning apability 4' ~iewing without a Lancia systems also utilise an adaptive fault code reader FCR) function that will modify the basic The engine management systems (EMSs) programmed values for most effective AII systems ReFefitted to Lancia vehicles are mainly of Bosch operation during normal running, and with dueor Weber-Marelli or~gin,and include Bosch regard to engine wear. 1Mottonic versions 1.7, 2.7 and Weber-MarelliIAW. Other systems include Bosch Mono- Self-Diagnosis(SD) warning light 1 Turn off the ignit~onand disconnect the F:Jetronic A2.2, Bosch Mono-Motronic and battery negative terminal for a period dWeber Centrajet. Apart from Mono-Jetronic, Many Lancia models are equipped with an -Lancia engine management systems control SD warning light located within the instrument approximately 2 minutes.the primary ign~t~ofnu,elling and idle functions panel. When the ignition is switched on, the Allfrom within the same control module. The light will illuminate. Once the engine has 2 Reconnect the battery negative terminal.Mono-Jetronic system controls fuelling and started, the light will extinguish if the diagnostic Iidle speed alone. software determines that a system fault is not Note: The first drawback to this method is tha~ present. If the light illuminates at any time fa^:Self-Diagnosis (SD)function during a pericd of engine running,the ECM has battery disconnection will re-initialise all ECM diagnosed presence of a system fault. adaptive values. Re-learning the appropr~te on Each ECM has a self-test capability that adaptive values requires starting the engine Note: Flash codes are not available in Lancia SF'continually examines the signals from certain from cold, and driving at various engineengine sensors and actuators, and compares systems, and the SD connector is provided for nu1each signal to a table of programmed values. speeds for approximately 20 to 30 mmutes. miIf the diagnostic software determines that a connection to a dedicated FCR alone. The engine should also be allowed to idle fw CCfault is present, the ECM stores a fault. Codes Bosch Motronic I . 7 approximately 10 minutes. The secondwill not be stored about components for C-which a code is not available, or for conditions The 3-pin SD connector (see illustration drawback is that the radro security codes, 18.1) is usually located close to the ECM under c b c k setting and other stored values will be 5;not covered by the diagnostic software. Lancia software does not generate fault the passenger's side glove compartment. initialised, and these must be re-entered once At the battery has been reconnected. Wherecode numbers - a fault code reader (FCR) Bosch Mono-Jetronic A2.2 i?normally displays any faults on the FCR possible, an FCR should be used for codscreen without reference to a specific code The 3-pin SD connector is usually locatednumber. Although actual code numbers are on the bulkhead, or may be situated close to clearing.not available, faults in one or more of the the ECM under the passenger's side glovecircuits and components covered by the compartment, or in the centre console. 5 Self-Diagnosis with a fault I (11diagnostic software will cause a fault to be code reader (FcR) Boseh Mono-Motronic MA 1.7stored. Flash codes are not available - a INote: Durrng the course of certain test The 3-pin SD connector is usually locatedddicated FCR is required for code retrieval. beside the ECM on the right-hand wing in the procedures, it is possible for additional fault engine compartment. Alternative locations are codes to be generated. Care must be takenLimited operating strategy ( L a ) close to the ECM under the passenger's side that any codes generated during test routines glove compartment, or in the centre console. do not mislead diagnosis. Lancia systems featured in this Chapterutilise LOS (a function that is commonly called Weber-Mareili #Pi AII Lancia models \the \"limp-home mode\"). Once certain faultshave been identified (not all faults will initiate The 3-pin SD connector is usually located 1 Connect an FCR to the SD connector. UseLOS), the ECM will implement LOS and refer in the engine compartment on the right-hand the FCR for the following purposes, in str~ctto a programmed default value rather than the bulkhead or under the passenger's side facia, compliance with the FCR manufacturer'ssensor signal. This enables the vehicle to be close to the ECM.safely driven to a workshop/garage for repair instructions:or testing..Once the fault has cleared, the Weber Centrajet a) Displaytng system faults.ECM will revert to normal operation. The 3-pin SD connector is usually located b) Clearing stored system faults. 18.1 3-pin SD connector used for beside the ECM on the front right-hand wing c) Testing actuators.retrieving fault codes from Lancia systems in the engine compartment. d) Displaying Datastream. 3 Refbvingfaults withut a fa&#wde wader (FCW e) Making adjustments to the ignition timing or mixture (some vehicles). A fault code reader (FCR) is required to display faults generated in SD systems fitted 2 Stored faults must always be cleared after to Lancia vehicles - although an SD warning component testing, or after repairs involving light is fitted to many Lancia models, it cannot the removal of an EMS component. be used to display flash codes. 6 Guide to test pmcedures I 1 Use an FCR to interrogate the ECM for I1 faults. Faults stored 2 If several faults are gathered, look for a common factor such as a defective earth return or supply. 3 Refer to the component test procedures in Chapter 4, where you w ~ lfl ~ n da means of

Lancia 18.3k t l n g the majority ot components and still being stored. Refer to Chapter 3 for more informallon onurcuits found in the modern EMS. 6 Refer to Chapter 3 for more bnformation on how to effectivelytest the engine management1Once the fault has been repaired, clear the how to effectively test the EMSfaults and run the engine under various system. No faults stomd 8 If the problem points to a specificmndit~onsto determine if the problem has component, refer to the test procedures in&red. 7 Where a running problem is experienced. Chapter 4, where you will find a means of5 Check Ihe ECM for faults once more. but no fauhs are stord, the fault is outs~deof testing the majority of components an6Repeat !he above procedures where faults are the Parameters designed into the SD System. circuits found In the modem EMS.Fault table Air temperature sensor (Amor ATS circurt MAP sensor circurt111Lancia models Batery voltage too low or too high Manifold absolute pressure (MAPI sensor - no Crank angle sensor (CAS) or CAS circuit loss Lancia software does not usually generate o f signal correlation between MAP signal and throttlefault codes. The FCR normally displays faults Carbon filtersolenoid valve (CFSL) or CFSV position sensor V S )and crank angle sensoron the FCR screen without reference to a circuitspecific code number. Although actual code (CAS)signalsnumbers are not ava~lable,faults in one or Coolant temperature sensor (CTS) or CTSmore of the following list of circu~tsand Mismatch between crank angle sensor {CAS)components will cause a tault to be stored. circuit s~gnaland distributor phase sensor stgnel orCircuits checked by Lencia SO Electronic contra/ module (ECM) circuitsystem Distributor phase sensor circuit {CID) Oxygen sensor (0s)or 0s circuitAdaptive control ttmrts. When the limits ere Ignrtion coils controlreached, this suggests a serious engine Injector control or injector crrcuit Relay control or circuit Knock sensor {US)or KS circuit Self-diagnosis (SD)warning lrght or circuit Oxygen sensor (0s) or OS circuit Idle speed stepper motor (ISSMJ or iSSM circuit Tachometeror crrcurt

I Chapter 19 Land Rover) Contents Retriev~ngfault codas without a fault code reader (FCR) . . . . . . . . . 3 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . 2 Index of vehicles Self-D~agnosiswith a fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5 LH-Diagnosis Fault code lables Clearing fault codes wllhout a fault code reader (FCR) . . . . . . . . . . . 4 Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Index of vehicles Model Engine code Year System Discovery MPi 2.0 20HD DOHC 16V Rover MEMS MPi Discovery 2.0 MPi DOHC 16V M76i 1993 to 1995 Rover MEMS MPI 1995 to 1997 20T4 Lucas 14CUX Lucas l4CUX Discovery 3.5 VBI V8 1990to 1992 Lucas I4CUX D~scovety3.5 V8i cat Lucas I4CUX V8 1990 to 1995 Lucas 14CUX Lucas l4CUX Discwery 3.9i V8 V8 1995 to 1997 Range Rover 3.9 EFI V8 3.9L 1989 to 1996 Range Rover 4.0i 4.0L Range Rover 4.2i cat 4.2L 1 994 to 1997 1992 to 1994I Self-Diagnosis - - - I Introduction table of prograrllrned values. If the diagnostic Adaptive or learning capability software determines that a fault 1s present, the Land Rover systems also utilise an adaptive ECM stores one or more fault codes in the ECM function that will mod~fy the basic programmed values for most effective memory. Codes are not stored about com- operation during nwmal running, and w~thdue ponents for wh:ch a code is not eva~lahteor regard to engive wear. The engine management systems (EMSs) for conditims not covered by the diagnostic i ~ f i dto Land Rover vehicles are of Lucas or software. Rover origin. Rover MEMS controls primary Lucas 14CUX generates 2-diglt fault codes 2 Self-Diagnosisconnector location ignition,fuelling and Idle functions from with~n for retrieval by a ded~catedfault cw'e reader the same control module. Lucas 14CUX (FCR). controis fuel inject~onand idle functions Rover MEMS software does not generate alone. fault code nurnbers - a fault code reader normally displays faults on the FC8 screen Lucas 14CUX Self-Diagnosis (SD)function without reference to a specific code number The SD connector 1s located either under the driver's seat (early models) or behind the Each electronic control module (ECM) has a Although actual code numbers are not driver's footwell kick-panel trim (later models) available, faults in one or more of the circuits (see illustrations 19.1 and 19.2) and IS self-test capability that continually examines and components covered by the diagnostic provided for use by a dedicated FCR alone. the slgnals trow certaln engine ssnsors and actuators, and then compares each slgnal to a software will cause a fault to be storm. It is not possible to retrleve flash codes r I from the Lucas 14CUX system or from Rover MEMS. I Limited operating strategy (LOS] ''''I - / Land Rover systems featured in thls I I Location Of sD Chapter utilise LOS (a function that is and ECM - 19.2 of SD connector and ECM - commonly called the \"limp-home mode\"). Lucas 14CUX, early models Once certain faults have been ~dent~fie(ndot Lucas 14CUX, later models all faults will initiate LOS), the ECM will A SO connector 8 ECM implement LOS and reler lo a programmed A SD connector 8 ECM delault value rather than the sensor signal. Thls enables the veh~cleto be safely drlvan to a workshop/garage for repair or testing. Once the fault has cleared, the ECM will revert to normal operation.

19.2 Land Rover 8 ',%I&tn bstpr&Wm ,, ,, ,, , , , ,, The only method of clearing fault codes 1 Use an FCR to interrogatethe ECM for fault - from Lucas 14CUX and Rover MEMS is by codes. iiiL use of a dedicated FCR. es- I CCodes stored Rover MEMS employs non-volatile memory, and codes will remain stored even '2 If one or more fault codes are gathered, wrth t h e battery disconnected. An FGR must refer to the fault code tables at the end ot this C!c GI be used to clear codes from MEMS systems Chapter to deterrn~netherr meaning. lnir 3 If several codes are galhered. look for a common factor such as a defactive earth , izraa@, , , 6::,::< &,,,#I, , ,' ,, return or supply. II : :Me*&# , , (SGR) 4 Refer to the component test procedura in ..A*. ,,, , , ,, Chapter 4, where you will find a means of Lr: ,,,,I, I; testing the majority of components and ,,, ,, circuits found in the modern EMS. Note; During the course of certain lost 5 Once the fault has been repaired, clear the procedures, it is possible for additional fault codes and run the englne under various C codes to be generated. Care must be taken conditions t o determine if the problem has L-19.3 Locationof SD connector and ECM that Bny codes generaf~dduring fest routines cleared. Rover MEMS do not mislead diagnosis. 6 Check the EGM for fault codes once more.Rover MEMS Repeat the above procedures where codes The SO connector 1s located in the englne All Land Rover models are still being stored.compartment close to the ECM on the right- 1 Connect an FCR to the SD connector. Use 7 Refer to Chapter 3 for more informationonhand wing. (see illustration 19.31, and is the F C 8 for the following purposes, In strictprovidsd for use by a dedicated FCR alone. compliance w ~ t hthe FCR manufacturer's how to effect~velytest the EMS. instructions: 3 Rerrlevlngfauh codes No codes stored I i without a fault cmle medw 8 Where a running problem is experienced. WR) a) Displaying fault codes and system faulfs. but no codes are stored, the fault is oulslda d The only method of retrieving fault codesfrom Lucas I4CUX and Rover MEMS 1s by b) Clearing fault codes and system faults. the parameten desrgned into the SD system.use of a dedicated FCR. c) Testing actuators. Refer to Chapter 3 for more information on dl D~splayingDatastream. how to effectively test the engine management e} Making adjustments to the mixture (some system. non-cat vehicles) 9 If the problem points to a specific 2 Stored faults must always be cleared aher component, refer to the test procedures in component test~ngo, r after repairs involving Chapter 4, where you will Ilnd a means of the removal or replacement of an EMS testlng the majority of components and component. circuits found in the modem EMS.Fault code tables - I Rover MEMSL U ~ ~ S G C U-X Rover MEMS sofiware does not usually generate fault codes. The FCR normally displays faults on the FCR screen without reference to aFCR code Description specific code number. Although actual code numbers are not I available, faults In one or more of the following list of c~rcuitsand12 Mass atrflow (MAF) sensor or MAF sensor cifcult components will cause a fault to be stored.14 Coolant temperature sensor (CTSI or CTS circuit15 Fuel temperature sensor (FTS) or FTS circuit I Circuits checked by Rover MEMS system17 Throltle put sensor (TPS) or TPS circuit18 Throttle pot sensor FPS) or TPS circuit A~rflow sensor19 Throttle pot sensor (TPS) or TPS circuit Carbon filter solenoid valve21 Electron~ccontrol mcdule IECM) or ECM circuit CO mststor Coolant temperature sensor (CTSJ or CTS ctrcuit >, Fuel pressure regulator Fuel pump relay Ignition misfire Fuel temperaturesensor Idle speed stepper motor Alr leak Injector valves Electronic control module (ECM) memory check Injector, bank A or injector circuit Oxygen sensor (0s)or OS circurt Injector, bank B or injector circuit Thrvlte pot sensor FPS) or TPS crrcutt Misfire, bank A or circuit Vehici~speed sensor Oxygen sensor (0s)A or OS circuii I Oxygen sensor IDS) 8 or OS circuit Idle air caltrol valve (IACVj or lACV circuit Misfire, bank B or circuit Group fault -air leak or fuel supply Vehicle speed sensor (VSS)or VSS circuit Gear selector switch or circuit88 Carbon filter solenoid valve (CFSVj or CFSV circuit

1LexusContents Index of vehicles Retrievingfault codes without a fault code reader (FCR) - M-Diagnosis flashcodes.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Clwar~ngfault codes without a fault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnosis wr~ha fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5 Gulde to tesl procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 htroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fault code table1 Index of vehicles Model Lexus GS300 Engine code Year System 1993 on Toyota TCCS Lexus LSJOO 2JZ-GE 1990 to 1993 Toyota TCCS 1LIZ-FE1ISelf-Diagnosis Limited operating stmtegy (LOSJ 1 Ensure that the engine IS at normal Lexus models with Toyota TCCS featured operating temperature, and that all swrtches in this Chapter utilise LOS (a function that is commonly called the \"limp-home mode\"). and auxiliary equipment are turned off. Once certain faults have been idenlif~ed(not all faults will initiate LOS), the ECM will 2 The throttle switch must be function~ng implement LOS and refer to a programmed default value rather than the sensor signal. correctly, and the transmission in neutral This enables the vehicle to be safely driven to The engine management system (EMS) a workshop/garage tor repair or testing. Once belore implementing the diagnosticfitted to Lexus vehicles 1s the Toyota TCCS the fault has cleared, the ECM will revert towhich controls the prlrnary ignition, fuel normal operation. procedure.injection and the idle functions from wlthin the Adaptive or learning capabilify 3 Switch on the ignition, but do not start thesame control module. Lexus with Toyota TCCS also utilises an eliglne.Self-Diagnosis (SD)function adaptive tunct~onthal will modify the basic prograrn~ned values for most effective 4 Use a lurnper lead to bridge the terminals The electronic control module (ECM) has a operat~ondur~ngnormal running, and with dueself-test capability that continually examines regard to englne wear. TEl and E l in the SD connector (seethe signals from certain engine sensors andactuators,and then compares each signal to a Self-Diagnosis (SD) warning light illustmtion 20.2).table of programmed values. If the diagnosticsotware determines that a fault is present, the Lexus veh~clesare equipped with an SD 5 The codes are output on the SD warningEGM stores one or more fault codes in the walnlng light located within the instrumentECM memory. Codes will not be stored about panel. I~ghtT. he flashing of the light indicates the 2- a0components for which a code is not available, digit fault codes as follows:or far conditions not covered by the diagnosticsoftware. a) The two digits are indicated by two serres of flashes. b) The first series of flashes indicates the multiples of ten, the second series o f flashes indicates fhe srngle unrls. c) Both tens and unRs are indicated by 0.5- second flashes, separated by 0.5-second pauses. The SD connector voyota data cornmunt- cation link, or TDCL) is located under the facia. on the driver's side (seeillustration 20.1). 3 Retrievingfault codes -wfthotf?a fwlt code nader (FCR) R M i X d ~20.1 The TDCL connector is located under Note: During the course o f certarn test 20.2 Bridgeterminals TEI and E l in the SD the driver's side facia procedures. I! is possible for additional fault connector. This causes the system to flash codes to be generated. Care must be taken thal eny codes generated during testing do the fault codes on the SD warning light not mislead diagnosis. All codes must be d e a r 4 once testing is complete.

20.2 Lexus 15 Bring the vehicleto a haR with the ignition and that the throttle switch IS functionlq F; still on. correctly (indicating the idle condition). 19 Remove the jumper lead from terminals 2 Connect an FCR to the SD coflnector. Us! - TE2 and E l , and place the lead between the FCR far the following purposes, in strd terminals TE1 and E l . compliance with the FCR manufactuMa All 17 The codes recorded during the road test instructions: a) Retrieving fault codes. Pr:l=- will now be output on the SD warning light. b) Clearing fault codes. FC The flashing of the light indicates the 2-digit c) Making adjusfments. 12 fault codes, in the same way as described d) Displaying Datastream. previously (see paragraphs5 to 9). 3 Codes must always be cleared a h 13 18 Turn off the ignition and remove the component testmg, or after rapalrs involvly 14 jumper lead to end fault code retrieval. the removal or replacement of an EMS 15 component. 16- 17 1820.3 Positionof the EFi fuse In the fusebox 21 d) A I. 5-secondpause separates the tens fmm the units. A 2.5-second pause Method 1 24 sepamtes the transm~ssrmof each 2E mdividual code. 7 Remove Ihs PO-amp EFi fuse from the fusebox for a minimum of 30 seconds (see L' 8) Code \"34\"is indicated by three 0.5-second illustration 20.3). 2 Replace the EFi fuse, and the fault codes 1 Use an FCR to Interrogate the ECM for faM #ashes,followedbya 1.5-second pause. should be cleared from the ECM memory. followed by four 0.5-second flashes. codes, or gather fault codes manually,as Method 26 Count the number of flashes in each series, described rn Sect~ons3 or 5 1and record each code as it is trarismitted. 3 Turn off the ignition and disconnect theR d e r to the table at the end of tho Chapter to battery negative terminal for a period of Codes shreddetermioe the meaning of the laua code. approximately fifteen seconds.7 Fault codes w ~ lbl e transmitted in sequential 4 Reconnect the battery negative terminal. 2 If one or more fault codes are galhered,order, and repeatd after the highest recorded Note: The first drawback to this method is thatcode has been displayed. battery disconnection will re-inltialise all ECM refer to the fault code table at the end of lh158 When all codes have been transmitted. the adaptive values. Re-learning the appropriatewarning light will pause and then repeat the adaptive values requires starting the engine Chapter to determine thew meaning.sequence. from cold, and driving at various engine9 If no faults have been detected, the warning speeds for approximately 20 minutes. The 3 Ifseveral codes are gathered, look for alight will flash on and off every 0.5 seconds for second drawback is that radio security codeseight flashes. After a 3-second pause, the and other programmed values wrrl be re- common factor such as a defsctlve earthsequence will be repeated. initialised, and these will require re-entering10 Turn ofl the ignition and remove the once the baiiery has been reconnected. Where return or supply.jilmper lead to end fault code retrieval. possible, use the first method dacribed above (or use an FCR) for code clearing. 4 Refer to the component test proceduresinModek with the 2JZ-GE engine Chapter 4, where you wltl find a means oiNote: Ensum that the preparatory conditions,which were set for the fault code retrieval testing the majority of components and -mode, are still sppficable (see paragraphs 1and 2). The jumper lead between ierrninals circuits found in the modem EMS.TEI and E l should be disconnected.11 Use a jumper lead to bridge terminals TE2 5 Once the fault has been repaired,cleartheand E l in the SD conneclor (refer toillustration N.2). codes and run the engine under varlous '12 Switch on Ihe ignition. Note: If the jumper condit~onsto determine if the problem haslead is connected after the ignitlon is switchedon. the lest mode will fail to start. cleared.13 The SQ warning lrght w~lfllash regularly toIndicate that the system has lnltiated test 6 Check the ECM for fault codes once mon.mode.14 Start the engine and road test the vehicle. Repeat the above procedures where codesDflveat a speed of morethan 6 mph (10 kmlh).and attempt to reproduce the conditions are still being stored.during which the fault mrght occur. 7 Refer to Chapter 3 for more informationon ,, how to sttectively test the EMS. ,,,, ., No codes stored 1 , , , , ,, , ; , ,,, ,,, , 8 Where a running problem is experrenced, ,.,, but no ccdes are stored, the fault is outside of ,,, I ,,A the parameters desrgned into the SD system. < ,, Refer to Chapter 3 for more information on ,,, ,,, how to effectively test the engine A management system. 9 If the problem points to a spectc Note: During the course of certain test component, refer l o the test procedures in procedures, it ;s possible for additional fault Chapter 4, where you will find a means ot codes to be generated. Care must be taken testing the majority of components and circujls found in the modern EMS. that any codes generated during test routines do not mislead diagnosis. All Lexus models 1 Prior to fault code retrieval, ensure that the englne is at normal operating temperature,

/ Fault code tablesI -All Lexus rnodek Toyota rCCS Flash/ Descript4onFlash/ Descriptian FCR code FCR code 27 Oxygen sensor (0s) or OS circuitI No RPM s\gnalto ektromc controlmadub (ECM)while 28 Oxygen sensor (0s)or OS circui? l2 cranking 29 13 RPM signal or circuit Oxygen sensor (05)or OS circuit 31 Mass airflow (MAF) sensor or MAF sensor circuit, 14 Missing ignition No. 1signal from amplifier 35 Altitude wmpensation circuit'ier 15 Missing ~gnitionNo. 2 slgnal from amplifier 41 Throttle pot sensor UPS)or TPS c~rcuitiilg 18 Transmission control signal or circuit 43 Starter signal clrcufl openMS 17 No. 1 camsbtt p o s i f i sensor (CMP) signal or circuit 47 Sub-throltle pot sensor UPS) or TPS circuit113 No. 2 camshaft position sensor (CMP) signal or circuit 51 Neutral switch off (transmissionno1 ~nneutral) or air21 Oxygen sensor (0s)or OS circuit wndition~ngswitched on during test72. Coolant temperatwe s n s w (CTS) or CTS circuit 52 Knock seqsor (KS) or KS circuit24 Ail-temperature sensor (ATS) or ATS circurt 53 Knock control wmwtw problem 55 No. 2 knock sensor (KS) or KS circuit6 Lean exhaust 71 Exhaust gas recirculation (EGR) sensor or circuit26 Rtch exhaust gQ Continuous Rash,no codespresent

Chapter 21 Indewof vehicles Retriev~ngfault codes without a fault code reader (FCR) - Sell-Diagnosis . . . . . .flashcodes.. . . . . . . . . . . . .. . .. . . . . . . . . . .. . . . . . . . 3 .Sell-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Clearing codes without a fault code reader (FCR) . . . . . .. . . . . . . . . 4 Self-Diagnosis with a fault code reader (FCR). . . . . . . . . . . . . . . . . . 5 . . .Guideto test procedures . . . .. . . . .. . . . . . . . . . . . . . . . . . .. . . 6 Fault code tablesI Introduction . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Index of vehicles Model Engine code Year System 121 1.3 SOHC 16V cat 83 1991 to 1995 Mazda EGI-S SPi 323 1.31SOHC 16V cat 1991 to 1995 Mazda EGi MPI 323 1.3 SOHC 16V 83 t 995to 1897 Mazda EGi MPi 323 1.5i DOHC 16V 1994 to 1997 Mazda EGi MPi 323 16C01 63 1985 to 1987 Mazda EGI MPi 323 l.6i Turbo 4x4 DOHC 25 1986 to 7 989 Mazda EGi MPi 323 1.6i SOHC 16V cat B6 1991 to 1994 Mazda EGi MPi 323 1.6i Estate SOHC cat B6 1991 to 1994 Mazda EGi MPi 323 1 8i DOHC 16V cat I991 to 1994 Mazda EGi MPi 323 2.0i DOHC V6 24V B6 1995 to 1997 Mazda EGi MPI 323 2.0i DOHC V6 24V 86E 1996 to 1997 Mazda €GI Mpi 626 1.8: cat OOHC 16V BP 1992 to 1997 Mazda EGi MPI 626 20001 fwd KF 1985 to 1987 Mazda EGi MPI 626 2.0i GT DOHC 16V Mazda EGI MPi 626 2.0i OOHC 16V KF 1987 to 1990 Mazda EGi MPi 626 2.0i DOHC 16V cat FP 1990 to 1993 Mazda EGi MPi 626 2.0i DOHC 16V cat FE 1990 to 1995 Mazda EGi MPi 626 2.2i 4x4 SOHC cat 1992 to 1997 Mazda EGi MR 6262.5: DOHC V6 cat FE 1990 to 1993 Mazda EGr MPi Ern0 FE 1992 to 1997 Mazda €GI MPi MX-3 1.6i SOHC 16V FE Mazda EGi MPi MX-3 1.8i DOHC V6 FS 1994 to 1997 Mazda EGi MPI MX-5 1.81 DOHC 16V F2 1991 to 1997 Mazda EGi MPi KL Mazda EGi MPi MX-6 2.51VG DOHC cat FE T991 to 1997 Mazda EGi MPI B6 1995 to 1997 Mazda EGi MPi Xedos 6 l.6i DOHC 16V Kd 1992 to 1997 Mazda EGi MPi BP 1994 to 1997 Mazda EGI MPi Xedos 6 2.Oi DOHC 24V KL 1992 to t 997 Mazda EGi MPi Xedos 9 2.0i DOHC 24V B6 1994 to 1995 Xedos 9 2.5i DOHC 24V KF 1994 to 1997 RX7 KF 1986 to 19901 Self-Diagnosis KL RE13B codes. Codes will not be stored a b u t comp- LOS), the ECM will Implement LOS and refer onents for which a code is not ava~lableo, r for to a programmed default value rather than the condltions not covered by the diagnostic sensor signal. This enables the vehicle to be software. safely driven to a workshop/garage for repair Marda EGi generates fault codes for or testing. Once the fault has cleared, theThe englne management system (EMS)fitted retrieval by manual means (flash codes) or by ECM w ~ lrlevert to nomal operation. a dedicated fault code reader (FCR). Untilto Mazda vehlcles is Mazda EGi, whrch exists 1995, the fault code structure was 2-digit. Adaptive or learning capabilityin both MPi and SPi forms. Mazda EGi controlsthe primary ignition, fuel injection and idle After 1996, in some Mazda models the fault Mazda systems also utiliw an adaptivefunct~onsfrom within the same control module. code structure was changed to 4-digit. The fund~onthat wilt modifythe basic programmed c d e tables at the end of the Chapter indicate values for most effective operation duringSelf-Diagnosis (SD) function the meaning for both 2- and 4 digit codes. normal running, and wrth due regard to engineI Each ECM has a self-test capability that continually examines the signals from certain Limited operating strategy wear.enoine sensors and actuators, ar;d cornnares Marda systems featured in this Chapter Self-Dia~nosisfSD) jightsach s~gnatlo a table of programmedvalles. If utillsa LOS (a function that IS commonly called The majority of Mazda models arethe diagnostic software determines that a fault the \"limp-home mode\"). Once certain faults e q u l p ~ e dwlth a SD warning Iqht locatedIS present, the ECM stores one or more fault have been identified (not all faults will initiate within the instrument panel.

-- .- - . .2t 02 Mazda -21.IGreen 6-pin and 1-pin SD connectors 21.2 Green 6-pinand 1-pin SO connectors 17-pi located near to the wiper mator close together on the loom 9 Use A Green six-pin connector A Green six-pin connector and Gq B I-ptnconnector 5 I -pin connector illuvii. Warr b i i iJIuS~ illuSir term11 term11 Note: code: exarr. 15, C Plea: these2 Sell-Oiagnoalsconnector 3 RletrieMgfault codes seconds In durat:on, with a 0.4-second pause Mom withuta fault cdsWxbr or r: location IpCR) - f b hcodm between each pulse; thus. 8 flashes indicab LEE code number 8. 10 : In some early 323 models (engine code B6, Note: During the course of certain test1985) and many 626 models from 1987 to procedures, I ! a possrble for additional fault 5 The numbers from 10 to 69 are d~splayed eng;1993 (enginecodes FE, F2 and F3), a green 6- codes to be generated. Care must be taken 11 :pln SD connector in conjunction with a single- by two series of flashes: or iipln connector are provided, and Ihese are that any codes generated dunng test rortttnes a) The first series of flashes indicates theusually !ocated close together. Mazda 121, do not mislead diagnosis. AN codes must be c0r323 from 1987 and all other 626 models utilise cleared once testing is complete. multiples o f ten, the second series ofa 17-pin SD cor,nector flashes indicates the s~ngleunits. pulf &pin SO connector sec6-pin SD connector b) Tens are indicated by 1.2-second flashes. fla5 1 Locale the green 6-pin connector and then separated by a short pause. 12 In the engine compartn~erit,close to the attach an LEO diode light between the B+ bywiper motor, behind tile lett-nand front strut terminal and the signal terminal in the 6 pin c) A pause of 1.6 seconds separates tensmounting, or to the rear of the ten-side inner 4wlng (see illustrations 21.1 and 21.2). The connector (seeillustration 21.4). and units (the light remains extinguishedSD connectors on 1985 323 models are 2 Locate the green s~nyle-pinterminal, and blocated under the passenger's side facia during pauses).close lo the ECM. use a jumper wire lo connect it to earth. d) Units are ndtcated by 0 4-second ftarashes, L 3 Switch on the ~gn~trond,o not start the7 7-pin SD connector engine. The light will remain illuminated for 3 separated by a short pause. 1 seconds, and then flash to indicate the fault el Four tong flashes and one short flash, tor In the englne compartment. next to the code. If the light extinguishes, no fault codesbattery (see illustration 21.3) or close to the are stored. example, displays code 4 7 .a~rflowsensor. 4 Faull codes are displayed on the LED Light fl A pause of 4 seconds separates rhe as 2-dig~tflash codes. Codes 1 to 9 are displayed as a series of short pulses 0.4 rransmission of each rndivrdual code. g) The code is repeated wrth a 4-second pause between each code that is displayed. 6 Count the number of flashes in each serles. and record each code a s it is transmitted. Refer to the tables at the end of the Chaptw to determine the meaning of the fairlt code. 7 Continue retrieving codes u n t ~al ll stored codes have been retrieved and recorded. i8 Turn off the ignition and remove the d~ode light to end fault code retrieval. oooooo- IGN ACHO) 21.4 Connect an LEO test light between GNDpins A and B in order to retrieve flash codes 21.5 Connect a jumper lead between pins TEN and GND in order to retrieve flash codes from vehicles with the 6-pin connector with tho aid of the SD warning light A Green 6-pm connector A 17-pm SD connector B Jurnner lead 8 LED attached between signal terminal and B+ terminal

I l7-pin SD connector 9 Use a lumper lead to bridge tcrm~~~TaElsN end GNO in the 17-pin SD connector (see llustration 21.5). On models w~thout a warnlng Ilgtif, connect an LED dlode l~gh(tsee illustration 21-6) or a~ialoguevoltmeter (see Hbstration21.7) between the FEN and the B+ termlnal In the SO connector or the FEN termlnal and the battery positive terrnlnal. Note: 9p to and mcluding 1987, the fault c&es are generated as a strarght count Far example, 15 flashes rndrcates code number 15. or 5 flashes indicate code number 5. Please refer to the correct falilt code table for1these modelsModels with SD warning light,or retrieval with the aid of anLED test light GND10 Sw~tctol n the ignltlon, but do not start theengin*.11 Fault codes are displayed on the LED l~ght 2j.6 Connect an LED test light and a jumper lead to the corlpel pins in the SD connectoror the SO warnlng l~ghat s 2-digit !lash codes. in order to retrieve flash codes. fhe positive probe must be connected either to the B+Codes 1 to 9 are d~splayedas a series of short terminal in the 17-pin SD connector or the battery positive terminalpulses 0.4 seconds in durat~on,wlth a 0.4- series, and record each code as it is C LED test lightsecond pause between each pulse; thus, 8Bashes indicates corle number 8. trsnsmltted. Refer to the tables a1 the end of D Bartety positive terminal12 The numbers from 10 to 69 are displayedby two serles of flashes: the Chapter to determine the meaning of the 4-dig-it fault codesa) The frrst serres of flashes inrlicates the .,slau,lIt* ,.-An Some Mazda models from 1995 CIVUC. have a 4-digit fault code structure, The code multrples of ten, the second serres of tables at the end of the Chapter indicate the 19 Continue retrieving codes until all stored meaning for both 2-and 4-digit codes, but at flashes ~ndicatesthe single unrtsb) Tens am rndicated by 1.2-second fldshes, codes have been relrieved and recorded. the time of going to press, we do not have information on whether 4-digit codes can be separated by a short pause. 20 Turn off the ignition and remove the retrieved by manual means.c) A pause of 1.6 seccr~idsseparates tens jumper lead and voltmeter to end fault code retrieval.and units (the light remains extinguishedduring pauses!dJ Units are ~nd~catebdy 0.4-secondflashes,separated by shot7 pauses.el Code 4 1 is displayed b y four long flashesand one short flash.0 After a 4-second pause. the code isrepeated.gJ A pause o f4 seconds separates the transmission o feach mdrv~dualcode. -O O O D O O13 Count the number of flashes In eachserles, and record each code as ~t istransm~iied.Refer to the tables at the end ofthe Chapter to determine the meaning of thefault code.14 Continue retrieving codes until all storedcodes have been retrieved and recorded.15 Turn off the ignltlon and remove thelumper lead and test light [where used) to endfault code retrieval.I Retrieval with the aid of GND FP an analogue voltmeter 21-7 Connect an analogue voltmeter and a jumper lead to ihe correct pins in the SO connector in order to retrieve flash codes. The positive probe must be connected either 16 Switch on the ignition, but do not dart the engine to the B+ terminal in the 17-pln SD connector or the battary positive terminal 17 Fault codes are displayed on the analogue A f 7-pm SO connector C Analogue voltmeter B Jumper lead voltmeter as needle sweeps; the number of D Battety positive terminal needle sweeps lnd~catosthe fault code. 18 Count the nulnber of sweeps in each

.s JO E s u q m u! peq!~osepse 'Allenuew --wm inbby H Bu,~nswm w JWJ ' W o q ~peq.u=w ward sapoo ~ e y l ~(e6lq!ssod edeym) l o 'sepoo w = n ' W ~ W-. w sw line4 lo4 w33 ew e ~ ~ b o u e w lto1l33 ue ssn 1 A w e q eui muo m u e - a r eq ese4r pve 'pesli~!vu!w eqw mw m a s mwow 6ucues , S We~w ~ s eAiI~A!F@ 01 MOU wo!w JWs!YVMWP m13*sewk2 UO!jeUO~Ua!JOW MI ~ e a d ~ l 0(13 Jakeu L pumes e y l 'swnurw a t ~ I ~ J ~ ) U I ! X O ~J ~q~ R 'm@S W.@WS M 18 ~ U M F I P 'pe~ols6u!w I!IS wa Wm p o eJeym s a l n p a m ~ danoqa eqi ~ e e d a ~ eu!6ue eyj Bu!pgls sw!nbw senlen enljdepewu a3uo wpoo uneL do4 w33 BYI ~ 3 9 g~ 3 flje!ldOdddeayj Gu!lueel-s~.senlen e n g d p ~ *peJIBp ~ 3 tie3 esi/e/~lu!-wI I ! ~~ P J ~ ~ ~ U WhSwI wPmu uelqold a41 41 au!urlelep 01 suo!~!puo3 PW S! SJW W W8qMuP 1W Wl :OWNIno!len lopun au!Bua eyj unJ pue sepm -putuueje n ~ a k uh e ~ eqyl ~ u u o 3 ge ~rn leelo 'psl!edal uaaq seq Ilnej ell1 aouo g '11 e s ~ e wueyj pue spumes ' S W w~ o w ayt u! punoj sj!nm3 s 1s8e1JE104 l e w d ~ B J eQui sswdep Allnj sw slueuodluo3 bo X t u o l ~ ue~ y ~Guusal .spuoms oz weel 112 p weew E p u ! ~II!MnoA aleqM 'p ~ e ~ d e q 3 ,oh leu!lwel en!)~Eeuheueq aql imuuoos!a p umpaomd 1-1 lusuodluo3 a q ~01 ~ e p uP .pe~eepaq mou plnoqs wpm unq perois IN .Alddns 10 umeJ WBBhIl3alap E se y3ns Jopej uowuloo 'sesnj aqt Upi ueq1pua spuoms 02 ~ ollaj M 8 rloj yo01 'palaqla6 e m sepoa planas 41 ' W ~ L U U E ~ Lw~ldOu~e ~6u1ueaJu!aw eu!luJelep o~~a1&43 ayl u! peje2or s!xoqesnl eql ! ~d3ue M P pue 841 LEse~qeal poo II~Qeqi ol W ~ J -0E841 pW asnl N I B dug-09 84L @MUJQH2 Weu~eBe m sepoo jlnej aJaw JO euo 41 i: 'uo!t!sod , , 3 3 ~8,4,101 Aeq uo!uu6! eui l u n l L P a w sepo3

Mazda 21.5Fault code tables Flash/ 4-digit Description - FCR code code Solenoid valve, exhaust gas recirculationMarda EGi 29 1486 (EGR) venl, or circuit(might count, models up to and including 1987) ldle speed control valve (ISCV) or ISCV circuit ldles p x d control valve (ISCV)A or ISCV circuitFlash/ Description ldle s p d control valve (ISCV) B or ISCV circuitFCR code Pressure regulator solenoid valve or c~rcuit (altemative code)01 No ignition reference signal Solenoidvalve, variable induction system 102 Airflow sensor (AFS) or AFS circuit Solenoid valve, variable induction system 203 Cmlant tempefature sensor (CTS) or CTS c!rcuit Vehicle Speed sensor (VSS)or VSS circu~t04 Air temperature sensor (ATS) or ATS c~rcuit Temperature sensor - automatic transmiss~on06 Throttle pot sensor UPS) or TPS circuitM Atmospheric pressure sensor (APS) or APS circuit (AT) or circuit15 Air temperature sensor (ATS)or ATS circuit Solenold valve - 1-2 shift, automaticMazda EGi (1988-on models) transmission (AT) or circuitFtashl Cdigit DescriptionFCR code code Solenoid valve - 2-3 sh~tla, utomatic1 lgn~tionpulse transmission (AT) or circul2 0335 RPM sensor or circuit. NE signal Solenoid valve - 3-4 shift, automatic3 1345 RPM sensor or circuit, G signal transmission (AT) or circuit4 RPM sensor or circuit, NE signal Solenoid valve - lock-up, automatic5 0325 Knock sensor (KS) or KS circuit transmiss~on(AT) or circuit6 Vehicle speed sensor (VSS)or VSS circuit Solenoid valve - 3-2 shift, automatic8 0100 Vane or mass airflow sensor (AFS or MAF) or transmission (AT) or circuit Cooling fan relay (alternativecode) circu~t Lock-up solenoid, automatic transm~ssian(AT) Line pressure solenoid, automatic Coolant temperature sensor (CTS) or CTS transmission (AT) Cooling fan relay, low temperature circuit Air temperature sensor (ATS) or ATS circuit Cooling fan relay, high temperature Throttle pot sensor FPS) or TPS circuit Cooling fan therm~stor Electronic control module (ECM) or ECM Irnmobilisef un~tP, CM communication error ID number unregistered (irr~rnobiliser) circuit Atmospheric pressure sensor (APS)or APS Code words do not match (~mmobiliser) circuit (alternative code) ID numbers do not match (immobillser) Code word/lD number writing and reading Oxygen sensor (0s)or OS circuit error (immobiliser) Exhsust gas recirculation (EGR)Valve or EGR Code word unregistered(immobiliser) Electronic control module (ECM) or ECM circuit circuit 21 Code words do not match (immobiliser) Oxygen sensor (0s)or OS circuit ID numbers do not match (immobiliser) PCM internal circu~mt alfunction FBC system or circuit (alternativecode) Oxygen sensor (0s)or OS circuit Oxygen sensor (0s)or OS c~rcuit Fuel pressure regurator solenoid valve Carbon fitter solenoid valve (CFSV)or CFSV circuit Solenoid valve, exhaust gas r ~ i r c u l a l i o n (EGR) vacuum, or circuit

Chapter 22MercedesContentsIndex of vehicles Bosch Motronic MP6.016.1 and HFMIPMS flash code retrieval . . . 7 Clearing lault codes without a fault code reader (FCR) . . . . . . . . . 8 BoschSelf-Dtagnos~s Guide to test procedures . . . . . . . . . . . . . . . . . . . . . 10 Introduct~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1KE3 1 -Jetron~cduty cycle code retrieval . . . . . . . . . . . . . . . . 3 Self-D~agr~osc~onsoector location . . . . . . . . . . . . . . . . . . . . 2.Bocttl + k t 32-Jetrorw, duty cycle and flash code retr~eval. . . . . . . 4Birsxtl hF5 7 Jetron~cand €2-LIgnition module duty cycle and Self-Diagnos~swith a fault code reader (FCR) . . . . . . . . 9 f l ~ s hcode retr~evaIl15-pln) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5. Fault code tablesE o ~ t L)HJ.1 -.Jetror~~acnd EZ-L ign~tionmodule duty cycle and f l ~ rhtlilr. rr-tr~cva1l 78-p~n.) . . . . . . . . . . . . . . . . . . . . . . . . . . 6.lndex of vehiclesModel Engine code Year System 1993 l o 1997C180 111.920 1988 to 1993 PMS (Sietiiens)190E cat 102.962 Bosch KE3 5-Jetron~c:gut 2.3 CL31 102.985 1989 to 1993 Bosch KE3.5-Jetron~c190E 2.5 -16 B cat 102.990 1988 to 1993 Bosch KE3.1-Jetronic130E 2.5-16 Evolut~on 102.991 1989 t n 1992 Bosch KE3.1 -Jetron~c 103.942 1989 t u 1993 Bosch KE3.5-Jetronic190E 2.6 103.942 1987 to 1993 Bosch KE3.5-Jetronrc190E 2.6 cat 111.941 1994 to 1997 PMS (S~ernens)C2UU 111.940 1992 to 1996 PMS/Motronic 6.OiG.1E200 102.963 1988 to 1993 Bosch KE3.5-Jetronic?Out & 1 t cat 111 961 1993 to 1 997 HFMC2ZU 1 1 1.960 1992 to t 997 HFM 1995 to 1997 HFME270 1988 to 1993 Busch KE3.5-Jetrurl~c 1989 to 1991 Bosch KE3 5-Jetron~cC230 & Kun~pressur 1989 to 1993 Bosch KE3 5-Jetron~c23LlE. TE 8 CE cal 1988 to 1992 Bosch KE3.5-Jelronic 1988 to 1992 Bosch KE3 5-Jetron~c130GE 1993 to 1997 HFM260L & cat 1992 to 1996 HFM260E 4-Matlc & (.at 1993 to 1997 HFM260SE R cat 1993 to 1997 llFMC28U 1992 to 1995 Bosch KE3.5 Jetron~cE280 cat 1986 to 1992 Bosch KE3.5-Jetron~c 1987 to 1993 Bosch Kt3.5-JelrunicS28U 1988 to 1993 Rosch KF3.5 Jetron~cSL?80 1989 to 1993 Bosch KE5.2-Jetron~c/EZ-L~ g n ~ t ~ o r l 1988 1cl 1993 Bosch KE3.5-Jetror~E3rl0 198'3 10 1995 Bosch KE5.2-JetronidEZ-L Ignltlon3UUSL. 5LL & cal 1989 to 1995 Bosch KL5.2-Jetrun~c/EZ-L~ g n ~ t ~ o r ~300F, TF. CF E cnl 1892 to I>4>ii HFM300E R rat 11793 10 1997 HFM300L-21. l L - 2 3 8, C:L-24 cal 1993 1cr I997 HFM3 0 U F 4 - M;rl~rh, cni 1991 on 8psrh LHJ 1 Jet~n~i~i;'F.?I Ignltltm3011'sL R c:H Fosch LHJ.1 -Jetrori~c/EZ-L~ g r ~ ~ t ~ u r ~301.~5L-2-18 CA! 199? tc 1945 6osct1LH4.1 -Jstrun~c/EZ-Ll g n ~ t ~ o nE370 Bosch 1.H3 1 -.Jetronic/EZ-L Ignltlonc,3:,rj 1V>l3 lo 1>39; Bosch LH4 1-Jetron~c/EZ-Llgnlt~orl 1!,1-3: on Bosch LH4.1 -Jetron~c/EZ-L~ g n i t ~ o n51 5;'l) B m r h LH4.1-Jetrnnlc/EZ-L lgnltlon 199,' on Busch KE5.2-JetrorircIEZ-L lgri~t~oriJ n l ~ h .S E R !<EL 193: on Bosch CH4.l-Jetronlc/EZ-L Ignltlori Bosch LH4.1-Jetronrc!EZ-L l g n ~ t ~ o nL42Q 1992 on Bosch LH4.1-Jetron~c/EZ-Ligrl~t~on?4,'l1 1389 ta 19'44 Bosch LH-Jetron~ciEZ-LIgnltloniOl+ 1992 to 1995 Bosch LH4. I-JetroniciEL-L l g r ~ ~ t ~ u r iLtlIJSL 1993 to 1997 Bosch LH4.1 -Jetronlc/F7 I Ignltlon 1 Y Y 3 to 1997 Bosch I.H4.1-Jetrnnic!EZ- 1 ~ g n ~ t ~ n nf,!~l15,F & 5 F I 1991 to 19% 1991 to 1996<hr15El; 1996 to IOY I5OI,5l. (>dl 19g3 to l W 7Er>lIOSSOIjE,L',OO60F\"-;E L5t8lill C A I5;:;;lSLt8Oil

22.2 Mercedes-Self Diagnosis Some Mercedes vehicles are equipped with have occurred very recently (within the last or for condrt~ons not covered by thean engine management system (EMS) that four engine starts).controls primary ignition, fuelling and idle diagnostic software.functions from within the same ECM. Other Bosch EZ-L ignition, Bosch Motronic, HFM and PMS systems generate fault codes only. Limited operating strategy (LO4Mercedes vehicles are equipped with a Fault codes retrieved in conjunction with an Mercedes systems featured in this Chaptaseparate electronic ignition module that LED light are listed in the code tables at the utilise LOS (a function that is commonly calYcontrols primary ignition, and an electronic end of the Chapter as 2-digit flash codes. In the \"limp-home mode\"). Once certain fauhinjection rncdule that controls fuelling and idle addition, when an FCR is used to retrieve have been identified (not all faults will initi*functions. All of these engine management, codes, the codes displayed on the FCR may LOS), the ECM will implement LOS and rdw~gnitionand fuel systems are equipped with a be 2-digit or 3-digit; both kinds are indicated to a programmed default value rather than Iheself-diagnosis system capable of generating where appropriate. sensor signal. This enables the vehicle tobsfault codes. safely driven to a workshop/garage for repair Duty cycle % codes or testing. Once the fault has cleared, the Engine management systems covered by ECM will revert to normal operation.this Chapter include Bosch Motronic versions If a fault occurs on any of the monitoredMP6.0 and MP6.1, and HFM and PMS circuits during a period of engine running (only Adaptive or learning capability(Siemens). Electronic fuel injection systems a small number of circuits will generate dutyincludeB o x h LHJetronic 4.1 and KE-Jetmnic cycle % codes), the ECM wit1 increment a Mercedes systems also utilise an adaptiveversions 3.1, 3.5, 5.2. The electronic ignition counter, but will not store a fault at this stage. function that will modify the basicmdule with self-diagnosisis Bosch EZ-L. If the fault is present at the next two engine programmed values for most effective starts, the ECM will again increment the Where the vehicle is equipped with Bosch counter each time. If the fault is still present operation during normal runnlng, and with dueEZ-L ignition and e~thetrhe LH-Jetronic or KE- after four consecutive engine starts, the faultJetronic fuel system, fault codes will be is recorded in non-volatilememory. If the fault regard to engine wear.generated separately by the ignition and fuel disappears before four consecutivesystems. In some vehicles, one 16-pin or 38- occurrences, the counter is reset to zero. If ISelf-Diagnosis warning lightpin SO connector is provided for both ignition the fault recurs, the counter will begin Some Mercedes models are equ~ppedwithand fuel code retrieval. In other vehicles, incrementing from the zero point. The duty an SD warning light located within theign~tionand fuel system codes are retrievedvia cycle % routine will display this code, alongseparate SD connectors. Whatever; ignition with any faults that are present but have not Iinstrument panel, wh~chmay be used tcand fuel codes must be retrieved separately on yet been stored into memory (if the fault hassystems other than Motronic, HFM and PMS. occurred in less than four consecutive engine display flash codes. starts). Mercedes KE and LH-Jetronic systems are tNote: All Mercedes SD connectors arecapable of generating two very different kinds Self-Diagnosis (SDJfunctionof fault codes. These are 2-digit fault codes provided both for retrievrng flash codes andand 2-digit duty cycle codes. Fault codes are Each ECM has a self-test capability that for dedicated FCR use.similar to those generated by most other continually examines the signals from certainsystems. Duty cycle codes provide data on engine sensors and actuators, and compares Bosch KE3-1-Jetronicthe Lambda control system and faults that each signal to a table of programmed values. If the diagnostic software determines that a The 9-pin SD connector is located In the fault is present, the ECM stores one or more engine compartment on the left-hand Inner fault codes. Codes will not be stored about wing, close to the ignition module (see componentsfor which a code is not available, illustrations22.1 and 22.2).22.1 SD connector locations in Mercedes models 22.2 0-pin SD connector A SD connector location B 16-pin SD connector (when fitted) C 38-pin SD connector (when fitted) D 9-pin SD connector (when fitted)

Mercedes 22*3 -theBUTTON LEO 22.3 8-pin SO connector 221.4 16-pin SO connector The 8-pin SD connector IS located in the Note: Durmg the course of certain lest 3 Start and warm-up the engine so that the engine compartment on the right-hand coolant temperature is at least 80°C (normal blkhead {see illustration 22.3). procedures, it is possible for additional codes to be generated. Care must be taken that any operating temperature).Ik c h KE5.2-Jefrvnic codes generated during test routines do not 4 Stop the engine and switch on the ignition. wd EZ-L ignition mislead diagnosis. All codes must be cleared once testing is complete. 5 The meter should display the 2-digit duty The 16-pin SD connector (2-digit fuel and cycle codes as a percentage. bition code retrieval)is located in the engine 1 Duty cycle codes alone can be retrieved 6 Record the duty cycle and compare the compartment on the right-hand bulkhead (see from KE3.1-Jetronic. value with the duty cycle % code chart. illustration 22.4). The 9-pin SD connector 2 Attach the positive probe of a digital multi- pS percentage code retrieval) is located in meter (DMM) to pin number 3 of the 9-pin SD 7 Turning off the ignition ends duty cycle the engine compartment on the left-hand connector. Attach the DMM negat~veprobe to code retrieval. Remove the DMM probes from hnw wing. earth, and switch the meter to read duty cycle the SO connector. (see illustration 22.6). 8 The method of retrieving 2-digit fault ccdes Bosch LH4.1-Jetmnic 3 Switch on the ignition. differs according to the type of 8-pin SD 4 The meter should display the 2-digit duty connector fitted. Some 8-pin SD connectors end EZ-Lignition cycle codes as a percentage. have an LED and button, others do not. 5 Record the duty cycle percentage, and 9 If the SD connector does not contain an The 38-pin SD connector (2-digit fuel and comDare the value with the dutv cvcle % code LED and button, attach an accessory switch bition code retrieval)is located in the engine chart at the end of this chapte;. * between pins 3 and 1 in the SD connector. compartment's electrical box on the right- 6 Turning off the ignition ends duty cycle Connect an LED diode test l~ghbt etween the hand bulkhead (see illustration 22.5). The 9- code retrieval. Removethe DMM probes from the SD connector, battery (+) supply and S D pin 3 as shown pin SD connector (0s percentage code (refer t o illustration 22.7). 10 Switch on the ignition. mtneval) is located in the engine compartment 11 Close the accessorj switch or depress the on the left-hand innet wing. button for at least 5 seconds, and then open the switch or release the button. Afier approx-I Bosch Motronic imately 2 seconds, the LED will beginto flash. MP6.0/6.I , HFh4 and PMS 4 h c h K € W & r d c duty The 16-pin or 38-pin SD connector is mcbmtrttlash- ,,.4 located in the enqne compartment on the right-hand bulkhead. II procedures, it is possible for additional codes 22.6 Connect a digital multi-meter (A) t o 22.5 38-pin SD connector to be generated. Care must be taken that any codes generated during test routines do not the 9-pin SD connector (B) in order to mislead diagnosis. Ail codes must be cleared once testing is complete. If using a fault code retrieve percentage codes reader, proceed to Section 9. 1 Duty cycle codes and 2-digit fault codes can be retrieved from KE3.5-Jetronic systems. Duty cycle codes must be retrieved prior to 2-digit fault code retrieval. 2 Attach the positive probe of a digital multi- meter (DMM) to pin number 3 of the 8-pin SD I connector. Attach the DMM negative pmbe to earth, and switch the meter to read duty cycle (see illustration 22.7).

22.4 Mercedes12 The LED displays the 2-digit fault codes addition, EZ-L ignition codes can be retrieved to one code number, so five flashes d 'as a straight count. One flash is equal to one from the 16-pin SD connector. fault code number 5, twenty-two fcode number, so five flashes denotes fault 2 Attach the positive probe of a digital multi- denotes fault code number 22, andcode number 5, twenty-two flashes denotes meter (DMM) to pin number 3 of the 9-pin SO Each flash lasts for 0.5 seconds, and tfault code number 22, and so on. Each flash connector. Attach the DMM negative probe to a 1-second pause between each digit.lasts for 0.5 seconds, and there is a I -second earth, and switch the meter to read duty cycle 13 Count the number of flashes, and rpause between each digit. (refer t o illustration 22.6). the code. Refer to the tables at the end13 Count the number of flashes, and record 3 Start and warm-up the engine so that the Chapter to determine the meaningof ththe code. Refer to the tables at the end of the coolant temperature is at least 80°C (normal code.Chapter to determine the meaning of the flash operating temperature). 14 If code number 1 is transmitted, no fa&code. 4 Stop the engine. Ensure that the air codes are stored. conditioning is turned off, and the automatic 15 Retrieve subsequent codes by closingti14 If code number 1 is transmitted, no faults transmission selector (where applicable) is in accessoty switch once more for 2 to 4 secondncodes are stored. \"P\".Switch on the ignition.15 Retr~evesubsequent codes by once more Open the switch, and after approximateblclosing the accessory switch or depressing the 5 The meter should display the 2-digit dutybutton for at least 5 seconds. Open the swktch cycle codes as a percentage. seconds the LED light will begin to flash.A&or release the button, and after approximately 6 Record the duty cycle. The displayed value all stored codes have been display&, th2 seconds the LED will begrn to flash. will be 50% if all sensor inputs are within the16 Repeat code retrieval by turn~ngoff the pre-determined operating parameters. If the codes will be repeat&ignition and repeat~ngthe whole procedure display indicates another value, refer to thefrom the beginning. duty cycle % code chart at the end of this 16 Turning off the ignition ends KE5.2fa17 Turn~ngoff the lgnition ends fault code Chapter to determine the reason.retr~eval.Remove the accessory switch and 7 Start the engine and allow it to idle. The and diode light from the SD connecto;. 1d~odelight from the SD connector where duty cycle should fluctuate if the system isthese components were used. operating correctly. If the duty cycle value Engine systems control module remains fixed at one particular figure, refer to flash code retrieval (16-pin) 5 m&EsAWmiaRda- the duty cycle % code chart to determine the L ignitiond d e duty reason. 17 Fault codes from the engine systems 8 Turning off the ignition ends duty cycle control module can be retrieved by follow~n~ end flaah code code retrieval. Remove the DMM probes from the next set of routines. the 9-pin SD connector. All of the following 18 Attach an accessory switch betweenNote: During the course o f certain test fault code retrieval routines must be 14 and 1 in the 16-pin SD connector. Connectprocedures, ~t is possible for additional codes performed after duty cycle code retrieval. an LED diode test light between SD pin 16[t)to be generated. Care must be taken that any 9 Attach an accessory switch between pins 3 and SD pin 14 (-) as shown (see illustrationcodes generated dunng test routines do not and 1 in the 16-pin SD connector. Connect an 22.9). LED diode test light between SD pin 16 (+)and I 9 Switch on the ignition The method formjslead diagncsis. All codes must be clearedonce testtng is complete. If using a fault code SD pin 3 (-) as shown (see illustration 22.8). Icode retrieval is den tical to that described 10 Switch on the ignition.reader, proceed to Section $. above (paragraphs 11 to 16). 11 Close the accessory switch for 2 to 4 20 Retrieve ignition fault codes by following1 Duty cycle codes and 2-digit fault codes seconds, and then open the switch. After the routines described below (Bosch EZ-L). approximately 2 seconds, the LED light will Bosch EZ-L ignition modulecan be retrieved from KE5.2-Jetronic begin to flash. flash code retrieval (I6-pin) 12 The LED light displays the 2-digit faultsystems. Duty cycle codes are available either codes as a straight count. One flash ISequal 21 Only 2-digit fault codes can be retrievedwith the engine stopped (ignition on) or with from Bosch E - L ignition.the engine running at idle speed, and must be 22 Attach the wires of an accessory switchretrieved prior to 2-digit fault code retrieval. In between pins 8 and 1 in the 16-pin SO connector. Connect a diode test light between I 5678BUTTON 1E D -J22.7 Connect a diode light (A) and accessory switch (6)to the 22.8 Connect a diode light and accessoty switch to the 16-pin SD &-pin SD connector (C) in order to retrieve flash codes connector in order to retrieve flash codes

Mercedes 2 2 6to 1 1 12 22.10 Connect a diode light and accessory switch to the 16-pin SD connector in order to retrieve ignition flash codesSD pln 16 (+) and SO pin 8 (-1 as shown (see closing the accessory switch for between 2 5 The meter should display the 2-digit duty Mustration 22.10). and 4 seconds. Open the switch, and after cycle codes as a percentage. 23 Start the engine and warm it to normal operating temperature. approximately 2 seconds the LED light will 6 Record the duty cycle. The displayed valuea4 Allow the engine to idle. begin to flash. will be 50% if all sensor inputs are wlthin the25 Raise the engine speed to between 3100 36 Turning off the ignition ends ignition pre-determined operating parameters. If theand 3600 rpm for approximately 8 seconds,and then allow the engine to idle once more. module fautt code retrieval, and also clears all display indicates another value, refer to the duty26 Detach the vacuum hose from theconnection on the EZ-L ignition module. fault codes from memory. Fault codes are not cycle % code chart to determine the reason.27 Move the automatic transmission selectorlever from the \"P\" position to \"DM,and then retained in memory after the ignltlon has been 7 Start the engine and allow it to idle. Theminimum of 2 seconds, and then allow the turned off. duty cycle should fluctuate ~fthe system ISengine to idle once more.28 Reconnect the vacuum hose to the 37 Remove the accessory switch and diode operating correctly. If the duty cycle valueconnection on the EZ-L ignition module. light from the SD connector. remains fixed at one particular figure, refer to30 Ra1setheenginespeedt02300rpm,andthen briefly snap the throttle fully open so that the duty cycle % code chart to determine thethe throttle switch full-load contacts become reason.closed. Allow the engine to idle once more. Li~~dut 8 Turning off the ignition ends duty cycleNote: I f the ignition is turned off at any point, andArsshdtWbd@&M)the whole procedure must be restarted from y code~retrieval. Remove the DMM probes fromthe beginning of the EZ-L ignitron codesretrieval routine. the SD connector. All of the following fault51 Close the accessory switch for between 2 code retrieval routines must be performedand 4 seconds, and then open the switch.After approximately 2 seconds, the LED light Note: During the course o f certain test immediately after duty cycle code retrieval.32 The LED light displays the 2-digit fault procedures,itispossibieforadditionaicodes 9 Attach the wiresof an accessory switchcodes as a straight count. One flash is equalto one code number, so five flashes denotes to be generated. Care must be taken that any between pins 1 and 4 in the 38-pin SDlault code number 5, twenty-two flashes codes generated during test routines d o not connector. Connect an LED diode test lightdenotes fautt code number 22, and so on.Each flash lasts for 0.5 seconds, and there is mislead diagnosis. All codes must be cleared between SD pin 3 (+) and SD pin 4 (-) asa 1-second pause between each digit.33 Count the number of flashes, and record once testrng rs compbte. I f using a fault code shown (see illustration 22.1 1).the code. Refer to the tables at the end of theChapter to determine the meaning of the flash reader, proceed to Section 9.34 If code number 1 IS transmitted, no faults 1 Duty cycle codes and 2-digit fault codescodes are stored.35 Retrieve subsequent codes by once more can be retrieved from LH4.1-Jetronic systems. Duty cycle codes are available either with the engine stopped (ignition on) or with the engine running at idle speed, and must be retrieved prior to 2-digit fault code retrieval. In addition, E Z - t ignition codes can also be retrieved from the 38-pin SD connector. 2 Attach the positive probe of a digital multi- meter (DMM) to pin number 3 of the 9-pin SD connector. Attach the DMM negative probe to earth, and switch the meter to read duty cycle (refer to illustration 22.6). 3 Start and warm-up the engine so that the coolant temperature is at least 80°C (normal operating temperature). 4 Stop the engine. Ensure that the air conditioning is turned OH,and the automatic 22.11 Connect a diode light and accessory transm~ss~onselector IS in \"P\" (where switch t o t h e m - p i n SD connectorin order applicable). Switch on the ignition. to retrieve flash codes

-22.6 Mercedes 16 Turning off the ignition ends LH4.1 fault 26 Switch on the ignition. The methodfa code retrieval. Remove the accessory switch and diode light from the SD connector. code retrieval is identical to that for the Ui Bosch EZ-L ignition module module (paragraphs 19 to 24). flash code retrieval (38-pin] Diagnostic module flash code 17 Attach the wires of an accessory switch retrieval (38-pinJ between pins 1 and 17 in the 38-pin SD connector. Connect a diode test light between 27 Attach the wires of an accessory switeh SD pin 3 (+) and SD pin 17 (-) as shown (see between pins 1 and 19 in the 38-pin SO Illustration 22.f2). connector. Connect an LED t8 Switch on the ignition. between SD pin 3 (+) and SD pin 19 (-)a 19 Close the accessory switch for between 2 and 4 seconds, and then open the switch. shown (see-illustration 22.14). After approximately 2 seconds the LED will 28 Switch on the ignition. The methodla begin to flash. 20 The flashing of the LED light displaysthe 2- code retrieval ts identical to t digit fault codes as a straight count. One flash module (paragraphs 19 to 24). is equal to one code number, so five Rashes denotes fault code number 5, twenty-two ? hschMotponic MP6.0/8.1 I flashes denotes fault code number 22, and so m&#FM/PMSflzishcode : on. Each flash lasts for 0.5 seconds, and there retrieval is a 1-second pause between each digit.22.12 Connect a dlode light and accessory 21 Count the number of flashes, and record Note 1: During the course of certain tsslswitch to the 38-pin SD connectorin order the code. Refer to the tables at the end of the Chapter to determine the meaning of the flash procedures, i t IS possible for additional codas t o retrieve ignition flash codes code.$0 Switch on the Ignition. 22 If code number 1 is transmitted, no faults to be generated. Care must be taken that any11 Close the accessory switch for between 2 codes are stord.and 4 seconds, and then open the switch. 23 Retrieve subsequent codes by once more codes generated during test routines do no!After approximately 2-seconds the LED light closing the accessory switch for between 2will begin to flash. and 4 seconds. Open the switch, and after mislead diagnosis. AN codes must be cleared12 The LED light displays the 2-digit fault approximately 2 seconds the LED will begintocodes as a straight count. One flash is equal flash. After all stored codes have been once testing is complete. Ifusing a fauncodeto one code number, so live flashes denotes displayed, the codes will be repeated.fault code number 5. twenly-two flashes 24 Turning off the ignitlon ends ignition reader, proceed to Section 9.denotes fault code number 22, and so on. module fault code retrieval. Remove theEach flash lasts for 0.5 seconds, and there is accessory switch and diode light from the SD Note 2: Flash codes retrieved using thEsa 1-secondpause bwIween each dig~t. connector.13 Count the number of flashes, and record method may be different to codes relrievedthe code. Refer to the tables at the end of the Base module flash codeChapter to delermine the meanlng of Ihe lash with the aid of an FCR. Refer to the fauncodecode. retrleval(38-pi)14 If code number 1 ts transmitted, no faults tables at the end of this Chapter - if followingcodes are slored. 25 Attach the wires of an accessory switch15 Retrieve subsequenl codes by once Inore between plns 1 and 8 in the 38-pin SD the procedures in this Section, use the columnclosing the accessory Swltch for a1 least 5 connector. Connect an LED d~odetest lightseconds. Open the switch, and after between SD pin 3 {+) and SD pin 8 (-) as headed \"Flashcode\".approximately 2 seconds the LED light wrll shown (seeillustration 22.13).begin l o flash AHer all slored codes have 1 Only 2-digit codes can be retrieved frombeen displayed, the c o d e will be repealed. HZ9874 Motronic MP6.0/6.1.LI 22.14 Connect a diode light and accessory swRch to tho W p l n SD connector in order Models with 16-pin SD con- [22.t3 Connect a diode light and accessory to retrieve diagnostic module flash c&s I2 Attach the wires of an accessory switctswitch to the %-pin SD connector in order between pins 1 and 3 in the 16-pin SD t o retrieve base module flash codes connector. Connect an LED diode test light between SD pin 16 (+) and SD pin 3 (-) a8 shown (refer t o illustration 22.8). IModels with 38-pin SD connectw I3 Attach the wires of an accessory switch between pins 1 and 4 in the 38-pin SO connector. Connect an LED diode test lhght between SD pin 3 (+) and SD pin 4 (-1 as shown (refer to illustration 22.11). All models 4 Sw~lchon the lgnll~on 5 Close the accessory switch for between 2 and 4 seconds, and then open the switch. Atter approximately 2 seconds, the LED light will bec~nto flash. 6 The LED dlsplays the 2-digit fault codesas a stra~ghtcount. One flash is equal to one code number, so five flashes denotes fault code number 5, twenty-two flashes denotes fault code number 22, and so on. Each flash lasts fat 0.5 seconds, and there is a 1-second pause between each digit. 7 Count the number of flashes, and record the code. Refer to the tables at the end of the Chapter to determine the meaning of the flash code. 8 If code number 1 is transmitted, no faults codes are stored.

Mercedes 22.7for Q Retrieve subsequent codes by once more 6 In some systems, several different modulesw9-,jO\".~ab'-L closing the accessory switch for at least 5 are connected to the SD connector. Each wconds. Open the switch, and after code in each module must be retrieved and ,, , ,A ,, approx~mately2 seconds the LED light will then cleared one after the other until all are \"4 . b i n to flash. clear. , ,,. 10 Repeat code retrieval by turning off the 7 Turn off the ignition and remove the 1 Use an FCR to interrogatethe ECM for fault...<!I lgnition and repeating the whole procedure accessory switch and diode light from the SD codes, or gather flash codes manually.SD fmm the beginning. connector. Codes storedI ' I L 11 Turning off the ignition ends fault codeas retrieval. Remove the accessory switch and 2 If one or more fault codes are gathered, W e light from the SD connector. Note: During the course of certain test refer to the fault code tables at the end of this Chapter to determine their meaning.Jr 3 If several codes are gathered, look for a common factor such as a defective earth-L return or supply. 4 Refer to the component test procedures in Clearing fault codes without a fault code reader (FCR)., procedures, it IS possible for additional fault Chapter 4, where you will find a means of M e : It is not possible to clear fault codes by codes to be generated. Care must be taken testing the majority of components and disconnection of the battery terminals. Fault that any codes generated during test routines circuits found in the rncdern EMS....--, code memory in Mercedes vehicles is non- do not mislead diagnosis. 5 Once the fault has been repaired, clear the volatile, and battery power is not required to codes and run the engine under various conditions t o determine if the problem has stain codes. All Mercedes models cleared.i3; I Connect an FCR to the SD connector. Use 6 Check the ECM for fault codes once more.-A 1 Turning off the ignition ends fault code the FCR for the following purposes, in strict Repeat the above procedures where codes retrieval, and also clears all fault codes from compl~ancewith th8 FCR manufacturer's are still being stored. memory. Fault codes are not reta~nedin instructions: 7 Refer to Chapter 3 for more information onI; memory after the ignition has been turned off. a) Retrieving fault codes. how to effectively test the EMS. All systems b) Clearing fault codes. No codes stored except 16-pin Bosch EZ-L c) Testing actuators. 8 Where a running problem is experienced, d) Making service adjustments. but no codes are stored, the fauh is outside ofI 2 Each fault code must be individually e) Displaying Datastream. cleared as described in the following routines. Note: Not all of the above functions are the parameters designed into the SO system.I 3 Carry out the procedure to retrieve the first available in a// vehicles. Fault codes thaf are Refer to Chapter 3 for more information on fault code. retrieved by FCR may be 2-digit or 3-digit. how to effectively t& the engine management 4 Clear the first code by depressing the Refer to the tables at the end of this Chapter. system. accessory switch for a period of between 6 Codes retrieved with the aid of an FCR may be B If the problem points to a specific and 8 seconds. different to flash codes retrieved manually. component, refer to the test procedures in 5 Continue the process by retrieving and 2 Codes must always be cleared after Chapter 4, where you will find a means of clearing each code in turn until all codes have component testing, or after repairs involving testing the majority of components and been cleared. the removal of an EMS component. circuits found in the modem EMS. a9 Fault code tables Flash/ Description FCR code -Bosch LH-Jetmnic, LH4.f Jetronic, 10 Throttle pot sen= ('IPS)or TPS circuit (LH4.1, KE5.2, KE3.5) KE3.5-Jetronic, KE5.2-Jetronic 11 Secondary air pump system Flash/ Description 12 Mass airflow (MAF) sensor burn-off or MAF sensor circuit FCR code 12 Pressure signal from ignition system or circuit (KE5.2) 1 No faults found in the ECM. Proceed with normal 13 Air temperature sensor (ATS) or ATS circuit 14 Vehicle speed sensor (VSS) or VSS circuit (KE5.2) diagnostic methods 15 Catalytic converter control unit (Japan only) 2 Coolant temperature sensor (CTS) 1 or CTS circuit 2 Throttle pot sensor (TPS) or TPS circuit, full-load (KE5.2) 15 Exhaust gas recirculation(EGR) valve (LH4.1) 3 Coolant temperature sensor (CTS) 2 or CTS circu~t 16 Exhaust gas recirculation(EGR) or EGR circuit 4 Mass airflow (MAF) sensor or MAF sensor circuit 17 Throttle switch (TS),full-load switch 17 Idle speed controt valve (ISCV) or ISCV circuit 5 Oxygen sensor (0s)or OS circuit (KE5.2) 17 CAN signal (LH4.1) - communication between system 6 CO pot or CO pot circuit computers 7 TN (enginespeed) signal incorrect 7 Vehicle speed sensor (VSS)or VSS circuit (LH4.1, KE5.2) 17 Oxygen sensor (0s)or OS circuit (KE5.2) 8 Camshaft position sensor (CMP) or CMP circuit 8 Cylinder identification(CID) sensor or CID sensor circuit 18 Data transfer from ignition system 18 CAN signal (LH4.1) - communication between system (LH4.1 8 Ignition system or circuit (KE5.2) computers 8 Barometric pressure sensor (BPS)or BPS circuit (KE3.5) 18 Idle speed control valve (ISCV) or ISCV circuit (KE5.2) 9 Starter signal 20 Electronic control module (ECM) 9 Pressure actuator (KE5.2, KE3.5) 20 CAN signal (LH4.1) - communication between system 10 Idle speed control valve (ISCV) or ISCV circuit computets

22.8 MercedesFlash/ Description Flash/ DescriptionFCR code FCR c d e2 1 Oxygen sensor (0s)or OS circuit 9 Air temperaturesensor (ATS)or ATS circuit, opn/short-22 Oxygen sensor (0s)heater or OS circuit circuit 10 Mass airflow (MAW sensor or MAF sensor circuit, voltage23 Regenerationvalve or circuit23 Carbon filter solenoid valve (CFSVjor CFSV circuit too high/low 11 TN (engine speed) signal defective (LH4.1, KE5.2)24 Left camshaft control actuator or circuit (119 engine) 12 Oxygen sensor (0s)or OS circuit, open/short-circuit25 Rlght camshaft control actuator or circukt (119 engine)25 Camshaft control actuator or circuit (104 engine) 13 Camshaft position sensor (CMP) or CMP circuit, signal25 Cold starl valve (CSV) or CSV circuit (KE5.2) defective26 Automatic transmission (AT) shift point relay or circuit27 Injectors or injector circult 14 Variable induction solenoid valve (VISV) or VlSV circuit,27 Data exchange between KE and €2 control units (KE5.2) pressure too low28 Electronic control module (ECM)28 Coolant temperature sensor (CTS) or CTS circuit (KE5.2) 15 Wlde-open throttle, information defective29 1st gear relay (LH4.1) 16 Closed throttle, information defective29 Coolant temperature sensor (CTS) or CTS clrcuit (KE5.2) 17 Data exchange malfunction between individualcontrol30 lmmobiliser system fault (LH4.1) modules31 Air temperature sensor (ATS) or ATS circuit (KE5.2) 18 Adjustable camshaft timing solenold, open/short-circult32 MKV resistor (engine coding plug, KE5.2) 19 Fuel injectors open/short-circuit or emission control34 Coolant temperature sensor (CTS) or CTS circuit (KE5.2) system adaption at limitBosch LH4.1 base module 20 Speed signal missing 21 Purge switchover valve, open/short-circuitFlash/ Deserlption 22 Camshaft position sensor (CMP) or CMP circuit, signalFCR code1 No faults found in the ECM. Proceedwith normal defective 23 Variable induction solenoid valve (VISV) or VlSV circuit, diagnostic methods pressure with engine running too low5 Marrlmum permissible temperature in module box 24 Starter ring gear segments defective excedd 25 Knock sensor (KS) or KS circuit6 Electromagneticair conditioning compressor clutch 26 Upshift delay switchover valve, open short-circuit blocked 27 Coolant temperature sensor (CTS) or CTS circuit7 Poly-V-belt slbpping 28 Coolant temperature sensor (CTS) or CTS circuit9 Voltage supply for electronic control module (ECM) (N3/1) Bosch KE5.2 control module Interrupted10 Voltage supply for electronic control module (ECM) (N3/1) Flash/ Description FCR code interrupted 1 No faults found in the ECM. Proceed with normal10 Voltage supply for luet injectors interrupted(alternative diagnostic methods code) 2 fuel pump relay or circuit11 Voltago supply for accessory equipment control modules 3 TN (engine speed) signal interrupted interrupted 4 Oxygen sensor (0s)or OS circuit12 Vollage supply for ABS (anti-lock brakes)control module 5 Output for secondary air injection pump control defective (N30)or ABS/ASR (anti-lock brakesjtraction control) control module {N30/1) 6 Output for kickdown switch control defective12 Automatic locking differential(ASD) control module 9 Oxygen sensor (0s)heater or OS circuit, open (N30/2) ~nterrupted(alternat~vecode) 11 Air condltionlng (AC) compressor engagement signal15 Vollage supply for automatic transmission kickdown missing valve (Y3)inlerrupted 12 Output for air conditioning (AC) compressor control16 Voltage supply for electromagnetic alr conditioning defective . compressor clutch (A9Kl) interrupted 13 Excessive air conditioning compressor belt slippage17 Voltage supply for module box blower motor (M2/2) 14 Speed signal implausible Interrupted 15 Short-circuit detected in fuel pump circuitBosch LH4.1 diagnostic module Boseh EL-L ignitionFlash/ Oescriptlon Flash/ DeserlptionFCR & FCR code 01 No taults found ~nthe ECM. Proceedwith normal7 No faults found in the ECM. Proceed wlth normal diagnostic methods. d~agnost~mcethcds2 Oxygen sensor (0s)or 0 5 circuit, inoperative 02 Knmk wnsor (KS)or KS circuit3 Oxygen sensor (0s)or OS circuil, inoperative 03 Coolant temperature sensor (CTS) or CTS circuit4 Sacondary air injection, inoperative Od Manifold absolute pressure (MAP) sensor or MAP sensor5 Exhaust gas rmrculation (EGR) valve or EGR circuit, circuit inoperative 05 Knock sensor (KS) or KS circuit6 Idle speed control valve (ISCV) or ISCV circurt, inoperative 06 Camshaft position sensor (CMP) or CMP circuit7 lgn~tlansystem defective 07 Knock sensor (KS) or KS circuit8 Coolant temperature sensar (CTS)or CTS c~rcuit. 08 Autornat~ctransmission G9 Autornat~ctransmission open/shon-circuit 10 Data exchange between KE and EZ control units 11 Ignition control 12 Vehicle speed sensor (VSS) or VSS circuit 13 Throttle pot sensor (TPS) or TPS circuit

Mercedes 22.9Flash/ Description Flash FCR Description code code Throttle pot sensor (TPS)or TPS circuit 05 07 Throttle pot sensor (TPS) or TPS circu~t lgnition end stage fault 06 13 lgnition end stage fault 06 Throttle pot sensor VPS) or TPS circuit Vehicle speed sensor (VSS)or VSS circuit 07 14 Crank angle sensor (CAS) or CAS circuit 15 Throttle pot sensor VPS) or TPS circuit Electronic control module (ECM) or ECM circuit 07 16 Manifold absolute pressure (MAP) sensor or MAP sensor 17 ldle speed control valve (ISCV) or ISCV circuit 08 20 ldle speed control valve (ISCV) or ISCV circuit OB 21 OB 22 Idle speed control valve (ISCV) or ISCV circuit 09 23 09 30 Idle speed control valve (ISCV) or ISCV circuit 1I 32 Data exchange between LH and EZ control units 11 Idle speed control valve (ISCV) or ISCV circuit Data exchange between LH and EZ control units 11 31 lgnition fault No.1 cylinder 13 Oxygen sensor (0s)or OS c~rcuit Ignition fault No.5 cylinder 13 37 Oxygen sensor (0s)or OS c~rcuit lgnition fault No.4 cylinder 14 36 Oxygen sensor (0s)or OS c~rcuit lgnition fault No.8 cylinder 14 Oxygen sensor (0s)or OS crrcult lgnition fault No.6 cylinder 14 42 Oxygen sensor (0s)or OS c~rcuit lgnition fault No.3 cylinder 15 40 lgnition fault No.7 cylinder 20 41 Oxygen sensor (0s)or OS c~rcuit lgnition fault No.2 cylinder 20 43 20 54 Oxygen sensor (0s)or OS curcultBosch Motronic 6.0/6.7 20 55 21 57 Injectors (4-cylinder) numbers 2 and 3Rash/ Description 21 21 56 lnjectors (4-cylinder) numbers 1 and 4 22 64 62 Injectors (4-cylinder) numbers 1 and 3 22 63 22 65 lnjectors (4-cylinder)numbers 2 and 4 24 67 66 Oxygen sensor (0s)or OS circu~t 24 73 Oxygen sensor (0s)or OS cucu~t 26 75 77 Oxygen sensor (OS)or OS circu~t 26 80 No faults found in the ECM. Proceedwith normal 27 81 Oxygen sensor (0s)or OS circu~l diagnostic methods 27 82 83 lgnition primary clrcuit - cylinders 1 and 4 Coolant temperature sensor (CTS)or CTS circuit 28 84 28 86 lgnition primary circuit - cylinders 1 and 4 k r temperature sensor IATS) or ATS circu~t 29 lgnition primary circuit - cylinders 1 and 4 FCR lgnition primay circuit - cylinders 2 and 3 Manifold absolute pressure (MAP)sensor or MAP sensor HFM code lgnition primary circuit - cylindsts 2 and 3 Flash lgnition primary circuit - cylinders 2 and 3 Throttle switch VS)or TS c~rcuit code Throttle pot sensor UPS) or TPS clrcuit Engine sensor or circuit 1 Throttle pot sensor (TPS) or TPS circuit Engine speed sensor or circuit ldle speed control valve (ISCV) or ISCV circurt MKV (engine coding plug) Oxygen sensor (0s)or OS circult Oxygel sensor (0s)or OS circuit MKV (engine coding plug) Oxygen sensor (0s)or OS circurt Tachometer circuit Injectors d cylinder NOS.1 and 4 Tachometer circuit Injectors 4 cylinder Nos. 2 and 3 Vehicle speed sensor (VSS) or VSS circuit Oxygen sensor (0s)or OS circuit Vehicle speed sensor (VSS) or VSS circuit Ignil~onprimary c~rcuitc, yl~nders1 and 4 Ign~l~opnrlrnary c~rcultc, ylinders 2 and 3 Variable induction solenoid valve (VISVJor VlSV Pa Englne speed signal or circu~t circuit, preheatingrelay Octane encodlng or circuit Engrne speed signal or clrc~it Variable induction solenoid valve (VISVjor VlSV Vehicle s p e d sensor (VSS)or VSS circuit Variable induction solenoid valve (VISV) or VlSV circuit, circuit, preheatingrelay preheatingrelay or circuit Fuel pump circuit Fuel pump circuit CO adjuster or CO circuit Carbon filter solenoid valve (CFSVjor CFSV circuit Fuel pump circuit Automatic transmission (AT) Electronic control module (ECM) Carbon filter solenoid valve (CFSV) or CFSV clrcuit Carbon filter solenoid valve (CFSV) or CFSV circu~t Automatic transmission (AT) Electroniccontrol module (ECM)PMS (Siemens) DescriptionRash FCR Description No faults found in the ECM. Proceed with normalcode code diagnostic methods No fautts found in the ECM. Proceedwith normal Coolant temperature sensor (CTS)or CTS circuit, diagnostic methods short-circuit Coolant temperature sensor (CTS) or CTS clrcuit Coolant temperature sensor (CTS) or CTS circuit, Coolant temperature sensor (CTS) or CTS c~rcult open-circuit Coolant temperature sensor {CTS) or CTS ctrcuit Coolant temperature sensor (CTS) or CTS clrcult, Air temperature sensor (ATS) or ATS circuit implaus~blesignal Air temperature sensor (ATS) or ATS circuit Coolant temperature sensot (CTS) or CTS circuit, Manifold absolute pressure (MAP) sensor or MAP loose contact sensor circuit Alr temperature sensor (ATS) or ATS circuit. Manifold absolute pressure (MAP) sensor or MAP short-circuit sensor circuit Air temperature sensor (ATS)or ATS circuit, open-arcuit

22.1 0 MercedesFlash FCR Description Flash FCR Descriptioncode code code code Air temperature sensor (ATS) or ATS circuit, loose 071 RPM sensor or circuit3 008 contact 27 072 Mass airflow (MAR sensor or MAF sensor circuit, 28 Vehicle speed smsor (VSS)or VSS crrcuil,sbrd implausibly high signal Mass airflow (MAF) sensor or MAF sensor circuit, 28 073 not recognised open-circuit Vehicle speed sensor (VSS) or VSS c~rcu~slgt,rd Throttle switch (TS) 29 074 implausibly high Variable induction solenoid valve (ZIISV)or VI Throttle switch (TS),closed 29 075 circuit, heater relay or circuit Variable induction solenoid valve (VISV)or VlSV Throttle swltch (TS),loose contact 30 076 circuit, heater d a y or circuit Throttle pot sensor (TPS)or TPS circuit, Fuel pump rslay or circuit implausibly high signal 32 079 Knock sensor (KS) 1 or circuit Throttle pot sensor (TPS) or TPS circuit, 32 080 Knock sensor (KS) 2 or circuit implausibly low signal 33 O B l Ignition timing, mawlmum retardationat No. 1 Throttle pot sensor RPS) or TPS circuit, loose cylinder contact 33 082 lgn~t~ot~nming.var~ationin cylinder firing point Throttle pot sensor VPS) or TPS circuit, greater than 6 O implausibly high signal 34 083 Knock sensor (KS) control circuit in ECM Throttle pot sensor UPS) or TPS circuit, 34 084 implausibly low signal 36 086 Oxygen sensor (0s)or OS circuit Throttle pot sensor (TPS) or TPS circuit, loose 36 087 contact 37 088 Carbon filter solenoid valve (CFSV) or CFSV d ldle speed control valve (ISCVJor 1SCV circuit, 38 089 bottom control stop 38 090 Carbon filter solenoid valve (CFSV) or CFSV clrclA ldle speed control valve (ISCV) or ISCV circuit, Automatic transmission(AT)or AT circuit top control stop 43 101 Camshaft timing actuator, short-circuit to po Oxygen sensor (0s)or OS circuit, vollage high 107 Camshaft timing actuator, openlshort-circuitto Oxygen sensor (0s)or OS circuit, cold or open- 49 110 earth No starter s~gnal,terminal 50 circuit 49 111 Dwell angle control at ignition output stage Electronic control module (ECM), supply voltage Oxygen sensor (0s)or OS circuit, sensor voltage 50 112 implausible 113 Electronic control module (ECM), supply voltage lrnplaus~ble 114 low Electronic control module (ECM) Oxygen sensor (0s)or OS circuit, heater current 115 Electronic control module (ECM) Incorrect electronic control module (ECM)coding, low 116 from 01/94 117 Incorrect electronic conlrol module (ECM)coding, Oxygen sensor (0s)or OS circuit, heater current from 01/94 Infra-red control unit signal from 12/94 high Attempt to start when ~nfra-redlocking system locked, from 12/94 Oxygen sensor (0s)or OS circuit, heater short- -Bosch KES. 1-Jetmnic, circu~t KE3.5-Jatronlc, KE5.2-Jetronic, LH4.f Jetronic Oxygen sensor (0s)or OS circuit, mixture lean Oxygen sensor (0s)or OS circuit, mixture rich Duty Description cycle D/s Injector No. 1, short-circuit 0% Oxygen sensor (0s)or OS circu~t Injector No. 1, open/short-circuit Injector No. 2, short-circuit to positive 0% Self-Diagnosis connector (non-cat vehicles) Injector No. 2, open/short-circuit to earth 10% Throttle pot sensor (TPS) or TPS clrcur! lnjector No. 3, short-circuit to positive 20% Throttle pot sensor (TPS) or TPS circuit Injwtor No. 3, open/short-circuit to positive 20% Injectors or injectors circu~(lLH4.1) Injector No. 4. short-circuit to positive 30% Coolant temperature sensor (CTS) or CTS clrcutt lnjector No. 4, opedshort-circuit to positive 40% Airflow sensor (AFS) or AFS circuit 50% Oxygen sensor signal (cat vehicles) Oxygen sensor (0s)or OS circuit 50% tnput signals ok Oxygen sensor (0s)or OS circuit 60% Vehicle speed sensor (VSS) or VSS circuit 60% Camshaft posltjon sensor (CMP) or CMP circuit Oxygen sensor (0s)or OS circuit 70% Engrne spa& signal 80% Air temperature sensor (ATS) or ATS circuit Oxygen sensor (0s)or OS circuit 80% 8arometric pressure sensor (BPS) or BPS circuit (KE3.5) 80% Drive engaged (KE5.2) Oxygen sensor (0s)or OS c~rcuit Oxygen sensor (0s)or OS c~rcuit 80% CAN signal (LH4.1) - communication between system lgnition coil, No. 1 cylinder misflre or c~rcuit Ignition coil, No. 4 cylinder m~sflreor c~rcuit computers lgnition coil or circuit, current not reached 90% Pressure actuator (KE5.2) 90% Safety fuel cut-off active (LH4.1) lgnition coil, No. 2 cylinder misfire or circuit lgnition coil, No. 3 cylinder misfire or circuit 100% Oxygen sensor (0s)or OS circuit lgnition coil or circult, current not reached Crank angle sensor (CAS) or CAS circuit 100% Electronic control module (ECM) (non-cat vehicles) Crank angle sensor (CAS) or CAS circuit Crank angle sensor (CAS) or CAS circuit Camshaft position (CMP) sensor or CMP sensor circuit Electron~ccontrol module (ECM) Electronic control module (ECM) RPM sensor or circuit

index of vehicles Retrieving codes wtthout a fault code reader (FCR) . . . . . . . . . . . . . 3BeH-Diagnosis Set-Diagnosisconnector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Clearing fault cod- without a fault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnosiswith a fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5hide to test procedurm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fault code tablebtroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Index of vehicles Engine code Year System 6G72 1992 to 1997Carisma 1.6 SOHC 16V 1996 to 1997 MitsubishiECI-Multi- MPihisma 1.8 SOHC 16V 4G92 1996 to 1997 MitsubishiECI-Multi- MPi 4G93 1996 to 1997 MitsubishiECI-Multi- MPiCarisma 1.8 W H C 16V 4G93 1992to 1996 MitsubishiECI-Multi- MPI 4G13 1996 to 1997 Mitsublshl ECI-Multl- MPIColt 1.3i SOHC 12V cat 4G13 1988 to 1990 MitsubishiECI-Multi- MPiColt 1.3 SOHC 12V 4G61 1992 to 1996 Mitsubishi ECI-Multi- MPiColt 1600 GTi DOHC 4G92 1992 to 1896 Mitsubishi ECI-Multi- MPiColt 1.6 SOHC 16V 4G92 1996 to 1997 Mitsubishi ECI-Multi- MPIColt 1.6i 4x4 SOHC 16V cat 4G92 1990 to 1993 Mitsubisbi ECI-Multi- SEFiColt 1.6 SOHC l6V 4G67 t 992 to 1995 Mitsubishi ECI-Multi- MPiColt 1800 GTi-16V DOHC 16V 4G93 Mitsubishi ECI-Multi- MPiColt 1.8 GTi DOHC 16V cat 4G62T 1985 to 1989 Mitsubishi ECI-Multi- MPiCordia 1800 Turbo 4G93 l993 to 1997 Mitsubishi ECI-Multi- MPIGalant 1800 SOHC l 6 V cat 4G63T 1985to 1988 Mltsublshi ECI-Multi- Turbo 4663 1988 to 1993 Mitsubishi EQ-Multi- MPiGalant 2000 GLSi SOHC 4663 1988 to 1993 Mitsubishi ECt-Multi- MPiGalant 2000 GTi l 6 V DOHC 4G63 1989 to 1994 Mitsubishi ECt-Multi- MPiGalant 2000 4WD DOHC 4G63 1989 to 1994 Mitsubishi ECL-Multi- MPiGalant 2000 4WS cat DOHC 1993to 1997 Mitsubishl ECI-Multi- MPIGalant 2.13 SOHC 16V cat 6A12 1993 to 1997 Mitsubishi ECI-Multl- MPiGalant 2.0i V6 DOeC 24V 4G64 1987 to 1989 Mitsubishi ECI-Multi- MPiGalant Sapporo 2400 6G73 1993 to 1995 Mitsubishi ECI-Multi- MPiGalant 2.5i V6 DOHC 24V 4G63 1994 to 1997 Mitaubishi ECI-Multi- MPiL300 SOHC 16V 4G61 1988 to 1990 Mltsublshi ECI-Multl- MPiLancer 1600 GTi 16V DOHC 4G92 1992 to 1996 Mitsubishi ECI-Multi- MPiLancer 1.6i SOHC 16V 4692 1992 to 1996 Mitsubishi ECI-Multi- MPiLancer 1.6i 4x4 SOHC 16V cat 4G67 1990 to 1993 Mitsubishi ECI-Multi- MPiLancer 1800GTi DOHC 16V 4G93 1992 to 1995 Mitsubishi ECI-Multl- MPiLancer 1.8 GTi DOHC 16V cat 4G37-8 1989 to 1993 Mitsubishi ECI-Multi- MPiLancer 1800 4.WD cat 6674 1994 to 1997 Mltsubishl ECI-Multi- MPiShogun 3.5i V6 DOHC 24V 6672 1993 to 1996 Mitsubishi ECI-Multi- MPiSigma Estate 12V 6G72 1993 to 1996 Mitsubishi ECL-Multi- MPiSigma Wagon 12V cat 6G72 1981to 1996 Mitsubishi ECI-Multl- MPiSigma 3.0i 24V cat 4G93 1991to 1997 Mitsubishi ECI-Multi- MPiSpace Wagon 1.8i SOHC 16V 4G63 1992to 1997 Mitsubishi ECt-Multi- MPiSpace Wagon 2.0i DOHC 16V 4G63T 1986 to 1989 G54B1 1989 to 1991 Mitsubishi ECI-Multi- + TurboStarion 2.6 Turbo cat Mitsubishi ECI-Multi- + Turbo

23.2 MitsubishiSelf-Diannosis 2 S;; st0 rc Self-Diagnosis (SD) nee( and Mitsubishi models are equ~ppedwithaM neel D~agnoslswarnlrlg lhght doe: Instrument panel (see illustration 23.1). cOlir 3 a) 4 2 W-Diagnosis connector location Note: The Mttsublsl~i SD connector 18 pfowded both for retrtevmg flash codes and23.1 SD waming light in instrument panel 23.2 SD connector located below radio in tor dedrcated FCFi use 3r (amowed) centre console (arrowed) Early Shogun models software. Mitsubishi systems generate 2-d~git The SD connector rs located In the console, an1 fault codes for retrieval b y manual means or b y a dedicated FCR. below the radlo (see illustration 23.2) RE Galant 2.0 and Sapporn 2.4, de' CoWbncer, Sigma, Shogun 3.0H 44 CC Limited operating strategy (LOSJ The SD connector IS located below the fa&i 5 Mitsubishi systems featured in this Chapter next to the fusebox (see illustration 23.3). - VCMitsubishi vehicles are equipped with theMitsubishi ECI-Multi engine management utilim LOS (afunction that is commonly called 3 Rdhulng codes without a Isystem that controls primary ignition, fuel the \"limp-home mode\"). Once certain faultsinjection and idle functions from within tho fault code reader (FCR)same control module. have been identified (not all faults will initiate LOS), the ECM will implement LOS and refer 'Self-Diagnosis(SD) function to a programmed default value rather than the sensor signal. This enables the vehicle t o be Note: During the course of certa~ntasl The ECM (Electronic control module) has aself-test capab~litythat continually examines safely driven to a workshop/garage for repair procedures, it is possible for addttrcnal faunthe signals trom certain engine sensors and or testing. Once the fault has cleared, the ECM will revert to normal operation. codes to be generated Care must be Iaken that any codes generated during test roubnesaciuaiors, and then compares each slgnal to a Adaptive Or learning capability ,,, , .,do not mislead diagnosis. All codes must betable ot programmed values. H the diagnosticsottware determines that a fault is present, the Mitsubishi systems also utilise an adaptive e,, j~ ,--ma,ete.ECM stores one or more fault codes In the function that will modify the basic methodECM memory. Codes will not b Stored about programmed values. for most effective 1 Attach an analogue voltmeter to terrn~nalsAcomponents for which a code is not available, operation during normal running, and with due and 8 in the SD connector (see illustrationor for condllions not covered by the d~agnostic regard to engine wear. 23.4). ANALOGUE VOLT METER 23.3 FCR attached for fault code reading 23.4 Terminals A and B of the SD connector bridged by anA FCR analogue voltmeter5 Cigarette lighter used for electrical power source A Earfh lem~ir~al B SD terminalC SD connector

-.- - -. -.23.4 MitsubishiFault code tableMitsubishi EC/-Multi Flash/ Description FCR codeFlash/ Description 31 Knock sensor (KS) or K S circunFCR code 32 Manifold absolute pressure (MAP)sensor or MAP senm0 No faults found in the ECM. Proceed with normal circuit diagnostic methods 36 Ignition timing adjuster earthed11 Oxygen sensor (0s)or OS circuit 39 Oxygen sensor (0s)or OS circuit12 Mass airflow (MAF) sensor or MAF sensor circuit12 Manifold absolute pressure (MAP)sensor or MAP sensor 41 Injedor or injeclor circuit circuit (alternativecode) 42 Fuel pump or fuel pump circull 44 Ignition coil (1 and 4 cylinders) or c~rcult13 Air temperature sensor (ATS) or ATS circuit 52 Ignition coil (2 and 5 cylinders) or c ~ r c u ~ t14 Throttle position sensor (TPS)or TPS circuit 53 Ignition coil (3 and 6 cylinders)or circuit15 idle speed control valve (ISCV) or ISCV circuit 55 Idle speed control valve (ISCV)or ISCV circu~t21 Coolant temperature sensor (CTS)or CTS circuit 61 Automatic transmission(AT) electronic control module22 Crank angle sensor (CAS) or CAS circuit23 Crank angle sensor (GAS) or GAS circuit (alternativecode) (ECM) cable24 Vehicle speed sensor (VSS) or VSS circuit 62 Induction control valve sensor or c~rcuit25 Atmospheric pressure sensor (APS) or APS circuit 71 Vacuum solenoid - ETC or crrcuit 72 Ventilation solenoid - ETC or c ~ r c u ~ l

. ...24.2 NissanSelf-Diaanosis the SO warning 11ght WIN flash In un the LED on the ECM, or will remain rllu while fault codes ere present. Mode l The engine management system (EMS) 24.1 The SO connector is located behind 3 Swllch the ign~tionon.f~ttedto Nissan vehicles is Nissan ECCS, the hrsebox coverwh~chexists in both single-point and rnulti- 4 Check that the LED on Ihe ECM caslngapoint injection (SPi and MPi) forms. Nissan SeH-Diagnosis (SD) warning lightECCS controls the primary ignition, fuel illuminated. It not, check the bulb.injection and idle functions from within the All Nissan models are equipped with either 5 Start the engine. The LED should ext~nguldsame control module. and remain oxt~nguishedto tndicate that no fault codes have been recorded. If the LEDSeET-Dlagnosls (SD)function becomes ~llurninatedwhile the engine la running, a system fault is Indicated. Each ECM (electronic conlrol module) has a 6 Stop the engine and turn off the ignition.self-test capability that cont~nuallyexamlnesthe signals from certain engine sensors and -Mode II fault code retrieval fiactuators, and then compares wch signal to a a single red LED, or a red and a green LEO, 7 Switch the ignition on.table of programmed values. If the dragnostic set in the casing of the ECM. In addition, a 8 Use a jumper lead to bridge the fGN andsoftware determines ihat a fault is present. the Self-Diagnosis warning light is located w~thln CHK terminals in the SD connector (mECM stores one or more fault codes in the the instrument panel, and can also be used to illustration 24.3). Remove the bridge after 2ECM memory. Codes w~lnl ot be stored about display fault codes. The warning light will flash seconds, and any fault codes will bocomponents for wh~cha code is not available, in unison with the LED on Ihe ECM, or will d~splayedon the LED as 2-digit flash coda:or for conditionsnot cover& by the diagnostic remain illuminated while a fault is stored. a) The fimt series of flashes indicates thesoftware. Nissan ECCS generates 2-digit fault mult~plesof ten, the second series ofcodes for retrieval by manual means or by a flashes indicates the single units.dedicated FCR. 6) Tens am indicated by 0.6-secondf / aLimited operating strategy (LOS) Note: The Nissan SD connector is provided separated by a short pause. for connecting to a dedicated FCR. Flash c) A pause of 0.9 seconds separates tens Nissan systems featured in this Chapter codes are retrieved via the SD connector, orutiliseLOS (a function that is commonly called by turning a mode selector on the ECM. and units (the light remains extinguishdthe \"limp-home mode\"). Once certain faultshava been rdentified (not all faults will initiate SD connector location d u H t ?p~auses). d) Units are indicafed by 0.3-second flasher,COS). the ECM will implement LOS and refer Under a panel on the centre console, under the facia, or behind ths fusebox cover (see separated by short pauses.to a programmed default value rather than the illustration 24.t). e) Four long flashes and one short flash. torsensor signal. This enables the vehicle to besafely dnven lo a workshop/garage for repair example, displays code 4 1.or testjng. Once the fault has cleared, theECM wdl reverl lo normal operation. f ) A pause of 2.1 seconds separates the transmission of each indivtduai code g) Thecode is repeated with a 4-secmd pause behveen each code that rs displayedAdaptive or learning capability ECM location 9 Count the number of flashes in each senes Nlssan systems also utilise an adapt~ve and record each code as it is transm~tledtunction that will modify the basic programmed Under the facia an the drlver's side, under Refer to the table at the end of the Chapter I the driver's seat, or behind a cover on the determine the meaning of the fault code.values for most effective operation during 10 Continue retrieving codes until all stormnormal running, and with due regard to englne right-hand side of the centre console (see codes have been retrieved and recorded. Illustation 24.2). t 1 If the system is free of faults, conttnuewitwear. mode II, engine running (see paragraph 1: onwards). All system faults must hrepairw before the closed-loop control system wi function correctly.24.2 The ECM (A) and integral LEOILEDs Note: Dunng the course of certain test SO CONNECTOR(B\ are located under a panel on the centre procedures. it is possible for additional fault codes to be generated. Care must be taken 24.3 Use a jumper lead to bridge the IGN console under the facia ihai any codes generated during test routines and CHK terminals in the SD connector do not mislead diagnosis. All codes must be The single red LED, or the red and green cleared once testing is complete. LED($, will be set into the ECM casing 1 In the Nissan ECCS system, a number of beside the mode selector (as appIicable) diagnostic modes may be used to retrieve codes and associated information, depending on rnodet and on the number of LEDs present on the electronic control module (ECM). Single red LED on the ECM 2 There are two self-diagnosis modes available on these models. Note: Where fitted,

I Nissan 24*3k-ode It sensor diagnosis, gine running (cheek of clockwise. Note: Modes Iand I1 are only available in catalyst-equipped engines. The -loop control system) engine must be at normal operating temp- erature and functioning in closed-loop control. Start the engine and run it to normal ratlng temperature. Mode I (oxygensensor monitor)aise the englne speed to 2000 rpm for a 41 After the green LED has flashed once, turnd of 2 mrnutes the mode selector fully anti-clockwise.b s e ~ 8the warnlng light or LED d~xplay. 42 Check that the red and green LEDs on the LED switches off and on at a frequency II ECM casing are illuminated. If not, check theN 5 tlmes in 10 secovds, th~s~ndicatesthat bulb(s).ke engine IS in closed-loopcontrol. If the LED 24.4 A mode selector is provided on the 43 Start the engine, and the fuel control systemremains constantly off or on, thls Indicates ECM. Carefully use a screwdriver to turn will nirially enter the open-loopcondition: a) The green LED will either remaintatthe englne is in open-loop control: the mode d e c t o r as required@ When the LED 1s on,the fuell~ng1s lean. flash code 31 to signify that no fault has been illuminated or extingurshed.bJ When the LED is off, the fuelling is nch. recorded. If code 24 is repeated, this b) The md LED will remain extinguished15 The SD l~ghot r LED will reflect the current indicates that a fault has been found in that unless a fault has been detected by themd~tionof lean or r ~ c hby staying on or off circuit. Record any other codes displayed and ECM.hmed~atelybefore switching to open-loop continue. 44 After the fuel control system has reached 27 Start the engine and allow It to idle. the closed-loop cond~tion,the green LED willRed and gmen LED5 on ECM 28 The LEDs should flash code number code ixgln to flash. If the green LED does not flash, 1d (VGSOET) and 31. Record any other codes a fault has been detected in the fuel system: ZX 1984-1BS0 and display4 and continue. a) The green LED m N tlluminate during lean /via Turbo J 29 On models with the VG30ET engine on!y, running condttrons and extinguish duringI6 There are two self-diagnosis modes dr~vethe vehicle at more than lOkrn/h. Stop rich running conditions.mailable on these models. A mode selector is the vehicle, but leave the englne running. If b) 7he red LED will remain extinguishedprovided on the ECM casing t o select the code 1 4 1s repeated, Ihis indicates that a fault unless a fault has been detected by theForrect SO mode (see illustration 24.4). has been found In that circuit. Record any ECM.Carefully use a screwdriver to turn the mods other codes d~splayedand continue Mode II (mixture ratioselector as required during the following 30 Turn the alr conditioner switch on and ofiprocedures. Be warned that harsh treatment (where f~tted).The LEOs should flash code feedback control monitor)m damage the mode selector. number 44, indicating that there are no faults 45 After the green LED has flashed twice,Mcde I in the systern. If alr condbttoningis not fitted to turn the mode selector fully anti-clockwise.f7Turn the mode selector fully anti- the veh~cle,code 31 w ~ tbl e transmitted inckckw~se. place of code 44. 4 8 Check that the green LED on the ECM1B Switch on the ~gn~tion. 31 Record any other codes displayed, and casing is illuminated, and the red LED is18 Check that the red and green LEOS on the repair the indicated circuits. Repeat the whole extinguished. If not, check the bulb(s).ECM casing are illum~natedI.f not, check the process if necessary. 47 Start the engine, and the fuel conlrolbulb(s). 32 Turn the mode selector fully anti- system will initially enter the open-loop clockwise. condition. The green and red LEDs w ~ lrlemalnMode 1 33 Turn off the ignition and stop the engine. synchronised in either the ~llum~naleodr extinguished condition.aP Turn the mode selector fully clockwise. Red and green LEDs on the ECM 48 After the fuel control syslem has reached21 The ECM red and green LED$ will now (excepf300ZX 1984- 1990 and the closed-loop condition, the grew LEO will Silvia Tunbo] begin to flash. If the green LED does not flash.d~splayfault cod-: a fauh has been detected ~nthe fuel system. 34 There are five self-diagnos~s modes 49 The red light will illurnmate dur~ngleaneJ The red LED indicates the multiples of running conditions (more than 5% leaner) and available on these models. A mode selector is extinguish during rich running cond~t~ons ten, arrd the green LED the single units. provided on the ECM caslng to select the (morethan 5% richer). During the time that the b) Two fed flashes fdowed by two green correct SD mode. Carefully use a screwdriver mixture ratio is controlled within 5% of its to turn the mode selector as required during operat~ngparameters, the red LED will flash In flashes mdicates code 22. the following procedures.Be warned that harsh synchronisation with the green LED. treatment can damage the m d e selector.22 Dur~ng fault code transm~ss~ont,he 35 Switch on the ignition. Mode 111 (fault code output)following codes will be displayed, even if thecomponents are not faulty:4 23b) 24 (VG30E7)C) 31 30 Turn the mode selector fully clockwrse. Note: Codes will be stored in the ECM23 Record all displayed codes and continue. 37 Both red and green LEOS will begin to memory until the starter has been operatedThe next part of the routine w ~ ldl etermine flash, and will cycle through five modes fifty times, after which it will be cleared orwhether faults do Indeed exist in the signified by one, two, three, four and f ~ v e replaced by a new code.components represented by code numbers flashes. 50 After the green LED has flashed three23,24 (VG30m and 31. 38 A mode is selected by turning the mode t~mes,turn the mode selector fully anti-24 Depress the accelerator pedal fully and selector fully anti-clockwise immediately after clockwise.then release it. IIhas flashed the mode required. To select 51 The red and green LEOS on the ECM will25 The LEOs should flash code numbers 24 mode Ill, turn the mode selector fully anti- now display fault codes:WGSOET) and 31. It code 23 is repeated, this clockwise immediately after it has flashed a) The red LED indicates the multiples ofindicates that a fault has been found in that three times. ten, and the green LED indicates the1 circuit. Record any other codes displayed and 39 Once the ignition is turned off, the ECM single units. b) Two red &shes followed by two green! continue. will returnto mode I. 40 After self-diagnosis is completed, ensure tiashes indicates code number 22.1 26 On m ~ d ewl i~th the VG30ET engine only. that the mode selector is returned to the 52 Record all codes that are transmitted. I f1 move the transm~ss~osnelector from neutral normal running position by turning it fully anti- code 55 is transmitted, no fault IS stored.i lo one of the other posit~onsT. he LEO should

24.4 Nissan53 It 15now possible to enter the clear codes Red and green LEDs on the ECM (900ZX f 984- 1990 androutlne Refer to Section 4. Silvia Turbo) a) Retrieving fault codes.54 Turn off the ignition. b) Clearing fault codes. 5 Use the following method to clear the c) Displaying Datastream.Mode IV codes from these models:(switch-on/switch-off monitor) a) Switch on the ignition. d) Checking the closed-loop mixture contm.55 After the green LED has flashed four bJ Turn the mode selector fully clockwise lor eJ Testing actuators. a period exceeding two seconds.trrnes, turn the mode selector fully anti- (J Returning adaptive functlon to original c) Turn the mode selector fully an!! clockwrse default values.ctockwise. for a period exceeding two seconds.56 The red LED should rernaln extinguished. gJ Making adjustments:57 Start the engine. The red LED must d) Turn off the ignition. Setting TPS position.illuminate during the time that the starter Setting ignition timing advance.motor is in operailon. If the LED remalns off, Red and green LEDs on the ECM Adjusting CO/mixture value (nor]-check the starter s~gnacl ircuit to the ECM. (except 3DOZ 1984-1990 and catalysI models).58 Depress the accelerator pedal. The red Silvia Turbo) Setting base rdle speedLED must ~llurninatedur~ngthe time that the h) Changing ihe b l l ~ w i n gparametersaccelerator pedal 1s depressed. If the LED 6 Place the system in to mode Ill and retrieve (engine runnmgl:remains off, check the idle switch. The LED the fault codes as desct~bedin Section 3. ISCV duty cycle.can be toggled on and off with every Note: Record aN codes before completing the Fuel injectron pulse rate. following routines io clear the codes. When Ignition tirnrng retard.depression 01 the accelerator pedal.59 Lift the drlve wheels so that the wheels selectrng mode IV after mode Ill, the codes Coolant ten~pemturesensor (chang~ng wiN be cleared from the ECM memory.can turn. O b s e ~ aell safety prlnclple~. temperaturn).80 Engage a gear and drlve the wheels so a) Turn the m M e se(ectorfully clockwise. 2 Codes must always be cleared alterthat 12 rnph is exceeded. The green LED will 6)Afler the LED has flashed four times, turn the mode selector fully anti-clockwise, component testing, or after repairs involvin~illurrrnate at speeds over 12 mph, and the removal or replacement of an engine wh~chselects mode IV.exlingum8saht speeds below 12 rnph. If the management system component.green LED does not behave as descr~bed, c) Turn the ignition of.check the VSS arcuit. All models (alternative method) 6 Guide to teat procedures61 Turn the ~gn~t~ocfmf. 7 Disconnect the battery for a per~odof I1 Use an FCR to interrogatethe ECM for fault IModeV (dynamic test of components) twenty-four hours. Note: The first drawback to this method is that battery disconnection wit/ codes, or gather codes manually, as62 Switch on the ignition and start the englne. re-initialise all ECM adaptive values Re-63 Turn the mode selector fully clockwise. learning the appropriate adaptive values described ~nSections 3 or 5 .84 After the green LED has flashed flue tlrnes, requires starting the engine from cold, and Codes storedturn the mode selector fully anti-clockwise. dn'ving at various engine speeds for65 Run the engine under various operaling approximately 20 to 30 minutes. The engineconditions, and observe the LEDs.88 If the LEDs begin to flash, counl Ihe should also be allowed to idle for approximately 2 If one or more fault codes are gathered.flashes to determine the fault. The fault code 7 0 minutes. The second drawback is that the refer to the fault code table at the end of thisis flashed once, and is not stored In memory: radio security codes, clock setbng and other Chapter to determine thew meaning. a) One red flash - fault defected in the crank stored velues w111be initialised, and these must 3 If several codes are gathered, look for aangle sensor circuit. be re-entered once the battery has been common factor such as a defective eath6)Two green flashes - f ~ u ldt etected in the reconnected. Where possible, an FCR should return or supply. aidlow sensor circuit. be used for code clearing. 4 Refer to the component tesl proceduresIncJ Three red flashes - fault detected in the 8 A fault is automat~callycleared once the Chapter 4, where you will t ~ n da means ok fuelpump arcuit. engine starter has been used lor a total of fifty testing the majority of components and times after the tault has cleared. If the fault circuits found in the modern EMS.d) Four green flashes - fault detected in thelgnriron system circurt. recurs before 50 starts have been made, the 5 Once the fault has been repaired, clear the67 Slop the englne. counter will be reset to zero, and another 50 codes and run the engine under various4 Cleadngfault codasm o u t starts must occur before the fault is conditions to determine if the problem has I a huh code ~ e d e(rWt) automatically cleared. This procedure occurs cleared. on an individual fault code basis; each code 6 Check the ECM for fault codes once more. I Repeal the above procedures where codes will only be cleared after 50 starts with no are d3l be~ngstored. 7 Refer to Chapter 3 for more information on recurrence of that particular fault.1 A number of methods may be used to clear how to effect~vely:est the EMS.codes from the ECM, depending on model. Ail No codes sforedmethods are described below. 8 Where a runnlng problem is experienced,Single red LED on the ECM but no codes are stored, the fault 1s outs~deof2 Turn the ignition. Notm: During the course of certain test the parameters designed into the SD system3 Place the system into mode II and retrieve procedures, it IS possible for additional fault Refer to Chapter 3 for more informalloo onthe fault codes as described in Section 3. codes to be generated. Care must be taken how to effectively test the engine management4 After diagnostic mode two has been that any codes generated during test routmes system. 9 If the problem points to a spec~f~ccompleted: do not mislead diagnosis.a) Bridge the SD terminals IGN and CHK. component, refer to the test procedures 1116) Wait for at least 2 seconds. Chapter 4, where you will find a means ofc) Disconnect the bridging wrre 1 Connect an FCR to the SD connector. Use testing the majority of components andd) Turn of/ the ignrtion. the FCR for the following purposes, In str~ct circuits found in the modern EMS.

-.j~aultcode table Nissan 24.5 Flash/ Description Flash/ Description FCR coda FCR code 11 Crank angle sensor (GAS) in distributor or GAS c~rcult 32 Starter signal 11 RPM or RPM clrcuit (alternative code) 12 Mass a~rflowWAF) sensor or MAF circuit 33 Oxygen sensor (0s)or OS circuit 13 Coolant temperaturesensor {CTS)or CTS clrcuit 14 Vehicle speed sensor (VSS) or VSS clrcu~t 34 Knock sensor (KS) or KS circuit 21' lgnition signal circud 34 Throttle pot sensor (TPS) or TPS circuit (alternativecode) ;Z Fuel pump or fuel pump circutt 41 k r temperature sensor IATS) w ATS circu~t 62 Fuel temperature sensor (FTS) or FTS circuit B Throttle pot sensor VPS) - ~ d l sor TPS circuit 43 Throttle pot senwr VPS) or TPS circu~t 24 Throttle pot sensor V P S )or TPS circuit 44 No faults found In the ECM. Proceedwith normal diagnostic 24 Neutral/park swi!ch (alternat~vecode) methods 25 Auxil~arajlr valve (AAV) or AAV circu~t 51 injectors or injector circuit 26 Turbo, boost pressure sensor (BPS) or BPS c~rcuit 54 Automatic transrn~ssion(AT) signal lost M Air condlt~onrng(A/C models) 55 No faults found in the ECM. ProceW with normal d~agnostic 31 No faults found (non-NC models) - alternative code methods 31 Electron~ccontrol module (ECM) - alternative code for 'Note: If code 1I and code 21 are both displayed in the same mcrdent, check the CAS circuit before check~ngother circuits.

kwlex of vehicles Retr~evingfaultcodes without a fault code reader (FCR) - SeH-Diagnosis . . . .flashcodes 3 . .Acluator testing without a fault code reader (FCR) . . . . . . . . .. . . 5 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . 2 Self-Diagnos~swith a fault code reader (FCR) . . . . . . . . . . . . . . . . 6 . .Clearing fault codes wlthout afault code reader (FCR) . . . . . . .. . 4 . .Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fault code tablesI . . .lntroductlon . . . . . . . . . . . . . . . . .. . . - .. . . . . . . . . . . . . . . .. . . 1Ilndex of vehicles - - Engine code Year System 106 '.l TU9MVZ (CDY. CDZ) 1993 to 1996 !06 1.li cat Bosch Mono-Motron~cMA3.0 106 l . l i cat TUl M/L3/L (HOY, HDZ) 1996 to 1997 Bosch Mono-Motronic MA3.1 106 1.4 Busch Mono-Jetronic A2.2 106 1 41 8V SOHC Rallye cat TU1MUZ (HDY, HDZ) 1991 to 1992 Magneti-Mare111FDGG 106 i.4i Magneti-Marelli I AP 106 1.4i cat TU1MUZ (HDY, HDZ) 1993 to 1996 Magneti-MareltidP 106 1.4i cat Bosch Motronic MP3.1 106 1.6 TU3JPiL3 1996 to 1997 Bosch Motronlc MP3.1 106 1.6 Bosch Mono-Motron~cMA3.D 106 1.6 MPI TU2J2UZ (MFZ) 1993 to 1996 Bosch Motronic MP5.1 205 1.11cat Bosch Motronic 5.2 205 1.li cat TU3J2K (K6B) 1991 to 1992 Magnetl-MarelliBP 205 1.41 LC cat Bosch Mono-Jetron~cA2.2 ?05 1 4; HC cat TU3JZUZ (KFZ) 1991 to 1996 Magnetl-Marelli FOG6 205 1.4i Bosch Mono-Jelronlc A2.2 205 1.6i cat TMMCUZ (KDXI 1993 to 1996 8osch Mono-JetronicA2.2 205 1.61and AT cat Bosch Mono-Motronic MA3.0 205 GTI 1 9 8V cat TU6JPVZ (NFZ) 1994 to 1996 Magneti-MarelliBAG5 306 1 . l i Magneti-MarelliFDG6 306 1.1i TUSJP/L3 1996 to 1997 Bosch Motronic 1.3 306 1.4i cat Magneti-Marelli FDG6 306 1.4i cat ' TUSJPUUK ( N W 1994 to 1996 Bosch Mono-Motronls MA3.O 306 1.6i cat Bosch Mono-Motronic MA3.0 306 1 Ei Cabrio and cat TU1MU2 (HDZ) 1989 to 1992 Magneti-Mare111FDG6 306 2.0i Cabrio and cat Bosch Motronic MP5.1 306 2.0i 16V cat TUl MUZ (HDZ) 1992 to 1996 Magnetl-Marell1 BP 306 2.01 GT-6 MagnM;-Marelli 8P 309 1.li cat TU3M.7 (KDZ) 1988 to I991 309 1.JIcat Bosch Motronic MP3.2 309 1.4i cat TUBMUZ (KDY) 1991 to 1994 309 1.61cat Magneti-MarelliAP 10 309 1.6i cal TU3FMIL (KDY2) 1994 to 1996 Bosch Mono-detronicA2.2 309 1-61cat Bosch Mono-JetronicA2.2 309 1.98V XUSMZUZ (BDY) 1990 to 1991 Bosch Mono-Jetronic A2.2 2B 309 1.9 16V DOHC Magneti-MarelliBAG5 309 1.9 16V DOHC XUSMSLG! (BDY) 1992 to 1997 Magneti-MarelliG5 309 1 916Vcat Magneti-MareliiFDG6 309 1.9 SPIcat XUSJAZ (DKZ) 1989 to 1993 Bosch Motron~c1.3 Bosch Motron~c4.1 TU1MU2 {HOY, HDZ) 1993 to 1997 Bosch Motronic 1.3 Bosch Motronic 1.3 TUl MVZ (HDY, HDZ) 1993 to 1996 Fenix 1B TUBMCW (KDX) 1993 to 1995 TU3MCLIZ (KDX) 1994 to 1997 TUSJPUZ (NFZ) 1993 to 1997 XU7JPUZ (LFZ) 1993 to 1997 XU1OJ2CVZ (RFX) f 994 to 1997 XU1OJ4LfZ (RFY) 1994 to 1996 XU 10J4RS 1996 to 1997 TUIMLIZ (HDZJ 1991 to 1994 TU3MZ (KDZ) I988 to 1991 TUBMUZ (KDY) 1991 to 1994 XU5MZ (6DZ) 1989 to 1991 XUSMZUZ (BDY! 1991 to 1992 XUSMSVZ (BGYJ 1992 to 1994 XU9JNZ (DKZ) 1968 to 1992 XU9J4K (D6C) 1990 to 1991 XU9J4K (D6C) 1991 to 1992 XU9J4UZ (Dnnr) 1990 to 1992 XU9M/Z (DDZ) 1988to 1993

25.2 PeugeotModel Engine code Year System 1992 to 1 994405 1.41cat TUSMCUZ (KDX) Mono Motron~cMAX0405 l.6i cat XUSMZ (BDZ) 1989 to 1991 Magneti-Marell1 BAG5105 1.61cat XUSMPUZ (BDY) 1989 to 1991 Magneti-MarelliFDGS405 1.61cat XUSM3Z IBDY) 1991 to 1992 Magneti-MarelliFOG6405 1.61cat XUSM3UZ (SDY) 1992 to 1993 Magneti-MarelliFDGG405 1.61cat XUSJPVZ (BFZ) 1989 to 1992 Bosch Motronic 1.3405 1.6i cat XU5JPVZ (BFZ) Magneti-MarelliDCMBPt3405 1.8i cat XU7JPM (LFq 1993 to 1995 Bosch Motronic MP5.1405 1.9 8V cat XUSJNZ (DKZ) 1992 to 1997 Bosch Motronic 1.3405 1.9Mi16and4n4 16V f 989 to 1992 Bosch Motronic ML4.1405 1.9 Mi16 and 4x4 16V XU9J4K (NC) 1988 to 1991 Bosch Motronic 1.3405 1.9 Mi16 cat XU9J4K (06C) 1990 to 1992 Bosch Motronic 1.3405 1.QWi ldistributor 1990 to 1992 Bosch Motronic MP3.1405 1.9 DIS X U ~ J ~ I(DZnnr) 1990to 1991 Bosch Motronic MP3.1405 1.9 SPi cat XU9J2K (060) 1991 to 1992 Fsnix 1B 1989 to 1992 Magnetl-Mare111BP405 2.0i and 4x4 8V cat XU9J2K (060) 1992 to 1997 Bosch Motronic MP3.2405 2.0i 16V cat 1992 to 1995 Magneti-Ma~llAi P MPI405 2.04 16V turbo cat XU9M/Z (DDZ) 1993 to i995 Magneti-MarelliBP406 1.61cat 1996 to 1997 Magneti-Marelli8P406 1.8i cat XUlOJ2CVZ (RFX) 1996 to 1997 Bosch Motronic MP5.1.1406 1.8 16V XU1OJ4/Z (RFY) 1995 to 1997 Bosch Motronic MP5.1.1406 2.0 16V XU1OJ4TEUZ (RGZ) 1995 to 1997 Bosch Motronlc MP5 1 1 XU5JPL3(BFZ) 1996 to 1997 Magneti-MarelliG5a06 2 o T U ~ ~ O XUTJPK(L6A) 1989 to 1994 Bosch Motronic MP3.1 XU7JP4L 1990 to 1995 Bosch Motronic MP5.1.I605 2.0i cat XU1DJ4RL 1995 to 1997 Bosch Motronic MP3 2605 2.0i cat XU1W2TWL3 1993 to 1994 Bosch Motronic MP3.2605 2.01 16V X U l O M U (RDZ) 1995 to 1997 Fenix 38605 2.0i turbo cat XUloJZUZ (RFZ) 1990to 1995605 2 Oi turbo XUlOJ4RWL3 (RW) 1990 to f 994 Fenix 4605 3 01cat XUlOJZTEUZ (RGY) 1995 to 1997 Fenix 4605 3 0124V DOHC cat XUlOJ2CTEUZ (RGX) 1995 to 1997 Magneti-Mare1118P-22605 3.0i 24V V6 ZPJUZ (SFZ) 1995 to 1997 Bosch Motronlc MP3.2806 2.0 ZPJIUZ (SKZ) 1994 to 1997 Magneti-Marell1 8P11806 2.0 Turbo ZPJ4UZ (UKZ) XU1OJPCLIZ (RFU)-Boxer 2.0 XU1OJ2CTEVZ (RGX) XU1OJ2U (RFW)Self Diannosis 1 Introduction or for conditions not covered by the englne has started, the light will extlnquishif the dlagnostlc software. In Peugeot systems, the dlagnoslic software determines that a major The engine managemenl syslems (EMSs) control module generates 2-digrt fault codesfitted to Peugeot vehicles are mainly of Bosch for retrieval either by manual means or by fault bull 4s nol present. If the light illuminatesat anyorigtn, and include Bosch Motronic versions code reader (FCR). trme during a period of engine running, the ECM1.3, 3.1, 3.2, 4.1, 5 1. Other systems include has dlagnosd presence d a major fault. PI-Bosch Mono-Jetror~icA2.2 and Bosch Mono- Limifed operating strategy (LOS)Motron~cMA3.0, Fenix l B , 38 and 4, and note that failure of certain components Peugeot systems featured in this ChapterMagnetl-Marell!G5,G6, and 8P. utilise LOS (a runctlon that IS commonly called des~gnatedas \"minor\" faults will not cause the the \"limp-home mode\"). Once certain faults light to illuminate. The warning light can also bs The rnqorlty of Peugeot engine management have been ident~lied(not all faults will Initiate triggered to transmit flash codes (see Section 3).systems control primarj ignition, fuelling and LOS), the ECM w ~ lilmplement LOS and referidle lunctlons from within the same control to a prcgrammed default value rather than the 2 Setf-Diagnosis connectw Imodule. Early verslons of Motmnic 4.1 and 1.3 sensor signal. This enables the vehicle to be locationutilised an auxlllary arr valve (AAV) that was not safely driven to a workshop/garage for repairECM-controlled. Bosch Mono-Jetronic fuel or testing. Once the fault has cieared, the The 2-pin SD connector is coloured green,management systems control fuelling and idle ECM will revert to normal operation. and is located in the engine cornparlment. It ISlunct~onsalone commonly mounted along the left- or right- Adaptive or learning capability hand inner wing, either close to the ECM, theSelf-Diagnosis {SD] function battery, or the coollng system expansion Peugeot systems also utilise an adaptive bottle. In some vehicles, the SD connector is Each ECM has a self-test capability that function that will modify the basic located Inside the relay box on either the left-continually examines the signals from certain progranirned values for most effective or right-hand wing. The SD connector isenglne sensors and actuators, and compares operation during normal running, and with due provlded for both manual retrieval of flasheach stgnal to a table of programmed values regard to engine wear. codes and for dedicated FCR use.If the diagnostic software determines that afault is present, the ECM stores one or more Self-Diagnosis warning light The 30-prn SD connector fitted t o manyfault codes. Codes will not be stored aboutcomponents for which a code 1s not available, The majority of Peugeot mdels are equrpped laier models IS located rn the passenger wrth a facia-mounted SD warning light located cornparlmenl, either under the facia or behind wlthln the instrument panel. When the ignition is switched on, the light will illuminate. Once the a cover on the lacia (see illustration 25.1) and IS for ded~caledFCR use alone.

Peugeot 25.3 25.2 Retrieveflash codes by connecting an acceasoty switch and LED light (when a warning Ilghtis not fied) to terminal 2 in the 2-pin SD connector i:3 Rheving fault cod88 A SD connector without a feutt code mdsr I' -(FCR) flashcodes 25.1 30-pin SD connector and typical location 8 Accessory switch C LED l~gght 7 The warning light wbll extinguish; Walt for 3 c) Each Serf8S consists o fa number of 1 - second flashes, separated by a 7.5.. seconds before continuing. 8 Close the accessory switch for 3 seconds. second pause. 9 Open the switch. The warning light will d) The code number \"13\"IS tndrcated by a begin flashing to ind~catea code. 1-second flash, a 1.5-secondpause and Mote: Dunng the course of certain test 10 The warning lrght will extinguish; wait for 3 three i-second i/a.-ihes.Aftef a 2.5- procedures, ~tis possible for additional fault seconds before continuing. second pause, the code will be mpeated. codes to be generated. Care must be taken 11 Repeat the test to retrieve further codes. 21 Count the number of flashes in each that any codes generated during test routines 12 Continue retrieving codes until code 1 7 is series, and record the code. Refer to the do not mislead d~agnosis.All codes must be transmitted. Code 7 1 signifies that no more tables at the end of the Chapter to determ~ne cleared orlce testing is cornplate. codes are stored. the meaning of the fault code. 13 If the evgine is a non-stafler, crank the 22 The first code indicated will be code \"12\". 1 Attach an on/off accessory sw~tchto the engine on the starter motor for 5 seconds, which ind~catesinitiation of diagnosis. green 2-pir! Sl3 connector {see illustration 23 Before continuing, weil 3 secorrds for the and return the ignition key to the \"on\" warning light or LED to ~lluminate. 2 Switch on the Ipnitron. The warning light position. Do no1switch off the ignitm. 24 Close the accessory switch for 3 w a n d s ; should bllurninate. 14 If code 1! is the first code transmitted the light or LED w~lrlemain illum:nated. 3 Close the accessory switch The light will after code 12, no faults are stored by the ECM. 25 Open the switch. The warning light or LED will bqln flashing to indicate a code. 4 Opsn the sw~tchafter 3 seconds. The 15 After cads 11 1s transm~ttedt,he complete ZS Before continuing, wait 3 seconds for the test may be repeatw from the start. warning lighl or LED to illuminate. 16 Switching off the ignition ends fault code retrieval. warning light will begh to flash the 2-diq~tfault All other systems with 27 ~ e p e atthe test to retrieve further codes. codes as follows: green 2-pin SD connector 28 Coniinue retrieving codes until code 11 ~s a) The two digits are indicated by two senes 17 Attach an on/off accessory switch to the transmitted. Code 11 slgnifles that no more codes are stored. ol flashes. ' green 2-ptn SD conneclor (refer to 29 If the engine IS a non-starter, crank the b] The hrst series of fkshes indicates the illustration 25.2). If the vehicle is not engine OF the starter motor for 5 seconds, equipped with an SD warning light, attach an and return the rgnitlon key to the \"on\" multiplas o f ten, tne second series of LED diode light to the SD connector as shown position. Do not swltch off the Ignition. flashes indtcates the srngle units. in the illustratim. 30 If code 11 ls the flrst code transm~tted c) Each senes consists o fa /lumber of 1- 18 Switch on the ignition. The warning light after code 12, no faults are stored by the ECM second flashes. sepamted by a 1.5- or LED should illuminate. 31 Afrer code 11 is transmitted, the comple?e second pause. 19 Glose the accessory switch; the light will d) The code number \"13\"is indic~ledby a 7-second flash, a 1.5-secofldpause and remain illuminated. test may be repeatedfrom the start. three 1-second flashes. After a 2.5- 20 Open the switch after 3 seconds. The 32 Turning off the ~ g n i t ~ oends tault code second pause, the code will be repeafed. warning light or LED will begin to flash the 2- retrieval. 5 Count the number of flashes in each series, dig~ftault codes as follows: and record each code as it is transmitted. a] The two digits are indicated by two series 30-pin SD connector ' of flashes. Refer to Ihe tables at the end of the Chapter to determine the meaningof the fault code, b) The I~rsst eries of flashes ~ndrcatesthe 33 A fault code reader (FCR) 1s required for ; 6 The first code to he d~splayedwill be code rnu/t:ples of ten, the second series of those systems equ~ppedwith the 30-pin SD tiashes indicates the single units. 1 \" 12\", which indlcales initiat~onof diagnosis. connector - flash codes are not available.ii

25.4 PeugeotAll systems with 4 Wait 3 seconds and then open the e) Making adjustments to the ignition timingSpin SD connector accessory switch. The warning light will flash the appropriate code (reter to the actuator Ior mixture (some Magneti-Marelli1 Repair all circuits ind~catedby the fault selection code table at the end of thiscodes. Chapter) and the injector circuil wi!l actuate. systems).2 Switch on the ignit~on. Audible cl~ckingof the injector solenoids 2 Codes must always be cleared ah3 Perform the routines described above to should be heard.retrieve code 11, signifying no other fault component Issting, or after repairs ~nvdwqcodes stored. A Warning: The injectors will the removal or replacement of an EMS4 Close the accessory switch for more than actuate for as long as the circuitten seconds. is closed, and there is a real I1 Use an FCR to interrogate the ECM for faub 15 All fault codes should now be cleared. danger of filling the cylinders codes, or (where possible) manually gatherAll systems (altematlve) with petrol. If testing is required Tor more codes as described in Sections 3 or 6. than f second, disconnect the fuel pump Codes stored6 Turn off the ignition and disconnect the supply (or remove the fuel pump fuse)battsry negative terminal for a period of 2 If one or more fault codes are gathered,approximately 2 minutes. betom commencing this test.7 Reconnect the battery negative terminal. 5 Discontinue the lnjector test and continue refer to the fault code tables at the end of thisNote: The first drawback to this method is that with the next test by closing the accessorybanet-y disconnection will re-mitialise all ECM switch once mare. Chapter to determine thelr meaning.adaptive values. Re-learning the appropriate 6 Wait 3 seconds and then open theadapbw values requires starting the engine accessory sw~tch.The warning light will flash '3 If several codes are gathered, look for afrom cold, and driving at various engine the appropriale code and the next actuatorspeeds for approximately 20 to 30 minutes. circuit will function. common factor such as a defective earU 7 Repeat the procedure to test each of theThe engine should also be aliowed to idle for other actuators in turn return or supply. 8 Turn off the ignition to end the test.appraximately 10 mmutes. The second 4 Refer to the component test proceduresIndrawback is that the radio security codes, Sysfems withclock setting and other stored values will be Chapter 4, where you will f ~ n da means olinitialised, and those must be re-entered once 30-pin SD connectorthe battery has been reconnected. For testing the majority of components andpreference, where possible clear the fault 9 A dedicated FCR must be used to test the actuators for these systems. circuits found in Ihe modem EMS.codes manually (2-pin SD connector) or use Note: During the course of certain test 5 Or,ce the fault has besn repalred, clear thean FCR for code clearing. procedures, it is possible for addittonal fault codes to be generated. Care must be taken codes and run the engine under variousBosch Motmnlc ML4.1 that any codes generated during test routines do not m~sleaddiagnosis. conditions l o determine if the problem has1 Attach an onfoff accessory sw~tchto thegreen ?-pin SD connector (refer to All Peugeot models cleared.Illustration 25.2).2 Close the accessory sw~tch. 1 Connect an FGR to the SD connector. Use 6 Check the ECM far fault codes once more.3 Switch on the ignitton. Repeat the above procedures where codes ' the FCR for the following purposes, in strict compliance with the FCR manufacturer's are still being stored. instructions. 7 Refer to Chapter 3 lor more informat~onon a) Retrieving fault codes. how to eAectively test the EMS. 1 bJ Clearing fault cobes. No codes stored c) Testing actuators. I8 Where a running problem is experienced. d) Displ~yingDatastream. but no codes are stored, the rault is outside of the parameters designed lnlo the SD system. Refer to Chapter 3 for more information on how to effectively test the englne management system. 9 If the problem po~nts to a s p e c ~ f ~ c component, refer to the test procedures In Chapter 4, where you will find a means of testtng the majority of components and clrcuits found In the modem EMS.

-1 -. Peugeot 25.5Bault code tables Flash/ Description FCR code -It codes all Peugeot models 58 ignition coil (coil three) 59 Ignition coil (coilfour) ht Description 61 Variable turbo regulationvalve or c!rcuit code 62x Knock sensor (KS) 2 or KS circu~t End of diagnosis 63x Oxygen sensor (0s)or OS c~rclrit Initiation of diagnosis Air temperature sensor (ATS)or ATS circuit 64 Mixture control B 65x Cylinder identifleation(CID) or CID circuit Coolant temperature sensor (CTS) or CTS circuit 77 Injector No. 1 control or injector circuit Fuel pump relay, supply fault or fuel pump control circuit 72 Injector No.2 control or injector circuit Turbo coolant pump control 73 Inlector No.3 control or injector circuit Throttle pot sensor (TPS) or TPS c~rcuit 74 Injector No. 4 contro! or injector circuit Throele switch US), idle contact or TS c~rcuit 75 lnjmtor No. 5 control or injstor circuit ldle speed control valve (ISCV),supply fault 76 Injector No. 6 control or injector circuit Idle s p e d control valve (lSC

) or tSCV circuit 79x Manifold absolute pressure (MAP) sensor or MAP sensor Variable acoustic characteristic induction (ACAV) solenoid L or circult circuit Vehicte speed sensor (VSS) or VSS circujl x Faults that typically will cause the ECMto enter LOS and Throttle sw~tch(TS),idle contact or TS circuit use a detault value in place of the sensor Oxygen sensor (OS), mixture regulation or OS circuit Some faults are designated as 'major\" fauns and will illuminatethe (alternativecode) warning I~ght.However, major fallits that will illuminate the warnlng Mixture regulation, exhaust, ~nlelteak@)or fuel pressure light vary from system to system, and ~t is best to interrogate the ECM Airflow sensor (AFS)or AFS circuit for codes if a fault is suspected. Codes designated as \"minor\" faults Manifoldabsolute pressure (MAP) sensor rx MAP sensor will not illuminatethe warning light. circuit (alternativecode) Throttle pot sensor RPS) or TPS circuit (alternative code, Actuator selection code Bosch Mono-Jetronic only) Carbonfilter solenoid valve (CFSV) or CFSV circuit ~ Flash/ Description Throttle switch [TS), full-load contact FCR code Crank angle sensor (CAS) or GAS circuit Fuel pump relay Injectorsor injector circuit Injector or injector circuit Knock sensor (KS),knock regulation 83 idle speed control valve (ISCV) or ISCV circuit Knock sensor (KS) (knock detection) 84 Carbon f~ltesrolenoid valve (CFSV) Or CFSV circuit45 lgn~t~oconil control (co~olne) 85 Air conditioning (AIC)compressor supply relay Turbo boost pressure solenoid value (BPSW or BPSV 91 Fuel pump or fuel pump relay circuit 92 Injector or ~njectocrircuit Turbo pressure regulation ldle speed control valve (ISCV) or ISCV circu~t Carlmn filter solenold valve (CFSVj or CFSV clrcult Oxygen sensor !OS)or OS circuit 95 Air conditioning (#C)compressor supply relay Mixture conlrol, supply voltage, alr or exhaust leak The above codes are displayed during actuator test mode when the relevant circuit has been actuated. Not all components are presm! In Battery voltage, charging or battery fault any one parl~culasr ystem. Electroniccontrol module (ECM) CO pot or CO pot circuit lrnmabiliser system lgn~troncoil (coil two)

W e x of whicles .Retrievtngfault codes without a fault code reader (FCR) . . . . . . . . . 3Self-Diagnosis Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . 2Clearing fault codes without a fault code reader (FCR) . . . . . . . . . .. 4 Self-Diagnosis with afautt code reader (FCR) . . . . . . . .. . . . . . 5.... . .Guide to test p r o d u r e s . . . . . . . . . . .. . . . . .. . . . . . . . . . 6 F w R code tableknroduction . . . IIndex of vehiclesModel Engine code Year System1.3 MPi 12V SOHC cat 1992 to 1997 ECI-Multi- MPi1.5 MPi 12V SOHC cat 4013-2 I992 to 1897 ECI-Multi- MPiPersona 1.3 Cowpact SOHC 12V 1 995to 1997Persona 1.5 SOHC 12V 4G 1 5-2 1993to 1997 ECI-Multi- SEFIPersona !.5Compact SOHC 12V 4G13-2 1993 to 1997 ECI-Multi- SEFbPersona 1.6 SOHC 16V 4G15 ECI-Multi- SEFi 4G15 1993 to 1997 ECI-Multi- SEFiPersona 1.6 Compact SOHC 16V 1 993 to 1997 ECI-Multi- SEFiPwsona 1.8 12V SOHC 4G92 1996 to 1997 ECI-Multi- SEFiPersona 1.8 16V DOHC 1996 to 1997 ECI-Multi- SEFi 4G92 4G93 4G93Self-Diagnosis -- -.>, ECM memory. Codes will not be stored a b u t components for which a code is not available,$: ~~~~n ,, or for conditions not covered by the 9 R d d # l af a ~ Hcodes d~agnosticsoftware. In Proton systems, the wffhoutafaultcde d~I: control module generates 2-digit fauh codes. for retrievaelither by manual methods Or by PCW Proton vehicles are equipped wilh Ihe ECI- a tauit code reader (FCR). Note: During the course of certain teslMult, engine management syslern, which procedures, it a possible for additronal faultconirols primary ignition, luel Injection and Limited operating strategy (LOS)idle functions from w~thinthe same control codes to be generated. Care must be takenmodule. Proton systems featured in this Chapter that any codes generated during test rout~nes utilise LOS (afunction that e commonly called do not mislead diagnosis. AN codes must beSelf-Diagnosis (SD) function thq \"limp-home mode\").Once certain faults cleared once testing is complete. have been identified (not all fauhs will initlate 1 Attach an analogue voltmeter to the A and The ECM has a self-test capability that LOS), the ECM w ~ lilmplement LOS and refer B terminals in Ihe SO connector (seecantinualiy examines the signals from certain to a programmed default value rather than the illustmtion 28.2).enoine sensors and actuators, and then sensor signal. This enables the vehicle to beMmpareS each s~gnal to a table of safely dr~vento a workshop/garage for repair ANALOGUEprogrammed values. If the diagnostic VOLT METER or testing. Once the lault has cleared, thesoftware determinesthat a fault is present, the ECM will revert to normal operation.ECM stores one or more fault codes In the SeM-Diagnosis (SD)warning Ijght I Proton modets are equipped with a self- diagnosis warning light located wlthin the Instrument panel. The SD connector is located where the facia and the centre console meet, on the right-hand (drlver's) side (see illustration 26.1). Note: The Proton SD connector is 28.2 TerminalsA and B of the SD connector provided both for retrieving codes vra an bridged by an analogue vollmeterI - I analogue voltmeter and for dedicated FCR 26.1 FCR attached to read fauh codas use. A Earth terminal B SO terminal

26.2 Proton Icodes, or gather codes uslng an analogue2 Switch on the ignit~on.If the EGM has engine speeds for approximately 20 to 30stored bne or more fault codes, the voltmeter minutes. The engrne should also be 8llowed to voltmeter, as descriked in Secllons 3 or 5. Ineedle will begn to sweep between a h~gher idle forapproximately 10 minutes. -The second Codes storedand lower level. If no codes are stored, the dmwback b that the radio secunty codes, clock 2 If one or more fault codes are gatherei,needle will rernaln level. setting and other stored values will be inrtialiW, refer to the fault code table at the end of th~s Chapter to determine the~rmeaning.a) The frrst senes ofsweeps indicates the and these must be re-entered once the battery 3 If several codes are gathered, look for amultiples o ften, the second serres o f has been reconnected. Wherepossible, an FCR common factor such as a defecilvr eaMsweeps indicates the single units. should be used forwde chfing. return or supply. 4 Refer to the component test procedures in6) The voltmeter needle wrll move lor a Chapter 3 , where you will find a means of testing the majority of components andlonger penod ofdeflection when circuits found in the modern EMS. 5 Once the fault has been repalred, clear thetransmitting codes in tens, and a shorter codes and run the engrne under variousspell ofdeflect~ofro~r units. conditions to determine if the problenl ha3 cleared.C) I f faultsare not found, the meter wili 6 Check the ECM for fault codes once more Repeat the above procedures where codesindicate regular on/off puises. are still being stored 7 Refer t o Chapter 3 for more information or3 Count the number of sweeps tn each serles, Note: Dur~ng the course o f certain test how to effectively test the EMS.and record each code as it is transrn~tted. procedures, it is possible for additional faultRefer to the table at the end of the Chapter to codes to be generated. Care must be takendetermine the meanlng of the fault code. that any codes generated durrng test routines4 Continue retrlevrng codes until all stored do not mislead diagnosis.codes have been retrieved and recorded. AII Proton models5 Turn oft the ignition and remove thevoltmeter to end fault code reltieval. 1 Connect an FCR to the SD connector. Use the FCR for the follow~ngpurposes, in strict4 Clearing fault codeswithout compliance with the FCR manufacturer's INo codes stored ~nstructions: a fault code reader (FCR) a) Retriev~ng{auk codes. 8 Where a running problem is experienced but no codes are stored. the fault is outs~ded bj Clearrng fault codes. the parameters desjgned into the SD system Refer to Chapter 3 for more ~nformat~oonn 2 Codes must always be cleared after how to effectively test the engine manapment system.1 Turn off the ~ g n i l ~ oannd disconnect the componenl test~ngo, r after repalrs tnvolving the 9 If the problem points to a specificbattery negative terminal for a period of at removal or replacement of an EMS component. component, refer to the test procedures In Chapter 4, where you will find a means ofleast 30 seconds. testing Ihe majority of components and circuits found in the modern EMS.2 Reconmct the battery negative terminal. 0 Qulde to test procedures ,Note: The first drawback to this method is thatbattery dr~~0nneMi0wnill re-trritialiseany ECMadaptive values (whereapplicable). Re-learningthe appropriate adaptive vafillesq u i r e s staffingthe engine from cold. and driving at various 1 Use an FCR to interrogatethe ECM lor faultFault code tableECI-Muiti voltmeter/ Description FCR codeVoltmeter/ Description 22 Crank angle sensor (GAS)or CAS clrcultFCR code 26 Idle position switch or circuit7 Fuel pump or fuel pump c~rcuit Power steering pressure switch (PSPS) or PSPS8 Carbon f~ltersolenoid valve (CFSVj or CFSV circuit 27 c~rcuit1113 Oxygen sensor (0s)or OS c~rcuit 28 Air cond~troning( N C )or N C circu~t 2914 Air temperaturesensor (ATS) or ATS circurt 32 Inhibitor switch or circuit16 Throille pol sensor (TPS) or TPS circuit 41 Vacuum sensor or circuit18 Power supply 44 Injectorsor inlector clrcuit Ignitionswitch or circurt 49 Ignition advance21 Coolant temperature sensor (CTS) or CTS circuit Air condtlion~ngor A/G circu~t

Chapter 27Renaultlndex of vehicles Retrieving f a i ~ lct odes without a fault code reader (FCR) . . . . . . . 3 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . 2&If-Diagnosis Self-Diagnosis wlth a fault code reader (FCR) . . . . . . . . . . . . . . . . . 5Clearing fault codes without a f a ~ ~clot de reader (FCR) . . . . . . . . . . . 4 Fault tableGulde to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Introdu~tion. . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . .... . . . . . . 1lndex of vehicles - -Model Engine code Year System5 1.4 cat C3J700 (B/C/F407) 1986 to 1990 Renix SPi51.4 cat C3J760 (BlClF407) 1990 to 1997 Ren~xSPi5 1.7i cat F3NG716 (B/C40&) 1987to 1991 Rsnix SPi5 1.7i cat F3NG717 (B/C409) 1987 to 1991 Renlx SPI51 7cat F3N702 (Cd09) 1989 to 1992 Renix MPi9 1721 cat F3N718(LJ2F/BC37F) 1986 to 19899 1.7 cat 1986 to 1989 Renix SPI11 1721 cat F3N70B(L42WC37E) 19B6to 1989 Ren~xMPI11 1.7cat 1986 to 1989 Renix SPi19 1.4i cat F3h1718(L4PF/BC37F) 1990 to 1992 Renix MPi19 1.41 cat F3N708 L42WC37E) 1991 to 1992 Renix SPi C3J710 (B/C/L532) 1991 to 1996 Renix SPIl e 1 d cat C3J700 1990 to 1992 Bosch SPi E7J700 (B/C/L53AI 1990 to 1992 Renix SA19 1 TI cat F3N740 IBfC/L53B 1991 to 1993 Renix SPi19 1 71 cat auto F3N741 (B/C/L53B) 1991 to 199519 1 7 DOHC 16V F7P7dO(B/C/UD53D) 1991 to 1995 Renl*.MPi F7P704(B/C/UD53D) 1992 to 1993 Rentx MPi19 1.7 DOHC 16V mt F7P704 (X53D) 1990 to 1992 Renix MPi F3N746 (BIC/L53F) 1990 to 1992 Renix MPI19 1.7 DOHC 16V cat F3N742(B/C/UX53C) 1992 to 1996 Renix MPi19 1.71 cat F3N743 (X53C) 1992 to 1995 Renix MPi19 1.7i cat F3P704 (X53Y) Bosch SPi19 1.71auto cat F3P705 (X53Y) 1992 to 1995 Bosch SPi19 1 81 cat and Cabrlo F3P706 (X53Y) 1992 to 199519 1.8i cat and Cabrlo F3P707 (X53Y) 1992 to 1996 Bosch SPi19 l.8i cat and Cabrlu 1991 to 1995 Bosch SPi19 1 8i cat and Cabrho F3P700 (X538) 1941 10 1995 Renix MPi19 1.8 cal F3N723 (X48F) 1986 to 1989 Ren~xSPi21 1.71cat 1991 to 1995 Renlx MPi21 1.71cat F3N722(B/WU48E) 1991 to 1995 Renlx SPI21 1721 cat F3N 726(L42F/BC37F) 1991 to 1995 Renix MPi21 2.0 t 2 V and 4x4 cat J7R740 (B/L/X48R) 1986 to 1993 Renix MPi21 2.0 cat J 7R746 (BIWL48C) 1986 to 1393 Renix MPi21 2.0 auto cat J7R747 (BJWL48C) 1989 to 1994 Renix MPi21 2.0 and 4x4 J7R750 (BfUK.183) 1991 to 1994 Renix MPi J7R751 (K483) 1988 to 1992 Rmlx MPi-21 2 0 and 4x4 auto 1991 to 1992 J7RG 754fl48QIYIR) 1992 to 1995 Ren~wMPI21 2OTXi 12V J7RT56 (L48L) 1992 to 1995 Renix MPi21 2.0 turbo and 4x4 cat J7R752 (L485) 1986 10 1992 Renix MPi21 2.0 lurbo J7R752 (L485) 1986 to 1992 Renix MPi21 2.0 lurbo 3x4 J7T754 (BIWL48K) 1989 to 1992 Renix MPi21 2.2 cat J7T755 (BML48K) 1989 to 1993 Renix MPi21 2.2 auto cat J7R722 (B29H) 1991 to 1993 Renix MPi25 2.0 J7R723 (B29H) 1984 to 198725 2.0auto d7HG720 (B292) 1984 to 1987 Renix MPi J7RG721 (B292) 1967 to 199025 2.0 mi 12V J7R726 (0294) 1987 to 1990 R e n ~ xMPi J7TETD6 ( M E ) 1990 to 1991 Renix MPi252.0TXi 12Vaoto J7TG7@7(B29E) 1990 to 1991 Renix MPI25 2 0 TXi 12V cat J7Tdm730(B29E) Renix MPi2522 J7TK731 (B29E) R e n ~ xMPi25 2.2 auto J7T732 (829B) Renix MPi25 2.2 J7T733 (B29B) Renix MPI25 2.2 auto25 2.2 cat Rentx MPI25 2.2 auto cat

Renault 27.3Savanna !.7i cat Engine code Year SystemSavanna 1.7i cat 1992to 1994 Renix MPiSavanna 2.0 and 4x4 27x722 (0544) Ren~xMPiSavanna 2.0 and 4x4 auto F3N72.2 (X48E) 1991to 1995 Ren~xSPiTrafic 2.2;and 4x4 cat F3N723 (X48F) 1991 to 1995 Renix MPiTwingo 1.3 J7R750 (K483) 19B6 to 1993 Renix MPi J7R751 (K483) 1986 to 1993 Renix MPi J n 780 ( T N W 1991 to 1993 Magneti-MarelliSPi 1994 to ? 997 C3G (C063)Self-Diagnosis programmed varues for most effective be re-entered once the battery has been operation during normal running, and with due reconnected. Where possrble, an FCR should regard to engine wear. be usedfor code clearing. SeIf-Diagnosis warning light The engine management systems fitted to Many Renault models are equippd with an Note: During the course of certain lest Rsnault vehicles Include Bendix, Fenix. Renix, procedures, it is possibb lor additional faults Siemens and Magnetl-Marelli, in both multi- SD warning light located within the Instrument to be generated. Care must b e taken that aiy faults generated during test routines do not1 point and single-point fuel injection IMP1 and panel. When the ignltlon is switched on, the SPi) forms. All of the systems are basically mislead diagnos~s. similar, and components supplied by Bosch, light will illuminate. Once the engine has Bendix, Fenix, Renix Siemens and Magneti- started, the light will extinguish r f the All Renault models Marelli will be found on almost a \"mix-and- diagnast~csoftware determines that a fauh is match\" basis. Renault engine management not present. If the light remains illuminated at 1 Connect an FCR to the SD connector Use systems control the primary ignition, fuelling any time whilst the engine is running, the ECM the FCR for the follow~ngpurposes, in strlc? has diagnosed presence of a system fault. compliance with the FCR manufacturer'sj and idle functions from within the same instructions: a) Displaying system faults. control module. b) Cleanha storedsvstern laulrs C) ~estingactuatokSelf-Diagnosis (SD]function d) Wewing Datastream. e) Makingadjustments to the ignition timtng! Each ECM has a self-test capability that The 12-pin SO connector (see illustration or mixture (some vehrcles).i continually examines the signals from certain 27.1) is for FCR use alone, and usually located in the driver's side fusdrelay box, or close to 0 Changingsystem parameters (some/1 engine s e n s m and actuators, and compares the MAP sensor or ignitlm co~l/amplifisrunit each signal to a table of programmed values. wlthin the engine compartment. Renault selected components). engine management systems do not generate 2 Faults must always be cleared afteri It the diagnostic software determines that a flash codes. component testing, or after repairs involving t a u t IS present, the ECM stores a fault. Codes the removal or rewlacement of an EMS will not be stored about components for component.II which a code is not ava~lableo, r for condrtions not covered by the diagnostic software. Renault software does not usually generate fault codes and the FCR normally displays ladts on the FCR screen without reference to a specific code number.i Renault softwaro does not generate fault coda numbers, and the FCR normally d~spbays Ftash codes are not genereted ~n SD faults on the FCR screen without raterence to systems fitted to Renault vehicles, and anf a specific code number. Although actual code FCR is essential for code retrieval.; numbers are not available, faults in one or: more of the circuits and components coveredj by the diagnosttc software will cause a fault to! be stored. 'j Limited operating strategy (LOS)j Re~aulst ystems fsatured in this Chapter 1 Turn off the ignition and disconnect the1 Milise LOS (a function that 1s commonly called battety negative terminal for a per~odof the \"limp-home moda\"). Once certain faults approximately 2 minutes./ have been ~denlif.ied(not all faults will in~t~ate2 Reconnect the battery negative terminal. LOS), the ECM will irnplemem LOS and refer Note: The first drawback to this method is thatI to a programmeddefault value rather than the battery disconnection wlll re-inrtialise all ECM sensor signal. This enables the vehicle to be adaptive values. Re-learning the appropriate1 sately driven to a wofkshop/garage for repair adaptive values requrres starting the engineOI testing. Once the fault has cleared, the h m cold, anddrivingat variousengine speedsECM will revert to normal operation. for approximate(y20 to 30 minutes. The engine: Adaptive or learning capability shouldalso be allowed to idle for approxrmteiy 10 minutes. The second drawback is that theI-1 Renault systems also ut~lisean adaptive radio securrty codes, clock setting and other 1 I funchon that will modify the basic stored values will be initiaf~seda, nd these must 27.1 Renaurt SP connector

27.4 Renault 1 ,,\", , 3 If several faults are gathered, look for a 7 Refer to Chapler 3 tor more ~nforrnal'ionm <, how to effectively test the EMS.6 & ~ i d e t ~ b d p m e d ~, ~,,,, common factor such as a defective earth ,: ., , ,, No faults stored ,: return or supply. , , , :1 1 , , 1 1 , Where a running problem is ex~eriend, :, , A but no taults are stored. the fault is ovts~ded 4 Refer to the component test procedures in the parameters deslgned into the SD sflm. ', ,,,Refer to Chapter 3 for more information~n . ,,, ,,,,, Chapter 4, where you will find a means of effectivelytest the engine managem syslem, testing the ty of components and 9 If the problem points +o a ~ p ~ i f i E1 Use a n FCR to interrogate the ECM [or circuits found in the modern EMS. component, refer t o the test proceduresinfaults, as described in Sect~on5. Chapter 4, where you will find a means d 5 Once the hurt has been repalred, clear the testing the majority of components and circuits found in the modern EMS. codes and run the engme under variousFaults stored condrt~onvto determine ~fthe problem has cleared.2 It one or more faults are gathered, refer tothe fault table at the end of this Chapter to 6 Check the ECM for faults once more.determine the~rmeaning. Repeat the above urocdures where faults are still being stored.Fault tableAII Renault models Fuet pump controi (relay driver circuit) Heated windscreen Renault software does not usually generatefault codes. A fault codereader normally displays faults on the FCR screen without reference to 'Q\"ition'jgnaia specific code number. Although actual code numbers are notavailable, faults in one or more of the following list of circuits and Injector Orcomponents w~lclause a fault to be stored. Idle speed control valve (iSCU lSCV circuitList of circuits checked by Aenault SD system Knock sensor IKS) or KS circu~t Manifoldabsolute pressure (MAP)sensor or MAP sensor clrcurtAir conditioning (A/C} w AIC circuitAir temperature sensor (ATSJor ATS circuit Oxygen sensor (0s)or OS circuitBattery supply to electronic control module (ECMJCrank angle sensor (CAS) or CAS circurt Power assisted steering or circuit (if so equtpped)CO pot or CO pot circuit (where used - non-cat models only) Main relay or c~rcuitCoolant temperature sensor {CTS) or CTS circuit Serial (SDJ communication Throttle pot sensor (TPS) or circuit Throttle switch rTS)or circuit Vehicle speed sensor (VSS)or VSS circuit (if so equipped) Note: Not all components are fitted to all vehrcles.

Chapter 28.':5 Rover.clflc Index of vehicles Retrievbng fault cndes without a fsul: code reader (FCR) -3s rn Self-Diagnosis flash codes . . . . . . . . . . . . . . . . . . . . . . . 3.IS of Cearlrlg fault codes w~thoutn fault code reader (FCR) . . . . 4 Self-D~agnos!scr)nnrclor location . . . . . . . . . . . . . . . . . . .7and G~.-dtre, text prnccdures . . . . . . . . . . . . . . . . . .. b Sell-Dlaqnosls v l l h a laull code reader (FCR) . . . . . . 5 Introducttr~n. . . . . . . . . . . . . . . . . . . . . . . ...... 1 Fault code tables lndex of vehicles Engine code Year System 1095 1u 1997 Model KR 1005 lu 1997 Rover MEMS SPI K8 1995 70 1997 Raver M t M S SPr- 1111.1SOHC 1BK16 1989 to 1992 Rover MEMS MPi 114 1.4 SOHC K16 T W O til 1 993 Rover MEMS SPI K16 19Y2 tcl 1996 200 VI DOH(: 16V Klfj 1995 to 1997 Hover MEMS SPI 14K8 1995 tc> 19'3; 213 1 ..lDOH(: t 6 V 14K16 19tl!l tn 194G Rover MEMS MPI ;1.1 1.4 DOt1C 16Vr:al D16A7 1989 to 19Y6 Rover MEMS MPI 21-1 1 4 DOHC 1FV ,:at D16A6 1g8'3 tcr 1'396 R w e r MEMS MPI 214 SOHC BV 1LJ9D tc) 1994 Hmr~daPGM-Fi 212 CjClHC 16V Dl 623 1990 t ~ )1994 HcrnrJa PGM-FI Ylil SOHC 16V Dl 6A9 1990 to 1994 Honda PGM-FI Dl 624 1995 to 1997 Honda PGM-Fi -_7 ,, n <~, 0 t 1 C16V cat 1991 to 1994 1 l ~ r l Pd G~ M-FI D ltjA8 1992 to 19% Honda PGM FI 2'6SOHC 1FV nutr~cat ltjK16 1997 to 1996 R L ~ V MP E~ MS MPI i'G DOHC 1 f V 20M4 M I 6 1990 to 1993 Rnver MEMS MPI .?'ti DOH(: 1GV autn POT4 T I 6 1990 to 1993 Rover MEMS MPI 7':ii DOH(: 16V cat 20T4 T I 6 199'2 lu 1997 Hover MEMS MPI 7:6 UOtiC; 16V K16 1995 to 1997 Rover MEMS SPI 22U 2.0 UOtiC 16V cat K 16 1989 to 1996 Rover MEMS SPI 220 2 U DOHC 1RV turbo cat K16 1989 to 1996 Rover MEMS FAPI 2?0 ? O Dl)H(: 1GV cat K16 1989 t u 1996 Hover MEMS MPI J 1 1 1 .1 UOHC 16V D l6A7 1990 to 1994 Honda PGM FI U 16A6 1990 to 199.1 Hondn PCM-FI .I1 I 1 .I uc\t IL. 1tiV #..,It 01622 1990 to 1994 Honda PGM-FI 016A9 1995 to 1996 Honda PGM-FI 414 1 J [IOHT l l i V #:at D16Z4 1995 to 1996 Horlda PGM-Fi 412 IJ D\'H['. 1tjV D16A8 1991 to 1994 Honda PGM FI D 16 1992 to 1997 Honda PGM-Fi J 16 >S['+it; I b V K16 1991to 1997 Rover MEMS MPI II5 S( ViL 1LiV L-~I! ?OM4 M I 6 1995 to 1997 Rover MEMS Mt' 20T4 T I 6 1993 tu 1997 Hover MEMS MPI J I O sc,t IC ir;V ,111tc1 I-a7 20T4 T I 6 1993 lo 199/ Hover MEMS MPI I 18A3 1994 to 1997 Honda PGM-FI 4 ~ tl.V H C 1I*V F20Z2 1993 to 1997 Hnndn PGM-FI 4 1L UUHC 1L V al!ttr F?OZ1 19Rf to 1990 Honda PGM-Fi 20T4 T I 6 1986 tu 1990 Hover MEMS MPL 3 1 ~ ;rJobir I I ~ V4-,1t H23A3 1988 tu 1990 liorida PGM-FI 4 1i,:1 G IC I5v to 20HD/M 16e 1991 to 1996 Rover SPI 1OClJ 20HDIM16e 1997 to 1997 Rover SPi f O(:U 116 t L L I C N 1C 1bV 20HD MIA 1996 to 1997 Lucas MPI 1IC'U 4L'U 2 0 :lc7Hc: 1fiV ':at 20T4 l5l96 to 199i Hover MEMS MPI \"OT4 198C to 19P6 Rover MEMS MFI 4;,0 2 ( 1 ~OHI' It;V tlrrha cat 2014 7988 1991 Rover MEMS MPI 43rl 2 0 DOH(: I h V ~ , s l KV6 1988 1@ 1991 Rover MEMS MPI VL; 2 5 1991 1 ~ 119llt; H o n d ~PGM-F r FI$StlH(: 1hV VG 2 7 Hondd PGM-FI V6 2 7 Honcla PGM FI o:'UI SClt l i l tiV V6 2 7 Honda PGM-FI ~ . ' C I5 5L3HC 1 t;V t , . ' ~:' 1 1 TlrlHi: 1 tiV tc~rbcl t1.'31CItIHC' 1 tiV 6.'11F SI3l[lOti(' S.>05E:,PI uu t IL 0201!'31 UOt IC cat ~:)[II:) n rjo~cI: sv cat 870 7.0 DOH(: 16V turbo cat 870 DOH(; 16V t!?5 Sterl111qVt; BL'!)i Vti SOHC: 23V e:) vb s o ~ c?.,lv 6 ? i 1V6 SOH(: 24V cat 8;'il Vti :;OIi(: 24V cat

28.2 RoverModel Engine code Year SystemCoupe 1.6 1996 to 1997 16K16 1996 to 1997 Rover MEMS MPiCoupe 1.8 16V W C 18K16 1996 to 1997 Rover MEMS MPiCabrio 1.6 16Kl6 1996 to 1997 Rover MEMS MPiCabrio 1.8 16V W C 1996 to 1997 Rover MEMS MPiTourer 1.6 18K16 1996 to 1997 Rover MEMS MPiTourer 1.8 t 6 V W C 16K16 1991 to 1994 Rover MEMS MPiMetro 1 .li SOHC cat 18K16 1991 to 1992 Rover MEMS SPiMetro 1.4i SOHC K8 1991 to 1993 Rover MEMS SPiMetro 1.4i SOHC cat K8 1991 to 1992 Rover MEMS SPiMetro 1.4i GTa DOHC 16V cat K8 Rover MEMS SPiMetro 1.4 GTi DOHC 16V Kt6 Rover MEMS SPiMetro 1.4 GTi DOHC l 6 V cat K16 Rover MEMS SPIMetro 1.4 GTi DOHC 16V cat K16 Rover MEMS MPiMGF 1.8 DOHC 16V K16 Rover MEMS 1.9 MPiMGF 1.8 W C DOHC 16V Rover MEMS 2J SF1MG RV8 OHC 16V K16 Lucas 14CUX MPiMini Cooper 1.3 K16 Rover MEMS SPiMini Cooper 1.3 auto V8 4.0 Rover MEMS SPIMini Cooper 1.3i Cabriolet 12A2DF75 Rover MEMS SPiMini 1.3 12A2DF76 Rover MEMS SPi 12A2EF77 Rover MEMS MPiMini t .3MPi 12A2EK71 Lucas MPi I1CU 12A2LK70 Lucas MPI l l C UMontego 2.0 EFi cat 20HF51 Rover MEMS MPiMontego 2.0 EFi auto cat 20HF52 Rover MEMS MPIMontego 2.0 EFi 20HE36 Honda PGM-FIMontego 2.0 EFi auto 20HE37Sterlrng V6 SOHC 24V V6 2.5Self-Diagnosis -- I The engine management systems fitted to All other Rover systems adjustment only, while the red LED is usedforRover vehlcles are Honda PGM-Fi, RoverMEMS (MPi and SPi), Lucas MPi 11CU and The majortty of Rover systems do not fault code retrieval. These models are not .Rover SPi 10CU. Honda PGM-FI, MEMS and generate fault code numbers. A fault code fitted wlth an SD connector.Rover SPi systems control the primary reader normally displays faults on the FCRignition, fuel injection and idling functions screen without reference to a speciflc code Once the ignition has been switched on,thefrom within the same control module. The number. Although actual code numbers are notLucas MPi system (Lucas LH-Jetronic) SD llght illuminates as a bulb check, and aftercontrols the fuel injection and idle functions available, faulls n one or more of the circults a few seconds extinguishes. If the SD warningalone. and components covered by the dlagnostlc llght comes on at any t ~ m ewhen the engine isSelf-Diagnosis (SD) function software will cause a fault to be stored. running, this indicatesthat a fault in the system has been identified. The LED mounted in the Each ECM (electronic control module) has a Limited operating strategy (LOSJ ECM will flash to display a fault code. while theself-test capability that continually examines SD warning light will remain illuminatedthe signals.from certain engine sensors andactuators, and then compares each signal to a The Rover syste~nsteatured In thls Chapter w~thoutflashing. When the ignition is switchedtable of programmed values. If the diagnostic utrlise LOS (afunction that IS commonly called off, both the SD warnlng light and LED willsoftware determinesthat a fault is present, the the \"limp-home mode\"). Once cerlaln faults extinguish. When the ignrt~onis switched onECM stores one or more fault codes in the have been identrf~ed(not all faults w ~ l~l n ~ t ~ a taegain, the SD warning light will only lllum~nateECM memory. Codes will not be stored about LOS), the ECM w~lIlmplement LOS and refer 11the fault is still present, and the LED w~llcomponenls for which a code is not available, to a programmed default value rather than the resume flashing the fault code. This code willor for conditions not covered by the sensor signal. This enables the veh~clel o be be s t o r d In memory until cleared by followingdiagnostic software. safely driven to a workshop/garage tor repair the procedures described later.Honda PGM-Fi or testing. Once the fault has cleared, the From approximately 1992 onwards, the The Honda PGM-Fi system generates 2 -digit fault codes. Code retr~evailn models ECM will revert to normal operation. majority of Rover vehicles wjth PGM-FI aremanufactured before 1992 (approx~matelyi)sby ECM-mounted LED, and after 1992 Adaptive or learning capability equipped with an SD conr.ector and SO(approximately) by SD warning light. Faultcode retrieval by FCR is not possible nn warning light; the LED(s) mounted on the ECMvehicles equipped with Honda PGM-FI. Rover systems also u t ~ l ~ saen adaptwe are no longer fitted. Once the lgnltlon has function that will modify the bas~cprogrammed been switched on, the SD lrght ~lluminatesas values for most effective operation dur~ng a bulb check, and after a few ssconds normal running, and with due regard to engine extinguishes. If the SD warnlng llght comes on wear. at any time when the englne rs runnlng, thrs Self-Diagnosis (SDJwarning light indicates that a fault in the system has been identified. If a fault is indicated. bridg~ngthe The majority of Rover models with PGM-FI terminals in the SD connector trlggers the SD that were manufactured before 1992 are procedure, as described baler The control equlpped with an SD warnlng l~ghtlocated module generates 2-digit fault codes for withln the Instrument panel, and a red LED display on the SD warning lighl. mounted on the ECM. Vehicles fitted with MEMS. Lucas MPt and The 825 2.3 and 2.7i have a red and a Rover SPI are not equipped with erther an LED yellow LEO; the yellow LED is used for rpm or an SO warning light.

I DlAGNOSTlC CONNECTOR PLUG Rover 28.3 1-/ 2 8 . 1 C M location PGM-FI It Under metal cover plate in the front passenger footwell The LED ISwstbb through a cut-wijMM-Fi systems -28.2 Rover MEMS SD connector located close to the ECM, dlmnnected from wiring loomThe ECM is either located under the driver's a) The flashes are fmrsmitted as a stmght B If the fault@) are corrected, the LED willjpeat, or under a metal cover fltted to the count. so fifteen Hashes indicates code continue to flash until the ECM memory ispsssenger's side footwell, under the carpet. number 75. cleared. The m e t h d 13detailed in Section 4.The SD connector (where f~tted)IS located b) The LED wi/(pause for 2 seconds and Rover 216,4 16,820 and 623under the kick panel or the lacia on t h e Iefl- then transmit the next code. wifhffiM-Fi (1992 onwards)hand side {see illustration 28.1). Note; The cl When aN codes have been tmnsmitted. 7 Use a jumper lead to bridge the twoSD connector is provided tor retrieving flash then' the LED wiN pause for 2 seconds andmdes alone. Prior to 7992, flash codes can be repeat the sequence. terminals in the SD connector./' obsenred on the LED on the ECM. 8 Swhch on the ignition. MEMS and ~ u c sSr PI systemsI On the majority of vehicles equipped with 3 Record the codes, and refer to the fault 9 Observe the SD warning light on the facia. If MEMS and Rover SPI, the SD connector IS code table at the end of the Chapter to the warning light remains on and does not located adjacent to tne ECM. The ECM is located either close to the battery, or mounted determine thew meaning. flash, the ECM is in back-up mode. In this centrally on the bulkhead (see Illustration 4 If the number of flashes indicates a number instance, the ECM should be removed and for which there is no code, the ECM is checked by one of the speclalist ECM testing suspect. Recheck the code output several companies. times, and then check the earth and supply 10 The flashes are transmitted as a series of1 28.2) Note: The SD connector is provided tor voltages to the ECM before fitting a long and short flashes:1 ded~catedFCR use. Flash codes cannot be replacement. a) Short flashes indicate Sin~Ieunits - fwr retrieved from these vehicles. 5 When the ignition is switched off, the LED short flashes indicates cod9 number 4. will extinguish. However, the LED will resume/ Lucas MPi systems flashing once the ignition has been switched b) Long flashes indicate multiplss of ten - four long flashes and one short flashi On vehicles equipped with Lucas MPi, the on again. indicates code 4 7.1 SO connector is located close to the injectioni ECM, either under the driver's o r the fronti passenger's seat.)j 1 ~etMn$fault&:,' . ':::-: wtttroutabukwlerbader: ,;'4 (FCR) flash d mNote: During the course of certain test 28.3 PGM-Fi ECM with LEDs set into the casingprocedures, it is possible for additional faultcodes to be generated. Care must be takenthat any codes generated dur~ngtest routinesdo not mislead diagnosis. All codes must becleamd once testing is complete.Rover 216 and 4 16 wlth PGM-Fi(up to lBB2)1 Swilch on the ignit~on.2 Observe the red LED mounted rn the centreof the ECM (s- illustration26.3).

.- ..- .. .- -28.4 Rover Nor: proc cod: that do r: A/! 1C : the ' COT1 iris; i a) 28.4 Location of 10-amp No 4 fuse 28.5 Location of back-up fuse bj11 After the first code is transmitted, the 16 View the red LED mounted in the centre of Rover 825 2.5i and 827 2.7i c)warning light will pause and then transmit the the ECM (the yellow LED is used for rpm with PGM-Finext code. adjustment). dl12 Count the number of flashes transmitted 17 The flashes are transmitted as a straight 3 Clear the fault codes by removlng the 1bby the warning light, record the codes and count: amp No 19 alternator fuse in the maln fusehx elrefer to the fault code table at the end of the for at least 10 seconds (see illustration 2&4.Chapter to determine their meaning. a) Fifteen flashes indicates code number 15. 213 When all codes have been transmitted, b) The LED will then pause for 2 Seconds Rover 820 and Montego withthe warning light will pause and then repeat COIthe sequence. and then transmit the next code. Lucas MPi14 If the number of flashes indicates a 18 Record the codes. When all codes have tk:number for which there is no code, the ECM is been transmitted, the LED will pause for 2 4 Lucas MPi utilises volatile memory, andsuspect. Recheck the code output several disconnecting the battery will clear any fault. ::times, and then check the earth and supply seconds and then repeat the sequence. Note: The first drawback to this method is halvottages before fitting a replacement ECM. 19 If the number of flashes indicate a number battery disconnection wiil i-e-initialise all ECMRover 825 2.5i and for which there is no code, the ECM is adaptive values. Re-learning the appropriale . adaptive values requires starting the engrne827 2.7i with PGM-Fi suspect. Recheck several times and then check the earth and supply voltages to the from cold, and driving at various engine15 Switch on the ignition. ECM before fitting a replacement. speeds for approximately 20 to 30 minutes. 20 When the ignition is switched off, the LED The engine should also be allowed to idle iw will extinguish. However, the LED will resume flashing once the ignition has been switched approximately r 0 mtnutes. The second on again. 21 If the fault($) are corrected, the LED will drawback is that the radio secunty codes, contrnue to flash until the ECM memory is clock setting and other stored values will be cleared. The method is detailed in Section 4. initialised, and these must be re-entered once AII other models the battery has been reconnected. Where possible, an FCR should be used for faull 22 A fault code reader (FCR) is required to clearing, display faults generated in Rover SD systems Rover 820 with Rover SPi other than PGM-Fi.28.6 Location of alternator fuse 4 Clearingfault codes without I5 Rover SPi utilises volatile memow, and a fault code reader (FCR) d~sconnsctingthe battery will clear faults. Rover *I6 and 416 with Refer to the note in paragraph 4 above. When (before 1992) disconnectinq the batten/, the ECM w ~ lcllear 1 Clear the fault codes by removing the 10- 1the program-med CO mixture setting and amp No 4 fuse in the fusebox for a period of 10 seconds (see illustration 28.4). return to a default value, which usually results Rover 216,416, 620 and 623 Iin a rich mixture. The remedy is to rkset the with PGM-Fi (after 1992) CO mixture with the aid of an FCR. Where possible, an FCR should be used for fault 2 Clear the fault codes by removing the 7.5- clearing. amp No 7 back-up fuse in the fusebox for a period of 30 seconds (see illustration 28.5). IRover MEMS 6 Vehicles fitted with MEMS are equipped with non-volatile memow, and faults cannot Ibe cleared by disconnecting the battery. An FCR must be used for fault clearing in this instance.

Rover 28.5 5 Sew-Diagnosiswith a fault PGM-Fi systems testing the majority of components and code reader (FCR) circuits found in the modern EMS. 3 Fault code retrieval by FCR is not possible 5 Once the fault has been repaired, clear theiMote: During the course of certain test on vehicles equipped with Honda PGM-Fi. codes and run the engine under various Refer to Section 3. conditions to determine if the problem has14 procedures, i f is possible for additional fault cleared. codes to be generated. Care must b e taken 1 Use an FCR to interrogate the ECM for 6 Check the ECM for faults or codes once faults, or gather fault codes manually, as more. Repeat the above procedures where4I That any codes generated during test routines applicable(see Section 3 or 5). faults are still being stored. do not mislead diagnosis. 7 Refer to Chapter 3 for more information on Fauits/codes stored how to effectively test the EMS. A// Rover systems except PGM-Fi 2 If one or more faults or codes are gathered, No fauCts/codes stored 1 Connect an FCR to the SD connector. Use refer to the fault code tables at the end of this the FCR for the following purposes, in strict 8 Where a running problem is experienced, compliance with the FCR manufacturer's Chapter to determine their meaning. but no faults are stored, the fault is outside of instructions: 3 If several faults or codes are gathered, look the parameters designed into the SD system. for a common factor such as a defective earth Refer to Chapter 3 for more information onI a) Displaying faults. return or supply. how to effectively test the engine 4 Refer to the component test procedures in management system.I b) cleanng fault codes or faults. Chapter 4, where you will find a means of 9 If the problem points to a specific c) Testing a c t u a t o ~ . component, refer to the test procedures in d) Displaying Datastream (Rover #EMS only). Chapter 4, where you will find a means of eJ Making adjustments. testing the majority of components and circuits found in the modern EMS.i2 Codes must always be cleared after component testing, or after repairs involvingIthe removal or replacement of an engine management component.1 Fault code tables1 Honda PGM-Fi I Flash/ DescriptionI) Flash/ Description FCR code1 0* FCR code 43 Fuel supply system or circuit (Dl6Z6,Dl 627,B162.2 engine) Electronic control module (ECM) 48 Linear airflow (MF, oxygen sensor) sensor or L4F sensor! (0s)1 Oxygen sensor or OS circuit (except D l6A9 engine) circuit (Dl521 engine)1 3 Manifold absolute pressure (MAP)sensor or MAP sensor I Rover MEMS, Lucas MPi and Lucas Spj1 c~rcuit Rover software generates only limited fault codes, and the FCR1i Manifold absolute pressure (MAP) sensor or MAP sensor normally displays faults on the FCR screen without reference to a circuit specif~ccode number. Faults in one or more of the following list of ctrcuits and components wtll cause a fault to be stored. Please note Crank angle sensor (CAS) or GAS circuit that not all circuits are avatlable on all systems. Coolant temperature sensor (CTS)or CTS c~rcuit Typical circuits checked by Rover MEMS, Lucas SPi and Lucas MPi Throttle pot sensor (TPS) or TPS c~rcuit Top dead centre (TDC) position sensor or TOC circuit No, 1 cylinder position (CID sensor) Air temperature sensor (ATS) or ATS circuit Airflow sensor (AFS) or AFS circuit CO pot or CO pot c~rcuit Air conditioning Exhaust gas recirculation(EGR) system or EGR circuit Air temperature sensor (ATS) or ATS circuit Atmospheric pressure sensor (APS)or APS circuit Alternatorj i; Idle speed control valve (ISCVJor ISCV circuit Battery supply to ECM Ignition output signal Camshaftposition sensor (CMP) or C M P circuit Fuel injector or fuel injector circuit (Dl 582 engine) Coolant temperature sensor (CTS)or CTS circuit Vehicle speed sensor (VSS)or VSS circuit Crank angle sensor (CAS) or CAS circuit lgn~tiontiming Fuel temperature sensor/switch (RS) or FTS circuit Automatic transmission lock-up control solenoid valve A/B Heated rear window Electronic load detector (ELD)or ELD circuit injectors Spool solenoid valve (variable valve timing) or spool Knock sensor (KS) or KS sensor soleno~dcircu~t Manifold absolute pressur&(MAP) sensor or MAP circuit Valve timing oil pressure switch Oxygen sensor (0s)or OS circurt (cat only) Automatic transmission (AT), signal A Relay circuit1 31 Automatic transmission (AT), signal B Stepper motor1 41 Oxygen sensor (0s)heater or OS circuit (Dl6Z6, D l627, Starter motorI 816A2 engine) Throttle pot sensor FPS) or TPS circuitf 41 Linear airflow (LAF, oxygen sensor) heater or LAF sensor Turbo boost valve Vehicle speed sensor (VSSJ or VSS circuiti circuit (Dl5Z1 engine)I

I1tI[' Chapter291iSaabContents Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,Index of vehicles Retr~evlngfault codes without a fault code reader (FCR) - 3 2,Sell-Diagnosis flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . .' Actuator testrng wlthout a fault code reader (FCR) - Self-Diagnosis with a fault code reader (FCR) . . . . . . . . . . . . . . . . . ..i Bosch LH2.d only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Fault code tables Clearlnq fault codes wlthout a fault code reader (FCR) . . . . . . . . . . . 4i Gulde to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/ Index of vehiclesj Model Engine code System Lucas 14CU LH-Jetronicj 900116V DOHC B202i B202 2s Lucas 14CU LH-Jetronict 900 Turbo l6V DOUG 8202 2L Lucas 14CU LHl-Jetronic B202i Lucas 14CU LH-Jetmnic: 900 2.0 16V DOHC cat B202i Lucas 14CU LH-Jetmnic B202i Bosch Motronic 2.10.2; 900116V DOHC cat B202i Saab Trionlc B206i Bosch Motronic 2.10.2: 900sTurbo cat B204L Bosch Motronic 2.10.2i 900 2.0i 16V DOHC 82341 Bosch Motronic 2.10.2 B258i Bosch Motronic 2.8.1:900 Turbo 16V DOHC B202i Bosch LH2.4-Jetronicj 9DOi 16V DOHC Bosch LH2.4.2-Jetronic: 900i 16V DOHC 8202 Bosch LH2.4-Jetronic] 9002.3 16V DOHC B202 Bosch LH2.4.2-Jetronic Bosch LH2.4-Jetronici 900 2 . 3 24V DOHC 6202: 9000i 16V cat 8202 Saab Trionic, 9000 and CD16 Saab Trionic B204i Bosch LH2.4-Jgtronic WOO 16V cat B204S Saab Trionic 82025 Bosch LH2.4.1-Jetronic1 9000 Turbo 16 B204L Bosch LH2.4.2-Jetmnic, 9000Turbo 16 cal B23Sl Saab Trionic 82341 9000 2.0i cat 82341 Saab Trionic B23dL 9000 2.0 ~ u r b ocat B234R Saab Trionic 9000 2.0 Ecopower 8234R Saab Trionic, 9000 2.0 Turbo Intercooler Bosch LH2.4-Jetronic/ 8234L Saab Direct Ignition: DOOOi 2.3 cat Saab Trionic 9000i 2.3 cat Bosch Motronic 2.8.1 9000 2.3i cat 9000 2.3 Turbo cai' 9000 2.3 Turbo cat 9000 2.3 Turbo cal 9000 2.3 Turbo cal9000 2 3 Ecopower U P Turbo9000 3 0 24V DOHCSelf-Diannosis 1 Introduction 14CU and Bosch LH luel tnlectlon systems by fault code reader (all systems) or by manual f g control luel lnjmtlon and idle funcllons alone. means as flash c d e s (all excepi Saab Triontc Self-Diagnosis (SD)function and Saab Direct Ignition). Each ECM (electronic control module) has a Limlted operating strategy POSJ The englne management systems fltted to self-test capability that contrntrally examlnes Saab systems featured in this ChapterSaab veh~clesare Lucas 14CU,Bosch 2.8.1 the signals from certaln engine sensors and utllise LOS (a function that Is commonly called actuators. and then compares each signal to a the 'limp-home mode\"). Once certain faultsand 2.10.2, Saab Trlon~cand Saab D~reci ?ableof programmed values. If the dlagnostlc have been identified [not all faults will initiateIgn~l~o( wn ~ t hBosch LH 2.4.land 2 4.2 f ~ e l software determines that a fault ts present, the LOS), the ECM will implement LOS and refer~nlect~on)B. osch Motronlc controls fuel ECM stores one or more fault codes in thelnleztlon, ignit~onand idle funct~onsfrom within ECM memory. Codes wlll not be stored about to a programmed default value rather than thethe same control nlodule. Saab Trtonlc components for wh~cha code is not ava~lable. sensor signal. This enables the vehicle to becorl:rols the rgn~tion,fuel lnjectlon, Idle and or for cond~tionsnot covered by the diaqnostic safely driven to a workshop/garage for repairturbo boost pressure Saab Dlrect lgnltlon software Saab models generate e~the2r - or 5- or testing. Once the fault has cleared, thecontrols lgnltton and Turbo boost alone Lucas dlglt fault codes. whlch may be retrieved elther ECM will revert to normal operation.

29.2 SaabAdaptive or learning capability Iis represented by a number of short - - -mn-i-- Saab systems also utilise an adaptive Rashes, and each zero ISrepresentdbya 18 ;function that will modify the basic longer flash. of ikprogrammed values for most effective d) A pause separates each series 01 f l a s k 19 :operation during normal running, and with due e) The mde number \"72232\"1s rregard to engine wear. a flash, a short pause, two flashes,e shtwl 20 ' pause. two flashes, a short pause, IhmSeEf-Diagnosis(SDJwarning light flashes, a short pause and two flasbs.A and long flashis displayed at !he begmning 21 Saab models are equipped with an SD and end of each code. now(Check Engine) warning light located wlthin 6 Count Ihe number of flashes In each s e wthe instrument panel. Some fault conditions 29.1 Location of 16-pln SD connector and record each code as 11 is transrnidedwill illuminate the light during normal engine (arrowed) under facia and above pedals Refer to the tables a1 the end of the Chaptaoperation, and the ECM will need to be to detem~nethe meanlng of the fault code.interrogated to determine if fault codes are 7 To retrieve the next code, close thaindeed stored in ECM fault memory. accessorj swttch and wan for the SD wamlng l~ghtto flash once.Bosch Motmnic and Saab Trionic Note: During the course of certain test 8 lmmediately open the accessory sw~ich, procedures, it is possible for additional fault and the SD waming light will display the next The 16-pin SD connector for FCR use and 5-dtgit fault code.manual code retrieval is located either under codes to be generated. Care must be taken 9 Repeat the procedure until all fault cod6the facia on the driver's side above the foot have been retrieved.pedals (see illustration 29.1) or under the that any codes generated during test routines 10 If a return to the first code is requ~red.passenger's seat. do not mislead diagnosis. AN codes must be close the accessory sw~tchand wa~tlor the cleared once testing is complete. SD warning l~ght l o flash twice, thenLucas 74CU immediately open Ihe accessory swilch The Lucas 14CU first code will be transmrited again The 3-pin SD connector is for FCR use and 11 Five long flashes ind!caies that all thelwltmanual code retrieval, and Is located in the 1 Attach an accessory switch between the SD codes have been retrieved, or that no cDdtrsengine compartment, adjacent to the heater connector and earth (see illustration 29.2). are stored.air intake. 2 Switch on the ignition and the SD warning 12 Turn off the lgnltlon and remove the light will illuminate. accessory swltch to end fault code retrrevalBosch LH 2.4, 2.4.1, 2.4.2 3 Immediately close the accessory switch. The SD warning light will extinguish and then Bosch LH 2.4, 2.4.1, 2.4.2 The SD connector for FCR use and manual illuminate for one short flash.code retrieval is situated in one of the following 4 lmmediately open the accessory switch. 13 Attach an accessory switch belween tholocations: under the rear seat, in the engine SD connector and earth (see illustration8compartment,or in front of the gear selector. 5 The SO waming light will display the 5-digit 29.2to 29.4). 14 Switch on the ignition, and the SD warningSaab Trionic and fautt ccdes as follows: light will illuminate and then extinguish.Saab Direct Ignition a) The five digits are indicated by five series 15 Close the accessory switch. The SO The SD connector is black, and is located of flahes.close to the ECM under the right-hand front b) The first series of flashes Indicates the warning light will illuminatefor one short flash,seat. 16 Immediately open the accessory switch. first digit, the second series of flashes 17 The SD warning light will display the 5- indicates the second digit, and so on until digit fault codes in the same way as described all five digits have been flashed. for the Lucas 14CU system (see paragraphs5 c) Each series consists of a number of flashes separated by short pauses. Each integer (whole number) in the range 1 to 9-29.2 lnitiation of flash codes with the aid of an accessory switch -29.3 lnitiation of flash codes with the aid of an accessoq switch I connectedto the SD connector Lucas 14CU and Bosch LH connacted to the SD connactor Bosch LH

3 Saab 29.3 't $ ? Motmnic 2.8.1 and 2.10.2 accessory switch between pin 6 SD connector and earth. Switch on the ignition. accessory switch for belween 1 Open the switch, the SD warning light will Note: Dunng !he course of certain test illuminate for 2.5 seconds, extlngu~shand pmcedures, it is possible for additional fault flashto indicate the 2-digit fault codes as codes to be generated. Care must be taken that any codes generated during test routines The two digits are indicated by two series do not m~sleaddiagnosis. b) The lirst serms of flashes indicates the All Saeb models multrples of ten, the second series of 1 Connect an FCA to the SD connector. Use flashasindicates the single units. the FCR for the following purposes,in strict compliance with the FCR manufacturer's c) A 1-second flash followed by a 0.5- instructions: second lnterval indicates fault codes in a) Retrieving fault codes. b) Clearing fault codes. tens. Afrer a I .5-second pause, a I - c) Testingactuators. d) Displaying Datastream. sscond flash faflowed by a 0.5-second eJ Making adjustments. 2 Codes must always be cleared after interval mdtcates units. component testing, or after repairs involving the removal or replacement of an englne @ Code number \"12 \" 1s indicated by one I- management system component. 1i second flash, followed by a 1.5-second 29.4 Initiation of flash codes with the aid pause, then two 7 -second flashes with a 0.5-second pause. -of an accessory switch connected to the sJ A 2-second paus8 separatns the SD connector Bosch LH transmission of each indrvrdual code. E Count the number of Rashes in each sw~es. be re-entered once the battery has been mi recordeach code as it IS transmitted. Refer reconnected. Where possible, an FCR should lo the tables at the end of Ihe Chapter to be used for code clearing. + m i n e the meaning of the fault code. iB Turn off the ignithon and remove the 1 Use an FCR to interrogatethe ECM lor fault accessory switch to end fault code retrieval. codes, or (where possible) gather codes Saab Trionic and manually, as described in Sections 3 or 6. b a b Direcf Ignition Zd Fault codes can only be retrieved with the Bosch LH 2.4 only Codes stored old of a ded~catedfault code reader. 1 (1889 Saab 900 T16 automatic) 2 If one or more fault codes are gathered. refer to the fault code tables at the end of this Ckrlngal18wcw wifimut 1 Atlach an accessory swilch between the Chapter to determine their meaning. a~ttco&mdw(FCR) SD connector and earth (reler to illustrations 3 If several codes are gathered, look for a 29.2 to 29.4). common factor such as a defective earth ji b s c h LH 2.4, 2.4.1, 2.4.2 2 Close the accessory switch. return or supply. m I Retrieve codes from the ECM by the 3 Switch on the ign~t~oann,d the SD warning 4 Refer to the component test procedures in methods descr~bedin Section 3. Note: The light w ~ lbl riefly flash once. Chapter 4, where you will find a means of 4 Immediately open the accessoty switch. testing the majority 07 components and ECM memory can be cleared only after all 5 The warnlng light will [lash the appropriate circuits found in the modem EMS. code (see the actuator selection code table at 5 Once the fault has been repaired, clear the codes have been fmnsmifted and the five .brig the end of thts Chapter) and the first comp- codes and run Ihe engine under various onent circuit will actuate. Audible operation conditions t o determine if the problem has i Ilashes have been displayed. (typically, clicking or buzz~ng)of the actuator 2 Close the accessory switch, and wa~tfor solenoid or component should be heard. cleared. 8 Check the ECM for fault codes once mom. ! the warning lighl to flash three times. Open A Warning: When testing the Repeat the above procedures where codes injectors, there is a real danger are st111being stored. i the accessory sw~lchT. he rnemory has now of filling the cylinders with 7 Refer to Chapter 3 for more information on petrol. I f testing is ~ u l r e fdor how to effectively test the EMS. j been cleared of all fault codes. mom than 7 second, disconnect the fuel pump supply (or remove the fuel pump 1; All other systems fuse) before commencing this test. 3 Disconnect the battery negative terminal for 6 Discontinue the first test, and continue with No codes stored the next component by clos~ngthe accessory , flue minutes. switch once more. 8 Where a running problem is experienced, 7 Wait until the SD warning light briefly but no codes are stored, the fault is outside of 4 Recoqnect the battery negative term~nal. flashes once, and then immediately open the the parameters designd into the SD system. Refer to Chapter 3 for more information on Hot8. The first drawback to this method is that accessorj S W I ~ C ~ how to effectively test the engine management 8 The warning light will flash the appropriate system. beltery disconnection will re-initialise a// ECM 9 If the problem points to a speclfic code, and the next actuator circuit will function. component, refer l o the test procedures in adaptrve val~8S.Re-learning the appropriate Chapter 4, where you will find a means of 9 Repeat the procedure to test each of the testing the majority 07 components and adaptive values requires starllng the engine other actuators In turn. circuits found In the modem EMS. 10 Turn off the Ignition to end the test. frwn cold, and driving at various engine speedsj. for approximatwty 20 to 30 minutes. The engrne should also be allowed to idle for approximately 10 minutes. The second drawback is that the1' radio security codes, clock setfing and other stored values will be initialised, and these must

29.4 SaabFault code tables e-e-mLucas 14CU FCR bescriptionFlash/ Description d Engine speed (RPM)sensor or circult Crank angle sensor [CAS)or CAS circuitFCR code PO335 Carbon fllter solenoid valve (CFSV) or CFSV circurt PO335 Carbon fllter Solenold valve (CFSV) or CFSV circuit13212 Throttle pot sensor (TPS)or TPS circuit PO443 Carbon f~ltersolenold valve (CFSVj or CFSV circuit, P1443 current hlgh13213 Throttle pot sensor (TPS) or TPS circuit Carbon f~ltersolenold valve (CFSW or CFSV circuit, P1443 current low13214 Coolant temperature sensor (CTS) or CTS circuit Vehicle speed sensor (VSS)or VSS clrcubt PI652 Vehicle speed sensor (VSS)or VSS clrcull13215 Throttle pot sensor UPS)or TPS circuit Vehicle s p e d sensor (VSS) or VSS clrcult, s~gnaltow ldle speed control valve (ISCV) or ISCV circuit13221 Airflow sensor (AFS) or AFS circuit Battery voltage Electrontccontrol module (ECM)13222 ldle air control Electronic control module IECM) Electronic control rncdule (ECM)13223 Weak mixture13224 Rich mixture13225 Oxygen sensor (0s)or OS circuit13231 Ignition signal13233 Electronic control module (ECM) fault13234 Vehicle speed sensor (VSS) or VSS circuit13235 No \"Drive\" signal - automatic transmission or circuitMotronic 2.10.2, 2.8.1Flash/ Description Bosch LH 2.W2.4.112.4.2FCR code (flash codes)11 Secondary ~n~ectioonr clrcult Flash Description12 No faults found ~nthe ECM. Proceed with normal code 12111 Oxygen sensor (0s)fault (fuel air mixture on idling) diagnostic methods 12112 O~ygensensor (0s)fault (fuel air mixture engine at21 Al~flowsensor (AFS)or AFS circuit 12113 cruising speed)31 Air temperature sensor (ATS) or ATS circujt ldle speed control valve (ISCVjadaption fault, pulse ratio 12114 too low41 Coolant temperature sensor (CTS) or CTS circu~t ldle speed control valve (ISCV)adaption fault, pulse ratio51 Throttle pot sensor UPS) or TPS circuit 12211 to high 12212 Battery voltage, less than 10 volts or greater than 16 volts61 Oxygen sensor (0s)cylinder 1 , 3, 5 or OS clrcuit 12213 Throttle switch (TS),idle contacts62 Oxygen sensor (0s)cylinder 2, 4, 6 or OS circuit 12214 12221 Throttle switch FS),full-load contacts71 Oxygen sensor (0s)cyllnder 1, 3,6,rich or lean 12222 12223 Temperaturesensor signalfaulty (Wow 90°C or above 1W\"C)72 Oxygen sensor (0s)cyllnder 2, 4 , 6 , rich or lean 12224 No air mass meter signal73 Oxygen sensor (0s)rich or lean 12225 Air conditioning system faulty 12232 Fuel air mixture lean, OS sensor shorting to earth81 Evaporat~veemiss~oncanister purge valve or crrcuit 12233 Fuel air mixture rich, OS sensor shorting to battery voltage91 Electronic control mcdule (ECM) 12241 Oxygen sensor (0s)or OS heater fault92 Electronic conlrol module (ECM) 12242 12243 Voltage supply to ECM pin 4 is less than 1 voltSaab Trionic 12244 Fault in electronic control module (ECM) - read only 12245 memory (ROM)FCR Description 00000 Mlxture leancode Hot-wire burn-off function faulty Manifold absolute pressure (MAP) sensor or MAP sensor No signal from vehicle speed sensorPO105 circuit No 'Drive\" signal (automatic transmission) Manifold absolute pressure (MAP) sensor or MAP sensor Exheust gas recirculation(EGR) function faultyPO106 circuit, signal low No taults detected, or all fault codes have bean transmitted Manifold absolute pressure (MAP) sensor or MAP sensorPO107 circuit, signal high Bosch LH 2.4 actuator sekctiorr code table Manifold absolute pressure (MAP) sensor or MAP sensorPO108 circuit Note: The actuaton will actuate in the following sequence. Listen lor + Air temperature sensor (ATS) or ATS circuit an audible sound. or touch the component to determme whether it hasPO110 Air temperature sensor (ATS) or ATS circuit, signal lowPO112 Atr temperature sensor (ATS) or ATS circuit, signal high been activatedPO1 13 Coolant temperature sensor (CTS) or CTS circuitPO115 Coolant temperature sensor (CTS)or CTS circuit, signal low Code DescriptionPO117 Coolant temperaturesensor (CTS)or CTS circuit, signal high No display Fuel pump clrcu~tPO118 Throttle pot sensor OPS) or TPS circuit 12411 Injector circuitPO120 Throttle pot sensor (TPS) or TPS circuit 12412 ldle s p e d control valve (ISCV)circu~tPO121 Throttle pot sensor (TPS) or TPS circuit, signal low 12413 Carbon filter solenoid valve (CFSVj circuitPO122 Throttle pot sensor PPS) or TPS circuit, signal high 12421 Automatic transmission (auto)drive sgnal. The SD IghtPO123PO130 Oxygen sensor (0s)or OS circuit ceases Rashing when the gear lever IS movedfrom ' D to \"N\"PO135 Oxygen sensor (0s)or OS circuit 12424 Throtlle switch (TS)i,dle contacts. Slightly open theP I 130 Oxygen sensor (0s)or OS circuit, current highP I 135 Oxygen sensor (0s)or OS circuit, current tow throttle. The SD light ceases flashing once the throttlePO170PO171 Fuel/air mixture or circuit moves away from the rdle positionPO172 Weak mixturePI322 Rich mixture 12431 Throttle switch (TS),full-load contacts. Fully open thePO325 Engine speed (RPM) sensor or circuit Knock sensor (KS) or KS circuit throttle. The SD light ceases flashing as the throttle approaches the fully-open position

I Saab 29.5$1 FCR code FCR d e4 brmanent) [mtermient) DescriptionIBosch LH 2.4/2.4.2 and 45651 25651 Mass airflow (MAF) sensor or MAF sensor Saab Direct Ignition (FCR codes)j FCA code FCR c d e circuit, signal low lpmenent) flntsrmhnt) bscrlptlon 45691 25691 Mass Alrflow (MAF) sensor or MAF sensor 11 11 1 Reply code for OK circuit 42241 22241 High voltage (1991-on) 45723 25723 'Drive\" signal (automatic transmission) 62251 22251 Eleronic control module (ECM) pin 4, signal low 45771 25771 Throttle pot sensor (TPS) signal or TPS 42252 22252 Signal low, less than 10 volts circuit 42291 22291 Battety voltage, less than 10 volwgreater 45772 25772 Throttle pot sensor (TPS) signal or TPS than 16 volts circuit 42440 22440 Oxygen sensor (0s)or OS circuit, rich 46221 26221 Coolant temperaturesensor (CTS) or CTS mixture circuit, signal low 42441 22441 Rich mixture, idling (1 991-on) 46271 26271 Coolant temperature sensor (CTS)or CTS 42442 22442 Rich mixture, driving (199t-on) circuit, signal high 42450 22450 Oxygen sensor (0s)or OS circuit, weak 46391 26391 Exhaust gas recirculation(EGR) system or mixture EGR circuit 42451 22451 Weak mixture, idling (1991-on) 58121 38121 Mass airflow (MAR sensor or MAF sensor 42452 22452 Weak mixture, driving (t991-on) circuit, burn-off absent 42460 22460 Oxygen sensor (0s)or OS circuit 58321 38321 Air conditioning valve function or circuit 4249 1 22491 Idling mixtureincorrect 58322 38322 Evaporative loss control device (ELCD)1 42492 22492 Driving mixture incorrect valve function or clrcult 24221* 44221 24261 Engine RPM signal absent (1991-on) 58371 38371 Injector or injector circuit 44251 Vehicle speed sensor (VSS)or VSS circuit 58372 38372 Evaporative loss control device (ELCD) (1991-on) valve or circuit 44360 24360 Crank angle sensor (GAS) or CAS circuit 58382 38382 Evaporative loss control device (ELCD) 44460 24460 Engine load signal faulty valve short-circuit (f 991-on) 24660 Pre-ignition fault (knocking or pinking) 44661 24461 Knock sensor (KS) or KS circuit 60000 Internal monitoring 24462 Combustion, synchronlsing fautl 60001 Read onty memory (ROM)fault 24671 Pre-ignition signal over 20 seconds 60002 Random access memory (RAM) fault 45641 25641 Mass airflow (MAW sensor or MAF sensor 67192 Electroniccontrol module (ECM), read only circuit, signal high memory (ROM)

Index of vehicles Retrieving fault codes wlthout a fault code reader (FCR) -Self-Diagnosis flash codes.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . 2.Clearlng fault codes wlthout a fault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnosiswith a fault code reader (FCR) . . . . . . . . . . . . . . . . 5Gurde to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fault code tableIntr@duct~on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11Index of vehicles! Model Engine code Year System ADY Altlarllbra 2.0 ABD 1996to 1997 Simos Cordoba 1.41SOHC 8V ABU 1994to 1997 Bosch Mono-Motron~c Cordoba 1 61 SOHC 8V 1993 to 1997 Bosch Mono-Motronic Cordoba 1 HI SOHC 8V ABS 1993 to 1995 Bosch Mono-Motronic Cordoba 1.8116V ADL 1994to 1997 VAG Digifant 2E 1993 to 1997 VAG Digifant4:I Cordoba 2 01 SOHC 8V MU 1993 to 1997 Bosch Mono-Motronic Ibiza 1.05i SOHC 8V AAV 1993 to 1994 Bosch Mono-Motronic lbiza 1.3i US83 ABD 1994 to 1997 Bosch Mono-Motronic ABU 1993 to 1997 Bosch Mono-Motronic' lblza 1.4i SOHC 8V ABS 1993 to 1995 Bosch Mono-Motronic1 lbiza 1.6iSOHC 8V ADL 1994 to 1997 VAG Digifant1 Iblza 1.81SOHC 8V 1993 to 1997 VAG Digifant 2E 1995 to 1996 Bosch Motronic MP 9.0 lbiza 1.8i 16V 1995 to 1996 Bosch Mono-Motronic 1F 1991 to 1997'! lbiza 2.0i SOHC 8V 1F 1994 to 1997 Bosch Mono-Jetronic Inca 1.41 RP 1991 to 1995 Bosch Mono-Motronic Inca 1.6i RP 1991 to 1995 Bosch Mono-Jetronic Toledo 1.6i cat SOHC RP 1991 to 1996 Bosch Mono-Jetronic ABS 1994 to 1997 Bosch Mono-Motronic1/ Toledo 1.6i SOHC 2E 1991 to 1997 Bosch Mono-Motronic Toledo 1.8i SOHC VAG Diglfant Toledo 1.8i cat SOHC Toledo 1-81cat SOHC Toledo 1.81SOHC BV Toledo 2.0iji Self-Diagnosis/ 1 Introduction will not be stored about components for Limited operating strategy (LOS) whrch a code ISno1 available, or for conditions All SEAT models featured in this Chapter not covered by the diagnostrc software. except those with Bosch Mono-Jetronic SEAT systems are capable of generating utllise LOS (a function that is commonly called two krnds of faull codes. Ttiese are 4 - d ~ g ~ tthe \"limp-home mode\"). Once certain faults! The engine mnnngempnr systems (EMSs) flash codes and 5-dig11fault codes, have been identified (not all faults will initlate7 filled to SEAT models rnclude Bosch Motron~c a) Mono-Jetronrc systems car?only perrerate LOS). the ECM will implement LOS and reler' MP5 0, Mono-Jetron~cM. ono-Motron~ca, nd 4-drgrl flash codes These can be to a programmed default value rather than ihe: also VAG Dlglfant and Slmos. Bosch Motron~c retrreved vra the wamrng bghl (where sensor signal. This enables the vehcle to be; MP4 0. Mono-Motron~c.VAG D~gitantand IrtteQ),or b y usng a sepamle LED safely drlven to a workshnplgarage for repalr 30j Slrnos systems ~ o n t r otlhe prrmaw lgtiltion. AHernalrvely. fault codes can be d~splayed or testlng. Once the fault has cleared, the on a dedrcaied fault code reader (FCR). ELM wrll revert to normal operatlon. Bosch, fuel rnjectlon and rdtlng tunctlons trom wlthin b) Later systems can generare both J-digtt Mono-Jetronlc does not have LOS. and 5-dig,t fault codes, and retfleval: !he same cbntrol module. Mono-Jetronlc requires a dedicated FCR.These systems Adaptive or learning capability cbr~irolsthe fuel lnjectlon and idle tunctlons irlciude early versions of Bosch Mono- rMotronrc and some VAG Drgttant (45-ptn) SEAT systems also utilise an adaptive: alone c) The very latest systems can only generate functlon that will modify the basic programmed values for most effective') Self-Diagnosis (SD) function operatlon during normal running and with due Each electronic conlrol module [ECM) has a' self-test capahlllty that continually examinesthe srgnals Irom cenaln enytne sensors and 5-drgtt fautt codes, and these must he regard to engine wear. actualors, and compares each slgnal to a retrreved wrth the atd of a dedrcated FCR. Self-Diagnosis (SDJwarning lightI rable 01 prograrnrned ~*alursI.f the dlagnostlc These systems tnclude Bosch Mono-sofrwarrdeternllnrs that a fault IS present. the Motrwnlc M A 1.2.2 (later 45-p~n)S.rmos Bosch Mono-Jetronic equipped vehicles, ECLl stores one or more fault codes Codes and VAG Dtgrlanl (68pmn) are also fitted with an SD warnlng light located

.30.2 SEAT62sO--\ \ \ I I I I I I IECU I I I SD connectors under passenger or drivers side facia 30.1 Locatlon ol SD connectors under lacla 302 The 16-pin OBD connectorwithin the instrument panel. SEAT models provided for retrieving flash codes (Mono-equipped with engine management systems Jetronic only) and for use with a dedicatedother than Bosch Mono-Jetronic are not fltted fautt code reader (FCR).with a SD warning light.Bosch Mono-Jetmnic and The 16-pin SD connector is located under Note: During the course of certain testMono-Motmnic with dual Spin the ashtray in the centre console (see procedures, it is possible for additional fault illustration 30.2),and is provided for use with codes to be generated. Care must be takenconnectors a dedicated FCR only. that any codes generated during test roufim do not mislead diagnosis. Ail codes must be The two SD connectors are located in the Other systems cleared once testing is complete.passenger compartment under the facia, or in The 16-pin SD connector may be located in Mono-Jetronicthe switch hole next to the light switch on the the passenger compartmentto the right of theinstrument panel (see illustration 30.1) and is steering column, or under the facia in the 1 Attach an accessoty switch to the dual 2-pin fusebox above the foot pedals. The SD SD connectors (refer to illustration 30.1). tf the 1 connector is provided for use with a vehicle is not equipped with a facia-mounted dedicated FCR only. SD warning light, connect an LED diode light '0o$@ between the battery (+) supply and the SD \ usually a brown or connector as shown (seeillustration 30.3). - white connector 2 Start the engine and allow it to warm up to normal operating temperature. Note: Oxygen - sensor (0s)fault codes can only be mtneved 7 after a road test of at least 10 minutes' duration. 3 Stop the engine and switch on the ignition. 4 If the engine will not start, crank the engine for at least 6 seconds, and leave the ignition switched on. 5 Close the accessory switch for at least 5 seconds. Open the switch, and the warning light or LED light will flash to indicate the 4- digit fault codes as follows: a) The four digits are indicated by four series I of flashes. Iconnector bJ The first series of flashes indicates the first digit, the second series of flashes indicatss the second digit, and so on until all four digits have been flashed. 30.3 Initiation of Mono-Jetronic flash codes c) Each sen- consjsts of a number of 7 - orA LED diode light 8 Accessory switch C SD connectors 2-second flashes, separated by short

SEAT 30.3 pauses. Each rnteger (whole number)in A// systems (alternativemethodJ Engine management fault mdes the range 7 to 9 is represented by a , number of l -second flashes, and each 5 Turn off the ignition and disconnect the 1 Use an FCR to interrogatethe ECM for fault ] zero is represented by 2-second flashes. bal?ery negative terminal for a period of codes, or manually gather codes (where .' d) The code number \"1231\"is indicated by a approximately 5 minutes. pospible) as d e s c r i w in Section 3 or 5. - 7-second flash, a short pause, two I-see 6 Reconnect the battery negative terminal. Note: The first drawback to this method is that Codes stor& by ECM ] ond #ashes, a short pause, three I-second battery disconnection will initialise a// ECM : flashes, a short pause and a 1-second adaptive values (not Mono-Jetronic). Re- 2 If one or more fault codes are gathered, learning the appropriate adaptive values refer to the faun code table at the end of this ; flash. Chapter to determine their meaning. requires starting the engine from cold, and 3 If several codes are gathered, look for a j e) A 2.5-second pause separates each common factor such as a defective earth driving at various engine speeds for return or supply. : series of flashes. After this pause, the approximately 20 to 30 minutes. The engine 4 Refer to the component test procedures In code writ be mpeated. should also be aNowed to idle for Chapter 4, where you will find a means of approximately 70 minutes. The second testing the majority of components and I 6 Counl Ihe number of flashes in each series, circuits found in the modern EMS. , and record the code. Refer to the table at the drawback rs that the radio security codes, 5 Once the fault has been repaired, clear the codes and run the englne undec various f end of the Chapter to determine the meaning clock setting and other stored values will be conditions to determine if the problem has inilialised, and f h m mud be re-entered once cleared. of :he fault code. the battery has been reconnected. Where 6 Check the ECM for fault codes once more , 7 The code w ~ l l be repeated until the possible, an FCR should be used for code Repeat the above procedures where codes i accessory sw~tch1s once more closed for at clearing. are still beingstored. 7 Refer to Chapter 3 for more information on least 5 seconds. Open the switch and the next Note: During the course of certain tesf how to effecttvely test the EMS.,i code will then be displayed. procedures, it is possible for additional fault' 8 Continue retrieving codes until code 0000 is Na codes stored codes to be generated. Care must be takenh transmitted. Code 0000 sign~fiesthat no more that any codes generated during tesf routines 8 Where a running problem is experienced, do not mislead diagnosis. but no codes are stored, the fault is outside of codes are stored, and is displayed when the the parameters deslgned into the SD system.1 light flashes off and on at 2.5-second All SEAT models Refer to Chapter 3 for more information on' intervals. how to effectivelytest the engine management: @ If code 4444 is transmitted, no laull codes 1 Connect an FCR to the SO connector. Use system. the FCR for the following purposes, in strict 9 If the problem points to a specific' are stored. compliance w ~ t hthe FCR manufacturer's component, reler to the test procedures inI 10 Turning off the ignit~onends fault code instructions: Chapter 4, where you will find a means of testing the majority of components and retrieval. a) Retrieving fault codes. circuits found in the modern EMS. b) Clearing fault codes.? c) Testtngactuators. Non-engine management fault d) Displaying Datastmm.: All other systems eJ Making adjustments to the ignition timing codes: 11 Flash codes are not available, and a or mixture (some systems). 10 A number ot codes that could b stored by the ECM and retrieved dur~ngthe code ded~catedFCR must be used to retrieve fault 2 Codes must always be cleared after gathering operation may refer to the air codes. component testing, or after repairs involving conditioning system, fan control and automatic the removal or replacement ol an EMS transmission. This manual spec~f~calclyovers. 4 Cleadngfault calm without component. engine management components, and diagnosis of codes pointing to faults in ancillary a fault code r e d m IF?CW1 components is not covered. Bosch Mono-Jetmnic 1 Carry out the procedure in Section 3 to retrieveall fault codes (wait unt~cl ode DO00 or code 4444 is displayed). 2 Turn off the ~gn~tiona, nd close the accessory switch. 3 Switch the ignition on. 4 After 5 seconds, open the accessory switch. All fault codes should now be cleared. Turn off the ign~t~oon completion. 90 Fault code tables appear overleaf

30.4 SEATFault code tableAll SEAT models Flash FCR Description code codeFlash FCR Description 2341 00537 Oxygen sensor (0s)or 0s circu~t code 2413 00561code End of fault code o~rtput 4343 Mixture control 1 - No faults found in the ECM. Proceed wdh normal 4412 012430000 01247 Changeover valveinletmanifold4444 00000 diagnostic methods 4413 Carbon filter solenold valve (CFSV) or CFSV Electronic mntrol module (ECM) 4414 012497 111 65535 Vehde speed sensor (VSS) or VSS circuit 4421 circu~tt231 00281 Throttle pot sensor (TPS) or TPS c~rcuit, 4431 01250 Injector valve No.1 or ~nlecbcr~rcuit1232 00282 implausible stgnal Injector valve No.2 or mledor c~rcuit RPM sensor or circuit - 01251 Injector valve N0.3 or injector c~rcuit2111 00513 H a l l - e f f ~stensor (HES) or HES circuit Idle s p e d control valve (ISCV) nr ISCV clrcu~t2113 00515 Throttle pot sensor (TPS) or TPS circuit - - Throttlepotsensor~PS)orTPSc~rcu~t2121 00516 Idle speed switch or circutt (alternative code) - Maximum englne speed exceeded2121 No engine speed signal 00530 Defective data cable2122 00516 Automat~ctransm~ssionslgnal missing - 005432142 ThrotllepdsensorflPS)orTPScircuit 00546 Alr condltbonlng (Nc)or #C Clrcuit2212 - Manifold absolute pressure (MAP) sensor or MAP 006242222 sensor cucuit 00625 Vehicle s p e d sensor (VSS) or VSS circuit 00545 Idle speed control valve (ISCVjor ISCV crrcuit 006352231 Mass a~rflow(MAW sensor or MAF sensor circud 00638 Oxygen sensor (0s)or OS circuit2232 00518 Voltage supply or clrcMt Transmissbon electrical connector No. 22234 00519 Coolant temperature sensor (CTS) or CTS circuit 006702312 Alr temperature sensor (ATS)or ATS circuit 01087 Throttle pot sensor (TPS)or TPS circu~t2322 00533 01252 Baslc setting not completed2342 00520 Oxygen sensor (0s)or OS clrcult 01259 Injector valve No.4 or inlector c~rcuit2323 00532 Mass artlow (MAF)sensor or MAF sensor circurt 01265 Fuel pump relay or circuit 00522 Exhaust gas recirculation(EGR) valve or EGR 00523 17970 c~rcuit 00525 65535 Electron~ccontrol module (ECM) 00552 Electronrc control module (ECM)