Journey

2015 Dodge Journey
Powertrain Diagnostics & Repair / Engine Performance / Testing & Diagnostics / 2.4L -
DTCS P0443 TO P1618
DTC TROUBLESHOOTING
P0443-EVAP PURGE SOLENOID CIRCUIT

For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article
.
Fig. 1: EVAP System Circuit Diagram
THEORY OF OPERATION
Fig. 2: EVAP System Component Identification & Location
EVAP SYSTEM COMPONENTS
CALLOUT DESCRIPTION
1 Filter - Fresh Air Inlet
2 Filter Hose (Filter to ESIM)
3 Evaporative System Integrity Monitor (ESIM)
4 Evaporative Canister
5 Canister Tube (Fuel Tank to Canister)
6 Purge Tube (Purge Solenoid to Canister)
7 Purge Solenoid
8 Manifold Hose (Purge Solenoid to Engine Manifold)
9 Recirculation Tube (Fuel Tank to FTPS)
10 Fuel Tank Pressure Sensor (FTPS)
11 Recirculation Tube (metal portion) (FTPS to Fuel Filler Tube)
12 Gas Cap or Cap-less Refueling Unit (if equipped)
13 Fuel Filler Tube
14 Multi-Function Control Valve (MFCV) in the Fuel Delivery Flange

CALLOUT DESCRIPTION
15 GVV Tube (GVV to MFCV)
16 Grade Vent Valve (GVV)
17 Fuel Tank
18 Inlet Check Valve (ICV)
19 Hose - Fuel Filler Tube to ICV
EVAPORATIVE SYSTEM OVERVIEW:

The Powertrain Control Module (PCM) monitors the Evaporative Emission System operation. The two main areas being monitored are the
integrity of the system against leaks and the ability of the system to get fuel vapor from the canister to the Intake Manifold. The basic
strategy used is that in a sealed system
, pressure will naturally increase or decrease in relation to temperature. As temperature
increases, so does pressure inside the system. And conversely, as temperature decreases, pressure in the system will decrease as well
and will eventually turn into a vacuum if no leaks are present. Even the smallest of leaks can be accurately detected in this manner. The
ESIM has multiple functions. There are two weighted seals that keep the system normally closed from the atmosphere. The weighted seals
are used to maintain the system pressure between +1 inch of water and -2 inches of water. Anytime (engine-on or engine-off) that pressure
or vacuum reaches these thresholds, the weights will lift and provide relief. There is also a vacuum actuated switch that closes when the
vacuum reaches a calibrated value. This is beneficial because the induced vacuum during a subsequent declining temperature will achieve
the switch closed (pass threshold) sooner than if the tank had to decay from a higher built up pressure.
ESIM SWITCH STUCK CLOSED MONITOR:
At ignition off, the state of the ESIM switch is evaluated. If the switch is open, a pass flag will set so the PCM power down process can
complete. If the switch is closed, the PCM will wait a calibrated delay time and open the Purge Solenoid. In a normally functioning system,
this will relieve the vacuum in the Fuel Tank by drawing in air from the atmosphere from the Intake Manifold. When the switch opens, a
pass flag is set and the PCM will power down. If the ESIM switch does not open, after a calibrated time, an error is detected and a switch
stuck closed failure event is set. Two consecutive failed events will mature a fault.
SMALL LEAK MONITOR:
This is an accumulative monitor and the data from each valid event is recorded and added to the previously
recorded events. The PCM timer records the engine on/drive cycle and engine off time for each small leak monitor event. For an event to
be valid the PCM must see;
1. An engine on/drive cycle for a minimum of 2 minutes.
NOTE: The Engine on timer is clipped to a maximum of 26 minutes on any given trip.
2. And, when the engine is shut down, an engine off timer starts. There is a 12 minute delay time in which the PCM will ignore ESIM
Switch input. The engine off timer period will continue to count until one of the three conditions exist:
NOTE: At the next key on cycle a determination is made as to whether the event was valid and the information is kept.
NOTE: If the switch closed input is received, the PCM records that the switch has closed and stores the engine shut down
time.
After a maximum of 1051 minutes without an ESIM Switch closure during the event.
This monitor will increment

the accumulation fail timers until both
have reached a calibrated threshold (Engine on - 100 minutes and
Engine off - 4200 minutes). When the monitor records a valid switch closure (small leak passing event) the fail timers are reset. Separate
timers are running in the background to verify that this monitor is completing on a regular basis.
LEAK SIZE DETERMINATION:
If the PCM did not see an ESIM Switch closed signal during the previous ignition off cycle, the event was
valid, and there is a cold start, an intrusive leak test is run to determine if a large leak.
Shortly after the vehicle has achieved closed loop fueling during the next drive cycle, and when the enable conditions are met, the Purge
Solenoid is opened to create a vacuum in the evaporative system to a calibrated vacuum point that is beyond the ESIM Switch closing
threshold. The pass/fail time will vary based on the total fuel volume at the time of the test.
If the switch does not close at all during purging, because of a switch that is stuck open or vacuum cannot be created below 1.0 inch
of water within a calibrated time threshold, it is determined to be a general evaporative system failure
(P0440)
.
If vacuum is created and the switch has closed, the PCM stops purge and monitors the switch closure time. If the switch opens
before a calibrated time, a large leak is present. Two consecutive failure events will mature a fault
(P0455)
.
If vacuum is created and the switch has closed, the PCM stops purge and monitors the switch closure time. If the switch stays
closed longer than a maximum calibrated time before opening, it is determined that a large leak is not present and the Small Leak
Monitor will continue to run until the accumulative monitor increments. If no ESIM Switch closures were recorded during the entire
accumulated timers
, it is determined that a small leak is present
(P0456)
.
PURGE FLOW MONITOR:

The operation of the Purge Solenoid and evaporative purge flow is monitored using inputs from the Fuel Tank Pressure Sensor. The Purge
Flow Monitor will only run if the previous engine of Small Leak event was a pass. Because the leak detection diagnostics can only verify
that the fuel tank system is sealed while the purge valve is closed, it cannot determine if the purge line between the solenoid and Intake
Manifold is pinched or leaking. The Purge Flow Monitor is needed to verify these failure modes. The Purge Flow Monitor works on the
premise that as flow through the system increases, so does the pressure drop in the system. The PCM monitors the Fuel Tank Pressure
Sensor and looks for increasing vacuum in the Fuel Tank with increasing purge flow. Conversely, it looks for decreasing vacuum in the Fuel
Tank with decreasing flow.
The non-intrusive purge monitor
runs during normal operation once the enable conditions are met and looks for a calibrated
increase in vacuum in the fuel tank with increased purge flow, referred to as phase 1. If phase 1 passes, the purge monitor looks for
a calibrated decrease in vacuum in the Fuel Tank with decreasing purge flow, referred to as phase 2. If phase 2 passes, the purge
monitor is complete. If the purge flow monitor fails either phase, or does not complete both phases within a specified time, an
intrusive test is initiated to verify the results from the non-intrusive test.
The intrusive diagnostic
uses the same two phases to analyze the system. However, the intrusive test actuates the Purge
Solenoid in a further controlled manner allowing a more accurate test result. If the PCM detects a failure during the intrusive test, a
purge system performance fault is set (P0441)
.
WHEN MONITORED
This diagnostic runs continuously when the following conditions are met:
Engine run is time above a calibrated value.
Battery voltage greater than 10.4 volts.
ECT within a specific range.
Evap Purge Solenoid control active.
SET CONDITION
The PCM compares the circuit feedback to a calibrated closed range when the circuit is de-energized or to a calibrated open range
when the circuit is energized. A fault is determined if the value is out of the calibrated range in either the de-energized or energized
state for more than a calibrated amount of time.
DEFAULT ACTION
The MIL light will illuminate.
POSSIBLE CAUSES
Possible Causes
EVAP PURGE CONTROL CIRCUIT SHORTED TO VOLTAGE
EVAP PURGE CONTROL CIRCUIT SHORTED TO GROUND

Possible Causes
EVAP PURGE CONTROL CIRCUIT OPEN/HIGH RESISTANCE
EVAP PURGE SOLENOID RETURN CIRCUIT OPEN/HIGH RESISTANCE
EVAP PURGE SOLENOID
POWERTRAIN CONTROL MODULE (PCM)
Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. Refer to PRE-DIAGNOSTIC
TROUBLESHOOTING PROCEDURE
.
DIAGNOSTIC TEST
1. VEHICLE HISTORY AND SERVICE BULLETIN INVESTIGATION

1. Turn the ignition on.
2. With the scan tool, read DTCs. Record the related Freeze Frame data if any DTCs are present.
3. Check the following items which may assist in repairing the customer's complaint successfully:
Check the vehicle's repair history. If the vehicle has a repair history that pertains to the customer's current complaint,
review the repair.
Inspect the vehicle for any aftermarket accessories that may have been installed incorrectly.
Check for any service bulletin(s) related to the customer's complaint or DTCs. If a service bulletin applies, follow the
instructions per the service bulletin.
Choose the following scenario that best applies.

The service bulletin repaired the customer's complaint.
Testing complete.
A DTC is present, the vehicle inspection revealed no concerns, no service bulletins apply, or the service bulletin did
not repair the customer's complaint.
Go To
2. CHECK FOR AN ACTIVE DTC

1. Start the engine and allow it to idle long enough for the Evap Purge Solenoid to become active.
2. With the scan tool, read DTCs.
Is the DTC active?
Yes
Go To
No
Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to INTERMITTENT CONDITION
.
3. CHECK THE (K52) EVAP PURGE CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
1. Turn the ignition off.
2. Disconnect the Evap Purge Solenoid harness connector.
3. Disconnect the PCM C1 harness connector.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM
terminals resulting in poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the
diagnosis.
4. Connect the (special tool #10436, Adapter, GPEC Diagnostic).

5. Check for continuity between the (K52) Evap Purge Control circuit and all other circuits at the GPEC Adaptor.
Is there continuity between the (K52) Evap Purge Control circuit and any other circuit?
Yes
Repair the (K52) Evap Purge Control circuit for a short to another circuit.
Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST
.
No
Go To
4. CHECK THE (K52) EVAP PURGE CONTROL CIRCUIT FOR A SHORT TO GROUND
1. Check for continuity between ground and the (K52) Evap Purge Control circuit at the Evap Purge Solenoid harness
connector.
Is there continuity between ground and the (K52) Evap Purge Control circuit?
Yes
Repair the (K52) Evap Purge Control circuit for a short to ground.
.
No
Go To
5. CHECK THE (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals
resulting in poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the diagnosis.

2. Measure the resistance of the (K52) Evap Purge Solenoid Control circuit from the Evap Purge Solenoid harness connector to
the GPEC Adaptor.
Is the resistance below 3.0 Ohms?
Yes
Go To
No
Repair the (K52) Evap Purge Solenoid Control circuit for an open or high resistance.
.
6. CHECK THE (K70) EVAP PURGE SOLENOID RETURN CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Measure the resistance of the (K70) Evap Purge Solenoid Return circuit from the Evap Purge Solenoid harness connector to
the GPEC Adaptor.
Yes
Go To
No
Repair the (K70) Evap Purge Solenoid Return circuit for an open or high resistance.
.
7. CHECK THE EVAP PURGE SOLENOID

1. Reconnect the PCM C1 harness connector with the GPEC Adaptor still connected in-line.
2. Start the engine.
3. With the scan tool, navigate to system test, and start the Purge Vapors System test. Select open to actuate the Purge
Solenoid to the ON position.
4. Connect a voltmeter between the (K52) Evap Purge Control circuit and the (K70) Evap Purge Solenoid Return circuit at the
GPEC Adaptor.
NOTE: The voltage supplied to the solenoid circuit during the actuation may be less than battery voltage.
Is voltage present during actuation of the Evap Purge Solenoid?

Yes
Verify that there is good pin to terminal contact in the Evap Purge Solenoid and the Powertrain Control Module
harness connectors. Replace the Purge Solenoid if no problems were found in the connectors.
.
No
Go To
8. POWERTRAIN CONTROL MODULE (PCM)

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Evap Purge Solenoid and the
Powertrain Control Module (PCM).
2. Look for any chafed, pierced, pinched or partially broken wires.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Switch,
Solenoid and the Powertrain Control Module harness connectors.
4. Perform any Service Bulletins that may apply.
Were there any problems found?
Yes
Repair as necessary.
.
No
Replace and program the Powertrain Control Module in accordance with the Service Information. Refer to MODULE,
POWERTRAIN CONTROL, REMOVAL
.
.
P0452-EVAP PRESSURE SWITCH STUCK CLOSED

.
THEORY OF OPERATION
CALLOUT DESCRIPTION
7 Purge Solenoid
13 Fuel Filler Tube

CALLOUT DESCRIPTION
17 Fuel Tank

SMALL LEAK MONITOR:
time.

(P0440)
.
(P0455)
.
accumulated timers
(P0456)
.
PURGE FLOW MONITOR:

.
WHEN MONITORED
On a cold start condition when the Evap System Small Leak test has failed during the last valid ignition off event
Ambient temperature between 4°C and 43°C (39°F and 109°F)
Fuel level less than 88%
Elevation is below 8000 feet
SET CONDITION
The Powertrain Control Module (PCM) initiated an intrusive test to determine leak size and the switch opened before the calibrated
time threshold, which is determined to be a large leak.
DEFAULT ACTION
The MIL is illuminated on the second consecutive trip that the diagnostic fails.
The MIL will be turned off on the third consecutive trip that the diagnostic passes.
POSSIBLE CAUSES
Possible Causes
EVAP PURGE SOLENOID
ESIM INTERNAL CHECK VALVES LEAKING

Possible Causes
LARGE EVAP SYSTEM LEAK
.
DIAGNOSTIC TEST
1. ESIM SWITCH STATE
NOTE: If the customer is experiencing an early fuel shut off during the fuel filling process in addition to DTC P0440,
P0441, or P0452, check for restrictions in the tubes/hoses between the Fuel tank and Evaporative Canister, ESIM,
and the ESIM Vent Filter before continuing.
NOTE: Diagnose and repair any purge system or purge solenoid circuit DTCs before continuing with this test procedure.

2. With a scan tool, read the ESIM Switch state.
What is the state of the ESIM Switch?
Open
Go To
Closed
Go To
2. EVAP SYSTEM INSPECTION

2. Perform a visual inspection of the entire Evaporative Emission System for any of the following conditions:
Proper orientation of the ESIM switch wiring connector (3 O'clock position)
If the switch is not in the proper orientation, it may cause the weighted pressure and vacuum vents to
intermittently not seal correctly. The ESIM wiring harness connector should be in the 3 O'clock position.
Damaged or missing components

Incorrect routing of hoses and tubes
Damaged or pinched hoses and tubes
Check the wiring harness routing for possible intermittent short to ground of the ESIM wiring
Were any problems found?

Yes
.
No
Testing complete. The condition that caused the fault is intermittent and not present at this time.
3. CHECK FOR AN ACTIVE CONDITION

1. Disconnect the Purge Tube at the outlet of the Purge Solenoid.
NOTE: Be sure to disconnect the hose coming from the Evap Canister.

Does the ESIM Switch state change from CLOSED to OPEN when the purge hose was disconnected?
Yes
Go To
No
Go To
4. EVAP PURGE SOLENOID
WARNING: Keep lit cigarettes, sparks, flames, and other ignition sources away from the test area to prevent the ignition of
explosive gases. Keep the test area well ventilated. Failure to do so may result in possible serious or fatal injury.
1. Disconnect both vacuum hoses at the Evap Purge Solenoid.
NOTE: After disconnecting the Purge Solenoid vacuum connections, inspect the lines and solenoid for signs of
contamination.
2. Using a hand vacuum pump, apply 5 in. Hg. to the "ENGINE" side of the Purge Solenoid.
NOTE: The Purge Solenoid should hold vacuum for a minimum of 15 seconds.

4. With the scan tool, navigate to system test, and start the Purge Vapors System test. Select open to actuate the Purge
Solenoid to the ON position.
NOTE: The vacuum should drop when the solenoid is actuated.
Does the solenoid function as described above?

Yes
Go To
No
Verify that there is good pin to terminal contact in the solenoid and PCM harness connectors. Replace the Purge
Solenoid if no problems were found in the connectors.
.
5. EVAP PURGE HOSE/TUBE OBSTRUCTION

2. Remove and inspect the Purge hose between the Purge Solenoid and the Intake Manifold for proper routing, installation,
damage, kinks or blockages.
3. Inspect the vacuum port on the manifold for blockages.
Yes
Repair or replace as necessary.
.
No
Testing complete. The condition that caused the fault is intermittent and not present at this time.
6. CHECK FOR A BLOCKAGE BETWEEN THE PURGE SOLENOID AND THE CANISTER
2. Remove the Fuel Cap or open the Capless Fuel Filler flap.
Does the ESIM Switch state change from CLOSED to OPEN?
Yes
Repair the pinched or blocked line between the Purge Solenoid and the Canister or between the Canister and the
Fuel Tank.
.
No
Go To
7. ESIM SWITCH
1. Disconnect the ESIM harness connector.
Does the ESIM Switch state change from CLOSED to OPEN when the switch is disconnected?
Yes
Replace the ESIM in accordance with the Service Information.
.
No
Go To
8. CHECK THE (K108) ESIM SIGNAL CIRCUIT FOR A SHORT TO GROUND

3. Check for continuity between ground and the (K108) ESIM Signal circuit at the ESIM harness connector.
Is there continuity between ground and the (K108) ESIM Signal circuit?
Yes
Repair the (K108) ESIM Signal circuit for a short to ground.
.
No
Go To
9. CHECK FOR A SHORT BETWEEN THE (K108) ESIM SIGNAL CIRCUIT AND THE (Z924) ESIM GROUND CIRCUIT
1. Check for continuity between the (K108) ESIM Signal circuit and the (Z924) ESIM Ground circuit at the ESIM Switch harness
connector.
Is there continuity between the (K108) ESIM Signal circuit and the (Z924) ESIM Ground circuit?
Yes
Repair the short between the (K108) ESIM Signal circuit and the (Z924) ESIM Ground circuit.
.
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the ESIM Switch and the PCM.
2. Look for any chafed, pierced, pinched, or partially broken wires.
3. Look for broken, bent, pushed out or corroded terminals.
Yes
.
No
Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information. Refer to
MODULE, POWERTRAIN CONTROL, REMOVAL
.
.
P0455-EVAP PURGE SYSTEM LARGE LEAK

.
THEORY OF OPERATION
CALLOUT DESCRIPTION
7 Purge Solenoid
13 Fuel Filler Tube

CALLOUT DESCRIPTION
17 Fuel Tank

SMALL LEAK MONITOR:
time.

(P0440)
.
(P0455)
.
accumulated timers
(P0456)
.
PURGE FLOW MONITOR:

.
WHEN MONITORED
On a cold start condition when the Evap System Small Leak test has failed during the last valid ignition off event
SET CONDITION
The Powertrain Control Module (PCM) initiated an intrusive test to determine leak size and the switch opened before the calibrated
time threshold, which is determined to be a large leak.
DEFAULT ACTION
MIL is illuminated on the second consecutive trip that the diagnostic fails.
POSSIBLE CAUSES
Possible Causes
EVAP PURGE SOLENOID

Possible Causes
.
DIAGNOSTIC TEST

2. With the scan tool, navigate to System Test and start the ESIM Forced Monitor Test. Allow the test to run until finished.
3. Read the Large Leak test results.
4. This is a test of the overall operation of the evaporative system components. It does not necessarily indicate that a large leak
was the failure.
Did the Large Leak test pass or fail?
Passed
Go To
Failed
Go To

NOTE: The leak size may not be large enough to repeatedly fail Large leak.
2. It is possible that the Fuel Filler Cap (if applicable) or Capless Fuel Filler Assembly was previously leaking. Perform a visual
inspection for:
Damaged seal points on the Fuel Filler Cap (if applicable) or Capless Fuel Filler Assembly
Proper orientation of the ESIM Switch connector (3 O'clock position)
If the switch is not in the proper orientation, it may cause the weighted pressure and vacuum vents to
intermittently not seal correctly.

Yes
.
No
Testing complete. The condition that caused this fault is either not present at this time or the leak size is not large
enough to repeatedly fail Large leak. If the P0456-EVAP SYSTEM SMALL LEAK DTC is also set, perform the
diagnostics for P0456.
3. EVAPORATIVE EMISSION LEAK DETECTION
1. To continue testing, you will need the (special tool #8404C, Kit, EELD And Accessory).
NOTE: The fuel tank should have less than 95% of the fuel tank capacity to properly test the Evap system.
2. Connect the red power lead of EELD to the battery positive terminal and the black ground lead to battery negative terminal.
3. Connect shop air to the EELD.
4. Connect the appropriate Smoke Machine Adapter (special tool #8404-ADP, Smoke Machine Adapters) to the ESIM.
NOTE: If not connecting the EELD to the ESIM, the vent must be capped or plugged. The pressure developed by
the EELD will over come the weights in the ESIM, causing the vent seal to open allowing the system to
vent. This could lead to a false failure condition.
5. Connect the SMOKE supply tip (black hose) to the adapter.

6. Set the smoke/air control switch to SMOKE.
7. Press and hold the remote smoke/air start button to allow the system to fill with smoke.
8. While still holding the remote smoke/air start button, use the White Light (special tool #8404-CLL, Light, White) to follow the
Evap system path, and look for the source of the leak indicated by exiting smoke.
9. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the Ultraviolet (UV)
Light (special tool #8404-UVL, Light, UV) and the Yellow Goggles (special tool #8404-20, Goggles, Yellow) to look for
residual traces of dye that are left behind by the smoke.
NOTE: The exiting smoke deposits a residual fluid that is either bright green, yellow or purple in color when viewed
with a UV light.
Select the appropriate response from the list below:

A leak was found at the Fuel Cap (if applicable) or Fuel Filler Tube Assembly
Perform the appropriate repair by replacing the Fuel Filler Tube Assembly and/or the Fuel Cap (if applicable).
.
A leak was found in the Evaporative System

If the leak is at a hose connection, remove the hose then reconnect the hose and check for a leak again. All other
leaks, repair as necessary.
.
No leaks were detected

Go To
4. PURGE SOLENOID
1. Disconnect the vacuum hose that connects to the Intake Manifold at the Evap Purge Solenoid.
NOTE: After disconnecting the Evap Purge Solenoid vacuum connection, inspect the line and solenoid for signs of
contamination.
2. Check for smoke coming through the Purge Solenoid.
NOTE: The solenoid should be sealed with the ignition off.
Is there smoke leaking passed the Purge Solenoid?

Yes
Replace the EVAP Purge Solenoid in accordance with the Service Information.
.
No
If the system failed the ESIM Forced monitor test in step one, a leak is present but was not found during testing.
Perform system leak test found in step three over again. While performing test verify all system connection and seal
points. Inspect system lines for small cracks that may open with line movement.
P0456-EVAP PURGE SYSTEM SMALL LEAK

.
THEORY OF OPERATION
CALLOUT DESCRIPTION
7 Purge Solenoid
13 Fuel Filler Tube

CALLOUT DESCRIPTION
17 Fuel Tank

SMALL LEAK MONITOR:
time.

(P0440)
.
(P0455)
.
accumulated timers
(P0456)
.
PURGE FLOW MONITOR:

.
WHEN MONITORED
After the ignition is off for a calibrated time
SET CONDITION
If no ESIM Switch closures were recorded during an entire accumulative increment, it is determined that a small leak is present.
DEFAULT ACTION
MIL is illuminated on the first trip that the diagnostic fails.
POSSIBLE CAUSES
Possible Causes
PURGE SOLENOID LEAKING

Possible Causes
SMALL EVAP SYSTEM LEAK
. .
DIAGNOSTIC TEST
NOTE: Before proceeding with this test procedure, perform any Service Bulletins or PCM Flash updates that relate to this
fault code.
1. To continue testing you will need the (special tool #8404C, Kit, EELD And Accessory).
NOTE: The fuel tank should have less than 95% of fuel tank capacity to properly test the Evap system.
2. Connect the red power lead of the EELD to the battery positive terminal and the black ground lead to battery negative
terminal.
3. Connect shop air to the EELD.
4. Set the smoke/air control switch to AIR.
5. Insert the tester's AIR supply tip (clear hose) into the appropriate calibration orifice on the tester's control panel (based on
DTC leak size).
6. Press the remote smoke/air start button.
7. Position the red flag on the air flow meter so it is aligned with the indicator ball.
8. When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per minute to
the size leak indicated by the DTC set in the PCM.
9. Connect the service adapter (special tool #8404-ADP, Smoke Machine Adapters) to the ESIM.
NOTE: If not connecting the EELD to the ESIM, the vent must be capped or plugged. The pressure developed by
the EELD will over come the weights in the ESIM, causing the vent seal to open allowing the system to
vent. This could lead to a false failure condition.
10. Connect the AIR supply hose from the EELD to the adapter.
11. Press the remote button to activate AIR flow.
NOTE: Depending on the vehicles fuel level, or vehicle venting configuration, it can take up to five minutes to fill the
system.
12. Compare the flow meter indicator ball reading to the red flag.
13. ABOVE the red flag indicates a leak present.
14. BELOW the red flag indicates a sealed system.
Did the Small Leak test pass or fail?
Passed
Go To
Failed
Go To

NOTE: Temperature changes during testing can yield poor results. For best results, allow the vehicle to achieve ambient
temperature and retest for leaks.
NOTE: It is possible that the Fuel Filler Cap (if applicable) or Capless Fuel Filler Assembly was previously leaking.
1. Perform a visual inspection of the entire Evaporative Emission System for any of the following conditions but not limited to:
Damaged seal points on the Fuel Filler Cap (if applicable) or Capless Fuel Filler Assembly
Small holes or cracks
Loose seal points
Damaged components
Incorrect routing of hoses and tubes

Yes
. .
No
Replace the ESIM in accordance with the Service Information.
NOTE: During testing an internal ESIM seal leak will be hidden with the EELD connected to the ESIM.

. .
3. EVAPORATIVE EMISSION LEAK DETECTION
NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in your diagnosis.
Look for any physical damage or signs of wetness at connections. The strong smell of fuel vapors may aid
diagnosis also.
1. Remove the Air supply hose from the adapter.

2. Connect the SMOKE supply tip (black hose) to the adapter.
3. Set the smoke/air control switch to SMOKE.
NOTE: The flow meter indicator ball will not move in the smoke mode.
4. Press the remote smoke/air start button.
NOTE: Make sure that smoke has filled the Evap System by continuing to press the remote smoke/air start button,
remove the vehicle fuel cap (if applicable) or open the flap (capless), and wait for the smoke to exit. Once
smoke is indicated reinstall the fuel cap or close the flap.
NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue
introducing smoke at 15 second intervals, as necessary.
5. While still holding the remote smoke/air start button, use the white light (special tool #8404-CLL, Light, White) to follow the
Evap system path, and look for the source of the leak indicated by exiting smoke.
6. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultraviolet (UV)
black light (special tool #8404-UVL, Light, UV) and the yellow goggles (special tool #8404-20, Goggles, Yellow) to look for
residual traces of dye that is left behind by the smoke.
7. The exiting smoke deposits a residual fluid that is either bright green, yellow or purple in color when viewed with a UV light.
NOTE: Carefully inspect the vent side of the Evap Canister. Due to the filtering system in the canister the smoke
may not be as thick. Introducing smoke into the filtered side of the canister may assist in locating the leak.

A leak was found at the Fuel Cap (if applicable) or Fuel Filler Tube Assembly
Perform the appropriate repair by replacing the Fuel Filler Tube Assembly and/or the Fuel Cap (if applicable).
. .
A leak was found in the Evap System.

If the leak is at a hose connection, remove the hose then reconnect the hose and check for a leak again. All other
leaks, repair as necessary.
. .
No leaks were detected

Go To
4. PURGE SOLENOID
1. Disconnect the vacuum hose that connects to the Intake Manifold at the Purge Solenoid.
NOTE: After disconnecting the Purge Solenoid vacuum connection, inspect the line and solenoid for signs of
contamination.
2. Check for smoke coming through the Purge Solenoid.
NOTE: The solenoid should be sealed with the ignition off.
Smoke is leaking passed the Purge Solenoid?

Yes
Replace the Purge Solenoid in accordance with the Service Information.
. .
No
If the system failed the small leak test in step one, a leak is present but was not found during testing. Perform system
leak test found in step three over again. While performing test verify all system connection and seal points. Inspect
system lines for small cracks that may open with line movement.
P0457-LOOSE FUEL CAP

.
THEORY OF OPERATION
CALLOUT DESCRIPTION
7 Purge Solenoid
13 Fuel Filler Tube

CALLOUT DESCRIPTION
17 Fuel Tank
The fuel level is recorded by the Powertrain Control Module (PCM) when the ignition key is turned off, and is compared to the fuel level at
the next ignition key on cycle. If the PCM recognizes a 25% increase in fuel level, the Leak Test Monitor is initiated. If the Large leak test
fails it is determined that the Fuel Filler Cap is faulty or not installed properly, or the Capless Fuel Filler Assembly flap did not seal properly
after fueling. A LOOSE GAS CAP message will be displayed on the cluster to inform the customer.
WHEN MONITORED
The Powertrain Control Module (PCM) detects a 25% increase in fuel level from the previous ignition on state.
SET CONDITION
The Powertrain Control Module (PCM) initiates an intrusive test after a 25% fuel level increase and the ESIM Switch either opened
before the maximum calibrated time, or the ESIM Switch did not close at all.
DEFAULT ACTION
Loose Gas Cap light will illuminate.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOOSE OR MISSING FUEL FILLER CAP
. .
DIAGNOSTIC TEST
FUEL FILLER CAP/CAPLESS FUEL FILLER VISUAL INSPECTION
1. Visually inspect for the following:

Loose, missing, or damaged Fuel Filler Cap or seal
Damaged locking tabs on the Fuel Filler Cap and/or filler tube
Damaged seal points on the Fuel Filler Cap and/or filler tube
2. If the vehicle is equipped with the Capless Fuel Filler Assembly, visually inspect the flap and seal for proper sealing.
Yes
Perform the PCM VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST
. .
No
Perform the P0455-EVAP SYSTEM LARGE LEAK diagnostic procedure.
P0461-FUEL LEVEL SENSOR 1 PERFORMANCE
Fig. 10: Fuel Level Sensors Circuit Schematic
.
THEORY OF OPERATION
The Fuel Level Sensor information is a bussed message to the Powertrain Control Module (PCM) from the Body Control Module (BCM).
The fuel level rationality will set a fault for a fuel level reading that does not change over an accumulated mileage threshold to keep stuck
high or stuck low fuel levels from disabling OBD monitors. If the vehicle is fitted with a saddle tank fuel system this feature includes
diagnostics for both of the sending units and diagnostics for a siphon tube that has become disconnected or plugged. The power up test
looks to see a large enough fuel level voltage change from the last key-off to the following engine run. The engine run test looks to see a
fuel level voltage change over an accumulated mileage.
Vehicles fitted with saddle fuel tank configurations have two fuel level sending units. The primary side of the tank has the filler tube inlet
near the bottom and contains the fuel pump module. During fuel tank fills, fuel must overflow the primary side to reach the secondary side
of the tank. As fuel is consumed, a siphon tube is used to draw fuel from the secondary side to the primary side. Because the siphon tube
flow rate exceeds the fuel consumption rate, the secondary side of the tank will be empty before fuel is depleted from the primary side. Fuel
level sensor 1 is located on the primary side of the tank. Fuel level sensor 2 is located on the secondary side of the tank.
WHEN MONITORED
TEST No. 1: With the ignition on, the fuel level is compared to the previous key down after a 20 second delay. TEST No. 2: The PCM
monitors the fuel level at ignition on.
SET CONDITION
TEST No. 1: If the PCM does not see a difference in fuel level of greater than 0.1 volt the test will fail. TEST No. 2: If the PCM does not see
a change in the fuel level over a set amount of miles the test will fail. Two trip fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
EXCESSIVE RESISTANCE IN THE FUEL LEVEL SENSOR CIRCUITS
FUEL LEVEL SENSOR CIRCUIT DTCS SET IN THE BCM
FUEL TANK
OBSTRUCTION TO THE FUEL LEVEL SENSOR
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose and repair any Can bus, communication or implausible signal DTCs before proceeding with this test.
NOTE: Diagnose P0462 or P0463 first, if set along with P0461.

2. Allow the engine to reach normal operating temperature.
NOTE: It may be necessary to drive the vehicle to meet the conditions to set this DTC, try to repeat the conditions
in which the fault originally set by reviewing the Freeze Frame data.
Is the DTC Active or Pending at this time?

Yes
Go To
No
. .
2. VISUALLY INSPECT FUEL TANK

1. Visually inspect the Fuel Tank for damage that may restrict the Fuel Sending Unit float from moving.
Is the Fuel Tank OK?
Yes
Go To
No
Replace the Fuel Tank as necessary.
. .
3. FUEL LEVEL SENSOR CIRCUIT DTCS SET IN THE BCM

Are any Fuel Level Sensor Circuit DTCs set in the BCM?
Yes
Diagnose the appropriate Fuel Level Sensor Circuit DTC in the BCM. Refer to BODY CONTROL MODULE (BCM) -
DIAGNOSTIC CODE INDEX
.
No
Go To
4. CHECK FOR EXCESSIVE RESISTANCE IN THE (N4) FUEL LEVEL SIGNAL 1 CIRCUIT
1. Disconnect the Fuel Pump Module C1 harness connector.
2. Disconnect the BCM E harness connector.
3. Measure the resistance of the (N4) Fuel Level Signal 1 circuit from the Fuel Pump Module C1 harness connector to the BCM
E harness connector.
Is the resistance above 5.0 Ohms?
Yes
Repair the open in the (N4) Fuel Level Signal 1 circuit.
Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST
No
Go To
5. CHECK FOR EXCESSIVE RESISTANCE IN THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT
1. Measure the resistance of the (G109) Fuel Level Signal Sense Return circuit from the Fuel Pump Module C1 harness
connector to the BCM E harness connector.
Yes
Repair the open in the (G109) Fuel Level Signal Sense Return circuit.
No
Go To
6. INTERNAL INSPECTION OF THE FUEL TANK
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system
hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in
possible serious or fatal injury.
1. Remove the Fuel Tank in accordance with the service information. Refer to TANK, FUEL, REMOVAL
.
2. Remove the Fuel Pump Module. Refer to MODULE, FUEL PUMP, REMOVAL
.
3. Visually inspect the inside of the Fuel Tank for any obstructions or deformities.
4. Inspect the Fuel Pump Module Float arm for damage.
Yes
Repair or replace as necessary.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Body Control Module (BCM)
and the Powertrain Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Sensor and
Powertrain Control Module connectors.
4. Perform any Technical Service Bulletins that may apply.
Yes
. .
No
Replace and program the Powertrain Control Module in accordance with the service information. Refer to MODULE,
.
. .
P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW

.
THEORY OF OPERATION
The fuel level sensor information is a bussed message to the Powertrain Control Module (PCM) from the Body Control Module (BCM).
WHEN MONITORED
Ignition on and battery voltage above 10.4 volts.
SET CONDITION
The Fuel Level Sensor signal voltage goes below the minimum acceptable value. One Trip Fault.
POSSIBLE CAUSES
Possible Causes
FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO THE FUEL LEVEL SENSE RETURN CIRCUIT
FUEL LEVEL SENSOR
BODY CONTROL MODULE (BCM)
. .
DIAGNOSTIC TEST
1. CHECK FOR AN INTERMITTENT CONDITION

2. With the scan tool, clear all DTCs.
Does the scan tool display DTC: P0460-11-FUEL LEVEL SENSOR 1 - CIRCUIT SHORT TO GROUND in the BCM?
Yes
Go To
No
Test complete, the condition or conditions that originally set this DTC are not present at this time. Using the wiring
diagrams as a guide, check all related splices and connectors for signs of water intrusion, corrosion, pushed out or
bent terminals, and correct pin tension.
.
2. FUEL LEVEL SENDING UNIT

Does the scan tool display DTC: P0460-15-FUEL LEVEL SENSOR 1 - CIRCUIT SHORT TO BATTERY OR OPEN in the
BCM?
Yes
Replace the Fuel Level Sending Unit in accordance with the service information. Refer to SENDING UNIT AND
SENSOR, FUEL LEVEL, REMOVAL
.
.
No
Go To
3. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Fig. 12: Checking Fuel Level Signal 1 Circuit For Short To Ground

3. Measure the resistance between ground and the (N4) Fuel Level Sensor Signal circuit at the Fuel Pump Module C1 harness
connector.
Is the resistance above 10k Ohms?
Yes
Go To
No
Repair the (N4) Fuel Level Sensor Signal circuit for a short to ground.
.
4. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR A SHORT TO THE (G109) FUEL LEVEL SENSE RETURN
CIRCUIT
Fig. 13: Checking Fuel Level Signal 1 Circuit For Short To Switch Return Circuit
1. Measure the resistance between the (G109) Fuel Level Sense Return circuit and the (N4) Fuel Level Sensor Signal circuit at
the Fuel Pump Module C1 harness connector.
Yes
Go To
No
Repair the short between the (G109) Fuel Level Sense Return circuit and the (N4) Fuel Level Sensor Signal circuit.
.
5. BODY CONTROL MODULE (BCM)

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pump Module and the
BCM.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Fuel Pump
Module and the BCM harness connectors.
Yes
.
No
Replace the Body Control Module in accordance with the service information. Refer to MODULE, BODY CONTROL,
REMOVAL
.
.
P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH
.
THEORY OF OPERATION
The fuel level sensor information is a bussed message to the Powertrain Control Module (PCM) from the Body Control Module (BCM).
WHEN MONITORED
Ignition on and battery voltage above 10.4 volts.
SET CONDITION
The Fuel Level Sensor signal voltage at the is above the maximum acceptable value. One Trip Fault.
POSSIBLE CAUSES
Possible Causes
(N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT OPEN

Possible Causes
(N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G109) FUEL LEVEL SENSE RETURN CIRCUIT OPEN
FUEL LEVEL SENSOR
BODY CONTROL MODULE (BCM)
.
DIAGNOSTIC TEST
1. ACTIVE DTC
2. With the scan tool, clear all DTCs.
Does the scan tool display this DTC as active?
Yes
Go To
No
Test complete. The condition or conditions that originally set this DTC are not present at this time. Using the wiring
bent terminals and correct pin tension.
.
2. CHECK THE FUEL LEVEL SENSE 1 VOLTAGE

1. With the scan tool, view the BCM Data Display.
2. Read the Fuel Level Sense 1 voltage.
Is the voltage above 5.1 volts?
Yes
Go To
No
Go To
3. CHECK THE RESISTANCE OF THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT
3. If equipped with AWD, disconnect the Fuel Pump Module C2 harness connector.
4. Measure the resistance of the (G109) Fuel Level Sense Return circuit between ground and the Fuel Pump Module C1
harness connector.
Yes
Go To
No
Go To
4. CHECK THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT FOR AN OPEN
1. Disconnect the Body Control Module E harness connector.
2. Measure the resistance of the (G109) Fuel Level Sense Return circuit between the Body Control Module E harness
connector and the Fuel Pump Module C1 harness connector.
Yes
Go To
No
Repair the (G109) Fuel Level Sense Return circuit for an open.
.
5. CHECK THE VOLTAGE OF THE (N4) FUEL LEVEL SIGNAL 1 CIRCUIT

2. Measure the voltage between the (G109) Fuel Level Sense Return circuit and (N4) Fuel Level Sensor Signal circuit at the
Fuel Pump Module C1 harness connector.
Is there any voltage present?
Yes
Go To
No
Go To
6. CHECK FOR A SHORTED BCM WIRING HARNESS

3. At the BCM E harness connector, measure the resistance between the (N4) Fuel Level Sensor Signal circuit and every other
pin in the harness connector.
Is the resistance above 10k Ohms for all connections?
Yes
Go To
No
Repair the short in the (N4) Fuel Level Sensor Signal circuit.
.
7. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR AN OPEN
3. Measure the resistance of the (N4) Fuel Level Sensor Signal circuit between the Fuel Pump Module C1 harness connector
and the BCM E harness connector.
Yes
Replace the Fuel Level Sending Unit in accordance with the service information. Refer to SENDING UNIT AND
SENSOR, FUEL LEVEL, REMOVAL
.
.
No
Repair the (N4) Fuel Level Sensor Signal circuit for an open.
.
8. BODY CONTROL MODULE (BCM)

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pump Module and the
BCM.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Fuel Pump
Module and the BCM harness connectors.
4. Perform any Technical Service Bulletins (TSB)s that may apply.
Yes
.
No
Replace the BCM in accordance with the Service Information. Refer to MODULE, BODY CONTROL, REMOVAL
.
.
P0480-COOLING FAN 1 CONTROL CIRCUIT

Fig. 15: Cooling Fan Wiring Diagram
.
THEORY OF OPERATION
The Powertrain Control Module (PCM) controls the Cooling Fan 1 (Low Speed) Relay by grounding the (N201) Low/High Rad Fan Relay
Control circuit when it is determined that low speed fan operation is required.
WHEN MONITORED
With the ignition on. Battery voltage greater than 10 volts.
SET CONDITION
An open or shorted circuit is detected in the Low/High Rad Fan Control circuit. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
(N201) LOW/HIGH RAD FAN CONTROL CIRCUIT OPEN
(N201) LOW/HIGH RAD FAN CONTROL CIRCUIT SHORTED TO GROUND
LOW/HIGH RAD FAN RELAY
. .
DIAGNOSTIC TEST
1. RADIATOR COOLING FAN MODULE OPERATION

1. Ignition on, engine not running.
2. With a scan tool, select Radiator Cooling Fan Relay #1 Control State to actuate the Cooling Fan (Low/High).
Is the one Cooling Fan operating?
Yes
. .
No
Go To
2. (N201) LOW/HIGH RAD FAN CONTROL CIRCUIT

1. Turn the ignition on, engine not running.
2. With a scan tool, select Radiator Cooling Fan Relay 1 Control State, Toggle, to actuate the Cooling Fan (Low/High).
3. Using a 12-volt test light connected to battery voltage, probe the (N201) Low/High Rad Fan Control circuit in the Low/High
Rad Relay terminal.
Does the test light illuminate brightly and flash on and off during the actuation?
Yes
Replace the Low/High Rad Fan Relay.
. .
No
Go To
3. (N201) LOW/HIGH RAD FAN CONTROL CIRCUIT OPEN

1. Measure the resistance of the (N201) Low/High Rad Fan Control circuit from the PCM C1 harness connector to the Power
Distribution Center (PDC) C3 harness connector.
Yes
Go To
No
Repair the open in the (N201) Low/High Rad Fan Control circuit.
. .
4. (N201) LOW/HIGH RAD FAN CONTROL CIRCUIT SHORTED TO GROUND

Fig. 16: Checking Low & High Rad Fan Control Circuit For Short To Ground
1. Measure the resistance between ground and the (N201) Low/High Rad Fan Control circuit in the PCM C1 harness connector.
Is the resistance below 100 Ohms?
Yes
Repair the short to ground in the (N201) Low/High Rad Fan Control circuit.
. .
No
Replace the Powertrain Control Module (PCM) in accordance with the Service Information. Refer to MODULE,
.
. .
P0481-COOLING FAN 2 CONTROL CIRCUIT

Fig. 17: Cooling Fan Wiring Diagram
.
THEORY OF OPERATION
The Powertrain Control Module (PCM) controls the Cooling Fan 2 (High Speed) Relay by grounding the (N112) High Rad Fan Relay
Control circuit when it is determined that high speed fan operation is required.
WHEN MONITORED
With the ignition on. Battery voltage greater than 10 volts.
SET CONDITION
An open or shorted circuit is detected in the High Speed Rad Fan Control circuit. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
(N112) RAD FAN RELAY CONTROL CIRCUIT OPEN
(N112) RAD FAN RELAY CONTROL CIRCUIT SHORTED TO GROUND
HIGH RAD FAN RELAY

. .
DIAGNOSTIC TEST
1. RADIATOR COOLING FAN MODULE OPERATION

2. With a scan tool, actuate both the Radiator Cooling Fan Relays No. 1 and No. 2.
Are both cooling fan operating at medium speed?
Yes
. .
No
Go To
2. (N112) RAD FAN RELAY CONTROL CIRCUIT OPEN

1. Measure the resistance of the (N112) Rad Fan Relay Control circuit from the High Rad Fan Relay harness connector to the
PCM C1 harness connector.
Yes
Go To
No
Repair the open in the (N112) Rad Fan Relay Control circuit.
. .
3. (N112) RAD FAN RELAY CONTROL CIRCUIT SHORTED TO GROUND

Fig. 18: Checking Rad Fan Relay Control Circuit For Short To Ground
1. Measure the resistance between ground and the (N112) Rad Fan Relay Control circuit in the PCM C1 harness connector.
Yes
Repair the short to ground in the (N112) Rad Fan Relay Control circuit.
. .
No
Replace the Powertrain Control Module (PCM) in accordance with the Service Information. Refer to MODULE,
.
. .
P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE

.
THEORY OF OPERATION
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not
run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold
for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated.
WHEN MONITORED
With the engine running, transmission not in park or neutral, brakes not applied, and engine RPM greater than 1500.
SET CONDITION
This code will set if no vehicle speed signal is received from the ABS Module for more than 11 seconds for two consecutive trips. Two Trip
Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
ACTIVE BUS OR COMMUNICATION DTCS
TIRE CIRCUMFERENCE
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Check for any Bus Communication DTCs. If no Bus or Communication DTCs are set, check for active DTCs
in the Anti-Lock Brake Module. Any bus, communication, or VSS DTCs in the Anti-Lock Brake Module must
be properly diagnosed before continuing.
2. With a scan tool, select View DTCs.

Is the status Active for this DTC?
Yes
Go To
No
. .
2. VISUAL INSPECTION
NOTE: This code can set due to tire circumference differences and from the front or rear wheels being on a slippery
surface while the opposite tires are not.
1. This code may also set on a hard acceleration on loose gravel or during other off road driving conditions.
2. Check tire pressure of all the tires.
3. Check tire wear on all the tires.
4. Ask the customer what the road and driving conditions were like when the fault set.
Yes
Repair as necessary. If the code set during a front OR rear wheel spin condition, no repair is necessary.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors related to this circuit.
Yes
. .
No
Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information.
. .
P0503-VEHICLE SPEED SENSOR 1 ERRATIC (EXC MTX NON-ABS)

.
THEORY OF OPERATION
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not
run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold
for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated.
WHEN MONITORED
With the engine running, transmission not in park or neutral, brakes not applied, and engine rpm greater than 1500.
SET CONDITION
This code will set if no vehicle speed signal is received from the ABS Module for more than 11 seconds for 2 consecutive trips. Two Trip
Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
ACTIVE BUS OR COMMUNICATION DTCS
TIRE CIRCUMFERENCE
. .
DIAGNOSTIC TEST.
1. ACTIVE DTC
NOTE: Check for any Bus Communication DTCs. If no Bus or Communication DTCs are set, check for active DTCs
in the Anti-Lock Brake Module. Any bus, communication, or VSS DTCs in the Anti-Lock Brake Module must
be properly diagnosed before continuing.

Yes
Go To
No
Perform the CHECKING FOR AN INTERMITTENT DTC Diagnostic Procedure. Refer to INTERMITTENT CONDITION
..
2. VISUAL INSPECTION
NOTE: This code can set due to tire circumference differences and from the front or rear wheels being on a slippery
surface while the opposite tires are not.
1. This code may also set on a hard acceleration on loose gravel or during other off road driving conditions.
2. Check tire pressure of all the tires.
3. Check tire wear on all the tires.
4. Ask the customer what the road and driving conditions were like when the fault set.
Yes
Repair as necessary. If the code set during a front OR rear wheel spin condition, no repair is necessary.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors related to this circuit.
4. Refer to any Technical Service Bulletins that may apply.
Yes
. .
No
. .
P0506-IDLE SPEED PERFORMANCE LOWER THAN EXPECTED

.
WHEN MONITORED
With the engine running at idle, MAF < 250 mg/tdc, air temp > -17.8°C (0°F) and < -7°C (19.4°F) enable after coolant temp > 70°C (158°F)
or air temp > -7° C (19.4°F), coolant temp > -7°C (19.4°F) < 130°C (266°F), canister purge <100% duty cycle, and no VSS, MAF/MAP,
ECT, TPS, ETC, CKP Sensor, Fuel Injector, Fuel System or ABS DTCs.
SET CONDITION
Engine speed is 100 RPM or more below idle speed for 30.0 seconds. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
AIR INDUCTION SYSTEM RESTRICTIONS
PCV SYSTEM RESTRICTIONS
THROTTLE BODY
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: If any other IAC Motor or Throttle Body DTCs are present, they must be diagnosed and repaired before continuing
this test.
1. Start the engine and allow it to reach operating temperature.
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the
pulleys, belts or fan. Do not wear loose clothing. Failure to follow these instructions may result in possible
serious or fatal injury.

Yes
Go To
No
. .
2. AIR INDUCTION SYSTEM

1. Inspect the air induction system for the following problems:
Restrictions - dirty air cleaner, foreign material trapped in the air intake tube, etc.

Yes
. .
No
Go To
3. PCV SYSTEM
1. Inspect the PCV system for the following problems:
Restrictions - sticking valve, collapsed hoses or tubes, obstructed passages or ports, etc.

Yes
. .
No
Go To
4. THROTTLE BODY OPERATION
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts
or fan. Do not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury.
1. Inspect the throttle body for carbon build up or other restrictions.

2. Using a straight edge, verify that the throttle plate is not bent. If the throttle plate is bent, the throttle body must be replaced.
4. While the vehicle is running, lightly tap on ETC Motor with your hand, and listen for the idle to raise.
Were any problems found or did the idle fluctuate while tapping on the ETC Motor?
Yes
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the throttle body and the
Yes
. .
No
. .
P0507-IDLE SPEED PERFORMANCE HIGHER THAN EXPECTED

.
WHEN MONITORED
With the engine running at idle, MAF < 250 mg/tdc, air temp > -17.8°C (0°F) and < -7°C (19.4°F) enable after coolant temp > 70°C (158°F)
or air temp > -7° C (19.4°F), coolant temp > -7°C (19.4°F) < 130°C (266°F), canister purge <100% duty cycle, and no VSS, MAF/MAP,
ECT, TPS, ETC, CKP Sensor, Fuel Injector, Fuel System or ABS DTCs.
SET CONDITION
Engine speed is 200 RPM or more above idle speed for 30.0 seconds. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
PCV SYSTEM LEAKS
INTERNAL OR EXTERNAL ENGINE VACUUM LEAKS
LOSS OF COMMUNICATION WITH ABS MODULE
THROTTLE BODY
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: If any other Throttle Body DTCs are present, they must be diagnosed and repaired before continuing this test.
NOTE: If there is a loss of communication with the ABS Module or implausible data from the ABS Module DTC present,
diagnose and repair those faults before proceeding. A Loss of communication w/ABS will default vehicle speed to
zero while driving and false fail the idle speed rationality diagnostics, setting this code.
NOTE: It may be necessary to drive the vehicle to meet the conditions to set this DTC, try to repeat the conditions in which
the fault originally set by reviewing the Freeze Frame data.

2. Allow the engine to reach normal operating temperature, road test the vehicle.
Is the DTC Active or Pending at this time?
Yes
Go To
No
. .
2. PCV SYSTEM
1. Inspect the PCV system for the following problems:
2. Leaks - cracked or damaged hoses or tubes, poor hose or tube connections, PCV valve stuck open, etc.
Yes
. .
No
Go To
3. VACUUM LEAKS
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts,
or fan. Do not wear loose clothing. Failure to follow these instructions can result in possible serious or fatal injury.

2. Inspect the engine for internal leaks.
3. Inspect any external components that can create a vacuum leak. Inspect the following items, but not limited too:
Vacuum supply lines
Brake Booster
Purge Solenoid
Engine seals
Were any vacuum leaks found?

Yes
Repair the vacuum leak as necessary.
. .
No
Go To
4. THROTTLE BODY OPERATION

1. Inspect the throttle body for carbon build up, other restrictions, and a bent throttle plate using a straight edge.
2. If the throttle plate does not close entirely it may be bent and needs to be replaced.
pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in possible
3. While the vehicle is running, perform a wire and connector wiggle test on the ETC Motor wiring and connections, and listen
for idle to raise.
Were any problems found or did the idle fluctuate while performing a wire and connector wiggle test?
Yes
Verify that there is good pin to terminal contact at the Throttle Body and the Powertrain Control Module connectors.
Replace the Throttle Body Assembly if no problems were found in the connectors. Disconnect the Battery when
replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the Throttle Body Self
Learn.
. .
No
Go To
NOTE: Before replacing PCM, verify that there are no vacuum leaks. The most common cause for this DTC is an internal
or external vacuum leak.
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Throttle Body and the
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Throttle Body
and Powertrain Control Module harness connectors.
Yes
. .
No
Replace and program the Powertrain Control Module in accordance with the service information. Refer to MODULE,
. .
P050B-COLD START IGNITION TIMING PERFORMANCE

.
WHEN MONITORED
During a cold start condition, with the difference between the AAT and ECT at startup below 10°C, and the engine running at idle.
SET CONDITION
The Powertrain Control Module (PCM) detects that engine speed is 50 RPM or more (depending on vehicle specifications) below target
idle speed for more than three seconds, and the average spark advance is above the failure threshold for more than the specified limit. Two
trip fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
RESTRICTED INTAKE AIR SYSTEM

Possible Causes
LOW BATTERY VOLTAGE
FUEL CONTAMINATION
EXCESSIVE RESISTANCE IN THE (K124) ETC MOTOR (+)
EXCESSIVE RESISTANCE IN THE (K126) ETC MOTOR (-)
THROTTLE BODY
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Low battery voltage can cause excessive current draw in very hot and very cold ambient temperatures. Look
closely at the temperatures at which this DTC set and make sure the battery can pass a load test before
continuing.
NOTE: Diagnose and repair any other DTCs set in the PCM before proceeding with this test.

2. With the scan tool, select View DTCs and review the DTC environmental information.
Is the DTC Active at this time?
Yes
Go To
No
The DTC is not active at this time. Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to
INTERMITTENT CONDITION
. .
2. THROTTLE PLATE INSPECTION

2. Remove the air cleaner assembly.
3. Check for any signs of a foreign material (ice, dirt, or excessive carbon build up) on the throttle plate or in the bore causing
the throttle plate to stick.
Yes
Remove the debris if possible or replace the Throttle Body. Disconnect the battery when replacing the Throttle Body.
After installation is complete, use a scan tool and perform the ETC RELEARN function.
. .
No
Go To
3. DIRTY AIR FILTER

1. Remove and inspect the air filter.
Yes
Replace the air filter.
. .
No
Go To
4. CONTAMINATED FUEL
1. Inspect the fuel for contamination. (dirt, water, or other foreign material)
Yes
Drain the fuel from the fuel tank into an approved gas holding tank and add clean fuel. Refer to DRAINING FUEL
TANK
. .
No
Go To
5. CHECK FOR EXCESSIVE RESISTANCE IN THE (K124) ETC MOTOR (+) CIRCUIT
diagnosis.
3. Connect the (special tool #10436, Adapter, GPEC Diagnostic) in line with the PCM C2 harness connector.
4. Using a voltmeter, perform a voltage drop test by back probing the (K124) ETC Motor (+) circuit at the Throttle Body harness
connector and by probing the GPEC Adaptor. Make sure the voltmeter leads are connected so that positive polarity is
displayed on the voltmeter.

Is the voltage below 0.2 volts?
Yes
Go To
No
Repair the (K124) ETC Motor (+) for excessive resistance.
. .
6. CHECK FOR EXCESSIVE RESISTANCE IN THE (K126) ETC MOTOR (-) CIRCUIT
2. Using a voltmeter, perform a voltage drop test by back probing the (K126) ETC Motor (-) circuit at the Throttle Body harness
connector and by probing the GPEC Adaptor. Make sure the voltmeter leads are connected so that positive polarity is
displayed on the voltmeter.

Is the voltage below 0.2 volts?
Yes
Go To
No
Repair the (K126) ETC Motor (-) for excessive resistance.
. .
7. THROTTLE BODY
2. Measure the resistance of the ETC Motor by probing the appropriate terminals of the PCM C2 harness connector for the
(K124) ETC Motor (+) circuit and the (K126) ETC Motor (-) circuit.
Is the resistance between 2.5 and 25 Ohms at closed throttle?
Yes
Go To
No
Replace the Throttle Body. Disconnect the battery when replacing the Throttle Body. After installation is complete, use
a scan tool and perform the ETC RELEARN function.
. .

Yes
. .
No
Replace and program the Powertrain Control Module (PCM) in accordance with the service information. Refer to
. .
P0513-INVALID SKIM KEY

.
WHEN MONITORED
Ignition on.
SET CONDITION
The Powertrain Control Module (PCM) detects an invalid SKREEM key. One Trip Fault.
POSSIBLE CAUSES
Possible Causes
INCORRECT VIN PROGRAMMED IN THE PCM
NO COMMUNICATION WITH RF HUB
NO VIN PROGRAMMED IN THE PCM
IGNITION KEY

. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose any Can C or Can B failures before continuing.
NOTE: An external Radio-Frequency Identification (RFID) key (and/or pass/radio key), such as one used to gain access to
a 24 hour gym, can cause this DTC to set and create a no start condition. Inspect the customer's key chain for any
type of RFID key. If one is not found, question the customer to see if a spare key chain has this RFID key on it or if
it was removed from the original key chain before the vehicle was released for service. If a RFID key is present,
remove the ignition key from the vehicle and remove the RFID key from the key chain. For GPEC equipped
vehicles, disconnect the battery and wait a minimum of five minutes, reconnect and attempt to start the vehicle. For
NCG equipped vehicles, turn the ignition on a minimum for one hour and then attempt to start the vehicle, If the
vehicle does not start, continue with the diagnostic test.

2. With the scan tool, select View the PCM DTCs.
Yes
Go To
No
Go To
2. NO COMMUNICATION WITH RF HUB

1. With the scan tool, attempt to communicate with the RF HUB.
Can the scan tool communicate with the RF HUB?
Yes
Go To
No
Refer to NO RESPONSE FROM RFH (RADIO FREQUENCY HUB) MODULE
and perform the No Response from RF
HUB diagnostic procedure.
3. RF HUB TROUBLE CODES SET

1. With the scan tool, check for RF HUB DTCs.
Are any DTCs present in the RF HUB?
Yes
Refer to DIAGNOSTIC CODE INDEX
and perform the appropriate diagnostic procedure.
No
Go To
4. VIN PROGRAMMED INTO PCM

1. With the scan tool, display the VIN that is programmed in the PCM.
Has a VIN been programmed into the PCM?
Yes
Go To
No
Program the correct VIN into the PCM and retest.
. .
2. Replace and program the Wireless Ignition Node (WIN) in accordance with the Service Information.
NOTE: If this vehicle is equipped with a Steering Column Lock Module, it must be replaced along with the
SKREEM.

4. With the scan tool, erase all WIN and PCM DTCs.
5. Attempt to start and idle the engine.
6. With the scan tool, read the PCM DTCs.
Does the scan tool display this code?
Yes
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage or terminal push out.
Repair as necessary. Replace and program the Powertrain Control Module in accordance with the Service
Information.

. .
No
Test Complete.
6. IGNITION KEY
NOTE: You must obtain the SKREEM pin number.
NOTE: This DTC could have been set if the RF HUB harness connector was disconnected or if the RF HUB was replaced
recently.
NOTE: All keys that the customer uses for this vehicle must be tested to verify they are operating properly.

2. Verify the correct VIN is programmed into the PCM and RF HUB.
4. With each customer key turn the ignition key on and crank the engine to start.
5. With the scan tool, read the PCM DTCs. Look for P0513.
Is the DTC P0513 still active?
Yes
Replace the Ignition Key.
. .
No
Test Complete.
NOTE: If this DTC cannot be reset, it could have been an actual theft attempt.
P0522-ENGINE OIL PRESSURE SWITCH CIRCUIT LOW

Fig. 19: Engine Oil Pressure Sensor Circuit Wiring Diagram
.
WHEN MONITORED
With the ignition on and battery voltage greater than 10.4 Volts.
SET CONDITION
The Powertrain Control Module (PCM) detects that the Oil Pressure Sensor input voltage is below the minimum acceptable value.
POSSIBLE CAUSES
Possible Causes
(G6) EOP SIGNAL CIRCUIT SHORTED TO GROUND
ENGINE OIL PRESSURE SWITCH
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
1. Start the engine and allow it to reach normal operating temperature.
2. With the scan tool, select View DTCs.

Yes
Go To
No
. .
2. (G6) EOP SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 20: Checking EOP Signal Circuit For Short To Ground

2. Disconnect the Engine Oil Pressure Switch harness connector.
3. Disconnect the Powertrain Control Module C2 harness connector.
4. Measure the resistance between ground and the (G6) EOP Signal circuit in the Engine Oil Pressure Switch harness
connector.
Is the resistance above 100 Ohms?
Yes
Go To
No
Repair the (G6) EOP Signal circuit for a short to ground.
. .
3. ENGINE OIL PRESSURE SWITCH
2. Connect the PCM C2 harness connector.
NOTE: The PCM should display an Engine Oil Pressure Sensor Circuit High DTC with the switch disconnected.
Is the status Active for an Engine Oil Pressure Sensor Circuit High DTC with the switch disconnected?
Yes
Replace the Engine Oil Pressure Switch in accordance with the Service Information.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Engine Oil Pressure Switch
Yes
. .
No
. .
P0532-00-A/C PRESSURE SENSOR CIRCUIT LOW

.
Fig. 21: A/C System Circuit Diagram
THEORY OF OPERATION
The A/C pressure transducer monitors the pressures in the high side of the A/C refrigerant system through its connection to a fitting on the
A/C discharge line and its internal resistance changes in response to the pressures it monitors. The Powertrain Control Module (PCM)
provides a five Volt reference signal and a sensor ground to the A/C pressure transducer, then monitors the output voltage of the
transducer on a sensor return circuit to determine refrigerant pressure. The PCM is programmed to respond to this and other sensor inputs
by controlling the operation of the A/C clutch and the radiator cooling fan to help optimize A/C system performance and to protect the A/C
system components from damage. The PCM will request disengagement of the A/C clutch when high side pressure rises above 3219 kPa
(476 psi) and re-engage the clutch when high side pressure drops below 2937 kPa (426 psi). The PCM will also disengage the A/C clutch if
the high side pressure drops below 110 kPa (16 psi) and will re-engage the clutch when the high side pressure rises above 220 kPa (32
psi). When the refrigerant pressure rises above 1655 kPa (240 psi), the PCM will actuate the cooling fan.
WHEN MONITORED
Engine running, AC is learned and AC Clutch Relay energized.
SET CONDITION
The A/C pressure transducer signal voltage received by the PCM is below the minimum acceptable value. One Trip Fault. Three good trips
to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
Possible Causes
(F855) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(F855) 5 VOLT SUPPLY CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
(C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
(F855) 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
A/C PRESSURE TRANSDUCER
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose and repair any CAN bus, communication or implausible signal DTCs before proceeding with this test.
NOTE: Diagnose and repair any system voltage or sensor supply voltage DTCs before continuing with this test.
NOTE: Make sure the A/C refrigerant System is properly charged in accordance with the Service Information. Refer to
SPECIFICATIONS
.

Yes
Go To
No
. .
2. (F855) 5 VOLT SUPPLY CIRCUIT VOLTAGE CHECK

Fig. 22: Checking 5 Volt Supply Circuit Voltage

2. Disconnect the A/C Pressure Transducer harness connector.
4. Measure the voltage of the (F855) 5-volt Supply circuit in the A/C Pressure Transducer harness connector.
Is the voltage above 4.5 Volts?
Yes
Go To
No
Go To
3. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Fig. 23: Checking 5-Volt Supply Circuit For Short To Ground

3. Measure the resistance between ground and the (F855) 5-volt Supply circuit in the A/C Pressure Transducer harness
connector.
Yes
Go To
No
Repair the (F855) 5-volt Supply circuit for a short to ground.
. .
4. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
Fig. 24: Checking A/C Pressure Sensor Circuit For A Short To Ground
1. Measure the resistance between the (F855) 5-volt Supply circuit and the (K914) Sensor Ground circuit in the A/C Pressure
Transducer harness connector.
Yes
Go To
No
Repair the short between the (F855) 5-volt Supply circuit and the (K914) Sensor Ground circuit.
. .
5. (F855) 5-VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 25: Checking 5-Volt Supply Circuit For An Open Or High Resistance
1. Measure the resistance of the (F855) 5-volt Supply circuit between the A/C Pressure Transducer harness connector and the
PCM C2 harness connector.
Yes
Go To
No
Repair the (F855) 5-volt Supply circuit for an open circuit or high resistance.
. .
6. (C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Fig. 26: Checking A/C Pressure Sensor Circuit For Short To Ground

3. Measure the resistance between ground and the (C18) A/C Pressure Sensor Signal circuit in the A/C Pressure Transducer
harness connector.
Yes
Go To
No
Repair the (C18) A/C Pressure Sensor Signal circuit for a short to ground.
. .
7. (C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
Fig. 27: Checking A/C Pressure Sensor Signal Circuit For Short To A/C Pressure Sensor Ground Circuit
1. Measure the resistance between the (C18) A/C Pressure Sensor Signal circuit and the (K914) Sensor Ground circuit in the
A/C Pressure Transducer harness connector.
Yes
Go To
No
Repair the (C18) A/C Pressure Sensor Signal circuit for a short to the (K914) Sensor Ground circuit.
. .
8. (C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 28: Checking A/C Pressure Sensor Signal Circuit For Open Or High Resistance
1. Measure the resistance of the (C18) A/C Pressure Sensor Signal circuit between the A/C Pressure Transducer harness
connector and the PCM C1 harness connector.
Yes
Go To
No
Repair the (C18) A/C Pressure Sensor Signal circuit for an open circuit or high resistance.
. .
9. AC PRESSURE TRANSDUCER
Fig. 29: Identifying A/C Pressure Transducer Harness Connector Terminals

2. Connect the PCM C1 and C2 harness connectors
3. Connect a jumper wire between the (F855) 5-volt Supply circuit and the (C18) A/C Pressure Sensor Signal circuit in the A/C
Pressure Transducer harness connector.
5. With the scan tool, read the AC Pressure Transducer signal voltage.
Is the voltage above 4.5 Volts with the jumper wire in place?
Yes
Replace the A/C Pressure Transducer in accordance with the Service Information. Refer to TRANSDUCER, A/C
PRESSURE, REMOVAL
.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the A/C Pressure Transducer and
the Powertrain Control Module (PCM).
Yes
. .
No
. .
P0533-A/C PRESSURE SENSOR CIRCUIT HIGH

.
Fig. 30: A/C System Circuit Diagram
THEORY OF OPERATION
The A/C Pressure Transducer monitors the pressures in the high side of the A/C refrigerant system through its connection to a fitting on the
A/C discharge line and its internal resistance changes in response to the pressures it monitors. The Powertrain Control Module (PCM)
provides a 5-Volt reference signal and a sensor ground to the A/C Pressure Transducer, then monitors the output voltage of the transducer
on a sensor return circuit to determine refrigerant pressure. The PCM is programmed to respond to this and other sensor inputs by
controlling the operation of the A/C Clutch and the Radiator Cooling Fan to help optimize A/C system performance and to protect the A/C
system components from damage. The PCM will request disengagement of the A/C Clutch when high side pressure rises above 3219 kPa
(476 psi) and re-engage the clutch when high side pressure drops below 2937 kPa (426 psi). The PCM will also disengage the A/C Clutch
if the high side pressure drops below 110 kPa (16 psi) and will re-engage the clutch when the high side pressure rises above 220 kPa (32
psi). When the refrigerant pressure rises above 1655 kPa (240 psi), the PCM will actuate the cooling fan.
WHEN MONITORED
Engine running and the A/C Clutch Relay energized.
SET CONDITION
The A/C pressure transducer signal the PCM is above the maximum acceptable value. One trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
(F855) 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (F855) 5 VOLT SUPPLY CIRCUIT
(C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K900) SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
A/C PRESSURE TRANSDUCER
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Make sure the A/C refrigerant System is properly charged in accordance with the service information. Refer to
SPECIFICATIONS
.
1. Start the engine and allow it to idle.
2. Turn the A/C system on to allow the A/C Compressor to engage.

Yes
Go To
No
. .
2. CHECK THE (F855) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE

2. Disconnect the A/C Pressure Transducer harness connector.
4. Measure the voltage of the (F855) 5-Volt Supply circuit in the A/C Pressure Transducer harness connector.
Yes
Repair the (F855) 5-volt Supply circuit for a short to voltage.
. .
No
Go To
3. CHECK THE (C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
1. Measure the voltage of the (C18) A/C Pressure Sensor Signal circuit in the A/C Pressure Transducer harness connector.
Yes
Repair the (C18) A/C Pressure Sensor Signal circuit for a short to voltage.
. .
No
Go To
4. CHECK FOR THE (C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
2. Disconnect the PCM C1 and C2 harness connectors.
3. Measure the resistance between the (C18) A/C Pressure Sensor Signal circuit and the (F855) 5-Volt Supply circuit in the A/C
Yes
Go To
No
Repair the (C18) A/C Pressure Sensor Signal circuit for a short to the (F855) 5-Volt Supply circuit.
. .
5. CHECK THE (C18) A/C PRESSURE SENSOR SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Connect the (special tool #10436, Adapter, GPEC Diagnostic) to the appropriate PCM harness connector.
2. Measure the resistance of the (C18) A/C Pressure Sensor Signal circuit between the A/C Pressure Transducer harness
connector and the GPEC Adaptor.
Yes
Go To
No
Repair the (C18) A/C Pressure Sensor Signal circuit for an open or high resistance.
. .
6. CHECK THE (K900) SENSOR GROUND CIRCUIT FOR AN OPEN/HIGH RESISTANCE

1. Measure the resistance of the (K900) Sensor Ground circuit between the A/C Pressure Transducer harness connector and
the GPEC Adaptor.
Yes
Go To
No
Repair the (K900) Sensor Ground circuit for an open or high resistance.
. .
7. A/C PRESSURE TRANSDUCER

2. Reconnect the PCM harness connectors.
3. Connect a jumper between the (K900) Sensor Ground circuit and the (C18) A/C Pressure Sensor Signal circuit at the A/C
5. With the scan tool, read the A/C Pressure Transducer signal voltage.
Is the voltage below 0.1 volt with the jumper in place?
Yes
Replace the A/C Pressure Transducer in accordance with the service information. Refer to TRANSDUCER, A/C
PRESSURE, REMOVAL
.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the A/C Pressure Transducer and
the Powertrain Control Module (PCM).
Yes
. .
No
. .
P0562-BATTERY/SYSTEM VOLTAGE LOW

.
Fig. 31: Charging System Circuit Diagram
THEORY OF OPERATION
Fig. 32: Battery/Charging System Circuit Diagram
The Electronic Voltage Regulation (EVR) system maintains the system voltage at a desired level by turning the Pulse Width Modulated
(PWM) Alternator Field Control circuit (A) on and off. When the Alternator field is turned on, the system voltage increases. When the
Alternator field is turned off, the system voltage slowly drops. The rate at which this happens is dependent upon the existing electrical
loads, ambient under hood temperature, and the engine RPM. A constant system voltage (D, C, B) can be maintained only when the
Alternator field is switched on and off at a duty cycle that very accurately emulates the existing electrical loads given the existing ambient
under hood temperature and engine RPM.
During normal operation,
the voltage reading at the Alternator output stud will be very close to the target charging voltage viewed on the
scan tool. This is the system voltage and is sensed by the PCM through the Fused B+ circuit (B). With the Alternator connector plugged in
and back probing the Alternator Sense circuit (E), the voltage reading will be approximately 3.5 volts less than the voltage at the Alternator
output stud due the resistor inside the Alternator. This is the Alternator Sense (E) input to the PCM. These two voltage sense inputs are
used and compared during the different diagnostics performed on the EVR System by the PCM.
WHEN MONITORED
With the engine running for more than 30 seconds.
SET CONDITION
Battery voltage at the Powertrain Control Module (PCM) is less than a calibrated threshold for a set period of time.
DEFAULT ACTION
The ETC light will flash.
The Battery light will illuminate.
POSSIBLE CAUSES
POSSIBLE CAUSES
DEFECTIVE BATTERY
RESISTANCE IN THE BATTERY POSITIVE CABLE OR END
RESISTANCE IN THE BATTERY NEGATIVE CABLE OR END
POOR GROUND CONNECTION AT THE ENGINE BLOCK OR BODY CONNECTIONS
FUSED B+ CIRCUIT HIGH RESISTANCE
PCM POWERS AND GROUNDS
. .
DIAGNOSTIC TEST
NOTE: Inspect and test the Battery with the Midtronics Battery Tester or equivalent for a shorted or dead cell before
continuing with this test.
NOTE: Inspect the vehicle for aftermarket accessories that may exceed the Alternator System output.
NOTE: Inspect the fusible link in the charge wire or fuses in the PDC depending on application. If an open fusible link or
fuse is found, use the wire diagram/schematic as a guide and inspect the wiring and connectors for damage.

2. With the scan tool, navigate to data display and monitor the voltage sense to the PCM.
Is the voltage within 0.2 volts of the target charging voltage?
Yes
. .
No
Go To
2. CHECK FOR HIGH RESISTANCE IN THE BATTERY POSITIVE CIRCUIT

1. Perform a voltage drop test between the Battery Positive (+) Post;
and the Alternator stud.
and the PDC B+ terminal.
Is the voltage reading above 0.2 volts for either measurement?

Yes
Repair the Battery Positive (+) circuit for high resistance.
. .
No
Go To
3. CHECK FOR HIGH RESISTANCE IN THE BATTERY GROUND CABLE

1. Perform a voltage drop test on the Battery Negative (-) cable from the Battery cable end;
to the engine ground eyelet.
to the body ground eyelet.
Is the voltage reading above 0.2 volts for either measurement?

Yes
Repair the Battery Ground circuit for high resistance.
. .
No
Go To
4. CHECK THE (A908) FUSED B+ CIRCUIT FOR HIGH RESISTANCE

diagnosis.
3. Connect the (special tool #10436, Adapter, GPEC Diagnostic) in-line with the PCM C1 harness connector.
5. Using a voltmeter, measure the voltage at the (A908) Fused B+ circuit at the GPEC Adaptor.
NOTE: Compare the voltage reading to the voltage at the Alternator output stud. Approximately 2.0 Ohms of
resistance in this circuit can drop the voltage by approximately 0.5 volts.
Is the voltage within 0.2 volts of the measurement at the Alternator output stud?
Yes
Go To
No
Repair the (A908) Fused B+ circuit for high resistance.
. .
5. CHECK RELATED PCM AND COMPONENT CONNECTIONS

1. Perform the NO RESPONSE FROM THE PCM test procedure to check the PCM powers and grounds. Refer to NO
RESPONSE FROM THE PCM
.
2. Perform any Service Bulletins that apply.
3. Disconnect all PCM harness connectors.
4. Disconnect all related in-line harness connections (if equipped).
5. Disconnect the related component harness connectors.
6. Inspect harness connectors, component connectors, and all male and female terminals for the following conditions:
Proper connector installation.
Damaged connector locks.
Corrosion.
Other signs of water intrusion.
Weather seal damage (if equipped).
Bent terminals.
Overheating due to a poor connection (terminal may be discolored due to excessive current draw).
Terminals that have been pushed back into the connector cavity.
Check for spread terminals and verify proper terminal tension.
Repair any conditions that are found.

7. Reconnect all PCM harness connectors. Be certain that all harness connectors are fully seated and the connector locks are
fully engaged.
8. Reconnect all in-line harness connectors (if equipped). Be certain that all connectors are fully seated and the connector locks
are fully engaged.
9. Reconnect all related component harness connectors. Be certain that all connectors are fully seated and the connector locks
are fully engaged.
10. With the scan tool, erase DTCs.
11. Test drive or operate the vehicle in accordance with the when monitored and set conditions.
Did the DTC return?
Yes
Replace the Powertrain Control Module in accordance with the Service information. Refer to MODULE,
. .
No
. .
Test complete.
P0563-BATTERY/SYSTEM VOLTAGE HIGH

.
Fig. 33: Charging System Circuit Diagram
THEORY OF OPERATION
loads, ambient under hood temperature, and the engine RPM. A constant system voltage (B, C, D) can be maintained only when the
scan tool. This is the system voltage and it is sensed by the PCM through the Fused B+ circuit (B). With the Alternator connector plugged
in and back probing the Alternator Sense circuit (E), the voltage reading will be approximately 3.5 volts less than the voltage at the
Alternator output stud due the resistor inside the Alternator. This is the Alternator Sense input to the PCM. These two voltage sense inputs
are used and compared during the different diagnostics performed on the EVR System by the PCM.
Diagnostic Mode:
When the PCM detects that the output voltage is too high or too low, the PCM runs a series of diagnostics to determine
the cause. The PCM will run the Charging System Voltage High
diagnostic and will give a rapid warning that the system voltage (B, C, D)
is higher than the target charging voltage by 1.0 volts for a calibrated amount of time.
WHEN MONITORED
This diagnostic runs when the following conditions are met:
With the engine running.
No other charging system DTCs set.
SET CONDITION
The Powertrain Control Module (PCM) detects that the battery voltage is greater than the targeted charging system voltage by at
least 1.0 volt for a calibrated period of time.
DEFAULT ACTION
This is a non MIL fault.
POSSIBLE CAUSES
Possible Causes
ALTERNATOR FIELD CONTROL CIRCUIT SHORTED TO VOLTAGE
ALTERNATOR SENSE CIRCUIT SHORTED TO GROUND
ALTERNATOR SENSE CIRCUIT OPEN/HIGH RESISTANCE
ALTERNATOR
. .
DIAGNOSTIC TEST

2. With the scan tool, read the target charging voltage.

3. Measure the voltage on the Alternator output stud.
Is the voltage more than 1.0 volt above the target charging voltage?
Yes
Go To
No
. .
2. BATTERY
1. Use the (special tool #GR8-1220KIT-CHRY, AGM Battery Tester/Charger Station) or equivalent to load test the Battery.
Did the Battery pass or fail?
Passed
Go To
Failed
Perform the appropriate repair according to the Battery tester.
. .
3. CHECK THE ALTERNATOR DUTY CYCLE

1. With the scan tool, check the Duty Cycle reading for the Alternator.
NOTE: During normal operation the typical duty cycle of the field control at idle with minimal loads is approximately
35-40%, which will equate to between 4.0 and 5.0 volts. Depending on the charging issue, the PCM can
drive the duty cycle to off (0%), which will equate to zero volts, or full field (100%), which will equate to
between 11.0 and 12.0 volts.
What is the Alternator duty cycle on the scan tool?

0%
Go To
100%
Go To
4. CHECK THE (K20) ALTERNATOR FIELD CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
1. Back probe the (K20) Alternator Field Control circuit at the Alternator harness connector.
2. Measure the voltage on the (K20) Alternator Field Control circuit at the Alternator harness connector.
Yes
Repair the (K20) Alternator Field Control circuit for a short to voltage.
. .
No
Verify that there is good pin to terminal contact in the Alternator and Powertrain Control Module connectors. If no
problem is found, replace the Alternator. Refer to GENERATOR, REMOVAL
.
. .
5. CHECK THE (A804) ALTERNATOR SENSE CIRCUIT FOR A SHORT TO GROUND

2. Disconnect the Alternator harness connector.
4. Check for continuity between ground and the (A804) Alternator Sense circuit at the Alternator harness connector.
Is there continuity between ground and the (A804) Alternator Sense circuit?
Yes
Repair the (A804) Alternator Sense circuit for a short to ground.
. .
No
Go To
6. CHECK THE (A804) ALTERNATOR SENSE CIRCUIT FOR AN OPEN/HIGH RESISTANCE

2. Measure the resistance of the (A804) Alternator Sense circuit between the Alternator harness connector and the GPEC
Adaptor.
Yes
Go To
No
Repair the (A804) Alternator Sense circuit for an open or high resistance.
. .

1. Perform the NO RESPONSE FROM THE PCM test procedure. Refer to NO RESPONSE FROM THE PCM
.
Corrosion.
Bent terminals.

fully engaged.
are fully engaged.
are fully engaged.
Did the DTC return?
Yes
.
. .
No
. .
Test complete.
P0572-BRAKE SWITCH 1 STUCK ON

.
THEORY OF OPERATION
The Brake Pedal Position (BPP) Sensor is hardwired to the ABS Module. The ABS Module broadcasts the BPP Sensor signal information,
as well as the Master Cylinder Pressure Sensor signal information out over the CAN Bus. The Master Cylinder Pressure Sensor is internal
to the Hydraulic Control Unit (HCU).
The Master Cylinder Pressure (MCP) Sensor signal is utilized to support Brake Pedal Position Rationality and Brake Pedal Sensor
Diagnostic. Autonomous braking systems such as Active Cruise Control (ACC) have the potential to defeat the Brake Pedal Position
Rationality diagnostic as the vehicle can be brought to a complete stop without depressing the Brake Pedal, thus false failing the rationality.
The Brake Pedal Position Rationality needs the MCP Sensor Signal to determine if any autonomous braking system is active. The MCP
Sensor only measures the brake system pressure applied by the vehicle operator and is not affected by ABS, parking brake or autonomous
braking systems.
WHEN MONITORED
With the ignition on
Battery voltage above 10.4 volts
SET CONDITION
When the PCM recognizes Brake Switch is mechanically stuck in the low/on position.
DEFAULT ACTION
If the vehicle is equipped with the stop/start feature, the system will be disabled when this DTC is active.
POSSIBLE CAUSES
Possible Causes
CAN BUS FAILURE
. .
DIAGNOSTIC TEST
NOTE: Diagnose any Communication DTCs before continuing.
1. Ignition on
Is the DTC active or pending?

Yes
Go To
No
. .
2. BRAKE PEDAL SENSOR CIRCUIT DTCS SET IN THE ABS MODULE

Are any Brake Pedal Sensor Circuit DTCs set in the ABS module?
Yes
Diagnose the appropriate Brake Switch DTC in the ABS module. Refer to DIAGNOSTIC CODE INDEX
.
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Antilock Brake Module (ABS)
Yes
. .
No
.
. .
P0573-BRAKE SWITCH 1 STUCK OFF

.
THEORY OF OPERATION
The Brake Pedal Position (BPP) Sensor is hardwired to the ABS Module. The ABS Module broadcasts the BPP Sensor signal information,
as well as the Master Cylinder Pressure Sensor signal information out over the CAN Bus. The Master Cylinder Pressure Sensor is internal
to the Hydraulic Control Unit (HCU).
The Master Cylinder Pressure (MCP) Sensor signal is utilized to support Brake Pedal Position Rationality and Brake Pedal Sensor
Diagnostic. Autonomous braking systems such as Active Cruise Control (ACC) have the potential to defeat the Brake Pedal Position
Rationality diagnostic as the vehicle can be brought to a complete stop without depressing the Brake Pedal, thus false failing the rationality.
The Brake Pedal Position Rationality needs the MCP Sensor Signal to determine if any autonomous braking system is active. The MCP
Sensor only measures the brake system pressure applied by the vehicle operator and is not affected by ABS, parking brake or autonomous
braking systems.
WHEN MONITORED
Wit the ignition on and
Battery voltage above 10.4 volts
SET CONDITION
The brake switch status is equal to on and the no brake switch status is equal to off for a calibrated amount of time.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
CAN BUS FAILURE
. .
DIAGNOSTIC TEST
NOTE: Diagnose any Communication DTCs before continuing.
1. Ignition on

Yes
Go To
No
. .
2. BRAKE SWITCH SENSOR CIRCUIT DTCS SET IN THE ABS MODULE

Are any Brake Pedal Sensor Circuit DTCs set in the ABS module?
Yes
Diagnose the appropriate Brake Switch DTC in the ABS module. Refer to DIAGNOSTIC CODE INDEX
.
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Antilock Brake Module (ABS)
Yes
. .
No
.
. .
P0579-SPEED CONTROL SWITCH 1 PERFORMANCE

.
THEORY OF OPERATION
The Speed Control Switch is hard wired to the Steering Column Control Module (SCCM). The SCCM includes the steering column shroud,
the Steering Angle Sensor (SAS), the Clockspring, the Multi-function Switch, a Steering Column Power Tilt and Telescope Switch (if
equipped), and a trim cover. The SCCM is located near the top of the steering column below the steering wheel. The speed control and
SAS messages are bussed to the Powertrain Control Module (PCM) via the Can Bus.
WHEN MONITORED
This diagnostic runs continuously with the ignition on.
SET CONDITION
The Steering Column Control Module (SCCM) has detected that a non-permissable combination has occurred in the Speed Control
Switch.
DEFAULT ACTION
MIL light will illuminate.
POSSIBLE CAUSES
Possible Causes
SPEED CONTROL SWITCH
STEERING COLUMN CONTROL MODULE (SCCM)
. .
DIAGNOSTIC TEST
CHECK FOR AN ACTIVE DTC
NOTE: Diagnose and repair any Can bus, communication or implausible signal DTCs or Speed Control Switch DTCs in the
Steering Column Control Module (SCCM) before proceeding with this test.
WARNING: Turn the ignition off disconnect the 12-volt battery and wait two minutes before proceeding. Failure to follow these
instructions may result in possible serious or fatal injury.
WARNING: Do not place an intact non-deployed airbag face down on a hard surface, the airbag propels into the air if accidentally
deployed. Failure to follow these instructions may result in possible serious or fatal injury.

2. With the scan tool, read DTCs
Yes
NOTE: Visually and physically inspect the wiring harness between the Speed Control Switch harness connector and the
SCCM harness connector. Repair any damaged wires, connectors, and open/spread terminals. If harness is OK,
proceed with test.
Replace the Steering Column Control Module (SCCM) in accordance with the Service Information. Refer to MODULE,
STEERING COLUMN, REMOVAL
.
. .
No
. .
P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW

.
THEORY OF OPERATION
WHEN MONITORED
Continuously with the ignition on.
SET CONDITION
This fault signifies when the switch voltage is shorted low.
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST

Yes
proceed with test.
Replace the Speed Control Switch in accordance with the Service Information. Refer to SWITCH, SPEED CONTROL,
REMOVAL
.
. .
No
. .
P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH

.
THEORY OF OPERATION
WHEN MONITORED
With the ignition on.
SET CONDITION
The Speed Control Switch voltage is shorted high.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST

Yes
proceed with test.
REMOVAL
.
. .
No
. .
P0585-SPEED CONTROL SWITCH 1/2 CORRELATION

.
THEORY OF OPERATION
WHEN MONITORED
SET CONDITION
Switch.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST

Yes
Go To
No
. .
2. SPEED CONTROL SWITCH
WARNING: Do not place an intact non-deployed airbag face down on a hard surface, the airbag propels into the air if
accidentally deployed. Failure to follow these instructions may result in possible serious or fatal injury.
proceed with test.

2. Replace the Speed Control Switch in accordance with the Service Information. Refer to SWITCH, SPEED CONTROL,
REMOVAL
.
4. Move the Speed Control Switch to each position several times.
Yes
Replace the Steering Column Control Module (SCCM) in accordance with the Service Information.
. .
No
Test Complete.
. .
P0591-SPEED CONTROL SWITCH 2 PERFORMANCE

.
THEORY OF OPERATION
WHEN MONITORED
SET CONDITION
Switch.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST
NOTE: Diagnose and repair any Can bus, communication or implausible signal DTCs or Speed Control Switch DTCs in the
Steering Column Control Module (SCCM) before proceeding with this test.

Yes
proceed with test.
Replace the Steering Column Control Module (SCCM) in accordance with the Service Information. Refer to MODULE,
STEERING COLUMN, REMOVAL
.
. .
No
. .
P0592-SPEED CONTROL SWITCH 2 CIRCUIT LOW

.
THEORY OF OPERATION
WHEN MONITORED
SET CONDITION
This fault signifies when the switch voltage is shorted low.
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST

Yes
proceed with test.
REMOVAL
.
. .
No
. .
P0593-SPEED CONTROL SWITCH 2 CIRCUIT HIGH

.
THEORY OF OPERATION
WHEN MONITORED
SET CONDITION
The Speed Control Switch voltage is shorted high.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST

Yes
proceed with test.
REMOVAL
.
. .
No
. .
P0600-SERIAL COMMUNICATION LINK

WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects an internal failure.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST.
1. DTC IS ACTIVE
NOTE: If any other DTCs are set, they must be diagnosed and repaired before continuing this test.

2. With the scan tool, Clear DTCs in the Powertrain Control Module (PCM).
3. Monitor the scan tool for at least two minutes.
4. Cycle the ignition key off and on several times, leaving the ignition on for at least 10 seconds at a time.
Yes
Go To
No
. .

1. Using the wiring diagram/schematic as a guide, inspect the Powertrain Control Module (PCM) wiring and connectors.
Yes
. .
No
. .
P0601-INTERNAL MEMORY CHECKSUM INVALID

.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects an internal failure.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

2. With the scan tool, clear DTCs in the Powertrain Control Module (PCM).
4. Cycle the ignition key off and on several times, leaving the ignition on for at least 10 seconds at a time.
Yes
Go to
No
. .

Yes
. .
No
. .
P0606-INTERNAL CONTROL PROCESSOR

.
WHEN MONITORED
SET CONDITION
When the Powertrain Control Module (PCM) recognizes an internal failure to communicate or the CMP and CKP Sensor count
periods are too short.
DEFAULT ACTION
The ETC light will flash.
Throttle input and vehicle speed are limited.
MIL is illuminated.
Throttle input and vehicle speed are limited.
POSSIBLE CAUSES
Possible Causes
. .
DIAGNOSTIC TEST
NOTE: Diagnose any CMP or CKP Sensor faults before continuing. Check for intermittent loose CMP or CKP connections.
NOTE: Diagnose any repair any low system voltage DTCs before proceeding with test.

4. Cycle the ignition off and on several times, leaving the ignition on for at least 10 seconds at a time.
Is the DTC active?
Yes
Go To
No
. .
Yes
. .
No
. .
P060B-ETC A/D GROUND PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When the A/D reading does not return to ground within a set period of time during test activation, this DTC will set. Reprogramming the
module may not fix this DTC. ETC lamp will flash.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to
set.

3. Verify the Powertrain Control Module (PCM) is at the latest calibration (flash level). If necessary, update the Powertrain
Control Module (PCM) in accordance with the Service Information.
5. Increase engine speed by pressing the accelerator pedal. Do not exceed 3500 rpm.
Yes
Go To
No
. .

Yes
. .
No
. .
P060D-ETC LEVEL 2 APP PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When secondary software determines that the APPS 1 and APPS 2 signals do not match for a period of time. ETC lamp will flash
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
set.

Yes
Go to
No
. .

Yes
. .
No
. .
P060E-ETC LEVEL 2 TPS PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When secondary software determines that the TPS 1 and TPS 2 signals do not match for a period of time. ETC lamp will flash.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
set.

Yes
Go To
No
. .

Yes
. .
No
. .
P060F-ETC LEVEL 2 ECT PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When secondary software determines that the Coolant Temperature is implausible for a period of time. ETC lamp will flash.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
set.

Yes
Go To
No
. .

4. Perfom any Technical Service Bulletins that may apply.
Yes
. .
No
. .
P061A-LEVEL 2 TORQUE PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When secondary software determines that the requested output is not being achieved by the engine for a period of time. ETC lamp will
flash.
POSSIBLE CAUSES
POSSIBLE CAUSES

. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
set.

Yes
Go To
No
. .

Yes
. .
No
. .
P061C-ETC LEVEL 2 RPM PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When secondary software determines that the engine speed is implausible for a period of time. ETC lamp will flash.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
set.

Yes
Go To
No
. .

Yes
. .
No
.
. .
P0622-GENERATOR FIELD CONTROL CIRCUIT

Fig. 35: Charging System Wiring Diagram
.
THEORY OF OPERATION

During normal operation:
The voltage reading at the Alternator output stud will be very close to the target charging voltage viewed on the
scan tool. This is the system voltage and is sensed by the PCM through the Fused B+ circuit (B). With the Alternator connector plugged in,
the voltage reading on the Alternator Sense circuit will be approximately 3.5 volts less than the voltage at the Alternator output stud due the
resistor inside the Alternator. This is the Alternator Sense (E) input to the PCM. These two voltage sense inputs are used and compared
during the different diagnostics performed on the EVR System by the PCM.
Diagnostic Mode:
When the PCM detects that the output voltage is too high or too low, the PCM runs a series of diagnostics to determine
the cause. When the diagnostic is initiated, the PCM will change the field control circuit and look for a change in the output voltage. If no
reaction is detected, the PCM rationalizes that it has lost control of the Alternator Field Control (A) due to an open or shorted condition. If
the Alternator Field control is active, and the engine speed is above a calibrated threshold, the PCM will run a series of tests that turn the
Alternator Field control off and on for a brief period of time and monitors the system voltage (B) for a calibrated amount of change in the
voltage, to determine a failure of the Alternator. This diagnostic test requires repeated failures to insure that an erroneous fault is not set.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) attempts to regulate the Alternator field with no result during monitoring.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
ALTERNATOR FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
ALTERNATOR FIELD CONTROL CIRCUIT OPEN/HIGH RESISTANCE
ALTERNATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND
POOR ENGINE BLOCK OR ALTERNATOR CASE GROUND
ALTERNATOR
. .
DIAGNOSTIC TEST

2. With the scan tool, read DTCs and record on the repair order.
Yes
Go To
No
. .
2. CHECK THE ALTERNATOR DUTY CYCLE

1. With the scan tool, check the Duty Cycle reading for the Alternator.
NOTE: During normal operation the typical duty cycle of the field control at idle with minimal loads is approximately
35-40%, which will equate to between 4.0 and 5.0 volts. Depending on the charging issue, the PCM can
drive the duty cycle to off (0%), which will equate to zero volts, or full field (100%), which will equate to
between 11.0 and 12.0 volts.
What is the Alternator duty cycle on the scan tool?

0%
Go To
100%
Go To
3. CHECK THE (K20) ALTERNATOR FIELD CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
Yes
Repair the (K20) Alternator Field Control circuit for a short to voltage.
. .
No
Verify that there is good pin to terminal contact in the Alternator and Powertrain Control Module connectors. If no
problems are found, replace the Alternator. Refer to GENERATOR, REMOVAL
.
. .
4. CHECK THE ALTERNATOR FIELD CONTROL CIRCUIT VOLTAGE

Is the voltage between 11.0 and 12.0 volts?
Yes
Verify that there is good pin to terminal contact in the Alternator and Powertrain Control Module connectors. Also verify
that engine block has a good ground and the Alternator has a good case ground. If OK, replace the Alternator. Refer
to GENERATOR, REMOVAL
.
. .
No
Go To
5. CHECK THE (K20) ALTERNATOR FIELD CONTROL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
diagnosis.

5. Measure the resistance on the (K20) Alternator Field Control circuit between the Alternator harness connector and the GPEC
Adaptor.
Yes
Go To
No
Repair the (K20) Alternator Field Control circuit for an open or high resistance. Make sure to check for a spread
terminal at the PCM harness connector.
. .
6. CHECK THE (K20) ALTERNATOR FIELD CONTROL CIRCUIT FOR A SHORT TO GROUND
1. Check for continuity between ground and the (K20) Alternator Field Control circuit at the GPEC Adaptor.
Is there continuity between ground and the (K20) Alternator Field Control circuit?
Yes
Repair the (K20) Alternator Field Control circuit for a short to ground.
. .
No
Go To

1. Perform the NO RESPONSE FROM THE PCM test procedure to check the PCM powers and grounds. Refer to NO
.
Corrosion.
Bent terminals.

fully engaged.
are fully engaged.
are fully engaged.
Did the DTC return?
Yes
.
. .
No
. .
Test complete.
P0627-FUEL PUMP CONTROL CIRCUIT OPEN
Fig. 37: A/C Clutch Relay & Fuel Pump Circuit Schematic
.
THEORY OF OPERATION
The Fuel Pump control is requested by the Powertrain Control Module (PCM) along the Fuel Pump control relay circuit. The PCM controls
the fuel pump relay by grounding the control side of the relay.
WHEN MONITORED
With the engine running and the battery voltage greater than 10.4 Volts.
SET CONDITION
The Powertrain Control Module (PCM) detects that the actual state of the fuel pump control does not match the intended state.
POSSIBLE CAUSES
Possible Causes
(K31) FUEL PUMP CONTROL CIRCUIT SHORTED TO GROUND
(K31) FUEL PUMP CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
POWER DISTRIBUTION CENTER (PDC)
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: If there are any ASD/Main Relay or system voltage DTCs present, diagnose those DTCs before proceeding with
this test procedure.

2. With the scan tool, select View DTCs. Copy DTC and Freeze Frame information and clear DTCs.
NOTE: Active or pending DTCs may not allow Fuel Pump actuation, ensure all DTCs are cleared before
proceeding with this test procedure.
3. With the scan tool, actuate the Fuel Pump.

Yes
Go To
No
. .
2. FUEL PUMP RELAY

2. Install a known good Fuel Pump Relay.
4. Using a scan tool, erase the DTC.
5. Attempt to start the engine.
Does the DTC return?
Yes
Replace the Fuel Pump Relay.
. .
No
Go To
3. (K31) FUEL PUMP RELAY CIRCUIT SHORTED TO GROUND BETWEEN THE PDC AND PCM
Fig. 38: Checking Fuel Pump Relay Circuit For Short To Ground Between PDC & PCM

2. Disconnect the PDC C3 harness connector.
4. Measure the resistance between ground and the (K31) Fuel Pump Control circuit at the PCM C1 harness connector.
Yes
Repair the short to ground in the (K31) Fuel Pump Control circuit.
. .
No
Go To
4. (K31) FUEL PUMP RELAY CIRCUIT SHORTED TO GROUND IN THE PDC

2. Remove the Fuel Pump Relay.
3. Measure the resistance between ground and the (K31) Fuel Pump Control circuit at the relay terminal.
Yes
Replace the PDC for an internal short to ground in accordance with the service information.
. .
No
Go To
5. (K31) FUEL PUMP RELAY CIRCUIT OPEN OR HIGH RESISTANCE BETWEEN THE PCM AND PDC
1. Measure the resistance of the (K31) Fuel Pump Control circuit between the PDC C3 harness connector and the PCM C1
harness connector.
Yes
Go To
No
Repair the open or high resistance in the (K31) Fuel Pump Control circuit.
. .
6. (K31) FUEL PUMP RELAY CIRCUIT OPEN OR HIGH RESISTANCE IN THE PDC
1. Measure the resistance of the (K31) Fuel Pump Control circuit between the PDC C3 harness connector and the relay
terminal.
Yes
Go To
No
Replace the PDC for an internal open in accordance with the service information.
. .

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Power Distribution Center
(PDC) and the Powertrain Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the related
connectors.
Yes
. .
No
.
. .
P062C-ETC LEVEL 2 MPH PERFORMANCE

.
WHEN MONITORED
SET CONDITION
When secondary software determines that the vehicle speed is implausible for a period of time. ETC lamp will flash.
POSSIBLE CAUSES
POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
set.

Yes
Go To
No
. .

Yes
. .
No
. .
P0630-VIN NOT PROGRAMMED IN PCM
.
WHEN MONITORED
At initialization.
SET CONDITION
The VIN has not been programmed into the Powertrain Control Module (PCM). One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
VIN NOT PROGRAMMED IN THE POWERTRAIN CONTROL MODULE (PCM)
. .
DIAGNOSTIC TEST
VIN NOT PROGRAMMED IN THE POWERTRAIN CONTROL MODULE (PCM)

2. Using the scan tool, program the VIN into the Powertrain Control Module (PCM).
NOTE: If the engine will not start, crank the engine for 15 seconds. Crank at least 2 times with the ignition switch returning
to the off position each time.

Yes
. .
No
Test complete.
. .
P0632-ODOMETER NOT PROGRAMMED IN PCM

.
WHEN MONITORED
Ignition on.
SET CONDITION
The vehicle mileage is not programed into the Powertrain Control Module (PCM). One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
MILEAGE NOT PROGRAMMED IN THE POWERTRAIN CONTROL MODULE (PCM)

POSSIBLE CAUSES
. .
DIAGNOSTIC TEST
MILEAGE NOT PROGRAMMED IN THE POWERTRAIN CONTROL MODULE (PCM)

2. With a scan tool, clear DTCs.
3. Using the scan tool, program the vehicle mileage into the Powertrain Control Module (PCM).
Yes
Perform the PCM VERIFICATION Test. Refer to POWERTRAIN VERIFICATION TEST
. .
No
Test complete.
Perform the PCM VERIFICATION Test. Refer to POWERTRAIN VERIFICATION TEST
. .
P063A-GENERATOR VOLTAGE SENSE CIRCUIT

Fig. 39: Charging System Wiring Diagram
.
THEORY OF OPERATION

scan tool. This is the system voltage and is sensed by the PCM through the Fused B+ circuit (B). With the Alternator connector plugged in,
the voltage reading on the Alternator Sense circuit will be approximately 3.5 volts less than the voltage at the Alternator output stud due the
resistor inside the Alternator. This is the Alternator Sense (E) input to the PCM. These two voltage sense inputs are used and compared
during the different diagnostics performed on the EVR System by the PCM.
Diagnostic Mode:
The PCM will run the Alternator Voltage Sense Line
diagnostic to determine that the Alternator voltage sense (E)
voltage is lower than the system voltage (B, C, D) by a calibrated amount. This is an indication of permanent or intermittent disconnections,
or excessive resistance in the Alternator Sense Line wiring caused by either corrosion or a loose connection.
WHEN MONITORED
This diagnostic runs one time during an ignition cycle with the engine running.
SET CONDITION
The Alternator Sense circuit voltage is less than the Battery feed circuit voltage.
DEFAULT ACTION
The Battery light will illuminate.
The fault will be checked again on the next key cycle.
POSSIBLE CAUSES
Possible Causes
ALTERNATOR SENSE CIRCUIT OPEN/HIGH RESISTANCE
ALTERNATOR SENSE CIRCUIT SHORTED TO GROUND
ALTERNATOR
. .
DIAGNOSTIC TEST
NOTE: Inspect and test the Battery with the Midtronics Battery Tester or equivalent for a shorted or dead cell before
continuing with this test.
NOTE: The Alternator belt and tensioner condition must be checked before continuing.

2. Allow the idle to stabilize.
Yes
Go To
No
. .
2. CHECK THE (A804) ALTERNATOR SENSE CIRCUIT FOR AN OPEN/HIGH RESISTANCE

diagnosis.

5. Measure the resistance of the (A804) Alternator Sense circuit between the Alternator harness connector and the GPEC
Adaptor.
Yes
Go To
No
Repair the (A804) Alternator Sense circuit for an open or high resistance.
. .
3. CHECK THE (A804) ALTERNATOR SENSE CIRCUIT FOR A SHORT TO GROUND

1. Check for continuity between ground and the (A804) Alternator Sense circuit at the Alternator harness connector.
Is there continuity between ground and the (A804) Alternator Sense circuit?
Yes
Repair the (A804) Alternator Sense circuit for a short to ground.
. .
No
Go To
4. ALTERNATOR OPERATION
1. Reconnect the Alternator harness connector.

2. Reconnect the PCM C2 harness connector with the GPEC Adaptor still connected in line.
4. Measure the voltage at the Alternator Output stud.
5. Probe and measure the voltage of the (A804) Alternator Sense circuit at the GPEC Adaptor.
NOTE: The Alternator Sense circuit reading will normally be approximately 3.5 volts less than the voltage at the
Alternator Output terminal due to an internal resistor inside the Alternator.
Does the voltage read as described above?

Yes
Go To
No
Verify that there is good pin to terminal contact in the Alternator and Powertrain Control Module connectors. Replace
the Alternator if no problems were found with the connectors.
. .

1. Perform the NO RESPONSE FROM THE PCM test procedure and check the PCM powers and grounds. Refer to NO
Corrosion.
Bent terminals.

fully engaged.
are fully engaged.
are fully engaged.
Did the DTC return?
Yes
.
. .
No
. .
Test complete.
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

Fig. 41: Sensor Reference Circuit Wiring Diagram
.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects low voltage on the 5-Volt supply circuit.
POSSIBLE CAUSES
Possible Causes
5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
ACCELERATOR PEDAL POSITION SENSOR
CAMSHAFT 2 POSITION SENSOR
CRANKSHAFT POSITION SENSOR
THROTTLE POSITION SENSOR

. .
DIAGNOSTIC TEST
1. ACTIVE DTC
1. Attempt to start the engine. If the engine will not start, crank the engine for five seconds.

Yes
Go To
No
. .
2. CHECK THE (F855) PRIMARY 5-VOLT SUPPLY VOLTAGE
Fig. 42: Checking Throttle Position Sensor 5-Volt Supply Circuit Voltage

2. Disconnect the Throttle Body harness connector.
4. Measure the voltage of the (F855) 5-Volt Supply circuit in the Throttle Body harness connector.
Yes
Go To
No
Go To
3. THROTTLE BODY
Fig. 43: Checking Camshaft 1/2 Position Sensor For Voltage

2. Connect the Throttle Body harness connector.
3. Disconnect the Camshaft 1/2 Position Sensor harness connector.
5. Measure the voltage of the (F855) 5-Volt Supply circuit at the Camshaft 1/2 Position Sensor harness connector.
Yes
Replace the Throttle Body in accordance with the service information because the Throttle Body is pulling the 5-Volt
supply low.
. .
No
Go To
4. CAMSHAFT 1/2 POSITION SENSOR


4. Continue measuring the voltage of the (F855) 5-Volt Supply circuit at the Throttle Body harness connector.
Yes
Replace the Camshaft 1/2 Position Sensor.
. .
No
Go To
5. CRANKSHAFT POSITION SENSOR

Fig. 45: Checking 5-Volt Supply Circuit

2. Disconnect the Crankshaft Position Sensor harness connector.
Yes
Replace the Crankshaft Position Sensor.
. .
No
Go To
6. ACCELERATOR PEDAL POSITION SENSOR

Fig. 46: Checking APP Sensor 5-Volt Supply Circuit

2. Disconnect the APP Sensor harness connector.
Is the voltage between 4.8 and 5.2 Volts?
Yes
Replace the Throttle Body in accordance with the service information.
. .
No
Go To
7. CHECK THE 5-VOLT SUPPLY CIRCUITS FOR A SHORT TO GROUND


2. Disconnect the PCM harness connectors.
3. Measure the resistance between ground and the (F855) 5-Volt Supply circuit.
4. Measure the resistance between ground and the (K852) 5-Volt Supply circuit.
Is the resistance above 10k Ohms for both circuits?
Yes
Go To
No
Repair the 5-Volt Supply circuit for a short to ground.
. .

1. Inspect the (F855) 5-Volt Supply circuit between the Camshaft 1/2 Position Sensor harness connector and the PCM harness
connector.
2. Inspect the (F855) 5-Volt Supply circuit between the Crankshaft Position Sensor harness connector and the PCM harness
connector.
3. Inspect the (F855) 5-Volt Supply circuit between the Throttle Body harness connector and the PCM harness connector.
4. Inspect the (K852) 5-Volt Supply circuit between the Accelerator Pedal Position Sensor harness connector and the PCM
harness connector.
5. If the vehicle is equipped with a manual transmission, inspect the (F856) 5-Volt Supply circuit between the Vehicle Speed
Sensor harness connector and the PCM harness connector.
Yes
. .
No
.
. .
P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH
.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects a short to voltage on the 5-Volt supply circuit.
POSSIBLE CAUSES
Possible Causes
Possible Causes
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K856) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
1. Attempt to start the engine. If the engine will not start, crank the engine for five seconds.

Yes
Go To
No
. .
2. (K852) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

2. Disconnect the Accelerator Pedal Position Sensor harness connector.
4. Measure the voltage on the (K852) 5-Volt Supply circuit.
Yes
Repair the (K856) 5-Volt Supply circuit for a short to voltage.
. .
No
Go To
3. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

4. Measure the voltage on the (F855) 5-Volt Supply circuit.
Yes
Repair the (F855) 5-Volt Supply circuit for a short to voltage.
. .
No
Go To

connector.
connector.
harness connector.
Yes
. .
No
.
. .
P0645-A/C CONTROL CIRCUIT/OPEN
Fig. 51: A/C Clutch & A/C Pressure Sensor Wiring Diagram
.
WHEN MONITORED
With the engine running and battery voltage greater than 10.4 volts.
SET CONDITION
The Powertrain Control Module (PCM) detects that the A/C Compressor control circuit voltage is not within an acceptable range.
POSSIBLE CAUSES
Possible Causes
(C27) A/C COMPRESSOR CONTROL CIRCUIT SHORTED TO VOLTAGE
(C27) A/C COMPRESSOR CONTROL CIRCUIT SHORTED TO GROUND
(C27) A/C COMPRESSOR CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
GROUND CIRCUIT OPEN OR HIGH RESISTANCE
A/C COMPRESSOR
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
2. Turn the Air Conditioning on.

Yes
Go To
No
. .
2. (Z901) GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 52: Checking Ground Circuit For Open Or High Resistance

2. Disconnect the A/C Compressor harness connector.
4. Using a 12-volt test light connected to 12 volts, check the (Z901) Ground circuit in the A/C Compressor harness connector.
NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connection to the
battery.
Is the test light illuminated and bright?

Yes
Go To
No
Repair the (Z901) Ground circuit for an open circuit or high resistance.
. .
3. (C27) A/C COMPRESSOR CONTROL CIRCUIT SHORTED TO VOLTAGE

Fig. 53: Checking A/C Compressor Control Circuit For Short To Voltage

2. Disconnect the Powertrain Control Module (PCM) C2 harness connector.
4. Measure the voltage of the (C27) A/C Compressor Control circuit in the A/C Compressor harness connector.
Yes
Repair the (C27) A/C Compressor Control circuit for a short to voltage.
. .
No
Go To
4. (C27) A/C COMPRESSOR CONTROL CIRCUIT SHORTED TO GROUND

Fig. 54: Checking A/C Compressor Control Circuit For Short To Ground

2. Measure the resistance between ground and the (C27) A/C Compressor Control circuit in the A/C Compressor harness
connector.
Yes
Repair the (C27) A/C Compressor Control circuit for a short to ground.
. .
No
Go To
5. (C27) A/C COMPRESSOR CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 55: Checking A/C Compressor Control Circuit For Open Or High Resistance
1. Measure the resistance of the (C27) A/C Compressor Control circuit between the A/C Compressor harness connector and
the PCM C2 harness connector.
Yes
Go To
No
Repair the (C27) A/C Compressor Control circuit for an open circuit or high resistance.
. .
6. A/C COMPRESSOR
Fig. 56: Checking A/C Compressor Control Actuation Circuit For Open Or High Resistance
1. Connect the PCM C2 harness connector.

3. With the scan tool, actuate the A/C Compressor control to the ON position.
4. Using a 12-volt test light connected to ground, check the (C27) A/C Compressor Control circuit in the A/C Compressor
harness connector.
NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connection to the
battery.
5. With the scan tool, actuate the A/C Compressor control to the OFF position.
6. Using a 12-volt test light connected to ground, check the (C27) A/C Compressor Control circuit in the A/C Compressor
harness connector.
NOTE: The test light should not be illuminated.
Is the test light illuminated and bright with the actuation ON (100%) and not illuminated with the actuation OFF (0%)?
Yes
Replace the A/C Compressor in accordance with the Service Information. Refer to COMPRESSOR, A/C, REMOVAL
.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the A/C Compressor and the
Yes
. .
No
.
. .
P0652-SENSOR REFERENCE VOLTAGE 2 CIRCUIT LOW

.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects low voltage on the 5-Volt supply circuit.
POSSIBLE CAUSES
Possible Causes
CAMSHAFT 1/1 POSITION SENSOR
MAP SENSOR
LINE PRESSURE SENSOR
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
Go To
No
. .
2. (F856) 5-VOLT SUPPLY SHORTED TO GROUND

Fig. 58: Measuring Resistance Between Ground & MAP Sensor 5-Volt Supply Circuit

3. Disconnect all the Sensors that share the (F856) 5-Volt Supply circuit.
5. Measure the resistance between ground and the (F856) 5-Volt Supply circuit in the MAP Sensor harness connector.
Yes
Repair the short to ground in the (F856) 5-Volt Supply circuit.
. .
No
Go To

Fig. 59: Checking Camshaft 1/1 Position Sensor 5-Volt Supply Circuit
1. Reconnect all the previously disconnected Sensors except for the CMP 1/1 Sensor harness connector.
3. Measure the voltage on the (F856) 5-Volt Supply circuit in the CMP 1/1 Sensor harness connector.
Is the voltage between 4.7 and 5.2 Volts?
Yes
Go To
No
Verify that there is good pin to terminal contact in the CMP Sensor and Powertrain Control Module connectors. If OK,
replace the Camshaft Position Sensor. Refer to SENSOR, CAMSHAFT POSITION, REMOVAL
.
. .
4. 5-VOLT SENSOR SHORTED TO GROUND

Fig. 60: Checking Camshaft 1/1 Position Sensor 5-Volt Supply Circuit
1. Measure the voltage on the (F856) 5-Volt Supply circuit at the CMP 1/1 Sensor harness connector.
NOTE: You must Turn the Ignition OFF when disconnecting any of the Sensor harness connectors and Turn the
Ignition On to check the voltage readings.
2. While monitoring the voltage, disconnect each Sensor harness connector that shares the (F856) 5-Volt Supply circuit, one at
a time including the APP Sensor.
Does the voltage increase above 4.75 Volts when disconnecting any of the Sensor harness connectors?
Yes
Verify that there is good pin to terminal contact in the related Sensor and Powertrain Control Module connectors. If
OK, replace the Sensor that causes the (F856) 5-Volt Supply circuit voltage to increase when disconnected.
. .
No
Go To

harness connector.
connector.
3. Inspect the (F856) 5-Volt Supply circuit between the Line Pressure Sensor harness connector and the PCM harness
connector.
4. Inspect the (F856) 5-Volt Supply circuit between the MAP Sensor harness connector and the PCM harness connector.
Yes
. .
No
.
. .
P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH
.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects a short to voltage on the 5-Volt supply circuit.
POSSIBLE CAUSES
Possible Causes
Possible Causes
(F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K854) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
Go To
No
. .
2. (K854) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Fig. 62: Measuring Voltage On 5-Volt Supply Circuit In APP Sensor Harness Connector
2. Disconnect the Accelerator Pedal Position Sensor harness connector.
4. Measure the voltage on the (K854) 5-Volt Supply circuit.
Yes
Repair the (K854) 5-Volt Supply circuit for a short to voltage.
. .
No
Go To
3. (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Fig. 63: Measuring Voltage Of 5 Volt Supply Circuit In MAP Sensor Harness Connector

2. Disconnect the MAP Sensor harness connector.
4. Measure the voltage on the (F856) 5-Volt Supply circuit.
Yes
. .
No
Go To

harness connector.
connector.
4. Inspect the (F856) 5-Volt Supply circuit between the Line Pressure Sensor harness connector and the PCM harness
connector.
5. Inspect the (F856) 5-Volt Supply circuit between the MAP Sensor harness connector and the PCM harness connector.
Yes
. .
No
.
. .
P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT
Fig. 64: ASD Relay Sense Circuit Schematic

.
WHEN MONITORED
With the ignition on. Battery voltage greater than 10.4 Volts.
SET CONDITION
The actual ASD state is not equal to the desired ASD state. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
(K51) ASD CONTROL CIRCUIT SHORTED TO VOLTAGE
(K51) ASD CONTROL CIRCUIT SHORTED TO GROUND
(K51) ASD CONTROL CIRCUIT OPEN
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: If the P0685 and P0688 DTCs are both present, diagnose and repair the P0685 DTC before the P0688.

Yes
Go To
No
. .
2. ASD CONTROL OPERATION FROM THE PCM

2. Disconnect the C3 PDC harness connector.
3. With a 12-volt test light connected to battery voltage, probe the (K51) ASD Control circuit in the PDC C3 harness connector.
5. Using the scan tool in the PCM, actuate the ASD Relay.
Does the test light illuminate brightly and flash on an off?
Yes
Before continuing, check the PDC harness connector terminals for corrosion, damage or terminal push out. Repair as
necessary. If OK, replace the PDC in accordance with the Service Information.
. .
No
Go To
3. (K51) ASD CONTROL CIRCUIT SHORTED TO VOLTAGE

1. Stop the ASD actuation.
4. Measure the voltage on the (K51) ASD Control circuit at the C3 PDC harness connector.
Yes
Repair the short to voltage in the (K51) ASD Control circuit.
. .
No
Go To
4. (K51) ASD CONTROL CIRCUIT OPEN

2. Measure the resistance of the (K51) ASD Control circuit from the C3 PDC harness connector to the appropriate terminal of
PCM harness connector.
Yes
Go To
No
Repair the open in the (K51) ASD Control circuit.
. .
5. (K51) ASD CONTROL CIRCUIT SHORTED TO GROUND

1. Measure the resistance between ground and the (K51) ASD Control circuit in the PDC C3 harness connector.
Is the resistance below 10k Ohms?
Yes
Repair the short to ground in the (K51) ASD Control circuit.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the related PDC and the
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the PDC and
Yes
. .
No
.
. .
P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW

Fig. 65: ASD Relay Sense Circuit Schematic
.
WHEN MONITORED
SET CONDITION
No voltage sensed at the Powertrain Control Module (PCM) when the ASD relay is energized.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
ASD RELAY OUTPUT CIRCUIT OPEN
ASD RELAY OUTPUT CIRCUIT SHORTED TO GROUND

Possible Causes
ASD/MAIN RELAY
. .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: If the P0685 and P0688 DTCs are both present, diagnose and repair the P0685 DTC before the P0688.
NOTE: If any of the following component DTCs have set along with P0688, diagnose them first before continuing: Ignition
Coil(s), Fuel Injector(s), ASD Control.

Yes
Go To
No
. .
2. (K51) ASD CONTROL CIRCUIT OPEN

2. Measure the resistance of the (K51) ASD Control circuit from the C3 PDC harness connector to the appropriate terminal of
PCM harness connector.
Yes
Go To
No
Repair the open in the (K51) ASD Control circuit.
. .
3. (F342) ASD CONTROL OUTPUT CIRCUIT(S) SHORTED TO GROUND

1. Measure the resistance between ground and each of the (F342) ASD Control Output circuits in the C3 PDC harness
connector.
Yes
Repair the short to ground in the (F342) ASD Control Output circuit(s).
. .
No
Go To
4. (F342) ASD CONTROL OUTPUT CIRCUIT(S) OPEN

2. Disconnect the C3 PDC harness connector.
3. Measure the resistance of each (F342) ASD Control Output circuits from the C3 PDC harness connector to the appropriate
terminals of PCM harness connector.
Yes
Go To
No
Repair the open in the (F342) ASD Control Output circuit(s).
. .
5. POWER DISTRIBUTION CENTER

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the related PDC and the
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the PDC and
Yes
.
No
Replace and program the Power Disribution Center in accordance with the Service Information.
.
P0850-PARK/NEUTRAL SWITCH PERFORMANCE

.
WHEN MONITORED
Continuously with the transmission in Park, Neutral, or Drive and not in Limp-in mode.
SET CONDITION
This code will set if the Powertrain Control Module (PCM) detects an irrational Park/Neutral switch state. Two trip fault. Three good trips to
turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
P/N SIGNAL CIRCUIT SHORTED TO VOLTAGE OR GROUND
DTCS PRESENT IN THE TRANSMISSION CONTROL MODULE (TCM)
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: It may be necessary to test drive the vehicle in order to get this DTC to reset.

Yes
Go To
No
. .
2. DTCS PRESENT IN THE TRANSMISSION CONTROL MODULE (TCM)
NOTE: If the scan tool is unable to communicate with the TCM, or if there are related communication DTCs present, refer
to the Communication Service Information and perform the appropriate diagnostic procedure.

2. With the scan tool, select View DTCs in the TCM.
Are there any DTCs present in the TCM?
Yes
Perform the appropriate diagnostic procedure.
No
Go To

1. Inspect the P/N signal circuit for a short to ground, or a short to voltage with the shifter in Drive or Reverse. Perform the
appropriate diagnostic procedures in the Transmission Service Information.
2. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Transmission Range Sensor,
the TCM, and the PCM.
Yes
.
No
.
.
P1115-GENERAL TEMPERATURE RATIONALITY

.
WHEN MONITORED
With the ignition on and battery voltage greater than 10 volts.
SET CONDITION
AAT, ECT, and IAT sensor inputs are compared during a cold start. After start up, the values are monitored. If one of the readings is not
plausible for two consecutive trips, a DTC is stored. Three good trips turns off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
SENSOR SIGNAL CIRCUIT HIGH RESISTANCE
SENSOR GROUND CIRCUIT HIGH RESISTANCE
TEMPERATURE SENSOR
. .
DIAGNOSTIC TEST.

NOTE: Diagnose and repair any AAT, ECT, and IAT sensor DTCs before continuing with this test.
NOTE: Diagnose and repair P1607 PCM INTERNAL SHUTDOWN TIMER SLOW RATIONALITY or P2610 PCM
INTERNAL SHUTDOWN TIMER FAST RATIONALITY if either code is set before continuing with this test.
NOTE: Using an unapproved block heater in cold temperatures may cause this DTC to set. No repair is required.

Yes
Go To
No
..
2. TEMPERATURE SENSOR CIRCUIT VALUE IMPLAUSIBLE
NOTE: Allow the engine sit for 6 - 8 hours before testing.
1. With a scan tool, monitor the AAT, ECT, and IAT sensor values.
Does the value for each of the sensors increase smoothly and as expected?
Yes
..
No
Go To
3. TEMPERATURE SENSOR
NOTE: If it is necessary to replace the AAT sensor, be sure to drive the vehicle over 30 mph for at least 5 minutes to
update the AAT value.
2. Disconnect the harness connector for the sensor that had a value which did not increase smoothly and as expected.
3. With the scan tool, read the sensor voltage with the connected disconnected.
NOTE: The sensor voltage should be approximately 5.0 volts with the connector disconnected.
4. Connect a jumper wire between the sensor signal circuit and the sensor ground circuit in the harness connector.
5. With the scan tool, read the sensor voltage with the jumper wire in place.
NOTE: The sensor voltage should be approximately 0 volts with the jumper wire in place.
Does the sensor voltage change as described?

Yes
Replace the sensor.
. .
No
Go To
4. SENSOR SIGNAL CIRCUIT HIGH RESISTANCE

2. For the AAT sensor, disconnect the TIPM harness connector. Otherwise disconnect the PCM harness connector.
3. Measure the resistance of the sensor signal circuit from the sensor harness connector to the module harness connector.
Yes
Repair the sensor signal circuit for high resistance.
. .
No
Go To
5. SENSOR GROUND CIRCUIT HIGH RESISTANCE

1. Measure the resistance of the sensor ground circuit from the sensor harness connector to the module harness connector.
Yes
Repair the sensor ground circuit for high resistance.
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the sensor and the Powertrain
Control Module (PCM).
4. Monitor the scan tool data relative to this circuit and wiggle Test. the wiring and connectors.
5. Look for the data to change or for the DTC to reset during the wiggle Test.
6. Refer to any Service Bulletins that may apply.
Yes
. .
No
Replace and program the Powertrain Control Module per Service Information.
. .
P1128-CLOSED LOOP FUELING NOT ACHIEVED - BANK 1 UPSTREAM

.
WHEN MONITORED
With engine run time and coolant temperature above a calibrated value.
SET CONDITION
The Powertrain Control Module (PCM) detects a condition where the vehicle has remained in open loop fuel control, from a start-up
condition, longer than a calibrated amount of time, when conditions would have otherwise expected closed loop operation. Two Trip Fault.
Three good trips to turn off the MIL.
POSSIBLE CAUSES
POSSIBLE CAUSES
FUEL DELIVERY SYSTEM
ECT SENSOR, WIRING, OR CONNECTORS
MAP SENSOR, WIRING, OR CONNECTORS
O2 SENSOR, WIRING, OR CONNECTORS
ENGINE MECHANICAL SYSTEM
. .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
1. Diagnose and repair any other active component or circuit DTCs before continuing with this procedure.
3. With the scan tool, select View DTCs. Copy DTC and Freeze Frame information.
NOTE: Attempt to operate the vehicle under conditions similar to which the DTC was set.
NOTE: It may be necessary to test drive the vehicle within the DTC monitoring conditions in order for this DTC to
set.

Yes
Go To
No
. .
2. CHECKING THE FUEL DELIVERY SYSTEM

1. Perform the diagnostic procedures for FUEL PRESSURE LEAK DOWN and FUEL DELIVERY SYSTEM OUTPUT - FLOW
TEST. Refer to CHECKING THE FUEL DELIVERY SYSTEM (HARD START)
.
Yes
Repair as necessary in accordance with the Service Information.
. .
No
Go To
3. CHECKING THE ENGINE COOLANT TEMPERATURE SENSOR OPERATION

1. Perform the diagnostic procedure for CHECKING THE ENGINE COOLANT TEMPERATURE SENSOR OPERATION. Refer
to CHECKING THE ENGINE COOLANT TEMPERATURE SENSOR OPERATION
.
Yes
. .
No
Go To
4. CHECKING THE MAP SENSOR OPERATION

1. Perform the diagnostic procedure for CHECKING THE MAP SENSOR OPERATION. Refer to CHECKING THE MAP
SENSOR OPERATION
.
Yes
. .
No
Go To
5. CHECKING THE OXYGEN SENSOR OPERATION

1. Perform the diagnostic procedure for CHECKING THE OXYGEN SENSOR OPERATION. Refer to CHECKING THE
OXYGEN SENSOR OPERATION
.
Yes
. .
No
Go To
6. CHECKING THE ENGINE MECHANICAL SYSTEM

1. Perform the diagnostic procedure for CHECKING THE ENGINE MECHANICAL SYSTEM. Refer to CHECKING THE
ENGINE MECHANICAL SYSTEM
Yes
. .
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors relative to the components tested in this
procedure.
Look for any chafed, pierced, pinched, or partially broken wires.
Look for broken, bent, pushed out or corroded terminals.
Monitor the scan tool data relative to the components tested in this procedure and wiggle test the wiring and
connectors.
Look for the data to change or for a DTC to set during the wiggle test.
Perform any technical service bulletins that may apply.

Yes
. .
No
.
. .
P113D-O2 SENSOR 1/1 SLOW RESPONSE (HIGH FREQUENCY)

.
Fig. 66: O2 Sensors Circuit Schematic
THEORY OF OPERATION
For an aged Upstream O2 Sensor, the response rate to the air/fuel change is slower than when it was new. The O2 Sensor tends to move
less with the same air/fuel changes in a given time frame. Therefore by observing the activity of voltage readings from the Upstream O2
Sensor, the quality of the O2 Sensor can be detected. The Downstream O2 Sensor is located in the exhaust path behind the Catalytic
Converter, and is monitored for proper response to assure optimum Catalytic Converter efficiency. The Downstream O2 Sensor response
monitor is intended to diagnose a Downstream O2 Sensor that is not moving or stuck in a voltage window and to insure accurate
information for catalyst monitor diagnosis.
WHEN MONITORED
With the engine running a minimum of 20.0 seconds.
Fuel level above 12%.
Battery voltage above 11.0 volts.
Engine Coolant Temperature (ECT) above 60°C (140°F).
Engine speed between 1000 and 2750 rpm.
Manifold Absolute Pressure (MAP) reading is between 21 - 96 Kpa (6.2 - 28.3 in Hg).
SET CONDITION
The Powertrain Control Module (PCM) detects that the Oxygen Sensor signal does not switch adequately at high frequency.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
EXHAUST LEAK
O2 SENSOR 1/1 SIGNAL CIRCUIT
O2 SENSOR 1/1 RETURN CIRCUIT
O2 SENSOR 1/1
. .
DIAGNOSTIC TEST
NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved silicone, oil and
coolant.
NOTE: After any repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have
not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors.

3. With a scan tool, read the active DTCs.

Yes
Go To
No
. .
2. CHECK THE EXHAUST SYSTEM FOR LEAKS

2. Perform the CHECKING THE EXHAUST SYSTEM FOR LEAKS diagnostic procedure. Refer to CHECKING THE EXHAUST
SYSTEM FOR LEAKS
Yes
. .
No
Go To
3. CHECK THE (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT

2. Disconnect the O2 Sensor 1/1 harness connector.
3. Turn the ignition ON.
4. Measure the voltage between ground and the (K41) O2 Sensor 1/1 Signal circuit in the O2 Sensor 1/1 harness connector.
Yes
Go To
No
Check the (K41) O2 Sensor 1/1 Signal circuit for a short to ground, open, or short to voltage. If OK, replace and
program the Powertrain Control Module in accordance with the Service Information.
. .
4. CHECK THE (K902) O2 SENSOR 1/1 RETURN CIRCUIT

1. Measure the voltage between ground and the (K902) O2 Sensor 1/1 Return circuit in the O2 Sensor 1/1 harness connector.
Is the voltage at 2.5 volts?
Yes
Go To
No
Check the (K902) O2 Sensor 1/1 Return circuit for a short to ground, open, or short to voltage. If OK, replace and
program the Powertrain Control Module in accordance with the Service Information.
. .
5. O2 SENSOR
NOTE: Check for signs of contaminants that may have damaged the O2 Sensor, such as contaminated fuel, unapproved
silicone, oil and coolant.
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the O2 Sensor 1/1 and the
Look for any chafed, pierced, pinched, or partially broken wires.
Look for broken, bent, pushed out or corroded terminals.
Verify that there is good pin to terminal contact in the O2 Sensor 1/1 and Powertrain Control Module connectors.
Perform any Service Bulletins that may apply.

Yes
. .
No
Replace the Oxygen Sensor 1/1 in accordance with the Service Information. Refer to SENSOR, OXYGEN, REMOVAL
.
. .
P1212-ENGINE OIL TEMPERATURE HIGH - RPM LIMITED

.
WHEN MONITORED
The engine oil temperature has dropped below a calibrated value. Engine start up.
SET CONDITION
The engine oil temperature rises faster than a calibrated modeled temperature. When the actual oil temperature exceeds the calibrated
modeled temperature for three minutes the fault is set.
POSSIBLE CAUSES
Possible Causes
(G24) EOT SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G24) EOT SIGNAL CIRCUIT SHORTED TO GROUND
(G24) EOT SIGNAL CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
(G24) EOT SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
ENGINE OIL TEMPERATURE SENSOR
.
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose any CAN - C Communication DTCs before continuing.

2. If possible, allow the vehicle to sit with the ignition off for more than 60 minutes in an environment where the ambient
temperature will allow the oil temperature to cool.
3. Start the engine and allow it to reach normal operating conditions.
Is the status Active or Pending for this DTC?
Yes
Go To
No
Test complete, the condition or conditions that originally set this DTC are not present at this time. Using the wiring
bent terminals and correct pin tension.
Perform the CHECKING FOR AN INTERMITTENT DTC diagnostic procedure. Refer to INTERMITTENT CONDITION
.
2. ENGINE OIL
1. The following conditions must be checked.
OEM recommended oil viscosity is being used.
Customer is following the oil change schedule.
Check the engine oil for contamination. (i.e., fuel and/or engine coolant)
Internal engine condition that may effect oil pressure.
Were any of the above conditions found?

Yes
.
No
Go To
3. (G24) EOT SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 67: Checking EOT Signal Circuit For Short To Voltage

2. Disconnect the Engine Oil Temperature Sensor connector.
3. Disconnect the Powertrain Control Module (PCM) connector.
5. Measure the voltage of the (G24) EOT Signal circuit in the Engine Oil Temperature Sensor harness connector.
Yes
Repair the (G24) EOT Signal circuit for a short to voltage.
.
No
Go To
4. (G24) EOT SIGNAL CIRCUIT SHORTED TO GROUND

Fig. 68: Checking EOT Signal Circuit For Short To Ground

2. Measure the resistance between ground and the (G24) EOT Signal circuit in the Engine Oil Temperature Sensor harness
connector.
Yes
Go To
No
Repair the (G24) EOT Signal circuit for a short to ground.
.
5. (G24) EOT SIGNAL CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
Fig. 69: Checking EOT Signal Circuit For Short To Sensor Ground Circuit
1. Measure the resistance between the (G24) EOT Signal circuit and the (K914) Sensor Ground circuit in the Engine Oil
Temperature Sensor harness connector.
Yes
Go To
No
Repair the (G24) EOT Signal circuit for a short to the (K914) Sensor Ground circuit.
.
6. (G24) EOT SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

1. Measure the resistance of the (G24) EOT Signal circuit between the Engine Oil Temperature Sensor harness connector and
the Powertrain Control Module (PCM) harness connector.
Yes
Go To
No
Repair the (G24) EOT Signal circuit for an open circuit or high resistance.
.
7. (K914) SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

1. Measure the resistance of the (K914) Sensor Ground circuit between the Engine Oil Temperature Sensor harness connector
and the Powertrain Control Module (PCM) harness connector.
Yes
Go To
No
Repair the (K914) Sensor Ground for an open circuit or high resistance.
.
8. ENGINE OIL TEMPERATURE SENSOR
Fig. 70: Engine Oil Temperature Sensor Harness Connector End View

2. Connect the Powertrain Control Module (PCM) connector.
3. Connect a jumper wire between the (K914) Sensor Ground circuit and the (G24) EOT Signal circuit in the Engine Oil
5. With the scan tool, read the Engine Oil Temperature Sensor signal voltage.
Is the voltage below 1.0 Volt with the jumper wire in place?
Yes
Replace the Engine Oil Temperature Sensor in accordance with the Service Information.
.
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Engine Oil Temperature
Sensor and the Powertrain Control Module (PCM).
4. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
5. Look for the data to change or for the DTC to reset during the wiggle test.
Yes
.
No
.
P1239-ENGINE OIL TEMPERATURE TOO LOW
Fig. 71: ECT, IAT & Oil Temperature Sensor Wiring Diagram
.
WHEN MONITORED
The engine oil temperature has dropped below a calibrated value. Engine start up.
SET CONDITION
The Powertrain Control Module (PCM) detects that oil temperature is not within the calibrated modeled temperature.
POSSIBLE CAUSES
POSSIBLE CAUSES
(G24) EOT SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G24) EOT SIGNAL CIRCUIT SHORTED TO GROUND
(G24) EOT SIGNAL CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
(G24) EOT SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
ENGINE OIL TEMPERATURE SENSOR
.
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose any CAN - C Communication DTCs before continuing.

2. If possible, allow the vehicle to sit with the ignition off for more than 60 minutes in an environment where the temperature will
allow the oil temperature to cool down.
3. Start the engine and allow it to reach normal operating conditions.
Is the status Active or Pending for this DTC?
Yes
Go To
No
.
2. ENGINE OIL
1. The following conditions must be checked:
OEM recommended oil viscosity is being used.
Customer is following the oil change schedule.
Check the engine oil for contamination. (i.e., fuel and/or engine coolant)
Internal engine condition that may effect engine temperature.
Were any of the above conditions found?

Yes
.
No
Go To
3. (G24) EOT SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 72: Checking Engine Oil Temperature Sensor Signal Circuit For Short To Voltage

2. Disconnect the Engine Oil Temperature Sensor harness connector.
3. Disconnect the Powertrain Control Module (PCM) C1 and C2 harness connectors.
5. Measure the voltage of the (G24) EOT Signal circuit in the Engine Oil Temperature Sensor harness connector.
Yes
Repair the (G24) EOT Signal circuit for a short to voltage.
.
No
Go To
4. (G24) EOT SIGNAL CIRCUIT SHORTED TO GROUND

Fig. 73: Checking Engine Oil Temperature Sensor Signal Circuit For Short To Ground

2. Measure the resistance between ground and the (G24) EOT Signal circuit in the Engine Oil Temperature Sensor harness
connector.
Yes
Go To
No
Repair the (G24) EOT Signal circuit for a short to ground.
.
5. (G24) EOT SIGNAL CIRCUIT SHORTED TO THE (K914) SENSOR GROUND CIRCUIT
Fig. 74: Checking Engine Oil Temperature Sensor Signal Circuit For Short To Ground Circuit
1. Measure the resistance between the (G24) EOT Signal circuit and the (K914) Sensor Ground circuit in the Engine Oil
Yes
Go To
No
Repair the (G24) EOT Signal circuit for a short to the (K914) Sensor Ground circuit.
.
6. (G24) EOT SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 75: Checking EOT Signal Circuit For Open Or High Resistance
NOTE: When checking circuits at the Powertrain Control Module (PCM), be careful not to damage or distort the connector
terminals. Improper measurement technique could result in poor pin to terminal contact.
1. Measure the resistance of the (G24) EOT Signal circuit between the Engine Oil Temperature Sensor harness connector and
the Powertrain Control Module (PCM) harness connector.
Yes
Go To
No
Repair the (G24) EOT Signal circuit for an open circuit or high resistance.
.
7. (K914) SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 76: Checking Sensor Ground Circuit For Open Or High Resistance
NOTE: When checking circuits at the Powertrain Control Module (PCM), be careful not to damage or distort the connector
terminals. Improper measurement technique could result in poor pin to terminal contact.
1. Measure the resistance of the (K914) Sensor Ground circuit between the Engine Oil Temperature Sensor harness connector
and the Powertrain Control Module (PCM) harness connector.
Yes
Go To
No
Repair the (K914) Sensor Ground for an open circuit or high resistance.
.
8. ENGINE OIL TEMPERATURE SENSOR SIGNAL VOLTAGE

Fig. 77: Engine Oil Temperature Sensor Harness Connector End View

2. Connect the Powertrain Control Module (PCM) harness connectors.
3. Connect a jumper wire between the (K914) Sensor Ground circuit and the (G24) EOT Signal circuit in the Engine Oil
5. With the scan tool, read the Engine Oil Temperature Sensor signal voltage.
Is the voltage below 1.0 volt with the jumper wire in place?
Yes
Go To
No
Go To
9. ENGINE OIL TEMPERATURE SENSOR

2. Inspect the wiring and connectors between the Engine Oil Temperature Sensor and the Powertrain Control Module (PCM).
4. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the related
connectors.
Yes
.
No
Replace the Engine Oil Temperature Sensor in accordance with the Service Information. Refer to SENSOR, OIL
TEMPERATURE, REMOVAL
.
.

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Engine Oil Temperature
Sensor and the Powertrain Control Module (PCM).
4. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
5. Look for the data to change or for the DTC to reset during the wiggle test.
Yes
. .
No
.
.
P1300-CRANKSHAFT POSITION LEARN OUT OF RANGE

.
WHEN MONITORED
Engine is running but in a fuel shutoff decel condition.
Engine speed between 1248 rpm and 1344 rpm.
Vehicle speed between 40 mph and 75 mph.
Brake Switch 1 is off (i.e. not pressed).
ECT Sensor above 60°C (140°F).
SET CONDITION
One of the CKP Sensor target windows has more than 2% variance from the reference.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
TARGET WHEEL/PULSE RING
WIRE HARNESS
.
DIAGNOSTIC TEST
1. PERFORM THE CAM/CRANK RELEARN PROCEDURE
NOTE: The Cam/Crank Variation Relearn must be performed anytime there has been a repair/replacement made to a
powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components.

2. With the scan tool select the "Cam/Crank Relearn" procedure under PCM Miscellaneous Menu Option and follow the on
screen instructions.
NOTE: If a negative response is displayed after the Cam/Crank Relearn procedure is performed, start the engine
and perform the Cam/Crank Relearn procedure over until the misfire monitor is cleared.
Did the PCM complete the Cam/Crank Relearn procedure?

Yes
Go To
No
Perform the process over until the Relearn procedure is completed.

2. Turn the ignition on, engine not running.
3. With the scan tool, erase all DTCs.
Yes
Go To
No
Repair is complete.
3. WIRE HARNESS INSPECTION

2. Visually inspect the CKP wire harness. Look for any chafed, pierced, pinched, or partially broken wires.
3. Visually inspect the CKP wire harness connectors. Look for broken, bent, pushed out, or corroded terminals.
4. Verify that there is good pin to terminal contact in the Crank Position Sensor and Powertrain Control Module connectors.
5. Ensure that the Crankshaft Position Sensor is properly installed and the mounting bolt(s) are torqued to the proper
specification.
Were any of the above conditions present?
Yes
Repair as necessary
.
No
Go To
4. TARGET WHEEL/FLEX PLATE INSPECTION

1. Remove the Crankshaft Position Sensor. Refer to SENSOR, CRANKSHAFT POSITION, REMOVAL
.
2. Inspect the Target Wheel/Flex Plate for damage, foreign material, or excessive movement.
Yes
Repair or replace the Target Wheel/Flex Plate as necessary. Refer to CRANKSHAFT, REMOVAL
.
.
No
Go To

If there are no possible causes remaining, view repair.
Repair
Replace the Crankshaft Position Sensor. Refer to SENSOR, CRANKSHAFT POSITION, REMOVAL
.
.
P1456-FUEL TANK PRESSURE SENSOR CIRCUIT LOW

.
WHEN MONITORED
With the Key on and battery voltage greater than 10.38V
SET CONDITION
The Powertrain Control Module (PCM) detects that the Fuel Tank Pressure Sensor (FTP) input voltage is below the minimum
acceptable value.
DEFAULT ACTION
The MIL is illuminated on the first trip that the diagnostic fails.
POSSIBLE CAUSES
Possible Causes
5-VOLT SUPPLY CIRCUIT OPEN
FTP SIGNAL CIRCUIT SHORTED TO GROUND
FTP SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
EXCESSIVE RESISTANCE IN THE FTP SIGNAL CIRCUIT
FUEL TANK PRESSURE SENSOR (FTP)
.
DIAGNOSTIC TEST


Is the DTC active?
Yes
Go To
No
.
2. (F856) 5-VOLT SUPPLY CIRCUIT

2. Disconnect the FTP Sensor harness connector.
4. Measure the voltage between ground and the (F856) 5-Volt Supply circuit in the FTP Sensor harness connector.
Is the voltage between 4.5 to 5.2 volts?
Yes
Go To
No
Go To
3. FTP SENSOR
1. With the scan tool, monitor the FTP Sensor voltage with the Sensor harness connector disconnected.
NOTE: The sensor voltage should be approximately 5.0 volts (plus or minus.1 volt) with the connector
disconnected.
Does the scan tool display the voltage as described above?

Yes
Verify that there is good pin to terminal contact in the FTP Sensor and Powertrain Control Module connectors.
Replace the FTP Sensor if no problems were found with the connectors.
.
No
Go To
4. (N7) FTP SIGNAL CIRCUIT SHORTED TO GROUND

2. Disconnect the C1 PCM harness connector.
3. Check for continuity between ground and the (N7) FTP Signal circuit at the FTP Sensor harness connector.
Is there continuity between ground and the (N7) FTP Signal circuit?
Yes
Repair the short to ground in the (N7) FTP Signal circuit.
.
No
Go To
5. (N7) FTP SIGNAL CIRCUIT SHORTED TO THE (K917) SENSOR GROUND CIRCUIT
1. Check for continuity between the (N7) FTP Signal circuit and the (K917) Sensor ground circuit in the FTP Sensor harness
connector.
Is there continuity between the (N7) FTP Signal circuit and the (K917) Sensor ground circuit?
Yes
Repair the short between the (K917) Sensor ground circuit and the (N7) FTP Signal circuit.
.
No
Go To
6. EXCESSIVE RESISTANCE IN THE (N7) FTP SIGNAL CIRCUIT

1. Measure the resistance of the (N7) FTP Signal circuit between the FTP Sensor harness connector and the appropriate
terminal of the PCM Pinout Box 8815.
Yes
Repair the excessive resistance in the (N7) FTP Signal circuit.
.
No
Go To
7. (F856) 5-VOLT SUPPLY CIRCUIT OPEN

2. Disconnect the C1 PCM harness connector.
3. Measure the resistance of the (F856) 5-Volt Supply circuit from the FTP Sensor harness connector to the appropriate
terminal of the Pinout Box 8815.
Yes
Go To
No
Repair the open in the (F856) 5-Volt Supply circuit.
.
8. (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

1. Check for continuity between ground and the (F856) 5-Volt Supply circuit at the FTP Sensor harness
Is there continuity between ground and the (F856) 5-Volt Supply circuit?
Yes
Repair the short to ground in the (F856) 5-Volt Supply circuit.
.
No
Go To

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the FTP Sensor and the
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the FTP Sensor
and Powertrain Control Module connectors.
4. Refer to any Service Bulletins that may apply.
Yes
.
No
Replace and program the Powertrain Control Module in accordance with the Service Information.
.
P1457-FUEL TANK PRESSURE SENSOR CIRCUIT HIGH

.
WHEN MONITORED
With the ignition on and battery voltage greater than 10.38V
SET CONDITION
The Fuel Tank Pressure Sensor (FTP) signal voltage is greater than the maximum allowable voltage.
DEFAULT ACTION
This fault is set as active on the first trip that the diagnostic fails.
The fault will not illuminate the MIL.
The fault will clear on the third consecutive trip that the diagnostic passes.
POSSIBLE CAUSES
Possible Causes
FTP SIGNAL CIRCUIT SHORTED TO VOLTAGE
FTP SIGNAL CIRCUIT OPEN
FTP SIGNAL CIRCUIT SHORTED TO THE 5-VOLT SUPPLY CIRCUIT
SENSOR GROUND CIRCUIT OPEN

Possible Causes
FUEL TANK PRESSURE (FTP) SENSOR
.
DIAGNOSTIC TEST


Is the DTC Active at this time
Yes
Go To
No
.
2. FTP SENSOR
2. Disconnect the FTP harness connector.
3. Connect a jumper wire between the (N7) FTP Signal circuit and the (K917) Sensor ground circuit in the Sensor harness
connector.
5. With the scan tool, monitor the FTP voltage.
NOTE: The sensor voltage should be approximately 0.0 volts (plus or minus.1 volt) with the jumper wire in place.
Does the scan tool display the voltage as described above?

Yes
Verify that there is good pin to terminal contact in the FTP and Powertrain Control Module connectors. Replace the
FTP if no problems were found with the connectors.
.
No
Go To
NOTE: Remove the jumper wire before continuing.
3. (N7) FTP SIGNAL CIRCUIT SHORTED TO VOLTAGE

2. Disconnect the C1 and C3 PCM harness connectors.
4. Measure the voltage between ground and the (N7) FTP Signal circuit in the FTP harness connector.
Yes
Repair the short to battery voltage in the (N7) FTP Signal circuit.
.
No
Go To
4. (N7) FTP SIGNAL CIRCUIT OPEN

2. Connect the NGC PCM Pinout breakout box tool. (special tool #8815A, Kit, NGC, 38 Position) Measure the resistance of the
(N7) FTP Signal circuit from the FTP harness connector to the appropriate terminal of the PCM Pinout Box 8815.
Yes
Go To
No
Repair the open in the (N7) FTP Signal circuit.
.
5. (N7) FTP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
1. Check for continuity between (N7) FTP Signal circuit and the (F856) 5-Volt Supply circuit at the FTP harness connector.
Is there continuity between the (N7) FTP Signal circuit and the (F856) 5-Volt Supply circuit ?
Yes
Repair the short between the (F856) 5-Volt Supply circuit and the (N7) FTP Signal circuit.
.
No
Go To
6. (K917) SENSOR GROUND CIRCUIT OPEN

1. Measure the resistance of the (K917) Sensor ground circuit from the FTP harness connector to the appropriate terminal the
PCM Pinout Box 8815.
Yes
Go To
No
Repair the open in the (K917) Sensor ground circuit.
.

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the FTP and the Powertrain
Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the FTP and
Yes
.
No
Replace and program the Powertrain Control Module in accordance with the Service Information.
.
P1572-BRAKE PEDAL STUCK ON

.
WHEN MONITORED
During In plant testing, the Brake Switch is tested to verify that both switches behave correctly.
SET CONDITION
The Powertrain Control Module (PCM) recognizes the Brake Pedal could not electrically indicate the not applied (OFF) position with
both switch inputs.
DEFAULT ACTION
ETC light will illuminate.
POSSIBLE CAUSES
Possible Causes
BRAKE SWITCH OUT OF ADJUSTMENT OR IMPROPERLY INSTALLED
BRAKE SWITCH
.
DIAGNOSTIC TEST
1. CHECK THE BRAKE SWITCH INSTALLATION
NOTE: This diagnostic is used for in-plant testing only to verify that both switches behave correctly.
1. Check the Brake Switch for proper installation and adjustment.

Is the Brake Switch installed properly?
Yes
Go To
No
Install the Brake Switch correctly. Erase the DTC. If the DTC will not clear, Go To SWITCH, STOP LAMP, REMOVAL
.
.
2. REPLACE THE BRAKE SWITCH

1. Replace the Brake Switch in accordance with the Service Information. Refer to SWITCH, STOP LAMP, REMOVAL
.
3. Operate the Brake Switch.
Yes
Go To
No
.
Test complete.

Corrosion.
Bent terminals.

fully engaged.
are fully engaged.
are fully engaged.
Did the DTC return?
Yes
.
.
No
.
Test complete.
P1573-BRAKE PEDAL STUCK OFF

.
WHEN MONITORED
During In plant testing, the Brake Switch is tested to verify that both switches behave correctly.
SET CONDITION
The Powertrain Control Module (PCM) recognizes the Brake Pedal could not electrically indicate the not applied (OFF) position with
both switch inputs.
DEFAULT ACTION
ETC light will illuminate.
POSSIBLE CAUSES
Possible Causes
BRAKE SWITCH OUT OF ADJUSTMENT OR IMPROPERLY INSTALLED
BRAKE SWITCH
.
DIAGNOSTIC TEST
1. CHECK THE BRAKE SWITCH INSTALLATION
NOTE: This diagnostic is used for in-plant testing only to verify that both switches behave correctly.
1. Check the Brake Switch for proper installation and adjustment.

Is the Brake Switch installed properly?
Yes
Go To
No
Install the Brake Switch correctly. Erase the DTC. If the DTC will not clear, Go To SWITCH, STOP LAMP, REMOVAL
.
.
2. REPLACE THE BRAKE SWITCH

1. Replace the Brake Switch in accordance with the Service Information. Refer to SWITCH, STOP LAMP, REMOVAL
.
3. Operate the Brake Switch.
Yes
Go To
No
.
Test complete.

Corrosion.
Bent terminals.

fully engaged.
are fully engaged.
are fully engaged.
Did the DTC return?
Yes
.
.
No
.
Test complete.
P1593-SPEED CONTROL SWITCH 1/2 STUCK

.
THEORY OF OPERATION
WHEN MONITORED
SET CONDITION
The switch voltage does not register a valid cruise position.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
.
DIAGNOSTIC TEST
ACTIVE DTC

Yes
proceed with test.
REMOVAL
.
.
No
.
P1607-PCM INTERNAL SHUTDOWN TIMER SLOW RATIONALITY

.
WHEN MONITORED
This diagnostic runs once per ignition cycle when the following conditions are met:
Shortly after an initial engine start.
The difference between the coolant temperature and ambient air temperature is less than 15°C (59°F) at initial engine start.
The engine coolant temperature recorded at the last engine shut down was above 83°C (181.4°F).
If the previous engine shut down temperature was not above this value, the shut down diagnostic will not be performed
during this ignition cycle.
If the above monitoring conditions are met, the PCM uses the engine coolant temperature drop to calculate a minimum ignition off
time threshold. It then compares the previous ignition off time to the calibrated minimum threshold.
SET CONDITION
The PCM determines that the actual previous ignition off time is below the calculated minimum threshold.
DEFAULT ACTION
MIL is illuminated
POSSIBLE CAUSES
Possible Causes
COOLING SYSTEM ISSUES
AMBIENT AIR TEMPERATURE (AAT) SENSOR
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
POWERTRAIN CONTROL MODULE (PCM) SOFTWARE

Possible Causes
.
DIAGNOSTIC TEST
1. CHECK THE POWERTRAIN CONTROL MODULE (PCM) SOFTWARE LEVEL
NOTE: An aftermarket block heater installed may cause this DTC to set.

2. With the scan tool, Verify that the PCM is operating at the latest software version available.
3. Perform any Service Bulletins or PCM flash updates that may apply.
Were any Service Bulletins or PCM flash updates available for this condition?
Yes
Perform the appropriate repair.
.
No
Go To
2. CHECK THE AAT SENSOR OPERATION

2. Allow the vehicle to sit with the ignition off in an environment where the temperature is consistent and above -7°C (19.4°F)
until the engine coolant temperature is equal, or close to the environmental ambient temperature.
4. With a scan tool, compare the AAT Sensor value to the current ambient temperature.
Is the AAT Sensor value within 10°C (18°F) of the current ambient temperature?
Yes
Go To
No
.
3. LOW COOLANT LEVEL
WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Failure to follow these
instructions can result in personal injury including extreme burns, scalding, or fatal injury. Allow the engine to cool
before opening the cooling system.
1. Check the cooling system to make sure that the coolant is in good condition and at the proper level. Refer to LEVEL CHECK
.
Is the coolant level and condition OK?
Yes
Go To
No
Inspect the vehicle for a coolant leak and add the necessary amount of coolant. Refer to SPECIFICATIONS
.
.
4. CHECK THE COOLING SYSTEM OPERATION

NOTE: If engine coolant temperature is above 65°C (149°F), allow the engine to cool until it is below 65°C (149°F).

2. During engine warm-up monitor the Engine Coolant Temperature degree value. The temperature value change should be a
smooth transition from start up to normal operating temp 82°C (180°F). Also monitor the actual coolant temperature with a
digital thermometer at or near the ECT Sensor and Thermostat positions.
NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer reading)
and the scan tool Engine Coolant Temperature degree values should stay relatively close to each other.
Was the digital thermometer readings relatively close to the scan tool reading for the ECT Sensor?
Yes
Go To
No
Replace the ECT Sensor in accordance with the Service Information.
.

Corrosion.
Bent terminals.

fully engaged.
are fully engaged.
are fully engaged.
Did the DTC return?
Yes
.
.
No
.
Test complete.
P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC
.
WHEN MONITORED
SET CONDITION
The Powertrain Control Module (PCM) detects an excessive voltage variation on the 5-Volt supply circuit.
POSSIBLE CAUSES
Possible Causes
5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
5-VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
CAMSHAFT 2 POSITION SENSOR

Possible Causes
THROTTLE POSITION SENSOR
.
DIAGNOSTIC TEST
1. ACTIVE DTC

Yes
Go To
No
.
2. CHECK THE (F855) 5-VOLT SUPPLY CIRCUIT VOLTAGE

4. Measure the voltage of the (F855) 5-Volt Supply circuit.
Voltage more than 5.2 Volts
.
Voltage between 4.8 and 5.2 volts

Go To
Voltage below 4.8 volts

Go To
3. ACCELERATOR PEDAL POSITION SENSOR

2. Reconnect the APP Sensor harness connector.
5. Measure the voltage of the (F855) 5-Volt Supply circuit in the Camshaft 1/2 Position Sensor harness connector.
Is the voltage below 4.8 Volts?
Yes
Replace the Accelerator Pedal Position Sensor in accordance with the service information.
.
No
Go To

4. Measure the voltage of the (F855) 5-Volt Supply circuit in the APP Sensor harness connector.
Yes
Replace the Camshaft 1/2 Position Sensor in accordance with the service information.
.
No
Go To
5. THROTTLE POSITION SENSOR


4. Measure the voltage of the (F855) 5 Volt Supply circuit.
Yes
Replace the Throttle Body in accordance with the service information.
.
No
Go To

Fig. 85: Checking 5-Volt Supply Circuit

2. Disconnect the Crankshaft Position Sensor harness connector.
4. Measure the voltage of the (F855) 5-Volt Supply circuit.
Yes
Replace the Crankshaft Position Sensor in accordance with the service information.
.
No
Go To
7. CHECK THE 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO GROUND

NOTE: All sensors connected to the (F855) 5-Volt supply circuit and the (F855) 5-Volt supply circuit must be disconnected.

3. Measure the resistance between ground and the (F855) 5-Volt Supply circuit.
4. Measure the resistance between ground and the (K852) 5-Volt Supply circuit.
Is the resistance above 10k Ohms for both circuits?
Yes
Go To
No
Repair the 5-Volt Supply circuit for a short to ground.
.
8. CHECK THE 5-VOLT SUPPLY CIRCUIT FOR AN OPEN/HIGH RESISTANCE
NOTE: All sensors connected to the (F855) 5-Volt supply circuit and the (K852) 5-Volt supply circuit must be disconnected.
diagnosis.

3. Measure the resistance of the (F855) 5-Volt Supply circuit between the Camshaft 1/2 Position Sensor harness connector and
the GPEC Adaptor.
4. Measure the resistance of the (F855) 5-Volt Supply circuit between the Crankshaft Position Sensor harness connector and
the GPEC Adaptor.
5. Measure the resistance of the (F855) 5-Volt Supply circuit between the Throttle Body harness connector and the GPEC
Adaptor.
6. Measure the resistance of the (K852) 5-Volt Supply circuit between the Accelerator Pedal Position Sensor harness connector
and the GPEC Adaptor.
7. If the vehicle is equipped with a manual transmission, measure the resistance of the (K856) 5-Volt Supply circuit between the
Vehicle Speed Sensor harness connector and the GPEC Adaptor.
Is the resistance below 5.0 Ohms for all of the circuits?
Yes
Go To
No
Repair the 5-Volt Supply circuit for an open or high resistance.
.

connector.
connector.
harness connector.
5. If the vehicle is equipped with a manual transmission, inspect the (F856) 5-Volt Supply circuit between the Vehicle Speed
Sensor harness connector and the PCM harness connector.
6. Inspect all PCM power and ground circuits.
Yes
.
No
.
.
Created/Modified Date: 12/8/2017 11:06:49 PM

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2015 Dodge Journey

P0443-EVAP PURGE SOLENOID CIRCUIT

Fig. 1: EVAP System Circuit Diagram

EVAP SYSTEM COMPONENTS

1 Filter - Fresh Air Inlet

2 Filter Hose (Filter to ESIM)

3 Evaporative System Integrity Monitor (ESIM)

5 Canister Tube (Fuel Tank to Canister)

6 Purge Tube (Purge Solenoid to Canister)

8 Manifold Hose (Purge Solenoid to Engine Manifold)

9 Recirculation Tube (Fuel Tank to FTPS)

10 Fuel Tank Pressure Sensor (FTPS)

11 Recirculation Tube (metal portion) (FTPS to Fuel Filler Tube)

12 Gas Cap or Cap-less Refueling Unit (if equipped)

13 Fuel Filler Tube

14 Multi-Function Control Valve (MFCV) in the Fuel Delivery Flange

15 GVV Tube (GVV to MFCV)

16 Grade Vent Valve (GVV)

18 Inlet Check Valve (ICV)

19 Hose - Fuel Filler Tube to ICV

EVAPORATIVE SYSTEM OVERVIEW:

1. An engine on/drive cycle for a minimum of 2 minutes.

This monitor will increment

PURGE FLOW MONITOR:

EVAP PURGE CONTROL CIRCUIT SHORTED TO VOLTAGE

EVAP PURGE CONTROL CIRCUIT SHORTED TO GROUND

EVAP PURGE CONTROL CIRCUIT OPEN/HIGH RESISTANCE

EVAP PURGE SOLENOID RETURN CIRCUIT OPEN/HIGH RESISTANCE

EVAP PURGE SOLENOID

POWERTRAIN CONTROL MODULE (PCM)

1. VEHICLE HISTORY AND SERVICE BULLETIN INVESTIGATION

Choose the following scenario that best applies.

2. CHECK FOR AN ACTIVE DTC

4. Connect the (special tool #10436, Adapter, GPEC Diagnostic).

1. Connect the (special tool #10436, Adapter, GPEC Diagnostic).

7. CHECK THE EVAP PURGE SOLENOID

Is voltage present during actuation of the Evap Purge Solenoid?

8. POWERTRAIN CONTROL MODULE (PCM)

P0452-EVAP PRESSURE SWITCH STUCK CLOSED

EVAP SYSTEM COMPONENTS

1 Filter - Fresh Air Inlet

2 Filter Hose (Filter to ESIM)

3 Evaporative System Integrity Monitor (ESIM)

5 Canister Tube (Fuel Tank to Canister)

6 Purge Tube (Purge Solenoid to Canister)

8 Manifold Hose (Purge Solenoid to Engine Manifold)

9 Recirculation Tube (Fuel Tank to FTPS)

10 Fuel Tank Pressure Sensor (FTPS)

11 Recirculation Tube (metal portion) (FTPS to Fuel Filler Tube)

12 Gas Cap or Cap-less Refueling Unit (if equipped)

13 Fuel Filler Tube

14 Multi-Function Control Valve (MFCV) in the Fuel Delivery Flange

15 GVV Tube (GVV to MFCV)

16 Grade Vent Valve (GVV)

18 Inlet Check Valve (ICV)

19 Hose - Fuel Filler Tube to ICV

EVAPORATIVE SYSTEM OVERVIEW: