Automotive Diagnostic Fault Codes Techbook

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Extracting, interpreting and clearing of fault codes
Fault code tables and step-by-step instructions
The guide that shows you how
and saves you money
Automotive Diagnostic
Fault Codes Techbook
Charles White
Systems covered
Bosch KE-Jetronlc
Bosch KE-Motronic
Bosch LH-Jetronic
Bosch Mono-Jetronic
Sosch Mono-Motro~ic
Bosch Motrontc
Dal hatsu MPi
Bosch EZ-K and €2-L Ignition
Fenlx
ford EEC IV and EEC V
GM/Delco SPi
GM Multec
D Haynes Publishing 1998
A hook in the Haynea Techbook Series
lsuzu I-Tec
Lucas 1 ICU and 14CUX
Lucas LH
Magneti-Marelli G5 and G6
Magneti-Marelli 8F and 8P
Mazda EGi
Mercedes HFM and PMS
Mitsublsh~E CI-Multi
Nissan ECCS
Proton ECI-Multi and ECI-SEFi
Renix
Rover MEMS
APCDE
FGHIJ
KLMNO
Pr,
AH rights reserved. No part of this book may tx reproduced or transmitted
in any form or by any means, electronic or mechanical, including
phototopylng, recording or by any information storage or retrieval system,
wrthout permission in writing horn the copyright holder.
ISBN 1 85960 472 2
Bnlish Library Cataloguing in Publicavan Data
A catalagw record for thq? book IS a~a~labflreo m the British Library
Rover PGM-FI
Saab Tr~onic
Siemens Bendix MPi
Siemens MS4.0
Si mos
Simtec
Subaru MPFi
Suzuki EPi
Toyota TCCS
UAG MPi and MPFI
VW Digifant
Weber-MareJ11 IAW
HeynP~u blWIIw
Sparkford, Nr Yeov~l. Somerset BA22 7JJ, England
Hams North Amerlca, Inc
861 Lawrence Drive, N~wburyP ark, California 9132G,U SA
Editions Haynes S.A.
Tour Autore - La Wfense 2,lB Place des Reflets. 92975 PARIS LA DEFENSE Cedex
Haynes Publishing Nordlska AB
Bow 1504,751 45 UPPSAIA, Svenge
Contents
GENERAL INFORMATION
Introduction Page 0-.4
Safety first! Page 0.5
Index of vehicles covered Page 0.6
Chapter 1 Introduction to Self-Diagnosis -
Page 1.1
Chapter 2 Test equipment, training and technical data Page 2.1
Chapter 3 General test procedures Page 3.1
- - -
Chapter 4 Component test procedures
-
Page 4.1
SYSTEM SPECIFICS (BY MANUFACTURER)
Chanter 5 Alfa Romeo Paae 5.1
Chapter 6 Audi Page 6.7
Chapter 7 BMW Page 7.1
--
Chapter 8 Citroen Page 8.1
C-hap ter 9 Daew 00 Page 9.1
Chapter 10 Daihatsu Page 10*1
Chapter 11 Fiat Page 11*1
Chapter 12 Ford Page 12.1
Chapter 13 Honda - Page 134
Chapter 1 4 Hyundai Page 14.1
Chapter f 5 lsuzu - Page 15.1
Chapter 16 Jaguar Page 16.1
Chapter 1 7 Kia Page f 7.1
Contents
Chapter 18 Lamia Page 98.1
Cha~ter1 9 Land Rover Pa~e19 - 1
Chapter 20 Lexus
Chapter 21 Mazda - Page 21.1
Chapter 22 Mercedes Page 22.1
Chapter 23 Mitsubishi Page 23.1
Chapter 24 Nissan Page 24.1
Chapter 25 Peugeot Page 25.1
Chapter 26 Proton Page 26.1
Chanter 27 Renault Paae 27.1
-
Chapter 28 Rover Page 28.1
Chapter 29 Saab Page 29.1
Chapter 30 Seat Page 30.1
Chapter 31 Skoda Page 31.1
Chapter 32 Subaru Page 32-1
Chapter 33 Suzuki Page 33.1
Chapter 34 Toyota Page 34.1
Chapter 35 - VauxhalROpel Page 35.1
Chapter 36 Volkswagen Page 38.1
Chapter 37 Volvo Page 37.1
Abbreviations, Warnings and Glossary of technical terms Page REP1
0.4 Introduction
This book Is devoted to the galhering ot
fault codes, and to the understanding and
testing af the sell-diagnosis element of the
modern engine management system. This
Automotive Diagnostic Fault Code Techbook
is a companion volume to the Haynes Engine
Management and Fuel Injection Systerns
Manual, and for a complete understanding of
the modern qngine management system, the
content of both books should be examined.
The book first gives a technical ouerview of
sen-diagnosis. Other Chapters describe test
equipment and general test routines for
individual components which may be
indicated to tx? detective by the presance of a
stored fault code. Finally, each vehicle
manufacturer is given a specific Chapter with
a comprehensive list of fault codes, details of
how to obtain codes, and other relevant
infomation. Even If the reader has no
intention of actually attemptag to lnvestlgate
faults on his or her own vehicle, the oook still
provides valuable insight iito self-diagnosis.
On the other hand, if you relish the task of
electronic fault diagnosis, this book will
prw$dey ou with rn~ohf t he background
knowledge necessary to test the components
and circuits on your engine. Generally, we
describe how lo dlagnme faults using sirnple
tools and equipment, which will be available
from most good automotive parts retailers.
We also mention where the use ot more
specralised equipment is necessary, and
descnbe some of the common routines used
by the profess~onagl arage trade.
The vehicle manufacturers may not in fact
spm-fically endorse a number of our tests and
routines. In the main, this will be because the
manufacturer's test routlnes are becoming
more focused on their own dedicated test
equipment which is not generally available
outside of a main dealer netwok In almost all
instances, our own tests follow well-defirled
testing methods taught in independent
training schools, and used by many modern
vahlcfe technical spec~allsts. We mainly
describe simple testing methods that are
possible uith the dd of the ubquitous digital
muhi-meter (DMM).
Refer to the companion volume (Haynes
Engine Management Techbook) for a
description of the operation and test
procedures of the modern engine
rnanaqsment system. Our test procdures ore
necessarily generic. However, in many cases,
following our proceddres in conlunction with a
good wiring dlagram will reveal the reason lor
most faults.
The routine and test methods which we
describe are perfectly safe to carry out on
electronic systems, so long as certain simple
rules are observed. These rule are actually
no more than the observation of good
electrical practice. 8e aware that damage to
highly-expensive electronic control moduhs
can result from nol f~llowingt hese rules.
Refer to the Warnings sectiori in the
Reference section at the back of this book +
these warnings will be repeatsd/referred to
where necessary in tb,e various procedures.
Throughout Furow, the USA and the Far
East, the various rnanufacturan tend to use
their own particular terms to describe a
particular component. Of course, all these
terms tend to be different, and the problem is
exacerbated by translation into different
languages. This often leads to confusion
when several terms are used to describe
essentially the same component. There b:.:
been severs! attampts to bring all ilk
manufacturers into line, with a cornci.'.
naming stahdard for al. One such does ii~r
exist (J1930), but it seems unlikely that fl
manufacturers will adopt thrs part~c~lz
standard, and we are not sure that the :;;;;;;
used are that meaningful anyway. Thus, Lk
tms used in this book wll follow those wtk
are commonly used in the UK. To reduo
confusion, we will apply these tern for !be
whde range of manufacturers covered in ::,G
book, and any commonly-used alternatiw
will be listed in the Reference section at th
end.
Ackno wledgemenk
We would lrke to thank all those FA
Sparkford and elsewhere who hovo helpod In
the production of this book. In particular, we
would like to thank Equiptech for pam~ssl~l
to use illustra!ions from the "CAPS" fuel
Injection fault diagnosis database, and for
prov~ding much of the technical inforrnat~on
used. We also thank Kate Eyres, who
compiled the lists and tables, John Menin for
his work on many of the Chapters, an3 Simon
Ashby of HA Engineerirlg for additional
technhcal information.
We take great prlde in the accvacy ol
intonnation givm in thls book, but vehicb
manufacturers make alterations and
design changes durlng the produdm run
of 8 pameular vehlcle of which they do not
inform us. No liability can be acoeptd by
the arthors or publlshtrrs for loss, damsgr
or injury caused by any errors in, or
omissions from, the Information given.
Working on your car can be dangerous.
This paga shows just sorne of the p~tent~al
risks and hazards, with the aim ol creating a
safety-conscious attitude.
General hazards
Scalding
Don't remove the radiator or expansion
tank cap while the engine IS hot.
* Engine oil, automatic transmission fluid or
power steering flu~d may also be dangerwsly
hot if the engine has recently been runnlng.
Burning
* Beware of burns from the exhaust system
and fmm any part of the engine. Brake discs
and drums can also be extremely hot
immediately after use.
Crushing
r When working under or near &
a raised vehicle, A * always /LAY+#.
stands, or use drive-on ;&* ,
ramps.
Never
((t
venture
supplem~
jack with
mt tb
axle
under a car which
k only supporled by e jack.
Take care if loosening or tightenrng h~ghtoque
nuts when the vehicle 1s on stands.
Initial loosening and final tightening should
be done with the wheels on the ground.
Fire
Fuel IS highly flammable; fuel vapour is
explosive.
Don't let fuel spill onto a hot engine.
Do not smoke or allow naked llghts
(including pilot lights) anywhere near a
vehicle being worked on. Also beware of
creating sparks
(electrically or by use of tools).
Fuel vapour is heavier than air, so don't
work on the fuel system with the vehicle over
an inspection pit.
hother cause of f~reis an electrical
overload or short-c~rcuitT. ake care when
repainng or qodlly~ngth e vehicle wiring.
* Keep a tire extlngu~shehr andy, of a type
suitable for us8 On fuel and electrical fires.
Electric shock I , , ,
Ignition HT
voltage can be
the engine running or ) < ) $ '
, the ignition switched on.
Mains voltage is also dangerous. Make
sure that any mains-operated equipment is
correctly earth&. Mains power points should
be protected by a residual current device
(RCD) circuit breaker.
Fume or gas intoxication
Exhaust fumes are
poisonous: they often
contain carbon
monoxide, which is
rapidly fatal if inhaled
Never run the
snglne In a
confined space
such as a garage
with the doors shut.
Fuel vapour 1s also
poisonous, as are the vapours from sorne
cleaning solvents and palnt thinners.
Poisonous or irritant substances
Avoid skin contact with battery ac~da nd
with any fuel, fluid or lubricant, especially
antifreeze, brake hydraulic fluid and D~esel
fuel. Don't syphon them by mouth. If such a
substance is swallowed or gets into the eyes,
seek medical advice.
Prolonged contact with us& engine oil can
cause skin cancer. Wear gloves or use a
bnier cream if necessarj. Change out of oilsoaked
clothes and do not keep otly rags in
your pocket.
4 Air conditioning refrigerant forms a
poisonous gas if exposed to a naked name
(including a cigarette). It can also cause skin
burns on contact.
Asbestos
Asbestos dust can cause cancer if inhaled
or swallowed. Asbestos may be found in
gaskets and in brake and clutch linings.
When dealing w~ihsu ch components it is
safest to assume that they contain asbestos.
Safety First! 0.5
Special hazards
Hydrofluoric acid
This extremdy corroslve acid is formed
when certain types of synthetic rubber, found
in some O-rings, oil seals, fuel hoses etc, are
exposed to temperatures above 400°C. The
rubber changes Into a charred or sticky
substance containing the acid. Once formed.
the acid remains dangerous for prs. I f ~t
gets onto the skin, it may be necesary to
amputate the limb concerned.
When dealing with a vehicle which has
suffered a flre. or with components salvaged
from such a vehicle, wear prot~tivegl oves
and discard them after use.
The battery
Batteries contain sulphurlc acid, wh~ch
attacks clothing, eyes and skln Take care
when topping-up or carrying tho battery.
The hydrogen gas given on by the battery
is highly explosive. Never cauw a spark or
allow a naked light nearby. Be careful when
connecting and disconnecting battery
chargers or jump leads.
Air bags
Air bags can cause Injury if they go off
accidentally. Take care when removing the
steering wheel and/or facla. Special storage
instructions may apply.
Diesel injection equipment
Diesel injection pumps supply fuel a? very
high pressure. Take care when work~ngo n
the fuel lniectors and fuel pipes.
A Wnming: Never expose th8 hands,
faco ~r any other part of the body
to injector spay; the fuel can
penetrete the skin with potential& fatal
msuk
-oon~tr&~.~~pm~ararnd
wbmWmm+osntripwrrrthan. Mop
rrpollMolW:f@Lat&m9.
*~&,cH?4hbrpgf@tr tomy in w
nasr a v&@Li'&m,won .
1 0.6 Index of vehicles covered
I Model
&FA ROMEO
33, 1.7ie. Sportwagon, 4x4 cat
33, Boxer 16V, 4x4 and cat
75 3 .Oi V6 cat
145 1.3ie SOHC
145 1.6ie SOHC
145 1.6ie SOHC
145 1.7 16V DOHC
145 2.0 16V DOHC
146 1.3S~O HC
146 1.61e SDHC
146 1.7 16V DOHC
146 2.0 16V DOHC
155 T-Spark DOHC cat
155 1.8 T-Spark DOHC cat
155 2.0 T-Spark DOHC cat
155 2.5 V6 SOHC cat
1 55 2.0 t6V DOHC T-Spark
164 2.0 T-Spark DOHC
164 2.0 T-Spark DOHC cat
164 2.0 T-Spark DOHC 16V
164V6
164 V6 and cat
164 V6 Cloverleaf cat SOHC
164 V6 24V
164 V6 24V
164 V6 24V Cloverleaf
164 V6 24V Cloverleaf
GW 2.0 1 6V DOHC
Sp~deDr OHC cat
Sprder 2.0 16V DOHC
AUDI
Audi A3 1.6
Audi A3 I.B
Audi A3 1 .81
Audi A3 1.8 Turbo
Audi A4 1.6
Audi A4 1.8
Audi A4 1.8 Turbo
Aud~A 4 2.6
Aud~A 4 2.8
Audi A4 2.8
Audi A6 2.Oi
Audi A6 2.8 30V
Audl A6 S6 2.2 cat
Audi A6 2.6
Audi A6 2.8
Audi A6 S6 d 2
Audi A6 S6 4.2
Audi A8 2.8i V6
Audi AB 2.8
Audi A8 3.7
Aud~A 8 4.2
Audi VB 3.6 cat
Audi V8 4.2 cat
Audi 80 1.6 cat
hdi 80 1.6 cat
Aud~8 0 1.8i and 4x4 cat
Aud~8 0 I .8i and 4x4 cat
Audi 80 1 .B and 4x4 cat
Audi 80 2.01 Qualtm cat
Audi 80 Coupe 16V 2.0 cat
Aud! 80 Coupe 2.0 and 4x4 cat
Audi 80 Coupe and 4x4 2.0 cat
Engine code
AEH
AGN
AGN
AGU
ADP
ADR
AEB
A8C
AAH
ACK
ABK
ACK
AAN
ABC
AAH
AHK
AEC
AAH
ACK
AEW
ABZ
PT
ABH
ABM
ADA
JN
PM
PM
ABT
6A
3A
AAD
Year
-
System
Bosch Motronic MP3.1
Bosch Morronic ML4.1
Bosch Motronic ML4.1
WeSer IAW 8F.6B
Bosch Motronic MP3.1
GM Multec XM
Bosch Motronrc M2.10.3
Bosch Molronic M2.10.3
Weber IAW 8F.66
GM Multec XM
Bosch Motronic M2.10.3
Bosch Motronic M2.10.3
Bosch Motronic 1.7
Bosch Motronic 1.7
Bosch Motronic 1 7
Bosch Motronic 1.7
Bosch Motronic M2.10.3
Bosch Motronic ML4. t
Bosch Motron~cM L4.1
Bosch Motron~c1 .7
Bosch Motronic ML4.1
Bosch Motronic ML4.1
Bosch Motronic ML4.1
Bosch Motron~c 1.7
Bosch Motron~c1 .7
Bosch Motronic 1.7
Bosch Motronic 1.7
Bosch Motron~cM 2.10.3
BOSC~MI otronic ML4.1
Bosch Motronic M2.10 3
Simos
Bosch Motronic 3.2
Bosch Motron~c3 .8.2
Bosch Motronlc 3.2
Bosch Motronic 3.2
Bosch Motronic 3.2
Bosch Motronic 3.2
VAG MPFi
VAG MPi
Bosch Motronic MPI
VAG Digifar,t
Bosch Motronic
Bosch Motronic MP.3.2
VAG MPFi
VAG MPI
Bosch Motronic
Bosch Motronic
VAG MPFI
Bosch Motmnic
Bosch Motronic
Bosch Motronic M2.4
Bosch Motronic M2.4
Busch Motron~cM 2.4
Bosch Mono-Motronic MA7.2
VAG MPi
Bosch KE-Jetronrc
Bosch Mono-Jetronic A2.2
Bosch Mono-Motronic
Basch Mono-Matronic
Bosch KE1.2 Motron~c
Bosch KE1.1 Motronlc
Bosch KE1.2 Motronic
Index of vehicles covered 0-7
Model
Audl 80 2.0 cat
Audt 80,90 Coupe and Cabrio 2.3
Audt 80 2.3 cat
Audi 80 2.6 cat
Audi 80, 90 2.0 cat
hd 80, 90 2.8 cat
Audr 80 52
Audl 90 Coupe 2.0 20V cat
Audi 90 Coupe and 4x4 2.3 cat
Audi 100 1 81 cat
Audi 100 1.81 cat
Audi 100 2.0 cat
Audi 1M 2.0i
Audi 100 2.0 cat
Audi 100 4x4 2.0 16V cat
~ud1j0 0 s4 2.2 cat
Audl 100 2.3E cat
Audl 100 2.3 cat
Audl 100 2.6
Audi 100 2.8
Audt 100 SJ 4.2
Atai 200 4x4 Turbo cat
Audi Coupe S2
Audi Coupe and Cabrro 2 0 cat
Audi Coupe and Cabr~o2 6 cat
Audi Coupe and Caorlo 2.8
hdi Coupe S2
Audi Quattm 20V cat
Audl W2 Avant
BMW
316i (E30) and cat
31 6i (E36) cat
316i (€36) cat and Compact
318i (E30) Touring and cat
318i {EJO) and Tourlng
3?81tE 36) and cat
3181 tE36)
31 81s (E30) 16V Touring and cat
3181s (E36) and Compact
320i (E30)
320i (E30) and Touring and cat
320i (E36) 24V cat
32Di (E36) 24V cat
3mi (€36) 24V cat
3251 (E30) and 4x4
3251 and Touring (E30)
325iX (E30-4)
325ix and Touring
3251 (E36) 24V cat
3251 {E36) 24V
325e (€30)a nd cat
518i (€34)
51 81 (€34) cat
520i (EM) and cat
520i (EN) 24V and Touring cat
520i (E34) 24V and Touring cat
520i (E34) 24V cat
5251 (E34) and cat
5251 (€34) 24V cat
5251 (€34) 24V
5301 (E34) and cat
5301 (€34) V8 4.0 32V DOHC cat
5351 (E34) and cat
635 CSi (E24)
Engine code
ABK
NG
NG
ABC
PS
AAH
ABY
NM
?A
4B
PH
ME
ABK
AAD
ACE
AAN
NF
AAR
ABC
AAH
ABH
38
36
ABK
ABC
A4H
ABY
RR
ADU
M40/816 164Et
MJO/B16 IWE1
M43/0 16
M40/B18 184E11
M401B18
M40W18 1 84 E2
M43/818
M421B18 184S1
M42l818 184S1
M20/B20 206EE
MZOIB20 206EE
M501B20 20651
M50 2.0 Vanos
M50/B20
M20/B25 6KT
M20/825 6K1
M2W025 6E2
M201B25 6EZ
M50/B25 25681
M50 2.5 Vanos
M20/B27
M40lB18
M43/B18
M201BZOM 206KA
M50/620 206S1
M50 2.0 Vanos
M50/620
M20/B25M 256K1
M50/B25 256Sl
M50 2.5 Vanos
M30W30M 306KA
M60
M3DlB35M 346KB
M30/834
Year
1992 to 1995
1987 to 1995
1 992 to 1994
1 992 to 1995
t 987 to 1991
1992 to 1 994
1993 to 1995
1988 to 1991
1988 to 1997
1988 to 1991
1985 to 1991
1991 to 1994
1993 to 1 996
1991 to 1 994
1 992 to 1994
1991 to 1997
1986 to 1991
1991 to 1994
1992 to 1997
1991 to 1997
1 993 to 1994
1 989 to 1991
1 990 to 1993
1982 to 1997
1993 to 1997
1991 to 1997
1993 to 1996
1989 to 1991
1 994 to 1996
System
VAG Digifant
Bosch KE3-Jetron~c
Bosch KE3-Jetronic
VAG M PFi
Bosch Kf Jetronic
VAG MPI
Bosch Motronic + Turbo
VAG MPi
VAG M Pi
Bosch Mono-Jefmnic
Bosch KE-Jetronic
Bosch Mono-Motronic MA1.2
VAG Digllant
Bosch KE-Motronic
Bosch KE-Motronic
Bosch Motronic 2.3.2
Bosch KE3-Jetronic
Bosch KE3-Jetronic
VAG MPFI
VAG MPi
Bosctl Motronic
Bosch Motronic + Turbo
Bosch Motronic + Turb
VAG Digifant
VAG MPFi
VAG MPI
Bosch Motron~c+ Turbo
Bosch Motronic + Turbo
Bosch Motronic + Turb
Bosch Motronlc 1.3
Bosch Motronbc 1.7
Bosch Motronic 1.7
Bosch Motronic 1.3
Bosch Motronic 1.7
Bosch Motronic 1.7
Bosch Motronic 1.7
Bosch Motronic 1.7
Bosch Motronlc 1.7
Bosch Motronic 1.1
Bosch Molmnic 1.3
Bosch Motronic 3.1
Bosch Motronic 3.1
Siemens MS4.0
Bosch Motronic 1.1
Bosch Motronic 1.3
Bosch Motronic 1 . :
Bosch Motronic 1.3
Bosch Motronic 3.1
Bosch Motronic 3.1
Sosch Motrgqic 1.1
Bosch Motronic 1.3
Bosch Motronic 1.7
Bosch Motronic 1.3
Bosch Motronic 3. T
Bosch Motronlc 3.1
S~ernens MS4.0
Bosch Motronic 1.3
Bosch Motronic 3.1
Bosch Motronic 3.1
Bosch Motronic 1.3
Bosch Motronic 3.3
Bosch Motronic 1.3
Bosch Motrontc 1.1
0.8 Index of vehicles covered
Model
BMW (Continued)
635 CSI (E24) and cat
M635 CSi (E24)
730i (E32) and cal
730i (€32) aqd cat
7301 (E32) V8 3.0 cat
7351 (E32) and cat
7351 (€32)a nd cat
740iL (E32) V8 cat
740i (€38)V 8 4.0 32V DOHC cat
75Dl and cat
750iL
750i
040i V8 4.0 32V OOHC cat
8501
M3 (E36)
M5 (E34)
Z1
CITROEM
AX 1 .Oi cat
AX 1.01 cat
AX 1.licat
AX 1,licat
AX1 11 cat
AXGT 1.4 cat
AX GT and 1.4i cat
AX 1.4i cat
AX 1.4 GTI
AX 1.4 GTi cat
Berlingo 1 1
Berlingo 1.4
BX 14i cat
BX f 6i cat
BX 161 cat
6x79 GTI and 4x4
BX!9 GTi 16V
0x1 9 TZi 8V cat
0x19 16V DOHC cat
BXf 9 f 6V DOHC
BX19i 4x4 cat
C15E l .li Van cat
C15E 1.4i Van cat
C15E 1.4i Van cat
Evasion 2.01 cat
Evasion 2 .Oi turbo cal
Jumper 2.01 cat
Jumpy 1.6i
Relay 2.0i cat
Saxo 1.0
Saxo 1.1
Saxo 1 .a
Saxo 1.6
Synergle 2.0i cat
Synergre 2.0: turbo cat
Xarltia 1 61 cat
Xantia 1 .RI 16V
Xantia 1.81 and Break
Xantla 2.0i and Break
Xantla 2.0i 16V cat
Xantia 2.01 16V and Break
Xantia Actlva 2.0i
Xantia Turbo 2.0i CT
XM 2.01 MPi
XM 2 .Dl cat
Engine code
TUSM/L.Z (CDY)
TUSM/L.Z (CDZ)
rul M (HDZ)
TUl M/L.Z (HDY)
TU1 M/L.Z (HDZ)
TUSM (KOZ)
TUBFMC/L.Z (K DV)
TUSFM/L.Z (KUX)
TU3J2/K (K6B)
TU3J2/L.Z (KFZ)
TU1M (HDZ)
TU3JP (KFX)
TU3M (KDY)
XUSM (BDZ)
XU5M3Z IBDY)
XU9J2 (ED)
XU9J4 (D6C)
XUSJAZ {DKZ)
XU9d4Z (DFW)
XU9J4K (D6C)
DDZVUQM)
TU1 M (HDZ)
TUSF.M/Z (KDY)
TU3F.MMr2 (KDY2)
XU1 OJ2CUL (RFU)
XUIOJPCTEZ/L(RGX)
XU1 DJ2U (RFW)
220 A2.000
XU1 OJ2U (RW
TUSM/L3/L
TU 1 M/L3/L
TU3JP/L3
TUSJ P/LS (N FZI
XUIOJSCUL (RFU)
XU1 OJ2CTEZL(RGXj
XUSJP/Z (BFX)
XU7JP4/L3 (LFY)
XU7JP/Z (LFZ)
XU1 WZCIZ (RFX)
XU 1 OJJD/Z (SFY)
XU 1 OJ4R/UL3[HFV)
XUlOJ4D/Z (RFT)
XU1 OJ2CTE/L3(RGXI
XU1 OJ2 (R6A)
XU1 OJ2/Z (RFa
Year System
Bosch Motronic 1.3
Bosch Motronic 1.3
Bosch Motronic 1.1
Bosch Motronic 1.3
Bosch Motronic 3.3
Bosch Motronic 1.1
Bosch Motronic 1.3
Bosch Motronlc 3.3
Bosch Motronic 3.3
Bosch Motronic 1.7
Bosch Motron~c 1.7
Bosch Motronic 1.2
Bnsch Motronic 3.3
Bosch Motronic 1.7
Bosch Motronic 3.3
Bosch Motronic 3.3
Bosch Motronic 1.3
Bosch Mono-Motronic MA3 0
Bosch Mono-Motronic MA3.0
Bosch Mono-Jetronic A2.2
Magneti-Maralli G6-11
Magneti-Marelli G6-11
Bosch Mono-Jetron~cA 2.2
Sosch Mono-Jetron~cA 2
Bosch Mono-Motronic MA3.0
Bosch Motronic MP3.1
Bosch Motron~cM P3.1
Bosch Moironlc MA3.1
Magneti-Marelli
Bosch Mono-Jetronrc A2 2
Bosch Mono-Jetronic or MM G5/6
Magneil-Marelli G6-10
Bosch Motronic MP3.1
Bosch Motronic ML4.1
Bosch Motronic 7.3
Bosch Motronlc 1.3
Bosch Motronic 1.3
Fenix 18
Rosch Mono-Jetronic A2.2
Bosch Mono-Jetronic A2.2
Bosch Mono-Jetron~cA 2.2
Magnetl-Marelli 8P22
Bosch Motronic MP3.2
Magneli-Marelli DCMBP-11
Bosch Mono-Motromc MA1.7
Magneb-Marelli DCMBP- 1 1
Bosch Mono-Motronic MA3.1
Bosch Mono-Molronic MA3.1
Maynerj-Marelti
Bosch Motronic MA5.1
Magneti-Marelli 8P22
Bosch Motronic MP3.2
Magneti-Marelti DCM8P13
Bosch Motron~cM P5.1.1
Hnsch Motron,~M P5.1
Magneti-Marelli DCM8P20
Bosch Motronic MP3 2
Bosch Motronic MP5.1.1
Bosctl Motron~cM P3.2
Bosch Motron~c MP3.2
Magneti-Marelli BA G5
Bosch Motrontc MP3.1
--
Model
XM 2.Di cat
XM 2.01 l6V cat
XM 2.01 turbo cat
XM 2.01 CT turbo cat
XM 3.0 V6 LHO
XM 3.0 V6 cat
XM 3.0 V6 cat
XM 3.0 V6 Estate
XM 3.0 V6 24V cat
XM 3 0 V6 24V
tX 1 .lt cat
ZX l.li cat
ZXl.li cat
ZX l.li cat
zx 1.41 cat
ZX I.4i and Break Gal
M 1.4i and Break cat
M 1.6i
W 1.6i
ZX 1.6i cat
ZX 1.6i and Break cat
LX 1.6i and Break cat
1.8i and Break cat
ZX 1.8i and Break cat
M 1.9 8V
1.91
ZX 2.0i cat
ZX 2.Di 16V cat
ZX2.01 16V
DAEWOO
Nexia 1.5 8V SOHC
Nexia 1.5 16V DOHC
Espero 1 5 16V OOHC
Espero 1.8 8V SOHC
Espero 2.0 8V SOHC
Applause
Charade 1.3i cat SOHC 16V
Charade 1.3 SO,K 16V
Charade 1.5 SOHC 16V
Charade 1.61 SOHC 16V
H-Jet
Sportrak cat SOHC 16V
FIAT
Brava 1.4 1 2V
Brava 1 6 1 GV
Bravo 2.0
Cinquecento 899 OHV DIS cat
Cl~quecento9 00 OHV DIS cat
Clnquecento Sporting
Coupe 16V
Coupe 16V Turbo
Coupe 2.0 20v
Croma 2000ie
Croma 20001e OOHC 8V
Croma 2.0ie DOHC
Croma 2.01e DOHC D1S cat
Croma 2.01~1 6V cat
Fiorino 1500 SOHC cat
Panda 1 .Die OHG and 4x4 cat
Panda 1 .l ie OHC cal
Engine code
XU1 OJ2/Z (RFZ)
XU1 OJ4WW (RFVJ
XU1 OJ2TE/Z (RGY)
XUlOJ2TE/UZ(RGX)
ZPJ (S6A)
ZPJ (SFZ)
ZPJ (UFZ)
ZPJ/Z (U FY)
ZPJ4Pf3 (SKZ)
ZPJ4N3 (UKZ)
TU1 MIZ (HDY)
rui Mn (HDZ)
TU1 MR (HDY)
TU I M/Z (HDZ)
TU3MlZ tKDY)
TU3M (KDX)
TU3M (KOX)
XU5M.2K (B4A)
XU5M.3K (B4A)
XU5M.32 {BDY)
XU5JPUZ (BFZ)
XUSJPUZ (BFZ)
XU7J PUZ (LFZ)
XU7JPUZ (LFZ)
XUSJAZ (DKZ)
XU9 J#K (DEE)
XUJ 1 OJ2/C/UZ(RFX)
XUJ 1 OJ4/D/UZ(RFT)
XUJ1 OJP/D/WZ(RFTJ
HD-E
HC-E
HC-E
HE-E
HD-E
CB42
HD-E
Index of vehicles covered 0.9
Year System
7 992 to 1 994 Bosch Motronlc MP5.1
1994 to 1997 Bosch Motronic MP5.1.1
1993 to 1994 Bosch Motronic MP3.2
1994 to 1996 Bosch Motronic MP3.2
1 989 to 1993 Fenix 36
1989 to 1994 Fenix 3R
1994 to 1997 Fenix 38
1995 to I996 Fenix 38
199C to 1 994 Fenix 4
1994 to 1 997 Fenix 48
1991 to 1994 Bosch Mono-Jetronlc A2.2
1991 to 1994 Bosch Mono-Jetronic A2.2
1994 to 1997 Bosch Mono-Motronlc MA3.C
1994to 1997 Bosch Mono-Motronlc MA3 0
1991 lo 1992 Elosch Mono-Jetranic A2 2
1992 to 1997 Bosch Mono-Motronlc MA3.0
1994 to 1996 Magneti-Marel/i G6-14
1991 to 1992 Magnet!-Marelli G5 S2
1991 to 1993 Magnell-Marelli G6.12
1992 to 1993 Magnetl-Marelli G6.10
1994 to 1997 Magneti-Marelli 8P-13
1995 to 1996 SagernILucas 4GJ
1992 to 1997 Bosch Motronic MP5.1
1 995 to 1996 Magneti-Marelli BP-10
1992 to 1994 Bosch Motronic 1.3
1991 to 1992 Bosch Motronlc MP3.1
! 992 to 1996 Magnell-Marelli 8P-20
1992 to 1995 Bosch Motron~c MP3.2
1994 to 1997 Bosch Motronic MP3.2
1989 to 1996 Daihatsu EFi
1991 to 1993 Da~hatsuE Fi
1993 :a 1997 Daihatsu MPI
1996 to 1997 Daihatsu MPI
1993 to 1996 Daihatsu MPI
1995 to 1 997 Dalhatsu MPI
1990 to 1997 Daihatsu EFi
Bosch Mono-Motronlc SPi
Weber Marell1 IAW
Bosch Motronic M2.10.4
Weber-Marell1 IAW SPi
Weber-Marelli IAW SPi
Weber-Marelli IAW SPi
Weber-Marelli LAW MPi
Weber-Marelli IAW MPi
Bosch Motronlc M2 10.4
Weber-Marelli IAW MPi
Weber-Mare111 IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Bosch Motronic MI .7
Bosch Mono-Jetronic A2.4
Bosch Mono-Jetronic A2.4
Bosch Mono-Jetron~cA 2.4
0.10 Index of vehicles covered
Model Engine code
FIAT (Continued)
Panda 899 11 70A; ,046
Punto 55 176 A6.000
Punto 60 IT6 A7.000
Punto 75 176 A8.000
Punto GT 1 76 A4.020
Regata 100 Sie 8 Weekend 1.6 DOHC 149 C3.000
Regata 100 Sie & Weekend 1.6 DOHC 11 49 C3.000
Tempra 1.4S~O HC DIS cal 160 At ,046
Tampra 1.6ie SOHC DIS cat f 59 A3.046
Tempra 1.6ie SOHC cat 159 A3.046
Tempra 1.81e DOHC 8V 159 A4.000
Tempra 1.8ie DOHC BV cat 159 A4.046
Ternpra 1.8 OOHC 835 C2.000
Tempra 2.0ie and 4x4 DOHC SV 1 59 A6.046
T~po 1.4ie cat 160 A1.036
Tipo 1.61e SOHC DIS cat 159 A3.046
Tipo 1.6'~SO HC 835 C1. OD0
Tipo 1.6ie SOHC cat 159 A3.046
Tlpo 1.8ie DOHC 8V 1 59 A4.000
Tipo 1.8ie DOHC 8V 159 A4.000
I Tipo 1.8i DOHC f6V 160 A5.000
Tipo 1.8ie DOHC BV cat 159 A4.046
T~pu2 .0ie DOHC 8V cat 159 A5.046
1 Tipo 2.0ie DOHC 8V cat 1 59 A6.046
T ipo 2.0te DOHC 16V cat 160 Ag.046
Ulysse 2.0 SOHC 89kW ZFA220000
Ulysw 2.0 Turbo ZFM20OOO
Uno 1 .Die SOHC and Van cat 156 A2.246
Uno 1 .lie SOHC 156 C.046
Una 70 1.4 SOHC 146 C1.000
Uno 1.4 SOHC cal 160 A1.046
Uno 1.51e SOHC DIS cat 149 C 1.000
Uno 994 146 C7.000
FORD
Escort 1.3 cat
EscDn 1.3 cat
Escort 1.3i and Van
Escort 1.4 CFi cat
Escort 1.4 CFi cat
Escort 1.4 GR cat
Escort 1.4i
Escort 1.6i XR3i
Esccrt 1.6i XR3i cat
Escort 1 6 16V cat
Escort 1.61
Escort 1.6i and cat
Escort XR3i 1.6 and cat
Escort RS Cdsworth DOHC turbo cat
Escort RS2000 and cat
Escort 1.8i 16V cat
Escort 1. .8i 16V cat
Escort 2.0i 7 4x4 cat
Fiesta 1.1 ana Van cat
Flesla 1.25
Fiesta 1.3 Van Courier cat
Fiesta 1.3i and Courier cat
F~esta1 .3 and Courier
Fiosta 1 4i and Van cat
Fiesta 1.4
F~estaC lass~c1 .4
Fies'a XRPi 1.6 cat
Fiesta RS turbo 1.6
Fiosta 1.6i and cat
HCS
J6A
JJA/J4C
F6D
F6F
F6G
PTE F4
WA
LJB
H E
WA
LJE
WD
N5F
N7A
RDA
RQB
N7A
G6A
DHA
HCS
J68
JJA
F6E
FHA
PTE F4A
WD
LH A
LUC
Year System
Weber-Mare!li IAW SPi
Wsber-Marolli IAW SPi
Weber-Marelli IAW SPI
Weber-Marelli IAW MPi
Bosch Motron~cM 2.7 MPI
GMjOelco SPi
Weber MIW Centrajet SPi
Bosch Mano-Jetronic A2 4
Bosch Mono-Jetmnic A2.4
Bosch Mono-Moironic MA1.7
Webet-Marelli IAW MPI
Waber-MarJlt IAW MPi
Weber-Marell1 IAW MPi
Weber-Marelli IAW MPi
Bosch Mono-Jetronic A2.4
Bosch Mono-Jetronic A2.4
Bosch Mono- Motronic MA1.7
Bosch Mono-Motronlc MA1.7
Weber-Mareili IAW MPi
Weber-Mare111 IAW MPi
Weber-Marelli IAW MPi
Weber-Marelii 8F
Weber-Mareili IAW M PI
Weber-Marelli IAW MPi
Weber-Marelfi IAW MPi
Weber-Marefli IAW MPI
Bosch Motror~ic3 .2
Bosch Mono-Jetron~c
Bosch Mono-Jetronic
Bosch Mono-Jetronic
Bosch Mono-Jetmnic
Bosch Mono-Jetronic
Weber-Marelli IAW SPI
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEG IV
Ford EEC V
Ford EEC \V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Fmd EEC lV
Weber IAW
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Fwd EEG IV
. . .. . . . . . . . . . . -
Index of vehicles covered 0.11
- -
Model
Cl~stnX H21 1.6
Flesta I IGV
Fle5t 3 <R;'I 1 $1 I ~JcVat
I es:(l 1 St ll,V cat
GAIA*; ,> CI
G.3IJky ' .?
Gnlnxy 2 D al~d4x 4
i;,nli.lda 2.U CTr
Gr3na:ia 2 UI .m11 17~t
Sranada 2.0 EFI -I~vrl cot
~13113d?~ 4 Vfi
Gr.jnatla ? ,I VG cat
r>r:~rlarla2 9 V6 ar~d4 x4
Gr;ll.lila 2 Y Vti c,~t
I;.nnnd,j 2.5 Vt; c.~t
Glannda :' 9 Vti r.lt
Kn 1 3
hlaverlvk 2 1:
V0~dt.u i t> TJidH,. ; C;I~
h!on.leo I .t;l 1 liV
'~l~r101 ,w81 I FIV
f~1ur1r:r1o 81 and :Ix.l c.jt
F,~Iuricleo P.01 ItiV 4r.4 c,rl
hlor>d?~ f~ll ~16 V
Morlrlto .' 5 \:'5 UOtiC cat
Mnrlrlro ? 51
Orion 1 .: chit
\?l:'lti I.:! cat
[jrlor~ 1 4 CFI <,a1
'JrlUll 1 .4 CFI cat
>IU~. 1 4 CFI r.;~t
~II(VT\ I ,GI c~r~.>T d
3rbn 1 1,1 i.~t
Or,>(, 1 1i1
Or~!,n I tl DOHG 16V cat
Urlorl :.dl
Orlnrl 1.81 t ti': L)C)HC [.a:
Orlon 1 81 16V njltli: r.at
Probe Z.UI 0C)HT: 1fiV [:at
Prutje 2 !>I ?JL! r.~t
?,WL>III~iP 6 CVtI cL1t
Sk;~~~l"'1t! F1 (:Vt 1 cat
Lpptl~rr7 O EFI DO1 11 :
S.>plpt>lr~O~ ?L I I UV Gal
Scorpln ? 01
Scorplo 1 0 t l I
Scnrplo 2 UI 1 L-V
Sicrplu 2 UI ,arlcl ,.;lt
Scorpv 2.u~
Siljr[~lo7 :11 I tiv
br,ornlc, 7.8 4x.4
Scornlo 7.9 Vri ;III4Lr3I
Scorl>lo P.9 VLi c;il
Scorp~o: ' 9 \!I; c,tt
Scllrplh ? o L'b 2'1V cdt
Scorpio 191 Vb
Scorpla 2 91 Vt, :)4V
SIP~~1 J6. CVH r.lt
Slerra 1.8 C:VH r .)I
5lerra 2.0 FFI flT)Hd: 8V
Smerra :' O FFI RV c3t
Slrrra ? '1 XR .:x4 Vtj
SIP^ r :I .' 1'1 X H 11 x.", Vti (,at
Tranr,~t Vdr~ 2 U CF I <.At
T~~II:-V,I,II II 2 U CFI cat
'mnslt 2 3 V6 CTI
-
Engine code
LJC
L7 G
RDB
nnc
NSD
Y5F
N4
NRA
NYB
N9D
ARC
AR D
BRC
RRD
ERE
HUA
JJH
KA24F
LIFlJ
L1 J
RKB
R KAIB
NGA
I-IGA
SEA
SEA
HCS
J6k
F6D
FtjF
F6G
LJ F
IJF
I.JA
L1 E
LJA
RDA
HOE!
V6
16B
RRA
N9A
N4C
NSO
NRA
N3A
NYU
NSD
Y5A
PRE
RFIC
BRD
BRE
BOA
BRG
BCOD
L6B
RI;A
NYA
N9C
R4A
B4 B
N67
-
Year
1085) to In93
1994 to 1995
1992 to 19\15
1992 to 19%
1995 to 199:
1996 to IYbI,
l99!1 to 1997
1985 to 1989
1949 to 1995
1899 to 1992
1987 lcr 1993
1987 1u I!Wl
1987 I(> 1492
198i :o 199d
1987 to1992
1391 to 1995
1991) to 1997
1993 to Is97
1993 to 1 996
199ts to 1997
194f> to 13'37
1 44,ri to 1396
19YJ to 1796
1996 tu 1997
1994 to 199(r
ICJYL; to 1997
I YY I to 1941
1991 t~ 7395
1'38!3 lo 1990
1R9II to 1995
l.>!?Ll to 1995
I osn to I 993
1990 tu 1 QVJ
ISBY to 19YU
1992 tb 1119;
1989 lo 1'3tlr)
19Y2 lo 1995
19133 to 1995
1991 to 1997
199 1 to 1997
1990 tu 1993
1 992 t Lb 199.3
1989 1rb 1YY2
1989 to 19S12
7rj94 to 1997
1985 to 1989
1993 to 1896
19851 tn 1995
19w to 1997
749ri lu 1397
Is85 tu I'dBi
1937 to IVY2
1987 tu 1995
1987 to 199:
199 1 to 199'.
1994 to 199;
1994 to l!Wi
l!i?U 110 1995
11307 to 199:'
1989 to 199'2
1399 to I(3Y:'
1 S8Y to 1991
1'389 to 19!);
IUDO to 19o;
1981 to i!lil.-
ILIPI to Inq:l
System
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford ECC IV
t ord EEL V
Ford EEC V
Ford EEC V
Foro' EEC IV
Ford EEC IV
Frrrd EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC. IV
ForrA EEC IV
Ford FFC IV
Ford EEC IV
Ford EEC V
Nlssan ECCS
Ford EEC IV
Ford EEC V
Fn~rEl EC V
Ford EEC IV
Fwd KEC IV
Ford EEC V
Furd EEC IV
Ford EEC V
Ford EEL IV
Ford EEC IV
Fwd EEC IV
Fold EEG IV
Ford EEL IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EFC 1V
k orcl EFC IV
Ford FFr: IV
Ford EEC IV
Mazda EG!
Mazda CGI
Ford LtC IV
Ford EEC IV
Ford LfC !V
lord EEC IV
I ord EEC IV
I-ord EEC: IV
Ford EEC V
Ford EEC IV
Ford EEC V
Fnrd EfiC V
FDIE~E L IV
Ford EEC IV
t urd EEC; IV
Ford EES: IV
t ord EEC IV
Ford FFC V
Ford EEC V
Ford EEC IV
FOI d EEC IV
Fold EEC IV
Ford EEC IV
Ford EEC IV
Ford EFC IV
Ford EEL IV
Ford EEL I:,
Ford FFt: IV
0.12 Index of vehicles covered
Model Engine code
FORD (Continued)
Transit and Toumeo 2.0i DOHC cat NSG
Transit and Tourneo 2.0i NSF
Transit 2.9 EFi B4T
HONDA
Accord 1.81
Accord EFI A4 SOHC
Accord 2.0i-16 A2 DOHC 16V
Accord 2.0 SOHC 16V & cat
Accord 2.0i F20A8 SOHC 8 cat
Accord 2.0i Coupe SOHC cat
Accord 2.2i SOHC 1 6V cat
Accord 2 21
Accord 2.3i DOHC 16V cat
Aerodeck EFi A4 SOHC
Aerodeck 2.21 SOHC l6V cat
Ballade €Xi SOHC 3W
Civic CRX
Clvic GT
Civic 1.4i 5-door
CIVIC ! .41 3-door
Civic 1.5 VEi SOHC 16V VTEC cat
Civic 1.5 LSi SOHC 16V
Civic Coupe SOHC 16V cat
Civic 1.5i VTEC-E SOHC 16V
Civic 1.51 3- & 4-door
CIVIC1 .6i-16 DOHC f6V
CRX 1.6i-16 DOHC 16V
C~vic1 .6 VT DOHC 16V bTEC cat
CRX 1.6 VT DOHC 16V VTEC cat
Civic 1.6 ESI SOHC 16V VTEC cat
C8X 1.6 ESI SOHC 16V VTEC cat
CIVIC 1.6 VTi DOHC 16V VTEC cat
CRX 1.6 VTi DOHC 16V VTEC cat
Civic 1.6i SOHC 16V
Civic 1.6 VTEC SOHC 16V
Crvic 1.6i Coupe
Civic 1.6i VTEC Coupe
Concerto 1.5 SOHC 16V cat
Concerlo 1.6 DOHC 16V
Concerto 1.6 DOHC 16V auto
Concerto 1.61 SOHC 16V cat
Concerto I .6i DOHC 16V cat
lntegra EX 16 A2 DOHC 16V
1 egend
Legend 2.7 and Coupe SOHC
Legend 2.7 SOHC cat
Legend 3.2 SOHC 24V cat
NSX DOHC 24V VTEC cat
Prelude Fi
Prelude 4WS 2.0i-16 DOHC 16V
Prelude 4WS 2.0i-16 WHC cat
Prelude 2.01 16V SOHC cat
Preludo 2.2i VTEC DOHC 16V
Pralude 2.3i 16V DOHC 1 6V cat
Shuttle 1.6i 4WD SOHC 16V
Shullle 2.3
HYUNDAI
Accent 1.3 SOHC
Accent 1.5i SOHC
Coupe 1.6 OOHC 16V
Coupe 1.8 DOHC 16V
Year System
Ford EEC V
Ford EEC V
Ford EEC IV
tlonda PGM-Fi
Honda PGM-FI
Honda PGM-Fi
Honda PGM-FI
Honda PGM-Fi
Honda PGM-Fi
Hmda PGM-FI
Honda PGM-Fi
Honda PGM-FI
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-FI
Honda PGM-R
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-F!
Honda PGM-FI
Honda PGM-FI
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-FI
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-FI
Honda PGM-FI
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
honda PGM-Fi
Honda PGM-Fi
Hyundai MPI
Hyundai MPi
Hyundai MPt
Hyundal MPi
Model
Coupe 2.0 DOHC 1 GV
Lantra 1.5i SOHC cat
Lantra 1.61 DOHC cat
lantra 1.6 OOHC 16V
Lantra 1.8~ DOHC cat
Lsntra 1.8 DOHC l6V
Pony X2 1.5 SOHC cat
S Coupe 1.51 SOHC cat
S Coupe 1.51 SOHC
S Coupe 1.51 turbo SOHC
Sonata 1.8 SOHC
Sonale 2.0 SOHC
Sonata 2 0 16V DOHC
Sonata 2.4 SOHC
Sonata 3.01 SOHC
ISUZU
Piazza Turbo
Trooper 2.6
Trooper 3.2i
JAGUAR
XJWSovere~gn 3.2 DOHC cat
UWSoverelgn 3.6 24V
XJWSovsre~gn 4.0
US 4.0
KIA
Mentor 1.6; SOHC 8V
Sportage 2.Ui SOHC BV
Sportage 2.0i OOHC 16V
LAlVCCA
Y10 LXle and 4wd 1308 SOHC FIRE
Y10 1108ie and 4x4 SOHC cat
Y10 11 Oaie and 4x4 SOHC cat
Dedra 1.6ie SOHC
Dedra 1600ie SOHC cat
Dedra 1.8ie DOHC
Dedra 1.8ie DOHC cat
Dedra 2.0ie DOHC
Dedra 2.0ie DOHC cat
Dedra 2.0ie DOHC cat
Dedra 2.0ie DOHC Turbo and cat
Dedra 2.0ie Integrale Turbo and cat
Ddla 2.0 16V Turbo
blta 1600ie DOHC
Oelta 16Wie DOHC
Ddta 1600ie DOHC statlc
Delta HF Turbo anU Martmi 1600 DOHC
Delta HF TurDo DOHC cat
Delta HF lntegrale Turbo DOHC
Deh HF lntograle Turbo DOHC
Delta HF lntegrale Turbo 16V DOHC
Delta HF Integrals Turbo 16V and cat
Prisma 1600ie DOHC
Prisma 1600ie DOHC
Prlsma 1600ie DOHC static
Scudo 1.6i
Thama FL 2000ie 16V DOHC cat
Thema FL 20COie Turbo 16V DOHC cat
Therna FL 3000 V6 SOHC cat
Index of vehicles covered 0.13
Engine code Year System
G4GF 1996 to 1997 Hyundai MPi
4G15/G4J 1 993 to 1995 Hyundai MPi
4661 1991 to 1995 Hyundai MPi
G4GR 1996 to 1997 Hyundai MPi
4G67 1992 to 1 995 Hyundai MPi
G4GM 1 996 to 1997 Hyundal MPI
4G151G4J 1990 to 1994 Hyunda~M Pi
4GlS/G4J 1990 to 1992 Hyundai MPi
Alpha 1992 to 1996 Bosch Motronic M2.10.1
Alpha 1992 to 1 996 Bosch Motronic M2.7
4G62 1 989 to 1992 Hyundai MPi
4G63 1989 to 1992 Hyundai MPi
1992 lo 1997 Hyundai MPi
4G64 1989 to 1 992 Hyundai MPi
V6 1994 to 1997 Hyundai MPi
1986 to 1 990 lsuzu I-Tec + Turbo
1988 to 19 92 ISUZUI- TK
1893 to 1 997 ~SUZU I-Tm
1990 to 1 994 Lucas LH-1 5CU
1986 to 1 989 Lucas LH-9CU
1991 to 1997 Lucas LH-15CU
1991 to 1997 Lucas LH-75CU
1995 to 1 997 Kia EGi
1995 to 1 997 Bosch Motronic M2.10.1
1 995 to 1997 Bosch Motronic MP.lO.l
Bosch Mono-Jetronic A2.2
Bosch Mono-Jetronic A2.2
Bosch Mono- Motronic MA1.7
Weber MIW Centrajet 2
Bosch Mona-Jetronic A2.2
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Webr-Marelli IAW MPi
Weber-Marelli IAW MPI
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelll IAW MPi
Weber-Mare111 IAW M Pi
Webr-Marelli IAW MPi
Wsber-Marelli IAW MPi
Weber-Marelli IAW MPI
Weber-Marelli IAW MPi
Weber-Marell! IAW MPi
Weber-Mare111 IAW MPi
Weber-Mamlli IAW MPi
Weber-Marelli IAW MPI
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Bosch Motronic 7.7
Bosch Motronic M1.7
Bosch Molronic M2.7
Bosch Motronic MI .7
0.14 Index of vehicles covered
Model
UVD ROVER
Discovery MPi 2.0 20HD DOHC 16V
Discovery 2.0 MPi DOHC 16V
Discovery 3.5 VBi
Discovery 3.5 V8i cat
D~scovery 3.9i VB
Range Rover 3.9 Efi V8
Range Rover 4.0i
Range Rover 4.2i cat
LEXUS
Lexus GS300
Lexus LS400
MAZDA
121 1.3 SOHC 16Vcat
323 1.3 SOHC 16V cat
323 1.31 SOHC 16V
323 1.51 DOHC 16V
323 1600i
323 l.6i Turbo 4x4 DOHC
323 1.6i SOHC 16V cat
323 l.6i Estate SOHC cat
323 1.81 DOHC 16V cat
323 2.0i DOHC V6 24V
323 2 Oi DOHC V6 24V
626 1.8i cat DOHC 16V
626 2000i fwd
626 2.0i GT DOHC 16V
626 2.0i DOHC 16V
626 2.0i DOHC 16V cat
626 2.0i DOHC I6V cat
626 2.2i 4x4 SOHC cat
626 2.5 DOHC V6 cat
€2000
MX-3 1.6i SOHC 16V
MX-3 1.8i DOHC V6
MX-5 1 .Bi OOHC 16V
MX-6 2.5i V6 DOHC cat
Xedos 6 1.6i DOHC 16V
Xedos 6 2.01 DOHC 24V
Xedos 9 2.0i DOHC 24V
Xedos 9 2.3 DOHC 24V
RX7
MERCEDES
C180
190E cat
l9OE 2.3 cat
190E 2.5-1 6 & cat
l9OE 2.5-1 6 Evolution
? 90E 2.6
190E 2.6 cat
C200
E200
200E & TE cat
c22a
€220
C230 & Kompressor
230E, TE & CE cat
230GE
260E a cat
260E 4-Matic 8 cat
Engine code
2JZ-GE
1 UZ-FE
Year System
Rover MEMS MPi
Rover ME MS MPi
Lucas l4CUX
Lucas l4CUX
Lucas 14CUX
LUCaS l4CUX
Lucas l4CUX
Lucas 14CUX
Toyota TCCS
Toyota TCCS
Mazda EGi-S SPi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda €GI MPi
Mazda EGi MPi
Mazda EGi MPI
Mazda EGi MPi
Mazda EGi MPi
Mazda EGI MPi
Mazda €GI MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPI
Mazda EGI MPi
Mazda EGi MPi
Mazda EGi MFi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPi
Marda EGi MPi
Maxda EGi MPi
Mazda EGi MPI
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda Em MPi
Marda EGi MPi
PMS (Siemens)
Bosch KE3.5-Jetron~c
Bosch KE3.5-Jetronic
Bosch KE3.1 -Jetronic
Bosch KE3,l-Jetronic
Bosh KE3.5-Jetronic
Bosch KE3.5-Jetronic
PMS (Srernens)
PMS/Motrarlic 6.W6.1
Bosch KE3.5-Jetronic
HFM
HFM
HFM
Bosch KE3.5-Jetronic
Bosch KE3.5-Jetronic
Bosch KE3.5-Jetronic
Bosch KE3.5-J~tronic
Model
2MSE & cat
C2M
E280 cat
S280
SL280
EN0
300SE, SEL & cat
NOE, TE, CE & cat
300E & cat
NOE-24, TE-24 & CE-24 cat
3DOTE 4-Matic & cat
300SL & cat
3OOSL-24 & cat
E320
S320
SL320
400S, SE B SEL
E420
S420
500E
500SL
500SE & SEL
SOOSEC
500SL cat
E500
WO
woo
BMISEL
SBOO cat
S600
SL600
MiTSUBISHl
3000 GT 24V
Carisma 1.6 SOHC 16V
Carisma 1.8 SOHC 1 6V
Carisma 1.8 DOHC 16V
Colt 1.31 SOHC 12V cat
Colt 1 3 SOHC 12V
Colt 1600 GTi DOHC
Colt 1.61 SOHC 16V
Colt 1.61 4x4 SOHC 16V cat
Coh 1.6 SOHC 1 6V
Colt 180C GTi-16V OOHC 16V
Colt 1.8 GTi DOHC 16V cat
Cwd~a 1800 Turbo
Galant 1800 SOHC 1 6V cat
Galant Turbo
Galant 2000 GLSi SOHC
Galan t 2000 GTi 16V DOHC
Galant 2000 4WO DOHC
Galant 2000 4WS cat OOHC
Galant 2.0i SOHC 16V cat
Galant 2.0i V6 OOHC 24V
Galant Sapporo 2400
Galant 2.51 V6 DOHC 24V
1300 SOHC 16V
Lancer 1600 GTi 1 6V DOHC
Lancer 1.6i SOHC 16V
Lancer 1.6i 4x4 SOHC t6V cat
Lancer 1800 GTi WHC 16V
Lancer 1.8 GTi DOHC t6V cat
Lancer ?BOO 4WD cat
%gun 3.5i V6 DOHC 24V
Sigma Estate l2V
Index of vehicles covered 0.15
Engine code Year System
103.941 1 988 to 1992 Bosch KE3.5-Jetronic
104.941 1 993 to 1997 HFM
104.942 1 992 to 1996 HFM
104.944 1993 to 1 997 HFM
104.943 1993 to 1997 HFM
103.985 1992 to 1 995 Bosch KE3.5-Jetronic
103.981 1986 to 1 992 Bosch KE3.5-Jetronic
103.983 1987 to 1 993 Bosch KE3.5-Jetronic
103.985 1988 to 1993 Bosch KE3.5-Jetronic
104.980 1989 to t 993 Bosch KE5.2-Jetronic/EZ-L ignition
103.985 1988 to 1993 Bosh KE3.5-Jetronic
f 03.984 1 989 to 1995 Bosch KE5.2-JetronidEZ-L ignition
104.981 1 989 to 1995 Bosch KE5.2-Jetronic/EZ-L ignition
104.992 1992 to 1997 HFM
104.994 1993 to 1997 HFM
104.991 1993 to 1997 HFM
1 19.971 1991 on Bosch LH4.1 -Jetronic/EZ-L ignition
1 19.975 1992 lo 1995 Bosch LH4.1 -Jetronic/EZ-L ignition
119.971 1993 to 1997 Bosch LH4.1 -Jetronic/EZ-L ignition
1 19.974 1992 on Bosch LH4.1 -Jetronic/EZ-L ignition
1 19.972 1 992 on Bosch LH4.1 -Jetronic/EZ-L ignition
1 19.970 l99l on Bosch LH4.1 -Jetronic/EZ-L ignition
1 19.970 1992 on Bosch LH4.1 -Jetronic/EZ-L ignit~on
1 19.960 1 989 to 1994 Bosch KE5.2-Jetronic/EZ-L Ignition
11 9.974 1 992 to 1996 Bosch LH4.1 -Jetron~c/EZ-L ignition
11 9.970 1993 to 1997 Bosch LH4.1 -Jetron!c/EZ-L ignition
11 9.972 1993 to 1997 Bosch LH4.1 -Jetronlc/EZ-L ignition
120.980 1991 to 1996 Busch LH-JetronidEZ-L ignition
120.980 1991 to 1996 Bosch LH4.1 -Jetronic/EZ-L ignition
120.980 1996 to 1997 Bosch LH4.l -Jetronic/EZ-L ignition
120.981 1993 to 1997 Bosch LH4.1 -Jetronic/EZ-L ignition
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- SEFi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multr- MPi
Mitsubishi ECI-Multr- MPI
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multl- Turbo
Mitsubislli ECI-Multi- MPI
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Multi- MPI
Mitsubishi ECI-Mdlti- MPt
Mitsubishi ECI-Multi- MPt
Mitsubishi ECI-Multi- MPi
Mitsubtshi ECI-Multi- MPI
Mitsubrshi ECI-Multi- MPi
M~tsubishEi CI-Multi- MPi
Mitsubishi ECI-Multi- MPi
M~tsubishEi CI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi EC1-Multi- MPi
Mitsubishi EC1-Multi- MPi
Mitsubishi EM-Multi- MPi
0.16 Index of vehicles covered
Model
MlTSUBlSHI (Continued]
S~gmaW agcn 12V cat
Sigma 3.0i 24V cat
space Wwc! 1 I .BI SOHG 16V
Space Wagon 2.01 DOHC 16V
Starion Turbo
Starion 2.6 Turbo cat
NISSAN
4x4 Pick-up 2.41
4WD Pick-up 2.4i cat
4WD Wagon 3.01 cat
10ONX 2.0 SOHC 16V cat
200 SX 16V Turbo cat
230 SX DOHC 16V Turbc,
300 C
300 ZX
330 ZX Turbc
330 M Twin-Turbo cat
Alrnera 1.4 DOHC 16V
Amera 1 ti DOHC 16V
A,mera F.D GTi
B uebird ZX Turbo SOHC
Bluebird 2 Oi SOHC
M~rra1 Oi DOHC j6V cat
Miera 1-31D OHC 16V cat
Maxima & cat
Patrol 4.2i OHV l2BkW
Pra~rie2 .Di SOHC cat
Prlmera 1.6i
Pnmwa : .& DOHC 16V
Primera 2.0 DOHC cat
Primera Estate 2.0 DOHC 16V cat
Ptinrora 2.0Z~X DOHC IFV
Prirnera 2.0e GT
Primera 2.0e cat
Pflrnera 2 Oi DOHC 16V
Primera 2.0i GT DOHC 16V
Prmera 2.0i WHC 16V
Pr~mera2 .0i GT DOHC 16V
OX 2.0 DOHC 24V V6
QX 3.0 DOHC 24V V6
Serena l .Gi DOHC 16V
Serena 2.01 DOHC 16V
Silvia Turbo ZX
Sunny 1-61S OdC 12V cat
Sunny ZX Couoe DOHC: 1tN
Sunny 1.8 ZX DOHC 16V cat
Sunny GTI-R DOHC 16V
Sumy 2.0 GTi DOHC 16V eat
Terrano 11 2.4
Urvan 2.41 cat
Vanette 2.41 OHV cat
PEUGEOf
106 1.Ocat
106 1.1
1% 1.11 cat
106 1.li cat
106 1.4
106 1.4\ $V SOHC Rallye cat
1OE 1.41
106 1.4i cat
IflF 1 4i cat
Engine code Year
KA24E
Z24i
VG30E
SRPODE
CAI BDET
SR20DET
VG30E
VG3OE
VG30ET
VG30DETT
GAl4DE
GA16DE
SR2DDE
CAI 8T
CA20E
CG 1 ODE
CG13D.E
VG3OE
T842E
CA20E
GAIGDE
GAIGDE
SR2ODi
SRPODi
SR20U.k
SRPOOE
SR2ODE
SR20DE
SR7DOE
SR20DE
SAZODE
VQPODE
VQBODE
GA16DE
SR20DE
CAI BET
GAT 6i
CAIGDE
CAI 8DE
SR20DET
SR200E
KA24EBF
Z24i
Z24i
TU9MLtZ (CDY, CDZ)
TU1 M/L3/L (HDY, HDZ)
ru I MUZ IHDY, HDZ)
TUl MW (HDY, HDZ)
TU3JP/L3
TU2 J2UZ (MFZ)
TU3J2K {KBB)
TJ3JPL.Q (KFZ)
TU3MCUZ (KOXJ
System
M~tsubishEl CI-Multl- MPI
Mits~~hisEhC~I- Multi- MPI
M~tsub~shErC I-Multi- MPI
M~tsub~shErC I-MUIII-M PI
Mitsubishl ECI-Multl- + Turbo
Mitsub~sbE~C I-Multl- + Turbo
N~ssanE CCS MPr
Nissan EGCS SPi
Nissan ECCS MPI
N~ssanE CCS MPI
Nissan ECCS MPI
Nissan ECCS MPI
Nlssan tLCS MPi
Nissan EGCS MPI
Nissan EGGS MPI + Turbo
Nlssan EmZCS MPI + Turbo
N~ssanE GCS MPI
Nissan ECCS MPI
Nlssan ECCS MPI
Nlssan ECCS MPi + Turbo
Nissan ECCS MPI
Nian ECCS AnP)
Nlssan EGCS MPI
Nlssan ECCS MPI
Nwsan ECCS MP\
N~soanL CCS MPi
Nissan ECCS SPI
Nissm ECCS MP\
Nlssan ECCS SPI wlti Hol-wire
Nlssan ECCS SPI with Hot-wire
Nlssan ECCS MPI wtth Hot-w~re
Nissan ECCS MPI wlth Hot-w~re
Nlssan ECCS MPi with Hot-wlre
Nlssan ECCS SPI
N~ssanE GGS SPI
Nlssan ECCS MPI
Nissan ECCS MPI
Ntssan ECCS MPI
Nlssan ECCS MPi
N~ssanE CCS MPi
N~ssan ECCS MPI
Nissan ECCS MPI + Turbo
Nlssan ECCS SPI
N~ssanE CCS MPI
Nlssan ECCS MPi
N~ssanE CCS MPI
Nlssan ECCS MPI
N~ssanE CCS MPI
Nlssan ECGS SPi
Ntssan ECCS SPI
Bosch Mono-Motronic MA3.0
Bosch Mono-Motronic MA3 1
Bosch Mono- Jetronic A2.2
Magnetl-Marell1 FDGG
Magneti-Marelli 1 AP
Magnet1 -Marell! 8P
Bosch Motronic MP3.1
Bosch Motronic MP3.1
Bosch Mono-Motronic MA3.0
Index of vehicles covered 0.17
Model
106 1.6
106 1.6
1061.6 MPi
205 1 .li cat
205 1.11 cat
205 1 41 LC cat
205 1 41 HC cat
205 f 4i
205 1 61 cat
205 1.61 and AT cat
205 GTI 1.9 8V cat
3061.li
3061.li
306 1.4i cat
306 1.41 cat
306 1.6 cat
306 1.81 Cabrio and cat
306 2.Ui Cabrio and cat
30620i 16Vcat
306 2 01 GT-6
309 1 11 cat
309 1.41c at
309 1.4i cat
309 1.61 cat
309 1.6i cat
309 1.6i cat
309 1.9 8V
309 1.9 16V DOHZ
309 ! 9 16V DOHC
309 1 9 16V cat
3G9 1.9 SPi cat
405 1.4i cat
405 1 61 cat
405 1 6i cat
405 1.61 cat
405 1.61 cat
405 1.61 cat
405 1 61 cat
405 1.8: cat
405 1.9 8V cat
405 1.9 Mi1 6 and 4x4 16V
405 1.9 Mi1 6 and 4x4 1 6V
405 1.9 M116 cat
405 1.9i Wldistributor
405 1.9i DIS
405 1.9 SPi cat
405 2.01 and 4x4 8V cat
405 ?.Dl 16V cat
405 2.01 16V turbo cat
406 1.6i cat
4C6 t 81 cat
406 1.8 l6V
406 2.0 16V
406 2.0 Turbo
605 2.01c at
605 2.01 cat
605 2.0i 16V
605 2.0i turbo cat
605 2 Oi turh
605 3 01 cat
605 9 01 24V DOHC cat
506 3 01 24V V6
806 2 0
B06 2 0 Turbo
Boxer 2.0
Engine code
TUSJPL'Z (NFZ)
TU5JPfi3
TUSJPUUK [NFY)
TU1 MU2 (HDZ)
TU 1 MU2 (H DZ)
TL13MZ (KDZ)
TU3MUZ (KDY)
TU3FM/L (KDY2)
XUSMZVZ (BOY)
XUSMBLfZ (BDY)
XUSJAZ (DKZ)
TU1 MU2 (HDY, HDZ)
TUIMVZ (HDY, hD4
TUBMCUZ (KDX)
TUSMCUZ (KDX)
TUSJPUZ (NFZ)
Xil7J PUT (LFZ)
XU 1 OJ2CUZ (RFX)
XU1 OJ4UZ (RFY)
XU1 OJ4RS
TUl MUZ (HDZ)
TU3MZ (KDZ)
TU3MUZ (KDY)
XU5MZ (BDZ)
XU5M2Ln (BDY)
XU5M3U.7 (BOY)
XUSJNZ (DKZ)
XU9J4K (D6C)
XU9J4K (D6C)
XU9J4UZ (DFW)
XUSMIZ (DDZ)
TU3MCUZ (KDX)
XU5MZ (BDZ)
XUSM2UZ (BDY)
XU5M3.Z (BDYj
XUSM3L)Z (BOY)
XUSJPUZ (BFZ)
XUSJPL'Z (BFZ)
XU7JPVZ (LFZ)
XUSJNZ (DKZ)
XU9J4K (D6C)
XU9J4K (D6C)
XU9J4/Z (DFW)
XUSJZ'K (DGD)
XU9J2K (D6D)
XUQM/Z (DDZ)
XUlOJ2CUZ (8FX)
XU1OJW.Z (RFY)
XU1 OJ4TEUZ (RGZ)
XUSJPL3(BFZ)
XU7JPKILGA)
XU7JP4L
XU1 OJ4RL
XU1 OJ2TWL3
XU1 OMUZ (RDZ,'
XU1 OJ2UZ (RiZ)
XU1 OJJRUUL3 (RFV)
XU1 OJ2TEUZ (RGY)
XUldJ2CTEUZ (RGX)
ZPJUZ (SFZ)
ZPJJUZ (SKZ)
ZPJ4UZ (UKZ)
XU1 OJ2CUZ (RFU)
XU1 OJ2CTEUZ [RGX)
XUlOJ2U (RFW)
Year
1991 to 1996
1996 to 1997
1994 to 1996
1 989 to 1992
1992 to 1996
1988 to 1991
1991 to 1994
1994 to 1996
1990 lo 1991
1992 to 1997
1989 to 1993
1 993 to 1997
1993 to 1996
1993 to 1995
1994 to 1997
1993 to 1997
1993 to 1997
1994 to 1997
1 994 tc 1996
1996 to 1997
1991 to 1994
1988 to 1991
1991 to 1994
1989 to 1991
1991 to 1992
1992 to 1994
198B to f 992
1990 to 1991
1991 to 1992
1990 to 1992
1988 to 1993
1992 to 1994
1989 to 1991
1989 to 1991
1991 to 1992
1992 to 1993
1989 to f 992
1993 to 1995
1992 to 1997
19B9 to 1992
1988 to 1991
1990 to 1992
1990 to 1992
1990 to 1991
1991 to 1992
1989 to 1992
1992 to 1997
1992 to 1995
1993 to 1995
1996 to 1997
1998 to 1997
1995 to 1997
1995 to 1997
1996 to 1997
1989 to 1994
1990 to 1995
1995 to 1997
1993 to 1994
1995 to 1997
1 990 to 1 995
1990 to ! 994
1995 to 1997
1995 to 1997
1995 to 1997
1994 to 1997
System
Bosch Motrorllc MP5.1
Bosch Motron~c5 2
Magneti-Marelli 8P
Bosch Mono-Jetronic A2.2
Magnetl-Marelli FDGG
Bosch Mono-Jetronic A7.2
Bosch Mono-Jetronlc A2.2
Bosch Mono-Motron~cM A3 0
Magneti-Marelli BAGS
Magneti-Marelli FDGG
Bosch Molronlc 1.3
Magnetl-Marelli FDGG
Bosch Mono-Motronic MA3.0
Bosch Mono-Motronic MA3.0
Magnetl-Marelli FDG6
Bosch Motronkc MP5.1
Magneti-Mare111 8P
Magneti-Marelli BP
Bosch Motronic MP3.2
Magneti-Marell1 AP 10
Bosch Mono-Jetron~c A2.2
Bosch Mono-Jetronic A2.2
Bosch Mono-Jetronic A2.2
Magneti-Marelli BAGS
Maqneti-Marelli G5
Magneti-Maretli FDG6
Boscn Motronic 1.3
Bosch Motronic 4.1
Bosch Molronlc 1.3
Bosch Motronlc 1 3
Fenix 18
Mono Motronrc MA3.0
Magneti-Mare111 BAG5
Magneli-Marelli FOG5
Magneti-Marelli FDG6
Magneti-Marelli FDGG
Bosch Motronic 1.3
Magneti-Marelli DCM8P13
Bosch Motronic MP5.1
Bosch Motronic 1.3
Bosch Motronic ML4.1
Bosch Motronlc 1.3
Bosch Motronlc 1.3
Bosch Motronlc MP3.1
Bosch Motronic MP3.1
Fenix 18
Magneti-Marelli 8P
Bosch Motronic MP3.2
Magnetl-Marelli AP MPi
Magnetl-Marelli 8P
Magneti-Marell1 BP
Bosch Motronic MP5 1.1
Bosch Motronic MP5.1.1
Bosch Motronic MP5.1.1
Magnelr-Marelli G5
Bosch Motronic MP3.1
Bosch Motronic MP5.1.1
Bosch Motronic MP3.2
Bosch Motronic MP3.2
Fenix 38
Fenix 4
Fenix 4
Magneti-Marell1 BP-22
Bosch Motronlc MP3.2
Magneti-Marelli BPI 1
0.18 Index of vehicles covered
Model
PROTON
1.3 M Pi 12V SOHC cat
1.5 MPi 12V SOHC cat
Persona 1.3 CompacI SOHC 12V
Persona 1.5 SOHC 12V
Persona 1.5 Compact SOHC 1 W
Persona 1.6 SOHC 16V
Persona 1.6 Cornpad SOHC 16V
Persona 1.8 12V SOHC
Persona 1.8 7 6V DOHC
REMULT
5 7.4cat
5 1.4cat
5 1.7i cat
5 1.7i cat
s t .7 cat
9 1721 cat
9 1.7 cat
11 1721 cat
11 1.7-t
19 1.4i cat
19 1.4i cat
19 1.4cat
19 t.7i cat
19 1.7i cat auto
19 1.7 DOHC 16V
19 1.7DOHC 16Vcat
19 1.7 DOHC 16Vcat
19 1.7i cat
19 1 .?I cat
79 1.7i auto cat
19 1.81 cat ar.d Cabrio
19 l.8l cat and Cabrio
19 1.81 cat and Cabrb
19 1 .Bi cat and Cabrlo
19 1.a cat
21 1.7i cat
21 1.71 cet
21 1721 cat
21 2.0 12V and 4x4 cat
21 2.0 cat
21 2.0 auto cat
21 2.0 and 4x4
21 2.0 and 4x4 auto
27 2.0 TXf 12V
21 2.0 turbo and 4x4 cat
21 2.0 turbo
21 2.0 turb 4x4
21 2.2 cat
21 2.2 auto cat
25 2.0
25 2.0 auto
25 2.0 TXI 12V
25 2.0 TXi 12V auto
252.0TXi 12Vcal
25 2.2
25 2.2 auto
25 2.2
25 2.2 auto
25 2.2 cat
25 2.2 auto cat
25 2.5 V6 turbo
25 2.5 V6 turbo cat
25 V6 2.9i
-
Engine ede
-
Year
-
System
ECI-Multi- MPi
ECI-Multi- MPi
EC1-Multi- SEFi
ECI-Multi- SEFi
ECI-Multi- SEFI
ECI-Multi- SEFi
ECI-Multi- SEFi
ECI-Multi- SEFi
ECI-Multi- SEF!
Ranix SPi
Renix SPi
Renix SPI
Renix SPi
Reniw MPi
Renix SPi
Renix MPI
bnix SPi
Renix MPI
Ranlx SPI
Renix SPi
Bosch SPi
Ren~xS Pi
Renix SPI
Renix MPi
Renix MPI
Renix MPI
Renix MPi
Ren~xM Pi
Renix MPi
Bosch SPi
Bosch SPi
Bosch SPi
Bosch SPi
Renix MPi
&nix SPi
Renix MPi
Renix SPi
Renix MPi
Renix MPi
Renrx MPi
Henix MPi
Renix MPi
Renin MPi
Ren~xM Pi
Renix MPi
Ranix MPi
Renix MPi
Renix MPi
Renix MPI
Renix MPi
Renlx MPi
Renix MPi
Renix MPi
Ren~xM Pi
Renix MPi
Renix MPI
Renix MPi
Renix MPi
Renix MPI
Renix MPi
Renix MPi
Renix MPI
Index of vehicles covered 0.19
Model
25 V6 2.9i ado
25V6 2.9i auto
25 V6 2.9i cat
25 V6 2.91 cat auto
Alpine 2.5 GTA V6 turbo
Alplne 2.5 GTA V6 turbo cat
Alpine 2.5 V6 turbo cat
Chamade 1.4i cat
Chmade 1.4i cat
hamade 1.4 cat
Chamade 1.7i cat
Chamade f.7i auto cat
chumads 19 1 .Ti cat
Chamade 19 1.7i auto cat
Chamade 1.8 cat
C l i 1.2 cat
Clio 1.2 cat
Clio 1.21
Cllo 1.4 cat
Cllo 1.4 auto cat
CHo 1.4 cat
Cllo 1.4 auto cat
Clb 16V116S
Clb 1 .B cat
Clio 1.8 cat
Clio 1.8 cat
Clio 1.8i aulo
Clio 1 .Bi
Qio 1.8 16V DOHC
Cllo 1 8 16V DOHC cat
Cllo Wllliams 2.0 cat
Espace 2.0i TXE and 4x4
Espace 2.0i cat
Espace 2.2i TXE and 4x4 cat
Espace 2.2i and 4x4 cat
Espaca 2.31 V6 and 4x4 cat
Espaae 2.9i V6 and 4x4 cat
Entra 1.2
Mra 1.4 cat
Extra 1.4 cat
Extra 1.4 cat
Mra 1.4 cat
Express 1.2
Bptess 1.4 cat
Express 1.4 cat
Ewprass 1.4 cat
Laguna 1-81
Laguna 2.0i
Laguna 2.01
Laguna 2.0i
Laguna 3.0i M
Mester 2.21 cat
Megwe 1.4
Mqane 1.6
Megane 1.6 Coupe
Mqane 2.0
Sahe 2.0i cat
Sahe 2.0i auto cat
Safrane 2.0i 12V cat
Safrane 2.01 1 2V cat
Safrane 2.21 1 2V cat
Qhne 2.2i 12V auto cat
Safrane 3.0i V6 cat
Safrane 3.0i V6 aulo cat
Sefrane Quadra 3-01 V6 cat
Savanna 1.7; cat
-
Engine code
27W70 1 (8293)
27W 709 (8293)
Z7W706 (B29F)
27W707 (829F)
Z7UC730 (D501)
Z7U734 (D502)
Z7X744 (D503)
(B/C/L532)C31710
C3J700
E7JTOO( BICR53A)
F3N742 (X53C)
F3N743 (X53C)
F3N740
F3N741 (B/C/L538)
F3P700
E7F700 (B/CIS57A/R)
E7F706 (B/C/S57A/R)
C3G720 (BICIS577)
E7J718 (B/C/S57T)
E7J719 (BICIS5Aj
E7J710 (B/C/S57B/57v
E7J711 (B/C/S57W5m
F~P7--2 2 (usa7)
F3P71 D @/C57C)
F3P714 (B/C57U)
F3P712 (C579)
F3P755
F3P758
F7P720 (C575)
F7P722 (C57D)
F7P
J7RE760 (J116)
J7R768 (J636)
J7T770 (J117)
d7T772 (J/S637)
Z7W712 (J638)
Z7W713 (J638)
C3G710
C3J760 (WCiF407)
C3J762 (F407)
E7J720 (F40V)
E7J724 (F40U)
C3G710
C3J762 (F407)
E7J720 (F40V)
E7J724 (F40U)
F3P720 (B568)
N7Q 700/704
F3R723/722
F3R722
Z7X760 (B56Ei)
J7T782 (RxxA)
E7J764 (BAOE)
K7M 702f720
K7M 7021'720
F3R750
J7R732 (8540)
d7H733 (8540)
J7R734 (8542)
J7R735 (6542)
J7T760 (8543)
JiT76l (B543)
27x722 (85443
27x723 (6544)
27x722 (0544)
F3N722 (X48E)
Year
1988 lo 1992
1 992 to 1993
1991 to 1992
1991 to 1992
1986 to 1992
1990 to 1 992
1992 to 1 995
1990 to 1992
1991 to 1992
1 991 to 1996
1990 to 1 992
1990 to 1 992
1990 to 1 992
1 990 to 1992
1 992 to 1994
1 991 to 1997
1991 10 1995
1995 $0 1 997
1991 to 1 997
1 991 to 1996
1991 to 1995
1 991 to 1995
1991 to 1997
1991 to 1997
1991 to 1994
1993 to 1 996
1995 to 1997
1 995 to 1997
1 991 to 1992
1991 to 1996
1993 to 1 995
1988 to 1991
1991 to 1 996
1 991 to 1992
1991 to 1997
1991 to 1997
1991 to 1997
1995 to 1997
1990 to 1 995
1992 to 1 095
1992 to 1 995
1 992 to 1997
1995 to 1997
1 992 to 1995
1 992 to 1995
1992 to 1997
1994 to 1997
1996 to 1997
1994 to 1997
1994 to 1995
1994 to 1997
1991 to 1993
1 996 to 1997
1 996 to 1997
1996 to 1997
1996 to 1997
1993 to 1997
1993 to 1 995
1993 to 1994
1993 to 1994
1 993 to 1997
1 993 to 1995
1 993 to 1997
1993 to 1995
1992 to 1 994
1991 10 1995
-
System
Renix MPi
Renix MPi
Renix MPI
Renix MPi
Renjx MPi
Renix MPi
Renix MPI
Renix SPi
Renix SPi
Bosch SPi
Ronix MR
Ren~x MPi
Renix SPi
Renix SPi
Renix MPi
Bosch SPi
Bosch SPi
Magnetl-Marelli SPi
Bosch SPi
Bosch SPI
Bosch SPi
Bosch SPi
Siemens Bendix MPI
Bosch SPi
Bosch SPi
Renix MPI
Siemens Bendix MPi
Siemens Bendix MPI
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPI
Renix MPi
Renix MPi
Rmix MPi
Magneti-Marelli SPi
Ren~xS Pi
Renix SPi
Bosch SPi
Bosch SPI
Magneti-Marelli SPi
Renix SPi
BDSCS~P i
Bosch SPi
Bosch SPi
Siemens Bendix SEFi
Siemens Bendix MPi
Reniw MPi
Siemens MPI
Renix MPi
Fenlx 3
Fen~x5
Fenix 5
Fenix 5
Renix MPI
Renix MPi
Renix MPI
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi

Index of vehicles covered 0.21
Model
Metm 1.4i SOHC
Meto 1.4i SOHC cat
Metm 1.41 GTa W H C 16V cat
Metra 1.4 GTi DOHC f 6V
Metro 1.4 GTi DOHC 16V cat
Metm 1.4 GTi DOHC 16V cat
MGF 1.8 DOHC 16V
MGF 1.8 WC DOHC 16V
MG RV8 OHC 16V
Mlnl Cooper 1.3
Mini Cooper 1.3i auto
Mini Cooper 1.3i Cabriolet
Mini l.3i
Mini 1.3 MPi
Montego 2.0 EFi cat
Montego 2.0 EFi auto cat
Montego 2.0 EFi
Montego 2.0 EFi auto
Sterling V6 SOHC 24V
SACLB
9001 16V DOHC
900 Turbo 16V DOHC
900 2.0 16V WHC cat
WOi t6V DOHC cat
WOS Turbo cat
900 2.0i 16V DOHC
900 Turbo 16V DOHC
90Oi 16V WHC
900i 16V WHC
900 2.3 16V DOHC
900 2.5i 24V DOHC
QOODi 16V cat
9000 and CD16
9000 f6V cat
9000 Turbo t 6
9000 Turbo 16 cat
9000 2.0i cat
9000 2.0 Turbo cat
9000 2.0 Ecopower
9300 2.0 Turbo Intercmler
WOOi 2.3 cat
WODi 2.3 cat
WOO 2.3i cat
WOO 2.3 Turbo cat
9000 2.3 Turbo cat
9000 2.3 Turbo cat
W[#) 2.3 Turbo cat
9000 2.3 Empower UP Turbo
9000 3.0 24V WHC
SEAT
Alharnbra 2.0
Cordoba 1.4i SOHC 8V
Ccfdoba 1.6i SOHC 8V
Cwdoba 1.8i SOHC 8V
Cordoba 1.8i 16V
Cwdoba 2.0i SOHC 8V
lMza 1-05 SOHC 8V
lbiza t.3i US83
lbiza 1.4i SOHC 8V
lbiza 1.6i SOHC 8V
lbiza 1 .Bi SOHC BV
Engine code
K8
K8
K16
K16
K16
K16
K16
K16
V8 4.0
12AZDW5
12A2DF76
12A2EF77
12A2EK71
12A2LK70
20Hf51
20HF52
20HE36
20HE37
V6 2.5
B202i
8202 25
8202 2L
B202i
B202i
B202i
B202i
B208i
B204L
82341
B258i
B202i
8202
B202
8202
8202
B204i
B204S
B202S
B204L
82341
82341
82341
B234L
B234R
8234
B234L
0234E
83081
ADY
ABD
ABU
ABS
ADL
2E
MU
AAV
ABD
ABU
ABS
Year
1991 to 1992
1 991 to 1994
1 991 to 1992
1990 to 1992
1 990 to 1993
1 991 to 1894
1995 to 1997
1995 to 1997
1983 to 1996
1991 to 1996
19Q1 to 1996
1993 to 1994
1996 to 1997
1996 to 1997
1990 to 1 992
1990 to 1 992
1989 to 1 992
1989 to 1 992
1986 to 1 988
1989 to 1 990
1988 to 1 990
1989 to t 993
1990 to 1993
1990 to 1 993
1993 to 1997
1994 to f 997
1994 to 7987
1994 to t 997
1993 to f 997
1993 to 1997
1988 to 1993
1991 to 1993
1 988 to 1993
1991 to 1993
1989 to 1993
1894 to 1987
1994 to 1997
1992 to 1993
1994 to 1997
1990 to 1991
1891 to 1993
1994 to 1997
1994 to 1997
1994 to 1997
1993
1991 to 1993
1994 to 1997
1995 to 1997
1996 to 1997
1994 to 1 997
1993 to 1 997
1993 to 1 995
1994 to 1 997
1993 to 1 997
1993 to 1 997
1993 to 1 994
1994 to 1 897
1993 to 1 997
1993 to 1 995
-em
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS SPI
Rover MEMS MPi
Rover MEMS 1.9 MPi
Rover MEMS 2J SFi
Lucas 14CUX MPi
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS MPi
Lucas MPi 1 1 CU
Lucas MPi 11CU
Rover MEMS MPi
Rover MEMS MPi
Honda PGM-Fi
Lucas 14CU LH-Jetronic
Lucas 14CU LH-Jetronic
Lucas 14CU LH 1 Jetronic
Lucas 14CU LH-Jetronic
Lucas 14CU LH-Jetronic
Bosch Motronic 2.1 0.2
Saab Trionic
Bosch Motronic 2.1 0.2
Bosch Motmnic 2.1 0.2
Bosch Motronic 2.1 0.2
Bosch Motronic 2.8.1
Bosch LH2.4-Jetronic
Bosch LH2.4.2-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4.2-Jetronic
Bosch LH2.4-Jetronic
Saab Trionic
Saab Trionic
Bosch LH2.4-Jetronic
Saab Trionic
Bosch LH2.4.1 -Jetronic
Bosch LH2.4.2-Jetronic
Saab Trionic
Saab Trionlc
Saab Trionic
Saab Trionic
Bosch LH2.4-Jetronid
Saab Direct Ignition
Saab Trionlc
Bosch Motronic 2.8.1
Sirnos
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic
VAG Digifant
VAG Digifant
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic

Index of vehicles covered 0.23
Model
TOYOTA
Carny 2.0i OHC
Camry 2.0i OHC 4WD
Camry 2.2i 16V DOHC cat
Camry 2.2 16V DOHC
Camiy 2.3 V6 OHC cat
Carnrj 3.0i V6 24V DOHC cat
Carnrj 3.0 V6 DOHC
Carina E 1.6i 16V DOHC
Carina E 1.61 16V DOHC cat
Carina E 1.8 16V DOHC
Carina II 1.8i OHC
Carina II 2.Di OHC & cat
Carina E 2.01 DOHC cat
Carina E 2.0i DOHC cat
Celica 1.8i 16V DOHC
Celica 2.0 16V DOHC & cat
Celica 2.0i 16V DOHC
Celica 2.0 16V DOHC
Celica 2.0 GT-4 turbo 16V cat
Celica 2.0 GT-4 turbo 16V cat
Celica 2.2i f 6V DOHC cat
Celica Supra 2.8i OOHC cat
Corolla 1.3i OHC cat
Corolla 1.3i 16V DOHC cat
Corolla 1.6 GT OHC
Corolla 1.6 GT coupe OHC
Corolla 1.6 GTi OHC & cat
Corolla 1.6 GTI OHC
Corolla 1.6 GTi OHC cat
Corolla 1.6i and 4x4 OHC cat
Corolla 1.6i t6V DOHC cat
Corolla 1.8i 16V DOHC cat
Hi-Ace 2.4i OHC
Hi-Ace 2.4i 4x4 OHC
Land Cruiser Colorado
Land Cruiser 4.5
MR2 1.6 OHC
MR2 2.0 16V DOHC GT cat
MR2 2.0 16V DOHC cat
Paseo 1.5
Picnic 2.0 16V DOHC
Previa 2.4i 16V DOHC cat
RAV 4 2.0i 16V DOHC
Starlet 1.3i 12V SOHC
Starlet 1.3 16V OOHC
Supra 3.0i 24V DOHC
Supra 3.0i 24V DOHC cat
Supra 3.0i Turbo DOHC DIS cat
Supra 3.0i Turbo DOHC DIS cat
Tarago 2.4i 76V DOHC cat
4-Runner 3.0i 4wd V6 SOHC 12V
VA UXHA L L
Astra-F 1.4i cat
Astra-F l.4i cat
Astra-F 1.4i cat
Astra 1.4i cat
Astra-F 1.4i
Astra-F 1.4i 16V
Astra-F 1.6 cat
Astra Van 1.6i cat
Astra-F 1.6i cat
Astra-F 1.6i
Astra-F 1.61 cat
Engine code Year
3s-FE
3s-FE
5s-FE
5s-FE
2VZ-FE
3VZ-FE
1 MZ-FE
4A-FE
4A-FE
7A-FE
1 S-E
3s-FE
3s-FE
3s-GE
7A-FE
3s-GE
3s-GE
3s-GEL
3s-GTE
3s-GTE
5s-FE
SM-GE
2E-E
4E-FE
4A-GEL
4A-GE
4A-GE
4A-GE
4A-GE
4A-FE
4A-FE
7A-FE
2RZ-E
2RZ-E
SVZ-FE
1 FZ-FE
4A-GEL
3s-GE
3s-FE
5E-FE
3s-FE
2TZ-FE
3s-FE
2E-E
4E-FE
7M-GE
7M-GE
7M-GTE
2JZ-GTE
2TZ-FE
cat 3VZ-E
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
~oyotaTC CS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota TCCS
Toyota 01s
Toyota DIS
Toyota TCCS
Toyota TCCS
GM-Multec CFi-he
GM-Multec MPi
GM-Multec MPi-DIS
GM-Multec ZE CFi
GM-Multec CF1
GM-Multec-S MPi
GM-Multe~C FI
GM-Multec CFi
GM-Multec MPi
GM-Multec CFi
GM-Multec MPi

Index of vehicles covered 0.25
Model
Corsa-0 and Combo 1.2i
Corsa-B 1.2i E-Drive
Coma 1.4i cat
Corsa-B 1.4i and Van
Corsa 1.4i cat
Corsa-B 1.4i and Van
Corsa-B 1.4i 16V
Corsa-B and Combo 1.41
Corsa 1.4i cat
Corsa 1 dl cat
Corsa 1.6i cat
Corsa 1.6i cat
Corsa-A l.6i SPi cat
Corsa-0 1.6 GSi
Corsa 1.6 MPi cat
Cow-B 1.6i
Fmntera 2.0i cat SOHC
Frontera 2.0i
Frontera 2.2i
Frontera 2.4i cat CIH
Kadett-E 1.4i cat
Kadett-E 1.6 cat
Kadett-E 1.8i cat
Kadett 2.0i
Kadett 2.0i
Kadett GSi 8V 2.0i SOHC
Kadett 2.0i cat SOHC
Kadett 2.0i 16V DOHC
Kadett 2.0i 16V DOHC cat
Kadett 1.6 cat
Nova 1.2i cat
Nova 1.4i cat
Nova 1.4i cat
Nova 1.6i cat
Nova 1.6i cat
Nova 1.6i cat
Nova 1.6 MPi cat
Omega-B 2.01
Omega 2.0i
Omega 2.0i SOHC
Omega 2.0i SOHC cat
Omega 2.0i SOHC cat
Omega-B 2.0i 16V
Omega-B 2.0i 16V
Ofiega 2.4i CIH cat
Omega 2.5i
Omega 2.6i CIH car
Omega 3.0i ,
Omega 3.0i CIH cat
Omega 24V DOHC cat
Omega 24V DOHC Estate cat
Senator 2.6i CIH cat
Senator 3.0i CIH cat
Senator 24V DOHC cat
Senator 24V DOHC Estate cat
Tigra 1.4i 16V
Tigra 1.6i
Vectra 1.6i cat
Vectra 1.6i cat
Vectra 1.6i & cat
Vectra-A 1.6i E-Drive
Vectra-6 1.6i
Vectra-B 1.6i 16V
Vectra 1.8i cat
Engine code
C12NZ
X12SZ
C14NZ
C14NZ
C14SE
C14NZ
XI 4XE
XI 4SZ
C14SE
C16NZ
C1 GSE
Cl6SE
C16RIZ
C16XE
C1 GSEI
XI 6XE
C20NE
XPOSE
X22XE
C24NE
C14NZ
C16NZ
Cl8NZ
ZONE
20SEH
20SEH
C20NE
C20XEJ
C20XE
C16NZ
Cl2NZ
C14NZ
C14SE
C16NZ
C16SE
~~l SE
C16SEI
XPOSE
20SE
20SE
C20NE
C20NEJ
XSOXEV
XPOXEV
C24NE
X25XE
C26NE
X3OXE
C30NE
C30SE
CBOSEJ
C26NE
C30NE
C3OSE
CBOSEJ
XI 4XE
X16XE
C16NZ
C16NZ2
El 6NZ
X16XZ
X16SZR
XI 6XEL
Cl aNZ
Year
1 993 to 1997
1 993 to 1997
1 990 to 1993
1993 to 1997
1993 to 1994
1993 to 1996
1995 to 1997
1996 to 1997
1992 to 1 993
System
GM-Multec CFi
Multec ZE CFi
GM-Multec CFi
GM-Multec ZE CFi
GM-Multec MPi
GM-Multec CFi
GM-Multec XS
GM-Multec CFi
GM-Muttec MPi
GM-Multec CFi
GM-Multec MPi
GM-Multec MPi
GM-Multec ZE CFi
GM-Multec MPi
Bosch Motronic 1.5
GM-Multec XS
Bosch Motronic 1.5
Bosch Motronic 1.5.4
Bosch Motronic 1.5.4
Bosch Motronic 1.5
GM-Multec CFi
GM-Multec CFi
GM-Multec CFi
Bosch Motronic ML4.1
Bosch Motronic ML4.1
BOSCM~o tronic 1.5
Bosch Motronic 1.5
Bosch Motronic 2.5
Bosch Motronic 2.5
Multec ZE CFi
GM-Multec CFi
GM-Multec CFi
GM-Multec MPi
GM-Multec CFi
GM-Multec MPi
GM-Multe MPi
Bosch Motronic 1.5
Bosch Motronic 1.5.4
Bosch Motronic ML4.1
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motronic 1.5
Simtec 56.1
Simtec 56.5
Bosh Motronic 1.5
Bosch Motronic 2.8.1
Bosch Motronic 1.5
Bosch Motronic 2.8.1
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motronic 1.5
GM-Multec MPi
GM-Multec MPi
GM-Multec CFi
GM-Multec CFi
GM-Multec ZE CFi
GM-Multec ZE CFi
GM-Multec SPi
GM-Multez-S SEFi
GM-Multec CFi
0.26 Index of vehicles covered
Model
VAUXHIlLL (Continued)
Vectra-8 1.8; 16V
Vectra-B 2.0i 1 BV
V~tr2a.0 i
Vectra 2.0i cat
Vectra 2.0 SOHC
VeMra 2.01 and 4x4 SOHC
Vectra 2.0i SOHC cat
Vectra GSi 200016V DOHC
Vectra 2.0 16V 4x4 DOHC cat
Vectra-A 2.01 16V
Vectra-A Turbo cat
Vectra-A 2.51 24V
Vectn-6 2.3 V6
VQLKSWAGEN
Caddy Pick-up
Caravelle 2 .Di and cat
Caravelle 2.0i cat
Caravells 2.51
Caravelle 2.8
Corrado 1.8i ('360 supercharger) cat
Corrado 2 .O 16V
Corrado 2.0 BV
Corrado VR6
Corrado 2.0i cat
GoH 1.31 cat
GoH 1.4i cat
Golf 1.4i
Golf 1.6i cat
Golf 1.6i cat
Golf 1.6i
Golf 1.6i 8V
Golf 1.6 8V
Golf 1.8i
Golf 1 .Bi cat
Golf 16V cat
Golf Syncro 2.9
Golf 1.81 cat
Goif 1.8i cat
Golf 1.8i and 4x4
Golf 1.8i cat
Golf 2.0i cat
Golf 2.0i 16V cat
Golf 2.01
Golt 2.0
Gotl VR6
Jetta 1 6V cat
Jetta 1.8i cat
Jetta 1.8i
Jetta 1.8i cat
LT 2.3
Passat 1.6i cat
Passat 16V cat
Passat 1.6;
Passat 1.8 cat
Passat 1.8i and cat
Passat 1.8i
Passat 1.81 and cat
Passat 1.81 cat
Passat 1.81 cat
Passat 1.8i cat
Passat 1.8i cal
Passat 1.8;
Pmsa? i .8i
Engine
AEE
AAC
AAC
ACU
AES
PG
9A
ADY
ABV
2E
AAV
ABD
AEX
ABU
Am
AEK
AEE
AFT
GX
GX
PL
ABV
AAM
ABS
ADZ
RP
2E
ABF
ADY
AGG
A4A
FL
RP
GX
GX
AGL
1 F
9A
AEK
JN
RP
RP
RP
AAM
AAM
AAM
AAM
ABS
AAM
code Year System
S~rntec 56.5
Simtec 56.5
Bosch Motronic ML4.1
Bosch Motronic 1.5
Bosch Motronic 1.5
Bosch Motron~c1 .5
Bosch Motronic 1.5
Bosch Motronic 2.5
Bosch Motronic 2.5
Sirntez 56.1
Basch Motronic 2.7
Bosch Motronic 2.8
Bosch Motronic 2.8.3
Magneti-Marelli 1 AV
VAG Digifant
VAG Digifant
VAG Digifant
Bosch Motronic
VAG
Bosch KE-Motronic 1.2
Simos
Bosch Motronic 2.9
VAG Digdant
Bosch Mono-Motronic 1.2.1
Bosch Mono-Motronic 1.2.3R
Bosch Motronic MP9.0
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.3
Bosch Motronic
Magneti-Mawlli 1AV
Simos 452
Bosch KE-Jetronic
8osch KE--Jetronic
Bosch KE-Jetronic
Bosch Motron~c2 .9 MPi
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.2.2
Bosch Mono-Mottonic
Bosch Mono-Jetron~cA 2.2
VAG Oigifant
VAG Digkfant
Simos
Simos 4S MPi
Bosch Motronic 2.7
Bosch KE-Jetronic
Bosch Mono-Jetronic A2.2
Bwch KE-Jetronic
Bosch KE-Jeti-on~c
Bosch Motronic
8osch Mono-Jetrontc
Bosch KE1.2-Motronic
Bosch M2.9 Motronic
Bosch KE-Jetronic
Bosch Mono-Jetrgnic A2.2
Bosch Mono-Motronic 1.2.1
Bosch Mono-Motronic 1.2.1
Bosch Mono-Motronic 1.2.1
Bosch Mono-Motronic 1.2.3
Bmch Mono-Motronlc 1.2.3
Bosch Mono-Motronic 1.3
Bosch Mono-Motronic 1.2.1
Bosch Mono-Motronic 1.2.1
Index of vehicles covered 0.27
Model
Passat 1.81
Pasat 1.8i
Passat 1.8i cat
Passat 1.8i cat
Passat 2.0 and Syncro
Passat 2.0i
Passat VR6
Passat 2.0i and 4 x 4 cat
Passat 2.0i cat
Passat 2.8 VR6
Passat 2.9 Syncro
Polo 1 .OSi cat
Polo 1.0i cat
Polo 1.05i cat
Polo 1.05 cat
Polo 1.3 cat
Polo 1.3i cat
Polo ClassicICaddy 1.4
Polo ClassicICaddy 1.6
Polo 1.4 8V 44kW
Polo 1.4 1 6V
Polo 1.6i 8V
Polo Classic 1.6 8V
Polo 1.6i cat
Santana 1.8 cat
Sharan 2.0
Sharan 2.8
Transporter 2.01 and cat
Transporter 2.5i cat
Transporter 2.5i cat
Transporter 2.8
Vento 1.4i cat
Vento 1.4i
Vento 1.6i 8V
Vento t .6i cat
Vento 1.6i cat
Vento 1.6i
Vento 1.8i cat
Vento 1.81c at
Vento 1.81 and 4x4
Vento 2.01
Vento VR6
Vento 2.01 cat
VOL VO
240 2.0i cat
240 2.3 cat
240 2.3 cat
240 2.3i cat '
400 1.7i SOHC
400 1.7i SOHC cat
400 1.71 SOHC 8V
400 1.7i SOHC 8V cat
400 1.81 SOHC cat
400 f.8i SOHC cat
400 2.0i SOHC 8V cat
400 2.0i SOHC 8V cat
440 1.6i SOHC 8V
460 1.6i SOHC 8V
740 2.0 cat
740 2.31 16V cat
740 2.3 Turbo cat
740 2.3 Turbo cat
760 2.3 Turbo cat
760 2.3 Turbo cat
Engine code
ABS
ABS
ABS
ADZ
ADY
AGG
MA
2E
ABF
AAA
ABV
AAK
AEV
AAU
AAU
AAV
ADX
AEX
1 F
AEX
AFH
AEE
AFT
AEA
JN
ADY
AAA
AAC
AAF
ACU
AES
ABD
AEX
AEE
ABU
AEA
AEK
AAM
ABS
ADZ
ADY
AAA
2E
Year
1991 to 1992
1 992 to 1994
1 992 to 1994
1 994 to 1997
1 994 to 1996
1995 to 1997
1991 to 1993
1992 to 1994
1 994 to 1995
1993 to 1996
1 994 to 1996
1 989 to 1990
1 994 to 1997
1 990 to 1993
1 993 to 1994
1991 to 1994
1 994 to 1995
1 996 to 1997
1996 to 1997
1 995 to 1997
1 996 to 1997
1995 to 1997
1 996 to 1997
1994 to 1996
1984 to 1988
1 995 to 1997
1995 to 1997
1991 to 1997
1991 to 1995
1 994 to 1997
1 996 to 1997
1 992 to 1995
1995 to 1997
1995 to 1997
1 993 to 1994
1 994 to 1995
1 994 to 1995
1 992 to 1997
1 992 to 1994
1 994 to 1997
1 994 to 1997
1 992 to 1997
1 992 to 1994
System
Bosh Mono-Motronic 1.2.1
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.2.3
Simos
Simos
Bosch Motronic M2.7/2.9
VAG Digifant
VAG Digifant
Bosch Motronic M2.7/2.9
Bosch Motronic M2.9
Bosch Mono-Jetronic A2.2
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1 2.1
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.3
Bosch Motronic MP9.0 MPi
Bosch Mono-Motronic
Bosch Motronic MP9.0
Magneti-Marelli 1 AV
Magneti-Marelli 1AV
Simos MPi
Bosch Mono-Motronic 1.3
Bosch KE-Jetronic
Sirnos
Bosch Motronic 3.8.1
VAG Digifant
VAG Digifant
VAG Digifant
Bosch Motronic
Bosch Mono-Motronic 1.2.3R
Bosch Motronic MP9.0
Magneti-Marelli f AV
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.3
Bosch Motronic
Bosch Mono-Motronic 1.2.3
Bosch Mono-Motronic 1.2.2
Bosch Mono-Motronic
Simos
Bosch Motronic 2.7/2.9
VAG Digifant
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Fenix 1 or 3.2
Fenix 1 or 3.2
Fenix 3B
Fenix 36
Fenix 3BF SPi
Fenix 3BF SPi
Fenix 36 MPi
Fenix 36 MPi
Fenix 38 MPi
Fenix 38 MPi
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Om28 Index of vehicles covered
Model Engine code Yeer System
VOLYO (Continued)
850 2.0i 20V
850 2.5i 20V
850 2.0 20V Turbo
850 T5 DOHC 20V
850 T-5R
850R
850 2.0i 10V SOHC
850 2.5i 10V SOHC
900 2.31 LPT Turbo
940 2.0i cat
940 2.3
940 2.0i Turbo cat
Bosch LH3.2-Jetronic
Bosch LH3.2-Jetronic
Bosch Motronic M4.3 SEFl
Bosch Motronlc M4.3 SEFl
Bmch Motronic M4.3 SEFl
Bmch Motronic M4.3 SEFl
Fenix 5.2 SEFl
Fenlx 5.2 SEFl
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4-Jetronic
Chapter 1
Introduction to Self-Diagnosis
Contents
Adaptive control function .................................. 4 Introduction ............................................ 1
Function of the Self-Diagnosis system ....................... 2 Limited Operating Strategy (LOS) - "limp-home" mode . . . . . . . . . . 3
effective operation of vehicular engines was were introduced in California by Californian
, ,
, , ,, , accept4 and argued by the California Air State Government under the "Clean Air Act" to
Resourcw Board (CARB). By 1968 regulations restrict pollutant emissions for passenger cars.
, ,, , , , A
, ,,,
The objective of the Self-Diagnosis (SD)
function (sometimes termed On-Board
Diagnosis or OBD) is to minimise pollutant
emissions for motor vehicles. Self-diagnosis is
the basis for controlling engine performance
in order to provlde the most effective
conditions for efficient operation.
Heynes Engine Management
Techbook
A general knowledge of engine
management system (EMS) operation and of
the chemical sequences of combustion for
internal combustion engines will help explain
why and how SD has become such an
important part of the modern vehicle. Refer to
the companion volume "Automotive Engine
Management and Fuel Injection Systems
Manual" (Book No 3344, available from the
publishers of this title) for a description of the
operation of the modern EMS.
The chemical sequence of
combustion
Fuels for spark ignition and diesel engines
consist of various hydrocarbon compounds,
which combine with the oxygen of the intake
air. Nitrogen and other residual gases also
combine during the combustion process. With
perfect cordbustion, no toxic substances
would be produced. Under actual operating
conditions, non-toxic exhaust gases such as
nitrogen (N,), water vapour (H,O) and carbon
dioxide (CO,) join the toxic products of
incomplete combustion. Toxic substances in
exhaust gases include carbon monoxide (CO),
partially-unbumt hydrocarbons (HC), nitrogen
oxides, sulphur dioxide (SO,), lead
compounds and soot (see illustrations 1.1
and 1.2). The high concentratlon of pollutants
resulting from vehicle emissions are known to
be causing health problems, notably
respiratory illnesses, and also have
environmentally-damaging effects.
The idea that toxic emissions should be
reduced while maintaining or improving the
Dioxide
Perfect
combustion
Water
Hydrocarbons
l ncomplete
combustion
Water
Hydrocarbons
ti WM
1.1 Combustion chart
1 12 Introduction to Self-Diagnosis
Pollutants 1.0
Water Vapour 12.7
Argon and
Oxygen 0.7- Dioxide 12.1
HZ9688
- d 'I
1.2 Pollutant chart showing the percentage of toxic smlssions in 1.3 18-pin Self-Diagnosis connector
1 .OW of exhaust gas
Confrol functions, monitoring
and dlagnos flc communica fion
By 1978 the first Engine Management
Systems were developed, f~rsta ppearing as
the Bosch Motron~cw hich was fitted to the
BMW 7321. Englne management serves the
purpose of enabling the engine components
to operate effectively by means of an
Etectron~c Cantrot Module (ECM) which
controls, monitors and in some cases adapts
to ensure that tha most efficient levels of
engine operation can be expected.
The EMS soon evolved to include a Self-
Diagnosis (SD) function whlch not only
controls and monitors components of the
engine system but alsa enables the driver or
technc~ato~ identify faults that are otherwise
difficult to detect. This was achieved by the
invention and application of a data
communication system, and the introduction
of a computertsed memory into the ECM.
Faults could then be stored in ECM memory
and retrieved at a latsr time. On some models,
a self-diagnostic warning light illuminates to
give warning of a fault, or the tight can be
used to display the stored faults as a series of
flashes. A 1981 Caditlac was the first vehicle
to which an ECM with self-diagnosis was
fitted, and the system was Bendix Digital.
Since the early 1980s, the evolution of the
EMS has been relatively quick, and most
vehicle manufacturers now equip their
vehicles with an EMS that only bears some
5maU resemblance to the early systems. Not
only are the most recent Engine Management
Systems almost universally fitted with a selfdiagnosis
capability, but many automatic
transmissions, anti-lock brak~ng systems
(ABS) and supplementary restraint systems
(SRS, typically airbags) controlled by ECMs
have self-dragnosis. An adaptive capability
has been ~ntroduced so that component
operation is cont~nually monitored and
adjusted for optimum performance.
A brief definition of
SeM-Diagnosis (SDl
The Self-Diagnosis tunction checks tho
signals from the ECM circuits against a set of
control parameters. If a signal does not lie
with~nth e bounds of the control parameters,
an lnternal fault rs stored In ECM memory. The
stored faults are represented in the main by
codes termed "Fault Codes". When the fault
codes are retrieved from the ECM they
become an invaluable aid to diagnosis.
Standardisation of
On-Board Diagnosis (OBDJ
On-board Diagnosis established three
essent~al criteria for manufacturers and
vehicle technicians/eng~neers to ensure that
vehicles contorm from model year 1988. First,
vehicles must be eau~pped with an electronjc
SD system. Second, any faults (malfunctions)
relevant to exhaust emissions must be
djsplayed by means of an SO warning light
installed on the instrument panel. Third, the
fault must be recorded in ECM fault memory,
and may be retrievable with the aid of a Fault
Code Reader (FCR), or via Flash Codes.
From 1988 to 1991 the International
Standards Orgarusation drafted and updated
150 91 41 to IS09141-2, which attempts to
standardise:
The SD plug connection.
The diagnostic equipment and its range of
diagnoses.
The contents of the protocols.
The extent of data lo be exchanged,
These were based on the regulations for
America. However, these agreed requirements
are now being adopted by European governmer.
ts and governments of all five continents
in consultation with veh~clem anufacturers.
More requirements were laid down by a
second regulation, 060 11, whlch was applied
from model year 1994. Diesel engines were
also subject to the OSO requirements as of
model year 1996. The additional requirements
are as follows:
Additional flashing function of the SD
warning light.
Monitoring of functions and components,
not only for defects, but also for ensuring
adherence to emission vafues.
In addition to storing faults as a digital
code, the operating conditions are also
stored in the so-called "Freeze Frame".
The contents of the fault memory must be
capable of being retrieved by a Fault
Cde Reader instead of fiash Codes.
Note: Systems designed fo OED /I are
equipped with a 16-pin SD connector
(see iIIustrution 1.3).
The monrtoring funct~on of engtne
management systems has also been
extended and regulated. OBD I1 calls for the
cantinuo~~sm onitoring of the following
components and areas:
Combustion.
Catalytic convemr.
Oxygen sensor.
Secondary air system.
Fuel evaporation system.
Exhaust-gas recirculation (EGR) system.
Diesel englnes are subject to the same
regulations and objectives, but obviously
different components, such as glow plugs, are
monitored to interact with the relevant
technology employed on each system.
The ISO, the SAE and a plethora of
transport and environmentally-concerned nongovernmental
organisations have argued for
further and consistent regulations. The US
"Clean Air Acts" have adopted the CAR8
standards as a mmirnurn level of protection for
pudic health and welkbeing; similar legbslation
has been brought into be~ngb y many local snd
national governments since 1968. The
Introduction of catatytic converters. fuel
injection systems, the increased use of vehicle
diesel engines and of unleaded petrol engines
during the past 30 years, has made further
positive contributions to reducing the
problems which arise with pollutant emissions.
lntmduction to Self-Diagnosis 1 03
Eumpean On-Board Diagnosis
IEOW
European vehicle manufacturers await the
introduction of a European On-Board
Oiagnosis (EOBD) def~nit~onw, hich will
strengthen the IS0 91 4 t -CARB definition, and
that Is expected to be introduced by the 2000
millennium. A Europe-wide worktng party is in
axistence to determine the details of the
EOBD standards. EOBD is likely to include
rimy of the OBD II conditions, but additional
rnasures are also being considered.
hfl-Diagnosis function
The Self-bagnosis (SD) function
(sometimes termed On-Board Diagnosis or
OBO) of the modern Engine Management
System continualty exarnlnes the signal values
from the various engine sensors and
actuators. The signals are then cornpard wilh
pre-programmed control parameters. The
control parameters may vary from system to
system, and could include upper and lower
measurement values, a speciftc number of
woneous signals within a pre-determined
tlme period, implaus~ble signals, signals
outs~de of adaptwe limits, and other
parameters determined by the system
dtrsigner or vehicle manufacturer. If the signal
value IS outside of the conlrol parameters (for
example a short-circuit or an open-circuit), the
ECM determines that a fault is present, and
stores a coda In ECM fault memorj.
Early SO systarns were capable of
generating and storing no more than a handful
of cMes. However, 10 years on, many of the
more advanced systems can generate 100 or
mwe codes, and this may sharply increase
over the next decade as snglne management
becomes capable of diagnosing many more
fault conditions.
For exarnpk, in one SD system, a s;mple
de may be generated to cover a!l possible
fault conditions that could affect a particular
crrcuit. in anotper SD system, several codes
may be generated to cover various fault
conditions, and this could pinpoint the reason
fw the tault in that part~culasr ensor. If we use
the Coolent Temperature Sensor {CTS) circuit
as an example, the first code may be
generated as a general CTS tault. Other ccdes
may be generated to indicate an open or
short-circuit. In additinn, codes that indicate a
weak or a rich m~nture condition may be
generated as a consequence of thls particular
component failure. Where the ECM practises
adaplive control around the ideal mixture
ratio, a fault may cause the adaptive limlts to
be exceeded, and even more codes may be
raised. However. on determination of such a
fault, the EMS will certainly move into LOS or
"limp-home" mode - this will reduce the
m~Kturep roblems and the probable number of Interference (RFI) that may disrupt the EMS or
different codes that could be generated. cause spurious (erroneous) codes to be
As the EMS evolves, many more generated. A disrupted EMS may result In
cornwnen:s will be controlled and monitored erratic ECM ooeration.
by the ECM, and the SD function w~lcle rtainly
extend to cover these additional components.
Th~s book is mainly concerned with testing
areas that relate to the engine, although all
codes generated by ancillary systems such as
the air conditioning and automatic
transmission wilt be listed in the Fault Code
tables appearing In each Chapter.
Urnitations to Self-Diagmsis
There are some limitations to Self-
Diagnosu, and some sensor faults may not
necessarily cause a code to be stored. Faults
in components for which a code is not
available or for conditions not covered by the
d~agnostic software wlll not be stored. This
also means that mechanical problems and
secondarj ignition circuit (HT) faults are not
directly covered by the SD system. However,
side-eHecls from, for example, a vacuum leak
or faulty exhaust valve will create mixture and
idle problems, which may cause appropriate
codes to be stored. The tnck then is to relate
the fault code to the engine condrtion - engine
checks may I% necessary to aid diagnosis in
this respect.
In addition, a fault code generally only
points to a faulty circuit. For example, a code
il?dicating a CTS fault may be caused by a
faulty coolant temperature sensor, a wiring
fault or a corroded connector.
Some vehicle systems are capable of storing
faults that occur intermittently - others are not.
In some instan-, a fault code may be lost the
moment that the ignition is switched off; care
should be taken when retrieving codes or
investigating faults in this kind of system.
The smart technician will use the fault code
as a starting point, and as such, it can c.l uicklv.
point hlrn in the right direction. On the other
hand, absence of a code may not always be
indicative af a fault-free system, and care
shoubd be exercised during diagnosis.
Spurious signal
Faulty HT s~gnals or faulty electrbcal
componerlts can create Radio Frequency
Umited range or out-of-range sensors
If the sensor remains wi?hin its design
parameters, even if the permeters are incorrect
for certa[n operating conddions, a fault ode will
not be stored. For example, a faulty coolanl
t'emp6mture sensw will cause a fauk code to be
qeneratnd if it is open-circuit or shorted to
earth. However, if the sensor resistance does
not change during a temperature change, a
code may not be generated, although the
engine will Indeed run badly at some
temperatures. 'The majority of current SD
systems would not recognise a fault m this
instance because the signal would remain
within the control parameters. The next
paragraph describes poss~ble methods of
overcoming this particular problem.
lmalausible sicmals
The software in some newer systams IS
becoming more sophisticated, and may check
for a change in vokage or current over a period
oi tlrne. If the sign~olu tput does not change as
expected, a fault wrH be stored. Also, earlier
systems would generate a fault code if a
particular circhlt was outside of the control
parameters without reference to other data or
circuits. More modern systems may consider
ths output from several components, and
relate one s~gnatl o another. A fault code may
be generated based upon the plausibilrty of the
signal when related to a number of other
signals. For instance, if me engine speed mPM)
is increasing, the throttle position sensor (TPS)
indicates a wide-open throttle, yet the airflow
sensor (AFS) does not indicate an increase in
airflow, the AFS signal could be considered
implausible and a cde would be generatd.
Many vehicles are equipped with an SD
warning light, usually located in the instrument
panel on the facia (see lllustretions 1.4 to
I .0). Alternatively, an LED may be set into the
casing of the ECM. Onoe the ignition is turned
on, the warning light or LED will illuminate.
1.4 A typical SD wemino light located In the insbment panel
1 e4 Introduction to Self-Diagnosis
1.5 A second typical SD warning light
located in the instrument panel
This serves as a check that the light circu~4ls
functional After the engine has started, the
light should ext!ngulsh and remaan off so long
as the SD system does not detect a fault. If
the ECM detemlnes that a detectable fault is
present, the warning light IS turned on. The
light remains turned on until the detectable
fault is no longer present. If the fault clears,
the light will usua\!y turn off, allhough the
code itself may remaln stored until the ECM
fault memory is cleared. A fault in some
systems may tJe classified as a minor fault
and although the ECM will log the presence of
the fault, the light may not be turned on.
Not all vehicles utihse a warning light:
systems w~thout one will require interrogation
by a FCR or Flash Code d~splay by manual
means to detenn~ne whether a fault 1s stored
or nclt.
Fast and slow codes
Codes transmitted by an ECM may be
designated as "slow codes" or "last codes".
Slow codes are fault codes wh~cha re emrtted
slowly enough to be displayed on an LED or
on a facia-mounted warning light. Fast codes
are digital fault codes that are too fast to be
oisplayed on the LEO or on the warning light.
A d~gltal FCR instrument is required for
captur~ngta st codes.
1.6 Typical appearance for a
SD warning light
Other SD functions
To a large degree. the format ar,d type of
dala to be output is determined by the vehlcle
manufacturer (VM). The fuvction of the FCR or
manual code extraction routlne is to initlate
the VM's program and to make the best of
what is actually ava~lable. In other words, if
the VM does not make certa~n lnforrnat~on
available, then it is not possible to access
such information through the serial port.
In addition to code retrieval and code
clearing, a number of other functions are often
available through SD,a s l~stedb elow:
Code retrieval.
Code clearing.
Actuator and component testlng.
Service adjustments.
ECM coding.
Obtaining Datastream.
Flight recorder function.
Note: Not all of the above functions are
available in all systems, and an FCR will
be necessary for many of the more
advanced functions.
Fault code mtrieval
Fault codes can be retneved from the ECM
via an SD output termrna! (sometimes known
as a Ser~al Port), by connecting a suitable
Fault Code Reader or by trigger:ng a manual
1 second flashos Short pause
1.5 second pause
between codes
(Example of codes 12 and 23)
I- I
1.7 Representation of typical 2-digit flash codes as display& on an SD warning light or
LED. The duration of the flashes are the same for units and tens.
retr~evai routine. Although manual coae
retnevlng (described below) rs possible In
most early systems, the practice IS dy~ngo ut;
mcst modern systems allow retr~evav\ ia an
FCR alone.
FCR or Scanner ?
The professional tool used for retrieving
codes from SD systems on motor veh~clesin
the UK is termed a Fault Code Reader.
However another term sometimes used IS
"Scanner". The "Scanner" term originated in
the USA, and defrnes a tool that "scans" data,
as dlstinct from a tool whose sole function 1s
to "rel:~eve" data. Real~sticallyt.h e terms can
be used interchangeably to descrlbe coderetrieving
equ~pment. Generally, we will use
the term FCR to descr~bet he code-reading
equlprnent covered by this book.
Manual fault code
retrieval ("Flash Codes")
Some of the early SD systems allowed
~naouacl ode retrieval. Although qulte useful as
a "quick-and-dirty" method of accessing
codes without sophisilcated equipment,
manual code retrieval is Irrn~ted, slow and
prone to error. In addition, it is not possrble to
retneve codes that are transmitted at Ine h~gh
trar~sfer rates seen In modern syslems.
Typically, manual code relrieval is initiated by
using a jumper lead to br~dgec ertain terminals
III the SD connector. The codes are then
displayed by the flashng of the Instrument
panel warning light, or on :he LED set into the
ECM casing (where these components are
fittd). Codes oLtained in th~sfa shon are often
ternled "Flash Codes" (see iltustrations 1.7 to
1.9). By counting the flashes or meter sweeps
and referr~ngto the Fault Code table in earn
Chapter, faults can thus be detennined. Where
an SD light or LED is not fitted, an 1-ED diode
or a voltmeter (see Warning No 5 in the
Reference Section at the end of this book)
can be used In some systems.
Fault code clearing
There are a number of methods used by the
vehicle manufacturers to clear fault memory
over the years. Mid-198Ds systems d~dno t
retain codes, and were aulornalically cleared
once the ignttron was t~rrned off. Soon the
ECM fault memory was provided with a
permanent battery voltage that allowed codes
and other data to be retained aRer the ignrtion
was turned off Codes generated by these
systems are normally cleared with an FCR
(preferred method), altnough a manual routine
is often possible. Removing a battery lead or
the ECM multi-plug may also clear the codes
from memory. Some of the lalest types of
systems utflise non-volatile memory Nonvolatile
memory retarns data even afler the
battery has been d~sconnected, and code
clearing must be effected w~thth e a~col f an
FCR {see illuslration 1.19).
Noie: Codes should always be cleared after
component tests or after repairs ~nvolving the
removal 61 an EMS corhponert
Introduction to Self-Diagnosis 1 *5
Clearing codes manually
It is often possible to clear fault codes by
in~tiat~nag m anual rout~nes irnrlar to that used
to retrieve flash codes.
Actuator and component testing
The FCR can be used to test the wiring and
components In certain actuator circu~ts. For
example, the idle speed control valve (ISCV)
circult could be energlsed. If the valve
actuates, this proves the Integrity of that
circuit. Depending on the system (it is not
possible to test a particular actuator unless the
routine has been designed into the SD
system), possible circuits include the fuel
Injectors, relays. ISCV, and emission actuators
amongst others. It may also be possrble to test
the signals from certain sensors. A common
test IS to check the signal from the throttle
posltlor~s ensor (TPS) as the throttle IS moved
from the closed to the fully-open position and
then returned to the closed position. Afault will
be reg~stered ~f the potentlometer track 1s
deemed to be defective.
Manual sensor testing and
component actuation
Component actuation is normally the
provlnce of the FCR. However, in a very few
systerns, rrlanual actuation ar~dc omponent
testlng is possible. Where appropriate, these
rout~nes will be described In the relevant
Chapter.
Service adjustments
In most modern engines. any kind of
adlustment to the Idle mixture or ignition
tlmlng 1s not poss~ble. However, some older
systems are denied external adjustment, and
an FCR is essential if certain adjustments are
to be effected. Examples include some Ford
vehicles with EEC IV, the Rover 800 SPI, and
more recent Rover veh~clesw ith MEMS. All of
these veh~cles require an FCR for varlous
adiustments including ignition timing and/or
rdle mixture adjustment.
ECM coding
In some systems, an FCR may be used to
code the control unit for certain applications.
Th~s funct~on is normally reserved for the
vehicle mat~ufacturer'srn ain agent, and allows
a smaller range of control modules to be bu~lt
for a large number of different applications.
Codrng the control un~wt ould match the ECM
to a particular vehicle.
Obtaining Datastream
Datastream ~nformationIS live data from the
varlous sensors and actuators that can be
displayed on the FCR screen. This function is
particularly useful for rapid testing of suspect
sensors and actuators Dynamic tests could
be performed and the sensor response
recorded. Where a component seems faulty,
but a code is not generated, Datastream could
be viewed over a range of englne speeds and
temperatures. For example, the coolant
temperature sensor signal could be viewed
Multiples of 10 indicated by Units indicated
1 2 3 2
(Example of codes 12 and 32) HA
1.8 Representation of typical 2-digit flash codes as displayed on an SD warning light or
LED. The flash duration is longer for the multiples of ten, and shorter for the single units
1 second flashes
1.5 second pause
1 2 2 3
(Example of code 1223) !
1.9 Representation of typical 4-digit flash codes as displayed on an SD warning
light or LED
with the engine cold, and closely monitored as
the englne IS warmed up. Any irregular~tresIn
the signal should be obvious during the course
of the time taken to warm the engine.
Although signals from the various
components can be viewed by connecting an
osc~tloscopeo r dlgltal multi-meter (DMM) to
the relevant circuit, it is often quicker and
more convenient to view the system data on
the screen of the FCR. This function is only
available with the aid of a FCR, and manual
display of Datastream is not possible. Some
FCRs can be connected to a standard
personal computer (PC) and the data from all
monitored components could be displayed
simultaneously upon the screen. This
overcomes the problem of displaying data
from a small number of components on a
small FCR screen. As dynamic tests are
initiated. the response from each component
could be more easily observed. In addition,
with the aid of suitable software, the PC could
chart and record each signal as various tests
are performed. All of the signals (or a
selection) could then be played back and
reviewed at some later stage.
1.10 A common proprietary
Fault Code Reader
1.6 Introduction to Self-Diagnosis
Flight mcorrder function
A tacil~ty that is available in some FCRs
and/or SD systems is Ihal of a "flight
recorder" mode - more usually called a
"snapshot" or "playback" function. Where a
fault is intermittent or difficult to diagnose, the
condition of the various components can be
determined from the signal output at the
moment of fault occurrence, and this could
lead to a solution.
The FCR must be attached to the SD
connector, and the vehicle taken for a road test.
The snapshot function is usually initiated at an
early stage in the run. Data will be gathered and
recorded during the running period. However,
since the memory capacity of the ECM or FCR
is limited, data will only be retained for a short
period. When the fault occurs, it is necessary to
hit a button, then a pre-determined number of
records bfore the occunence and after will be
stored. Back in the workshop, the data (usually
presented as Datastream) can be played back
one sample at a time, and frozen for evaluation
where requird. Reviewing all of the data from
each sensor and actuator may then lead to the
solution. However, not all SD systems or even
all FCRs are capable of this function.
The majority of modern SD systems also
have a Limited Operating Strategy (LOS) -
othewise known as "limp-home" mode. This
means that in the event of a fault in certain
sensor circuits (and usually where a fault code
has ben generated, although not all codes will
initiate LOS), the ECM will automatically enter
LOS and refer to a programmed default value
rather than the sensor signal. This enables the
vehicle to be safely driven to a workshop/
garage for repair or testing. Once the fault has
cleared, the ECM will revert to normal
operation.
LOS is a safety system, which allows the
engine to operate at a reduced efficiency
level. Some LOS systems are so smart, the
driver may be unaware that a fault has
occurred unless the warning light is
illuminated (if fitted).
Since the substituted values is often that of
a hot or semi-hot engine, cold starting and
running during the warm-up period may be
less than satisfactory. Also, failure of a major
sensor, such as the airflow sensor or the MAP
sensor, may cause the ECM to restrict engine
performance. For example, if a Ford EEC IV
system detects a major fault within the ECM,
the engine will run with the timing set to lo0
(no timing advance) and the fuel pump will run
continuously.
In some systems, failure of a coolant or air
temperature sensor (CTS or ATS) will cause
the ECM to use the other component as a
default. For example, if the CTS failed, the
ECM would use the ATS value. In addition, the
default value might be used when the engine is
cold and then switched to a value that IS close
to that of a hol wnglno after the englne has run
for 10 minutes. Unless the SD warnrng light
comes on, it would thus be very difficult to
recognise that a fault had actually occurred.
In many modern engine management
systems, the ECM is adaptive to changing
engine operating characteristics. Where the
ECM software is adaptive, the data is
constantly monitored from various engine
functions, and the data is stored in memory so
that over a fairly long monitoring period, signal
averages can be built.
During normal engine operation, the ECM
refers to several three-dimensional maps for
timing, fuel injection, idle speed etc.
Depending upon the changing signals from
the various sensors (ATS, CTS, AFS or MAP,
TPS, etc), the ECM constantly corrects the
final output signals to the various actuators.
By adopting the stored adaptive values as a
correction to the basic map, the ECM is able
to adapt much more quickly to almost any
changed operating circumstances.
As the engine or its components wear or
even if certain faults develop, the changed
signals are added to the stored adaptive
memory, and the signal averages gradually
change. The ECM continually reacts to the
adaptive memory and soon adapts to the
changed conditions. If the adaptive value
exceeds the control parameters, a fault code
may be generated.
Adaptive control is applied typically to the
following areas, and adaptation and
correction of the various maps usually occurs
during idle or part-load engine operation:
Idle operation.
Mixture adjustment.
Knock control.
Carbon filter solenoid valve {CFSV)
operation.
Exhaust gas recirculation (EGR}.
When the adaptive map is used in
conjunction with the oxygen sensor (0s) in a
catalytic converter system, the ECM is able to
respond much more quickly and retain tighter
control over the changing gases in the exhaust
system. During closed-loop operation, the
basic injection value Is determined by the
vatues stored in the map for a specific rpm and
load. If the basic injection value causes exhaust
emissions outside of the lambda value (0.98 to
1.02 air-fuel ratio) the mixture would be too rich
or too lean, and the OS would signal the ECM
which in turn will correct the mixture. However,
this response takes a little time, and so the
ECM learns a correction value and adds this
"adaptive" value to the basic map. From now
on, under most operating conditions, the
emissions will be very close to Lambda and so,
after reference to the OS signal and adaptive
map, the ECM wlll only need to make small ;
correct~onsto keep ~tt hat way. !
At ldle speed, the system w~lsl ettle down to ;
idle at the best speed for each ~ndlv~du'a t application. Operation of the CFSV ~ntroduces,
a combustible mixture to the engine that 1s 1
compensated for by the fuel evaporation :
adaptive correction values after detect~on by
the 0s.
Adapitvo vaiues are learnt by the ECM ovsr )
a per~odo f Ilrne, and tend to be averaged ovw I
a great number of samples. This means that rl
the change in operating conditions is gradual.
the adaptation w~lal lso be gradual. However.
if a sudden and dramat~c change occurs. the
adapt~ve funct~on may take some tlme to
readapt to the changed conditions. The
change in circumstances can occur when a
fault occurs In the system, or even arter a
system component has been changed
When one or more system components
have been renewed, the ECM will need to
relearn the new values, and th~s can
sometimes create operating problems unt~l
the ECM has compleled the process. This can
create a temporary veh~cled r~veabil~ftayu lt
that could certatnly occur after proper repairs
have been made to some part of the system.
The driveabllity faull should gradually become
less prominent as the EMS adapts.
For example, an injector may be leak~nga nd
the ECM will adapt to prov~dea leaner mixture
Once the faulty injecior has been rwnewed or
cleaned, the adaptation w~lel n towards lean,
and the engine may be hesitant until the ECM
adapts to the correct m~xtureI.n some systems.
it is possible to use an FCR lo reset Ihe ECM
adaptive memorj to the or~ginadl efault value
after a mmponent has been renewed.
Most adaptive systems w~ll lose ihwr
settings if the battery is d~sconnected. Once
the battery is reconnecled and the engrne 1s
restarted, the system will need to go through
a relearning curve. This usually occurs 7arrly
quickly, although idle quality may be poor unt~the adaptive process is completed.
Not all systems are affected by batterj
disconnection. Rover MEMS IS an example of
a system that uses non-volat~lem emory to
retain adaptive settings when the battery 1s
disconnected.
Rogue adaptive function
The danger with an adaptive functlon IS lhat
sometimes an erroneous signal may be
adopted as a valid measurement, and th~sm ay
create an operating problem. If the erroneous
signal is not serious enough to generate a fault
code, the fault may remain undetected.
In some instances the ECM can become
confused and the adaptive values could
become corrupted. This may cause
operational problems, and a system check will
reveal "no fault found". Disconnecting the
vehicle battery may effect a cure. since therecalibration
will reset the ECM default base
values. However, resening values with an FCR
is the preferred method, to avo~dth e loss of
other stored values that w~ll occur after
disconnection ol the batterj.
Chapter 2
Test equipment, training and technical data
Contents
Equipment ............................................. 2 Technical information .................................... 5
Introduction ...........................................1. Trainingcourses .......................................4 .
Major suppliers of diagnostic equipment . . . . . . . . . . . . . . . . . . . . . 3
Testing the modem automobile engine is a
seriws business. To be good at it, you nd
to seriously invest in three areas. We can liken
the thra~re as to the good old threelegged
stool. In our automotive stool, the legs are
equipment, training and information. Kick one
leg away, and the others are left a little shaky.
Those with serious diagnostic intentions will
make appropriate investments in all three
areas.
That is not to say that those without the
Mt equipment, or the necessary know-how,
or the information, are completely stuck. It will
just require a little more time and patience,
that's all.
2.1 The Haynes FCR. A digital code is
displayed upon the screen
Fault diagnosis then, and your method of
diagnosis, will largely depend upon the
equipment available. and your expertise.
There is a definite trade-off in time against
cost. The greater the level of investment in
equipment and training, the speedier the
diagnosis. The less investment, the longer it
will take. Obvious, really!
Within the confines of this Chapter, we will
look at the Fault Code Reader and other
equipment suitable for testing the various
components of the Engine Management
System. Some of this equipment is
inexpensive, and some not.
Fault code reader (FCR)
A number of manufacturers market test
equipment for connecting to the EMS serial
port (see illustrations 2.1 and 2.2). These
general-purpose FCRs allow data to be
retrieved on a wide range of vehicles and
systems. The FCR could be used to obtain and
clear fault codes, display Datastream
Information on the state af the various sensors
and actuators, "fire" the system actuators, alter
the coding of the ECM, make adjustments to
the timing and/or idle mixture and provide a
flight recorder function. However, not all of the
FCRs available wlll fulftl all of these functions
and in any case, some functions may not be
possible in some systems.
The FCR is very useful for pointing the
engineer in the direction of a specific fault.
However, the faults detected may be limited
by the level of self-diagnosis designed into the
vehicle ECM, and other test equipment may
be required to pinpoint the actual fault.
FCRs come in many shapes and sizes (and
indeed in many price ranges) and could
generally be divided into three levels. At the
most basic level, the FCR may do little more
than interface with the SO connector and read
codes as flash codes. A range of cables and
connectors along with instructions on how to
connect, retrieve and clear codes from the
various vehicles and systems covered by the
tool should be available. Flash code tables in
an accompanying manual should be provided
for interpretation purposes. The basic FCR
will not be able to read fast fault codes, and
will therefore be very limited in the number of
vehicles that it can be used upon. Certainly,
none of the advanced functions such as
adjustment or actuator testing may be
available.
FCRs at the second level are usually quite
sophisticated, and will contain all of the
functions available to the basic tool and a
whole lot more. This FCR will probably display
the code and a line of text describing the fault.
Data for each range of vehicles or systems will
usually be supplied on a removable pod or
memory card, which makes the tester very
upgradeable. Many of the more advanced
facilities will be available, and interface with a
PC and printer is often possible.
2.2 A popular proprietary FCR. A selection
of system pods are available for testing a
wide range of systems and vehicles
2.2 Test equipment, training and technical data
23 A typical dl& test lamp 2.4 A selsctlon of temporary jumper wires
The more expensive FCRs offer more
facilities than just a code reading function,
and could more accurately be termed
Eiectronic System Testers. These tools will
test the widest range of vehicles, and often
allow interface with a Break Out Box. Many
additional test routines may be provided
within the software, and the documentation
and system data provided w~thth e tool is
Additionally, the diode tester may be used tor
testing of digital signals at the ECM or ignition
module.
Jumper wires
Useful for brrdging terminals in the SD
connector in order to obtain flash codes, or
for checking out circuils, and bridging or "bypassing"
the relay (see illustration 2.4).
likely k be extensive.
Some FCR manufacturers or suppliers may Franchke* vehicle dealer
include a technical support hotline, and The franchised dealer will often use
tralning courses may also be available. dedicated test equipment Ihat relies on
aroarammed test methods. The eauinment
Diode test llght with LED
The diode test Ught with LEO (see
illustration 2.3) is particularly useful for
obtaining manual flash codes where an SD
warning l~ghtis not part of the system under
test. The light must conform to minimum
standards for tools to be connected to
ebectronic circuits (see Wamlng No 8 In the
Reference Section at the end ol this book).
kill Tnte~acsw ith the ECM, usually through
the serial port, and lead the engineer through
a programmed test procedure. Depending on
its sophistication, the test equipment may be
able to test most circuits, or may reier the
engineer to lest procedures uslng additior,al
equipment. This equipment is ded~catedto
one vehicle manufacturer, and may not be
available to other workshops outside nf the
franchised network (see illustration 2.5).
2.6 Programmed test equipment
2.5 The Rover Testbook - a laptop
computer-based piece of test equipment
that contains a very sophisticated and
interactive test programme
Programmed test equipment
Th~s kind of proprietary equipment will
interface between the ECM and the ECM
multi-plug, and is offered as an alternahe to
the serial port and FCR approach. Th\s
equipment checks the input and output
signals moving between the ECM and rts
sensors and actuators. If one or more of the
signals is outside of pre-programmed
parameters, the equipment w~ldl ~splayth e
erroneoils s~gnaal s a fault. Once aga\n, other
test equ~prr~enmt ay be requlred to pinpoint
the actual fault (sm illustration 2.6)
ECM testing equipment
Usually the province of those companies
that specialise in the repair of the ECM, and
not available for purchase by the garage or
workshop. One company ;hTP) offer an ECM
lest via a modem over the teiephone network
if the ECM is takeo to one ol their agents.
Other ECM testing companies require that the
ECM is sent to them by post for evaluat~on.
This is the equipment required for the most
basic approach. These days, the meter w~ll
probably be dlgltal (DMM), and must be
designed for use w~the lectronic clrcu~ts.A n
analogue meter or even a test l~ghtc an be
used, so long as it meets the same
requirements as the d~gitaml eter. Depending
on the sophrstication of the meter, the DMM
can be used to test for bas^ voltage (AC and
DC), resistance. frequency, rpm, duty cycle.
Test equipmer lt, training and technical data 2.3
temperature etc. (see illustrations 2.7 and
2.8). A select~on0 1 Ih~np robes and banana
plugs foc connecting to a break-out box (BOB)
will also be useful (refer lo illustratlon 2.13).
If the fault is a straightforward electrical
fault, the meter will often be adequate.
However, the drawback is that a DMM cannot
analyse Ihe complex electrical waveforms
produced by many electronic sensors and
actuators, and test results can sometimes be
misleading.
Dscillosmpe (with or without
DM# and engine analyser)
An oscilloscope (see illustratlon 2.9) is
essentially a graphlc voltmeter. Voltage is
rarely still, and tends to rise and fall over a
period of time. The oscilloscope (or 'scope)
measures voltage against time, and displays it
in the form of a waveform. Even when the
voltage change is very rapid, the scope can
usually capture the changes. Circuit faults can
often be spotted much faster than when uslng
other types of test instrument. Traditionally,
the 'scope has been used for many years to
dlagnose faults in the primary and secondary
ignition systems of conventional nonelectronic
vehicles. With the advent 01
electronics, the 'scope has become even
more important, and when a labscope
function 1s available, analysis of complex
waveforms is possible. This equ~prnent is
often used in conjunction w~th other
equipment, for speedy diagnosis of a w~de
range of problems. The large engine analyser
and 'scope is now giving way to a plethora of
smaller handheld 'scopes that pack great
diagnost~cp ower Into portable form.
Exhaust gas anaiyser
These days the state-of-the-art gas
analyser comes w~thth e ability to measure
four of the gases present in the exhaust pipe,
and ~t also calculates the Lambda ratio. The
gases are oxygen, carbon dioxide, carbon
2.7 Two typical high-impedance DMMs
with similar performance but different sets
of leads and probes. The left unit is
equipped with alligator clips and the right
unit with spiked probes. Using the alligator
clips frees your hands lor other tasks,
whilst the probes are useful for
backpmbing multi-plug connectors
monoxide and hydrmarbons. Less-expensive
gas anatysers are available that will measure
one, two or three gases. However, the better
the gas analyser, the easier it gets. The gas
analyser is now a recognised diagnostic tool.
Faults in ignition, fuelling and various
mechanical engine problems can be
diagnosd from the state of the various gases
present In the exhaust.
Fuel pressure test kit
Fuel pressure is vitally important to the weltbeing
of the fuel-injecid engine, and a proper
test gauge that will measure fuel pressures up
to 7.0 bar is essential. The pressure gauge is
2.9 Oscilloscope
2.8 Top of the range Fluke DMM with a
multitude of features and attachments
normally supplied with a kit of adapters to
connect it to a wide range of disparate fuel
systems (see illustration 2.1 0).
Variabk potentiometer
Because of the widespread use of the
"limp-home" mode or LOS in the modern
EMS, disconnecting a sensor such as the
coolant temperature sensor (CTS) may have
little effect on the running of tne engtne The
ECM will assume a fault, and place a fixed
value as replacement for that sensor.
However, it is useful to be able to vary the
resistance sent to the ECM and note the
effect. One answer IS to use a potentiometer
with a variable resistance. If th~sIS connected
in place of the CTS resistor, then ECM
response. injection duration and CO may be
checked at the various resistance values that
relate to a certain temperature (see
Illustration 2.11).
2.10 Fuel pressure gauge and adapter kit
- . --
2.4 Test equipment, training and technical data
2.11 Using a variable potentiometer to vary the CTS resistance.
Voltage change can be measured and the engine can be fooled
into thinking it is cold or hot when the reverse is the case. This
moms that simulated cold running tests can be accomplished
with the engine hot and without waiting for it to wol
Noid light
A nold l~ghtis a small ~nexpensiveli ght for
checking the slgnal to the injector. She
Injector harness IS detached at the injector,
and the noid light plugged into the injector
harness. It the engina IS then cranked. the
light will flash H the injector is being pulsed by
the ECM (see illustration 2.12).
Brsak-out box (808)
The BOB (see illustration 2.13) is a box
containing a number of connectors that allows
easy access to the ECM input and output
signals, without directly probing the ECM
pins. The BOB loom terminates in a universal
connector. A multi-plug harness of similar
construction to the ECM harness is ioterfaced
between the ECM and its multi-plug, and the
other end is connected to 1Pe 806 loom. The
800 will now intercept all s~gr~atlhsa t go to
and from the ECM. If a DMM or an
oscilloscope or any otb8er suitable kind of test
equipment IS connected to the relevant BOB
connectors, ihe ECM signals can be easily
measured. The maln drawback IS the number
of different ECM multi-plug connectors
2.13 Using a Break-Out Box to obtain
voltage at the ECM pins
req11:rsd for a good coverage of electronic
systems. Small BOBS are also available for
measuring values at components where it is
difficult to connect the test equipment.
There are three maln reasons why use of a
BOB Is desirable in order to access the
signals:
7) Ideally, the connection point for
measuring data values from sensors and
actflatow is at the ECM multi-plug (with
the ECM mujtt-plug connected). The ECM
nlulti-plug is the point through which all
incoming and outgoing signals will pass.
and dynamically testing at this point is
considered to give mom accurate results.
2) in modern ~8hiC/esk, em ultr -plug is
becoming more heavrly iflsulated, and
removing the insulation or d~smantling the
ECM multi-plug so that back-probing is
possrble, is becoming almost impossibb.
To a certain extent, the same is true of
some components.
2.12 Injector noid light
3) ECM multi-plug temrnals (pins) are a?
best fmgtle, and froquent probing or
backprobing can cause damage. Some
pins are gold-plated, and will lose thetr
conductivity rf the plating is scraped off.
Using a 608 protects the pins from such
damage.
Battery saver
Actually, "battery saver" is a misnomer,
since the func!ion of this device is to hold
power to permanently live circuits wh~lstt he
battery is removed cr changed. Tne live
circuits may provide power to the radro
security and slation memory, and to the ECM
aaaptive memory, etc.
1 Jump leads with surge
protection I
It is possible to deslroy an ECM if l
unprotected jump leads are used to prov~de:
emergency power to the battery. Rather than :
use jump leads, it is far safer to charge the 1
battery before attempting to start the veh~cle '
A poor engine or chassis earth, flat battery or i
tired starter molor and unprotecled jump
leads are a recipe for t~ladli saster. 1
Vacuum gauge
As useful as it always was. The vacuum
gauge takes the pulse of the engine from a
conned~onto the ~nlemt anifold, and is u~-?ful
for diagnosin~ a wide range of timing and
mechanical faults, ~ncludinga blocked exhaust
system or vacuum leak (see illustration 2.14)
2.f4 Vacuum gauge
I Test equipment, training and technical data 2.5
Vacuum pump
The vacuum pump can be used to check
the multitude of vacuum-operated devices
that are fitted to many modern vehicles (see
illustration 2.15). A crude vacuum pump can
be constructed from a bicycle pump. Reverse
the washer in the pump, and the pump will
then "suck" instead of "blow".
Spark jumper
Useful for attaching to an HT lead to check
for a spark. If you hold the lead from a modem
high-output ~gn~t~syosnte m whilsi cranking
the engine, you may get quite a shock when
testing for spark. Apart lrorn curllog your hair,
the ignithon system may also be damaged.
Feeler gauges
Still usetul for measuring the various
clearances at the crank angle sensor, throttle
switch, spark plug, valve clearances etc.
Hairdryer or cold spray
Useful for gently heating or cooling
2.18 HT lead puller
Hf lead puller
Ideal for safely break~ngth e HT lead-tospark
plug seal and then safely disconnecting
the lead (see illustration 2.16) How many
times have you pulled ai a lead to have ~t
disintegrate into your hand?
Exhaust back-pressure tester
Useful for check~ng lor exhaust backpressure;
screws into the oxygen sensor hole
2.15 Vacuum pump klt components during a test where heat may be on catalyst vehicles. The presence of backcontributing
to iailure. pressure indicates an exhaust blockage.
S wor suppliiers of dlegnostic equipment
Note: The details below are correct at the time of writing (Spring 1998).
Alba D~agnosticsL td
Bankhoad Avenue
Bankhead Industrial Estate
Glenrothes
Fl fe
Scotland
KW 6JG Tel: 01 333 425000
Asnu (UKJ ~td
27 Bournehall Avenue
Bushey, Herls
WD2 3AU Tel: 01 81 420 3494
ATF Electron~cD svelopments Ltd
Victoria St
Hednesford, Staffordshire
WS12 5BU Tel: 01 543 879788
AutoD~agnos: UK) Ltd
Preston Technology Centre
Marsh Lane
Pwston, Lancashire
PR1 BUD Tel: 01 772 887774
Auto Smart tools Ltd
(Electronic tools for German vehicles)
Tudor House
Sycamore Road
Arnersham
Bucks.
HP6 600 Tel: 01494 722738
Cryplon Ltd
Br~stoRl oad
Br~dgwaterS. ornersei
TA6 4BX Tet: 01 278 436200
Fluke (UK) Ltd
Colonial Way
Watford, Hetts
WD2 3WO Tel: 01923 24051 1
Gunson Ltd
Pudding Mill Lane
London
El5 2PJ Tel: 01 81 9848855
Intermotor
Occupation Road
Hucknall, Nottingham
NGI 5 6DZ Tel: 01 15 9528000
Lucas Aftermarket Operations
Stratford Road
Solihull
Birmingham
890 dAX Tel: 0121 6975000
Omitech lnstrurnentation Ltd
Hopton Industrial Estate
London Road
Dev~zesW, ~ltshire
SN10 2EU Tel: 01 380 729256
Robert Bosch Ltd
PO Boa 98
Broadwater Park
Denharn, Uxbridge
Middx
U89 5HJ Tel: 01 095 I334466
SPX UK Ltd
Churchilt Way
High March
Daventry, Noilhanls
NN11 4NF Tel: 01 327 706461
Sun Electr~c(U K) Ltd
Oldmedow Road
Kings Lynn, Nolfolk
PE30 4JW Tel: 01 553 692422
Sykes-Pickavant Ltd
Kilnhouse Lane
Lytham St. Annes
Lancs.
FY8 3DU Tel: 01 253 784800
2.6 Test equipment, training and technical data
:I,::
, ,,
~, 4 Training cwraes , , , ,", , . . . , ,, ,' , :, : . . , .:' , ; , , ; .,
, ,
, , , ., . .. :, , , , ,, < , , .~
Note: The details below are correct at the time of writing (Spring 1998).
There are a number of companies that
special~se in training for the motor industry.
The same tra~ning courses are usually
ava~lableto the general public. Please contact
the various badio~li stcd below if you wi* lo
learn more aboLt training for the automotive
md~3ty.
AA External Training Courses
Wid-nerpool Hall
Keyworth, Notts
NG12 5QB
Tel: 021 501 7357/7389
Crypton Ltd
Bristol Road
Br~dgwaterS, omerset
TA6 40X
Tel: 01 278 436210
Fuel Injeciion Senlces
Unit 7
Salter Street
Prest~n
PRI !NT
Tel: 01 772 201 597
Lucas Test
International Training Centre
Ur~lt7 , M~caC lose
Tamworth, Staffs
B77 4QH
Tel: oaz7 63503
MasterTech
Freepost RM1109
Wickford, Essex
SS11 88R
Tel: 01268 570700
Note: The details below are ccrrect at the t,;rne of writing (Spring 19981.
Specific information on the various systems Equiplech
is essential if effective diagnosis and repairs Yawl House
are to be completed Companies that Main Road
specal~seIn automotive techn~cali nformation Marchwood, Southampton
are listed below. SO40 4UZ
Sel: 01703 862240
Autologic Data Systems Lid
Arnewood Br~dgeR oad, Sway
Lymrngton. Hsnts
SO41 6DA
Tel, 01 590 683868
Glass's Information Serv~ces Ltd
No. 1 Princes Road
Weybrdge, Surrey
KT1 3 QTU
Tel: 01 332 823823
OTC E~ropeL td
VL Churchill Ltd
PO BOK 3. London 9oad
Davenfry. Northants
NNll 4NF
Te1: 01 327 704461
Sun Electr~c(U K) Ltd
Oldmedow Road
Kings Lynn, Norfolk
PE30 4JW
Tel: 07553 692422
Sykes-P~ckavanLt td
K~lnhouseL ane
Lytham St. Annes
Lancs.
FY83W
Tel; 01 253 784800
Haynes Publish~ng
Sparkford, Nr Yeovil
Somerset
BA22 7JJ
Tel: 0 1 %3 440635
MasterTech
Freepost RMl t 09
Wbckford. Essex
SS11 813R
T el: 01268 5701 00
Chapter 3
General test procedures
Contents
Bask inspection Variable potentlometer ................................. 6
Mgital mufti-meter (OMM) tests Voltage tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Duty cycle tests ......................................... 5 General fauR dlagnosis
Introduction .......................................... 2 lntroduct~on .......................................... 1
Resistance iests ....................................... 4
General fault diag-n osis
1 Introduction
1 As a general rule. it IS usually beneficial to
work through the checks listed in "Basic
inspection" before connecting Ihe fault code
reader. The reason for this is clear - electrical
and HT faults may adversely affect eleci ronic
mntrol module operat~on, giving incorrect or
spurious results, and causing much
confusion. Only after elecirical and HT
problems have been resolved should the
operation of the ECM and ~tsse nsors be
evaluated
2 The fault code reader can be used lor the
following iasks:
a) Readrq fault codes.
b) Clearing fault codes.
c; Datastream tesirng (not all systems, for
example Ford E EC lV cannot provide
Datastream).
d) Actuator and component testmg.
e) Serd~cea djustments.
17 ECM coding.
g] Snapshot function.
Limitations of
Self-Diagnosis systems
3 Sorne may see the fault code reader (FCR]
as a panacea for solving all electronic prob!ems
tn the vehlcls, but reading the fault code is only
the beginning. To a large degree, the software
designed into the vehic!e ECM provides the
information to be decoded by the FCR. The
FCR makes the most of this information, but if
certain facil~t~eosr data are not designed for
output al the serial port, the facilities will not
be available to the FCR.
4 In many instances. the FCR can provide the
answer to a puzzling fault very quickly.
However, it w~lin ot provide all lbe answers,
because some faults (including actual EGM
faults) may not even generate a fault code.
5 There are a number ol d~stinctli mital~onsto
Self-Diagnosis systems:
a) The vehicle manufacturer fays down ttre
basic data that can be extracted from the
engine management system by the FCR,
and the Self-Diagnosis system and FCR
must work within those limitations
6) A code will not be stored if the ECM IS
not programmed to recognise tnat a
oarticular cornDonen1 is bultv. - -
c) 'Spurious codes can be triggered by
electrrcal or secondary HT faults.
d) One or more spurious codes can be
trrggered by a faulty component that may
or may not trigger a code by itself.
e) The fault code indicates a faulty crrcuit,
and not necessarily a component. F-or
example, a faulty sensor. wiring fault, or
corroded cmnector may cause 2 code
indicating a coolant temperature sensor
(CTS) fault. Always check the wiring and
connectors, and apply proper tests to the
component before judging it to be faulfy.
f) Limited range or out of range sensors. If
the sensor remains wlthiri its design
parameters, even if the parameters are
incorrect for certam operatrng conditions.
a fauit code wil, not be stored. For
example, a faulty CCTS will generate a fault
code ~f tt is open-circurt or shorted to
earth. However, if the CTS is stuck at
erther the hot or cold fesatance, a code
may not be generated, although the
engine will rndeed run badly a! some
temperatures.
g) Some vehicle systems are capable of
logging faults that occur mtermittentlv.
and others are not.
h) In some tnstances, a fault code may be
lost when the ignition is swtlched off, and
due allowance should be made for this
kind of system.
11 Older vehicles with besic electronic f~el
injection systems do not support Self-
Diagnosis.
Testing Self-Diagnosis systems
6 Is the engine management system warning
light {where fitled) ~Iluminatedw hile the englne
is running? If so,t his is indlcai~vec f a system
fault, Note: Be aware that some lights do not
illuminate for faults that are desrgnated as
minor faults.
3*2 General test procedures
I
000000
IGN
I
3.1 Initiating flash mdes with the aid of ern LED and a Iumpw lead conmcted
to a typical SD connector
A 17-pin SD conn~ctor G LED test ltght
0 jumper lead D Batter). positM terminal
7 Cmnect an FCR to the Sf3 connector, and does not rndicaie an increase :n airflow -
infarrogats the electronic control module for the AFS stgnal is imp/ausibie, at~da $ult
fault codes. Alternatively, initiate flash cdes if code wouldbe pisrat.
thls IS possible (see ihwtratlon 3.1). Mote: jt e} Out-&range faults am stored rf the signal
is particularly important that the FCR voltage or current does not change &.s
instrucrions am carefully fotlowed in respect of expected over a period of ilme.
connecting to the system under test and fl Adaptve faults us~allyo ccur due to
retrieving fstrlt rndes. Most operat!or+al i?xtemef influences. For examp&. a m!xture
problems n using FCP equipment are Mated problem wilt affect the oxygen sensor
to 8 Ja~ture to read and follow the instructions. adaptive cootrol, whb a coo/!r~g system
8 Once the tault codes have been retrieved, fault might cause overheating which in
refer to the fault code tables and identify the rum may affect adwtive knock control.
fault. Rofer to Chap:er 4 and tallow the 9 If fault cades Ere mtstoted. use the FCR to
appropriate component test procedures to view Datastream (Irve data on system sensors
check out the relevant circuits. Some systems and a~luators,n ot ava~lablefa r all syslems) or
may aid diagnosis by generating codes that follo:~th e symptom-driven fault diagnosis
ind~catew hy the signal is deemed faulty. charts listed in the companion title - "Wajr~es
Examples Engine Management Techbook".
10 Use a fault code reader to interrogate the
a) Cpen {Pjgh) or short flow) ssnsor circut:: EC;M the SD connector,
f~Pcav/ dtage ranp fcrf a sensor with 17 the FCR has diagnosed one more
a5,0vdt~ferencesu~iYmaYbe4.8to fauIts,furtkertestsareusuallyrequrred,and
0.2 volts. It the ECM detects voltage the lechnician may use the FCR (where
above 4.8 at the higher end or v&age less possible). or it may he nRCeSSary to uso a
than 0.2 at the bwer end, Q fault cCde w;ll digit& multi-meter (DMM) an oscjlloscops to
be gene'vted, Reams for a high voItW complete the diagnosis. Refer tn the
a~~ica~/~ad~fect:'vecomPonent.a~no nipurier~tr esls in Chapter 4. Test
Open-C~f~UIatn, absent 5.0 volt fifefence specihcations and specific wirilg diagrams will
vdfage or the refemme voitage might be b, rw\,ired to carT out those tests rxln ect!y.
shoflod bntler~W sif/ve.R easons fora 12 If more than one code is generated, it is
low voltage are typicafly a defective usually best to test and cure each cornpomnt
cmponent or a shot? to earth. in the same order in which they are ge,neraled.
bl If the actmator signal b h~ght,h e fault is 13 Once the FCR has found a fault, a
likely bo an open oriver circuit or the Datastream cnquiry (surne systems only) is a
ECM Is not completicg the zircuitby quick methad of determining whera the fault
"dnvtng" the reievant ECM pin to ~rth. might lie. Tkis data may take various forms,
c) If the actuaforsj9ignoi;s low, Itle si~nalis but is essentially electrical data on voltage,
shorted to earth or the component frequency, dwell or pulse duration.
vol!age supply rs absent. temperature etc. provlded by the various
d) Implausi~ec odes are created with sensors and actuators. Unfortunately, such
reference to other circuits, and where the data i$ not available in all vchicle sydterr~s,
ECM has no drrecr evaence of a fault. If 2nd Datastream is not an option ~f you are
the engine speed is inrreastng, the working with flash codes. Since the data is in
thro!t/epositron enso or indimfcs a wide- real time, vanous tests can be made, and the
open thro:tle ye! the a:dlow sensor (Am response of Ine secsor or actuator evaluated.
14 Dti,~inga - actuating the systm ~ctI-l'.
such zs the Idle control valve, relays - -
injectos rhrough the ESM 15 an escr;!!.
method of tastrng affectiveness of "
actuator and associated wlring c~rc~iIft .
actualw operates when crlven in this fasb
you hate proved that there 1s limo wrong,
tke circuit or compcnent.
15 It may alw be possib e to test the slpi '
frurrl cwfaln sensors (only where pro:~ided'
the sys:em software). For example, A ch- '
could be ma& OT the Ihrollle poslt~ors: tii
signal as the throttle IS mooed from the cia?- -
to the ftlly-open position and then retcrned'.
the closed position. 4 fault will be reg~srered
the potentrometer track IS deemed to t:
defective. It thrs test 1s made on Vc!w
vsiiles, the ECM wil! gemrate a code whtz
tha test is doerned satisfactory. Lack 01 n
code ind~catesa faull in the component or
circuit.
t6 Use an oscilloscope or OMM to check
voRages at the faulty component. Compare
wifli the vahlcle specifications in the relevant
system Chapter.
17 \he an obrnmcter lo l;hecA the faulty
circuit for ccntinuity of the wiring and
component resistance. Compare wi!h iho
veticle s~eciflcat~onIsn the retetanl syslem
Chapter.
18 A lau,ry clrcu~t si-ould be tested and any
faults that are discobered must be repaired.
The FCR should then be used to clear the
errcrs, and the ECM interrqated once again
to see if other fault codes ar;? slirl present.
19 An importart point to bear in mind is that
the ECM w~lt only store faults about the
electronic circuits. Mehanical falrlts, ig~itlon
secondary faults or fuel problems will strll
reqtire diagnosrs using tirna-hur~oured
methods.
20 Road test the vehicle anc then recheck the
SD qsteni for taults. If faults have returned, or
are still prent, more tests bill be required.
Important note: Test procedures may involve
routines that could cause one or more
addiiinnal BLIIc~o des !o bc stored. Thrs fact
should be recognmed duri~g tests, and all
codes must be cleared oncn wstrng is
compiete.
Intermittent faults
21 Wiggle the component w~ring, apply neat
from a hairdryer, nr freeze with a. cold spray-
22 Intermiltent faults can be extremely
d~fficultt o find, and on-road testing is often
desirable, w~lhfa ult codes or Datastream
information being generated as the fault
occurs. Toke the veh~cfdto r a road test with
the fault cde reader or d~grtal multi-meter
attached.
23 If rhe vehicle ECM and yodr FCR provide
a snapshot (recoreer) mode, hook ul: the FCR
arid take the vehicle for a road test w~tha n
assistant. Ask the ass~stan! to start The
snapshot ro~tineto recold data wh* the fault
occurs. Return to the wcrkshog and evaluate
tCle data.
General test procedures 3.3
1 Basic inspection
1 No matter what is the problem, the following
! checks are an essential pre-requisite to the
use of diagnost~c equipment. In many
bt~nces,th e fault will be revealed during
these procedures. Make a careful visual
inspection of the following items. Not all
checks will be appropriate lor all engines. This
Laic inspection can save a great deal of
&able dlagnostic time. Worn but electricallywnd
components do not always fail tests.
0 Check the engine oil level and o~l
condition. Maintenance of the lubrication
system is particularly Important for good
engine operation. In catalyst-equ~pped
vehicles, contaminated 011, a poorlymaintained
PCV system or an oil-burning
engine will contaminate the catalyst in a
verj short period of time. r Check the crankcase breather (PCV)
system condition. Clean all l~lters(? here
will be at least one to the alr cleaner),
clean away accumulated sludge, and
ensure thal the hoses are clear.
0 Check the coolant level and cool~ng
system condition. Maintenance of the
cooling system is particularly important
for goca englne operation. An englne that
1s overcooled or running too hot will
cause an incorrect coolant temperature
sensor signal to be passed lo the EMS,
wh~ch may result in Incorrect output
signals. This will affect timing and fuelling
actuatron.
C Check the autornat~ctr ansmission fluid
level am condition, where appl~cabls.
Check the battery condition.
Check the battery for security.
Check the baltety electrolyte level.
Check the battery cables and
connections.
Check the drivebelt(?,) condition and
tension.
Check the operation of the charging
system (alternator and associated wiring).
Remove the spark pluys and check the
condition. Renew d necessaty.
Check that the spark plug electrode gap
is correct.
Ghwk that the spark plug type is the
correct type for the vehicle.
Check the HT leads verj carefully. A
defective lead may not be immediately
apparent to the naked eye - if the age of
the leads is not known, or if a mixture of
different leads has been fitted, replace
the leads as a set.
If the HT lead cond~tionis satisfactory,
check that the leads are routed sensibly
in the engine compartmeni. H is not
des~rableto have a significant length of
lead in contact with a metal component,
or one which will become hot. HT leads
should be krnked as little as possible - if
the lead is bent back on itself, the lead
may be fractured or the insulation may
break down.
Remove the distributor cap and check the
condition, both external and i~ternal.
Look for cracks or slgns of tracking.
Look for oil or water that may have
seeped into the cap through a defect~ve
seal.
Check the rotor arm conctlt~ona nd
measure the res~stancew here
appropriate. Take care when trylng to
remove the rotor arm, as ~t may be
bonded to the distributor shaft.
Check the co~tlo wer condition. Look for
cracks or stgns of track~ng.
Visually ~nspecat ll connections, rnultiplugs
and terminals. Check for corrosion
and loose or d~splacedte rm~na!~.
Check for airhawurn leaks. Check the
vacuum hoses, inlet manifold, air
trunking, oil dipst~cks eal and rocker
cover seal.
Check the sir f~lterc ondition. Renew ~f~ t
is even sl~ghtlyd ~rty.
Check the exhaust system condrt~wi.
Check the fuel system condtt~onC. heck
for fuel leaks, and for worn or broken
components. If available, the probe from
a gas analyser w~thH C meter can be
passed over the fuel and evaporation
pipes and hoses. If the HC meter
reg~stersa measurement, that component
may be leaking fuel or vapour.
Check the throttle body for a carbon
build-up - usually as a resull of fumes
from the crankcase breather system. The
carbon can cause a st~ck~nogr lackedopen
throttle. wh~ch can cause Idle.
cruis~nga nd other runnlng problems
Carbureltor clean~ngfl uid usuatly cleans
away the carlmn nicely.
Diaital multi-meter (DMM) tests
that is serious about fault diagnosis should
- 2 Introduction certainly have one.
For the purposes of this book, we will
generally test the majority af components with
reference to the voltmeter. Resistance or
Generally speaking, test results obtained continuity tests using an ohmmeter will be
using a voltmeter or oscilloscope {particularly appropriate.
recommended) are more fellable and may
reveal more fau!ts thar: the ohmmeter. Voltage
t8sts are much more dynamic and are
obtained with voltage applied to the circuit,
wh~ch is far more Ihkely to reveal a problem
than il the circuit is broken and the component
measured for resistance. In some tnstances,
d~sconnecting a multi-plug may break the
actual connection that 1s at fault, and the
circuit test may then reveal "no fault found".
In addition, the oscilloscope may reveal
some faulis that the voltmeter fails to find. The
'scope is particularly useful for analysing and
displaying the complex signals and 3.2 The art of backprobing tor DC voltage
waveforms from some sensors am' actuators. - circuit multi-plugs connected and ignition
Wjth the proliferat~on of small, portable on. Attach the negative probe to an engine
handheld oscilloscopes at a cost of less than earth and push the positive probe past the
£2500, the 'scope 1s not quite in the province insuiation boot until it makes contact with
of the home rnechan~cb, ut every workshop the terminal connection
Ideally, the connectlon po~nfto r measuring
data values lrom sensors and actuators is at
the ECM multi-plug (with the ECM multi-plug
connected). The ECM multi-plug IS the point
through whch all incoming and outgoing
signals will pass, and dynamicalby testlng at
this point is considered to give more accurate
results. However, for a varlety of reasons, it is
not always possible to test at the ECM mulrlplug
- other points of testing will usually glve
satisfactorj results.
Connecting equipment probes
1 Connect the voltmeter negative probe to an
englne earth.
2 Use the positive probe to backprobe for
voltage at the actual terminals of the cornponent
under test (see illuatrations 3.2 and
3.3). Note: This procedure WIN give acceptable
results in most instances, and is one that we
wou/d mcommend to nm-professionak.
3.4 General test procedures
--
3.3 Baokpmbing at the ECM taminas
3 Alternativoly, if possible, peel back the
insulated boot to the ECM multi-plug and
backprobe the termirals usirig the equipment
probes.
4 If the ECM terminals are not accesside,
tnen ideally connect a hreak-out box (BOB)
between the ECM and its multi-piug. This is
the preferred method and will avoid any
posslbrllty of damage tv the ECM terminals.
Otherwise, the ECM mult8-plug could be
disconnected and the ECM multi-plug
termmais probed tor voltages. Note: This
procedure is mainly used for checking voltage
supplres to the ECM and intwrity of the eanh
connectbns.
A Warning: Refer to Waming No 3
(in the Reterrrnes Section at ihe
end of this book) before dismmcthg
the ECM multi-pfug.
5 Unless otherwise stated, attach the
voltmeter negatlve test lead to an earth on the
engine, and probe or backprobe toe
campbnent terminal under test with the
vdtmeter positive test lead. A Waming: DO NOT push round
tester probes into square or
oblonp terminal connectors.
This leads to terminal deformation and
poor mnnoefiona A split pin Is the correct
shape for inserting into square or oblong
terminals.
6 In his book, the multi-plug diagram usually
shows the tmrninals of the harness connector.
When back-probing the rn~lti-$ua (of vi5WvlrlnQ
the sensor c3nnector terminals), the terminal
positions will be re~rsed.
Probing for supply or reference
volfage
7 With the ignition on, and the component
multi-plug connected or disconnected as
stated in the appropriate test, probe or
backpmbe Iw nominal battery voltage or Ihe
reference voltage 5.0 volt supply.
Probing for signal voltage
8 With the igniiion on, and the corilpGnent
multi-plug connected, backprobe for nominal
aattery voltage or the reference voltage 5.0
volt supply.
9 With the ignit~nnn n, and the component
multi-plug connected, backprobe for 0.25
volts W. The vdtage at the earth or feturn
connectio1-r tu the majority of sensors should
be less Ran 0.1 5 volts.
Method 2
10 This procedure can be carned ~uwtith the
component multi-plug connected or
disconnected. Attach the voltmeter positive
test lead to the supply or reference termiiai,
and the valtrnster \7ryative test read to the
earth or return terminal. The voltmeter shculd
ivdicale supply voltage ,f the earth 1%
satisfactory.
Coolant
sensor
rnultrplug
EQH44 Bndge
- s
1 Ensure that the iqnitioi is off, anrl that
circuit or component under test IS isol;r;<-
from a voltage su~ply. I
A Warning: PO NOT push ro~d
tester probes into square o;%:
oblong tsrminal connectors&
This bsda to termin3
deformafion and poor connections. A iwr
pin is the corred shape for inssrtlng ;ii$
square or obfong terminals.
2 Circuits that begin and end el the ECM am1
best tested lor resistance (and continuity) at
the ECM multi-plug, after I: has beni
disconnected [see nlustratibn 3-41. A Waming: Refer to Warning No 3
(in the Reference Section at th
end of thls book) before dis.
connecting the ECM multi-plug. I 3 The use of a break-out box (BOR) is also;
recommended for resistance tests, but the
BOB must be connected to the ECM multi- j
plug, and not to the ECM iiself. i
4 If the resistance rest for a sensor cjrcult IS \
made at the ECM multi-plug pins. and the 2
sensor has a common connection to the ECM ?
(either \hrough a 5.0 voH reference supply f
and/or a sensor earth retbrn). the mufti-plug i
connentors lor the remarnlng components ;
must be disconnected. If thts procedure k not ,
tolluwed, the results may be rnacwrate.
5 When checking contin~ityo f a circuit or j
cont~nuity to earth, the m>xim~rm resistance +
should be iess than 1.0 ohm.
6 When checking the resistance of a
component against spet~licaol ns, care ]
should be taken in evaluating the condition of !
3.5 Measuing resistance: Mach the circuit muM-plug, select
the appropriate resistance range and then touch the probes to the
3.4 Check continuity of circuR between the ECM and the two terminals under tes~
component multi-plug
1 General test procedures 3.5
3.6 Connect the dwell meter positive probe to the coil negative 3.7 Uslng a variable potentiometer to vary the CTS resistance.
terminal 1 and measure the duly cycle at various engine- Voltage change can be rneasurad and the engine can be fooled
operating speeds into thinking it is cold or hot Hmen the reverse is the case. This
means that simulated cord running tests can be accomplished
with the englne hot and wlthout waiting for it to cool
Rat component as the result of a good or bad
test result. A component with a resistance
outside of ~tso perating parameters may not
~wcessarlly be faulty. Conversely, a circuit
that measures with~n1 :s operating parameters
may still be faully. However, an open-circuit
w a very h~ghre sistance will almost certainly
beind~cat~voef a fault. The ohmmeter is more
usefiri lor check~ngc ircuit cont~nuityth an it is
hr lndicat~ng faully components (see
Ilkrstration 3.5).
13 If the component is connected lo the ECM stage of the pulse duration. The meter may
by more than two wlres, repeat the test using only register the swilcn-on circuit of
a cornb~nationo f two wires at one time. approximately 1 .O or 2.0%. This means ihet
the injector duty cycle reading will be
inaccurate and not representative of the total
pulss wldth seen In the circuit.
Connecting equipment probes
I Vaiabkptmtkmbr
1 Connect the negative dwell mHw probe to
Checking lor continuity of an engine earth.
cirwit 2 Use the posltive probe to backprobe the 1 It can be vety uselul to make certain tests
s~gnatle rm~nalo f the component under test on an engine at various operating
Note: These rests can be used to quickl~ (,- illustration 3.6). temperatures. If the englneer has to walt for
for contmul@ Ofa orcurt between most 3 Make the duly cycle tests at varlous engine the engine to cool, reach normal operating
components (sensors and actuators) and the temperatures, with the englne cranking or temperature or any other important
ECM running and at different englne speeds. temperature, the task of testing can be
7 D~sconnectth e ECM multl-plug irksome and prolonged. Most fuel injection
Warning: Refer to Warning No 3 A (in the Reference Section at the
end of this book) before disconnecting
the ECM muhi-plug.
8 Rsconnect the component r~~~llt~-panludg ,
connect a temporary bridge wire between
terminals 1 and 2 at the component milltiplug-
9 ldent~fy the two ECM pins wh~ch are
connected to the component under test.
10 Connect an ohmmerer between the two
oms at the ECM multi-olua. The meter shou!d
Possible dwell meter problems
Use of dwell meter
during primary cranking tests
4 Although meaningful readlogs can generally
be obtained with most modern DMMs, 11 is
true that some may not be totally accurate
during a crank:ng test on the prlrnary ignition.
This occu:s when the meter's own preset
trigger level may not be suitable for capturing
the true voltage level of Iho component being
tested.
ECMs (and some electronic ignition ECMs)
recognise engine temperature by monitoring
the voltage signal returned from the coolant
temperature sensor (GTS). Note: In a very few
instances this signal may be returned from the
oil temperature sensor (OTS) in additron or
instead of the CTS.
2 If a variable resistor (potentiometer) is
connected between the CTS or OTS terminals
(see itlustration 3.7) the englne temperature
may be simulated over the entire engine
operating temperature range. Obtain a
. ., variable resistor (potentiometer or "pot"); a
d~splayc ontinubty of the circuit. simple pd can be obtained from an
11 If there is no continuity, check lor a break Of meter electrical/electronic component store.
in the wiry or a bad connection between the during tests Although the simple pot type is adequate for
ECM pan and its corresponding terminal at the 5 Where the injector is elther the current most tests, we recommend the use oi the
multi-plug. controlled type or the peak and hold kind; best quality pot that you can obtain. A good
12 Move one of the ohmmeter probes and very few dwell meters may be capable of quality pot will give more "feel" and better
touch to earth. The ohmmeter should d~splay registering the rapid pulsing to eanh or the control of the engine. The pot range should be
an open-circu~t current boldlng that occurs during the second from 1 ohm to 100 000 ohms.
3.6 General test procedures
Testing procedum b) Connect the pt between the two multi- e) On some engines you will set faun codes
3 The following procedures should be plugiermina1- during test procedures, and these codes
followed when usng the pat with either the C) Set the pot to the resishcco for must be erahad aflrr testrng Is completsd
OTS or CTS: the temperature that you wish to simulate. 0 Referto the fault cede section in the
d) Vary the resistance and make the test relevant Chapter for instructions on how
a) Disccnnect the CTS rnulri-plug. pmeclures as required. to char fault codes.
: lntroduct~on .......................................... 1 /, Prlmary trigger test procedures
. General information .................................... 2
Hall-effects ensor (HES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Inductive crank angle sensor (CAS) ....................... 3
Opt~cacl rank angle sensor (CAS) ........................... 5
Primary ignition test procedures
RImary lgnltion ........................................ 6
Lnsor test procedures
Air temperature sensor {ATS) - NTC type ..................... 8
Air temperature sensor (ATS) - PTC type ..................... 9
Airflow sensor (AFS) ..................................... 7
Atmospheric pressure sensor (APS) ....................... 10
COlmixture potentiometer ("pol") ........................... 11
Coolant temperature sensor (CTS) - NTC type ................ 12
Caolant temperature sensor (CTS) - PTC type ................. 13
Cylinder ident~tication- Hall-effect sensor .................... 15
Cylinder idenlificat~on(C IO) - inductive sensor ................1 4
Cylinder identlf~cat~oannd primary trigger - phase sensor faults . . . 1 6
Exhaust gas recirculation system (EGR) ..................... 17
Fuel temperature sensor (FTS) - NTC type ...................18
Fuel temperature switch (FS} - test procedure ............. 19
Knock sensor (KS) ...................................... 20
Manifold absolute pressure (MAP) sensor - analogue type ....... .21
Manifold absolute pressure (MAP) sensor - digltal type ....... 22
Oil temperature sensor (OTS) - NTC type .................2 3
Power steering pressure switch (PSPS) test procedure . . . . . . . . . 24
Throttle potentiometer sensor (TPS or "throttle pot") ...........2 6
Throttle switch (TS) ...................................... 25
Vehicle speed sensor (VSS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Actuator test procedures
Carbon filter solenoid valve (CFSVJ ......................... .28
Idlespeedcontrol ..................................... 29
Multi-point injection system (MPI) fuel injectors .............3 0
Single-point injection system (SPi) fuel injector ............... 31
Throttle body heater and manifold heater ................... .33
Variable induction solenoid (VIS) ....................... 32
Vanable valve timing control solenoid WCS) ................. 34
Wastegatg control solenoid (WCS) - turbocharged engines ....... 35
ECM and fuel system test procedures
ECMfaults ............................................ 36
ECM voltage supplies and earths ........................ 37
Fuel pump and circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 41
Inertiaswitch ......................................... 40
Mixture control or adaptive faults ......................... .42
Oxygensensor(0S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 9
Systemrelay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 8
1 Introduction
1 Refer to the Haynes companion volume,
"Automotive Engrne Management and Fuel
Injection Systems Manual" (Book No 3344,
available from the publishers of this title) lor a
descr~ptiono f the function of each component.
2 Prior to comrnenclng tests on any of the
EMS components, the !allowing checks
should always be made.
R) Inspect the component multr-plug for
corrosion and damage.
6) Check that the terminal pins in the multiplug
are fully pushed home and making
good contacf *rth the component (see
illustration 4. I).
Note: The test procedures described here are
general in nature, and should be used in
canjunction with a wiring diagmm and specific
measurement values for the system under
test.
4.1 Check that the terminal pins in the
multi-plug connector are pushed hame,
and are not damaged, to ensure that a
good contact Is made with the component
under test
MULTIPLUG
CONNECTOR
4.2 Component test procedures
Primary trigger test procedures
Crank
angle
sensor
lo(
4.2 Measure the CAS resistance
2 General information
I Crank
angle
Crank
1 The primary trigger IS the most important
sensor In the system. Until the ECM senses a
signal tron the primary trigger, the fuel pump
relay, Ignition and inject~on functions will not
be actuated. Test procedures for the main
types of trigger are deta~ledb elow.
2 Either the engine w~lfla ll to start or w~ll
misfire if the prlmar)' rrlqger IS defective. Both
~qnltion and fuel irljection will cease or be
d~srupted, depending on the severity of the
fault. Note: Some latersysfems may ulrl~sett le
cylinder rdentificat~onor camshaft signal rf the
prtmary trrgger IS defectrve, and lhe system
will engage the Itmp-home or LOS function.
3 Some systems will geoerate a fault code if
the lynltron is turned on and the engine is not
rhnnlrlg (typical examples include Vauxhall and
the W1Aud1 group). The code 15 cleared from
memory once the enylne has successfully
started.
3 Inductive crank angle sensor
GAS)
Note: These tests are also generally applicable
to RPM, TDC sensors and distributor-located
rnductrve triggers.
1 Remove the GAS from the englne block,
and inspect the end stirface for corrosion and
damage.
2 Measure the CAS resistance (see illustration
4.2) and compare to the specifications for the
vehicle be~ngte sted. Typical resistance for the
CAS is in the range 200 to 1500 ohms Note:
Even if the reststance IS within the quoted
spectficatrons, this does nof prove that the CAS
can generate an acceptable stgnal
3 Check the CAS stgnal {see illustration 4.3):
a) Where possible, an osctlioscope should
be used to check for a sairslactoty signal.
--J ' 4.4 Very briefly flash the (0)a n d (-)
4.3 Check the CAS output with an terminals at the HES multi-plug to
AC voltmeter check for a spark
A minimum AC peak-to-peak voltage of
about 4.0 to 5.0 volts should be obrained.
Check for even peaks. One or more peaks
rnirch smaller than the others woulo'
indrcate d rnissing or damaged CAS lobe.
6) Detach the CAS or ECM multi-plug.
A Warning: Refer to Warning No 3
(in the Reference Section at the
end of this book) before dis+
connecting i he ECM multi-plug.
C) Connect an AC voltmeter behvwn tti~tw o
terminals Ieadfng to the CAS. If J th~td
wire 1s presefl?.i f will be a sheld 1.1t sWe
d) Crank the el?glt?e.A minimum AC RMS
voltage of about 0.7 volts should be
obta~neda, lthough most good setnors will
provrde an output of niore than 1.4 AC
RMS voltage.
Note: The AC volfmeter at least prpves that a
stgnal rs being generated by the CAS.
However, the AC voltage is an alerage
voltage, and does not dearly indicate dr~rnage
to the CAS lobes of that the sinewave IS
regular m formalfon.
4 In some systems, the GAS may be shielded.
To test the shielding, proceed as follows:
a) Locate the wiring multi-pkrg cuflnector or
disconrlect the ECM mulfr-plug (refer to
the warning above).
6) Attach an ohmmeter probe to one of the
sensor terminals
cj Attach the other ohmmeter probe to the
shie/d wire terminal. A feadtng of fnftn~ty
should be obta~ned.
dl Move the ohmn7eterprobe from the stlflld
ujire terminal and connect rt to earth A
readiqg oftnf~nrtysh ould also bp cbta~ne?
Note: The shield wire on the CAS In sorne
systems 1s connected to the GAS earth return
wfre. in such a case, continuity wfll be
regrstered on the ohmmeter. atld this IS
normal for that vehicle. Refer to the w~ring
diagrams for the sysrerr? uoder test to
defefmine how the CAS 1s wrred
4 Hall-effect sensor (HES)
Quick HES test
(non-runner, no spark)
Note: In most systems the HES 1s located in
the dislribuior However, a flywheel-rnounl~d
HES is found in some VW/ALJs~yIs tems.
1 Remove the HT "k~ng" lead frarrl the
drstrtbutor cap centre tower. and connect ~t l o
the cylinder head via a spark lumper.
2 Detach the HES multi-plug at Ihe d~str~butor
(refer to illustration 4.16).
3 ldent~ty the supply. s~gnal and earth
terminals
4 Briefly llash a small jumper lead between
the (0) and (-) terminals on the HES harness
multi-plug (see illustration 4.4).
4.5 .
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tur
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term
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and
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7 C
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8 It
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Component test procedures 4.3
i 45 Connect a voltmeter between the HES
(+)and (-1 termlnals. As the engine is
i turned, a voltage of between 10 and 12
I
I
volts should be obtained
5 11 a spark jumps across the spark jumper
lerninals to the cyl~nderh ead, the corl and
ampl~f~earr e capable of producing a spark,
and the Hall switch in the distributor is
suspect.
HES test procedures
6 Roll back the rubber protection boot to the
HES multi-pluy
7 Connect the voltmeter negat~ve or dwell
meter probe to an rnylne earth.
8 ldent~fy the supply, signal and earlh
terminals
8 Connect the voltmeter positive or dwell
meter probe to the wlre altached to the HES
s~gnal termlnal
10 Allow the engine to Idle
li An average voltage of approx~tnately7 to
8 volts, or on approximate duty cycle of 35%
should be ublaiiled
Signal voltage or duty cycle
signal not available
12 Stcp the englne, and remove Ihe
distr~butocr ap.
13 With the HES multi-plug connected, and
the ignition on. connect the voltmeter posltlve
probe to the s~gnatle rrr~inal( see illustration
4.51.
14 Turn the engine over s~owlyA. s the trigger
vane cut-out space moves irl and out of the
air aap. the voltage stiould alternate between
10 to I? volts and zero volts.
Signal voltage not available
15 Disconnect the HES multl-plu~ at the
dstrrbutor
16 Probe output terminal 2 (0) of Ihe harness
multi-plug with the voltmeter positlue probe A
voltage of between 10 and 12 volts should be
obtained.
17 If there is no voltage from the ECM to
terminal 2, check lo: continuity of the signal
wlrlng between the HES and the ECM.
Recheck for wltaae at the ECM terrn~nalI.f no
18 Check the voltage supply (1 0 lo 12 volts)
at HES terminal number 1 (+). If the supply is
unsatisfactory, check for continuity of the
wir~ngb etween the HES and the ECM.
I9 Check :he earth connection at HES
terminal number 3 (-).
20 If the voltage supply and earth are
satisfactory, the HES in the distribulor is
susoect.
5 Optical crank angle swrw .
(CMl
1 Recommended test equipment for
measurlvg the optical CAS s~gnal is an
osc~lloscope. However, a DMM that can
measure volts, duty cycle, RPM (tachometer)
and frequency could also be used to test for a
rudimentary signal. Note: Nissan and other
Far Eastern mani~facturertsy pically utilise the
optical distributor as the pnmaty trigger.
2 Remove the distributor cap and visuatly
inspect the rotor plate for damage and
eccentricity. If necessary, remove the
distributor from the englne and rotate the
shaft. The shaft and rotor plate must rotate
wllhout deviation or distortion (see
illustration 4.6).
RPM signal output tests
Note: The CAS and ECM mu:,:tr-plug must
remain connected during signal output tests.
The following tests are typtcal, and may need
modifying for some applications due to
variations In wiring.
Note: In order to conduct the RPM and TDC
tests, it is also possible to remove Ihe
distribulor from the engine, switch on the
rgnition and rotate the distributor shaii by
hand.
3 Connect the test equipment between
terminals 1 (earth or signal return) and 4 (RPM
signal) at the CAS multi-plug or the
corresponding multi-plug termlnals at the
ECM.
4 Crank or run the engine.
5 On an osc~lloscope, a high-frequency
square waveform switching between zero ant)
5 volts should be obtained. Check for evefi
peaks. One or more peak that is much smaller
than the others could indicate a damaged slit.
6 A digltal voltmeter should indicate
switchlng between zero and 5 volts. The duty
cycle, RPM and frequency meters should 4
~ndicatea signal output. The frequency of the
RPM srgnal should be greater than that
oblained when testing the TDC sensor signal
(see below).
7 If the signal 1s non-existent, very weak 01
intermitter~t,c heck for a voltage supply t o
CAS term~nal 2 and check the CAS eadh at
tenlnal 1. Also check the sensor for damage.
dirt or 011, the distributor and rolor plate for
damage, and for cont~nulty between the GAS
s~gnatle rmmal and the ECM pln.
8 Run the englne at various engine speeds.
and check for a cons~stents ignal that meets
the same requirements as the cranking test.
TDC signal output tests
Note: The CAS and ECM muli~ plug must
fernam connected during signal output tests
9 Connect the meter between terminals 1
(earth or signal return) and 3 rDC signal) at
the CAS multi-plug or the correspondirlg
multi-plug terminals al Ihe ECM.
10 Crank or run the englne.
11 On an oscilloscope, a high-frequency
square wavelorm switchlng between zero and
5 volts should be obtained. Check for even
peaks. One or more peak that is much smaller
than the others could indicate a damaged slit.
12 A digital voltmeter should lndlcate
swltchlng between zero and 5 volts The duty
cycle, RPM and frequency meters should
~ndicatea slgnal output. The frequency of the
TDC signal should be less than that obtalned
when test~ng the RPM sensor slgnal (see
above).
13 If the s~gnal 1s non-existent, very weak or
Intermbttent, check for a voltage supply to
CAS terminal 2 and check the CAS earth at
terminal 1. Also check the sensor for damage.
dirt or oil, the dlstrlbutor and rotor plate for
damage, and for conlinulty between the GAS
s~gnatle rminal and the ECM pln
14 Run the engine at varlolrs engine speeds,
and check for a consistent s~gnal that meets
the same requirements as the crankqng test.
CAS shield connection
15 The CAS s~gnawl ires are shielded against
RFI. Locate the wiring multi-plug connector or
drsconnsct the ECM multi-plug. Attach an
ohmmeter probe to the wire attached to
sensor signal terminal 3, and attach ttie other
voltage IS available at the ECM, check all 4-6 Optical crank angle sensor. The arrow ohmmeter probe to earth. A reading of lnf~nrty
voltagr supplies and earth connections to the points to the optical pick-up. Beneath the should be obtained.
ECM If ttie voltage supplies and earth pick-UP is the rotor disc containing two 16 Move the first ohmmeter probe to the wire
connections are satisfactory, the ECM is rows of slits. The large reCtangular slit attached to sensor s~gnal term~nal 4. A
suspect. indicates the position of number 1 cylinder reading of infinity should also be obtained.
L
4*4 Component test procedures
ECM multiplug
4.7 Check the coil primary mslstanoe. Disconnect the low tension 4.8 Detach the ECM multi-plug and check for battaw voltage at
wires and connect lha ohmmeter between the positive end the ECM prirnw ignition terminal
negative terminals
,,', :' , ,, <? ; ,< ,, , , ' ' , , : ; 10 Check for voltage to the cojl negatfve (-)
' i t - . - ? # ' ~,~ 11,1, >,: ,
:, , , ; , terminal (7). H there is no voltage, remove the
.'.. .:: ,,;, , ' , ,:
>,.v: ':< ; ,>, , A , ,
,,, ,,,
,A< , ,, , ,
,,, ,. v - .: wire to the coil (-) terminal and recheck. If , ,,<>
r : ...,~.,: , : . >.,,<,?,, ,,,,,:, ~
, > .,: , , <,, , there is ztlll no voltaga, check the coll primary - ,,.
< ,, ,. c, . ' .,: ',,,:
, , , resistance (see Hlustration 4.7).
I1 If the voltage is at nominal battery level,
Gemre1 check for a short lo earth between the coil
1 Check the coil terminals for good clean number terminaaln d Ihaepp rOprlate ECM
connections, and clean 2way accumulations of pi" If there is still no voltage, the coil is
drrt and the residue from a maintenance spray. 8uspct-
Ther=iduewillanmctdirt,andthismay,ead l2 DetachtheECMmulti-~lugandcheckfor
to bleeding of the HT current to earth. battery voltage at the appropriate ECM pin
the ignition coil for signs tracking, {see Illustration 4.81. If there 4s no voltage,
check for continuily between the coll number particularly arour,d the coil tower area. 1 terminal and the appropriate ECM pin. Note: Although the foliow~ng tests am
accomplished with the aid of a basic dwell A Warning: Refbr to Warning No 3
(in the Reftmnca Section at the
meter, an osci/loscope IS a more suitable
instrument for anabing the signah generated
end of thls book) before dlsconnecting
the ECM rnutti-plug.
by the primary ignition. 13 If the wiring is satisfactory, check all ECM
Engine non-runner test
procedures
3 Connect the dwell meter negative probe to
an englne earth.
4 Connect the dwell meter positive probe to
the coil negative (-) terminal (usually marked 1
in Bosch systems).
5 C~ankth e engine on the starler.
6 A duty cycle reading of approximately 5 to
20% should be obta~ned. If there is a
satisfactory primary signal, the pclmaty
ignition (including the primary trigger) are
providing an acceptable s~gnal.
Primary sign&! not available
(amplifier inside the ECM)
7 Check the primary trigger for a good signal
(re!er to GAS or HES test),
B Swilch on the Ignition.
9 Check for a voltage supply to *he coil
posrtive {+) lerminal (1 5). If there is no voltage,
check the wiring back to the supply (usually the
ignition switch, but coukl be one of the relays).
voltage supplies ar,d earth connections. If
testing reveals no faulls, the ECM is suspect.
However, a substitute ignition coil should be
tried before renewing the ECM.
14 If the Ignition system is of distributorless
type (Dl$ repeat the tests for the second or
third coil (where fitted). The ECM connectlan
varies according to system.
Prlmary signal not available (separate
external amplifier)
15 Check the prlrnary trigger tor a good
signal (Refm to GAS or HES test).
16 Switch the ignition on.
17 Check for a voltage supply to the coil
positive (+I terminal (1 5). If there is no voltage,
check the wiring back to the supply (usually
the ignltion sw~tchor one of the system relays).
18 Check for voltage to the coil negative (-)
terminal (1). If there is no voltage, remove the
wire to the coil (-) terminal and recheck. If
there IS still no voltage, check the coil primary
resistance, the coil IS suspecl (refsr to
illustration 4.41.
18 If the voltage is equal to batterj voltage.
check for a short to earth between the coil
number 1 termrnal and the amplif~er.I f the
wiring is satisfactory. the amplifier is suspect.
20 Disconnect the amplifier multi-plug. A Warning: Refer to Warning Alo 3
fm the Refemnee Section at the
end of this book) befor8 disconnecting
the multi-plug.
21 Check for voltage at the amplifier terminal
that is connected to the ignition coil term~na1l
(see (Ilustratlon 4.9). If there is no voltage.
check lor continu~ty of wiring between the
amplifier and ignition coil lerminal number 1.
4.9 Checking for voltage at the amplifier
terminal (I) that is connected to the
ignition mll terminal Na. 1. The voheter
negative probe Ls connected to me
amplifier earth connection (2)
Component test procedures 4.5
P1 Check for voltage to the amplitier from the
bnltion switch. :I I- C heck the amplifier earth connection.
: W Crank the engine and check for a control i dgnal from the ECM to the amplifier. Note:
Mhough i f rs possible to use a dwell meter to
' W tor a duty cycle signal from the EC# to
h amplifmr, the integrity of the signal may be
&Hicult to esteblrsh. Once again, an
cwcillosrope is more likely to make sense of
bbs qm/.
eS If there is no control signal, check the
continuity of the wiring between the amplifier
md the ECM terminal.
a If the control signal is sat~sfactory, but
there is no output from the amplifier, this
wests a faulty arnpiifier.
27 If the wiring is satisfactory, check all ECM
voltage supplies and earth connections. If
testing reveals no faults, the ECM is suspect.
However, a substitute ignition coil and/or
amplifier should be tried before renewing the
ECM.
28 If the ignition system is of distributorless
type (DIS), repeat the tests for the second coil.
The ECM connection varies according to
system.
Engine running test pmcedures
29 Connect the dwell meter negative probe
to an engine earth.
30 Connect the dwell meter positive probe to
the coil negatwe I-) terminal (usually marked 1
in Bosch systems).
Sensor test procedures !
13 Snap open the throttle. A voltage greater <m-w@ than 3.0 volts should be obta~ned.
Erratic signal output
14 An erratlc output occurs when the voltage
output IS stepped, drops to zero or becomes
Qemral
1 Inspect the air trunking from the AFS and
check fur splits, poor fitting or damage. A
lsrge vacuum leak at this point will cause the
engine to fire but fail to continue running and
8 small vacuum leak will adversely affect the
AFR.
2 The AFS may be one of vacous types: vane,
KE-Jetmnic, hot-wire, hot-film or vortex type,
depending on system.
Vane type AFS
3 Connect the voltmeter negative probe to an
engine earth.
4 Identify the supply, signal and earth
termnals.
6 Connect the voltmeter positive pbe to the
wire attached to the AFS signal terminal (see
llwtration 4.10).
6 Remove the air trunkmg.
7 Remove the air filter box so that the AFS
flap can be easily opened and closed.
8 Open and close the AFS flap several times
and check for'smooth operation. Also check
that the flap does not stick.
8 Switch on the Ignition (engine stopped). A
voltage of approximately 0.20 to 0.30 volts
should be obtained.
10 Open and close the flap several times,
and check for a smooth voltage increase to a
maximum of 4.0 to 4.5 volts. Note: If a digital
vollmeter is used, then rt is useful for it to have
a bar graph facility. The smoothness of the
voltage mcrease can then be more easily seen.
11 Reflt the alr trunking. Start the englne and
allow ~t to idle. A voltage of approx~mately0 .5
to 1.5 volts should be obtained.
12 Open the throttte to no more than 3000
open-circuit.
15 When the AFS signal output is erratic. this
usually suggests a faulty signal track or a
st~cking ftap. In this instance, a new or
reconditioned AFS may be the only cure.
16 Sometimes the wiper arm becomes
disengaged from the signal track at certain
points during its traverse. This can also give
an erratic output.
17 Remove the top cover from the AFS and
check that the wiper arm touches the track
during its swing from the open to the closed
posit~on.C arefully bending the arm so that It
touches the signal track, or careful cleaning of
the track, can cure an erratic signal output.
Signal vottage not available
18 Check for the 5.0 volt reference voltage
supply at the AFS supply terminal.
19 Check the earth return connection at the
AFS earlh terminal.
20 If the supply and earth are satisfactory,
check for continuity of the signal wirlng
between the AFS and the ECM.
21 If the supply and/or earth are
unsatisfactory, check for continuity of the
wiring between the AFS and the ECM.
22 If the AFS wiring is satisfactory, check all
boltage supplies and earth connections to the
ECM. If the voltage supplies and earth connections
are satisfactory, the ECM is suspect.
Signal or supply voltage
at battery voltage level
23 Check tor a short to a wire connected to
the battery positive (+) terminal or a switched
supply voltage.
Resistance tests
24 Connect an ohmmeter between the AFS
31 Run the englne at idle and various
speeds, and record the duty cycle values.
Approximate values are given below:
Idle speed - 5 to 20%
2000 rprn - 75 to 35%
3000 rpm - 25 to 45%
32 It is important that the duty cycle In %
Increases in value as the engrne rprn is raised.
If your DMM can measure the duty cycle in 4
ms, the reading should not change much in
value as the engine rprn IS raised.
33 Checklheamplifier earth.
34 Check that devices such as a radio
suppresser or anti-theft alarm have not been
connected to the coil primarj (-) terminal.
35 All other tests and any detailed prlmary
analysis requires the aid of an oscilloscope.
25 Open and close the AFS flap several
times, and check for a smooth resistance
change. As the AFS flap is moved slowly from
the closed to the fully-open poslt~ont,h e AFS
resistance may increase and decrease in a
series of steps. This is normal. It ihe AFS
resistance becomes open or short-clrcult, a
fault is revealed.
26 We are not provid~ng res~stance
specifications tor the AFS described in this
book. It is less irnporlant that the resistance of
the AFS remains withln arbitrary values, than
the operation is correct.
27 Connect an ohmmeter between the AFS
earth terminal and supply terminal. A stable
resistance should be obtained.
28 Renew the AFS if the resistance is opencircuit
or shorted to earth. Refer to the
comments on resistance readings in Chapter 3.
KE-Jetronic type AFS
29 The AFS In KE-Jetronic systems is
attached to the metering unit sensor plate. As
the sensor prate moves, the signal varies in a
similar fashion to the vane AFS fitted in other
systems.
3Q The general method of testing, and the
reslstance and voltage values, are slmilar to
the vane type AFS described above.
I rpm. A voltage of approximately 2.0 to 2.5 signal terminal and supply terminal or the AFS 4.10 Backprobing the AFS for voltage
volts should be obtained signal terminal and earth terminal.
4.6 Component test procedures
Hot-wire or Hot-film type AFS
Note: The voltage measurements are based
on the Vauxhall 16-valve engrnes with
Motronic 2.5. The readings from other
vehicles should be stmilar.
Signal wire
31 Switch on the ign~tion. A voltage of
approximately 1.4 volts should be obtainad.
32 Start the englne and allow it to idle. A
voltage of approx\mately 2.0 volts should be
obtained.
33 Snap open the throttle several times. The
voltage will not increase significantly over the
die value dur~r~thgis off-load test. Note: i f a
digital volI~rreteris used, then it is useful for it
to have a bar graph facilrty. The smoothness
of the voltage increase can then be more
easily seen.
34 It \s less easy to test the AFS hot-wire
signal output because it is impossible to
simulate full-load conditions in the workshop
without puttlng :he vehicle on a chassis
dynamometer (rolling road). However, the
foliowing test procedure w~lul sually prove it
the s~gnaol utput is cons~stent.
35 Disconnect the air trunking so that the
hot-wire IS exposed
36 Switch on the hgnition.
37 Use a length of plastic tubing to blow air
over the hot-wire.
38 It should be possible lo plot a voltage
curve, allbough the curve w~ll be much
steeper than that obtained with the engine
running.
Erratic signal output
39 The signal output IS erratic when the
voltage does not follow a smooth curve, if the
voltage drops to zero, or if it becomes openc~
rcuit.
40 Check the AFS resistance as follows.
Connect an ohmmeter between AFS terminals
2 and 3. A resistance of approximately 2.5 to
3.1 ohms should be obtained.
41 When the AFS signal output is erratlc, and
all supply and earth voltages are satisfactory,
th~ss uggests a faulty AFS. In this case, a new
or reconditioned AFS may be tha only cure.
Signal voltage not available
42 Check lor the battery voltage supply to
AFS terminal number 5.
4.71 Backprobing for an ATS signal
(ATS located in the air fiitar box)
43 Check the earth return ~onnectiona l AFS
terminal number 2.
44 Check the earth connection at AFS
terminal number 1.
45 If the supply and earths are satisfactory.
check for continuity of the signal wiring
between the AFS and the ECM.
46 If the supply and/or earths are
unsatisfactory, check for continuity of the
supply andlor earth wring between the AFS
and the ECM.
47 If the AFS winng IS satisfactory, check all
voltage supplies and earth connections to the
ECM. If the voltage suppl~es and earth
connections are satisfactory, the ECM IS
suspect.
Vortex type AFS
48 The vortex type AFS relies on the intake
rnanrfold design to create a turbulent airflow.
A rad~osi qnal is passed through the airflow as
it flows through the sensor. Var~ations in the
turbulence cause a change in frequency that
the sensor returns to the ECM as a measure
of airflow into the engine.
49 ldent~fyt he signal terminal. At idle speed,
the slgr,al output should be lypically 27 to 33
Hz. The frequency will increase as the engine
speed is increased
50 Identify the ~arthte rminals. A voltage of
less than 0.2 votts should be obtained.
51 identify the supply terminal. Battery
voltage should be obtained.
52 It is probable that the sensor will also
house alr temperature and air Dressure
sensois. These sensors should be tested as
descr~bedu nder the test for the appropriate
sensor.
8 Air temperMure sensor (Am)
-~VP
1 T~rEnal orrty of ATSs used in motor vehicles
are of the NTC type. A negative iemperature
coefficient (NTC) sensor is a therm\stor in
which the reslstaoce decreases as the
temperature rises. A posit~ve temperature
coeficient (PTC) sensor is a thermistor in which
the resistanca rises as the temperature rises.
2 The AlS may be located in the Inlet tract of
the airflow sensor or in the inlet rnandold. If
the ATS is located in the airflow sensor, it
shares a common eartn return. Both types of
ATS are examples of two-wlre sensors, and
test procedures are similar.
3 Connect the voltmeter negat~ve probe to an
engine earth.
4 Identify the srgnal and earth terminals.
5 Connect the voltmeter positive probe lo the
wire saached to the ATS signal term~nal (see
illustration 4.11).
6 Switch the ignition on (engine stopped).
7 A voltage of approximately 2 to 3 volts,
depending upon atr temperature, is likely to
be obta~ned. Refer to the ATS chart for typ~cal
voltages at various temperatures.
8 The signal voltage will vary according to the
temperature of the air in the AFS inlet tract oc
inlet manifold. As the engine compartment u
inlet manifold air rises in temperature, tha
voltage signal passed to the ECM will redua.;
When the eng~neis cold, the air ternperaturn
will match the ambient temperature. ARer the
engine has started, the temperature ot the ar
in the engine compartment and the inled
man~foldw ill rise. The temperature of the air in
the inlet maoitold will rise to approx~matel7y0 0
or 80°C, whlch 1s a much higher temperature
than that of the alr in the engine compartrnmt.
9 When undergoing tests at various temp.
eratures, the ATS can be wanned with a halldryer
or cooled with a product like "Freezit",
which IS an ice cold aerosol spray, sold in
electronic component shops. As the ATS IS
heated or cooled, the temperature w~lclh anga
and so too will the resistance and voltage.
ATS voltage and resistance
table (typ~caNi TC type)
Temp Resistance Vofts
(*c) (ohms)
0 4800 to 6600 4.00 to 4.50
10 4000 3.75 to 4.00
20 2200 to 2800 3.00 to 3.50
30 1300 3.25
40 7000to7200 2.50to300
50 1000 2.50
60 800 2.00 to 2.50
80 2 70 to 380 1.00 to 1 30
110 0.50
Open-circuit 5.0 ta.1
Short to earth Zero
10 Check that the ATS voltage corresponds
10 the ternperature of Ihe ATS. A temperature
gauge is requlred here.
11 Start the engine and allow it to warm up to
normal operating temperalure. As the englne
warms IJ~, the voltage should reduce in
accordance with the ATS chart.
12 Proceed with the following tosts and
checks if the ATS signal voltage is zero
(supply IS open-c~rcuit or shorted to earth) or
at 5.0 volt level (ATS is open-c~rcult].
Zero volts obtained
at the ATS signal terminal
13 Check that the ATS signal terminal IS not
shorted to earth.
14 Check for cont~nuityo f the s~gnawl iring
between the ATS and the ECM.
15 If the ATS w~ringis satisfactory, yet there
1s no voltage is outplrt from the ECM, check
all voltage supplies and earth connections to
the ECM. If the voltage supplies and earth
connections are satisfactory, Ihe ECM is
suspect.
5.0 votts obtained
at the ATS signal terminal
16 Thls is the open-circuit voltage, and will
be obta~nedIn the event of one cr more of the
following condl tions:
a) The signal tern~~nian i the ATS (or AFS)
multi-plug is not rnaktng contact wrth !he
ATS.
bl 11
c) I .
sgc
at
17 C
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18 f
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19 '
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AI
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20
40

4.8 Component test procedures
4.14 Checking the CTS resistance
5 Connect the voltmeter positive probe to the
wlre attached to the CTS signal terminal.
6 With the ongine cold and not running.
switch OF the rgnition.
7 A voltage of approximately 2 to 3 volts,
depending upon temperature, is likely to be
obtained. Refer to the CTS chart below for
Pypical voltages at varlous temperatures.
CTS volta~ea nd
resistance table (typical1
f emp Resistance Volta
rc) (ohms)
0 4800 to 6600 4.00 to 4.50
TO 4000 3.75 to4.00
20 2200 to 2800 3.00 to 3.50
30 1300 3.25
40 1000 ta 1200 2.50 to 3.00
50 7 000 2.50
60 800 2.00 to 2.50
BO 2 70 to 380 3.00 to 7.30
770 0.50
Open-circuit 5.0k 0.1
Short to earlh zer9
8 Check that Ihe CTS voltage corresponds to
the temperature of the CTS. A temperature
gauge is required here.
B Start the engine and aibw it to warm up to
normal operating temperature. As the engine
warms up, the voltage shouid reduce in
accordance wrth the CTS chart.
-
4.tS An ohmmeter is connected bWmn
he two terminals to check the resistance
of the inductive phase sensor (CID)
10 A common problem may occur where the
CTS varles io resistance (and voltage) outs~de
of its normat range. lf the CTS voltage
measurement is normally 2 volts coldI0.5
volts hot, a faulty CTS may give a voltage of
1.5 volts cold/I .25 volts hot, resulting in the
englne being difficult to star1 when cold and
running richer than normal when hot. This will
not result in the generation ol a fault code
(unless the ECM is programmed to recognise
voltage changes against time) because the
CTS is still operaling within its design
parameters. Renew the CTS if th~sfa ult
occurs. Note: The above example IS typical,
and not meant to represent an actual voltage
obtained in a pan~culars ystem under test.
11 Proceed with the following tests and
checks if the CTS signal voltage is zero
(supply IS open-circuit or shorted to earth) or
at 5.0 volt level (CTS is open-circuit).
Zero volts obtained
at the CTS signal terminal
12 Check that the CTS signal terminal is not
sb.orted to earth.
13 Check for continuity of the signal wiring
between the CTS and the ECM.
14 If the CTS wiring is satsfactory, yet no
voltage is output from the ECM, check all
voltage supplies and earth connections to the
ECM. If the voltage supplies and eanh connections
are satisladory, the ECM IS suspect.
5.0 volts obtained
at the CTS signal terminal
15 This is ihe open-circuit voltage, and will
be obtained in the event of one or more of the
tollowing conditions:
a) The signal terminal m rhe CTS multi-plug
rs nct making contact with the CTS.
b) The CTS is open-circuit.
c) The CTS earth connection is open-circuit.
Signal or supply voltage
at battery voltage lwel
16 Check for a short to a wire connected to
the batlery positive (+) term~nal or a switched
supply vollage.
Resistance tests
with an ohmmeter
CTS on vehicle
17 A resistance test may be made at various
temperatures and a comparison made with
the ternperaturelresistance chart (see
illustration 4.14). When the resistance is
w~thinth e stated parameters for a cold englne
(2DLC), the coolant temperature should be
with~n i5'C of that figure.
18 An allowance should be made lor a ternperature
oblaineb by probing the outside of the
CTS or coolant passage. This is because the
actual temperature of the coolant may be
hotter than the surface tsrnperature of the CTS.
CTS off vehicle
19 Place the CTS In a suitable contamer of
water, and measure the temperature of the
water.
20 Measure the resistance of the CTS, ard
check ths resistance against Ihe temperatum
chart.
21 Heat the water, periodically measuring the.
water temperature and the CTS resistance,
and comparing lhe resistance with the
temperature charl.
q3 Codant brnpmture sensor '
(Cl3) - PTC type
1 The PTC type coolant temperature sensor
is fltted lo a small number of systems (mainly
Renault vehicles). A positive lemperature
coefficient (PTC} sensor is a thermistor in
which the res~stancer ises as the temperahre
rises.
2 The general method of testing is similar in
the NTC type previously described: with
reference to the values in the CTS (PTC)
resistance and voltage table.
CTS resistance and
voltage table (typical PTC type)
Temp Resistance Volts
rc) (ohms)
0 254 to 266
20 283 10 297 0.6io 08
80 383 io 397 1.0 to 1.2
Open-arcut~ 5.0 i-0 .1
Short to earth zem
14 Cylinder identiflcatiion (CID) -
inductive sensor
IT he tnduct~vep hase sensor whtch ~dentif~es
the cylinders for sequentla1 injectmn operation
may be fitted :nside the distr~butoro r mounted
upon the camshaft.
2 Measure the CID resistance (see
illustration 4.15) and compare to
specifications for the veh~cle under tesl.
Typical CID resistance IS In the range 200 to
900 ohms.
3 Detach the dD or ECM multl-plug.
A Wamlng: Refer to Warning No 3
(in the Reference Section at the
end of this book) before disconnecting
the ECM multi-plug.
4 Connect an AC voltmeter between the two
terminals ai tne CID or at the correspond~ng
rnultt-plug terrn~nalsa t the ECM. Note: Better
results are usually obtarned by probrng the t
terminal, although the s:gnal can often be
obtained upon the CID earth return
5 Crank tbe engine. A minimum AC RMS
voltage d about 0.40 volts should be
obta~ned.
6 Reconnect the CID or ECM multi-plug
7 Backprobe the CID srgnal and eanh
term~nals.
8 Starl the englne and allow ~t to ~dle. A
min~rnurnA G RMS voltage of about 0.i5 volts
should be obtained.
1 The
ideni~i:
operai:
or mo!
proce'
distrit
c~-iteF
2 Cor
meter
g Idel
terrni~
f0ll o:....
4 Cc
met<
signme
[
5 Fa'
of W!
duty
Sin1
dui
6 S
7 F.
8 :.
9 V
siyr
10
var
air
5.0
1 Component test procedures 4.9
1 The Hall-effect phase sensor which
identifies the cylinders for sequential injection
operation may be fitted inside the distributor
or mountd upon the camshaft. The following
procedures describe how to test the
distributor-located sensor. Testing the
camshaft-located type will follow similar lines.
2 Connect the voltmeter negative or dwell
meter probe to an engine earth.
Sldentify the supply, signal and earth
terminals. The terminals may be marked as
fnllows:
0 Output
t Signal
- Earth
4 Connect the voltmeter positive or dwell
meter probe to the wire attached to the HES
signal terminal (see illustration 4.16). Note:
The multi-plug must be connected.
5 Allow the engine to idle. An average voltage
of approximately 2.5 volts or an approximate
duty cycle of 50% should be obtained
Signal voltage or
duty cycle signal not available
6 Stop the engine.
7 Remove the distributor cap.
6 HES multi-plug connected, ignition on.
B Voltmeter positive probe connected to the
signal terminal.
10 Turn the engine over slowly. As the trigger
vane cut-out space moves in and out of the
air gap, the voltage should alternate between
5.0 volts and zero volts.
Signal voltage not available
It Disconnect the HES multi-plug at the
distributor.
12 Probe output terminal 2 (0o)f the harness
multi-plug with the voltmeter positive probe.
13 If there is no voltage from the ECM to
terminal 2, check for continuity of the signal
wlrlng between the HES and the ECM.
t4 Recheck for voltage at the ECM terminal.
15 If no voltage is available at the ECM,
check all voltage supplies and earth
connections to the ECM. If the voltage
supplies and earth connections are
satisfactory, the ECM is suspect.
16 Check the voltage supply (5.0 volts) at
HES terrnrnal number 1 (+). If the supply is
unsatisfactory, check for continuity of the
wiring between the HES and the ECM.
17 Check the earth connection at HES
terminal number 3 (-).
18 If the voltage supply and earth are
satisfactory, the HES in the distributor is
suspect.
4.16 Hall-Mect phase sensor (CID) -
multi-ptug disconnected
1 The timing of the phase sensor and the
primary trigger is particularly important in
sequential fuel injected vehicles. If the
phasing is out of synchronisation, at best the
engine may sink into LOS mode with loss of
power and increased emissions. At worst, the
engine may fail to start.
2 Reasons for phasing errors:
a) Incorrectly adjusted distributor. Only if the
distributor is adjustable.
b) Slack timing belt (very common fault).
c) Misalignment of timing belt.
1 The main components in an EGR system
are the EGR valve, control solenoid and lift
sensor (some systems) and vacuum hoses
(where fitted) (see illustration 4.17). The
components could be tested as follows.
2 Check the vacuum hoses for condition.
3 Warm the engine to normal operating
temperature (this condition must exist for all
tests).
Control solenoid tests
4 Start the engine and allow it to idle.
5 Disconnect the multi-plug from the EGR
control solenoid. a
6 Attach a temporary jumper wire from the
battery positive terminal to the supply terminal
on the solenoid valve.
7 Attach a temporary jumper wire from the
solenoid valve earth terminal to an earth on
the engine.
8 The EGR valve should actuate and the idle
quality deteriorate. If not, the EGR valve or
solenoid are suspect.
8 Check for voltage to the control solenoid
supply terminal.
10 Check continuity of the control solenoid
and compare to the vehicle specifications.
EGR sensor tests
11 Backprobe the EGR sensor multi-plug
(where possible), or connect a break-out box
(BOB) between the ECM multi-plug and the
ECM.
12 Connect the voltmeter negative probe to
an engine earth, or to the earth return of the
EGR sensor.
f3 Connect the voltmeter positive probe to
the wire attached to the EGR sensor signal
terminal.
14 Start the engine and allow it to idle; the
EGR signal voltage will be typically 1.2 volts.
15 Disconnect the multi-plug from the EGR
control solenoid and attach jumper leads to
the control solenoid as described above.
18 The EGR solenoid valve should fully
actuate, and the sensor signal voltage should
increase to over 4.0 volts. Note: It is very
difficult to open the EGR valve so that a
EGR valve
sensor and
E - Exhaust gases flow
from exhaust into inlet inlet manifold
manifold via EGR valve
4.1 7 EG W valve includtng lift sensor
A Control solenoid switched earth D Lift sensor earth return through the
B Reference voltage supply to lift sensor ECM
C Lift sensor signal E Supply from the relay or rgnition
4.1 0 Component test procedures
4.18 Typical knock sensor
Signal or supply voltage
at battery voltage level
21 Check for a short to a wlre connected to
the battery positive (+) terminal.
1 The FTS measures the fuel temperature in
the fuel rail.
2 The majority of FTSs used In motor vehicles
are of the NTC type. A negat~vete mperature
coefficient (NTC) sensor is a thermistor in
which the resistance decreases (negatively) as
the temperature (ie fuel temperature) rises.
3 The general method of tesling, and the
resistance and voltages, are s~rn~lator the
smooth output can be obtained from the NTC type coolan1 temperature sensor
valve. However, checking the sensor Voltage described.
at rhe fullv-closed and fully-open position
should allow a judgement in whether the
sensor is operating correctly.
17 Remove ihp temporary jumper wires from
the solenoid, and the sensor signal voltage
should decrease
18 If the EGR sensor signal voltage does not
behave as descr~bed, refer to the relevant
fault cond~t~otens ts below.
Erratic signal output
19 AII erratic output occbrs when the voltage
output IS stepped, or drops to zero or
becomes open-c~rcuit and this usualty
suggests a iacrlt, EGR sensor.
20 Check for a 5.0 volt reference voltage and
good earth connection on the other two wires.
19 Fuel iemprature switch (FS) - test procedure
1 The FS operates when the fuel temperature
in the fuel rail rises above a pre-determined
value.
2 Supply to the FS is usually 12 volis from a
switched battery supply.
3 Batiery voltage will be available at the earth
side of the swrtch when the temperature is
under the switching temperature.
4 Zero voltage will be obtained at the earth
side of the switch when the temperature is
above the switching temperature.
VACUUM &-J
4.19 Using a vacuum pump and a voltmeter to check the MAP sensor signal
20 khk s€mw (KS)
1 Attach the probe of an inductive lrrning ligm
to the HT lead of number 1 cyllnder (see :'
illustration 4.18).
2 Connect an AC voltmeter or oscilloscope to
the KS terminals
3 AHow the englne to idle.
4 Gently iap the engine block close to
number 1 cylinder.
5 The timing should be seen to retard and a
small voltage (approximately 1.0 volt) should
be displayed upon tee voltmeter Or
oscilloscope.
21 Manifold absolute pressure
(MAP) sensor -
analogue type
Note: Where the MAP sensor IS located
rnternally in the ECM, voltage tests are not
possible.
1 Use a T-connector to connect a vacuum
gauge between the Inlet manifold and the
MAP sensor.
2 Allow the engine to Idle. If the engine
vacuum 1s low (less than 425 ?o 525 mm Hg).
check for the following faults:
a) A vacuum leek.
bJ A damaged or perished vacuum pipe.
c} A restricted vacuum connection.
dJ An engine pmblem, sg. misalignment of
the cam belt.
e) A leaky MAP diaphragm (inside the ECM
tf the MAP sensor rs 1nlermIJ.
3 Disconnect the vacuum gauge and connen
a vacuum pump in its place
4 Use lhe pump to apply vacuum to the MAP
sensor until approximately 560 mmHg 15
reached.
5 Stop pumping, and the MAP sensor
diaphragm should hold pressure lor a mlnimum
of 30 seconds at this vacuum settlng.
External MAP sensor only
6 Connect the voltmeter negative probe to an
engine earth.
7 ldent~fy the supply, s~gnal and earth
terminals.
8 Connect the voltmeter positive probe to the
wire attached to the MAP sensor signal
terminal.
9 Disconnect the vacuum pipe from the MAP
sensor.
10 Connect a vacuum pump to the sensor
(see illusiratian 4.19).
11 Switch the ign~t~oonn.
12 Compare the ignition on voJ?age to that
specified.
13 Apply vacuum as shown In the table and
check for a smooth voltage change.
14 In t~lrbocharged englnes, the results will
be slighily different to normally aspirated
engines.
Component test procedures 4-1 I
t5 An erratlc output occurs when the voltage
output is stepped, drops to zero or becomes
open-circuit. Th~su sually suggeds a faulty
MAP sensor. In th~sin stance, a new sensor is / L only cure. / Yottage table (signal terminal)
/ 16 Checking condil~ons - engine stopped,
vacuum applied with pump.
Vacuum Volts MAP
: applied (bar)
, Zem 4.3 to 4.9 1.0*0 7
' 200mbar 3.2 0 8
Mmbar 2 2 0.6
500mbar 12 lo 20 0.5
GW mbar 1 .O 0.4
Condition Volts MAP Vacuum
(app.1 (bar1 (bar1
Full-(hrottle 4.35 7 .U + 0.1 zero
@ition on 4.35 1.0 + 0. I zero
)oYe speed 1.5 0 28 to 0.55 0.72 to 0.45
Deceleration I. 0 0.2C to 0.25 0.80 to 0.75
Turbocharged engines
Condition Volts MAP Vacuum
Iapp.1 (bar) (bar)
Fd-throtile 2.2 1.0*0.1 wro
Ignit~ono n 2.2 1.0~07 zero
Idle speed 0.2 to 0.6 0.28 lo 0.55 0.72 to 0.45
Pressure applied Volts
0.9 bar 4.75
(a test of turbo boost pressure)
Signal voltage not available
17 Check the reference voltage supply (5.0
volts). I 18 Check the earth return.
19 If the supply and earth are satisfactorj,
check for continu:ty of the signal wir~ng
between the MAP sensor and the ECM.
; 20 H the supply and/or earth are
I unsatrsfactory, check for continuity of the
I w~ring between the MAP sensor and the ECM.
21 H the MAP sensor wiring is satisfactory,
check all voltage suppl~es and earth
connections lo ihe ECM. If the voltage
supplles and earth connections are
satisfactorj, the ECM IS suspect.
Signal or supply voltage at
battery voltage level
22 Check for a short to a wire connected to
the batteiy positive (+) term~nal or a switched
supply voltage.
Other checks
23 Check lor gxcessive fuel in the vacuum
trap or hose
24 Check lor a faulty vacuum hose or a
vacuum leak.
25 Check for rnechan~cal,ig nition or a fuel
fault resulting in low englne vacuum.
22 ~anifild.W E~SOIM€pI ressure
PAP) ~~~ - ,, dl~tdt@@. , . ,:
1 Set the DMM to the volts scale.
2 Switch on the ~gnition.
3 Identify the supply, signal and earth
terminals.
4 Connect the voltmeter positive probe to the
wlre attached to the MAP sensor signal
terminal. An average voltage of approximately
2.5 volts should be obrained. If not, refer to
the "Signal voltage not available" tests below.
5 Set Iha meter to the tachometer 4-cylinder
scale (all engmes).
6 Disconnect the vacuum hose 10 the MAP
sensor.
7 Connect the positive DMM probe to the
signal terminal, and connect the negative
probe to the earth terrn~nal.
8 An rpm reading of 4500 to 4900 should be
obtained.
9 Attach a vacdurn pump to the MAP sensor
hose conrection. During the following tests.
the vacuum should hold steady at all of the
pressure settings.
Apply 200 mbar - the rpm st~oitlrdl rop by
525 r 120 rpm.
Apply 400 mbar - the rprn should drop by
1008 + 120 rpm.
Apply 600 mbaf - the rprn should drop by
1460 + 120 rprn.
App+ 800 mbar - the rprn should drop by
1880 i 120 rpm.
10 Release the pressure, and the measured
rpm value should return to the original setting
of 4500 lo 4900.
11 Renew the MAP sensor if it fails to behave
as described
Signal voltage not available
12 Check the reference voltage supply (5.0
volts).
13 Check the earth return.
14 If the supply and earth are satisfactory,
check for cont~nuity of the signal wiring
between the MAP sensor and the ECM.
15 I the supply andlor earth are
unsatisfactory, check for continutty of the
w~rlngb etween the MAP sensor and the ECM.
18 If the MAP sensor wiring is sat~sfactory,
check all voltage supplies and earth
connections to the ECM. If the voltage
supplies and earth connections are
satisfactoty, lhe ECM 1s suspect.
Signal or supply voltage at
baitery voltage level
17 Check for a short to a wire connected to
the battery positive (+) terminal or a switched
supply voltage.
Other checks
18 Check for excessive fuel in the vacuum
trap or hose.
19 Check for a faulty vacuum hose or a
vacuum leak.
20 Check for mechanical, ~gnitiono r a iuel
fault resulting in low engine vacuum.
23 Oit temperature sensor
(Om - NTC type
4
1 The major~ty of OTSs used in mulor
vehicles are of the NTC type. A negallw
temperature coeffic~ent (NTC) sensor 15 a
therm~stor in which the resistance clact eases
as the temperature rises.
2 The general method ot test~ng, and the
reslstarice and voltage values, are similar to
the NTC type coolant tenlperature sensor
previously described.
24 Power steering pressure
switch (PSPS) test
procedure
1 The PSPS operates when the steering 15
turned (see illustration 4.20). The information
from the switch is used to Increase the engine
Idle speed. to compensate for the extra load
placed on the engine by the poww sleeriny
Pump.
2 Supply to the PSPS is usually made from a
switch4 battery supply or from the ECM.
3 Battery voltage will be available at both the
supply and earth side 01 the switch when the
wheels are in the straight-ahead pos~tlon
4 Zero voltage will be obtained at the earth
side of theswitch when the wheels are turned
Note: In some systems, zero voltage bt?
obtained with the wheels stra~ghl-aheada, nd
battefery voltage when the wheels are turned.
Note: The follow~ngp rocedures apply for a
typical three-wire throttle switch. HowevGr, in
some three-wire TS applicalions, the rdle
switch alone or the full-load switch alone may
be connected. Also m other applications,
4.20 Typical power steering pressure
switch (PSPS)
4.1 2 Component test procedures
separate idle and full-load switches may be
provided. On some Rover models. the TS 1s
located on the accelerator pedal. Whatever
the arrangement, the basic test procedure will
be similar for all types.
Voltage tests
t The three wires to Ihe TS multl-plug
connector are earth, idle slgnal and full-load
signal.
2 Connect the voltmeter negative probe to an
englne earth.
3 Idwnllfy the idle signal, full-load signal and
earth terminals.
4 Switch on the lgnltion (engine not running).
5 Connect the voltmeter positive probe to the
wire attached to the TS idle signal terminal.
6 Zero volts should be obtained. If the meter
Indicates 5.0 volts, loosen the screws and
adjust the TS so that zero volts is obtained.
Note: On some vehicles, the throttle switch
may not be adjustable.
Zero volts cannot be obtained
(throttle closed)
7 Check the throttle valve posltlon.
8 Check the TS sarlh connection.
9 Carry out the TS resistance tests (below).
10 If the voltage is sat~sfactory wlth the
throttle closed, crack open the throttle - the
switch should "clrck" and the voltage should
rise to 5.0 volts.
Voltage low or non-existent
(throttle open)
11 Check that the TS idle terminal is not
shortd to earth.
12 Disconnect the TS multi-plug and check
for 5.0 volts at the multl-plug idle terminal. It
there is no voltage, proceed with the following
chacks.
4.21 Throttle pot output being meowed
with the aid of a voltmeter. Hare a paper
clip has been inserted into the rear of he
sensor to allow voltmeter conneetlon
13 Check for continuity of the idle signal
wiring between the TS and the ECM.
14 If the TS wiring is satisfactory, check all
voltage supplles and earth connections to the
ECM. H the voltage supplies and earth
connections are satisfactory, the ECM is
suspect.
$5 Reconned the voltmeter prow to the wire
attached to the TS full-load signal terminal.
16 With the throttle in either the idle or just
open positions, the meter should indicate 5.0
volts.
Voltage Low or non-existent
(throttle c l o d or just open)
17 Check the earth connection.
I8 Check that the TS full-load terminal is not
shortd to earth.
19 Disconnect the TS multi-plug, and check
for 5.0 volts at the full-load multi-plug
terminal. If there is no voltage, proceed with
the following checks
20 Check for continuity of the full-load signal
wiring between the TS and the ECM.
21 If the TS wiring is satisfactory, check all
voltage supplies and earth connections to the
ECM. If the voltage supplies and earth
connections are satisfactory, the ECM is
suspect.
Voltage satisfactory
(throttle dosed or just open)
22 Fully open the throttle. As the throttle
angle becomes greater than 72O. the voltage
should drop to zero volts. If the voltage does
not drop, the throttle switch is suspect.
Resistance tests
23 Disconnect the TS multi-plug.
24 Connect an ohmmeter between the TS
earth terminal (sometimes marked 18) and
terminal 2 (Idle contact).
25 With the throttle switch closed, the
ohmmeter should indicate very close to zero
ohms.
26 Slowly open the throttle. As the TS cracks
open, it should "click - the resistance should
become open-circuit and remain so, even as
the throttle is opened fully.
27 Reconnect the ohmmeter between the
earth terminal (sornet~mes marked 18) and
terminal 3 (full-load contact).
28 With the throttle sw~tch closed, the
ohmmeter should indicate an open-c~rcuit.
29 Slowly open the throttie. As the TS cracks
open, it should "click* - the reslstance should
remain open-circuit until the throttle angle
becomes greater than 72O, when the
resistance should change to continuity of
approximately zero ohms.
30 It the TS does not behave as described,
and ~t IS not prevented from opening or
closing fully by a binding throttle Ilnkage, the
TS is suspect.
Voltage tests
1 Connect the voltmeter negative probe to an,
mgine earth.
Sldentlfy the supply, signal and earth
terminals. Note: Although the majority ot
TPSs ere usua//y three-wire types, some;
sensors may mclude additional terminals thaf
function as a throttle switch. /f so, test the
switch using similar routines to thoss .
described for the throtl/e switch above.
3 Connect the voltmeter posltlve probe to the
wire attached to the TPS slgnal termmat (wv ,
illustration 4.21).
4 Switch on the ign~l~o(enn gine stopped) In
most systems, a voltage less than 0.7 volts
should be obtained.
5 Open and close the throttle several t~mes.
and check for a smooth voltage Increase to a
maximum of 4.0 to 4.5 volts. Note: It a d~gild
voltmeter is used, then I? IS useful far it ?a have
a bar graph facility. The smoothness of the
vo/iape mrease can then be more easily seen.
Erratic signal output
6 An erratic output occurs when the voltage
output is stepped, or drops to zero or
becomes open-circuit.
7 When the TPS signal output is errat~c,th is
usually suggests a faulty potentiometer. In
this Instance, a new or reconditioned TPS is
the only cure.
Signal voltage not available
8 Check for the 5.0 volt reference voltage
supply at the TPS supply terminal.
9 Check the earth return connectio~a t the
TPS earth terminal.
$0 If the supply and earih are satisfactory,
check for continu~ly of the signal wiring
between the TPS and the ECM.
11 If the supply and/or earth are
unsatisfactory, check for continuity of the
wiring betwean the TPS and the ECM.
12 If the TPS wiring is satisfactory, check all
voltage supplies and earth connections to the
ECM. If the voltage supplies and earth
connections are satisfactory, the ECM is
suspect.
Signal or supply voltage
at battery voltage level
i3 Check for a short to a wire connected to
the battery positive (+) terminal or a sw~tched
supply voltage.
Resistance tests
14 Connect an ohmmeter between the TPS
signal terminal and supply terminal or the TPS
signal terminal and earth terminal.
15 Open and close the throttle several times.
and check for a smooth reslstance change. If
the TPS res~stance becomes open or shortcircuit,
a fault IS reveald.
16 7
spec'
in ti
macl
Also,
the I
the I
with
17 (
gal ii
- ,F>'t
18 i
clrcl
19
prc'
siyr
calk
SF:-
the:
for
S~II
Sur
frc
a,-!'
-.
Component test procedures 4.1 3
18We have not provided resistance
~ificationsfo r the throttle pots described
In this book. For one thing, many veh~cle
manufacturers do not publish test values.
! Also, it is less important that the resistance of
i the TPS remains within arbitrary values, than
: the operation is correct (varies consistently
with throttle operation).
17 Connect an ohmmeter between the TPS
wth terminal and supply terminal. A stable
resistance should be obtained.
18 Renew the TPS if the resistance is opencircuit
or shorted to earth.
Mono- Motmnic
md Mono- Jetronic
I#D ual throttle position sensors are usuausually
provided in these systems. By using two
signals, the ECM is able to more accurately
calculate the englne load and other factors.
Specific vehicle data is required to set and test
thsse sensors, although it is possible to check
for a smooth output on both signal wires in a
similar fashion to other throttle position
gensors described above. Typically, the signal
from one TPS will range from 0 to 4.0 volts,
and the other TPS from 1 .O to 4.5 volts.
1 voltage tests
Note: These test procedures apply to the
mast common type of VSS that operates upon
ha Hall-effect principle.
1 The VSS may be located on the gearbox,
on the speedometer drive behind the
instrument panel, or on the rear axle.
2 Connect the voltmeter negative or dwell
meter probe to an englne earth.
3 Identify the supply, signal and earth
terminals (see illustrations 4.22 and 4.23).
4 Connect a voltmeter positive or dwell meter
probe to the wire attached to the VSS signal
terminal.
5 The drive wheels must rotate for a signal to
4.22 Typical vehicle speed sensor wiring
ECM
-
supply from
ignition switch
I
1
be generated. This may be accomplished by
using one of the two following methods:
a) Push the vehicle forward.
b) Place the vehicle upon a ramp, or jack up
the vehicle so that the drive wheels can
freely turn.
6 Rotate the wheels by hand so that a duty
cycle or voltage can be obtained.
--- Id 3 2 1
No signal or an
erratic duty cycle or voltage
-
Earth
7 With the VSS multi-plug disconnected, and
the ignition on.
8 Check the voltage at the signal terminal. A
voltage between 8.5 and 10.0 volts should be
obtained.
9 Check the voltage supply at the VSS supply
terminal. A voltage slightly less than battery
voltage should be obtained.
10 Check the VSS earth connection.
VSS
Supply and earth voltages satisfactory
11 The VSS is suspect, or the VSS is not
being rotated by the speedometer drive (ie.
broken cable or gearbox fault).
No signal voltage
12 Check the voltage at the ECM multi-plug
terminal.
4.23 Vehicle speed sensor (GM type)
13 If voltage is sat~sfactory at the ECM.
check the diode in the wire between the ECM
and VSS. Also check the continuity of the
signal wiring.
14 If no voltage is available at the ECM,
check all voltage supplies and earth
connections to the ECM. If the voltage
supplies and earth connections are
satisfactory, the ECM is suspect.
Other types of VSS
15 Apart from the Hall-effect type of vehicle
speed sensor, there is atso a reed switch type
and an inductive type.
Reed switch type
16 The signal output with the drive wheels
rotating is essentially that of a square
waveform. Switching is from zero to five volts,
or from zero to battery voltage. A duty cycle of
40 to 60% may also be obtained.
Inductive type
17 The signal output with the drive wheels
rotating is essentially that of an AC waveform.
The signal output will vary according to speed
of rotation, in a similar fashion to the crank
angle sensor describd earlier.
1 Actuator test procedures
28 Carbon filter solenoid vatve
ICFW
1 Identify the supply and signal terminals.
2 Switch the ignition on.
3 Check for battery voltage at the CFSV
supply terminal. If there is no voltage, trace
the wiring back to the battery, ignition switch
or relay output as appropriate.
4 Check the CFSV resistance. Remove the
multi-plug and measure the resistance of the
CFSV between the two terminals. The
resistance of the CFSV is typically 40 ohms.
5 Disconnect the ECM multi-plug.
A Warning; Refer to Warning No 3
(in the Referwnce Sectmn at the
end of this book) before disconnecting
the ECM multi-plug.
6 Use a jumper lead to very briefly touch the
switching pin in the ECM multi-plug to earth.
7 If the CFSV actuates, check the ECM main
voltage supplies and earths. If tests reveal no
fault, the ECM is suspect.
8 If the CFSV does not actuate, check for
continuity of wiring between the CFSV and the
ECM switching pin.
9 On some vehicles, it is possible to obtain a
duty cycle reading on the signal terminal. The
engine will need to be at normal operating
-
temperature and the engine speed raised
above idle speed.
Operation check
1 Allow the engine to idle.
2 Check that the idle speed lies within its
operating limits.
3 Load the system by switching on the
headlights, heated rear window and heater
fan. The idle speed should barely change.
4.1 4 Component test procedures
-
4.24 Squeeze an idle air hose while the engine is running at idle
speed to check idle speed control valve (ISCV) response
4.25 Backpn
4 If pr,sslhle 5<lu-e79 one of the air tiuses. 13 Load the englna hy swrtching oi the
I!ie rdle speerl shrll~lrls urqe and ttlerl ret~lrrl headlights, heated rear w~ndr~awn d heater
too normal (see ~llustration4 .24) fan. The average vultage :v~lld ecrease arld the
5 H lhr !die cond~t~nrnn qetq tl)+ atlove duty cycle w~llI ncrease. The trequer~cyo f
c::rltt?rl.l. 11 IS III:~I~CJI.J to tje at I~ult pulse should renlaln constant.
6 F,?IIIIs In OIIF! or rr1urr-Jt it the ~trrnso n the
tollmt,~nql~ sbl v~lal dvnr~syl 311rr:I idle I~tIr qr~ty ,
and rould htlng at>oul Ttw yerit.rutlor1 c~flc ile
relatrd ta~lltr .nl-1es Trlctr+ 11~!t15S t~D~rltd~ e
cllechsd brtor17. ~flcmplr~r-l~~;lqr_ ln~?s~d.f; the
idle sperd c:rml~r>dl nlvr: (I!>CV) or stepper
rwtur
:<j triqf~Irn ?< tnt> 1ca/t clr~I1
h) I~ILLt ~V~~I~PI~tL~II~ )~I>tr nq
cj An III(~II[:> ~V~IL~.II~LI ~> /e~h
d) ItJ~lP~LfO~ ~I+fV kl.
cj Cloogr-ri nrr hlt~f.
1) At) !ncor-rectly-ndllrsted throttle valve.
y) Ccvhurj-tuuled throttle phte.
ti) 411 ir)correutly-adj~~stethdr ottle swttch or
Itlroltk pot.
ISCV test procedure (two- wire)
7 /I uoltmeter and,nr dwell rneter are suilable
~rl-lr~rrrierlt:; for te:;tlng thr: two wlre ISCV in
rrlosl systems Note: A dwcll meter wtll not
91v.e puud res~~lwtsh en conncctcd to Fotd
s\ sterns - a vulirrreter ur vscrlluscupc is n
fi?ttr?r (:IJOICL?.
8 Connect thr: negatlve probe to an eriylrle
14 If an alr leak ur another tault IS ptesent
resulting In more alr bypassirlg ttis throttle,
the ISCV duty cyclc w~lhl e lomer thatr tlorrrlal
as the CCM pulses the ISCV Icss npcn.
15 When rnore load 1s plar:ed upoi thc
engine, the FCM pulses the ISCV rrlure uperl
(larger duty cyclc) tn Increase the idle speed.
16 Irl addlitor) ~f the enqrnc 1s rncchnl~~r;llly
r~nso~lnodr the lhrottle valve 1s d~rt:, thf ECM
may p:rlcc the ISCV more tipyr~ I(> irlcrerlse
the ~dles pevrl Th~sm ay resLllt In :irl 1I.IPven
~dlear id a tt~arr~~c ~rrri<;~I<lI I,,r{y c,lr
ISCV signal not available
17 Check the ISCV ~res~s!arir-e [ yp~r_,~ll2y ,
res~star~coef P to 16 nhms sha~~hlrel ~tIrr~wd f
18 With the ign~t~uurni check !or b?ttt7ry
voltngr: nt thr: SIJ~PIY TPII~~IIIRI If ll)rrr IS r~cl
voltage, trace Ihr ~VII lna bark to lhr. Inaln
relay or iqnltlori swbl~di ;I? dp[?r(.rl,r~ale
19 D~scur~rletchle ISI:V rnllltl pl~ig
20 With the ~gnltlvno n. LIW 3 ju~~~1p4e-3r6 to
very krlefly tuuch lh~a=c lLl3tor pin 117 thr- IXV
rr~rlltl-plugt o nnrtli
21 If the 1SCV ad~~~ilec:h:% k lhc, EKFJ man
voltaqe suppl~esa nd e;lnT~% H Iest~rlqrt :veals
t.srth no fault, ttle ECM 1s su~pect.
9 Cilr~rlri:t the voltmctcr posltlve or dwell 22 If the lSC~do( +, actuale, ctle,;k fur
rrieter pr~tlelo the wlre attached to the ISCV ,,nti,,llitv wirl,lu between the IS(;V ~llllltl. .. . - -2 - ‘~ILCte~r~r~~lI~ rlal, pli~gan d thc FCM.
10 .C,l,jrl It)? erigrrle and alluw ~t to Idle.
11 Wrth l\lr enqIIrP tt~)t;I. varylrlg voltagr: lSCV test procedure
hrlwepn 7 11 lo 0 volts, a duly cycle ~t 40 to (BOSCt~h ree-wire)
~l4~%an,d n f~~qllfyi lo~f I1U ?re I~kvlyto he
obta~ned(s ee illustrat~on4 .25)
12 Wt,erl the erlqlne 17 r~irnlr pl;lr.srl LJndfY
load. Ihe vullage w~ldl ecrease and thr: duty
cycle will Increase. F requenrv 15 Ihkely tn
rclnaln statjle for rriust Idle c~>nt~vcarllv es lth?
freql~encyw ill ~~s~~aallrlrl y111 I LYv~,jlv es!
Note: Thc rcndtng otl a d1~11t,7/\ ~dtnlrter~ vrtl
~rrdtcateth c nvorngr! voltngr
23 A vultrrwt'r 2nd a dwcll mnter nre SI rtahte
1nstrurntwt5 firr testlng ltle Busct! ttlrech-w~re
ISCV
24 Canner,t ttlrT voltmeter nerjative or dwell
meter probe to ari erlyirle earth
25 (:onn17ct Itlr voltmeter pus~tivec lr dwell
rnzler prube to tile wlre attnchcd to onr: nf the
two ISCV slgn;ll terrnltrals.
26 Start thp rnglilr and allow ~t to ~dls.
3bing lor a typlcal dwell at the ISCV.
engine at Idle speed
27 fl1)t.n iti? enplne 15 TI( ,l :I ,::I jsr;( , tl ,'I<<
or a duly c\.ile ui rlthr5r 3[i~>tO>~rl1,H;1 . ~. I,:.I
69% ~?1I1 bc vht,~lnrrl Thr rl.ltj ,I b. . .I ,.,,I .:#:
WIII depc~id IJ~>~>I-I ~~,~II-I~,-II ..-~I~II~1I1, -~ ~
irlsfrum~n1l 7c g1inr.r t~j
28 Wh~nlh f: crlqll I(- I' s-r,l~:I ,I 11 I. t :! 1,:1;:t.
had, the vnllsq? $,,:I rli:cfc;lsr ;,ic th:~:I .I)
cycle w~lIl ~L~E~SNFo:t e: T~!Pra ,-!,~,;:-g 2
dtg~tal\ o/T/)-tet~?vr/ lC! II?(?I~:~?::~!yt s 11 ?!<!$?
voltage
29 Load tlw cnqlnn by s\*;~:rtl~vrl ?r8
he;lrll~qhts, hcrltrcj rc,ir r~,~r~rrc.)jir~:.,l ',zztt~
tall The nvcwgr volt~r!r:w ~l:lI t.( I.,.~:.I. ,:rl, : 'he
duty cyclr: w~lIln rrensp
30 I f an nlr lnak nr nnott,r't f,~.~!t :, l:rrl<+'-!
1t.sult113qIn 17)nrr nlr t-~~n;l<,.;l~r~l~tllr , 1!11,1: . t i
the ISCV dhty cyclr nclll 1)s Ioiwf~r imi,irl S,<.~I~.:I~
a5 the ECM pulses tlii: ISI;V 11:v; ijl>t>ri
31 When more load 1s pla\.nil ~.;:::rl tit
erlgirle the ECM pillscr, thr IS<:\: ,n:11+ ,q:er
(larger duty cycle) to Iricri.nxr: +h~~-,r ll!,;~l~ r+&!
32 In .-~ild~t~~nfn tk.r : i.nglnr I:, ::lt>r 'I,I~II:,I I,,
unr;~3\1ntiol r Ihc thrclttlr bi1lvp I.; rll~t;.t t~Ir < 'I.*
nltly p11l:;t~ the ISCV r)ir)rt> q)+r~ 1:) I;IL,Y:IW+
lnt3 (LIIq~l>~u xc(c Tli~?1 mLly rt~*<~lI1'1 ,111 L~r~t:bA~
IC~IPA I?,~? .>l.l r+?r tt~1r1ri orrrikj'tlh~cl?~c ,l:,
33 5wltr.i: tllto imr,ltn~etrr [:rj.;~t~ht. t;r I::>,:;
mlCti:( r>tr>I-l?lh the? vilre <~ti~>Jr I~1L%)I I! I~-\ >.!,?
one of the two IS(;\/ :~:jrl 11 trjrr~rl1 .1':-
34 With the englltr: Ihrl. I ; .l.ir;'r l. I ~.~,ltI.- l~1 1. .
duty cycle nf nrtlicr ,>l-lpc,, lr'l.~t',l, .I, 1 " .
69% w~lbl r: nhtn~ticdT he 11111; , , I I- ot. I.il81-I
wtll depe~~dId pnti wti11-I- ~PIII~I.II 4h~f
Instrument is cotiripctno
ISCV signal not available
35 Check the IS(X rr:s~stani.,I, :I.I, l>t,:(s,;.
36 Ill~thth e Iqnrttnli 011, I-I?,,I I> '1.1 t,.~''+.
voltage at the suppl',: ter~i~tinl
37 If there IS no vultaqt: tr;lr,. th, , Y, t lm7v> I: -1, I
to the rrlalrl relay 01- 1qrl1111:n 5\;,:.,1 :I(
apprupr~ate
38 U~sconrle(:t thr: lS(:V ~nulil1 1l11g
39 Sw~tch0 1)t he IqnltlcI). IJT-I' .1 1 1l-r[); I r .I
tu very br~etlyt uuck, onc n? 1111. 1,.,-, -I: '1 I;I'~-,~
plrls In the ISCV mt~lpt~lu cl t{> 1'2tTl1
43 F
44 C
terrn
resis
45 1
cent
I .."-
two
ohn
St:.
47
rTio
tesl
drr
"A!
I(.,,.
'11
48
ttitthr
~t
(3 1;
Id!:
1UI
\tTl
49
1111
st1
0 1
\'I
tc<
I)!
:I . 11
51
. -. .. .
Component test procedures 4.1 5
I 10 If the ISCV actuates, check the ECM man approximately 5 to 10% should be obtained. If
voltage suppl~es and earths. If testing reveals 30 the dwell meter can measure the value ~n
no fault, the ECM IS suspect. milli~ondst,h ~sc ould be even more useful.
41 If the ISCV does not actuate, check for
continu~ty of wiring between the fSCV muitiplbg
and the ECM
42 Switch the jumper lead to very briefly
touch the other ISCV actuator pin in the ISCV
multi-plug to earth. Evaluate the results as in
pxagraphs 40 and 41 above.
lSCV resistance (three- wire)
4l Remove the tSCV multi-plug.
44 Connect an ohmmeter between the centre
terminal and one of the outer terminals. A
resistance of 20 ohms should be obtained.
45 Reconnect the ohmmeter between the
csntre terminal and the other outer ISCV
terrr,\nal. A resistance of 20 ohms should be
obta~ned.
46 Reconnect the ohmmeter between the
two outer ISCV term~nals. A resistance of 20
ohms should be obta~ned.
Stepper motors
47 A number of different types 01 stepper
motor are usad in motor veh~cles. Spec~fjc
test procediires for a number of popular types
are detailed In the Haynes companion volume
"Automotive Engine Management and Fuel
lnject~onS yslems Manual".
48 A sw~tchis somalimes incorporated into
the stepper motor assembly Refer to the
throttle swltch tests tor a general description
of earth and supply tests. ldle switch
operallon IS particularly important for good
idle qual~lyH. the ECM does not recognlse the
Idle condillon, ldle control cannot be
rmplementsd.
40 The typical stepper molor employs two
motor windings. The ECM positions the
stepper motor by energising the windings in
one direction and then the reverse. A
voltmeter or oscilloscope could be used to
test for a stepper motor signal. However,
atthough a signal can usually be obtained on
all of the motor terminals, the signal is fleeting
and will only be generated as the motor
winding is actuated.
50 Check the resistance of both windings
and compare to the vehicle specifications.
Values are usually under 100 ohms.
W/Audi idle control motors
- ,
, ,
1 Check for corrosion in the connection plugs
between the relay and the injector, and the
ECM and the injector. Corrosion in connection
plugs is a common reason for poor Injector
performance.
2 Connect the dwell meter negatlve probe lo
an engine earth.
3 Identify the supply and signal Isrminals.
Note: An injector dwell reading will only be
obtained upon the signal terrnmnal which is the
wire connecting the injector to the ECM If you
cannot obtain a reading, reconnect the probe
to the other terminal and retry.
4 Connect the dwell meter positive probe to
the wlre attached to the injector signal
terminal.
5 Although the following tests are
accomplished with the aid of a basic dwell
meter, an osc~lloscope is a more suitable
lnstrurnent far analysing the signals generated
by the electronic fuel injector circuits.
B Initially, the probe can be connected to the
signal term~naol f any one of the injectors.
Current-controlled or peak-and-hold
injection circuits (dwell meter)
7 When the injector IS of the currentcontrolled
ktnd, very few dwell meters may be
capable of reg~steringth e second stage of the
pulse duration. The meter may only register
the swrtch-on citcuit of approximately 1.0 or
2.0%. Thls means that the injector duty cycle
readlng will be inaccurate and not
representative of the total pulse width seen in
the circurt. Only a small number of DMMs can
actually measure this circuit satisfactorily.
Engine non-nmmer test
procedu~es
8 Crank the engine.
B A duty cycle reading (injector duty cycle) of
Good injector signal
10 Check for an injector pulse on the other
injectors.
11 If the rnjector signal is satisfactory and if
the primary ignition signal is also providing an
acceptable signal, the fault IS unlikely to be
related to the ECM.
Poor or no injector signal
on one or more injectan
Note: In some Motronic systems, the
frequency of injection increases for several
seconds during inifial ci-ankino.
12 Check the fuel pressure and fuel flow.
13 Check the primary trlgger (crank angle
sensor or Hall-effect sensor) for a good signal.
14 Check the voltage at the signal terminal of
the injector multi-plug. Battery voltage should
be obtained.
15 If there is no voltage, check the injector
resistance and the injector voltage supply.
16 Disconnect the ECM multi-plug.
A Warning: Refer to Warning No 3
(in the Reference Section at the
end of this book) before disconnecting
the ECM multi-plug.
17 Switch on the ignition.
18 Use a jumper lead to very briefly touch
each one of the injector actuator pins In the
ECM muhi-plug to earth (see illustration 4.26).
19 If the injector actuates, check the ECM
main voltage supplies and earth's. If tests
reveal no fault, the ECM is suspect.
20 If the injector does not actuate, check for
battery voltage at the ECM pin. If voltage is
present, the injector is suspect. If there is no
voltage, check for continuity of wiring
between the injector multi-plugs and the ECM
multi-plug.
21 If the injector circuit is banked or
sequential, individually check each
connection to the ECM.
ECM multiplug
51 The type of control motor fitted to many
current VWlAudi vehicles incorporates a
reversible stepper motor winding, a Hall
sensor that s~gnais the stepper motor
postion, a TPS, and an idle switch. An 8-
terminal multi-plug connects the motor to the
wiring loom. The component parts that make
up the control motor can be tested by
referring to the test procedures described
under the headings for individual 4.26 Using a jumper lead to very briefly touch an injector actuator pin in the
components. ECM muHi-plug to earth
4.1 6 Component test procedures
Duty cycle too long or too short
22 Check the coolant temperature sensor,
then check the airflow sensor or MAP sensor.
Note: If the ECM has entered LOS due to a
fault in on8 of the sensors, the engine may
generally behave quite well whilst the engine
is hot, but may be difficult to start when cold.
Engine nrnning tests
23 Run the engine at various speeds. Record
the duly cycle, and compare to the
approx~mats values in the following table.
When the engine is cold, the values will
slightly increase.
Engine speed Duty cycle
Idle speed 3 t06%
2000 ~pm 7 to 74%
3000 rpm I I to 16%
Slow throttle jncreasa As above
Hslpid throttle jvcmse 20% or more
Deceleration' Zem
*Raise the engrne speed to approximately
30W rpm and release the rhrottle
24 Evaluate the resu!h obtained as follows;
a) The duty cycle in % should increase in
value as the engine rpm is raised.
b) Under rapid acceleration, the duty cycle
should show a great ncreas in value.
c) Under deceleration, when the engine ts
hot, the duty cycle should drop to zero
(digital met@ and reappear as the engine
speed smks below wroximate4y 1200 rpm.
d) Where the meter does not drop to zero,
check the throttle valve for correct adjustment
and the TPS or TS for correct
operatiofl.
e) Noise from the injectors should also temporarily
dtsappeer as the cut-OIY operates.
f) Note that a slow-respwding drgital meter
may not show ihe drop to zero on
deceleration.
Duty cycle too long or too short
25 Check the coolant temperature sensor,
then check the airtlow sensor or MAP sensor.
4.27 Single-point injector
Note: If the ECM has entered LOS due to a
fault in one of the sensors, ihe engine may
generally behave quite well whilst the engine
is hot, but may be difficult to Stat? when cold.
Injector msistance tests
28 Remove eacn injector multi-plug and
measure the resistance of the injector
between the two term~nals. On currentcontrolled
injectors, the resistance will
typically be 4 ohms: on most other systems,
typically 1 6 ohms.
27 Whwn dealing with parallel injector
circuits, or banked ~njectors, one faulty
injector can be harder to spot. Assuming that
the resistance of one slngle injector is 16
ohms, the values that are likely to be obtained
w~thva rious configurations of injector circuit
are as follows:
Four injectors in bank
Resistance Condition
(ohms)
4 to 5 All injectom ok
5 to 6 One injector suspect
8 to9 Two injectors suspect
16to 17 Three injectors suspeci
Three injectors in bank
Resistance Condition
(ohms)
5 10 6 AN itljectors ok
8to9 One injector suspect
16to 17 Two injectors suspect
Two injectors in bank
Resistance Condition
(ohms)
8 to 9 Both inlectors ok
16to 17 One injector suspect
1 Connect the dwell mebr negative probe to
an engine earth.
2 Identify the supply and signal terminals.
3 Connect the dwell meter positive probe to
the wlre attached to the Injector signal
terminal. Note: The majority of SPi systems
utilise current control, and the average dwell
meter will not accurately measure this kind of
injection signd An oscilloscope IS therefore
recommended for signal tests on the majority
of SPt sys&rns.
Englne non-runner test
procedums
4 Crank the engtne.
5 A duty cycle reading (injector duty cycle) of
some description should be obtained. If the
dwell meter can measure the full pulse width
value in milliseconds, this could be even more
useful. If a signal IS obtained, this at least
indicates that the ECM is capable of switching
the injection circuit. However, ~t does not t
prove that the signal is totally satisfactoty. :
Good injector signal
6 If the injeHor signal is satisfactory and the :
primary ignition slgnal is also acceptable, tho .
fault is unhkely to be related to the ECM.
Poor or no injector signal
7 Check the fuel pressure and fuel flow.
8 Check the crank angle sensor, Hall-effect
sensor or other primary trigger for a good .
signal.
9 Check tho voltage at the signal terminal 01
the injwtor rnultl-plug. Battery voltage should ,
be obtained. If there is no voltage:
a) Check the injector resistance.
b) Chmk the ballast msistor resistance
(where fitted).
c) Check for continuity of wiring between
the injector multi-plug and the ECM multi-
PIUS.
d) Check the voltage supply to the injector.
10 Dbsconnect the ECM multi-plug.
Warning: Refer to Warning No 9 A (in the Reference Sectlon at the
end of this book) bsfom disconnecting
the ECM mulii-plug.
11 Switch on the ignition.
12 Use a jumper lead to very briefly touch Ihe
inlector actuator pln In the ECM multi-plug to
earth {refer to illustration 4.26).
13 If the injector actuates, check the ECM
main voltage supplies and earlhs. If testing
reveals no fault, the ECM is suspect.
14 If the injector does not actuate, check lw
battery voltage at the ECM pin. If voltage 1s
present, the injector is suspect. If there is no
voltage, check for continuity of wiring
between the injector multi-plugs and the ECM
multi-plug.
Pulse width too long or too short (if an
accurate measurement can be made)
15 Check ths coolant temperature sensor
and the MAP sensor. Note: If the ECM has
entered LOS due to a fault in one of the
sensors, the engine may generally behave
quite we// whilst the engine is hot, but may be
difficult to start when cold.
Engine nrnning tests
16 Please refer to the multi-point fuel
injection (MPi) secllon above which descr~bes
rest procedures applicable to checklng both
MPi and SPi operation in a running engine.
Resistance tests
17 Remove the injector multi-plug (see
illustration 4.27) and measure the resistance
of the injector between the two terminals. The
resistance value for most single-point
injectors is less than 2 ohms, but the
specil~cations for the vehicle under test
should be consulted.
18 Where a ballast resistor is fitted: Remove
the resistor multi-plug and measure the
resistance of the ballast resistor between the
ho lerminals. Refer to the particular specifications
for the vehicle under test.
Component test procedures 4.1 7
1 General information
t Better response can be obtained from the
wine under various operating conditions by
utilslng a secondary throttle valve to vary the
volume of air flowing through the inlet
manifold. The ECM actuates the VIS, which in
hrrn actuates the secondary throttle valve
illustretion 4.28).
: resting
2 Check the vacuum hoses for condrhon.
B Disconnect the multi-plug from the VIS.
I Attach a temporary jumper wlre from the
kttey positive terrnlnal to the supply termrnal
on the solenoid valve.
6 Attach a temporary jumper w~refr om the
solenoid valve earth terrn~natl o an earth on
the engine.
6 The VIS valve and the secondary throttle
should actuate. If not, the solenoid and/or
throttle mechanlsm is suspect.
J Check for supply voltage to the control
solenoid rnultl-plug.
8 Check the contrnuity ot the control solenoid.
Q Check the continu~ty of wlrrng from the
control solenoid to the ECM.
10 If all wlring and components are
disfactory, the ECM is suspect.
1 Start the englne from cold and feel the area
around the throttle body or inlet manifold (as
agpmpriate). If the heater is working, this area
ahould become very hot quite quickly. Take
care not to burn your fingers1
nlmttle body heater and inlet
menifold heater tests
2 Allow the englne to idle.
I 4.29 Typical inlet manifold heater
Intake manltold
long inlet tract (torque)
short lnlet tract (power)
4.28 Typical variable induetlon aystarn
PIS) wiring and componatrts
earth
3 Attach the voltmeter negative probe to an
earth.
4 Attach the voltmeter positive probe to the
heater supply connector (see illustration
4.29); batterj voltage should be obtained.
5 If there is no vottage supply, check the
throttle body heater supply. Check the
continuity of the wiring between the relay and
th8 heatw.
6 If there is battery voltage available. but the
heater does no1 operate, chock the heater
resistance and the heater earth.
General infomation
1 Better response can be obtained from the
engine under various operating conditions by
utilising a control solenoid to vary the valve
timing according to engine elflciency. The
ECM actuates the WCS, which in turn
actuates the valve timing. A number of
different methods are used to vary the valve
timing, but the control method will be similar
to the method described.
2 Check the vacuum hoses for condition
(where used).
3 Disconnect the multi-plug from the VVTCS.
4 Attach a temporary jumper wire from the
batley positive terrn~natlo the supply terminal
on the solenoid valve.
5 Attach a temporary jumper wire from the
solenoid valve earth term~nal to an earth on
the 8ngir.e.
6 The solenoid valve should actuate. If not,
the solenoid is suspect.
7 Check tor supply voltage to the control
solenold multi-plug.
8 Check the continu~ty of the control
solenord.
9 Check the continuity of wlrlng from the
control solenoid to the ECM.
10 If all wrring and components are
satisfactory, the ECM is suspect.
1 The two wires to the WCS connector are
supply and ECM-actuated earth (we
Illustration 4.30).
2 Backprobe the WCS multi-plug.
3 Connect the voltmeter negative proh to an
engine earth.
4 Connect the voltmeter positive probe to the
wire attached to WCS supply terminal.
5 Switch the ignit~ono n and check for battery
voltage.
6 If no voltage is obtarned, check for a suppty
fault.
7 Use an ohmmeter to check the WCS for
continuity.
ECM
1 2 22
tT 1
earth
WCS
5
main
relay
4.30 Typical wastegate control wlenoid
WCS) wiring for turbochaqer
4.1 8 Component test procedures
ECM and fuel system test procedures 1 c) P c
36 ECM faults
1 When a fault code IS generated that
suggests an ECM fault, the following
procedures should first be followed before the
ECM IS replaced.
2 Check the ECM earth, voltage supplies and
relays as described below.
3 Where possible, try a substitute ECM
(known good un~t)a nd check that the fault
code does not reappear.
37 ECM vottage supplies
and earths
1 Inspect
Warning: Refer to Warning No 3
fin the Reference Section at the
end of this book) before disconnecting
the ECM multi-plug.
the ECM multl-plug for corrosion
and damage.
2 Check that the terminals In the ECM rnultlplug
are fully pushed home and making good
contact with the ECM plns. Note: Poor
contact and corrosron are common reasons
for maccurate signals from the ECM.
3 Voltage supplies and earths are best
measured at the ECM mutli-plug Use one 01
these test methods.
a) Peel back the ECM multi-plug insulation
(not always pmsrble) and backprobe the
ECM multr-plug pms.
bJ Attach a break-our box (BOB) between
the ECM and rls mulir-plug, and probe the
box for voltages.
c) Detach the ECM from rts mulfr-plug, and
probe lor voltages at the rnultl-plug pms.
4 Attach the voltmeter negatlve probe to an
englne eanh lor the ECM connected tests.
5 ldent~fyIh e varlous lypes of connection and
the relevant ECM plns from a wlring diagram
for the vehlcle In question. Note: Not all of Ihe
folrow~ngc onnectrons WIN be avarlable In any
particular system.
ECM battery supply pin
6 This pin is d~rectlyc onnected to the battery
i+)le rrnlnal, and a constant vollage should be
ava~lable at all times, even wbth Ihe lgnltlon
key off.
7 W~thIh e ECM multi-plug connecled:
a) Backprobe the relevant ECM ptn - nominal
battery voltage should be obta~ned If
vollags 1s low or non-exfslent, check the
battery condrtton and supply arcutt.
bJ Slan 1.k engrne and raise ttle erlg~ne
speed to 2500 rpm Ensure that the
voltage r~sesto betwesn 13.0 and 15.0
r,olts (refer to vehrcle spew frcstrons).
Check the alternator rf the voltage remains
10rv
8 With the ECM multi-plug disconnected:
a) Attach the voltmeter negative probe to an
ECM earth pin.
6) Attach the voltmeter positive probe to the
relevant ECM pin - norninal battery
voltage should be obtained. I f voltage is
low or non-existent, check the battety
condition and supply circuit.
cJ Sfarf the engine and raise the engine
speed to 2500 rprn. Ensure that the
voltage rises to between 13.0 and 7 5.0
volts (refer to vehicle specifications). Ckk
the alternator if the voltage remains low.
ECM cranking supply pin
9 This pin is connected to the ignition switch
starter terminal, and a battety voltage will only
be available during engine cranking.
10 With the ECM multi-plug connected:
a) Backprobe the relevant ECM pin.
b) Crank the engine on the starter - battery
voltage should only be obtained during
cmnking.
11 With the ECM multi-plug disconnected:
a) Attach the voltmeter negative probe to an
ECM earth pin.
b) Attach the voltmeter positive probe to the
relevant ECM pin
c) Crank the engine on the starter - battety
voltage should only be obtained during
cranking.
12 In either case, if there is no voltage or the
voltage is low, check the starter motor or the
supply back to the ~gn~tiosnw itch starter
terminal.
ECM suppry from
the ignition switch
13 This pln is connected to the rgn~tlon
switch, and voltage shoutd be available at all
tlrnes whllst the lgnlt~onis switched on or the
englne is running
14 With the ECM multi-plug connected:
a) Backpmbe the relevant ECM pin.
61 Switch on the ignrtton - nomrnal battery
vollage should be obtarned. I f the voltage
rs low or non-existent, check the battew
condttton and supply circutt
c) Start lhs engine and raise the engrne
speed to 2500 rpm. Ensure that the
voltage nses to between 13 0 and 15.0
volts (refer io vehicle spec~ficalrons)C. hech
?he alternator it the voltage remains low.
15 W~thth e ECM multl-plug drsconoected'
a) Altach the volirnetef negattve probe to an
ECM earth pm.
b) Altach the voltmeterpos~ttvep robe to the
relevant ECM ptn.
c) Swttch on the rgnrtron - nom~nabl attery
voltage should be obtarned. I f the voltage
IS low or non-eastent, check the battery
cond~t~oannd supply crrcult.
dl Start the engrne and rarse the engine
speed lo 2500 rpm. Ensure that the
voltage nses to between 13 0 and 15.0
volts (refer to vehrcle specrfrcabons)
Check the alternator if the voltage remains
low. !
ECM supply from
the main system relay
16 This pin is connected to the main relay.;
and voltage should be available at all times;
whilst the ignition is switched on or the englnti
is running. This supply may be made to mote i,
than one ECM pin.
17 With the ECM multi-plug connected,
a) Backprobe the relevant ECM pin.
b) Switch on the ignrtron - nominal battery
voltage should be obtatned. I f the voltage
is low or non-existent, check the battev
condition and supply crrcutt back to the
main system relay. Also check the relay
~tself.
c) Start the engine and raise the engrne ,
speed to 2500 rpm. Ensure that the
voltage rises to between 13.0 and 15.0 ,
volts (refer to vehrcle specrfications) Check
the alternator if the voltage remains low ,
18 With the ECM multi-plug disconnected:
a) Attach the voltmeter negattve probe to an :
ECM earth pin.
b) Attach the voltmeter positive probe to the
relevant ECM pin.
c) Switch on the ignition - nominal battery
voltage should be obtained I f the voltage
is low or non-existent, check the baffery
condition and supply circurt back to the
main system relay. Also check the relay ,
itself.
d) Stari the engine and raise the engtne ,
speed to 2550 rpm. Ensure that the
voltage nses to between 13.0 and 15.0
volts (refer to vehicle specifications). Check
the alternator if the voltage remains low.
ECM earth connections
19 Wlth the ECM multl-plug connected,
a) Switch on the ignrtron.
b) Atfach the voltmeter negative probe to an
engine earth.
c) Attach the voltmeterposrtrve probe to the
earth terminal under test - the voltmeter
should rndrcate 0 25 volts rnaxrrnum
20 W~thth e ECM multi-plug dlsconrr&c:eil
(Ignition on or om:
al Attach the vo:tmeter negative probe to
the earth termtnal under test.
b) Anach the voltmeter positive probe to the
ECM battery supply or dtrectly to the
battery postttve temtnal - the voltmeter
should indicate battery voltage if the earth
is satrslac tory.
ECM coding earth pins
Note: The codtng ptns are used to code the
ECM for certain vehicle configurations (some
systems only).
21 W~thth e ECM multl-plug connected:
a) Switch on the ignition.
6) Attach the voltmeter negatrve probe to an
engine earth
22 1
the
win*
23
EC!
teui'
w:
24
25
mai
po:
obt
rel:
26
d rc
an1
the
27
thr
ch
CC
SA
dc
re:
re'
c) Attach the voltmeter posrfrve prabe lo the
coding earth pin under lest. The voltmeter
should indicate 0.25 volts maximum if the
cw'ing earth is connected, or 5.0 volls rf
the coding earth is nol connectedl
, ECM relay driver pins
I1 PZ Depending on system, the ECM may dr~ve tk main relay. fuel pump ralay ar OS relay r wind~ng to earth.
I Unless otherwise stated, the relay($) and
' ECM multi-plug should be connected when
: btlng.
, Main relay driver
24 Identify the EGM relay driver pins.
25 W~th the ignition off, backprobe the ECM
marn relay drlver pin with the voltmeter
positlve probe - battery voltage should be
obta~ned If there is no voltage, check the
relay and ths relay wlrlng.
18 Switch the ignition on - the voltage should
drop to near zero. If not, switch the ignition off
and disconnect the ECM multi-plug (refer to I the Warning at the start of this Section).
27 Connect a temporary jumper lead from
Re driver pin to earth. If the relay operates.
I check all voltaye supplies and earth
/ connections to the ECM - if the wring IS
; satisfactory, the ECM IS suspect. If the relay
r does not operate, check the rekay and the
- why wiring. Note: In some systems, the marn
day winding IS connected drrectly to earth.
Pump relay driver
28 The main relay dr~ver operatior1 (prev~ou~
test) must be satisfactory before cornmenclng
' this lest. ~nclud~nwgh en the main relay
wrnd!ng IS d~rectlyc onnected to earth.
B With the ignition switched on, backprobe
the pump relay driver with the voltmeter
pos~t~vper obe - battery voltage should be
obtarnsd. If there is no voltage, check the
relay and the relay wiring.
XI Crank or run the englne, and the voltage
should drop to near zero. L f not, sw~tcho ff the
ignlt~ona nd disconnect the ECM multi-plug
(refer to the Warning at the start of this
Section).m
31 Connect a temporary jumper lead from
pin 3 to earlh If lhe relay operates, check all
voltage suppl~asa nd earlh connections to the
ECM - if the wlrlng 1s satistactory, the ECM is
suspect. If the relay does no1 operate, check
!he relay and Ihe relay wlrlng.
SZ Essentially, Ihe lests for any add~tlonarle lay
drivers are sim~latro ?he pump dr~vetre sts.
Quick tesf
1 If the engine does not run, or a relay-fed
component does not function, the follow~ng
method is a quick way of determining whelher
the relay is defective.
Component test procedures 4.1 9
2 Eheck for a supply voltage at the
componentIs) supplied by the relay.
3 If voltage 1s not available, by-pass the relay
(see below) and retest the component lor
voltage, or attempt to run the englne.
4 If the engine runs or voltage is now
ava~lablet,e st the relay (see below) or renew
the relay.
5 If voltage is not available, check for supply,
earth and output voltages at the relay
term~nats. Trace supply faults back to the
source (see illustration 4.31). Check tor a
blown fuse or fusible link in the supply Irne.
4.31 Test the relay by probing for voltages
Common relay terminal
connections (standard relays)
Terminal no.
Main relay no. 30
Ma~nre lay no. 86
Ma~nre lay no. 85
Main relay no. 87
Pump relay no 30
Pump relay no. 86
Pump relay no. 85
Pump relay no. 87
Function
Supply from the battery
positive terminal.
Constant voltage
available.
Supply from the battery
posltlve terminal or the
tgn~tions witch. Either
constant or sw~tched
voltage available.
Relay winding,
connected to earlh or
ECM driver tsminal.
Voltage almost zero
when ignition switched
on.
Output term~nal
supplies voltage to
ECM, ISCV, lnlectors
etc. Battery voltage
available when Ignition
switched on.
Supply from the battery
positive terminal. Constant
voltage ava~lable.
Supply from the main
relay terminal 87 or the
ignition switch. Either
constant or switched
voltage avaitable.
Relay winding, ECM
driver terminal. Voltage
less than 1.25 volts
when engine cranking
or running.
Output terminal
supplies voltage to fuel
pump and sornet~mes
OS healer. Batiery
voltage available when
engine cranking w
runnlng
Terminal 85a and 85b similar to terminal 85
depending on use.
Terminal 87a and 87b s~m~ltaor terminal 87
depending on use.
Dual relays operate In a similar fashion, but
lnay use d~fferennt umbers.
Some Citroen. Peugeot, Renault and Far
Eastern systems (including Japanese
manufacturers) may use a numerical system
from 1 to 5 or 6, or even up to 15 depending
upon the number of pins.
Citroen, Peugeot and
Fiat 15-pin relay (typical)
Terminal Function
no.
1 Relay oulput ?atminal. Usl~ally
connected to fuel pump clrcult
2 Battery supply to relay. Supply
from the banery positive
terminal. Constant voltage
available.
3 Battey supply to relay. Supply
from the battery positive
terminal. Constant voltage
available.
4 Relay output terminal.
Components supplied vary
depending on system.
5 Relay output terminal.
Components suppl~edv ary
depending on system.
6 Relay output terminal.
Components supplied vary
depending on system.
7 Relay earth or drlv~tre rminal.
8 Batlery silpply to relay. Supply
from the baitery positive
tsrrninal. Constant voltage
available.
9 Relay oulput terminal. Usually
connected to fuel pump circuit.
10 Re!ay earth or driver terminal.
11 Battery supply to relay. Supply
from the battery posltlve
terminal. Constant voltage
ava~lable.
12 Unused.
13 Relay output terminal.
Components supplied vary
depending on system.
14 Supply from the ignition swilch
Switched voltage available.
15 Battery supply to relay. Supply
from the battery positive
terminal. Constant voltage
available.
Note: Although the functions of the abc&
terminaf numbers are generally as s:ated,
there are w~ded ifferences in how the relay rs
wired In any partrcular applrcatior:
4.20 Component test procedures
Bypassing the relay
6 Remove the relay from the relay multi-plug.
7 Connect a fused (15 amp) jumper lead
between the battery supply terminal (usually
terminal 30) and the output terminal (usually
terminal 87) on the terminal block, where
power to the fuel pump or other fuel injection
components is required (see illustration
4.32).
8 Do not run the fuel pump continually under
this condition, and disconnect the bypass
whenever a particular test is completd.
Testing 4-pin relays
9 Remove the relay from the terminal block,
and connect an ohmmeter across terminals
30 and 87.
10 Attach a wire between terminal 86 and a
12 volt supply.
11 Attach a wire between terminal 85 and
earth.
12 The ohmmeter should indicate continuity.
1 Connect the voltmeter negative probe to an
engine earth.
2 Identify the terminals. Depending upon
system there could be one, three or four
terminals:
OS heater earth.
OS heater supply.
0s signal.
OS return or earth.
3 Connect the voltmeter positive probe to the
wire attached to the OS signal terminal.
4 If an MOT-specification four-gas analyser
with Lambda is attached to the exhaust
system, the following values should be
HC: less than 50 rprn
CO; greater than 15.0
0; less than 2.0
Lambda: 1.0 i 0.03
5 Run the engine to operating temperature.
6 Raise the engine speed to 3000 rprn for 30
seconds. This will raise the temperature of the
OS so that swrtchinq should occur.
7 Hold the engine speed at a steady 2500
rpm. If the engine is allowed to tdle for
prolonged periods, the OS will become cool
and switching may stop.
8 Check for OS switching. See below for full
details and analysis.
OS heater tests
9 Check for battery voltage at the OS heater
supply terminal. If there is no voltage, trace
the supply wiring back to the relay or ignition
switch as appropriate. Also check the OS
heater earth connection.
OS signal output
Condition Voltage
Engine running
(hot at 2500 rpm) 200 to 1000 mV
Throttle fully-open 1.0 volt constant
Fuel cut-off 0 volt constant
Switching frequency 1 sec intewds
(approximately~
0s switching tests
10 All closed-loop catalyst vehicles monitor
the presence of oxygen in the exhaust
system, and adjust the Injector output to keep
the air-fuel ratio (AFR) within Lambda 1.0 *
0.03. The switching of the OS is fundamental
to the proper operation of the injection
system. It is vitally important that OS
switching occurs correctly.
tl Attach a suitable oscilloscope or
voltmeter to the OS switching wire.
12 Increase the engine speed to between
13 Allow the engine to fast idle and check
OS switching.
14 The OS voltage should switch high
low from approximately 200 rnV to 800 rn
a frequency of 8 to 10 times every 10 secondl
(1 Hz) (see illustration 4.33). Note: A diw
voltmeter will indicate an average voltage d
approximately 450 mV. A sluggish OS me)
appear to be switching correctly, and may
reveal that the voltage is slightly high.
oscilloscope is the more sccurate form of tsst
equipment and will reveal most faults
However, if the voltmter has a mar and rrh f function, the range of average switchrng J I $
be more easily spotted. iP
No OS switching i i 15 Check the Self-Diagnosis system for{&$
codes. If the OS has failed, the ECM will eithar
go into open-loop, or use a fixed voltage of 1
approximately 0.45 to establish Lambda = I
1 .o. 1
16 Check the OS heater circuit (heated OS :
only, 2, 3 or 4-wire types). Refer to the 0s;
tests in the system specific Chapter.
17 If the OS heater circuit has falled, the 06 1
may never (or only occasionally) reach ;
operating temperature.
18 Snap accelerate the englne - as the AFR I
goes rich, the OS should give a high voltage. ',
19 If the exhaust is equipped with an CO ;
inspection port before the cat, measure the :
CO vol % and HC at the port. If the cat is ,
operating efficiently, the following tests may
not be so productive when the CO is ,
measured at the exhaust tailpipe.
20 Increase the engine speed to between
2500 and 3000 rpm for a penod of 3 mlnuta I
to heat the OS and light the catalyst.
21 Allow the engine to fast idle.
22 Place the system in open-loop by
disconnecting the multi-plug to the 0s.
Multi-point injection engines
obtained. 2500 and 3000 rpm for a period of 3 minutes 23 Remove the vacuum hose from the fuel
CO: as vehicle specification. in order to heat the OS and light the catalyst. pressure regulator, and seal the hose end.
-
Sic:!
24 E
presE
E
25 1
VORP!
r
ation
n
engi~
prc'.
rniytl
UL:
28 '
rq'
All
29 +.
30
hcz
31
voi:
32
.A. Z!!X
33
en<
pi-< ....- -1.-
4.32 Bypass the relay by connecting a Jumper lead between 4.33 Oxygen sensor switching voltage tow - 0.130 volts is
terminals 30 and 87, and power will be supplied to the equhralent to 130 mllllvolts, and lndlcates a weak mixture
components attached to terminal 87
Component test procedures 4.21
Single-point injection engines
24 Sr~eflyc lArnp the fuel retl~rnli ne from the
yessure req~;i:itor back tu the furl lank
fil engines
15 The CO shot~lri ~ncrease arld the OS
,:?14aqe should swltch h~gh
26 Return the system to closed-loop cperatanby
~zconrjectingt he multi-plug lo tne OS.
27 The c.CI -,huuld return lo nclrrnal as the
engine responds tu !he r11.11 m~xture. Thls
pwes that tlit: US and ECM c.dn handle a rich
I xture.
Multi-point injection engines
l Place the systrrn In open-loop by
d sconnectlng the rr~ulti-plugt o the 0s.
30 Half pull thr d~pst~cokr deiarh a vacuum
lase to ~r~trodc~ac vPa cuLlni leak
31 The CO st~ould decrease, and the OS
(sitdqe should switch Ivn:
32 Rgturn the systerr, tr, closed-loop nperat~
cnb y ~econrlect;nyth e multi-plug to rhrr3S.
D The Cn shauld return to nurrrjal 3s the
eiglne (+:.ponds to rhe 11-:an m!xture. Thls
prni:Ps ttl~fth e OS and FT,M can handle a
cak mixture.
1
1 The inert1:3 sw~tct1~5 a safety devlr,c
lesl~nedto sola ate the fuel pump or cut lhr
anglne eleciriral system dur~nq a crash.
Heavv clerslt:rat~ar~o r a thump cirjss to i ts
28 Refit thc vacuurn hose to the pressure
2 Reset Uhe lnert~as u~tchb y pressmy do\:n
the reset button
3 If voltage IS st111 not ava~latdp;l t the fuel
p u m p cr other protected rlrr~rltxc or~tince
w~ihth e tests
Checking inertia switch
operation
4 lnspfd :ne inertla sw~tch ter~il~nal
conneci~onsfo r corroslon 3rd ddniage.
5 Check that the terminal conncct~ons a-r
making good contact will) the ssvitc:h.
6 Study a specll~c wring diagrarr~ to idenldv
the c~rcuw~th ~cbth e Inertla sw~lrhp ~ciects.
Typical circuits xi.
a) Rejay atauipi~t to ttw fuel pump
b) Relay si~pply.
rj Relav driver circr~~tot the ECM
7 Check the suprjly voltage and e;.ar!h
connection?. to the lnertra sw~tch.
41 Fuel pump and circuit
Fuel pump test procedures
1 locate the fuel pump l yp~c,ally, the t~~el
pump will eithttr he bolted td thc chass~sn ~ul
to the fuel tank, ur Irsra:ed lnslde ttie fuel tank
~tself.A ccess tcr l!ie ~n-tankp u~~1ls po ften
gallled by burr(,w~ng under the rear [);is-,Prlrler
seat or brio! rlonr.
2 Connect thr: voltrr~eler n+g;lt:ve probe tn nn
earth.
3 Identify the supply nnd esrth term~nnls
4 Connect Illr vanltmeter pusltlvs probe to :fie
wire attachrd tu the fuel ~UITIC supljly
term~nal
5 Clank the engme or bypass :nll fuel pu~rlp
relay - battery voltage should be obts~r~ed
Voltage supply not available
a) Check tne fuel pump fuse iruhcre httem
bj Chech the fuel pump relay
c) Check/reset the ~nertld s t^ f!ch (where
htted)
cY) Check cont~rli,~olyf the w~rrrlg
6 Attach the voltmeter pos~t~v[;ero be to the
fuel pump earth termlnal
7 Crank the englne or bypass ttle rPlav A
4
voltage of 0 25 volts mrllclmuni shoi~lr! h?
obta~ned.
42 Mixture control or
adaptive faults
I A whole uallety of d~ffersnt reason5 m.vk be
resporlsible for fault CO&S 1t13t indlratt:
~nqxture dorltr~2l or adaptive problems. Othcr
codes may also be raised that ~-r~urtldar row
:Ilk f~eld.
Rich mixture or
out of Iimit adaptive function
2 Check for excesslve enylns hlowbv, t~~gti
fuel pressure, coolant len~ljsratllrr: serlsor.
a~rflow ser~sl.jr. MAP seriscir, evaporat ;Q
co~itrol, KGH c-ustern. arid for leak~riq
~rllectors.
Weak mixture or
out of limit adaptive function
3 It Qnl cyllrlder IS shnwir~ga probleni 01 tlie
erlgitie mlsf~resc, heck thc spark plugs. t!~el
pressure, Idle ~uritrol.~ ndurt~usryls tpnl tcmr
vacuum Ir-ak- fuel Injectors lo: fol~rlng.
extiaust systsrr~ for leaks englne
compression, valvr gear. he3d gasket and
s~cur~daHryT sysikrn

5.2 Alfa Romeo
Self -Diaanosis
1 Introduction
The engine management systems (EMSs)
fitted to Alfa Homeo vehicles are mainly of
Bosch origir~a, nd include: Bosch Molronic
versions ML4.1, 1.7, 2.1 0.3/4,M P3.1 and also
Multec XM and Weber IAW SF 66. All Alfa
engine management systems control primary
ignition, fuelling and idle functions from within
the same control module.
Self-Diagnosis (SDJ function
Each electronic control module (ECM) has a
self-test capability that continually examines
the s~gnals from certaln engine sensors and
actuators, and cornpares each signal to a
table of programaied values. If the diagnost~c
software determ~nes!h at a fault is present, the
ECM stores one or more fault codes Codes
will not be slored about components for
which a code is not available, or for conditions
not covered by the diagnostic sottware.
Bosch Motronic ML4.1 and 1.7
In these systems, the EMS generates 4-
digit flash codes for retr~eval by manual
methods. When a fault cads reader (FCR) is
used to retrieve fault codes, the code
numbers displayed upon the FCR screen may
well be different. Refor to the fault code table
at the end of this Chapter, and refer to the
columns headed "Flash code" or "F CR code"
as appropriate.
All other systems
Alfa-Romeo software does not generate
fault code numbers for systems other than
Bosch Motronic ML4.1 and 1.7. and the FCR
normally displays faults on the FCR screen
without reference to a spec~fic code number.
Alttlough actual code numbers are not
ava~laolef,a ults in one or more of the circuits
and component covered by the diagnostic
software will cause a fault to be stored.
Limited operating strategy (LOS)
Alfa Romeo systems featured in this
Chapter ut~lise LOS (a function that is
5.1 Three-pin SO connector for FCR use
commonly called the "limp-home mode").
Once certain faults have been identified (no?
all faults will initlate LOS), the ECM will
implement LOS, and refer to a programmed
default value ralher Ihan the sensor signal.
This enables the vehicle to be safely driven to
a workshop/garage for repair or testmg. Once
the fault has cleared, the ECM w~lrle vert to
normat operatron.
Adaptive or learning capability
Alfa systems also utilise an adaptrve function
that will modily the basic programmed values
for most effective operation durlng normal
running and with due regard to engine wear.
Self- Diagnosis warning light
US models are equipped w~th a "Check
Er,gineW warning light located within the
instrument panel; as demanded by US OBDll
regulations. Fault codes indicating failure of
emission-rel*ed components may be
retrieved through the flashing of the I~ght.
European models are not equipped with a
warning tight.
Bosch Motmnic ML4. I
The two SD connectors are located in the
passenger compartment under the facia. The
3-pin multi-plug is provided for ded~cated
FCR use (see illustration 5.1) and the 4-pin
multi-plug is provided for retrieving flash
codes.
Bosch Mofmnic MI. 7
The 3-p~n SD connector is provided for
both ded~cated FCR use and for retrieving
flash codes, and is normally located under the
passenger's side facia close to the ECM.
Other sysfems
The 3-pin SD connector is provided lor FCR
use alone, and may be located in the engine
compartment on the right-hand wing, in the
centre console close to the ECM, or under the
driver's side or passenger's side facia close to
the ECM.
Note: Durrng the course of certain tesi
procedures, it is possrbie for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagrlosrs; all codes must be
cleared once testing is complete. Flash code
numbers retrieved using manual methods may
be different to those code numbers displaydl
with the aid of an FCR. Refer to the fault ~4
fable at the end of this Chapter, in the colum
headed "Ffash code".
Bosch Motronic ML4.1
I - ,,
5.2 Motronic ML4.I - connect an
accessory switch and LED to the 4-pin SD
connector in order to retrieve flash codes ;
A SD comector C LED diode light
B Accessory swrich
1 Attach an LED d~odeli ght and an accessob
switch to the 4-p~n SD connector [w
illustration 5.2).
2 Swltch on the ignition - the LEO should
illuminate.
3 Close the accessory sw~tchfo r between25
and 5.0 seconds, and then open the sw~lch.
The LED will illuminate for 2.5 seconds and
then begin to flash.
4 The 4-digit fault codes are Indicated by the
flashing of the LED as follows:
a) The four digits are mdicated by four series
of flashes.
b) The first series of ((ashes indicates the
first digit, the second senes of fiashes
indicates the second digit, and so on unN
all tour dig& have been flashed.
cj Each senes consists of a number of 1- or
2-second flashes, separated by short
pauses. Each lnfeger (whole number) in
the range 7 to 9 is represented by a
7 C0ll
trans11
codes
8 If c(
are sir
9 Turl
light -
retria.
number of 1 -second Washes, and each
zem is represented by 2-second flashes.
dJ A 2.5-second pause separates each
series of flashes.
e) The code number "1213" is indicated by6
10 F
senst
proc:
does
I1 c
baii::
she::
necf
multj
back
muii.
that
proc
two.
12 :
eng;
acc:
Thl?
Sec'
13
and
14
the
a)
'
7 -second ffash, a short pause, two 1 -second
flashes, a short pause, one I -second
fiash, a shod pause and three 1 -second
fiashes. After a 2.5-second pause, the
code will be repeated.
5 Count the number of flashes in each ser~as
and record the code. Refer to the tables at the
end of the Chapter to determine the meaning
07 the fault code.
I
6 Each code wrll be repeated unlll I~E
I
accessory switch IS once more closed for
opened. The next code will then be displayed.
I between 2.5 and 5.0 seconds and then 1
A maximum of five codes can be stored by
ML4.1 at one time.
7 Contnue retrieving codes until code 0000 is
hnsrnitted. Coae 0000 signifies that no more
codes are stored.
B If code 4444 is transm~tted, no fault codes
#Turn off the ign~tiona nd remove the diode
@M and accessory switch to end fault code
hch Motronic I. 7
10 Ensure that the throtlle potentiometer
aensor FPS) 1s funct~nnal. The following
procedures cannot be triggered if !Re ECM
do^ not receive correct signals from the TPS.
11 Connect a diode test light between the
battery (+j supply and ECM pin number B as
shown (see illustration 5.3). Note: It will be
necessary to detach the back of the ECM
multi-plug so rha t the LED negative probe can
backprobe the ECM pin number with the
multr-plug connected. Care must be taken
kt the ECM pins am not damaged by this
pmcess, and !he LED probe must not short
lwo pins together.
12 Sw~tch on the ignition w~thout starting the
engine, and fully depress and release the
accelerator pedal flve times in succession.
This process must be completed with 5.0
- wands of turning on Ihe Ignition.
13 The LED will illurnlnate for 2.5 seconds
and then begin lo flash.
14 The 4-dig~tf ault codes are indicated by
the Rash;ng of the LED as follows:
a) Tne four digits are indicated by four serres
of flashes.
b) The first series of flashes hdtcates the
first dg~ft,h e second series off lashes
indicates the second drgit and so of1 until
all four digrts have been flashed.
c) Each series comrsts of a cumber of 1- or
2-second flashes, separated by short
pauses. Each integer (whole nurnber) in
the range 1 to 9 is represented by a
number of 7 -second flashes, and each
zero is represented by 2-second flashes.
d) A 2.5-second pause separates each
series of ffashes.
el The code nurnber "1213" is indicated by a
1 -second flnsh, a shod pause, two 7 -second
flashes, a short pause, one I -second
flash, a short pause and three 1 -second
#ashes. After a 2 5-serondpause, the
code wrll be repeated
15 Count the number of flashes in each
series, and record the code. Refer to the
tables at the end of the Chapter to determine
the meanlng of the fault code.
16 Each code will be repeated until the
accelerator pedal IS fully depressed and
released five times in suecesslon within a
period of 5.0 seconds. The next code will then
be displayed.
17 Continue retrieving codes until code 0000
or 1000 IS transmitted. Code 0000 (or 1000)
sbgnifies that no more codes are stored.
18 If code 4444 IS trans~nitted, no fault codes
are stored.
10 Turn off the ~g~itioannd remove the diode
light to end fault code retrieval
Alfa Romeo 5.3
- -
5.3 Motronic 1.7 - connect a d i i s test ligM between the battery (+) supply and
ECM pin number 8 in order to retrieve flash codes
All other systems radio security codes, clock setting and other
20 Flash codes are available, A dedicated stored values WIN be iniltalrsed, and these must
fault code reader (FCR) must be used to be Once the bettery has been
retrieve fault codes. reconnected. Whea possible, an FCR strould
be used lor code cleating.
4 Clemg faub codes WOW 5 AWabrWngwiMwta
s fault code reader Fm hut. code rWw (FCR)
Bosch Motronic ML4. I
1 Follow the procedure descrtbed in Section
3 lo retrieve fault codes.
2 When code 0000 is transmitted, close the
accessory sw~tch for approxifiiately 10
seconds, and then open the switch. All fault
codes are now cleared trom the ECM
memory.
3 Turn ofl the ignition and remove the
acce..s.s. orv, sw~- -tc h.
Bosch Motmnic MI. 7
Bosch Motmnic ML4. f only
1 Attach an LED diode light and an accessory
switch to the 4-pin SD connector {refer to
illustration 5.2).
2 Close lhe accessory switch and switch on
the ignition.
3 Wait 2.5 to 5.0 seconds and then open the
accessory sw~tch. The LED light will flash
code number 1411 and the injector circuit will
actuate. Audible opera ti or^ of the lnjector
solenoids should be heard.
A Warnha: The injectors will
4 Follow the procedure described in Section actuafefor as long as the circuit
3 to retrieve fault codes. is closed, and there is a real
5 When code 0000 or 1000 is transmitted, danger of filllng the cylinders
tullv de~ress the accelerator oedal for with petrol. If testing is required tor more
ap;roxlmately 10 seconds and then release.
All fault codes are now cleared from the ECM
memory.
6 Twn off the Ignition.
All systems (alternative method)
7 Turn off the ignitlon and disconnect the
battery negative termlnal for a period of
approximately 5 minutes.
8 Re-connecf The battery negative terminal
Note: The lint drawback to this method 1s that
ba Very disconn ectioo will initialis@ all ECM
adaptive values. Re-learning the appropriate
adaptive values requires starting the engine
from cold, and driving at vmaus engine speeds
for approximately 20 lo 30 minirtes. The engine
should also be allowed to idle for approximately
10 minutes. The second drawback is that the
than I second, disconnect the fuel pump
supply (or #move the fuel pump fuse)
befom commencing this test.
4 D!scontinue the injector test by closing the
accflssory sw~icho nce more.
5 Wait 2.5 to 5.0 seconds and then open the
accessory switch. The LED will flash code
number 141 2 and the lSCV circuit will actuate.
Audible operation of the idle control solenoid
should be heard.
6 Discontinue the ISCV lest by closing the
accessory switch once more,
7 Wabt 2.5 to 5.0 seconds and then open the
accessory switch. The LED w~lfll ash code
number 1414 and the value timing actuator
circuit will actuate (if so equipped). Aud~ble
operation of the valve tirrling control solenoid
should be heard.
5.4 Alfa Romeo
8 Discont~nueth e valve timing actuator test A// AIfa Romeo models refer to the fault code table at the end aft4
by closing the accessory swltch once more.
9 Wait 2.5 to 5.0 seconds and then open the
accessory switch. The LEE will flash code
number 1414 and the CFSV c~rc~wiiltl actuate
(~sfo equipped). Audible operat~ono f the
carbon filter solenoids should be heard.
10 Discontinue the CFSV circuit test by
closing the accessory switch once more.
17 Wait 2.5 to 5.0 seconds and then open
the accessory sw~tchT. he LED will flash code
number OD00 and the actuator tests are
completed
12 Turn off the ignition and remove the diode
light and accessory switch to end actuator
act~vat~on.
All other systems
13 A dedicated fault code reader (FCR) must
be used tc test the actuators.
8 Self-Diagnosis wlth a fault
cob madar (FCR)
Note: Durtng the course of certain test
procedures, it is possible for add~tronal fault
codes to be generated. Care musI be laken
itla! codes generated during test routines do
not mislead dragnosts.
Fault code table
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, in strict
compliance with the FCR mar~ufacturer's
instructions:
a) Retrieving fault codes or displaying faults.
b) Clearing fault codes or faults.
c) Testing actuators.
2 On Bosch Motronlc ML4.1 and 1.7
systems, the code numbers displayed upan
the FCR screen may be different to the code
numbers retrieved dur~ngth e manual method
described in Section 3. Refer to the fault code
table at the end of this Chapter, in the colurnn
headed "FCR codes".
3 Codes must always be cleared after
component testing, or after repairs involv~ng
the renloval or replacement of an engine
management component.
Chapter to determine their meanmg.
3 If several codes are gathered, look for
common factor such as a defective eanh
return or supply. I 4 Refer lo the component test proceduresd
Chapler 4, where you will find a meansol
testing the majority
circuits found in the moderr, EMS.
5 Once the fault has been repaired, clear ttt
cleared.
codes and run the
conditions to determine if the problem has[
6 Check the ECM for fault codes once more:
Repeat the above procedures where codas\
are still being stored. !
7 Refer to Chapter 3 for more information rnl
how to effectively test the engine rnanagernmli
system. 3
No codes stored
8 Where a runnlng problem IS exper~ericed,'
? Guide t0 test p~~&lm~ wt no codes are stored, the fault 1s outsided /
the parameters designed into the SD sysierr, "
Refer to Chapter 3 for more information on k
how to effectively test the englne
1 Use an FCR to interrogate the ECM for management system. i
faults or codes (as appl~cable)o, r manually 9 If the problem Points to a specific:
gather codes, as described in Section 3 or 6. component, refer to the test procedures in
Codes stored Chapter 4, where you w~lfli nd a means of 7
testing the rnajnrlty of components and!
2 11 one or more fault codes are gathered, circuik found in the modern EMS
Bosch Motronic ML4.f and 1.7
Flash FCR Description
code code
0000 - End of fault code output
1000 - End of fault code output
121 1 037 Battery
1212 052 Throttle switch nS), idle switch
1213 053 Throttle switch OS), full-load switch
1274 045 Coolant temperature sensor (CTS) or CTS circult
121 5 043 CO adjuster or CO circuit
121 6 01 2 Throttle pot sensor (TPS) or TPS circu~t
122 1 007 Vane a~rflows ensor (AFS)o r AFS circuit
1222 004 idle speed control valve (ISCV) or ISCV circuit
1223 010 Oxygen sensor (0s) or OS circu~t
1224 028 Oxygen sensor (0s) or OS clrcult
1225 044 Air temperature sensor (ATS) or ATS clrcuit
7226 1 OD Electronic control module (ECM)
1227 - Injectors or injector circu~t
1228 - Injectors or injector circuit
1229 - Air conditioning (A/C) heater control or WC ckcu~t
1231 031 Vehicle speed s~gnal (VSS) - automatic
transmission or VSS circuit
1232 032 Injectors (tour-cylinder: 1 & 3, six-cylinder: 1. 2 &
4) or injector circu~t
1233 002 Injectors (four-cyl~nder2: & 4, six-cylinder: 3, 5 &
6) or injector circuit
1234 013 Automatic transmission (AT) or AT ctrcuit
1235 085 Air conditioning (AfCj or A/C ctrcult
Flash FCR Description
code code
1236 021 Air condit~oning(A /C) compressor control or NC :
circuit
1243 1003 Fuel pump relay or circuit t
1244 034 Carbon filter solenoid valve (CFSV) or CFSV circuit 1
1245 023 Variable valve timing actuator nwln Spark
models) or circuit
1251 001 Electronic control module (ECM)
1252 009 Crank angle sensor (CAS) or CAS c~rcuit
1254 - Throttle pot sensor VPS) or TPS circuit
7255 - Camshaft positlon (CMP) sensor or CMP sensor
circuit
1265 01 5 Self-Diagnosis (SD) warnlng light or SD c~rcuit :
2111 - Knock sensor (KS) 1 or KS c~rcult
2112 - Knock sensor (KS) 2 or KS c~rcult
2113 - Electronic control module (ECM)
2116 - Electronic control module (ECM)
4444 - No faults found in the ECM. Proceed with normal
diagnostic methods
All systems excepf
Bosch Motronic ML4.1 and 1.7
Alla-Romeo software does not usually generate fault codes, and the
FCR normally d~splaysfa ults on the FCR screen w~thoutr eference to a
specitrc code number. Although actual code nlrmbers are not
available. hulls rn one or more of the circuits and components covered
by the diagnoslic software will cause a fault to be stored.
1 Audi
1 Contents
Index of vehicles Heirlev11I[ : t.7dt coces ~vlthouta faul! code rcader !TCr{l
Self-D~agnosis (lash ct ,L?~Y , .. , . . I
CIPA'I~IIJ l,l~~r!oi rle:; w~ttll>uta far~lci ode rsnder (FCH) . . . d Sell U13gr~ c~simlsn ,lector loc,?!lsln .
:u:de I(: ti.-t pruceriures .. . .. .. ,.. . . . . li Srt? Ulayrlnsls wttb a ta~~rolld e reader (FCT!,
~'tr~idllirlorl . . . .. .. , . . . . . 1 Fault code table
Eng~nec ode
AEH
RGN
AGN
AG11
ADP
AVR
AF R
4ac
AAt1
ACK
ABK
ACK
AAN
ABC
AAH
AHK
AF('
Tdl! I
AC I\
AFW
AUL
PT
ARH
4GM
ADA
JN
PM
PM
ABT
6A
')A
AAD
ABK
N[:;
Nt;
Ah;
tJs
AAH
1 ABY
Year
1996 tn !99l
1996 to IYIJ,
1YYI ur1
1996 to lr13;
1'1'?, 14-1 8997
1 495 Irj 199 i
I 9<IL.1 fc 1997
1095 to l99i
1995 to 1 LiLW
IYYC; to 'qn;
1139.3 to 1996
1995 tu 1997
1'491 to 1997
I!??? to 199;
1991 lo 199?
1996 It1 :(I97
I99J tKI 1997
139,l to l!!il/
1996 to 151'3 ,'
IYYS to 1997
199-1 to lot.','
1 Ti?' to l'l!J4
\'I[>;?to 1994
i:I!?t"q 1993
1 99 3 lil 1 995
1986 tc 1091
1988 to 1 'jtj!J
1 990 t~1, ? I<'1
I ii92 !o 1995
l'j(j0 to 1995
1 ?3:m io I L9X)
IY!A) to 199?
l<>W TI1 liP:l!J
19E7 t~bI'4 >3!1
19L3.~ tt> 1 !9\14
inn? to 1w.1
1 CX17 lu 1 L1V4 1
1992 to Inr+-:
113Q:3 to 1 LP:>
lndex of vehicles
Model
AI,!I ti.; I ~
4ud1 A:i I F;
Auds ,A3 I .t?l
,Au<: As ! $5 1 (11 !I<I
411: A,: ! I;
211: 45 1 8
AUL~FI .1 1 H l urbo
id jl f14 :) lj
Au31 A-I ?'.R
du31 A4 ,- ::
Aud~ A6 :! [:I
AUAI A! .' :I nov
kc i~AG :;6 2 2 cat
AU~A~6I 2,tj
Hu:~A t; ? R
Aud &A :;6 1 %
Aui: AF t;l; 1 ?
Aur:~ A:{ :' 81 Vi;
llaL!l ,I3 ' 8
&LI[~AI 8 :I. /'
All(i1 ;If3 -1 >'
T\LLII L'F :< [, l..~t
AL.;II Uf\ :I :' L:LI
>I,A~5I1 ) I l; (:at
ALI:.II Ho 1 t; cat
4~1.11$ 'I1 813 11~13 x3 ( .3t
Aul. l10 I HI 2nd 2k 1 #,st
4u:I 8U 1 8 2;-~r4l x.l cai
,iu:l: Fro :' OI (J!latlr(.l rat
A111-:1 4L) [;OLI~? I t;v ? 0 <:2t
11~l:l ~:01 IPC ." ~jll<d4 \-I (..It
A~.l',l 80 L[illpe :11112t (1 ;'.(I GiI
4utl1 80 L' U
:\UL!I $0. rhll (;<J!IIM LII ti (-:;lbrln 2 2
,4u(Il >,I> ,' -$ ~;;lt
A\l'll .' 6.1 <,;It
-i,~l<Nll I, 00 7 0 [:;it
,qL1\l NI 90 :> L4 Gli
4,1:1, 80 :<?
System
Slmos
Rosch Motruri~c. 3 :'
Rrscti Mott<>lll3i U 2
E?u~r:hM otrnnlc: 2 L'
tj~hc.tMi ntrorl~cC:: :
Roszh Mutrurilr: .i
Bosch h21,tronlr: 3 2
VAG MPFI
VACi M,~I
Er>sch Mntrilni~:M ?I
VAG D~g~farlt
Bnsch Molrorl~r.
Bu:ich Motrnl,!; hl2 3,:l
VAC A,l .lr F I
VA!> I.?P I
Bosct~h 40trotilc
Uu~ctMl utron~c
VAT, MPFI
Roscl~M G~1.Im r
Pusct~M r,ir~3nlt
Hs)-,~-l?M otrur~tcr:v l.l..4
Rn:;cll Mut~unlcb.,l ' I
Uarcli Motron~cM :, ;
Rosch Morlo-Mo!r;lall\ MA 1 ,;
VAG MPI
Uosch KE-.l~:tror~~c
Rose!) Mor~u-Jelrcxi~Ac2 :'
Fnxh Mur1u-k4ottnti1c:
R(j'jct1 Munr) P..~L-~I cr:rr;
Dus<:h KFI 2 Mr.~:rr~nlr.
Ro:,ch KL I. 1 h,lb>tri~.~~c:
Uosl-t~h F1- 2 Motrul~~c.
VAG nlqltant
Rosch Kt3-J~trnti~r:
Bosctl KF3 .Ictrorl~r
VAG MPFI
Rnxh KL Jrtr;~nlc
?i,A*IG MP,
Ul~5,;ii Motror~lc I T~~rhn i
- - . - - - - . . . . . . - - - -. - -
6.2 Audi
Model Engine code Year System
Audi 90 Coupe 2.0 20V cat NM 1988 to 1991 VAG MPi
Aud190 Coupe and 4x3 2.3 cat 7A 1988 to 1991 VAG MPI
Audi 100 1.81 cat 4 8 1988 to 1991 Bosch Mono-Jetronic
Audi 100 1.8i cat PH 1985 to 1991 Bosch KE-Jetronic
Audi 10G 2.0 cat ME 1991 to 1994 Bosch Mono-Motronic MA1.2
Audi 100 2.m ABK 1993 to 1 996 VAG O~g~fant
Audi I00 2.Dcal A4D 1997 to 1994 Bosch KE-Motronic
Audi 100 ax4 2.0 16V cat ACE 1992 to 1994 Bosch KE-Motron~c
Audi I00 54 2.2 cat AAN 1991 to 1997 8osch Motronic 2.3 2
Audi 100 2.3E cat NF 1986 to 1991 Bosch KE3-Jetron~c
Aud~ 100 2.3 cat AAR 1991 to 1994 Bosch KE3-Jetronic
Aud! 100 2.6 ABC 1992 to 1997 VAG MPFi
Audi 100 2.8 A4H 1991 to 1997 VAG MPi
Audi 100 S4 4.2 ABH 1993 to 1 994 Bosch Motronic
Audi 200 4x4 Turbo cat 3 8 1989 to 1991 Bosch Motronic .t Turbo
Audi Coupe S2 3 8 1990 to 1 993 Bosch Motronic + Turbo
Audi Coupe and Cabrio 2.0 cat ABK 1992 lo 1997 VAG Digifant
Audi Coupe and Cabrio 2.6 cat ABC 1993 to 1997 VAG MPFi
Audi Coupe and Gabrio 2.8 AAH 1991 to 1997 VAG MPI
Aud~ Coupe S2 ABY 1993 to 1996 Bosch Motronic + Turbo
Aud~Q uattro 20V cat RR 1989 to 1997 Bosch Motronic + Turbo i,
Audi RS2 Avant AOU 1994 to 1996 Bosch Matronic + Turbo 1
i'
Self-Diaanosis
The engine management and fuel injection
systems fitted to Audi veh~cles are mainly of
Bosch origin. Bosch Motron~cv ersions 2.3.2,
2.4, 3 2, and 3.8.2, Mono-Jetronic, Mono-
Moiromc 1.1 and 1 .?. KE-Motronic 1 .I and
1.2, KE-3 Jetron~c. Slrnos, VAG Digifanl, VAG
MPi and VAG MPFi may be fitted.
All Audi englne management systems
(EMSs) control prrmary ignition, fuelling and
idle funct~onsfr om within the same control
module: the exceptions are Mono-Jetronic
and KE-3 Jetronic systems. which control
fuell~nga nd idle functions alone.
Self-Diagnosis (SD) function
Each ECfd has a self-test capability that
continually examlnes the s~gnals from certain
engine sensors and actuators, and compares
leach signal to a table of programmed values.
If the d~agnost~sco ftware determines that a
fault is present, the ECM stores one or more
fault codes Codes will not be slored about
cornponenls for which a code is not available,
or for conditions not covered by the
diagnostic software.
Audi systems are capable of generating two
knds of fault codes - 4-digit flash codes and
5-digit fault codes.
Evolution of Aud~ systems has meant that
the codes generated, and their read~ng
procedures, now fall rnto one of three groups.
The changeover point in a particular vehicle
range is not always obvious.
3 Some early SySt81-m will only generate 4-
digit flash codes which can be retrieved
via the warning light (where fitted), an LED
bght, or a dedicated fault code reader
(FCR]. These systems include Mono-
Jetronrr and Mono-Motronic MA1.2.t.
b) Later systems can generate both 4-dig,[
flash codes and 5-digit fault codes. The
#-digit flash codes are generated via the
warning light (where lifted), or an LED
light, whilst a dedicated FCR is required
to retrieve the 5-drgit codes. These
systems rnclude Bosch Molrun~c versions
2.3. 2.4, and 2.7, KE-3 Jetronic, KEMotronic
and Mono-Motronic (early 45-
pin ECM).
C) The very latest systems can only generate
5-digit fault codes, and these must be
retrieved with the aid of a dedicated FCR.
These systems include Bosch Motronic
versions 2.9, 3.2 and 3.8.2, Mono-
Motronic MA 1.2.2 (later 45-pin ECMj,
Simos, VAG Digifant (68-pin ECM) and
VAG MPI and MPFi.
LlmCted operating strategy (LOS)
Audi systems featured In th~sC hapter utilise
LOS (a funct~onth at is commonly called the
"limp-home mode"). O~?cece rtain faulls have
been ident~fred(n ot all faults will initiale LOS),
the ECM will lrnpltment LOS and reler to a
programmed detault value rather than the
sensor signal. 7 hrs enables the vehicle to be
safely driven to a workshoplgarags lor repair
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Adaptive or learning mpability i i
Auol systems also utlllse an adaptwe I ,
funchon that will modify the bas~c I i
programmed values for most effective ' I
operat~ond ur~ngn ormal runnlng, and with due ;
regard to engine wear. I
Self-Diagnosis (SD) warning light i
Certa~n models are equipped with a SD 1 warning light located within Ihe ~nstrument
panel
!
2 SaM-DiagnoQs connector
kcat ion
Mono- Jetmnic (Audi 80
and 100 1.8i up to July 19881
On top of the fuel pump relay (see
illustration 6.1) for flash code retrieval alone.
Mono- Jetronic (Audi 80
and 100 1.8ifmmAugust 1988) :
Dual 2-pin SD connectors located in the
passenger's side footwell (see illustration
6.2) for flash code retrieval and FGR use.
Bosch Mono-Motmnic
Dual 2-pin SD connectors located in the
passenger's s~defo olwell, under the facia,
(refer to illustration 6.2) or in the engine
compartment left-hand fusebox close to the
bulkhead (see illustration 8.3) for flash code
retrreval and FCR use. The ECM IS usually
localed In the driver's or passenger's side
footwell, or In the engine compartment behind
the bulkhead.
-. .-. . .
Audi 6-3
I
SD connectors
acts located in the relay box
A Fuel pump elay location B Test contacts 6.2 Location of SD connectors under the facia
~C/KIE3 - Jetronic ~nt he engine compartment fusebox close to VAG MPi and MPFi
md KE-Motmnic 1. f the bulkhead; for flash code retrieval and FCR Dual 2-pin SD connectors located above
ha1 use. 2-pin SD connectors located the foot pedals in the driver's side footwell; for
mderneath a cover above the foot pedals in B~gchM ~tronjc2 .4 FCR use alone. ' driver's side for flash code Four 2-pin SD connectars located in the fg-pjn OBD connector retrieval and FCR use. passenger's side footvvell, under the facia; for @3 models including Bosch
flash code retrreval and FCR use. IWotfwnic 3.2,3.8.2 and Sirnos)
h~KEh-Mo tronic 1.2 Situated under a cover in the front console.
md Motmnic 2.3 WAG Digifant
Dual 2-pin SD connectors located Dual 2-pin connectors located In the 16-pin SD connector
underneath a Cbuer above the foot pedals in passenger's side footweil, under the facia, lother
the driver's s~de footwell, or triple 2-pin (refer to illustration 6.2) or in the letl-hand S~tuated under a cover in the rear
connectors located underneath a cover above electrical box close to the bulkhead (refer to passenger console, adlacent to the ashtray
the foot pedals in the driver's side footwell or illustration 6.3) for FCR use alone. (see illustration 6.4)
I I I
6.3 Location of SD connectors in engine compartment fuwbox 6.4 The 16-pin SD connector is usually situated under a cover in
the rear passenger console, adjacent lo the ashtray
7 Pwiief supply 2 Data transfer
6.4 Audi
e) The code number " 123 1 " is indrcated by a
1-sad dash, a short pause, two
ond flashes, a short pause, three 7-
flashes, a short pause and a I -seco
flash. After a 2.5-second pause, the rode
will be repeated.
6 Count the number of flashes in each sen
and rmrd the code. Refer to the table
end of the Chapter lo determine the rr.eanlq
of the fault code.
7 Each code will be repeat& until the luse is ,
re-inserted. Rerr,ovs the fuse alter 6.0
seconds, and the next code w~llih en be f
displayed.
8 Continue retrieving codes unt~cl ode 0000 1s
transmitted. Cads OD00 signiTies that no mat (
codes are stored, and is displayed when the
light flashes off and on at 2.1 second
intervals. I
9 If code 4444 is transmitted, no fault cod6
are stored. 5
10 Turn off the ign~tton to end fault ccde
retrieval. I
6.5 Initiation d flash code8 -
dual 2-pin SD connectors $g usually a
black
connector
A LED diode light
B Accessory switch
C SD connectors
\ usually a brown or
white connector
3 If the engine will not start, crank frw engine
for at least 6.0 seconds and leave the Ignition
switched on.
4 Use a fuse to short the test contacts on the
fuel pump relay for at least 5.0 seconds (refer
to illustration 8.1).
5 Remove the fuss, and the SD warning lrght
will flash to indicate the Cdigit fault code as
follows:
Bosh Mono- Jetmnic
{after July 7 9881,
I ?
1 KE- Jetrwric, KE-Motronic 1. I .
and 1.2, Motmnic 2.3 and 2.4 .
Note: During the course of certain test
procedures, it ts possible for addittonal fault
codes to be generated. Care must be taken
that any genereted during test routines
do not mislead diagnosis. AN codes must be
cleared once testing is comp!ete. #-digit ash
codes retrieved manuaNy may be diffeferent to
those codes displayed with the aid of an FCR.
Refer to the fault code table at the end of th~s
Chapter, in the column headed "Flash code*
11 Attach an accessory switch to the dual 2- f
pin, 3-phn or 4-pin SD connectors (see 1
illustmtions 8.5 to 6.7). If the veh~cleis not (
equipped w~tha tacia-mounted SD warnlng &
light, connect a diode LED hght between the ,
battery (+) supply and the SD connector as :
shown. :
i2 Start the englne and allow ~t to warrn up to
normal operat~ngte mperature. Note: Oxygen i
sensor (OS) fault codes can only be retrieved ?
aftera road test of at (east 70 minutes' duratrm. j
13 Stop the englne and swnch on the :
ignition. !
14 If the engine will not start, crank the
engine for at least 6 seconds and leave the
rgnit~ons witched on.
a) The four digits am indicated by four series
of flashes.
b) me 1Srst series of flashes indicates the
firsf dtgit, the second serres of flashes
indicates the second dig~ta, nd so on until
all four drgits heve been flashed.
c) Each swries conslsts of a number of 1 - or
2-second flashes, separated by short
pauses. Each integer (whde number) in
the range I lo 9 is represented by a
number of 7 -second flashes and each
zero is represented by 2-second flashes.
d) A 2.5-second pause separates each
series of flashes.
Mono- Jetmnic
(prior t~ July 1988)
1 Start the englne and allow it to warm up to
n~maolp erating iwmperature. Nate: Own
sensor (05) fault codes can only be retrieved
after a road test of at least 10 mmutes'
duration.
2 Stop the engine and switch on the ignition.
usually a brown or
a white connector usually a blue
connector
black usually a yellow
conneclor
usually brown
connector conneclors
6.6 lnklatlon of flash codes - triple- 2-pin 80 cornrectors
A LED diode light 8 Accessory switch C SD connectom
6.7 Initiation of flash codes - four 2-pln SD connectors
A LED diode light B Accessory switch C SO connectors
Audi 6.5
Close the accessory switch for at least 5
mds. Open the switch, and the warning
tor LED light will flash to indicate the 4-
t fault codes as follows:
4 7k four digits are indicated by four sefles
of flashes.
bj The first series of #ashes indicates the
first digit, the second series of flashes
indicates !he second digit, and so on until
d four digits have been flashed.
J Ewn series consists of a number of I - or
2-second flashes, Separated by shod
pauses. Each integer (whole number) in
the range 7 to 9 is represenfed by a
number of 1 -second flashes, and each
zero is represented by 2-second flashes.
Q A 2.5-second pause separates each
series of flashes.
BJ The code number " 123 1 " is indicated by a
1-second flash, a short pause, two I-second
flashes, a short pause, three I-second
Rashes, a short pause and a 7 -second
Rash. After a 2.5-second pause, the code
will be repeated.
W Count the number of flashes in each
Mries, and record the code. Refer to the
$blss at the end of the Chapter to determine
Uw meanlng of ihe fault cade.
17 The code will be repeated until the
accessory sw~tchi s once more closed for at
least 5 seconds. Open the switch, and the
next code will then be d~sptayed.
. 18 Continue retr~evingc odes until code 0000
is transm~ttsd. Code 0000 signifies that no
more codes are stord. and is d~splayedw hen
the light flashes oll ad on at 2.5-second
10 If code 4444 1s transm~tted, no fault codes
BD Turn off the ignition and remove the
, accessory switch and diode ligM to end fault
hch Mono-Motronic
' (35-pin version 1.2.1
and 45-pin version 1.2.2)
21 Attach an accessory switch to the dual 2-
pin SD connectors. If the vehicle is not
equipped with a facia-mounted SD warning
Ilght. connect a diode LED light between the
battery (+) supply and ECM pin number 33
(35-p~no) r ECM pin number 4 (45-pin) as
shown (see illustration 6.8). Note: it will be
necessary to detach the back of the ECM
multt-plugs so that the LED negative probe
can backprobe the ECM ptn number with the
multi-plug connected.
22 Start the engine and allow it to warm up to
normal operating temperature. Note: Oxygen
sensor (OSj Iartlt codes can only be retrieved
afiw a road lest of at least I0 minutes'
duration.
23 Stop the engine and switch on the
ignition.
24 If the engine w~ll not start, crank the
usually a brown or
a wllite connector
I I
6.8 lnltiation ol35-pin and some &-pin Mono-Motronlc flash codes (see bxt)
A LED diode light 8 ECM C SD connectom D Accessory switch
engine for at least 6 seconds and leave the Systems with f6-pin O8D
ignition switched an. ~0nn~toar r68 -pin
25 Close the accessory switch for at least 5 ECM mulfl-plug
seconds. Open the switch, and the warning Flash codes are not available, and a
light or LED light will flash to indicate the 4- dedicated fault code reader (FCR, must be
digit fault codes as follows: used to retrieve fault codes.
a) me four digits are indicated by four series ,, ,
of fiashes. :3&!;:
b) The first series of flashes indicates the , , ,, >
,~ < ,A> ,
,,,
first digit, the second series of flashes ", ,, , ",
, < ,c,<,;<y *;
>x,>
indicates the second digif, and so on untii : ":'., . "'"'.+: ' '
ail four digits have been flashed.
CJ ~acshe ries consists of a number of 1 - or BOSCM~o no-Jef~ic,
2-second f/ashes, separated by shori Mono-Motronic, KE- Je tronic
pauses. Each integer (whole numbed in and KE-Mofmnic
the range 7 to 9 is represented by a 1 Carry out the procedure in Section 3 to
number of ?-second flasks, and each retrieve the fault cdes,
zero is represented by 2-scond flashes. 2 T~~~ off the ignition,
dl A 2.5-second pause separates each 3 Use a fuse to short the test contacts on the
series of flashes. fuel pump relay (Mono-Jetronic to July 1988
8) The code number "1237" is lndicafed by a only) or close the accessory switch (all Other
I-second Hash, a shortpause, two I-sec- ,Ft,tems),
ond flashes, a shortpause, three 1-second 4 switch on the ignltlon,
flashes, a shod pause and a I-second 5 Oper! the accessory switch after a period of
ffash. After a 2.5-second Pause. the code 5 seconds, or remove the fuse. All fault codes
will be repeated. should now be cleared.
F!? usual1 a
blaci
connector rn
0 Turn off the ignition.
26 Count the number of flashes in each
series, and record the code. Refer to the fauR codes 2341 Or 2343
tables at the end of the Chapter to determine toS)
,8., :~
the meaning of the fault code.
27 The code will be repeated until the
accessory switch is once more closed for at
least 5 seconds. Open the switch, and the
next code will then be displayed.
28 Continue retrieving codes until code 0000
is transmitted. Code 0000 signifies that no
more codes are stored, and is displayed when
the light flashes off and on at 2.5-second
intervals.
29 If code 4444 is transmitted, ro fault codes
are stored.
30 Turn off the ignitiw and remove the
accessory switch and diode light to end fault
code retrieval.
7 Turn off the ignition (take out the key).
Remove the ECM multi-plug connector from
the ECM for at least 30 seconds. Refer to
Warning number 3 in the Refemnce
Secflon at the back of this book.
All systems (alternative)
8 Turn off the ignition and disconnect the
battery negative terrntnal fur a period of
approximately 5 minutes.
9 Re-connect the battery negative terminal.
Note: The first drawback to this method is that
baltery disconnection will re-mitialise all ECM
adaptive values (not Mono-Jetronic). Relearning
the appropriate adaptive values
6.6 Audi
requires starting the engine from cold, and
driving at various engrne speeds for
approximately 20 to 30 minutes. The engine
should also be allowed to idle for
approximately 10 minutes. The second
drawback is that ihe radio security codes,
clock setting and other stored vallles will be
mitralised, and these must be re-ented once
the battery has been reconnected. Where
possible, an FCR should be used for code
clearing.
b) Clearing fault codes.
c) Testing actuators.
dl Making sdrvice adjustments.
e) D~splay~nDga tastream.
0 Coding the ECM.
2 The FCR may be able to display both 4-
digit flash codes and/or 5-digit fault codes.
Refer to the fault code table at the end of this
Chapter.
3 Codes must always be cleared after
component testing, or after repairs involving
the removal or replacement of an EMS
component.
Note: During the course of ceriarn test
procedures, it IS possible for additional fault
codes to be generated. Care must be taken
that any cdes generated during test routines
do not mislead dragnas~s.
All Audi models
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, In strict
compliance with the FCR manufacturer's
bnstruct~ons:
a) Retrrevrng fault codes or displeying faults.
Fault code table
1 Use an FCR to interrogate the ECM fw faull
codes, or manually gather codes as described
In Sections 3 or 5.
Codes sfored
2 If one or more fault codes are gathered,
refer to the fault code table at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defectwe earth
return or supply.
4 Refer to the component test procedutesm
Chaoter 4, where you will find a meansd
testlng the majority of components and
c~rcuitsfo und in the modern EMS.
5 Once the fault has been reparred, clearthe
codes and run the englne under various
conditions to determine ~f the problem h
cleared.
6 Check the ECM for faull codes once mors,
Repeat the above procedures where ccdu
are still being stored.
7 Refer to Chapter 3 for more ~nformationon
how to effectrvely test the enqlne
management system.
No codes stored I
8 Where a running problem 1s experienced,
but no codes are stored, the tault is outsideof
the parameters designed into the SO system.
Refer to Chapter 3 for more information on
how to effectively lest the engine
management system.
9 If the problem points to a spec~fic
component, refer to the test procedures In
Chapter 4, where you will find a means ol
testing the major~ty of components and
circuits found In the modern EMS.
Mote: Similar codes are g8nemted by each system, although a small
number of codes may suggest alternative meanings depending on
which system and what components are fitted. For example, one
particular code may indicate an arrflow sensor or a MAP sensor,
dependrng on whrch of those component is fitfed When a code with an
alternative meaning is generated, the correct meaning will usually be
obvious.
Flash FCR Wscription
code code
4444 00000 No faults found In the ECM. Proceed w~thn ormal
diagnosttc methods
oa00 - End of tablt code output
11 11 65535 Internal ECM failure
1231 00281 Vehicle speed sensor (VSS) or VSS circuit
1232 00282 Throttle pot sensor (TPS) or TPS circuit
1232 00282 ldle speed stepper motor (ISSM) or ISSM circuit
(alternative code).
21 1 1 00513 Engine speed (RPM) sensor or RPM senmr circu~t
21 12 00514 Top dead centre (TDC) sensor or TDC circult
21 12 0051 4 Crank angle sensor (CAS)
21 13 0051 5 Hall-effect sensor (HES) or HES circuit
Note: Fault code number 21 13 will always be present when the ignition
is turned on and the engine is stopped in systems that uiilrse a Hall
sensor as the primary trigger.
2 1 14 DO535 Distributor
21 21 00516 Idle speed stepper motor (ISSM) idle contacts
2121 0051 6 lgn~tionc ontrol valve circuit taul? (alternative
code)
2122 - No engine speed signal
2123 0051 7 Throttle switch VS), full load switch
21 41 00535 Knock control 1 (ECM)
21 42 00524 Knock sensor (KS) or KS circuit
Flash
code
4332
4343
441 I
441 2
4413
441 4
4421
4437
4442
Flash
1 code 2142
2143
21 44
2212
2214
2222
2223
2224
1 2231
2232
2232
2233
2233
2234
2242
2312
231 4
2322
2323
2323
2324
2324
2341
2342
2343
2344
2413
FCR
code
00545
00536
00540
OD51 8
OD543
00519
00528
00544
00533
00520
00520
00531
00531
00532
0052f
00522
00545
00523
03522
00522
00553
00553
00537
00525
00558
00559
00561
Descrlptlon I
AT signal missing (alternative ccde)
Knock control 2 (ECM)
Knock sensor {KS) 2 or KS circuit
Throttle pot sensor (TPS) fault or TPS circuit
Mawirnum engine speed exceeded
Manifold absolute pressure mor or MAP i sensor circuit
Atmospheric pressure sensor (APS) or APS circuil 1
Turbocharger maximum boost pressure i
exceeded
ldle control
Vane airflow sensor (AFS) or AFS circu~t
Mass airflow (MAF) sensor or MAF sensor circuit !
(alternat~vec ode) 1 :
Vane almow sensor (AFS) or AFS c~rcult I ' M-s aidlow (MAF) sensor or MAF crrcu~t 1 -
(alternative code) I
Supply voltage incorrect
CO pot or CO pot clrcu~t
Coolant temperature sensor (CTS) or CTS circv~l :
Enqindgearbox electrical connection
Air temperature sensor (ATS) or ATS circuit
Vane airflow sensor (AFS)
Mass airflow (MAF) sensor (alternat~vec ode) i
Vane airflow sensor (AFS) I
Mass a~rflow(M AF) sensor (alternative code)
Oxygen sensor (0s) control Inoperatwe
Oxygen sensor (0s)or OS circuit
Mixture control adjustment, weak
Mixture control adjustment, rich
Mixture control limits
--
FCR
code
00750
01 243
01244
01 247
31 249
01250
01251
01 253
01 254
00527
00530
00532
00543
00549
00545
00554
00555
00560
00561
00575
00577
00578
m579
00580
00581
00582
00585
00586
00609
00610
Ki611
00624
00625
00635
00660
OD670
00689
00750
01 025
01 087
01 088
01119,
01120
01 165
01182
01 235
01 242
01 247
01252
El257
01259
01 262
01264
01265
16486
Description
Electronic control module (ECM)
Carbon filter solenoid valve (CFSVj or CFSV
circuit
lnjector No. 1 or inlector circuit
lnjector No. 2 or Injector circuit
lnjector No. 3 or injector circuit
lnjector No. 4 or injector circult
Injector No. 5 or injector circuit
ldle speed control valve (ISCV) or lSCV crrcuit
Turbocharger boost pressure solenoid valve
(BPSW or BPSV c~rcuit
lntakc manifold temperature
Throttle pot sensor VPS) or TPS circuit
Supply voltage incorrect
Maximum engine speed exceeded
Consurnpt!on signal
Engine gearbox electrical connection
Oxygen sensor (0s) control 2
Oxygen sensor (0s) or OS circuit
Exhaust gas recirculation {EGR) valve or EGR
circuit
Mixture control 1
Msnilold absolute presswe (MAP) sensor or MAP
sensor circuit
Knock control cy!inder 1 or circuit
Knock control cyllnder 2 or circuit
Kncck control cyl~nder3 or c~rcuit
Knock control cylinder 4 or circuit
Knock control cylinder 5 or circuit
Knock control cylinder 6 or circuit
Exhaust gas recirculation (EGR) temperature
sensor or EGR circuit
Exhaust gas recirculation (EGR) valve or EGR
circu~t
Amplifier 1 or amp!ifier circuit
Amplifier 2 or amplifier circuit
Amplifier 3 or amplifier circuit
Air condltlaning (AjC)
Vehrcle speed sensor (VSS)o r VSS circuit
Oxygen sensor (0s) heater or OS circu~r
Oxygen sensor (0s) or OS circuit
ldle speed stepper motor (ISSM) pot or ISSM
circuit
Excess~vea ir in inlet man~fold
Self-Diagnosis warning l~ght
Self-Diagnos~sw arning light
Basic setting not completed
Mixture control 2
Gear recognition signal
Camshaft timing control
Throttle pot sensor (TPS) or TPS circurt
Altitude adaptation
Secondary air valve
Electron~cc ontrol module [ECM) or ECM circuit
Carbon filter solenoid valve (CFSV) or CFSV
circuit
lnjector valve No. 4 or bnjector valve circuit
ldle speed control valve (ISCV) or ISCV circuit
Fuel pump relay or circuit
Turbocharger boost pressure solenoid valve
(BPSV) or BPSV circu~t
Secondary alr pump
Exhaust gas rec~rculation(E GR) valve or EGR
circuit
Mass alrfldw (MAF) sensor or MAF circuit, s~gnal
tow
- - -
Flash FCR
code code
16487
Audi 6.7
Description
Mass airllow (MAF) sensor or MAF circuit, signal
high
Air temperature sensor (ATS) or ATS circuit,
signal low
Air temperature sensor (ATS) or ATS circuit,
s~gnahl igh
Coolant ternpreture sensor (CTS) or CTS circuit
Coolanl iamperature sensor (CTS) or CTS circu~t.
signal low
Coolant temperature sensor (CTS) or CTS circuit,
signal high e
Throttle pot sensor UPS) or TPS circuit
Throttle pot sensor (TPS) or TPS circuit, signal
implausible
Throttle pot sensor mPS) or TPS circuit, signal
low
Throttle pot sensor (TPS) or TPS orcult, signal
high
Oxygen sensor (0s) or OS c~rcuit
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s)or OS circuit, signal hlgh
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circurt
Oxygen sensor (0s) or OS circubt
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s)or OS circuit, signal hlgh
Oxygen sensor (0s)o r OS circuit
lnjector bank 1
Injector bank 1, fuel system too lean
lnjector bank 1, fuel system too rlch
Injector bank 2
lnjector bank 2, fuel system too lean
lnjector bank 2, fuel system too nch
Engine misfire
Cylinder No. 1 misfire
Cylinder No. 2 misfire
Cylirider No. 3 mlsflre
Cylinder No. 4 misfire
Cylinder k. 5 misfire
Cylinder No. 6 misfire
Cytnder No. 7 misfire
Cylinder No. 8 misfire
RPM sensor or c~rcuit
RPM sensor or cscuit
Knock sensor (KS) 1 signal or KS circuit, signal
low
Knock sensor (KS) 2 slgnal or KS circuit, signal
low
Crank angle sensor (CAS) or CAS circuit
Exhaust gas
Exhaust gas
Vehicle speed sensor (VSS) or VSS circurl
Electronic control rr~odule(E CM)
Oxygen sensor (0s) or OS circu~!
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Injector valve No, 1 or injector circuit
lnjector valve No. 4 or injector circu~t
lnjector valve No. 3 or injector circuit
Injector valve No. 4 or injector circuit
Injector valve No. 5 or injector circuit
Injector valve No. 6 or injector circu~t
Injector valve No. 7 or injector circu~t
Injector valve No. 8 or injector circuit
Injector valve No. 1 or injwtor circuit
6.8 Audi
Flash FCR
code code
17622
17623
17624
17625
17626
17627
17628
17733
17734
1 7735
1 7736
17737
17738
17739
17740
17747
17749
17751
17753
17794
17800
17801
17802
Description
Injector valve No. 2 or injector clrcuit
Injector valve No. 3 or injector c~rcilit
Injector valve No. 4 or injector circuii
injector valve No. 5 or injector circu~i
lnjector valve No. 6 or ~njectocr ircult
Cylrnder No. 7 misfire
Cyl~r~deNro . 8 misfire
Knock sensor (KS) control No. 1 cylinder or KS
circuit
Knock sensor (KS) control No. 2 cylinder or KS
circu~t
Knock sensor (KS) control No. 3 cylinder or KS
circuit
Knock sensor (KSj control No. 4 cylinder or KS
clrcuit
Knock sensor (KSj control No. 5 cylinder or KS
circuit
Knock sensor (US) control No. 6 cylinder or KS
clrcuit
Knock sensor (KS) control No. 7 cylinder or KS
clrcull
Knock sensor IKS) control No. 8 cylinder or KS
circu~t
Crank angle sensor (GAS) and veh~cles peed
sensor (VSS) signal transposed
lgnition output 1, short-clrcuit to earth
lgnition output 2, short-c~rcut~ot earth
lgnitlon output 3, short-circull lo earth
Camshaft sensor (CMP) or CMP clrcuit
Camshaft sensor (CMP) or CMP circuit
Ignlnon output 1
lgnition wtput 2
Flash FCR
code code
17803
1780B
Description I
lgnition output 3
Exhaust gas recirculation (EGR) valve or EGR
circuit
Exhaust gas rec~rculation(E GR) valve or EGR
circuit
Exhaust gas recirculai~on(E GR) valve or EGR
circuit, signal too small
Exhaust gas recirculation (EGR) valve or EGR
circuit, signal too large 1.
Carbon filter solenoid valve (CFSV) or C.FSV
circuit
Carbon fllter solenoid valve (CFSV) or CFSV i
circuit 1
Fuel pump relay or fuel pump circu~t I
Fuel pump relay or fuel pump circu~t I
Intake system
Idling switch, throttle switch (TS) or TS circuit i t Idling swltch, throttle switch (TS)u r TS circuit
ldle speed control valve (ISCV) nr ISCV circuit
Idle speed control valve (ISCV) or lSCv c~rcuit f
ldle speed control valve {ISCV) or ISCV c~rcuit 1.
ldle speed control valve (ISCV) or ISCV circull j
Inlet manifold changeover valve (IMCV) or IMCV )
circuit r
lnlet manifold changeover valve (IMCVJ or IMCV
circuit I
Throttle drive
Electronic irnrnob~l~ser I
Voltage supply
Battery I Electronic control module (ECM) ;ncorrectly :
coded
i
1 Chapter 7
1 BMW
I Contents
I Index of vehicles Retrlev~ngfa ult codes without a fault code reader (FCR) -
Self-Diagnosis flashcdes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cbanng fault codes without a fault code reader (FCR) ........... 4 Self-Diagnosis connector location .......................... 2
Guide to test procedures .................................6. Self-Diagnosis with a fault code reader (FGR) . . . . . . . . . . . . . . . . . 5
lntroducl~on ............................................
Index of vehicles
Model
316i (E30) and cat
316i (E36) cat
316i (E36) cat and Compact
3f8i (E30) Tourlng and cat
3181( €30)a nd Touring
3151 (€36) and cat
31 8i (EX)
318iS (€30) 16V Touring and cat
3181s (€36) and Compact
320i (EM)
320i (E30) and Touring and cat
320i (E36) 24V cat
3201 (€36) 24V cat
3201 (E36) 24V cat
3251 (E30) and 4x4
3251 and Touring (E3Uj
325iX (E30-4)
325ix and Tourlng
3251 (E36124V cat
325i [E36] 24V
325e (E30) and cat
518i (E34)
518i (E34) cat
520i (€34) and cal
520i (E34) 24V and Touring cat
5201 (E3d) 24V and Touring cat
5201 (f341 24V cat
5251 (i341 and cat
5251 (€34)7 4V cat
5251 (€34) 24V
530i (€34) and cat
540i (E34) VB 4 D 32V DOHC cat
5351 (E34) and cat
635 CSi (E2J) .
635 CSI (E24) and cat
M635 CSi (€24)
7301 (E32) and cat
730i (E32) and cat
730i (E32) V8 3 0 cat
7351 (E32) and cat
7351 (E32) and cat
740iL (E32) VB cat
7401( 1538)V 8 4.0 32V DOHC ca!
7501 and cat
i501L
7501
840i (E31) V8 4.0 32V DOkIC cat
8501
M3 (E36)
M5 (E3JI
21
Engine code
MJO/B16 164E1
M40/B16 164E1
M431516
M401018 184E7 1
M40/B18
MdO/B!8 184E2
M33/B18
M42/!318 184S1
M42/B18 184S1
M201620 206EE
M20/520 206EE
MSO/BPO 206S1
M50 2.0 Vanos
M50/820
M20/B25 6K1
M20/625 6K1
M20/825 6E2
M20/B25 6E2
M50/B25 25651
M50 2.5 Vanos
M2D/BZ7
~401818
M43IB 18
M20/B20M 206KA
M50/820 20651
M50 2.0 Vanos
M50/B20
M20/B25M 256K1
M5D/B25 25651
M50 2.5 Vanos
M30/B30M 306K.A
ME0
M30/835M 346K8
M30/834
M30/635M 3d6EC
M8W3
M30/B30M2 306KA
M301B30M2 306KA
M6OB330
M30/B35M2
M30/B35M2 346EC
M60/B40
M60
M70/B50 50 1 PA
M70/850 501 2A
M70/B54
M60
M70/B50 501 2A
S50/B30
S38lB38 38681
M20/B25
1 Fault code tables
7
Year
1988 to 1 993
19g0 to 1993
1993 to 1997
1988 to 1993
1989 to 1992
1991 to 1993
1993 to 1997
1990 to 1991
1992 to 1996
1986 to 1988
1988 to 1993
1991 to 1993
1993 lo 1 996
1993 to 1996
1985 to 1987
7988 to 1993
1 985 to 1987
1988 to 1993
1991 to 1993
1993 to 1 996
1986 to 7991
1988 to 1993
1993 to 1996
1988 to 1991
1990 to 1993
1993 to 1996
1993 to 1996
1988 to 1991
1990 to 1993
1 993 to 1996
7988 to 1992
1 993 to 1996
1988 to 1993
1986 to 1987
1988 lo 1 990
1987 to 7989
1986 to 1987
1 988 to 1994
1992 to 1994
1 986 to 1987
1 987 to 1992
1992 to 1 994
1994 to 1997
199'2 lo 1 994
1992 to 1 994
1994 to 1 997
1 993 to 1997
1 989 to 1994
1993 to 1997
1 992 to 1996
1988 to 1992
System
Bosch Motronic 1.3
Bosch Motronic t .7
Bosch Motronic 1.7
Bosch Motronic 1.3
Bosch Motronic 1 -7
Bosch Motronic 1.7
B~schM otronic 1.7
Bosch Motronic 1.7
Brssch Motronic 1.7
Bosch Motronic 1 .I
Bosch Mbtronic 1.3
Bosch Molronic 3.1
Bosch Motranlc 3.1
Siemens MS4.0
Bosch Motronic 1 .I
Bosch Motronic 1.3
Bosch Motronic 1.1
Bosch Motronic 1.3
Bosch Motronqc 3.1
Bosch Mutronic 3.1
Bosch Motronic 1 .I
Bosch Motrnnic 1.3
Bosch Motronic 1.7
Bosch Motronic 1.3
Bosch Motronic 3.1
Bosch Motron~c3 .1
Siemens MS4.0
Bosch Motronic 1.3
Bosch Motronic 3.1
Basch Motronic 3.1
Bosch Motronic 1.3
Bosch Motronic 3.3
Basch Motronic 1.3
Bosch Molronic 1 .I
Bosch Motranlc 1.3
Bmch Motronic 1.3
Basch Motronic I .1
Bosch Motronic 1.3
Bosch Motronic 3.3
Bosch Motronic 1. t
Bosch Motronic 1.3
Boxh Motronlc 3.3
Bosch Motron~c3 .3
Bosch Motronlc I .7
Bosch Motronic 1.7
Bosch Motronic 1.2
Bosch Motronic 3.3
Bosch Motronic 1.7
Bosch Motroqic 3.3
Bosch Motronic 3.3
Bosch Motronic 1.3
7.2 BMW
Self-Diaanosis
The engine management systems (EMS@
fitted to BMW models are mainly of Bosch
origin, and include Bosch Motronlc versions
l.t/1.3, 1.2, 1.7, 3.1, 3.3 and Siemens MS4.0.
All BMW engine management systems control
primary ignition, fuelling and idle functions
from within the same ECM.
SelY-Diagnosis (SDJ function
Each ECM has a self-test capability that
continually examines the signals from certaln
engine sensors and actuators, and compare
each signal to a table of programmed values.
If the diagnostic software determines that a
faull IS present, the ECM stores one or more
fautt codes. Codes will not be stored about
components for which a cdw is not avarlable,
or for condltioos not covered by the
diagnostic software. Depend~ngu pon system,
BMW control modules will generate either 2-
digit or 3-digit fault codes, and a dedicated
FCR must be used for rwtriwval. Flash codes
that can b retrieved without an FCR are only
available in US market rndels.
Bosch Motronic 1.2
Early BMW V12 engines are equlpped wlth
Bosch Motronlc M1.2, which has two
electronic control modules. Each module is
allocated to a bank of 6 cylinders (ECM 1 for
the right-hand bank, and ECM 2 for the lefthand
bank) and gathers data from its own
sensors. Each ECM stores its own fault
codes, and should be treated independently.
Limited operating sfrategy (LOSJ
BMW systems featured in this Chapter
utllise LOS {a function that is commonly called
the "limp-home mode"). Once certain faults
have been identified (not all faults will initiate
LOSX the ECM will implement LOS and refer
to a programmed default value rather than the
sensor slgnal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing. Once the fautt has cleared, the
ECM will revertto normal operation.
Adeptiw or learning capabiliiy
BMW systems also utilise an adaptive
function that will modify the basic
programmed values for most effective
operation during normal running, and with due
regard to engine wear.
SeM-Diagnosis (SDJ wamIng light
BMW models for the US market are
equipped with a facia-mounted "Check
Engine" warning light as demanded by US
OBDll regulations. Fault codes indicating
failure of emission-related components may
be retrieved through the flashing of the Ilghl.
European market models are not equipped
with a warning light.
The SD connector IS tor FCR use alone, and
is located In the englne compartment along
the left or right-hand wing, either close to the
bulkhead or suspension turret (see
tllusbvtion 7.1).
Bosch Motmnic 1.7, 1.2
and f .3 (US models only)
A limited number of emissions-related flash
codes are available via the flashing of the
facia-mounted "Check Engine" warning tight.
Refer to the flash code table at the end of this
Chapter to determine the meaning of the flash
mde.
1 Turn off the ignition and disconnect the
battery negative terminal for a per~od of
approximately 2 minutes.
2 Re-connect the batterj negative terminal.
Note: The first drawback to this methd is that
battery disconnection will re-initialise all ECM
adaptive values. Re-/earning the appropriate
adaptive values requires starting the engine
from cold, and driving at various engine speeds
for approximately 20 to 30 m!nufes. The engine
should also be allowed to !d(e for approximarely
10 minutes. The second drawback is that the
radio security codes, clock settrng and other
stored vaiues wili be initralised, and these must
be re-entered once the battery has been
reconnected. Where powble, an FCR shouid
be used for code cl~aring.
7.1 BMW 20-pin SD connector.
Unscrew the cap and attach the
FCR to the exposed connector
Note: During the course of certain test
procedures, it is possible for additional faull
codes to be generated. Care must be taken
that any codes generated dunng test routtnes
do not mislead diagnosis
All BMW models
1 Connecl an FCR to the SO connector. Uss
the FCR for the following purposes, in strlct
compliance with the FCR manufacturer's
instructions:
a) Retrieving fault codes.
b) Clearing bull codes.
cJ Testing actuamrs.
d) Displaying Datashm.
2 Codes must always be cleared aftw
component testing, or after repaws involv~ntgh s
removal or rwplacement oi an EMS comp~nmi I Note: Many of the fault code numbers 1-
correspond to the ECM pm number - eg. fwault 1
code 04 cornsponds to ECM pin number 4. & I.
Fa1 -
peg.:
mesh
cock
01
02
03
04
me.
FCR
code
01
03
04
05
07
10
15
16
17
23
28
29
33
1 Use an FCR to interrogate the ECM for fault
codes. or (where possible) manually gather
codes as described in Sections 3 or 5.
4 n
Codes stomd
2 If one or more fault codes are gathered,
refer to the fautt code tables at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth 1 Oi
re!um or supply. I 0'
4 Refer to the component test procedures in
Chapter 4. where you will find a means of
testing the majority of components and 1 01
01
circuits found in the modern EMS.
5 Once the fault has been repaird, clear the
codes and run the engine under varlous 1 :
conditions to determine if the problem has j cleared. i
8 Check the ECM for fault codes once more
Repeat the above procedures where codes !
are still being stored. !
7 Refer to Chapter 3 for more information on : how to effectively test the EMS.
No codes stored
8 Where a running problem is experienced. ,
but no codes are stored, the fault is outside of
the parameters designed into the SD syslem
Refer to Chapter 3 for more informallon on
how to effectively test the EMS.
9 If the problem points to a speclflc I
component, refer to the test procedures In :
Chapter 4, where you will find a means of
testing the majority of components and '
circuits found in the modern EMS.
BMW 7.3
Fault code tables
Bosch Motmnic 1.1, 1.2, 1.3 (flash codes)
nash Description
code
7. Vane alr~lows ensor (AFS] or AFS c~rcuit
J? Oxyqerl sellsol (0s) or OS clrcult
: 33 Goolar~tte qnperaiure sensor (CTS) or CTS c~rcu~!
: 3- Throttle YV~I~CTIT~S ), full-load switch
/ Bosch Motronic 7.1, 1.2, 1.3
! FCR Description
1 code
; :I Electronic control module (ECM) or ECM circu~l
: C3 Furl pump relay or fuel purn~re lay circu~t
: M Idle speed control valve (ISCV) or ISCV clrcult
35 Carbon I1l1t.rs clleno~dv alve (CFSV) or CFSV crrcu~t
: Ci A~rflow 5ensur (AFS) or AFS clrcurl , 10
Oxygm srrlsur (0s)o r OS circu~i.e xhaust emiss~onsto o
rlcll Or too lean i 15 Wariling ght (US only) or circclt
/ l o lr~jectors(c ylinders 1 +3) crr rnjector c~rcuit
i I: ~nlectors(c ylinders 243) or Injector circu~l
13 Oxygeri serisor (0s)h. eater relay or OS c~rcult
: 28 Oxvgen serlsur (US) or OS circuit
29 Vah~cles peed sensor (VSSJ or VSS circu~i
33 Solenold valve kickdown prevent or circu~t 1 ii Electron~cc ontrol module [ECM). supply exceeds 16 volts
CCO pot (non-cat models) or CG pot circuit
[ 44 Air temperature sensor (AT51 or ATS circuit
;ri Coolant temperature sensor (CTS] or CTS circuit I ;; lgnitlon timlng intervention (models w~thE GS only\
I hrottle sw~tchIT S) or TS circuit
53 I hrottle sw~lchV S)o r TS circuit
54 Tcrrq~rec onverter.c lutch (models with EGS only) or circult
100 Oulput stage (Rosch Motrorl~c 1.3 only)
101 Enq~neu psration not pcrss~hle
Bosch Motronic 1.7 and 3.1
FCR Description
code
000 No faults found In the ECM. Proceed w~thn ormal diaynost~c
metho~is
001 Fuel pump relay or fuel pump relay Circult
001 Crank angle sensol (GAS) or GAS c~rcui(ta lternative code)
902 Idle speed control valv~(I SCV) or ISCV circult
033 Inlector n~~mbe1 ro r ~nlectorG roup orle c~rcuil
FCR
code
004
005
006
012
016
Dl 8
--
Description
Injector number 3 or clrcu~t
Injector nutnber 2 or LI~CUI~
Injectors or !n]ector c~rcuit
Throttle position switch VPS) or TPS circu~f
Crank angle sensor (CAS) crt CAS circu~t
Arnpllf~erto electronic control module (ECM) termlnar 18 or
ampl~fler circuit
Electror~icc ontrol module 1ECMI
lgnilion ampl~fler number 2 cyl1ndt.r or clrcult
Ignition ampl~fiern umber 3 cyl~ndero r circu~l
lgn~t~wanm pl!t~ern umber 1 cylinder or cl~cwl
Electroti~cc ontrol module (ECM) supply
ldle speed control valve (ISCV) or IST,V c~rcu~t
Infector number 5 or lnjeftor clrcu~t
lr~lectorn umber 6 or ~njectorG roup two circurt
In1er;tor number 4 or Inlet?ar c~rcuit
Carbon filter solenold halve (CFSV) or CFSV cbrcull
Oxyger sensor (0s)at OS I'lrcult
Mass s rllow (MAF) sensor or MAF clrcuit
Electrorllc control module (ECM)
Air con~rltlonlng( AC) compressor or AC clrcu~t
lgrit~ona mpl~f~ecyrl inder number 4 or c;lrcuit
(qnition amplifier cyl~ndern unrkr ti of circuit
Electro!~icco ntrol module (ECM)
lgnit~ona rnpllf~ero r c~ruuit
Electro~licth rotlle control or c~rcuit
lgn~t~otlrrln lng (~lectron~Acn
Vetirclr speed sensor (VSS) or VSS clrcu~t
Crank ,mgle sensor (CAS) or GAS clrcu~!
OXY~~seInIs or (0s)o r OS c~~cu~t
Veh~cles peed sensor (VSS) or VSS clrcukt
CO potentiometer (non-cal)
Intake ,llr ternp~ratures ei,s~>r (AT3 ur ATS c~rcult
Eng~nec uolanl lemtxrrature sensor (CTS) or CTS c~rcu~t
Alarrr~? :ysterr~rjr clrcult
Tractiorl conlral or c~rcuit
Susper~sionC orltrol or c~rcuit
Air conditioning (AC) compressor or crrcu~t
Electron~cc ontrol modolp (ECM)
Electronic control rnodrllp (ECM]
O~ygersl erlsor (0s)c onrrol or OS c~rcu~t
Electroriic control module {ECM)
Ignitlor 1111maw or clrcult
Etectrol-IICth d~t le control slgnal or c~rcuit
Englne
Chapter 8
Citroen
Contents
Index of vehicles Rettlevlnq Fault co~lesw ithout a fault code reader (FCR1
Self-Diagnosis flash ccdes . . . . . . . . . . . . . . . . . . . .
Lt~atorte sl~ngw ~thmlta la11l1c ode leader (FCR) . . . . . . . . . . . . 5 Selt-Dlagnas~sc or~nectorlo cation . . . . . .
Cearlng fnt~ltc odcs w~thou3l fault cudr reader (FGR) . . . . . . . 4 Self-D~ayr~aws~ltsli a fault code diagnosis (FCRi .
Gu~de to test procedtlres . . . . . . . . . . . . . . . . I Fault code tables
Iitr~ducl~ur.~ . . . . . . . . . . ......... .... 1
lndex of vehicles
Engine code
TU9MIL.Z (CDY)
TU9M/L Z (CDZ)
TUI M (HDL)
TU1 M1L.Z (HDY)
TU 1 MIL Z (H DZ)
TUSM (kD.2)
TU'3FMC:I 7 (hDY)
TU3FM:L 2 (hDX)
TLJ3JZ/K (KGB)
TU3J2/L.Z (KFZ)
TUlM (HDZ)
TUSJP lKFX]
TUsM (KDY)
XUSM (BOZI
XclSM3Z (BDY)
XUUJ2 (060)
X119J4 (D6C)
XUVJAZ (DKZ)
XU9J4Z (DFW)
XLJ9J4K (DGC)
DDZ(XU9M)
TUlM (HDZ)
TUSF MIZ (KDY)
TU3F M/W% (KUY2)
XU1 OJ2CZiL (FiFU)
XU1 OJ2CTEUL(RGX)
XUlOJ2U (HTW)
220 A2.000
XUlOJ2U (RFW)
TUUMIL3iL
TU 1 M L3:L
TL13JPfL3
TU5JP L3 (1.11 L)
XU 1 UJ2CUL (RFIJ)
XU:OJ7CTEZ/LlRGX)
XUSJPIZ (UFX)
XUiJP4'13 (I FY)
XCI~.IPJZ [L FZ)
xu1aJx.Z (HFX)
XU1 OJ40, Z {HFY)
XU1 0J4R/UL3[flF V)
XU I OJ4DI.Z (HTT)
XU 1 0J2CTE/L3(RGXI
Model
kA I 2i
AX 1 01 rat
LA 1 11 r.>t
k4 I lb L,+I
Ab, 1 I, r.3t
k\ Gl 1 41 cat
, k4 ;T dr~cj I JI cat
' AV ' 41 cat
, ,At-, i5Ti
, At 1 1 (-7 1 1 (;dl
i Prrl~rl~ 1~ l~~
/ eb~rllfl\~1~ 7-1
i BX '41 c:it
; EX '61 cat
i EX !GI cat
j Bh IS G TI arlcl 4x3
BY~~G1T6IV
Bk19 1GV DOHC L;I~ 1 i l l 9 1 Gi DOH(
3x1 91 4X.: (:at
i'5L 1 I I Van r,lt
1i il5E 1 41V an cni C1.E 1 I ";in I,.!
Evas~or2~ UI r.,11
:' 01 tl~rhnca t I J,l~l~t2w.0 , cat
I JJ:I#V,I tj~ RUI;~2~ cat
Year
1992 to 1997
1992 lo 1956
1989 to 1992
1992 to 1947
1902 to 19(+T
l9R8 to 1990
1990 tu 1992
1 YY2 tu 1996
1991 to 1992
1991 to 1996
1996 tu 19931
1996 tn 1897
1991 to 1994
199U to 1992
1991 to 1994
1990to I992
1987 to 1991
1990 to 1993
1 F190 tu 1992
1991 to 1992
1990 tp 1P9i
1990 10 190;
1990 lu 1095
1999 10 1995
199.9 90 1997
1994 lu 199;
1994 10 199;
1995 to 1kl9;
1494 to 139-
1'396to 199;
1996 to 1997
1996 tu 199?
1996 tn 1997
1994 to 1997
t994 to lYYl
1993 to 1997
1995 to 1997
1993 lo 1997
1993 to 1997
1993 to 1995
19YS to 1997
1994 to 1996
1995 to 1996
!
System
Bosch Mono-Motron~cM A3 U
Bosch Mono-Motron~cM A3 0
Basch Mono-Jetron~cA 2 2
Magnstl-Marel11 G6-1 1
Magnetl-Mare111 Gti- 11
E0.;t,t1 rJono-Jetrnn~c A2 2
B~>siMh ono-Jetron~cA 2
Bil~ihM ono-Motron~cM A3 0
Bosch Mutrorl~cM. P? 1
Bosch Mctron~cM P3 1
Bosch Molr~nlcM. A3 1
Magnet[- Marrll~
Bosch hlr~t~r>-.letrnAnZl i2
Bosch Mono-Jelrrvili or MM G56
Magnetl-Mare111G C-lP
Bosch FAotronlc MP3 1
Bosch Motron~rh. ll 4 1
Bosch Motro~~1lc 3
Bosr,h htotronlc 1 3
Bosch Motrorllc 1 3
Lerl~x 1 B
Bosch Mono-Jetronlc A2 2
Bosch Mono-Jetrorllc A2 2
Uusch Mono-Jetrrlti~cA ? ?
Magnet1 Marell! 8P22
Bosch Motrurvc MP3.2
Magnetl-Marel11 DCM8P 11
Rosrh Mono-Motronlc MA1 7
Magnetl-Mare111 DCMBP-1 1
Bosch Mono-Motron~cM A3 1
Bosch Mono-Motron~cM A3 1
Magnetl-Marelh
Rosch Motron~cM A5 1
Magnrtl hlarell~8 P22
Etosch Mulronlr LIP3 2
Maqrnrtl-blarelll DGMRP13
Bosct-L Molrv~,~c MP5 1 1
Bo~chM olronlc MPS 1
Magl\etl-Marell~U GM8P2O
Hosch hlotrnnlc MP3 2
Ecsch Mutror~lcM PS 1 1
Bosctj MotrL>nlc MP7 7
Rnsch Mfltrt>nlr: MP? 2
5aro 1 0
5.VO I I
52.11 1 'I
?,arc 1 6
j..r,erq~e2 .01 cat
:>.;18?r~7l~ 0 1 lurko C.It
qdl;t13 1 61 CC3f
Xantla 1 81 16V
Xantld 1 HI and Brcak
Xantla 7 111 ,lnd Hreak
Xar~t~L' aU I 1 ~ibcd l
Xantta 111 1t;V FI (.,3h
Xanttn Arilvn 2 01
Xonto 1 ~~r2t U~I Cu-T
Model
XM ? (11 MPI
Xhl 2 01 cat
XM 2 L11 c;it
hh.1 ' 01 1t;V cat
XLf, 2 Or turho int
XFA 2 'JI c'T turbu cat
2I.A 3 G lili LHI?
%M 3 UVbcat
XFA 3 O Vh (-at
Xh4 3 0 V6 Fslate
XM 3 U V6 24V cat
XM 3 OV624V
ZX 1 1 I cat
ZX 1.1 I cat
ZX ?.I rI.a t
ZX 1-11 cat
ZX 1.4i cal
7X 1 41 and Break c:at
ZX 1 41 and Brcak cot
ZX 1.61
ZX 1 .GI
ZX 1 61 cat
LX 1 61 and Ureak cat
ZX 1.61 arid Ureak cat
ZX 1 81 and Rrenk c~t
ZX I 81 arld Break cb
7X 1 9 HV
ZX 1 91
ZX 2.01 c:al
7X p.01 1 I;V cat
ZX 2.01 1GV
Engine code
XU 1 UJ2 (RGA)
XU1 OJ2/Z (RFL)
XU1 OJ2/Z (RF7)
XU1 OJ4R/UZ (RFV)
XU1 OJ2TE/Z (RGY)
XU1 n.l2TE/I :7(RGX)
ZPJ (SGA)
ZPJ (SF71
ZPJ (UFZ)
ZPJ/Z (Ul Y)
ZPJ4/Y3 r$K7)
ZPJ4N3 (IJKZ]
TU 1 MIZ (klU'1'1
TU 1 M/Z (HUZj
1 U 1 MIL (HUY I
TIJ 1 M/Z WUZl
TU3Ml.Z {KUY I
TU3M 1KDX)
TlJSPvl (KOX)
XU5M ?K {RIA)
XU%' .?h {B,LA)
XUSM.31 IHDYI
XUSJPLZ laFZI
XllSJPUZ iBF7)
XU7JPUZ iLFZj
Yu7JP1~7(L TZI
XU5AAZ (UKZj
XUYJNK IUGL)
XUJl OJP:CII.:liRFY.)
XUJl OJI/D/L'Z(RFY)
XUJ 1 UJ4/D:L'L(Ht T)
Year
1990 trl InP?
1990 to 199:
I 992 to I aw
199.1 to I 9!77
1993 tt~10 9;
1994 tc: 1991,
1909 tn 199?
1989 t.3 1 YYJ
1994 to 1997
19'-15 til 1 996
1990 ta 1994
199.1 t,, 1997
law tc1 1994
1981 to 18%
1".1 ttil 1997
1994 ta tYY7
1:1:31 to 1992
19111 til 7 997
I YCI? ta t 996
19~11t rl 199%
1991 tc3 1993
1Y4.' to f 993
19~14tu 1997
11,1515 to 1YYti
1YgI tn I997
1W5 17 I996
199.' tv I994
199 1 t.1 1 992
1992 1,~19 96
IOS? 1%1~39 5
199.1 to 1997
System
Ivlngilerl- l,Aart.ll~ BA G',
EnscP, Motronlc PAP'$ 1
Bosctr Motrbnlc MP5 1
B(Js(-~I tvl(>!r0111(- P.4F.5 1 1
Eo.-ch Motronlc MP3 7
Bosch Motrunlc MP3 2
Fen~x3 R
Fen~x3 8
Fer~~38x
Feri~x3 8
Fen~x4
Fen~x4 8
Bmrh Mnno .lutrorilc A? 7
Bosch Mur~u-Jetrur~Alc7 ;7
Bosch Morlu-Motrur~lc:M A3 C.
Bosch Mono-Motron~c MA3 C
Husch Mo!io-Jetronlc A2 2
Bosch Mono-Motrorl:~M A3 O
Magnet1 Marell1 Gt5-14
Maqnetl-Mare111 G5 S2
Magrletl-Mare111 Gti 12
Magnetl-Marell1 GG. I U
Mngnetl-Msrelll RP 13
SagemILucas 4GJ
Bosch Mntronrc hlP:~. 1
h4agnet1-Marel118 P :[I
Busctl Mutrurl~c 1 3
Bosch Motronlc LIP3 1
Magnetl-Mal-ell1 8l'-:'O
Busct~M utlur~~hcl:P 3.2
Rosch Motrrjn~r: hlP : '
Self-Diagnosis
1 Introduction
not covered by the dlagnostlc suttware In ~t l h r dlaqnoitlc ;crtt~~.,trr 1-lt.ti.f111, ILP? tt~.~:t
Cltroen systerns. ttle cur~trul rrlr,dutt. I~;$IL>I tLj~1lt I,> ~ILI~v re3elmt It I~IL,II L:,'
generates ?-cllglt fault code?. tor retrieval IIILIIT~III~dI?l ~? .fly t1rr1G L~LI~I~I.IL Ik ler LA! ~t
clthcr by manual rneacls or t)y IauH \:ode cnglnt- runnwny, rhr Eih.1 11.15 ,I8.l~lr~~~>er~
reader (FCH). 111~~~:1~1,1-1, .~I lli,llL>l ~.ILII: PlCLl5+ IL>~?:I I<~I
Ihr englnc ni;ln,~q,~rncnt systems (FMSs) f;llll~lt- pf I-~-II.r~.orIn~ljo nrrlt-, ,I+>~tlrl.l'r,l .,-
fltrrd tu Cltrorn r.et~~zlarrse mninlv of Bnsch
LimitedoperatingstrategY~LOS~ 1,11,,1,,,,I,, -- ,-I,, tt,,, IIS.~,~ :t
. . .
r,ll~9r,1rd Ilr lc.lude ijLlsch ~~versionst Clt~roen syst~erns feat~ured In tiths Ch:~~pter ~I lurnlliate Th,, ,f;,?rnrl~qI IC-~I-~I~,> I-II- +- !~IL-:~+~~F,LI - >
: -1, -1 1, ;;> , 1 1, s 1 other systems Irlclude LJtlli~eL OS (a funct~ortit lal IS culrlrrlurlly called iw lrajl~sriiTltI: jF,tr l:~,rjr-~,
~~Mo,nl, ,t~tqrilrllc- ~Ah?.? and Mono. the "limp-tlurrle nlude") Once certaln f3ults
M5tro;ilc MA3 0, Ft=n~r 18. 38. 4 and 48.
Magr~t.!~-M~rGt.5ll,~G 6. dnd 8P.
Thc rr~njo:lty tlf Z~troen EMSs corilrul
prlrnary ~qnli~nlf?t~, ~~llalnndg ~dlefu nctions
lr~~l~l1li t111l1t ~e5d rlle ~cllltf~mbo dule. Early
vtlslor~>I J~B oscl~M ~~trurl4~.1c arid 1.3
1111llskral rl ;IIIXI~I~I~~i (lr valve (AAV) that was
nb1 ECM-r.ontrallr:rl The Mono-Jetron~c
svsterr~u ur~trolst uellinq and rdlc functions
alorlp.
Self-Diagnosis (SD) function
have beer1 lder~tltled( not all ta~:ltsw ~llIn ,tlate
LOS). the LCM will ~niplementIL OS and refer
to a prograrr~rrledd eta~rltv al~~rra:th er than the
sensor slynal I-hls enables thr: vchlclr: to he
safely drlver~ tu a worksl,op;qarnqe for r8:pnlr
or testrnq. Unce thr: fault ha5 clcarnd the
ECM w~lrle vert to normal operailon.
Adaptive or learning capability
Crtrcrerl systelns al:,n II~IIIV.in .iil.ll)t~ve
capabll~ty that will rnr~rllf?, rll+ t,nslc
proqrzm!nprl valtlr? trrr mrbt etfe<;tlve
2 Self-Diagnosis connector
location
The 2-l)lrl SC) curir~rctur 15 c,olrl,~red clree'~
arid 1s lot.ated dri rhr t.r~yll~ct.u :r~partr~,er1~1 t. s
cn~nmntily l-rlourired ,jlurng !tie left- c>r , <'I:-
hand wuiy, elth~r< lrjsr tc) it~eE C!s;l 11,~
hnttcry. nr the cc)nllnc_l sy51~rl1v x:jdrl'jlur
bottle. In solne vehlclcs, thc- :;TI r:vlnrr.tor I<
located lllslde the relay hox L~I: cltlior ttit7 It3-t
Lach electrorllc ucjntrol module (ECM) has a ~~I1I1Inn I rJI~ II~I L I due ur rlght-Itand wlng Thc SD ro!in~:h:tnr 1s
splf tesl capabal~tyl tiat coritiriually exarn~nes reqard to cnrlln!: wear provided fol butt1 r~~a~>rert~rlrrtjllr ny ot tlayk
tbc slqnals from ccrtoln engltie sensors and codes and for ded~caledI CH use
~ictuaturs, arld currlpares each signal tn a Se'f-DiagnOsis fSD) warning light The 3n p~nS rj cnriner:lor ill let1 tt, rl:~.r)
table of proyrarnnied values, ll the diagrlosllc Tlie r:l,ilurlty uf Lltr0i.n nlwili.lq nm Inter modclr, la lncntnil 111 thr pn?',rn,l<r
sr~ftwnred eterrnlnes thal a fault is preser~lt,t ir rqi~lppedw l th a SD w.lrnlng llgllt li<idted compnrtmcnt. 171thcr1 1tidcr thr. fnc;,~o r thll!Plr-rl
tl:M stores onr: or more fault codes. Cudes wllh~ntl ic rnsfll~nlrrltp arlcl CZltht>rl ttw ~qrlt lun a cover on thc tncln (see illustration 8.1) Tt-r
~vlllr lut be stored about components tor IS srv~lchcdo n. it~eIli ltit till lllurllrrlate Once 30-plr1S U uurllwctor I:; prrivld<!d for ki:R tl:;r
wh~cha code 1s rlut ,iva~lable, or tor condltlcns the englntc hi)?. ctaneu, the l1gti1~ t.~elkl rlr~~luish alur~e

8.4 Citroen
- - - -. . .
28 Cont~nuer elrlevlng codes until code 11 IS
transmitted Code 11 signit~esth at no more
codes are stored.
29 If the engine IS a non-starter, crank the
engine on ihs starler motor for 5 seconds and
return Ihe ignltlon key to the "on" poxit~onD. o
not switch off the ~qrlition.
30 H code 1 I IS the flrst code transm~tted
after code 12, no faults are stored by the
ECM.
31 After code 11 is transmitted, the complete
test may be repeated from the start.
32 Turn off the ign~tiont o end fault code
retrieval.
All other systems with 30-pin SD
connector
33 AN FCR is required for those systems
equipped with the 30-pin SD connector.
4 Clearlng lault codes without
a fault code reader (FCR)
All systems with
2-pin SD connector
1 Repa~r all circuits indicated by the fault
codes.
2 Sw~tchu n the ignition.
3 Perform the above rwtlnes to retrieve code
11 - no lault codes.
4 Close the accessory switch for more than
I0 seconds, and then open the switch.
5 All fault codes should have been cleared.
All systems (alternative)
6 Turn off the ignition and disconnect the
battery negatlve terminal for a period of
approx~mately2 rn~nutes.
7 Reconnect the battery negative terminal.
Note: The first drawback to this method is that
barter). drsconnection will re-initialise all ECM
adaptive values. Re-leammg the appropriate
adaptive values requ~res starting the engine
from cold, and dnving at various engine speeds
for approxrmately 20 to 30 minutes. The engine
should also be allowed to idle fur approximately
10 minutes. The Second drawback a that the
radto security.codes, clock setting and other
stored values will be inrtialrsed, and [hese must
be re-entered once the batlery has been
reconnected. Where possrble, an FCR should
be used for code clear~ng.
Bosch Motronlc ML4.1
1 Attach an onloff accessory switch to the
green 2-pin SD connector (refer to
illustration 8.1).
2 Close the accessory switch.
3 Switch on the ignition.
4 Walt 3 seconds and then open the
accessory switch. The warning light will flash
the appropriate code (see actuator selection
code table) and the injector circuit w~ll
actuate. Audible operation of the injeclor
solenoids should be heard. A Warning: The injectors will
actuate for as long as the circuit
is closed, and there Is a real
danger of f//IIng the cylinders
with petrol. If testing is required for more
than 1 second, disconnect the fuel pump
supply (or remove the fuel pump fuse)
before commencing this test.
5 Discont~nue the Injector test and continue
with the next test by closing the accessory
sw~tcho nce more.
6 Wait 3 seconds and then open the accasory
switch. The warning light will flash the
appropriate code (see actuator selection code
table) and the next actuator circuit will function.
7 Repeat the procedure to test each one of
the other actuators In turn.
8 Turn off the ignition to end the test.
Systems with 30-pin connector
9 A dedicated FCR must be used to test the
actuators for these systems.
6 Self-Diagnosis wlth a fault
code diagnosls (FCR)
Note: During the course of certain test
procedures, it rs possrble Icr addrlianal fault
codes to be generated. Care must be taken
that any codes genemted during test mutrnes
do not mislead dragnos~s.
All Citmtin models
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, In strict
compliance with the FCR manufacturer's
instructions:
a) Retrieving fault codes.
b) Clearing fault codes.
c) Testing actuators.
d) ~~splaD~atiasntr~ea m.
eJ Making a@ustrnents to the ignition timing
or mixture (some Magneti-MareNi
systems)
2 Codes must always be cleared after
component testing, or after fepairs ~nvolving
Ihe removal or replacement of an EMS
component.
Fa -
FCR
code
11
1 Use an FCR to Interrogate the ECM for fautt
codes, or manually gather codes as described
in Sections 3 or 6.
Codes stored 1
No codes stored I
2 If one or more fault codes are gathered,
refer to the fault code tables at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, loclh for a
common factor such as a defective earth
8 Where a running problem is exper~enced,
but no codes are stored, the fault is outside of
the parameters designed into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the EMS.
8 If the problem points to a specific
component, refer to the test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circults found in the modern EMS. i
return or supply.
4 Refer to the component tesl procedures In
Chapter 4, where you will find a means of
test~ng the majority ot components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear Ihe
codes and run the engine under various
conditions to determine if the problem has
cleared.
6 Check the ECM for fauit codes once more.
Repeat the above procedures where codes
.
are still being SMred.
7 Refer to Chapter 3 for more lnformat~ono n
how to effectively test the EMS.
Citroen 8.5
Fault code tables
FCR
de
I1
12
13x
I 4n
15
18
2lx
21x
22
n
25x
26x
27x
3:x
31x
Description
End of diagnosis
Initiation of diagnosis
Air temperature sensor (ATS) or ATS circuit
Coolant temperature sensor (CTSI or CTS circuit
Fuel pump relay, supply fault or fuel pump control circuit
Turbo cooiant pump control
Throttle pot sensor UPS) or TPS circuit
Throttle switch FS), Idle conlact or TS circuit
ldle speed control valve (ISCV), supply fault
ldle speed control valve (ISCVj or ISCV c~rcuit
Variable induction solenoid valve (VISV) L or circuit
Variable lnductron solenoid valve (VISVj C or circuit
Vehicle speed sensor (VSS) or VSS circuit
Throttle switch (TS), Idle contact or TS circuit
Oxygen sensor (OS), mixture regulation or OS circu~t
(alternative cwe)
Mixture regulat~one, xhahst, inlet leak@)o r fuel pressure
Airflow sensor (AFS) or AFS circuit
Manifold absolute pressure (MAP) sensor or MAP sensor
circuit (alternate code)
Throttle pot sensor UPS) or TPS circuit (alternate code.
Mono-Jetronic only)
Carbon filter solenoid valve (CFSV) or CFSV crrcuit
Throttle switch (TS}, full-toad contact
Oxygen sensor (0s) heater control or OS circuit
Crank angle sensor (GAS) or CAS circuit
injectors or Injector circuit
Knock sensor (KS), knock regulation
Knock sensor (KS), knock detection
lgnltlon coil control (coil 1)
Turbo boos1 pressure solenold valve (BPSVj or BPSV circuit
Turbo pressure regulation
Oxygen sensor (0s) or OS circuit
Mixture control, supply voltage, alr or exhaust leak
Battery voltage, charging or battery fault
Electronic control module (ECM)
CO pot or CO pot clrcuit
Immobiliser system
FCR Description
code
57 lgn~tionc oil 2
58 Ignition coil 3
59 Ignitlor: coil 4
61 Variable turbo regulation valve or circuit
62x Knock sensor {KS) 2 or KS cncuk
63x Oxygen sensor (0s) or OS circuit
64 Mixture control B
65x Cyfinder identification (ClD) or CiD circuit
71 Injector No. 1 control or lnlector circuit
72 injector No. 2 control or injector circurt
73 Injector No. 3 control or injector c!rcult
74 Injector No, d control or injector circuit
75 lnjector No. 5 control or injector circuit
76 Injector No. 6 control or Inlector clrctiit
79x Man~folda bsolute pressure (MAP) sensor or MAP sensor
circuit
x Faults that typically will causs the ECM to enter LOS and
use a default value in place of the sensor.
Some faults are designated as "major" faults, and will illuminate the
warning I~ghtH. owever, "major" faults vary ffom system to system.a nd
~t is best to interrogate the ECM for codes I1 a fault is suspected.
Codes designated as "minor" faults will not illurn~nateth e warning light.
Actuator selection code
Code Description
81 Fuel pump relay
82 Injector or injecror circuit
83 Idle speed control valve (ISCV) or ISCV circuit
84 Carbon filter solenoid valve (CFSV) or CFSV circu~t
85 Air conditioning (A/C) compressor supply relay
91 Fuel pump or fuel pump relay
92 Injector w injector circu:t
93 Idle speed control valve (ISCV or ISCV circuit
94 Carbon filter solenold valve (CFSV) or CFSV crrcult
95 Air conditioning (NC)co mpressor supply relay
The above codes are displayed during actuator test mode Wen the
relevant circurt has been acluated. Not all components may be present
In any one particular system.
I Chapter 9
Daewoo
Contents
hdex of vehicles Retrieving fault codes without a fault code reader (FCR) -
W-Diagnosis flashcodes ........................................... 3
fl~ariny fault codes without a fault code reader (FCH) ........... 4 Self-Diagnosis connector location ........................... 2
Gu~de to test procedures ................................. 6 Sell-Diagnosis with a fault code reader (FCR) ................. 5
Inb-oduct~on .......................................... 1 Fault code table
Index of vehicles
Model Engine code Year System
Nexia 1.5 8V SOHC 1995 to 1997 GM-Multec
Nerr~a 1.5 l6V DOHC 1 995 to 1997 GM-Multec
Espero 1.5 16V DOHC 1995 to 1997 GM-Multec
Espero 1.8 8V SOHC 1 995 to 1997 GM-Multec
Espero 2.0 8V SOHC 1995 to 1997 GM-Multec
f Self-Diagnosis
The engine management system (EMS)
flttcd to Daewoo vehicles is the GM-Multec
IEFI-6 and IEFI-S. Daewoo engine
management systems control primary
ignition, fuelling and idle functions from within
the same control module.
Self-Diagnosis (SD) function
Each ECM has a self-test capability that
continually examlnes the signals from certain
engine sensors and actuators, and compares
each signal to a table of programmed values.
If the d~agnostic software determines that a
fault is present, the ECM stores one or more
fault codes. Codes will not be stored about
components for which a code is not available,
or for conditions nor covered by the
diagnostic sottware. In Daewoo systems, the
control module generates 2-digit fault codes
for retrieval erther by manual means or by fault
code reader (FCR).
limited operating strategy (LOSJ
Daewoo systems featured ~rlth is Chapter
utllise LOS (a function that :s commonly called
the "l~mp-home mode") Once certain faults
have been identifeu (not all faults will initiate
LOS), the ECM will Implement LOS and refer
toa programmed default value rather than the
sensor slgnal. this enables the veh~clsto be
safsly drlven to a workshop/garage for repalr
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Adaptive or ieaming capability
Daewoo systems also utilise an adaptive
function that will modify the basic
programmes values for most efi~ct!ve
operation dur~ng normal running, and with due
regard to engine wear.
Self-Diagnosis (SD) warning light
Daewoo models are equipped with an SD
warning light located within the instrument
panel.
All Daewoo models
The SD connector 4s located in the dr~ver's
footwell. Mind the right-hand kick panel close
to the ECM (see illustration 9.1). The
connector can be used for both manual retrieval
of flash codes and for dedicated FCR us.
9.1 Location of SD connector and ECM
A ECM 8 SD connectof
9.2 Daewoo
9.2 Retrieve flash codes by conn6ding a
bridge wlre between terminals A and B on
the SD connector
Note: Dunng the course of certain test
prucedures, it IS possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not m~slead diagnosis. All codes must be
cleamd once testlng is complete.
1 Use a jumper lead to bridge terminals A and
B in the SO connector (sse lllustratlon 9.2).
2 Switch on the ignition, but do not start the
engine.
3 The codes are displayed on the SD warning
light in the instrument panel. The flashing of
the light indicates the 2-digit fault codes as
follows:
a) The two digits are indicated by two series
of flashes.
bJ The first series of flashes indicates the
multiples of ten, the second series of
flashes indicates the single units.
c) A 0.4-second tiash fo/lowed by a 1.2-
second interval indicates fault codes in
multip/es of ten. A 0.4-second flash
followed in quick succession by another
flash indjcates units
d) A 3.2-second pause separates the
rransmrssion of each rndtvtdual code.
e) Code number "12" IS tndtcated by one
short (0.4-second) flash, followed by a
1.2-second pause then two flashes of 0.4
seconds in quick succession.
Fault code table
FlasW
FCR code
12
4 Count the numb of flashes in each series,
and record each code as it is transmitted.
Refer lo the table at the end of the Chapter to
determine the meaning of the fault code.
5 The first code transmitted will be code "1 2",
which signifies code initiation.
6 Each flash code will be repeated three
times followed by the next code in sequence.
7 Continue retrieving codes until all stored
codes have been retrieved and recorded.
8 Turn off the ignition and remove the jumper
lead to end fault code retrieval.
A11 systems
1 Turn otf the ignition and disconnect the
battery negative terminal for a period of
approximately 5 minvles.
2 Reconnect the battery nwative terminal.
Note: The first drawbeck to this method is that
battery disconnection will re-initialtse all ECM
adaptive values. Re-learning the appropriate
adaptive values requires starting the engine
from cold, and driving at various engine
speeds for approximately 20 to 30 minutes.
The engine should also be allowed to idle for
approximately 10 minutes. The second
drawback is that the radio security codes,
clock setting and other stored values wili be
initlalised, and these must be re-entered once
the battery has been reconnected. Where
possible, an FCR should be used for code
clearing.
Note: During the course of certain test
procedures, it is possible for additional fault
codes to be generated Care must bs taken
that any codes generated during test routines
do not mislead diagnosts.
AII Dae woo models
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, in strict
compliance wlth the FCR manufacturer's
instructions:
a) Retrieving faun codes.
bJ Clmring fault codes.
c) #splaying Datastream.
2 Codes must always be cleared aftar
component testing, or after repairs involving
the removal or replacement of an EMS
component.
Description
No faults found in the ECM. Procwd with normal
diagnostic methods
Oxygen sensor (0s)or OS clrcuit
Coolant temperature sensor (CTS) or CTS circuit
Throttle pot sensor (TPS) or TPS circuit
Air temperature sensor (ATS) or ATS circuit
Vehicle speed sensor (VSS) or VSS circuit
Exhaust gas reclrculat~on(E GR) error or EGR circuit
1 Use an FCR to interrogate the ECM for faun
cdes, or manually gather codes as described
in %ions 3 or 5.
Flash/
FCR code
33
42
44
45
51
54
Codes stomd
2 If one or more fault codes are gathered,
refer to the fault code table at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures m
Chapter 4, where you will find a means ol
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear the
codes and run the engine under various
conditions to determine if the problem has
cleared.
6 Check the ECM tor fault codes once more
Repeat the above procedures whore codes
are still being stored.
7 Refer to Chapter 3 for more ~nlormat~oonn
how to effaively test the EMS.
No codes stored
8 Where a running problem IS experienced,
but no codes are stored, the faun is outside d
the parameters designed into the SD system.
Refer to Chapter 3 for more intormation on
how to effectively test the EMS.
9 If the problem polnts to a specific
component, refer to the test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found In the modern EMS.
Description !
Manifold absolute pressure (MAP) sensor or MAP
sensor clrcuit
lgnltlon control circuit error 7
Oxygen sensor (0s)le an or OS clrcu~t
Oxygen sensor (0s) nch or OS c~rcuit
Electronic control module (ECM) error
CO adjust error
lr -.
Mr
AP!
Ch,
Ch.
Cb
CLl.
Hi-.
SPI
Contents
hdex of vehicles Retrieving tault codes without a fault code readm (FCR) -
&If-Diagnosis flashcodes ........................................... 3
Claaring fault codes without a fault code reader (FCR) ........... 4 Self-D~agnosisc onnector location ........................... 2
Guide to test procedures .................................. 6 Self-Diagnosis with a fault code reader (FCR) .................. 5
Introduction ............................................ 1 Faultcodetable
Index of vehicles
Model
Ppplause
Charade 1.3i cat SOHC 16V
Charade 1.3 SOHC 16V
Charade 1.5i SOHC 16V
Charade l.6i SOHC 16V
HiJet
Sportrak cat SOHC 16V
Engine code
HD-E
HC-E
HC-E
HE-E
HD-E
C842
HD-E
Year
1 989 to 1996
1991 to 1993
1993 to 1 997
1996 to 1997
1 993 to 1996
1 995 to 1997
1990 to 1997
la
System
Daihatsu EFi
Daihatsu EFI
Daihatsu MPI
Daihatsu MPi
Dalhatsu MPi
Daihatsu MPi
Daihatsu EFi
Self-Diagnosis
The engine management system (EMS)
fitted to Daihatsu vebicles is the Daihatsu
MPilEFi system, whlch controls primary
ignition, fuel injection, turbocharging pressure
{where app,icable) and ~dlefu nctions from
with~nth e same ECM.
SaH-Diagnosis (SD) function
Each ECM has a self-test capability that
continually examines the signals from certain
engine sensors and actuators, and compares
mch signal to a table of programmed values.
If the diagnostic software determines that a
fault is present, the ECM stores one or more
fault codes. Codes will nor be stored aboul
components for which a code is not available.
or for conditions not covered by the
diagnostic software. In Oaihatsu systems, the
ECM generates 2-digit fault codes for retrieval
as Rash codes by manual methods alone.
Umited operating strategy (LOSJ
Daihatsu systems featured in this Chapter
utilise LOS [a function that is commonly called
the 'limp-home mode"). Once certain fauk
have been identified (not all faults w~liln itlate
LOS), the ECM will ~rnpternentL OS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely onven to a workshop/garage for repalr
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Adaptive or kaming capability
Daihatsu systems also utilise an adaptive
function that will modify the basic
programmed values for most effective
operation during normal running, and with due
regard to engine wear.
Self-Diagnosis (SD] warning light
Daihatsu models are squipped with an SO
warning light located within the instrument
panel.
I
Charade GT- Ti
The SD connector is located near the
ignition coll (see Illustration 10.1). and IS
provided for manual retr~evaol f flash codes
alone.
10.1 Locathn of SD connector, ECM and fuse and relay box for Charade 1987 to 1993
A ECM C Fuse and relay box
B Ignition coil and SD connector
10*2 Daihatsu
TERMINAL'T' h
I EARTH TERMINAL
I
10.2 Locatlon of SD connector lor Applause 1689 to 1945 and 10.3 SO connector terminals for Charade 1W7 to 1993
Sportra k 1991 to 1996 I A SD connector located near distributor B:
Applause 1.6i and Sportrak I. 6i All models 5 Count the number of flashes in each seriq [
The SD connectors are located near the 3 Switch on the ignition, but do not starl the and each 'Ode as it is
distributor {see lllustratlon 10.2), and are engine. Refer to the table at the end of the Chapterto
provided for manual retrieval of flash codes 4 The codes are displayed on the SO warning determine the meaning of the fault ccde.
The fault codes are in swuw alone. light in the Instrument panel. The flash~ngo f
the light lndlcates the 2-d~gf~atu lt codes as and then repeated after a 4.5-second pause.
, , 7 Continue retrieving codes until all stored
codes have been transmitt4 and recorded.
WtUwd ~'h&* 0~@$ ..I 8 If the first transmttted code is "1" (re-
(FCq-&h&s : , . . . : ,
a) A 4.5-second pause signals the bepinning thrw times), no faults are stored.
, , of the code transmiwon sequence. 0 Turn off the ignition and remove the jump
b, The two are indlceted fwo Smes lead to end fault code retrieval.
Note: Durinq the course of certain test of flashes.
procedures, 2 is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagnosis. All codes must be
cleared once test~ngIS complete.
Charade models
1 Use a jumper lead to bridge terminals "T"
and earth in the SD connector (see
illustration 10.3).
Applause and Sportrak models
2 Use a jumper lead to bridge terminals 5 and
6 in the SD connector (sea illustration 10.4).
c) The tirst series of flashes indicates the
muttiples of ten, the second series of
flashes indicates the single units.
d) Tens are indicated by a 0.5-second flash,
while units are indicated by 0.5-second
flashes separated by a 1.2-second pause.
eJ A 2.5-second pause separates the tens
from the unrts.
I) A 4.5-second pause separates the
tiansrnissmn of one code from another.
gJ Code number '12" is tndicated by one
short (0.5-second) flash, followed by a
2.5-second pause and then two flashes
of 0.5 seconds in quick succession.
10.4 SO connector terminals tor Applause 1989 to 1985 and
Sportrak 1891 to
Method 1
1 Remove the ECM back-up fuse tor r
minimum of 10 seconds (see illus?mtion 1U).
Method 2
2 Turn off the ignition and disconnect Me
battery negative terminal for a pev~od ol al
least 10 seconds.
I t
10.5 Location of ECM back-up fum (1) in fusebox for Applause
1989 to 1995 and Sportrak 1991 to 1996 1 I
Daihatsu I 0.3
1 f Reconnect the battery negative terminal. ::+:": ::+?+. + :~:G<~:?E?;$:;FA;:;:;G;:;:~:;: ,,:,......!..:H $:: ++ codes and run the engtne under various
Me: The fmt drawback to this method is that ?,gi :-"$$t'~$':a:; 'PkF~~:ickon~di tions to determine if the problem has
<&+?" <"> <,<a Mdry disconnectron wtli re-initialise ail ECM iaji:? z;T:;;::j:::;::A::y;:;::,::: :::;::::~<:;;;::::,
wtivs ues, Fle-,mm,ng the :;!;?& :::A. .~:::il:::::~x:t.:::f:,::~:1~::::~::~::~;~::1;,:~~x::%z?::!a:a f cleared+
6 Check the ECM for fault codes once more. ),,AA, "A""A)x" iA,tA, "t"",AA", ", rdeptrve values requires stafi;ng the engine :~F:~~:<~;~:;C~;;,:,; :~:: :?:,::y~:;:,~vL ;~:;~~~ ::!i:~f;;:~:?:;;~:: A, Repeat the above procedures where codes
hm "ld, and drtving at vanOus engine 1 Manually gather codes as described in are still being stored.
~pesds tor approximately 20 to 30 minutes. Sectlon 3. 7 Refer to Chapter 3 for mom information on me engine should also be allowed to idle for how to effectivdy jest the EMS.
approximately 10 minutes. The second
drawback is that the radio security codes,
clock setling and other stored values will be
initlalised, and these must be re-entered once
the battety has been reconnected.
FCR facilities were not available for the
Daihatsu vehicles covered by this book at the
tkne of writing.
Codes stomd
2 If one or more fault codes are gathered.
refer to thw fault code table at the end of this
Chapler to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures in
Chaplsr 4, where you wtll find a means of
testing the majority of components and
circuits found In the modern EMS.
5 Once the taull has been repaired, clear the
No codes stored
8 Where a running problem is experienced,
but no codes are stored, the fault is outside of
the parameters designed into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the EMS.
9H the problem points to a specific
component, refer to the test procedures in *':.::
Chapter 4, where you will find a means of '?,:!
testing the majority of components and
circuits found in the modem EMS.
Dalhatsu MPi/EFi
Flash Descrlptlon
eode
01 No faults found in the ECM. Proceed with normal diagnost~c
methods
02 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
03 lgnit~ons lgnal
Cd Coolant temperature sensor (CTS) or CTS circuit
05 GO adjuster (non-catalyst models)
05 Oxygen sensor (0s)or OS circuit (alternative code)
Flash
code
06
07
Description
Engine speed sensor (distributor)
Throttle position sensor (TPS) incorporating idling switch or
TPS circujt
Alr temperature sensor (ATS) or ATS circult
Vehicle speed sensor (VSS) or VSS circuit
Starter signal
Switch signal idle, auto or ffC.05
Exhaust gas regulation (EGR) or EGR circuit
Oxygen sensor (0s)or OS circuit, voltage tw low
Oxygen sensor (0s)or OS circuit, voltage too h~gh
Contents
Mex of vehicles
W-Diagnosis
Cleating fault codes without a fault code reader (FCR) .......
Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction ........................................
Index of vehicles
Model
Brava 1.4 12V
Brava I .6 16V
Bravo 2.0
Cinquecento 899 OHV DIS cat
Cinquecento 900 OHV DIS cat
Cinquecento Sporting
Coupe 16V
Coupe 16V Turbo
Coupe 2.0 20V
Croma 2000ie
Crorna 2000ie DOHC 8V
Croma 2.0ie DOHC
Croma 2.0ie DOHC DIS cat
Cmma 2.0ie 16V cat
Fiorino 1500 SOHC cat
Panda 1 .Oie OHC and 4x4 cat
Panda 1. ble OHC cat
Panda 899
Punto 55
Punto 60
Punto 75
Punto GT
Regata 100 Sie 8 Weekend 1.6 DOHC
Regata 100 Sie & Weekend 1.6 DOHC
Tempra 1.4ie SOHC DIS cat
Tempra 1.6ie SOHC DIS cat
Tempra 1.6S~O HC cat
Tempra 1.8ie DOHC 8V
Tempra 1.8ie DOHC 8V cat
Tempra 1.8 DOHC
Tempra 2.01s and 4x4 DOHC 8V
Tipo 1.4ie cat
Tipo 1 61e SOHC ,DIS cat
Tipo 1.6ie SOHC
Tipo 1.6ie SOHC cat
Tipo 1.8ie DOHC 8V
Tipo 1.8ie DOHC 8V
Tipo 1.8i DOHC 16V
Tipo 1.81e DOHC 8V cat
Tipo 2.0ie DOHC 8V cat
Tipo 2.0ie DOHC BV cat
Tipo 2.0ie DOHC 16V cat
Ulysse 2.0 SOHC 89kW
Ulysse 2.0 Turbo
Uno 1 .Ole SOHC and Van cat
Uno 1 .I ie SOHC
Uno 70 1.4 SOHC
Uno 1.4 SOHC cat
Uno 1.51e SOHC DIS cat
Uno 994
Engine code
182 M.fAA
182 A4.000
182 A1.OOO
11 70 At ,046
170 A1.046
176 82000
836 A3.000
175 A1.OOO
834 8.000
154 C.000
154 C3.000
154 C3.046
154 El ,000
149 C1.OOO
156 A2.246
156 C.046
1 170Af ,046
1 76 A6.000
176 A7.000
176 A8.000
176 A4.000
149 C3.000
11 49 C3.000
160 A1.046
159 A3.046
159 A3.046
159 A4.000
159 A4.046
835 C2.000
159 A6.046
160 A1.046
159 A3.046
835 C1.000
159 A3.046
159 A4.000
159 A4.000
160 A5.000
159 A4.046
159 A5.046
159 A6.046
160 A8.046
ZFA220000
ZFA220000
156 A2.246
156 C.046
146 C1.000
160 A1.046
149 C1.000
146 C7.000
Retrieving fault codes without a fault code reader (FCR) -
flashcodes ........................................... 3
4 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
6 Self-Diagnosis with a fault code reader (FCR) .................. 5
1 Fault code tables
Year
1996 to 1997
1996 to 1997
1996 to 1997
1993 to 1997
1992 to 1994
1995 to 1997
1994 to 1997
1994 to 1996
1997
1986 to 1989
1989 to 1991
1990 to 1992
1991 to 1994
1993 to t 995
1991 to 1995
1991 to 1996
1991 to 1997
1992 to 1997
1994 to 1997
1994 to 1997
1994 to 1997
1994 to 1997
1986 to 1988
1988 to 1990
1992 to 1994
t 991 to 1992
1993 to 1 994
1990 to 1 992
1992 to 1 994
1993 to 1 996
1991 to 1997
1991 to 1996
1990 to 1 992
1994 to 1996
1993 to 1995
1990 to 1992
1992 to 1995
1990 to 1991
1992 to 1994
1990 to 1992
1992 to 1995
1991 to 1995
1995 to 1997
1995 to 1997
1 992 to 7 995
1989 to 1995
1 990 to 1992
1 990 to 1995
1993 to 1994
1994 to 1996
System
Bosch Mono-Motronic SPi
Weber Marelli IAW
Bosch Motronic M2.10.4 It
Weber-Marelli IAW SPi
Weber-Marelli IAW SPi
Weber-Marelli IAW SPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Bosch Motronic M2.10.4
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marel11 IAW MPi
Weber-Marelli IAW MPi
Bosch Motronic MI .7
Bosch Mono-Jetron~cA 2.4
Bosch Mono-Jetronic A2.4
Bosch Mono-Jetronic A2.4
Weber-Marelli IAW SPi
Weber-Marelli IAW SPi
Weber-Marelli IAW SPi
Weber-Marelli IAW MPi
Bosch Motronic M2.7 MPi
GM/Delco SPi
Weber MIW Centrajet SPi
Bosch Mono-Jetronic A2.4
Bosch Mono-Jetronic A2.4
Bosch Mono-Motronic MA1.7
Weber-Marelli IAW MPi
Weber-Maretli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Bosch Mono-Jetronic A2.4
Bosch Mono-Jetronic A2.4
Bosch Mono-Motronic MA1.7
Bosch Mono-Motronic MA1.7
Weber-Marelli IAW MPi
Weber-Marel11 IAW MPi
Wsber-Marelli IAW MPi
Weber-Marelli 8f
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marell! IAW MPi
Bosch Motronic 3.2
Bosch Mono-Jetronic
Bosch Mono-Jetronic
Bosch Mono-Jetronic
Bosch Mono-Jetronic
Bosch Mono-Jetronic
Weber-Marelli IAW SPi
11 02 Fiat
Self-Diannosis
The engine management systems (EMSs)
fitted to Fiat vehicles are mainly of Bosch or
Weber-Marelli origin, and include Bosch
Motron~cv erslons 1.7, 2.7 and 2.10.4, and
Weber-Marelli IAW. Other systems include
Bosch Mono-Jetronic A2.4, Mono-Motronic
MA1.7 and GM SPi. Apart from Mono-
Jetronic, Fiat engine management systems
control the primary ignition, fuelling and idle
functions from within the same control
module. The Mono-Jetronic system controls
fuelling and idle speed alone.
Self-Diagnosis (SD) function
Each ECM has a self-test capability that
continually examines the signals from certain
engine sensors and actuators, and compares
each signal to a table of programmed values.
if the diagnostic software determines that a
fault is present, the ECM stores a fault. Codes
will not be stored about components for
which a code is not available, or for conditions
not covered by the diagnostic software.
GM-Deleo SPi
In the GM-Delco SPi system, the EMS
generates 2-digit fault codes for retrieval by
both manual means and by fault code reader
(FCR).
All other Fiat systems
Fiat software does not generate fault code
numbers for the majority of Fiat systems. A
fault code reader (FCR) normally displays
faults on the FCR screen without reference to
a specffic code number. Although actual code
numbers are not available, faults in one or
more of the circuits and components covered
by the diagnostic software will cause a fault to
be stored.
Limited operating strategy (LOSJ
Fiat systems featured in this Chapter utilise
LOS (a function that is commonly called the
"limp-home mode"). Once certain faults have
11.1 3-pin SD connector used for
retrieving fauk codes from Fiat systems
been identified (not all faults will initiate LOS),
the ECM will implement LOS and refer to a
programmed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Adaptive or learning capability
Fiat systems also utilise an adaptive
function that will modify the basic
programmed values for most effective
operation during normal running, and with due
regard to engine wear.
Self-Diagnosis {SD) warning light
Many Fiat models are equipped with an SD
warning light located within the instrument
panel. When the ignition is switched on, the
light will humi in ate. Once the engine has
started, the light will extinguish if the
diagnostic software determines that a fault is
not present. If the Itght remains illuminated at
any time whilst the engine is running, the ECM
has diagnosed presence of a system fault.
The 3-pin SD connector (see illustration
11.1) is located under the passenger's side
glove compartment, close to the ECM. Both
manual retrieval of flash codes and dedicated
FCR use is possible.
Bosch Mono-Jetmnic
The 3-pin SD connector IS usually located
on the bulkhead in the engine compartment.
Alternative locations are close to the ECM
under the passenger's side glove compartment,
or in the centre console. The SD
connector is provided for use by a dedicatd
FCR alone.
Bosch Mono-Motronic MA 1.7
The 3-pin SD connector is usually located
beside the ECM on the right-hand inner wing
in the engine compartment. Alternative
locations are close to the ECM under the
passenger's side glove compartment, or in
the centre console. The SD connector is
provided for use by a dedicated FCR alone.
Bosch Motronic 1.7 MPi
The 3-pin SD connector is usually located
close to the ECM under the passenger's side
glove compartment, and is provided for use
by a dedicated FCR alone.
Bosch Motronic 2.7 MPi
The 3-pin SO connector is usually located
close to the ECM on the bulkhead in the
engine compartment, and is provided for w
by a dedicated FCR alone.
Bosch Motmnic 2. i 0.4
The 3-p~nS O connector is usually locatd
close to the right-hand side suspension turd
in the engine compartment, and is provided
for use by a dedicated FCR alone.
Hifachi
The 3-pin SD connector is usually located
close to the ECM behind the passenger's side
footwell trim, and is provided for use bya
dedicated FCR alone.
Weber-Marelli MPi
The 3-pin SD connector is usually located
in the engine compartment on the r~ght-hard
bulkhead, or in the passenger compartment
under the facia, close to the ECM. The SD
connector is provided for use by a dedicated
FCR alone.
Weber-Marelli SPi
The 3-pin SD connector is usually located
in the engine compartment beside the ECM
on the left-hand wing (Cinquecento) or beside
the ECM on the right-hand wlng (other
vehicles). The SD connector is provided for
use by a dedicated FCR alone. I
3 Rettlevhgtaultcodes
with& a fauit code reader
(FCR) - flash codes
e) Cc
811
PL
r!
5 Cnl
and I
Refer
to dei
6 TI?:
whici
repe:.
of ihi
7 Aii
light
8 Ai'
wlll ;
Eacb
pli:
9 If
light
10
jum!
A11
I1 ,
dis~
to c
4
Ail
1 I
ha:
Note: During the course of certain test
procedums, it is possible for additional faun
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagnosis. AN codes musf be
cleared once testing IS complete.
Fiat GM (DelcoJ SPi I
1 Switch on the ignition -the SD warning light f
should illuminate.
2 Use a jumper lead to bridge terminals A and
and black).
I 6 In the 3-pin SD connector (I~ghbt luelwh~tey
!
3 The stepper motor will operate once so that 1
the plunger will fully extend and then retract. j
4 The codes are displayed on the SD warning
light in the instrument panel. The flashmg of i
the light indicates the 2-digit fault codes as .
follows:
a) The two digits are indicated by two series :
of flashes.
b) The first series of flashes indicates the
multiples of ten, while the second series 1 of flashes indicates the single units. \ c) A single flash indicates fault codes in
tens, while a flash followed in quick I succession by a second flash indicates t
units.
d) A 3.2-second pause separates the i
transmission of each individual code. !
i
ounl the number of flashes in each series,
record each code as it IS transmitted.
to the tables at the end 01 the Chapter
ermine the meaning of the fault code.
wl wlll extinguish.
1 After a 3.2-second pause. the warning light
will begin transmittlng all stored fault codes.
Each code IS transmitted three times. w~tha
for 3.2 seconds between each code.
#if no fault codes are stored, the warnlng
$M will conimuatly flash code "1 2".
tO Turn off the ign~tion and remove the
bmper lead to end fault code retrieval.
41 other systems
H A fault code reader (FCR) is required to
display faults generated In SD systems fitted
bother Fiat vehicles.
CBeatlng Pa& codes WMWt
a feuR cvde reader tFCR)
1 Turn off the ignition and disconnect the
batley negat~ve terminal for a period of
wroxirnately 2 minutes.
2 Reconnect the battery negative term~nel.
Note: The /let drawback to this method a that
tmtfery disconnection WIN re-iniiralise all ECM
-live values. Re-learning the appropriate
--.----
adaptive values requrres starting the engine
from cold, and drivtng at various engine
speeds for approximately 20 lo 30 minutes.
The engine should also be allowed to idle for
approximately I0 minutes. The second
drawback is that the radio security codes,
clock setting and other stored values will be
initialisad, and these must be re-entered once
the battery has been reconnected. Where
possible, an FCR should be wed for code
clearing.
Note: During the course of certain tesl
procedures, it IS possible lor additional fault
codes lo be genemfed. Care must be taken
that any codes generated during rest f0utin8S
do not mislead diagnosis.
All Fiat modek
1 Connect an FCR to the SD conneztor. Use
the FCR for the following purposes, in strict
compliance with the FCR manufacturer's
instructions:
a) Displaying fault codes (GM).
b) Displaying system faults (all other
systems).
c) Cleanng stored IauEl codes or system
faults.
d) Testing actuators.
el Dispkying Datastream.
rJ Making adjustments to the ign~tionti ming
or mixture (some vehicles).
2 Codes or stored fauits must always be
cleared after component testing, or after
repairs involving the removal or replacement
of an EMS comwnent.
Fiat 11 m3
1 Use an FCR to interrogate the ECM for tault
codes, or (where possible) manually gather
codes as descriw in Sections 3 w 5.
Codes stored
2 If one or more fault codes are gathered,
refer to the fault Code tables at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the mdem EMS.
5 Once the fault has been repaired, clear the 11
codes and run the engine under various
cond~tions to determhne if the problem has
cleared.
6 Check the ECM for fault codes once more.
Repeal the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more Information on
how to effectively test the EMS.
No codes stared
8 Where a running problem IS exper~enced,
but no codes are stored, the fault is outs~deo f
the parameters desrgnd into the SO system.
Refer to Chapter 3 for more information on
how to effectrvely test the EMS.
9 If the problem po~nts to a specific
component, refer to the test procadures in
Chapter 4, where you will find a means cl
testing the majority of components and
circuits found In the modern EMS.
Fault code tables appear overleaf
. - "-.-.
11 e4 Fiat
Fault code tables
GM-Delco SPI
Flash/ Descrlptlon
FCR code
14 Coolant temperature sensor (CTS) or CTS circuit
15 Coolant temperature sensor (CTS) or CTS circuit
21 Throttle position sensor VPS) or TPS circuit
22 Throttle position sensor (TPS) or TPS circuit
23 Air temperature sensor (ATS) or ATS circuit
25 Air temperature sensor (ATS) or ATS circuit
33 Manifold absolute pressure (MAP) sensor signal or circuit
34 Manifold absolute pressure (MAP) sensor signal or clrcuit
42 Ignition circuit
51 Electronic control module (ECM)
52 Electronic control module (ECM)
55 Electronic control module (ECM)
All ofher systems
Fiat software does not usually generate fault codes. The FCR
normally displays faults on the FCR screen without reference to a
specific code number. Although actual code numben are not
available, faults in one or more of the following list of circuits and
components will cause a fault to be stored.
List of circuits checked by Fiat SD system
Adaptive control limits. When the limits em reached, thrs suggesk
serious engine (mechanid) condition.
Air temperature sensor (ATS) or ArS circurt
Battery voltage too low or too high
Crank angle sensor (CAS) or CAS circuit, loss of signal
Carbon filter solenoid valve (CFSL) or CFSV circuit
Coolant temperaturn sensor {CTS) or CTS circuit
Electronic control module (ECM)
Distributor phase sensor circuit (CID)
Ignition coil(s) control or circuit
Injector control or injector circuit
Knock sensor (KS) or KS circuit
Oxygen sensor (0s) or OS circuit
Manifold absolute pressure (MAP) sensor or MAP sensor crrcuil
Manifold absolute pressure (MAP) sensor, no cotrelation between W
signal and throttle position sensor (TPS) and crank angle sensor (cASI
signals
Mismatch between crank angle sensor (CAS) signal and dislr~butw
phase sensor signal or circuit
Oxygen sensor (0s) or 0s circuit
Relay control or circuit
Sel f-Diagnosis FD) warning light or circuit
Idle speed stepper motor (ISSM) or ISSM circuit
Tachometer
Throttle pot sensor FPS) or TPS circuit
I hdsw 01 vehicles Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
W-Diagnosis Retrieving tault codes without a fault code reader (FCR) -
hrng fault codes without a fault code reader (FCR) . . . . . . . . . . . 6 flash codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ford EEC IV enhanced 2-digit fault code retrieval - general ....... 3 Self-D~agnosisc onnector location .........................
Fwd EEC IV enhanced 3-digit fault code retrieval - general ....... 4 Setf-D~agnosisw ith a faun code reader (FCR) ................
Guids to test procedures .................................. 8 FauH Eode tables
Index of vehicles
Model
Escort 1.3 cat
Wrt 1.3 cat
hrt 1.3i and Van
brt 1.4 CFi cat ! kort 1.4 CFi cat
fscort 1.4 CFi cal
Escort 1.4i
Escort 1.6i XR3i
Escort 1.6i XR3i cal
bcort 1.6 16V cat
Escort 1.6i
Escort 1.6i and cat
Escort XR3i 1.6 and cat
Escort RS Cosworth DOHC turbo cat
Escort RS2000 and cat
Escort 7.8i 16V cat
Escort 1.8i 16V cat
Escort 2.0i 7 4x4 cal
Nesta 1.1 and Van cat
Fiesta 1.25
Fiesta 1.3 Van Cour~er cet
Fiesta 1.3i and Courier cat
Rsta 1.3 and Courier
Asta 1.4i and Van cat
Fiesta 1.4
Fwsta Ciassic 1.4
Fiesta XR2i 1.6 cat
Fiesta RS turbo 1.6
Fiesta 1.6i and cat
Flesta XR2i 1.6
Fiesta 1.6i 16V
Fieeta XR2i 1.8i 16V cat
Fiesta 1.8i 16V cat
Galaxy 2.0
Galaxy 2.3
Galaxy 2.8 and 4x4
Granada 2.0 EFi
Granada 2.0i and cat
Granada 2.0 EFi 4wd cat
Granada 2.4 V6
Granada 2.4 V6 cat
Granada 2.9 V6 and 4x4
Granada 2.9 V6 cat
Granada 2.9 V6 cat
Granada 2.9 V6 cat
l(a 1.3
Engine code
HCS
J6A
J JNJ4C
F6D
F6F
F6G
PTE F4
WA
LJB
L1 E
LJA
UE
WO
N5F
N7A
RDA
RQB
N7A
G6A
DHA
HCS
J6B
JJ A
F6E
FHA
PTE F4A
WD
LH A
LUC
WC
UG
RDB
RQC
NSD
Y5B
AM
NRA
N9B
N9D
ARC
ARD
BRC
BRD
BRE
BOA
JJB
Year
1991 to 1992
1991 to 1995
19% to 1997
1989 to 1 990
1990 to 1995
1990 to r 995
1994 to 1 997
1 989 to 1992
1 989 to 1992
1 992 to 1997
1 989 to 1990
1 990 to 1992
1 989 to 1992
t 992 to 1996
1991 to 1995
1992 to 1 995
1992 to 1 995
1991 to 1997
1989 to 1 997
1995 to 1 997
1991 to 1 994
1991 to 1 996
1995 to 1997
1 989 to 1995
1 995 to 1997
1 995 to 1996
1 989 to 1993
1 990 to 1992
1 989 to 1992
1 989 to 1993
7 99d to 1 995
t 992 to 1995
199210 1995
1995 to 1997
1996 to 1997
1995 lo 1 997
1985 to 1 989
1989 to 1995
1989 to 1 992
1387 to 1 993
1987 to 1991
1 987 to 1992
1987 to 1994
1987 to1992
1991 to 1995
1996 to 1997
System
Ford EEC 1V
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Wekr IAW
Ford EEC 1V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC !V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC V
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
12.2 Ford
Model
Maverick 2.4i
Mondeo 1.6 DOHC cat
Mondeo l.6i 16V
Mondeo 1.8i 16V
Mondeo 1.8i and 4x4 cat
Mondeo 2.0i 16V 4x4 cat
Mondeo 2.0i 16V
Mondeo 2.5 V6 DOHC cat
Mondeo 2.5i
Orion 1.3 cat
Orion 1.3 cat
Orion 1.4 CFi cat
Orion 1.4 CFi cat
k., Orion 1.4 CFi cat
Orion 1.6i and cat
Orion l.6i cat
Orion 1.6i
Orion 1.6 DOHC 16V cat
Orion 1.6i
Orion 1.8i 16V DOHC cat
Orion 1.8i 16V DOHC cat
Probe 2.0i DOHC 16V cat
Probe 2.3 24V cat
Sapphire 1.6 CVH cat
Sapphire 1.8 CVH cat
Sapphire 2.0 EFi DOHC
Sapphire 2.0 EFi 8V cat
Scorpio 2.0i
Scorpio 2.0 EFi
Scorpio 2.0i 16V
Scorpio 2.0i and cat
Scorpio 2 .Oi
Scorpio 2.3i 16V
Scorpio 2.8 4x4
Scorpio 2.9 V6 and 4x4
Scorpio 2.9 V6 cat
Scorpio 2.9 V6 cat
Scorpio 2.9 V6 24V cat
Scorpio 2.9i V6
Scorpio 2.9i V6 24V
Sierra 1.6 CVH cat
Sierra 1.8 CVH cat
Sierra 2.0 EFi DOHC 8V
Sierra 2.0 EFi 8V cat
Sierra 2.9 XR 4x4 V6
Sierra 2.9 XR 4x4 V6 cat
Transit Van 2.0 CFi cat
Transit Van 2.0 CFi cat
Transit 2.9 V6 EFi
Transit and Tourneo 2.0i DOHC cat
Transif and Tourneo 2.0i
Transit 2.9 EFi
Self-Diagnosis
Engine
KA24E
L1 F/J
L1 J
RKB
RKA/B
NG A
NGA
SEA
SEA
HCS
J6A
F6D
F6F
F6G
WE
WF
WA
L1 E
WA
RDA
RQB
V6
L6B
R6A
N9A
N9C
NSD
N RA
N3A
N9B
NSO
Y5A
PRE
BRC
BRO
BRE
BOA
BUG
BOB
L68
R6A
N9A
N9C
B3A
838
N6T
BRT
NSG
NSF
B4T
code Year
1993 to 1997
1993 to 1 996
1996 to 1997
1996 to 1997
1993 to 1 996
1993 to 1 996
1996 to 1997
1994 to 1 996
1996 to 1 997
1991 to 1992
1991 to 1995
1989 to 1 990
1990 to 1995
1990 to 1995
1990 to 1 993
1990 to 1 994
1989 to 1 990
1992 to 1997
1989 to 1990
1992 to 1995
1992 to 1 995
1994 to 1997
1994 to 1997
1990 to 1 993
1992 to 1993
1989 to 1992
1989 to 1992
1994 to 1997
1985 to 1989
1994 to 1996
1989 to 1995
1994 to 1997
1996 to 1997
1985 to 1987
1987 to 1992
1987 to 1995
1987 to 1995
1991 to 1995
1994 to 1997
1994 to 1997
1 990 to 1993
1992 to 1993
1 989 to 1992
1999 to 1992
1989 to 199:
1989 to 1 993
1990 to 1991
1991 to 1 992
1991 to 199d
1994 to 1997
1994 lo 1997
79B9 to 1991
Ford EEC IV
Ford EEC V
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Mazda EGi
Mazda EGi
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford E E C IV
Ford EEC IV
Ford EEC V
Ford EEC IV
Ford EEC V
Ford EEC V
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC V
Ford EEC IV
Ford EEC IV
F ofd EEC IV
Ford EEC tV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC IV
Ford EEC V
Ford EEC V
Ford EEC IV
1 Introduction
The engine management system (EMS)
fitted to the majority of Ford vehicles from
1985 to 1996 was Ford EEC IV. In 1996, EEC
V began to replace EEC IV on some models;
eventually EEC V will replace all vehicles
currently equ~pped with EEC IV. Other engine
management systems fitted to European Ford
vehicles include Weber IAW (Ford Coswonh),
Mazda EGi (Ford Probe) and Nissan ECCS
(Ford Maverick).
The various englne management systems
fitted to the Ford vehicle range control the
primary ignition, fuelling and idle lunct~ons
from within the same ECM.
Self-Diagnosis (SO) function
Each engine management system has a
self-test capability Ihal cont~nuallye xamrnes
the slgnals from cerla~ne ngine sensors and
actuators, and compares each slgnal to a
table of programmed values If the d~agnost~c
sonware determines that a tault 1s present, the
ECM stores one or more fault codes. Codes
w~ll not be stored about components for
wh~cha code is not available, or for cond~tions
no? covered by the d~agnost~sco ftware In
particular, the Ford EEC 1V system has grown
in soph~st~cat~oovenr the years. When f~rst
utlllsed in 1985, ~t generated less than ten 2-
dig~ct odes. By 1996 the latest versron, which
t
Ford 12.3
I has now evolved into EEC V, is capable of
generating over a hundred 3-dig~tc odes.
Ford EEC V system
Ford EEC V software does not generate
fault code numbers, adth e fault code reader
FCRJ nortnally displays any faults on the FCR
scrsen without reference to a specific code
number. Although code numbers are not
available, faults in one or more of the circuits
w conlponents covered by the diagnostic
wftware w~lcl ause a fault to be stored. I Umited operating strategy (LO$)
1 In 1988, EEC IV was equipped with keep
alive memory (KAM) which utilises LOS,
otherw~sak nown as the "l~mp-homem ode".
Prior to the fitting of KAM, EEC IV systems did
not utilise LOS. Once certaln codes have been
generated (not all codes will initiate LOS), the
ECM w~ll implement LOS and refer to a
programmed default value rather than the
sensor signal. Thls enables the vehicle to be
aafely driven to a workshop/garage for repair
or tesllng. Once the fault has cleared, the
ECM will revert lo normal operation. Other
Ford vehicles that ut~l~sLsO S include those
equipped with Ford EEC V, Ford Probe
[Mazda EGi) and Ford Maverick (Nissan
ECCS). Ford Cosworth vehicles equipped
with Weber IAW do not utilise LOS. I Adaptive or learning capability
All Ford vehbcles equipped with EEC IV
(with KAM). EEC V, Mazda EGi and h'issan
-
ECCS systems alse utilise an adaptive
funct~on that w~ll modify the basic
programmed values for most effectme
operation during normal wnning, and with due
regard to engine wear. However. Ford
Cosworth (Weber IAW) does not utilise
adaptive covti-01.
Self-Diagnosis (Sb) warning light
The Ford Maverick alone is equippd with a
facia-mounted SD warning I~ghtI.n addition,
an LED is located upon the ECM casing.
When the ignition is switched on, the SD
warnlng light and the LED will illun~~natOe.~ ce
the englne has started, the light and LED w~ll
extinguish unless the diagnostic software
determines that a system faull 1s present. If
the light or LED illuminates at any time during
a per~od of engine running, the ECM has
diagnosed presence of a system fault. The
warnlng light and LED can alsa be triggered to
transmit flash codes.
Ford EEC IV: 2.0 SOHC, 2.0
DOHC, 2.42.8 and 2.9 V6
The 3-pin w 5-pin SD connector is located
in the engine compartment, close to the
ballery (see illustration 12.1).
--- -
12.1 The EEC IV (2.0 litrerY6) SD connector
is located close to the battery
Fud EEC IV: CFi, EFi and Zetec
(Escort and Fiesta)
The 3-pin SD connector is located In the
engine compartment, behind the left-hand
headlamp or left-hand wing (see illustration
42.2).
Ford EEC IV: Zetec (MondeoJ 12
The 3-p~nS O connector IS located on a
plate on the engine compartment bulkhead
along with the octane plug and the FDS2000
connector (see illustration 12.3).
Ford EEC IV and V (I 6-pin)
The 16-pin 080 connector (see
illustrationl2-4) is usually located in Ihe
engine compartment, under the steer~ng
column, in the passenger footwell beh~ndth e
trim, or behind the ashtray in the centre
console (Ford Galaxy).
PIN
19 40160 29/42 PIN
17 40/60
1 -- -
12.2 The EEC 1V (EscorVFiesta) SD connector is located behind 12.3 The EEC IV (Mondeo) SO connector ia located on a plate
the left-hand headlight or on the left-hand wing along with the octane plug and the FDS2MXI I 1 FDS2000 diagnostic 3 Octsne loop wire
connector 4 SD connector
2 Octane conn%ctor
7 Power steering reservoir 3 SD connector
2 FDS2000 diagnostic 4 Octane connector
con?ector 5 Octane plug
12.4 Ford
durir
coiri'
MoL.
onb
2.9 '.
8 E:
indir
the
ens
can!
beit
9:
can
nec
gei
ma
soi
10
an(
' aw
Ford Probe (Mazda EGi) 2 Models prior to 1988 do not include keep- Mode 2; Continuous runmng. A test of
The SD connector is located in the engine alive memory (KAM). Where reference 1s made the englne sensors during normal engine
compartment, close to the battery (see to KAM ~n this section and in the test routines. operation. a1 idle or during a road test.
illustration 12.5). the reference should be ignored for those Mode 3: Engrne cunnrng and serwce-ser
systems not so equipped. mode: A dynamic lest of the engine
Ford Cosworth Weber lA WJ 3 "Hard" fault codes are codes generatd by sensors. In the semce-set mode. the
~h~ SD connector is locatedbe hind the faults that are present at the exact moment of ignition timing and idle speed can be set.
next +a +he ECM (see the test. "Soft" fault codes are codes li IS not pbssrble to make these
illustration 12.6). generated Dy faults that that have occurred at adjustments outsrde of service-set mode.
some polnt dur~ngth e past 10 or 40 driving 5 Although the tests are independent of one
Ford Maverick (Mi~anE cCS] cycles (depending on vehicle) but are not another and may be accomplished
~hSpO connector 1s located in the pass- present at the moolent of testing. Soft codes individually, the follow~ng sequence IS
enger compartment, underneath the instrument are stored in KAM. Note: An engine drive recommended for more accurate testlng.
panel in the facra (see illustration 1271. cycle is defined as a period when the vel?icle 6 Execute the kbde 1 procedure (see Section
was Stad8d with a coolant temperature below 5). Record any codes stored in MM, bdt do
49"C, and continued runn~ngu ntil the coolant not attempt to repalr laillts indicated by KAM
temperature exceeded 65°C. at this stage. All hard faults must be rectified 3 Ford EEC IV enhanced 2- 4 Ford EEC IV enhanced (2-digit) has three (in the order of transmission), and this test
diglt fault code retrieval - modes of fault diagnosis, and a service-set must concluae with code 11 (no hard faults
general mode. The three fault diagnosis modes are: found) before continuing wlth the Mode 2 test.
Modet:lgnitionon,engrnestopped:A Continue to ignore KAM codes for !he
1 The notes in this section should be read in static test of the engrne sensoa, and moment.
conjunction with the sections about retriev~ng retrieva! oi hard fault codes and soft 7 Execute the Mode 2 test, whrch may be
codes w~tha nd without an FCR. (KAM) codes. performed with the vehicle s!at~onary or
1
I
12.6 The Weber IAW SD connector is located behind the glove
panel in the facia (Maverick)
12.7 The SD connector is located underneath the instrument
compartment, next to he ECM [Cosworth)
A Trn71ng adjusimrtn t B SD connector
connections
during a road test. Rectlfy all faults before
continuing with Ihe Mode 3 test. Note: The
Mcde 2 test is provided for Europeen vehicles
only (not USA); with the exceplmn of 2.4 and
2 J V6 catalyst-equipped European vehicles.
8 Execute the Mode 3 test, rectify any faults
fld~cated, and then make adjustments under
the service-set mode (~rfe quired). Note: An
mgfne rvnntng test for I988 and later vehicles
cannot be performed if a hard code is present
heh the test begins.
B Fault codes that were retrieved from KAM
can now be ~nvesiigated and rectified as
necessary Rect~fying the hard faults
generated during the three test procedures
may solve the reason for the generation of
soh codes without funher testing.
HI It IS good practice tn turn the ign~t~oonff
and wait 10 seconds between each test, to
woid an erroneous self-diagnosis test.
11 Before commencing an SD lest, ensure
mat the follow~ngc ond~tionsa re met:
8) Tk engine has attained narrnal operating
temperature.
bl Automatrc transmission is in neutral or
Park.
cj The handbrake is firmly applied.
dJ The air conditioning is swrlched off.
8) Where applicable, the octane and idle
adjust {service-set) wi~hsav e been I disconnected. I 4 Ford EEC 1V enhanced 3-
digit fault code retrieval -
general
1 The notes In th~ss ection should be read in
mnjunct~onw ~thth e sections about retriev~ng
codes with an FCR.
2 "Hard" fault codes are codes generated by
tadts that are presenl at the exact rnornent of
the test. "Soft" fault codes are codes
generated by faults that that have occurred at
some polnt dur~ng the past 40 driving cycles
(most veh1c:es) or 80 driving cycles (24-valve
V6), bu: are not present at the moment of
testing. Soft codes are stored In keep-alive
memory (KAM). Note: An engine drive cycle is
defined as a pertcd when the vehicle was
starred with a coohot temperature below
49"C, and continued runnrng until the coolant
temperatlrre exceeded 65°C.
3 Ford EEC IV enhanced (3-digit) has two
modes of fault diagnosis and a service-set
mode. The two fault diagnosis modes are,
Mode 1
4 Ignition on, englne stopped:
I) A static test of the engine serlsors and
retreval of hard fault codes and soft
(KAM) codes.
id A ~tal~"wcig gle test" of sensors and
connecttons
iii) A switch nionitor test of selecied actuators.
Mode 2
S Engine runnlng and service-set mode:
I) A dynamic test of the engine sensors.
ii) A service-set mode where the idle speed
and cylmder balance can be checked.
iii) A dynamic "wiggle test" of sensors and
connecttons.
6 Although the tests are independent of one
another and may be accomplrshed
indiv~duelly. the following sequence IS
recommended for more accurate test~ng.
7 Execute the Mode 1 procedure (see Section
6). Record any codes stored in KAM, but do
not attempt lo repair faults indicated by KAM
at this stage. All hard faults mllst be rectifted
(In the order ol transmission) and this test
must conclude with code 1 11 (no hard faults
found) bsfore continuing with the Mode 2 test.
Contlnue to ignore KAM codes for the
moment.
8 Executc the Mode 2 test, rectify any faults
indicated, and then make adjustments under
the service-set mode (if requ~red). Note: ki
engine running test for 1988 &nd lafer vehicles
cannot be performed if a hard code is present
before the test begins.
9 Fault codes that were retrieved from KAM
can now be investigated and rectif~ed as
necessary Rectifying the hard faults
generated during the imo test procedures
may solve the reason for the generation of
soft codes without further testing.
10 It is good practlce to turn the ignition off
and wait 10 seconds between each test, to
avoid an erroneous self-diagnosis test.
11 Before commencing an SD test, ensure
that the following COnditi~nsa re met:
a) The engine has aflalned norma! operating
tempemlure.
b) Automatic transmission is in neutml or
Ps-.r k..
r) The handbrake is firmly applied.
dj The air conditroning is switched of.
e) Where applicable, Ine octane and idle
adjust (sen/ice-set] wires have been
disconnected.
5 Retrieving fault coks
without a fault code reader
(FGR) - flash codes
Note: During the course of cerfain test
procedures, it is possibk for additronal fauit
codas to be generated. Care must be taken
ihat any codes generated during test routines
do not mislead diagnosis. All codes must be
cleared once testing is complete.
Ford EEC A! (basic)
1 Ensure that the engine has attamed normal
operating temperature before commencing
tests.
2 Attach an LED diode light between temlnal
3 at the SD connector (negative lead) and the
battery posltive terminal (we illustration
1 2.8). Note: It is also posstble to retrieve flash
codes by connecting an anelog~rev oltmeter in
a s~milar fashion, and counting the needle
sweeps.
Ford 12.5
3 Use a juln~erle ad to bridge tem~nals1 and
2 in the SO connector.
4 Start the engine and allow ~t to idle. Note: If
the engine is a non-starter, crank the engine
on the starter motor. After approximately 45
seconds, the LED test light will begin to flash
the 2-digit fault codes as follows,
a) The two digits are indicated by two series
of flashes.
bj The first series of flashes indicates the
mult~pleso f ten, the second series of
flashes rndicates the srngle units.
c) Both tens and units are indicated by 1 -
second flashes separated by 7 -second
pagses.
d) A 4-second pause separates the tens
from the units, and a 6-second pause
separates the iransmission of each
individual rode.
eJ Code number "12" is Indicated by or~e
flash of I-second durat~onf,o llowed by a
4-second pause then two flashes of 1 -
second duration separated by a I -second 1 2
muse.
5 Co~~tnhet number nf flashes in each series.
and record each code as ~t is transmitted.
Refer to the tables at the end of the Chapter
to determine the rneanrng of the fault code
Note: The engine idle speed will fluctuate
during code rerneval. I f the idle speed does
not fluctuate. Ifris suggests a rau/ty iSCV or
ISCV orcult.
6 Fault codes generated by the basic EEC IV
system are only available whilst the fault is
present and when the ignition is switched on
If the fault IS permanent (present all the he),
then an appropriate code will be stored each
time the ignition is switched on. However, ~f
the fault is intermittent and the ign~t~oISn
switched off, the fault code will be lost unt~i
the fault recurs
7 Continue retriev~ngc odes unt~al ll stored
codes have been retrieved and recorded.
8 If code 1 I is transmitted. no fault codes are
stored.
I OUTP
EARTH INPUT
I J
12.8 Retrieving codes from 5-pin Ford EEC
LV and Weber IAW systems
ANALOGUE
OUTPUT
-- I
12.9 Retrieving codes from 3-pin Ford
EEC IV and Weber IAW systems
9 Switch off the ignition and remove the
jumper lead and LED test light to end fault
code retrieval.
Ford EEC IV enhanced
(retrieving 2-digit codes)
10 Read the notes in the Section 3 before
performing tests in this section. Note:
Because of the complexity of retrieving fault
codes from Ford vehfcles with EEC IV
enhanced, and the unreliability of manual
methods, the use of an FCR 1s strongly
recommended so that errors may be avoided.
11 Attach an LED diode light between
lerminal 3 at the SO connector (negative lead)
and the battery positive tarm~nal (see
illustration 12.0).
12 Use a jumper lead to bridge terminals 1
and 2 in the SO connector.
Mode t test
13 Switch on the ign~tion( do not crank the
engine if the engine is a non-starter). After
approximately 35 seconds, the LED w~lbl egin
to flash the 2-d~gifta ult codes as follows:
a] The two drgits are tndicated by two senes
of flashes.
6) The first series of flashes Indicates the
multiples of ten, the second senes of
flashes ind~catest he single units.
C) Code digit pulses are 0.5-second on and
0.5-second off.
d) A 2-second pause separates the digits of
each code, and a 4-second pulse
separates the tmnsrnissron of each
individual code. EEC lV with KAM: Atfer
aW codes have been transmitted, a pause
of 6 to 9 seconds 1s followed by s~ngle
flash (separator code). A second pause of
6 to 9 seconds rs followed by another
single flash, and then any intermit tent
("soft') faun codes stored in KAM are
seconds' duration separated by a 0.5
second pause.
f) After the last hard rude rs transmitted, a
pause of 6 to 9 seconds rs followed by a
smgk flash (separator code), another 6 to
9 second pause, and then the soft (KAM)
codes are transnlrtied.
14 Count the number of flashes in each
series, and record each code as it is
transmitted. Refer to the tables at the end of
the Chapler to determine the rneanmg of the
fault code.
15 Command codes will be transm~tisd at
certain points durlng the procedure. On
retrieving a command code. the engineer is
required to take certain actlons. If these
actions are not taken, a faull w~lbl e stored
and the "ignition on" code retrieval routine
must be repeated.
16 If code 10 appears (some automatic
transmtss~on vehicles from 1991). depress
fully and release the accelerator pedal and the
brake pedal (klckdown must be activated). If
the appropriate action is not completed within
10 seconds of code 10 appearing, the ECM
will store a fault code. If procedural codes are
retrieved, sw~tch off the ~gnltlon, wait 10
seconds. and then restart the Mode 1 test.
17 Fault codes generated by the enhanced
system (without KAM) are only available whilst
the fault i$ present and when the ignition is
swltched on. If the fault is permanent (present
all the l~me)t,h en an appropriate code will be
stored each lirne the ignition IS switched on.
However, if the fault is intermittent and the
ignition is sw~tched OW, the fault code will be
10s: until the fault recurs.
18 Ali fault codes transmitted during this
stage indlcate the presence of hard faults.
18 If code 11 is transmitted, no fault codes
are stored.
20 After all codes have been transmitted.
they will be repeated once. The next action
w~ldl epend upon the vehicle.
21 Models w~thout keep-alive memory
(KAM):
a! Code 70 will be drspfayed, which
rdicates that the ECM has commenced
"wjggb test" mode.
b) Procwd to paragraph 23 and follow the
"wiggle tesi" procedure.
22 Models w~thke epalive memory (KAM).
a) A separator code wrll be displayed (code
10, 2.4i2.9 V6 catalysl, or code 20, all
others) and then all KAM codes WIN Oe
transmitted. Note: If code 7 l IS
transmitted, no fault codes are stored in
KA M.
b) After any KAM codes have been
transmitted, they will be repeated once.
The codes in KAM will then be cleared
and code 10 will be displayed, wbtch
code retrieval.
Mode 2 test
26 Attach an LED diode f~ght between
terminal 3 at the SD connector (negative lead)
and the battery positive terminal (retw ta
illustrations 12.8 and 12.9). Note: The Mode
2 test is not available for 2.4 and 2 9 V6
catalys t-aquipped European vehicles.
27 Start tne engine. Wait four seconds, thm
use a jumper lead to bridge terminals 1, and 2
iu the SD connector.
28 After a few seconds, the LEU will begin to
flasn the 2-digit fault codes Refer to the
descriphon in the Mode 1 test for details r~f
what the flashes represenl
29 Count the number of flashes in each
series, and record each code as it is
transmitted. Refer to the tables at the end of
the Chapter to deterrnlne ths meaning of the
fauli code.
30 Fault codes will be continuously displayed
while the engine IS running. Code If indicates
"no fault found".
31 All suspect components, wires and
connections should now be gently tapped or
wiggled, and/or the vehicle coljld be roadtested.
32 Rectify all fau!ts in the exact order of
transmission. Repeat the Mode 1 and Mode 2
te-sls until both tests are successfully
concluded, w~th no hard fault codes being
generated. Only then move onlo the Mode 3
test. Note: In order to avoid an emneoLrs sendiagnosis
test, it is good practice to swltcn off
the ignition and watt 10 seconds before
indating another Mode 1 or Mode 2 test, or
before commencing a Mode 3 test.
33 Switch OH the ignition and remove the
lumper lead and LED test light to end fault
code retrieval. Note: The jumper lead and LFO
lest light may remain connected if another
Mode I or Mode 2 test is to follow on.
Mode 3 test (and service-set mode) 1
tmnsrniited. indicares that the ECM has commencM Note: The EEC IV version fitted to mosf 1988
e) Code number " 12" 1s indrcated by one "w~gglete st" mode. and later engines w1l1 not perform an engine
flash of 0 5 seconds duration, followed by c) Proceed to paragraph 23 and foflow the ronntng test if any hard codes are present
a 2-sectxld pause ttlen two flashes of 0.5 "wiggfe test" procedure. before the test begins. I
Ford 12.7
be transmitted. If th~sc ode is transmitted
alone, or along with one or more coolant
lemperature sensor (CTS) fault codes, the
mgine temperature is either too low or the
CTS IS signalling a too-low temperature. The
latter reason could be due to an engine
cooling system tault, or an nut-of-range
sensor that is sl~lwl ~thinth e CTS parameters
and will no: therefore generate a fault code.
Th Mode 3 test will not commence until the
EClM has verified that operating temperature
has been attained.
40 Once the ECM has verifled the
temperature, the test proper will commence.
The engine speed will rise to a last idle as EEC
IV runs through a set of pre-determined tests
of sensors and actuators. Note: If Re speed
Ws not rise within 60 smnds, check that the
engine is at operating temperature and then reattempt
the test. Also, if 8ny one of the servrceset
connecttons are connected, an appropriate
code will be transmitted and the test aborted
47 When code 10 is displayed, blip the
throttle so that the engine speed mornentarijy
rises above 3000 rpm (4000 rpm on catalyst
models). Allow the engine to idle agaln. The
'blip" test loads the a~rflows ensor or MAP
senscr, throttle pot and other dynamic
sensors. Fault codes will be stored if signal($
do not conform to the expected parameters,
or if the signal :s absent or not executed
42 Fault codes detected durlng the Mode 3
present, these musl be rectified before it is
poss~bleto enter servrce-set mode.
43 If no faults are detected, code 1 1 will be
vat transmit code 60. Once code 1 ? has been
transmitted, the system has effectively
commenced semce-set mode.
Sewice-set mode
44 When the ECM enters service-set mode,
the ign~tlon timing and id!e speed ars deregulated,
and adjustments can be madc to
Ihe base ~gnitior! tlmtng (models with
distributor alone) and the base idle speed
(where poss~ble). Where it is not possible to
adjust the base lgriition timing (DlS models) or
base Idle speed, the va!des can still be
checked and compared with published
spec~fications. If t,9e measured valuos are
incorrect, this suggests a system or ECM fault.
Analogue
vo#meter
12.1 0 Retrieving codes ftom Ford Probe models
45 After 2 minutes (catalyst models) or 10
minutes (European non-catalyst models),
code 70 will be displayed. This signifies the
end of service-set mode, and that Ihs ECM
has rega~nedc ontrol of the ign~t~otimn ing and
idle speed. If adjustments have not been
completed, re-enter code 60 by repeating the
Mode 3 and service-set routines.
46 Switch off the Ignition and remove the
jumper lead and LED test light to end fault
code retr~eval.
47 Remember to re-connect the octane and
idle adjust (service-set) wlres, where these
were disconnected prior to commsncing the
self-test procedures.
Ford EEC IV (3-digit) and EEC V
48 AQ FCR is required to display fault codes
generated by Ford EEC IV (3-digit) and EEC V.
Weber /A W (Ford Cosworth)
49 Ensure that the engine has attarned
normal operating temperature before
cornmenclng tests.
50 Attach an LED diode test light between
term~nal 3 at the SD connector (negative lead)
and the battery pos~tivete rminal (refer to
illustration 12.8).
51 Use a jumper lead to bridge terminals 1
and 2 rn the SD connector.
52 Switch on the ignition or start the engine
and allow it to idle. Note: ff the engine is a
non-starter, crank the engine on the starter
motor. After approximately 45 seconds, the
LED will begin to flash the 2-digit fault codes
as follows:
aj The two drgits are rndrcated by two series
of flashes.
b) The first series of flashes indicates the
multiples of ten, the second series of
flashes indicates the single units.
separates the transmission of each
individual code.
eJ Cde number " 12 " is indicated by one
fiash of I-second airration, followed by a
#-second pause, then twr: flashes of I -
second duration separated by a 1 -second
pause.
53 Count the number of flashes in each serres,
and rewrd each code as it is transmitted. Refer
to the tables at the end of the Chapter to
detemiine the meaning of the fault cde.
54 Fault codes generated by the Weber IAW
system are only ava:lable whilst the fault is
present and the ignitlon IS sw~tchedo n. If the
fault is permanent (present all the time), then
an appropriate code will be stored each time
ihe ign~t~oisn s witched on. However, if the
fault is intermittent and the ign~l~oisn s witched
off, the fault code w~lble lost.
55 Continue retrieving codes until ail stored
codes heve been retrieved and recorded.
58 Sw~tch off the ign~tion and remove the
jumper lead and LED test hght to end fault
code retrieval.
Mazda EGi (Fond Probe)
57 Mazda EGi has three modes of fault
diagnosis. The three modes are as follows:
i) Mode 1 - ignition on. engrne off:A static
test of the engine sensors. AN faults must
be repaired (in fhe order of transmtssra~)
before continuing with the engine mnnmg
test.
ti) Mode 2 - engine running: A dynamic test
of the engine sensors.
I;;] Mode 3 - switch monitor test: A test of
various ECM switched inputs.
Note: The sequence of testing must observe
the above order for accurate diagnosis
Mode I - retrieving codes
C) BOth tens and units areindiceted by 1- 58 Attach an analogue voltmeter between
second flashes separated by I-second terminal FEN at the SD connector (voltmeter
pauses. negative lead) and the battery posltlve
d) A 4-second pause separates the tens terminal (voltmeter positive lead) (see
from the units, and a 6-second pulse illushation 12.10).
12.8 Ford
12.11 Using a voltmeter to monitor switch action in Ford Prob models
58 Bridge terminals TEN and GND in the SD
connector with the aid of a jumper lead.
Wl Switch on the ignition. It the ECM has
stored one or more fault codes, the voRrneter
needle will bqrn to sweep between 12 and 9
volts. If no codes are stored, the needle will
remain on 12 volts.
a) The hi series of sweeps indicates the
muhpies of ten, the second &s of
sweeps indicetes the single unrts.
b) Tens are indicated by sweeps of 1.2
seconds "on" (9 volts) and less than one
second "off (7 2 volts). A 1.6-second
peuse (12 volts) separates the digits of
ertch code.
c) Single units are indicated by sweeps of
0.4 seconds "on" 19 volts) and less than
one second 'off" (1 2 wits).
d) A &second pause (12 volts) separates the
transmission of one code from another.
61 Count the number of sweeps in each
series and record each code as it is
transmitted. Refer to the tables at the end of
the Chapter to determine the meaning of the
Mode 2 - retrieving codes
84 Startthe engine, run it to normal operating
temperature and then stop the englne.
05 Attach an analogue voltmeter between
terminal FEN at the SD connector (voltmeter
negative lead) and the battery positive
terminal (voltmeter posilive Iead) (refer to
Illustration 12.5).
68 Bridge terminals TEN and GND in the SD
connector with the ald af a jumper lead.
67 Start the engine and allow it to idle. If the
ECM has stored one or more fault cod=, the
voltmeter needle will win to sweep between
12 and 9 volts. If no codes are stored, the
needle will rernaln on 12 volts:
a) The first series of sweeps indicates the
muitiples of ien, +h secofld sties of
sweeps indicates the single units.
b) Tens are indicated by sweeps of 1.2
seconds "on" (9 volts) and less than I
second "OF(12 dk).A 1.6-second
pause (12 volts) ts)sepRmh the dig,ts of
each code.
C) Slnale units are indicated bv swee~so f
fault code. ' 0.4geconds "onn (9 volts) &d ksi than I
62 Continue retrieving codes until all stored 040(1p2 v ol~lcodes
have been retrieved and recorded. dJ A 4-second pause (12 volts) ssparates the
63 Swltch off the ignition and remove the of one code +mm
jumper Iead and analogue voltmeta to end
faun code retrtaval. 68 Count the number of sweebs in each
r I series, and record each code as it is
IGN ( \ ~HK
12.12 ReMedng codes from Ford
Maverick models. Use e jumper wire to
bridge the IGN and CHK tetmlnals
transmitted. Refer to the tables at the end of
the Chapter to determine the meanlng of the
fault code.
gs Continue retrieving codes until all stored
codes have hen retrieved and recorded.
70 Switch off the ignition and remove the
jumper lead and analogue voltmeter to end
faubt code retrieval.
Mode 3 - switch monitor test
71 Attach an analogue voltmeter (see
illustmtion 12.11) between termlnal MEN at
the SD connector (voltmeter negative lead)
and the battery positive larmlnal (voltmeter
posave lead).
72 Bridge terminals TEN and GND in the9J
connector with the aid of a jilmper Iead.
73 The voltmeter needle wlll remain on 12
volts. When one of the switches on th
following lisl is turned on, the volt
needle will fall to 9 volts.
to respond as a partrcuta
the switch and its wiring should be test
faulty operation.
Switch
Turn on the AlC switch Air conditronrng
Turn on the A/C blower AN conditioning
switch
Turn on the blower switch Blower motor
on to high position
Depress the throttle idle swttch
pedal
Fully depress the Cooling fan relay
throttle pedal
Turn on the headlights Headlights
Select D (automatic Park/neutral circwt
transmrssion)
Depress the clutch Clutch pedal
(manual transmission) and c~rcuilry
Fully depress the brake
pedal and circurtry
Turn on the heated rear Heated mar window
window
htissan ECCS (Ford Maverick)
74 There are two modes to retr~evingc odes
and associated information. Output from each
mode differs according to whether the rgnition
is turned on or the engine is running.
a) Mode 1. rgnition on: Check of wamjng
light bulb and red LED set into the ECM.
b) Mode T, engine running: lllumrnation of
warning lighi or LED indicetes a system
fault.
c) Mode 2, ignition on: Output of fault codes.
d) Mode 2, engine running: Check of closed
loop contd system.
75 Turning off the ign~tiono r stopp~ngth e
sngrne will return the SD system to Mode 1.
76 Switch on the ignrtron, but do not start the
engine. The warning light should rlluminate.
77 Stan the engine and ailow tt lo ~dleI.f a
system fault is present, the warning light or
LED will illurnlnate.
78 Stop the engine. Switch on the ignitton,
but do not start the engne.
79 Bridge terminals IGN and CHK in the SD
connector with the aid of a jumper lead (see
illustration 12.12).
80 Remove the bridge after two seconds.
The SD warning light or LED will begln to flash
the 2-digit fault codes as follows:
a) The two digits are indicated by two series
of flashes.
b) The Fi~ste ries of #ashes indicates the
multiples ol ten, the second series of
flashes indicates the single units.
c) Tens are indicated by 0.6-second flashes
separated by 0.6-second pauses. Units
am indicated by 0.3-second flashes
separated by 0.3-second pauses.
Ford 12.9
separates the transmission of each
hvo 0.3-second flashes.
1 Once all fauit codes have hen
mrtted in numerical order of smallest
mUe brst end greatest code last, the Itght
unti! the test connector connections are
bridged once more.
mnector with the a~do f a jumper lead.
hove the bridge after 2 seconds. The ECM
Jl revel to Mode 1.
4wck the closed-loop mixture
mtrol (catalyst models only)
connector w~tht he a~dof a jumper lead.
Remove the brldge after 2 seconds. The SD
warning light or LED wilt begin to flash the 2-
A Start the engine and run it to normal
operatrng temperature.
$ Raise the engine speed lo 2000 rpm for a
pod of 2 minutes.
87 Observe the warning l~ghot r L.ED display:
Light or LED switches ofland on at a
frequency of 5 times m 10 seconds:
Eng~neis m closed-loop control.
Lighl or LED remains off or on: Engins is
in open-loop control.
Whm !he bght or LED is on, the fueI11ng is
When the hght or LED is off, the fuelling IS
W The light or LED will reflect the current
condition of lean or rich by stay~ngo n or off
immediately before switching to open-loop I control.
Ford EEC IV
(basic and enhanced without
KCIM), Weber lA W
1 Early variations of EEC IV and Weber IAW
do not retain fault codes after the ignition is
switched off.
Ford EEC IV
enhanced (with KAMJ
2 Fault codes stored in KAM ("soft" codes)
are automatically cleared once retr:eval rs
completed and the ECM moves into "wiggle
test" mode. "Hard" fault codes are not
retained after the ignition is switched off.
Ford EEC V
3 The only manual method of clearing fault
codes generated by Ford EEC V is to
disconnect the battery - see paragraphs 9 and
10.
Mazds EGi (Fad Probe)
4 Ensure that the ignitjon switch is switched
off.
5 Disconnect the battery negative terminal.
6 Fully depress the brake pedal for between 5
and 10 seconds.
7 Reconnect the battery negative terminal.
Refer to the note after paragraph 1 D below.
Nissan ECCS (Ford MaverfckJ
8 The codes will remaln stored until one of
the foltowinq actions are performed:
a) The codes am displayed (Mode 2) and
then the SD function is switched back to
Mod8 I .
b) The vehicle battery IS disconnected for 24
hours - refer to the note after paragraph
10 below.
C) The fault is automatically cleamd once the
starter motor has been used for a total of
50 times after the fault has been fixed. If
th@Ia irlt recurs before 50 starts Have been
made, the counter wiV be reset to zem,
and another SO starts must occur befom
the fault is automatical/y cleared. This
procedure occurs on an individuel fault
code basis, and eech code will only be
cleared after 50 starts have taken place
without recurrence of the fault on that
particular circuit.
Alternative method -
Ford EEC IV and EEC V
9 Switch off the ignition and disconnect the
battery negative terminal for a period of
approximately 2 mlnutes.
10 Reconnect the battery negative terminal.
Note: me ftnt drawback to disconnecting the
battery is that it will re-initialise a// ECM
adaptive values. Re-learning the appropriete
adaptive values requires starting the engine
and allowing it to idle for approximately 3
minutes. The engine should then be warmadup
to normal operating temperature and the
engine speed raised to 1200 rpm for
approximately 2 minutes. Re-learning can be
completed by driving at various engine speeds
for approxtmaIery 20 to 30 minutes in various
drivino conditions. The second drawback is
that the radro security codes, clock setllngs
and other stored values will be inltialtsed. and
these must be re-entered once the battery has
been reconnected. Where possible, an FCH
should be used for code clearing on Ford
vehicles.
Note: During the course of certain test
procedures, it is possible for 8dditional fault
codes to be generated. Care must be taken
that any codes genemted during test routines
do not mlslead diagnasis. A fallurn to retrieve
codes setisfactorily from Ford EEC /V is
usually caused by incorrect operation of the
FCR, or a farlure to observe the comt test
procedums.
Fod EEC IV
(basic smm) and Weber IAW
1 Connect an FCR to the SD connector, and
use the FCR to retrieve fault codes in strict
compliance with the FCR manufacturer's
instructlons.
2 Both EEC IV [bas~c)a nd Weber IAW are ,
only capable of generating a small number of *a
fault codes, and do not employ any of the
mors sophist~catedfe atures of later systems.
3 On the EEC IV (basic) system, the idle
speed will fluctuate during code retrieval If
the idle speed does not fluctuate, this
suggests a faulty lSCV or ISCV circuit.
Ford EEC IV
(mtdevlng 2-digit codes)
4 Connect an FCR to the SD connector, and
use the FCR for the following purposes in
strict compl~ance with the FCR
manufacturer's instructions:
iJ Mod8 f - ignition on, engine stopped: A
static test of the engine senson. and
wtrieval of hard fault codes end soft
(WM)co des.
ii) hkde 2 - continuous nmnnmg: A test of
the engine sensors dumg normal engine
operation, at rdle or during a road test (not
2.4/2.9 mt).
iii) Mode 9 - engine running and service-set
mode: A dynamic test of the engine
sensors. In the .mice-set mode, the
ignition timing and idle speed can be set
it is not possible to meke these
adjustments outside of servrce-set mode.
5 Read the notes in Section 3 before
performing tests in this &ion.
Mode 1 test
6 Turn on the FCR and then switch on the
ignition. After approximately 45 seconds, the
FCR w~ldl isplay the 2-digit fault codes.
7 Record each code as it is transmitted. Refer
to the tables at the end of the Chapter to
determine the meaning of the fault code.
B Command codes wilt be transmitted at
certain points during the procedure. On
retrieving a command code, the engineer is
required to take certain actions. If these
actions are not taken, a fault will be stored,
and the Mode 1 code mtr~evarlo utine must be
repeated.
12*10 Ford
9 If code 10 appears (some automatic
transmission vehicles from 1991), depress
fully and release the accelerator pedal and the
brake pdal (klckdown must be activated). If
the appropriate actlon is not completed with~n
10 seconds of code 10 appearing, the ECM
will store a fault code. If procedural codes are
retrieved, switch off :he ignition, walt 10
seconds, and then restart the Mode 1 test.
$0 Fault codes generated by the enhanced
system (without KAM) are only ava~lablew hilst
the fault is present and when the ignitton is
switched on. If the fault is permanent (present
all the !:me), then an appropriate code will be
slored each time the ignition is switched on.
However, if the fault is intermittent and the
ignition is switched OR, the fault code wilt be
lost until the fault recurs.
11 All fault codes transm~tted during this
stage indicate the presence of hard faults. If
code f 1 is transmttted, no fault codes are
stored.
12 After all codes have been transmitted they
w~lbl e repeated once. The next action will
depend upon the vehicle.
13 Models without keep-alive memory
(KAM):
a) Code I0 will be d~splayed, which
indicates that the ECM has commenced
"wiggle test" mode.
b) Proceed to paragraph 7 5 and follow the
"wiggle test"promdufe.
14 Models with keep-alive memory (KAM):
a) A seperator code will be displayed (code
10, 2.4/2.9 V6 catahst, or code 20, all
others) and then all KAM codes will be
transmitt&. Note: If code 17 is
transmitted, no taulf codes are stored in
KAM.
b) After any KAM codes have been
tmnsmitfed, they will be repeated once.
The codes in KAM will then be cieamd
and code 10 wiN be displayed, whtch
indtcates that the ECM has commenced
"wiggle test" mode.
c) Proceed to paragraph 15 and follow the
"wiggle test" procedure.
Wiggle test
15 All suspect components, wires and
connections should now be gently tapped or
wiggled. If the ECM detezts a fau:t dunng th~s
process, it w~ll be stored in keep-alrve
memory (where KAM is fitted). Notm: Some
FCRs will besp or an LED will flash to indicate
the occurrence of a fault or a bad connection
dunr>g this procedure. Repeat the mode 1 test
to retrieve codes detected during the wiggle
tast and stored in KAM. Record all codes for
vehicles without KAM, because they will not
be retained in ECM memoty.
16 Rectify all faults In the exact order of
transmission. Repeal the Mode 1 test until
hard fault codes are no longer generated, and
then move on to the Mode 2 test. Note: In
order 10 avoid an erroneous self-diagnosis
test, it is good practice to switch oif the
ignition and wad 10 seconds before initiating
another Mode 7 test, or before commencing a
Mode 2 test.
17 Switch off the ignition to end fault code
retrieval.
Mode 2 test
Note: The Mode 2 test is not available for 2.4
and 2.9 V6 catalyst-equipped European
vehicles.
18 Start the engine. Wait 4 seconds, then
turn on the FCR to initiate codes.
19 After a few seconds, the FCR will begin to
display the 2-digit fault codes.
20 Record each code as it IS transm~tted.
Refer to the tables at the end of the Chapter
to determine the meaning of the fault code.
21 Fairlt codes will be continuously displayed
whde the engine is running. Code 11 indicates
-no fault found".
22 All suspect components, wires and
connections should now be gently tapped or
wiggled, and/or Ihe vehicle could be roadtested.
23 Rectify all faults in the exact order of
transmission. Repeat the Mode 1 and Mde 2
tests until both tests are successfully
~0ncl'~dewd~ thn o hard fault codes being
generated. Only then move onto the Mode 3
test. Note: In order to avoid an erroneous selfdiagnos~
s lest, it is good practice to switch off
the ignition and wait 10 seconds before
initiating another Mode 7 or Mode 2 test, or
befor8 commencing a Mode 3 test.
24 Switch off the FCR to end fault code
retrieval.
Mode 3 test (and setvice-set mode)
Note: The EEC IV version fitted to most 1988
and later engines wit/ not perform a Mode 3
test if any hard codes are present before the
test begins.
25 Turn the tgnition off, then turn on the FCR
to initiate codes.
26 Switch on the ignition. wait 3 seconds,
then start the engine and allow it to idle.
27 Run the engine at 2000 rpm until it has
atla~nedn ormal operating temperature.
28 Once the self-test procedure commences,
code 50 Fdentification of European ECM) wrll
be transmitted. If th~sc ode is transmitted
alone, or along with one or more coolant
temperature sensor (CTS) fault codes, the
engine temperalure 1s either too low or the
CTS is signalling a too-low temperature. The
latter reason could be due to an engine
cooling system fault, or an out-of-range
sensor that is still within the CTS parameters
and will not therefore generate a fault code.
The Mode 3 test will not commence until the
ECM has verrtled that operating temperature
has been attained.
29 Once the ECM has verified the
temperature, the test proper will commence.
The engine speed will rise 10 a fast idle as EEC
IV runs through a set ot pre-determined tests
of sensors and actuators. Note: H the speed
does not rise within 60 seconds, check that
the engine is at operating temperature and
then re-attempt the test. Also, If any one of the
appropriate code will be transmilted and
test aborted.
30 When code 10 is displayed, blip
sensor. throttle pot and other dy
or if the s~gnal is absent or not e
correctly.
31 Fault codes detected during the
test will now be transmitted. If fault c
present, these must be rectifred b
possible to enter service-set mode.
32 If no faults are detected, code
transmitted, followed by code
slgnlfles the start of service-set m
Ford 2.4 and 2.9 V6 engines with
not transmit code 60. Once code
transmitted, the system has
commenced service-set mode.
Servlce-set mode
33 When the ECM enters servic
the ignition timing and idle sp
regulated, and adjustments can bs made to lb
base ignition tlming (models wi
alone) and the base idle s
speed, the values can still be
compared with published measurement
values. If the measured va\ues are incorrect,
thls suggests a system or ECM fautt.
34 On Transit 2.9 m0d~lS with catalyst, ths
throttle plate can be checked for correct
setting and adjusted and reset as necessav.
35 After 2 mlnutea (catalyst models) or 10
minutes (European non-catalyst models).
code 70 will be displayed. This signifies Iha
end of service-set mode, and that the ECM
has regained control of the ignition timing and
idle speed. !t adjustments have not been
completed, re-enter ccde 60 ay repeating the
Mode 3 test and service-set routines.
36 Switch off the ignition and remave the
FCR to end fault code retrieval.
37 Remember to re-connect the octane and
Idle adlust (service-set) wires, where these
were disconnected prior to commencing the
self-test procedures.
Ford EEC IV
(retrieving 3-digit codes)
38 Connect an FCR to the SD connector, and
use the FCR for the following purposes, In
strict compliance with the FCR
manufacturer's instructions.
39 Mode 1 - Ignition on, engine stopped.
iJ A static test of the engine sensors and
retfieval of hard fault codes and sofi
(KAM) codes.
it) A static "wiggle test" of sensors and
connections.
110 A switch monitor test of selected I
actuators. 1
Ford 12-11
ing the tests in this section.
h code as it is transmitted.
odes will be transmitted at
II When code 010 appears, depress fully
md release the accelera!or pedal (autornallc
bansmission kickdoun must be activated). If
Ihe appropriate acl~onis not completed withm
10 seconds ol code 010 appearing. the ECM
dl store a fault code. If procedural codes are
drieved, switch off the igniiion, wait 10
mnds, and then restart the Mode 1 test.
47Atter all hard codes have been
taismltted, they will be repea!& once.
I A separator code {code 010) will be
displayed, and then all the "soft" codes
logged by KAM will be transmitted. Note: H
code I I I is rransmrtted, no fault codes are
sfwed in KAM.
19 After all KAM ' codes have been
gansrnitted, they will be repeated once.
Actuator test mode
50 Code Ill will be d~splayed which
indicates that the ECM has commenced
actuator lest mode. The switching of the
circuits to the follow~ng list of actuators
(where fitted) can rlaw be tested.
Carbon filter 'solenoid valve (CFSW.
Electronic vacuum regulator (EVR).
Idle speed confml valve (ISCVJ.
Wide-open throwe (WOO position (air
condilron~ng cut-off).
Torque converter lock-up clutch solenoid.
Self-dragnosis (SD} connector.
51 Connect a voltmeter in turn to each of the
actuator signal terminals (backprobe the
circuit, or conned a break-out box between
the ECM rnultl-plug and the ECM). The
vollrneter will indicate nominal battery voltage
if thesupply circuit is satisfactory.
52 Fully depress and rsleme the accelerator
pedat. The ECM will energise all of the
actuators, and the voltmeter will indicate near
z0ro volts lor Ihe one actuator that is baing
measured. Some actuators will click as they
are actuated.
53 Fully depress and release the accelerator
pedal. The ECM will de-energise ail of the
actuators and the voltmeter will again indicate
nominal battery voltage for the actuator that is
being measuring. Some actuators wilk click as
they are switched ow.
54 Each time the accelerator pedal is
depressed, all of the actuators will be
swbtched on and off, and a black dot will
appear and disappear in sympathy on the
FCR display. Move the voltmeter to each of
the components in turrl, and test the
switching of the carnponent by depresstng
the accelerator pedal.
55 If the component does not actuate or the
voltmeter does not indicate the voltage as
indicated, refer to the test procedures
appropriate to each com,wnent in Chapter 4.
56 blow next to proceed depends on the
spec~f~incs tructions for the FCR being used.
However, pressing a button twice on the FCU
control panel is the method normally used.
Wiggle test mode
57 The system is now in "wiggle test" mode.
All suspect components, wires and
connections should now be gently tapped or
wiggled. If the ECM detects a fault during mis
process, it will be stored in keep-alive
memory (KAM). Note: Some FCRs wrll beep
or an LED will fiash to indicate the OCCUwnC8
of a fault or a bad connection during this
procedure. Repeat the Mode 1 test to retrieve
codes detected during the wiggle test and
stored in KAM.
58 Switch off the FCR, and then switch off
the ignition to end fault code retrieval.
59 Codes are cleared by repeating the Mode
1 test up the point of code transmission.
Pressing a button on the FCR control panel is
the usual method of clearing the codes in
KAM.
60 Rec!rfy all faults in the exact order of
transmission. Repeat the Mode 1 test until
hard fault codes are no longer generated, and
then move onto the Mode 2 test. Note: In
order to avoid an emneous self-diagnosis test,
it is good practtce to switch off the ignrtion and
wait I0 seconds before initiating another Mode
I test, or before commencing a Mode 2 test.
Mode 2 test
Note: The EEC IV version htted to most 1988
and later engines w11l not perform a Mode 2
test if any hard codes are present before the
test begins.
61 Turn the ~gnit~oonff , then switch on the
FCR to initiate codes.
62 Switch on the ign~t~own,a ~tth ree seconds,
start the engine and allow it to idle.
63 Run the engrne at 2000 rpm unt~1l1 has
attalned normal operat~ngte mperature.
64 If thrs code 1s transmitted alone, or along
with one or more coolant temperature sensor
(CTS) fault codes, the engine temperature 1s
e~therto o low or the CTS IS signalling a toolow
temperature. The latter reason could be
due to an engine coolbng system fault, or an
out-of-range sensor that is still within the CTS
parameters and will not therefore generate a
fault code. The Mode 2 test w~lJ not
commence unt~tlh e ECM has ver!fied that
operating temperature has been attained.
65 Once the ECM has verified the
temperature, the tesl proper will commence.
The engine speed will rise to a fast idle as EEC
IV runs through a set of pre-detemined tests
of sensors and actuators. Note: If the speed
does not rise within 60 seconds. check that
the engine is at operating temperature and
then re-attempt the test. Also, if the air
conditioning is switched on, or an automatic
transmission vehtcle 1s m "DMa, n appropnafe
code will be transmitted and the test aborted.
66 Once the self-test procedure commences,
code 020 (command code for Zetec englnes)
or code 030 (command code for V6 engines)
will &transmitted.
67 The lollowing test functions must be
completed within 10 seconds of the 12
command code appearance:
a) Fully depress and release the brake pedal,
0lhe~i~fau8lt code 536 will be stored.
bJ Fully turn the steering wheel to full lock in
one direction and then straighten the
wheels. This actuates the power st~eting
pressure sw.;lch (PSPS).I f the PSPS is
faulty, halt code 519 will be stored. If the
PSPS is not actuated, fault code 52 1 wrll
be storad. If the vehicle is not equipped
with power steering, the code will still
appmr, and m this instance it should be
ignored.
c) Automatic transmission vehicles only,
Switch on and off the overdrive cancel
switch (if fitted), then switch on and off
the perfomnce/cancel switch (if htted).
68 After approximately 20 seconds, code
010 will be displayed. The following lesl
function must be completed within 10
seconds of the command code appearance:
a) Blip the throttle so that the engme speed
momentarrly rises above 3000 rprn. The
"blip" test loads the airflow sensor or
MAP sensor, Ihrottle pot and other
dynamic senson. Fault codes will be
stored if signal(s} do not conform to the
expecled parameters, or if the signal IS
absent or not executed correctly.
69 Allow the engine to idle once again. Fault
codes detected during the Mode 2 test will
now be transmitted. During transmission of
the codes, the black dot will flash In
synchronisation on the FCR display
70 Ccde 998 may be transmitted, fo!lowed by
a code relating to one of the sensors l~sted
blow. If this happens, proceed as described in
paragraph 71. If not, proceed to paragraph 72.
a) Airflow sensor.
b) Air temperature sensor.
c) Coolant Srnperatum sensor.
d) Throttle pot.
el Delta pressure feedback eiectronrc
system sensor (EGR system).
I) Electronic pressure transducer.
12.12 Ford
71 If code 998 is transm~tted, followed by a
code relating to one of the sensors listed in
paragraph 70, proceed as follows:
a) Exit the Mode 2 tes!
bJ Stop the engine.
cJ Test the component as detailed m the
relevant component test procedure
(Chapter 4) and rectify all faults.
d) Restar? the Mode 2 test.
72 If fault codes are present, these must be
rectifted betore ~t IS possible to enter setviceset
mode.
73 If code 536 or code 521 are transmltted.
~ncorrectp ractices were adopted during the
mutmes. Repeat the Mode 2 test prccedure.
74 Coae 1 1 1 will be transmitted if no faults
are detected. When the black dot ceases
flash~ng,t his signifies the start of servlce-set
mode. The last Iransmitted code w~lrle main
displayed on the FCR screen, wh~ch should
ord~narilyb e code 1 1j .
Service-set mode
connections should now be gently tapped or component testing, or after repalrs ~nvolving
wiggled. If the ECM detects a fault during this the removal or replacement of an EM$
process, it will be stored In keep-alive component.
memory (KAM). Note: Some FCRs wrrl beep
or an LED will flash to indicate the occurrence
of a fauft w a bad conneclion during fhrs pcadums 1
procedure. Repeat the Mode 1 test to retrieve
fault codes stored In KAM after being
detected during the wlggle test.
79 Rectify all faults in the exact order of 1 Use an FCR to Interrogate the ECM lor faun
transmission. Repeat the Mode 1 test until codes, or manually gather codes as described
hard fault codes are no longer generated. in Sections 5 or 7.
Note: In order to avoid an erroneous selfdiagnosis
test, it is good practice to switch off
the ignition and wait 10 seconds before
initiating another Mode I test, or before
commencing a Mode 2 test.
80 Switch off the FCR and switch off the
igni:lon to end fault code retr~eval.R emove
the FCR from the vehicle SD connector.
75 When the ECM enters service-set mode.
the idle speed is de-regulated and set at the
base Idle value (usually slightly higher than
normal idle). No adjustments are possible,
although the idle speed can be checked
agalnst specifications If the measured values
are incorrect, this suggests a system or ECM
lalrlt.
76 On englnes with sequential injection, fully
depressing the acceierator pedal during the 2
minutes serv~ce-set mode will set the ECM
into cylinder balance test mode. Each injector
rs switched off in turn for a predetermined
Ford EEC V
moment. The ECU checks for a calibrated fall
:o rpm, and will set a fault code tf there
appears to be a problem. Alter 2 minutes, the
englne rpm will rise hriefly and then setlle at
normal idle speed Th~ss ignifies the end of the
service-set mode.
Wiggle test mode
77 The ECM will now enter "wlygle test"
mode.
78 All suspect components, wlres and
Fault code tables
81 Connect an FCR to the SD connector, and
use the FCR for the following purposes, in
strict compliance with tho FCR
manufacturer's instructions:
a) Drsplaying system faults.
b) Clearing system faults.
c) Testrng actuators.
19) Displaymg Datastream.
82 Faults must always be cleared after
component testing, or after repairs involving
the removal or replacement of an EMS
component.
Ford Probe and Maverick
83 Connect an FCR to the SD connector, and
use the FCR for the following purposes, in
strict compliance wlth the FCR
manufacturer's instructions:
a) Retrrev~ngf ault codes.
b) Clear~ngfa ult codes.
c) Testifig switch inputs to ECM.
84 Codes must always be cleared after
Codes stored I
2 If one or more fault codes are gathered.
refer to the fault code tables at the er,d of tha
Chapter to determine their meanlng.
3 If several wdes are gathered, look tor a
common factor such as a defective eanh
return or supply
4 Refer to the component test procsdures in
Chapter 4, where you will t~nda means of
testing the majority of components and
c~rcuitsfo und in the modem EMS.
5 Once the fault has been repaired, clearlb
codes and run the engrrie under various
conditions to determine ~f the problem has
cleared.
6 Check the ECM for fault codes once more.
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more ~nlormat~oann
how to effectrvely test the EMS.
No codes stored
8 Where a running problem IS experienced.
but no codes are stored, the fault is outside of
Ihe parameters designed into the SO system.
Refer to Chapter 3 for more lnformatlon on
how to eftectively test the EMS.
9 If Ihe problem points to a speclflc
component, refer to the test procedures In
Chapter 4, where you will f~nda means of
testing the majority of components and
circuits found in the modern EMS.
EEC IV "basic" (2.0 SOHC and 2.8 V6 engines) I EEC IV "enhanced", fwo-digit codes
{except 2.4l2.9 V6 catalyst and 1.8 CFi) I Code
11
12
13
14
15
22
23
31
32
Description
No taults found in the ECM. Proceed w~thn ormal diagnostic
methods
Airflow sensor (AFS) or AFS circuit number one
Coolant temperature sensor (CTS) or CTS circuit
Air temperature sensor (ATS! or ATS circuit (in AFS)
Throttle pot sensor (TPS) or TPS c~rcuit
Airflow sensor (AFS) number two or AFS c~rcuit
Airflow sensor (AFS) or AFS circuit number one and number
two
Wiringlmodule fault
Wirlnglmodule fault
Code
10
11
13
14
15
16
17
Description
Command code. Operator actlon required as follows:
lgnrtlon on, engine off: wiggle test
Engine running: load engine by "blipping" the throttle The
englne speed must exceed 2500rpm
No faults found In the ECM. Proceed w~ihno rmal diagnostic :
methods
Coolant temperature sensor (CTS) or CTS circuit
Air temperature sensor (ATS) or ATS circuit
Throttle pot sensor ('TPS) or TPS clrcu~t i
Arrflow sensor (AFS) or AFS circu~nt umber two
Manilold absolute pressure (MAP) sensm or MAP sensor i
circuit
Description
Low Sattery voltage
Keep-al~vem emory (KAM) or KAM circuit, end and restart
SO test. If code repeats, make ECM circuit tests
Separator code Separates "soft'* (KAM) codes from "hard"
codes (codes of a permanent nature)
Ignliion, irregular signal
A~rflows ensor (AFS) or AFS circu:: numher one, voltage too
h~gh
Gnolant temperature sensor (CTS) or CTS circuit, vcAage
too high
Alr temperature sensor (ATS) or ATS circuit
Throttle pot sensor UPS) or TPS circuit, voltage too high
Airflow sensor (AFS) number two, voltage too high
Manrfold absolute pressure (MAP) sensor or MAP sensor
clrcult, value too high
Oxygen sensor (0s)o r OS circuit
Oxygen sensor (0s) 1 or OS circuit (2.0 DOHC 16V only),
rich mixlure or farled sensor
Oxygen sensor (0s) 2 or OS circuit (2.0 DOHC 16V only),
rich mlxturs or failed sensor
Marker code, ident~f~eEsC M for 6-cylinder engines
Electronic control module (ECM] or ECM circuit ROMjRAM
failure
Airflow sensor (AFS) or AFS circuit number two, voltage too
low
Coolant temperature sensor (CTS! or CTS circuit, voltage
too low
Alr temperature sensor (ATS) or ATS circuit
Throttle pot sensor VPS) or TPS circuit, voltage too low
Airflow sensor (AFS) or AFS circuit number two, voltage too
low
Manifold absolute pressure (MAP) sensor or MAP sensor
circurt, value too low
Onygen sensor (0s) 1 or OS clrcuit (2.0 DOHC 16V only),
lean mixture or failed sensor
Oxygen sensor (0.512 (2.0 DOHC 16V only), lean m~xtureo r
failed sensor
Manifold absolute pressure (MAP) sensor or MAP sensor
circu~i
Throttle not sensor FPS) or TPS c~rcuit
"Blip" test not performed or late response to message
Vehicle speed sensor {VSS)o r VSS circuit
Idle speed control va~Je(I SCV) or ISCV cjrcurt failure, max
rprn not achieved
ldle speed control valve (ISCV) or ISCV circuit failure, min
rpm not achleved
ldle speed control valve (ISCV) or ISCV circuit
European electronic control module (ECM) fitted
Air conditioning (AC) "on", turn A/C off and repeat SD test
Automatic Iransmission: Vehicle in "D" durlrrg SD test -
select "Nu or "P" and repeat SD test
Octane adlust (OA) wire number me earthed. Disconnect
sewlce adjust wire and repeat SD test
Octane adjust (OA) wre number two earthed. Disconnect
sewice adjust wires and repeat SD test
Idle speed adjust wire earthed. Disconnect service adjust
wire and repeat SD test
Throtile moved during self-diagnosis (SO)te st (prior to code
lo), :epeat SD test
Phasrng of profile ignition pick-up. (PIP) and spark advance
word (SAW)
GO pot or CO pot clrcu~to, utside test limits
Start of service -set mode
I-oss of power - cylinder 1
Loss of power - cylinder 2
Loss of power - cyllnder 3
Loss of power - cylinder 4
Ford 12-13
-
Code Description
65 Brake on/off switch
66 Kickdown switch or circuit
67 Fusl temperature switch (FTS) or ITS circuit
68 Turbo boost pressure solenoid valve (BPSW or BPSV circult
69 Turbo boost pressure solenoid valve (BPSV) or BPSV circult
70 End of sewice-set mode
72 Wastegate control solenoid (WCS) (1.6 CVH Turbo only) or
WCS circult
73 Carbn filter solenoid valve (CFSVJ or CFSV circuit
74 314 shift solenoid
75 Clutch converter lock-~ps olenoid
76 Brake "on" indicated
77 Kickdown indicated
78 Power steering pressure switch (PSPS), PSPS not activated
during SO procedure. Check if PSPS fitted, if so repeat SD
procedure
91 Oxygen sensor (0s) or OS clrcuit, connections
iriterchanged (2.0 16V DOHC engine)
EEC IV "enhanced', two-digit codes
(2.42.9 V6 catalyst and 1.8 CFiJ
Code Description
10 Command code/separator code for KAM
10 Operator action required as follows:
Engine running. Load engine by "blipping" the throttle. The
engine speed must exceed 2500 rpm
11 No faults found in the ECM. Proceed wrth normal diagnostic
methods (system pass)
12 Idle speed control valve {ISCV or ISCV circuit
12 Idle speed stepper motor (ISSM) or ISSM c~rcuiti,d le
contacts (1 .B CFi)
13 Idle speed control valve (ISCV) or ISCV clrcult
Idle speed stepper motor (ISSM) or ISSM circuit, idle
contacts (1.8 CFi)
14 Erratic profile ignition pick-up (PIP) signal or clrcuit
15 Keep-alive memory (KAM)/read only memory (ROM)
(module failure) or KAM/ROM circuit
16 Engine test speed too low
17 ldle speed stepper motor (ISSM) or ISSM circuit, idle
contacts (1.8 CFi)
18 Ignition module operation (IDM) or IDM circuit
19 Voltage supply to module
20 4-cylinder identificatior! mode (1.8 CFi)
21 Coolant temperature sensor (CTS) or CTS cacurt
22 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
23 Throttle pot sensor (lPS) or f PS circuit
24 Air temperature sensor (ATS! or ATS circuit
25 Knock sensor (KS) or KS circuit
27 Cruise control delayed
28 Cruise control - speed too advanced
29 Vehicle speed sensor (VSS) or VSS c~rcult
30 Marker code - ident~fiesE CM for 6-cylinder engines
31 Electronic pressure transducer {EPT) or EPT circuit, voltage
too low
32 Electronic pressure transducer (EPT) or EPT circu~t,o utside
specification
33 No exhaust gas recirculation (EGR)
34 Electronic pressure transducer (EPT)o r EPT circu~t,o utside
spec~f:cation
35 Electronic pressure transducer (EPT) or EPT circuit, vo!tage
too high
36 No increase in engine test speed
37 Decrease in engine test speed
38 Idle speed stepper motor (ISSMI or ISSM circu~t,id le
contacts (1.8 CR)
39 Torque converter lock-up clutch
Ford
Code
40
41
Description
Unused
Heated exhaust gas oxygen (HEGO) sensor 1 (cylinders
1,2,3)o r HEGO sensor circutt, lean mixture
Heated exhaust gas oxygen (HEGO) sensor 1 (cylinders
1,2,3) or HEGO sensor circuit, rich mixture
ldle smste pper motor (ISSM) or ISSM circuit, idle
contacts
ldle speed stepper motor (ISSM) or ISSM circuit, idle
contacts (1.8 CFi)
Unused
Cruise control switch operation or circuit
Cruise wntrol switch sticking or circuit
Crulse control signal or circuit
Unused
Coolant temperature sensor (CTS) or CTS circuit, voltage
too h~gh
Power steerlng pressurn switch (PSPS) or PSPS circuit
Throttle pot sensor (TPS) or TPS circuit, voltage too high
Air temperature sensor (ATS) or ATS circuit
Unused
Unused
Octane adjusl (OA)) - service loom connector
Injection delayed through service adjust facility
ldle adjust - service loom connector
Unusd
Cwlant temperature sensor (CTS) or CTS circuit, voltage
too low
Automatic transmission (AT) shift solenoid 4/3, closed
Throttle pot sensor (TPS) or TPS circuit, voltage too tow
Alr temperature sensor (ATS) or ATS c~rcuit,v oltage too low
Unused
Unused
Air condltloning (A/C) swilched on, or automatic
transmission in "Ow
ldle speed stepper motor (ISSM) or lSSM circuit, idle
contacts (1.8 CFI)
Shift valve for 312 gear open
Unused
ldle speed stepper motor {ISSM) or ISSM circuit, idle
contacts (1.8 Cfi)
Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
Throttle pot sensor (TPS), no reaction tot&
Brake light swltch circuit open
Brake light switch shwl-circuit
Unused
Late response to "blip throttle" command code
Unused
Unused
Unused
Manifold absolute pmssure (MAP) sensor or MAP sensor
circuit (Transit V6)
Secondary air feed valve or circurt (secondary combustion)
Heavy duty fan switch
Electronic vacuum regulator (EVR) system or EVR circuit
Exhaust gas recirculation (EGR) valve or EGR circuit (1.8 CFi)
CarbDn filter solenoid valve (CFSVj or CFSV circuit
Unused
f ledric fuel pump
Electrlc fan - if fittad
Solenoid torque converter lock-up clutch
Unused
Heated exhaust gas oxygen (HEGO) sensor 2 (cylinders
4,5,6o)r HEGO sensor circuit, lean mixture
Heated exhaust gas oxygen (HEGO) senmr 2 (cylinders
4,5,6) or HEGO sensm, rich mixture
Idle speed stepper motor (ISSM) or ISSM circu~t,id le
contacts (1.8 CFi)
Throttle pot sensor VPS) or TPS crrcuit
Code Description
98 Air charge temperature (ACT) sensor or ACT sensor circuit
98 Engine coolant temperature (ECT) sensor or ECT sensor
circuit
98 Manifold absolute pressure {MAP) sensor or MAP sensor
circu#
98 Throttle pot sensor qPS) or TPS c~rcui:
99 Throttle pot sensor (TPS) or TPS c~rcuit
EEC IV '*enhancedwt,h ree-digit codes
Code Description
01 0 ~e~ara<ar/cornrnancdo de. Momentarily press accelerator
fully
command code. Mornentardy press brake pedal fully
Cylinder 1 low
Cylinder 2 low
Cylinder 3 low
Cylinder 4 low
Cylinder 5 low
Cylinder 6 low
Cylinder 7 low
Cylinder 8 low
Pass cylinder balance test
All systems ok (system pass)
Air temperature sensor (ATS) or ATS circuit
Air temperature sensor (ATS) or ATS circuit
Air iemperature sensor (ATS) or ATS circuit
Coolant temperature sensor (CIS) or CTS circuit, normal
operating tempsrature not reached
Coolant temperature sensor (CTS) or CTS circu~t,n ormal
operating temperature not reached
Coolant temperature sen= (CTS) or CTS circu~t,n ormal
operating temperature not reached
Throttle pot sensor (TPS) or TPS clrcuit
Throttle pot sensor (TPS) or TPS circu~:
Throttle pot seneor (TPS) or TPS circuit
Throttle pot sensor (TPS) or TPS circuit
Throttle pot sensor VPS) or TPS circuit
Mass airflow (MAF) sensor or MAF sensor circuit. No
change in MAF sensor signal. Repeat SD procedure whist
depressing throttle during SD test
Oxygen sensor (0s)or OS circurl
O~ygense nsor (0s)o r OS circu~t
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s)o r OS c~rcuit
Mass airflow (MAF) sensor or MAF circuit
Mass airflow (MAFj sensor or MAF circuit
Mass aimow (MAF) sensor or MAF circu~t
Thronle pot sensw VPS) or TPS circuil, no change in TPS
whilst depressrng throttle during SD tet. Repeat SD procedure
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit. mixture too lean
Oxygen sensor (0s) or OS circuit, mixture too rich
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s)or OS circutt
Oxygen senmr (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Fuel system or fuel system circuit, mixture too lean
Fuel system or fuel system circuit, mixture too rich
ldle mixture too lean
ldle mixlure too rich
Mass airflow (MAF) sensor or MAF sensor circuit
Mass airflow (MAF) sensor or MAF sensor c~rcu~t
injector or Injector circuit, opening time (pub width too long)
injector or injector clrcuit, opening time (pulse w~dthto o short)
Oxygen sensor (0s)or OS circuit, voltage too low
Oxygen sensor (OS), voltage too high \
ldle mtxture too lean
ldle mixture too lean
Ford 12.15
Description
Oxygen sensor (0s) or OS circu~t
Oxygen sensor (0s) or OS ctrcuit
Proille ignition pick-up (PIP) signal or circuit
Tachometer circuit
Spark advance word (SAW) signal or SAW circuit
Cylinder identification (CID) sensor or CID sensor circuit
Electronrc d~str~butorlesigs n~t~osnys tem (EDIS) ignition coil
or circuit
Electronic distributorless ignition system (EDISJ ignition coil
or c~rcuit
Electronic distrlbutorless ignition system (EDIS) ignition coil
or circuit
Tachometer circuit
Tachometer circuit
Elmtronic distributorless Ignition system (EDIS] module Or
circuit
Crank angle serrsor (CAS) or CAS circuit
Engine speed sensor or circuit (EEG V)
Electronic distributorless ignition system (EDIS) ign~l~oconi l
wlnding 1 or circuit
Electronic distributorless ignition system (EDiS) ignition coil
winding 2 or circuit
Electronic distributorleSS Ignition system (EOIS) ignition coil
winding 3 m circuit
Primaty c~rcuiot f ignition coil
Electronic distributorless ign~t~osyns tem (EDiS) module or
circuit
lgndion coil or circurt
Ignition coil or circu~t
lgnition co~! or circuit
lgnitlon coil or circuit
Electron~cd ~stributorlessi gn~tlons ystem (EDIS) module or
circuit
Profile ignition pick-up (PIP) or PIP circuit PIP signal
present under cranking
Electronic control module (ECM). incorrect SD data. repeat
SD procedure
Coil failure
Pulse air system or circuit faulty
Pulse air system or circu~fta ulty
Pulse air system or circuit faulty
Pulse air system or circuit faulty
Pulse air system or circuit faulty
Pulse air system or circuit faulty
Electronic pressure trensducer (EPT) or delta pressure
feedback electranLC (DPFE) system or circuits
Electronic pressure transducer (EPT) or delta prmsure
feedback ekctronic (DPFE) sptern or circuits
Elsctrm~cva cuum regulator {EVR) or EVR circuit
Exhaust gas recirculation (EGR) or EGR circult
Electronic vacuum regulator (EVR) or EVR clrcuit
Electronic pressure transducer (EPT) or EFT circuit
Oelta pressure feedback electronic (DPFE) system or DPFE
circuit (alternative code)
Exhaust pressure to high
Electron~cp ressure transducer (EPT), dnlta pressure
feedback electronic (DPFE) system, or electronic vacuum
regulator (EVR) system or c~rcuits
Coolant temperature sensor (CTS) or CTS circuit
Coolant temperature sensor (CTSj or CTS circuit
Octane adjuster (OA) or OA circu~t
Self-diagnosis tesl. Engine speed during test too low.
Check that no induction leaks are present, then repeat SD
procedure
Self-diagnosis test. Eng~nes peed during test too high
Idle speed control valve (ISCV) or !SCV circuit
idle speed control valve (ISCV) or ISCV circuit
Code
41 5
416
452
51 1
51 2
51 3
519
521
522
523
528
536
538
539
542
543
551
552
556
558
563
564
565
566
573
574
575
576
577
612
613
61 4
61 5
621
622
624
625
620
629
634
635
636
637
638
639
645
645
645
645
649
651
652
653
658
998
--
Description
idle speed control valve (ISCV) or lSCV circuit
idle speed control valve (ISCV) or lSCV circuit
Vehicle speed sensor (VSSI or VSS circuit
Read only memory (ROM) fault or ROM c~rcuit
Keep-alive memory (KAM) fault or KAM circuit
ECM reference voltage
Power steering prBssure swltch (PSPS) or PSPS clrcuit.
PSPS not activated durlng SD test. Check if PSPS fitted, if
so try SD test agarn. then test PSPS circuit
Power steering pressure switch (PSPS) or PSPS circu~t.
PSPS not activatd during SD tesi. Check if PSPS fitted, if
so try SSD test again, then test PSPS circu~t
Drivdneutral switch or circuit
Drivdneutral switch orcircu~t
Clutch switch error or circuit
Brake ordoff switch or circuit, switch mt activated during
SD tesl. Repeat SD procedure
Operator error during self-diaglnosis test, Repeat SD
procedure
Air conditioning (NC)on dunng SD test. Repeat SD
procedure
Fuel pump or fuel pump circuit
Fuel pump or fuel pump circuit
idle speed control valve (ISCV) or ISCV circuit
Pulse air circuit
Fuel pump or fuel pump clrcuit
Elecfronic vacuum regulator (EVR) or N R circuit
High speed electronic drlve fan or clrcu~t
Electronic drive fan relay/clrcuit
Carbon filter solenoid valve (CFSV) or CFSV circuit
3rd14th gear solenoid automatic transmission
Efectronic drive fan relay/circuit
H~ghs peed electronic drive fan or circuit
Fuel pump or fuel pump circuit, or Inertla switch or circuit
Kickdown switch or circuit. Carry out system test
Kickdown switch or circuit not activatd during SD lest.
Repeat SD procedure
4/3 switch failed - automatic transmission
4/3 switch failed - automatic tran$mission
312 switch fa~led- automatic transmission
3/2 switch failed - automatic transmission
Shift solenold 1 or circuit failure
Shifl solenoid 2 or circult failure
EPC solenoid or circuit
EPC solenoid or circu~t
MLUS (lock-up solenoid, automatic transmission) or circu~t
Torque convener lock-up clutch salenotd
Drivdnevtral switch or circuit
Transmission temperature switch or circuit
Transmission temperatwe switch or circuit
Transmission temperature switch or circuit
Transmission temperature switch or circuit
TSS or TSS circult
1 st gear fatlure
2nd gear failure
3,d gear failure
4th gear failure
ElV or circuit (automatic transmission)
IEW or circuit (automatic transm~ssion)
MLUS (lock-up solenoid - automatic transmission)
Transmission control switch not act~vatedd uring SD test.
Repeat SD procedure
Automatic transmissian perfomance/economy switch not
activated during SO test
Rectify codes following 998 (see Sect~on 7, paragraph 70).
Coolant temperature sensor (CTS), Air temperature sensor
(ATS}, airflow sensor (AFS) throttle positlon sensor VPS).
Repeat SD procedure
12.16 Ford
Ford EEC Y
Ford EEC V software does not generate faull cooes. Any faults in the
system are displayed on the FCR screen without reference to a
specific code number. Faults in one or more of the system c~rcuitso r
components will cause a fault to be stored. Broadly speaking. the
c~rcuitsa nd components checked by EEC V are very sirn~lart o those
checked by EEC IV.
Ford Weber /A W
Code
11
12
t 3
21
22
22
23
31
31
32
33
33
Description
TDC sensor or TDC sensor circuit
Distributor phase sensor or circuit
Phasing speednDC to distributor sensor or circuit
Air temperature sensor (ATS) or ATS circuit
Air temperature sensor (ATS) or ATS circuit
Knock sensor (KS) or KS circuit (alternative code)
Coolani temperature sensor (CTS) or CTS circuit
Coolani temperature sensor (CTS) or CTS circuit
Heated exhaust gas oxygen (HEGO) sensor or tiEGO
sensor circuit (alternative code)
Manifold absolute pressure (MAP) sensor or MAP sensor
circu~t
Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
Throttle pot sensor (TPS) or TPS circuit (ahernative code)
Ford Pmbe (Mazda EGO
Code Description
02 Crank angle sensor (GAS) w GAS circuit
03 Cyllnder identification sensor (CID) or CID circuit
04 Crank angle sensor (CAS) or CAS circutl
05 Knock sensor (KS) or KS circuit
08 Airflow sensor (AFS) or AFS circuit
09 Coolant temperature sensor (CTS) or CTS crrcuit
Code
10
12
I4
15
16
1 j7
23
24
25
26
28
29
34
41
46
67
Fod
Code
I1
12
13
21
34
41
42
43
54
55
Description
Air temperature sensor (ATS) or ATS circuit
Throttle pot sensor (TPS) or TPS circuit
Barometric pressure sensor (BPS) or BPS c~rcuit
Heated exhaust gas oxygen (HEGO) sensor or HEGO
sensor circud
Exhaust gas recirculation (EGR) Valve or EGR circurt
Heated exhaust gas oxygen (HEGO) sensor or HEGO
sensor circurt
Heated exhaust gas oxygen (HEGO) sensor or HEGO
sensar c~rcuit
Heated exhaust gas oxygen (HEGO) sensor or HEGO
sensor c~rcuif
Fuel pressure regulator control (FPRC) solenold or FPRC
circuit
Carbon filter solenoid valve (CFSV) or CFSV circuit
Exhaust gas recirculat~on(E GR) valve or EGR circuit
Exhaust gas recirculation (EGR) valve or EGR circuit
Idle speed control valve (ISCV) or ISCV circuit
Variable resonance induction system (VRIS) or VRtS circuit
Variable resonance inductton system (VRIS) or VRlS circuit
Low cooling fan relay or circuit
Maverick (NTssan ECCS)
Description
RPM sensor
Mass alMow (MAF) sensor circuit
Coolant lernperature sensor (CTS) or CTS circuit
Ignition signal or circuit
Knock sensor (KS) or KS circuit
Air temperature sensor (ATS) or ATS circuit
Fuel temperature sensor (FTS) or FTS circuit
Throttle pot sensor (TPS) or TPS crrcuit
Automatic transmission (AT), signal lost
No faults found
C
H. - cn
Inde.
Self
GI@&.
Guid
lntrc
In -
Mc
ACC
Acc
Acc
Ai-c
Ac*
Ac*
ACC
AC*
Ac.
n ;-
r. -
h - r ..
Cha pter
I Honda
I Contents
, Index of vehlcles I &If-Diagnosis
Clearing fault codes without a fault code reader (FCR) . . . . . . . . . .
Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : Index of vehicles
Model
' Accord 1.8i
Accord EFi A4 SOHC ! Accord 2.0i-16 A2 DOHC 16V
i Accord 2.0i SOHC 16V & cat
I. Accord 2.0i F20A8 SOHC & cat
Accord 2.0i Coupe SOHC cat
r Accord 2.21 SOHC 16V cat
Accord 2.21
Accord 2.3i DOHC 16V cat
Awodeck EFi A4 SOHC
Awodeck 2.2i SOHC 16V cat
Ballade EXi SOHC 3W
, Civic CRX
Civic GT
Civic 1.4i 5-door
Civic 1.4i 3-door
Civic 1.5 VEI SOHC 16V VTEC cat
Civic 1.5 LSi SOHC 16V
- Civic Coupe SOHC 16V cat
Civic 1.5i VTEC-E SOHC 16V
Civic 1.51 3- & 4-door
Civic 1.6i-16 DOHC 16V
CRX 1.6i-16 DOHC 16V
Civic 1.6 VT DOHC 16V VTEC cat
CRX 1.6 VT DOHC 16V VTEC cat
Civic t .6 ESi SOHC 16V VTEC cat
CRX 1.6 ESi SOHC 16V VTEC cat
Civic 1.6 VTi DOHC 16V VTEC cat
CRX 1.6 VFi DOHC 16V VTEC cat
Civic 1.6i SOHC 16V
CIVIC 1.6i VTEC SOHC 16V
Civic 1.6i Coupe
Civic 1.6i VTEC Coupe
Concerto 1.5i SOHC 16V cat
Concerto 1.6 DOHC 16V
Concerto 1.6 DOHC 16V auto
Concerto 1.6i SOHC 16V cat
Concerto 1.6i DOHC 16V cat
lntegra EX 16 A2 DOHC 16V
Legend
Legend 2.7 and Coupe SOHC
Legend 2.7 SOHC cat
Legend 3.2 SOHC 24V cat
Retrieving fault codes without a fault code reader (FCR) -
flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
. 4 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 . 6 Self-Diagnosis with afault code reader (FCR) . . . . . . . . . . . . . . . . . . 5 .
1 FauR code table
Engine code
F18A3
A2
820
F20A4
F20A5
F20A7
F2 2A3/A7/A8
F2222
H23A2
A20
F2 2A3/A7/A8
EW3
EW3
EW3
Dl 4A2
Dl 4 M
D15Z1
Dt 5B2
D15B2
D15Z3
Dl 526
Dl 6A9
Dl 6A9
B16A1
B16A1
Dl 626
Dl 626
B16A2
B16A2
Dl 6Y3
D16Y2
D16Y7
D16Y8
Dl 5B2
Dl 6A9
Dl 6Z4
Dl 6Z2
Dl 6A8
Dl6
C25A2
C27A2
C27At
C32A2
Year
1 995 to 1997
1 985 to 1989
1987 to 1989
1 989 to 1992
1 992 to 1996
1 992 to 1996
1 989 to 1996
1 996 to 1997
1 993 to 1996
1 985 to 1989
1989 to 1996
7986 to 1989
t984 to 1987
1984 to 1987
1995 to 1997
1996 to 1 997
1991 to 1995
1991 to 1995
1991 to 1995
1995 to 1997
1996 to 1997
1987 to 1 992
1987 to 1 992
1990 to 1991
1990 to 1 991
1991 to 1997
1991 to 1996
1991 to 1995
1991 to 1 995
1995 to 1 997
1995 to 1 997
1996 to 1 997
1896 to 1 997
1991 to 1 995
1889 to 1 991
1989 to 1 991
1992 to 1 995
1992 to 1 995
1986 to 1 990
1986 to 1 988
1988 to 1 991
1990 to 1 991
1992 to I 997
System
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
13.2 Honda
Model
NSX DOHC 24V VTEC cat
Prelude Fi
Prelude 4WS 2.0i-16 DOHC 16V
Prelude 4WS 2.0i-16 DOHC cat
Prelude 2.0i 16V SOHC cat
Prelude 2.2i VTEC DOHC 16V
Prelude 2.3i 16V DOHC 16V cat
Shuttle 1.61 SWD SOHC 16V
Shuttle 2.2i
Self -Diannosis
The engine management system fitted to
Honda vehicles is Honda PGM-Fi, which
controls the primary ignition, fuel injection and
idle funct~onsfr om within the same control
module.
Self-Diagnosis (SDJ function
The ECM has a self-test capability that
conttnually examines the signals from certain
sng~ne sensors and actuators, and then
compares each signal to a table of
programmed values. If the diagnostic software
determines that a fault is present, the ECM
stores one or more fault codes. Codes will not
be stored about components for wh~cha code
is not available, or for conditions not covered
by the diagnostic software. In models
manufactured before 1992, the control module
generates 2-digit fault codes for display on an
LED set into the ECM casing. In models
manufactured after 1992, the conlrol module
generates 2-digit fault mdes for d~splayo n an
SD warning light on the lacla panel. Fault code
retrieval by FCR is not poss~bleo n vehicles
equipped with Honda PGM-FI.
Limited operating strategy (LOSJ
Honda systems featured in this Chapter
util~seL OS (a tunct~onth at is commonly called
the "limp-ho-me niode"). Once certain faults
13.1 Location of LED set into the ECM
(either just a red, or a red and a yellow)
Engine code
C30A
BZOAl
B2OA7
BZOAQ
F20A4
H22A2
H23A2
Dl 6A7
F22BB
Year
1991 to 1997
1985 to 1987
1987 to 1992
1987 to 1992
1992 to 1997
1994 lo 1997
1992 to 1997
1988 to 1 990
1995 to 1997
have been identified (not all faults wtll initlate
LOS), the ECM will implement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testlng. Once the fault has cleared, the
ECM will revert to normal operation. '
Adaptive or learning capability
Honda systems also util~se an adaptive
function thal will mod~fy the basic
programmed values for most effective
operation during normal runnlng, and with due
regard to englne wear.
Self-Diagnosis (SD) warning Iight
Generally, the majority of Honda models
before 1992 were equipped with an SD
warning light located within the instrument
panel and a red LED mounted on the ECM
(see illustration 13.1). The Legend 2.5i and
2.7i were fitted with both a red and a yellow
LED, the yellow LED being for rpm adjustment
only (these models were not fitted with a SD
connector). Once the ignition has been
switched on, the SD light illuminates as a bulb
check, and after a few seconds extinguishes.
If the SD warning light comes on at any time
when the englne IS running, this indicates that
a fault in the system has been ident~fied.T he
LED mounled IV the ECM w~lfll ash to display
a fault code, whlle the SD warnlng light will
remain illum~natedw ~thoutf lashing. When the
ignition is sw~lched OH, both the SO warning
light and LED will exl~ngulsh. When the
ignition is sw~tchedo n agaln, the SD warning
light will only illumlnale 11 the fault IS still
present and Ihe LED w~lrle sume flash~ngt he
fault code. Th~sc ode will be stored in memory
until cleared by following the procedure
described later.
From approximately 1992 onwards, the
maiority of Honda vehicles are equipped with
an SD connector and SD warning light, while
the LED(s) mounted on the ECM are no longer
fitted. Once the ignition has been turned on,
the SO light illuminates as a bulb check, and
after a few seconds extinguishes. If the SD
warning light comes on at any time when the
System
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
Honda PGM-Fi
2 Self-Diagnosis connector
location
englne IS running, this indicates that a fault in
the system has been identified. If a fault 1s
indicated, bridging the terminals in the SD
connector triggers the SD procedure as
described later.
Note: It is not always pmrble to ptnpotnt the
changeover date from LED to SD connector to
the Honda range. However, rf the ECM is
equipped with an LED and a SD connector is
not fitted, the vehicle belongs to the first
group. The vehlcle belongs to the second
group rf the vehrcle is equipped with a SD
connector and an LED is not frtted to the ECM.
'
I
. I
Models up to 1992
The ECM IS either located under the drlver's
seal or fl'i?ed to the passenger's side footwell,
under the carpet and under a metal cover
(see illustration 13.2). Self-diagnosis is
conducted by observing the behaviour of an
LED, which is mounted in the ECM. An SD
connector is not titted to these vehicles.
Models after 1992
The SD connector is located under the fac~a
on the passenger's side (see illustration
13.3). An LED is not f~ttedto the ECM on
these vehicles.
13.2 ECM located under the passenger's
side carp&, under a metal cover
A Metal cover B Hole to view LED
Honda 13.3
I
a ' I
13.3 Honda SD connector (1992 onwards) 13.4 Fusebox located in the engine cornparhnent I A Location of SD 8 Terminals in SD
connector connector bridged
>, , !3 Retrieving fault oodes
t- without or fa& code reader ',
f (FCR]-fla~hc&e~
Note: During the course of certain rest
procedures, it rs possible for additional fault
codes to be generated. Care must be taken
hat any codes generated during test routines
do not mislead diagnosis. All codes musf
cleared once testing is complete.
Honda models before 1992
&ED on ECMJ
Note: Record the fault codes from the red
LED only. The yellow LED, where fitted, is lor
rpm adjustment checks only.
1 Switch on the ign~t~on.
2 Observe the red LED rnounled In the ECM
caslng (refer to Illustration 13.1).
a) The flashes are transmttted as a straight
count - eg. 15 flashes tndicates code 75.
b) The LED will pause for two seconds
between codes before trensmttt~ngth e
next code.
c) When all codes have been Iransmr~M,
the LED wiN pause far two seconds and
then repeat the sequence.
S Count Ihe number of flashes, and record
each code as ~t 1s Iransm~tted Refer to the
table at the end ot the Chapter to determine
the meanlng of Ihe fault code.
4 If the number of flashes ~ndrcatesa number
for whlch there is no code, the ECM is
suspect Recheck several tlmes, and then
check the earth and supply voltages to the
ECM before flttlnq a replacement.
6 When the ~gnltlon IS switched off, the LED
will extlngu~sh However, the LEO will rasums
flashlng once the ign~tionh as been switched
on again.
6 If the fault@.) have been correct&, the LED
wlll contlnue to flash until the ECM memory IS
cleared. The method is detalled below.
Honda models after 1992
[SD connector)
7 Switch on the ~gnition.
8 Use a jumper lead to brtdge the two
temlnals in the SD connector.
A Warning: A 3-pin -service
check" connector is positioned
aaacent to the SD connector in
some models. This connector
must not be bridged in an attempt to
mirieve fault codes.
9 The codes are d~splayedo n the SD warning
light In the instrument panel. The flash~ng of
Ihe light indicates Ihe 2-d~gifta ult codes as
follows:
a) The two digits are indicated by two series
of #@shes.
b) The irrst senes of flashes mdrcates the
multrples of ten. the second ser~eso f
flashes mdrcates the single units.
c) 2-sw-vnd flashes sepamted by short
intervals indicates fault codes m tens, Isecond
flashes separated by short
tntervals indicaies fault codes m unrts.
d) A short pause separates the tmnsrnrssron
of each indivrdual code.
e) Code number "12" is ~ndrcatedb y one 2-
second flash followed by a shod @use,
then two flashes of 1 second separated
by shon pauses.
I) Code number "8 " is indicated by eght I -
second flashes.
10 Count the number of flashes, and record
each code as ~t 1s transrn~tted Refer to the
table at the end of the Chapter to determine
the meaning of the fault code.
11 If the number of flashes indicates a
number tor whlch there IS no code, the ECM is
suspect. Recheck the code output several
times, and then check the earth and supply
voltages before fating a replacement ECM.
12 After the first code is transmitted, the
warnlng light w~lpl ause and then transmlt the
next ccde.
Location of back-up fuse
13 When all codes have been transmitted, la
the warning light will pause and then repeat
the sequence.
14 Turn off the ignition and remove the
jumper lead to end fault ccde retrieval.
Preferred method
1 Removing a fuse from the fusebox for more
than 10 seconds will clear the fault codes. The
appropriate fuse is given below.
Accord 2.0i (1 990-on) 2.2i, 2.3i,
Prelude 2-04 2.24 2.3i, Civic and CRX
2 Remove the (ECM) back-up fuse (7.5 amp)
(see lllustratlon 13.4).
Civic DX, Bali, Ballade, Integra,
Concerto. Accord 2.0i (1 986-89)
3 Remove the hazard fuse (see illustratbn
13.5).
13.5 Fusebox located in the engine
compartment
Location of hazard fuse
13.4 Honda
Alternative method Codes stored 1
5 Turn off the ignition and disconnect the
battery negative terminal for a period of
approximately 2 minutes.
6 Re-connect the battery negative terminal.
Note: The firsf drawback to this method is that
battery disconnection will re-initialise aN ECM
adaptive values. Re-learning the appropriate
adaptive values requires starting the engine
from cold, and driving at various engine
speeds for approximately 20 to 30 minutes.
The engine should also be allowed to idle for
approximately 10 minutes. The second
drawback is that the radio security codes,
clock setting and other stored values will be
initialised, and these must be re-entered once
the battery has been reconnected. Where
possible, codes should be cleared by
removing the correct fuse.
2 If one or more fault codes are gathered,
refer to the fault code table at the end of ~
Chapter to determine the~rrn eanjng.
3 If several codes are gathered, look fora
common factor such as a defect~ve eanh
return or supply.
4 Refer to the component test procedures kl
Chapter 4, where you will find a meansol
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear ths
codes and run the engine under various
conditions to determine ~f the problem has
cleared.
6 Check the ECM for fault codes once more,
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more information on
how to effectively test the EMS.
In@?
Self
I?c:
Guir
Inirt
' 5 , w-Diegiosiq with e fautt
code wader PCRt
-
No codes stored [ M.
Serial communication facilities are not
provided in vehicles equipped with Honda
PGM-Fi, and it is therefore not possible to
13,8 Fusebox located In the engine retrieve fault codes with the aid of an FCR.
compartment
Location of alternator fuse 6 Quide to bst procedwe~
8 Where a running problem IS experienced,
but no codes are stored, the fault is outs~deof
the parameters designed into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the engine
management system.
9 If the problem points to a specific
component, refer to the test procedures in
Chapter 4, where you will find a means ol
testing the majority of components and
circuits found in the modern EMS.
Legend 2.5i and 2.7i
Remove the alternator fuse bee 1 Manually gather codes as described in
illustration 13.8). Section 3.
Fault code table
Honda PGM-Fi Code
14
15
16
17
18
19
20
21
22
30
31
41
Description
Idle speed control valve (ISCVj or ISCV circuit
Ignition output signal
Fuel injector or fuel injector circuit (Dl582 engine)
Vehicle speed sensor (VSS) or VSS circu~t
Ignition timing
Automatic transmission lock-up control solenoid valve NB
Electronic load detector (ELD) or EL0 c~rcu~t
Spool solenoid valve or spool solenoid circuit
Valve timing oil pressure switch
Automatic transmission fuel injection signal A
Automatic transmission fuel injection signal I3
Oxygen sensor (0s) heater or OS circuit (D16Z6, 01 627,
51 6A2 engine)
hear firflow (WF) sensor heater or L4F sensor circuit
(D15ZI engine)
Fuel supply system or circuit (D16Z6, 01 627, 81 622 engine)
Linear airflow (LAF) sensor or LAF sensor circuit (I31 521
englne
Code Description
0 Electronic control module (ECM) or ECM circuit
1 Oxygen sensor (0s) or OS circuit (except D16A9 engine)
3 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
Manifold absolute pressure (MAP) sensor or MAP sensor
circu~t
Crank angle sensor (GAS) or CAS circuit
Coolant temperature sensor (CTS) or CTS circurt
Throttle pot sensor VPS) or TPS circuit
Top dead centre (TDC) position sensor or TDC sensor
circuit
No. 1 cylinder pos~tion(C lD sensor)
Air temperature sensor (ATS) or ATS circuit
CO pot or CO pot circuit
Exhaust gas recirculation (EGR)s ystem or EGR circuit
Atmospheric pressure sensor (APS) or APS circuit
Chapter 14
Hyundai
Contents
mdex of vehicles Retrieving codes without a tault code reader (FCR) -
Self-Diagnosis flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Clear~ngfa ult codes without a fault code reader (FCR) ......... 4 Self-Diagnosisc onneMor location ........................... 2
Gu~det o tsst procedures ................................ 6 Self-D~agnosisw ith a fault code reader (FCR) ................. 5
lntroduct~on ............................................ 1 Fault code tables
Index of vehicles
Model
Accent 1.3i SOHC
Accent 1.5i SOHC
Coupe 1.6 DOHC 16V
Coupe 1 .B DCHC 16V
Coupe 2.0 DOHC 16V
lanlra 1 .Si SOHC cat
Lantra 1.6i DOHC cat
tantra 1.6 DOHC 16V
lantra 1.8i DOHC cat
Lantra 1.8 DOHC 16V
Pony X2 1.5i SOHC cat
S Coupe 1.51 SOHC cat
S Coupe 1.51 SOHC
S Coupe 1 51 turbo SOHC
Sonala 1.8 SOHC
5anata 2.0 SOHC
Sonata 2.0 16V DOHC
Sonata 2.4 SOHC
Sonata 3.0i SOHC
Engine code
G4GR
G4GM
G4GF
4G1 S/G4J
4G61
G4G R
4G6 7
G4GM
4G151G4.l
4G151G4J
Alpha
Alpha
4G62
4G63
4G64
V6
Year
1995 to 1997
1995 to 1 997
1 996 to 1997
1996 to 1997
1996 to 1997
1993 to 1995
199' to 1995
1996 to 1997
1992 to 1995
1996 to 1997
1990 to 1994
1 990 to 1992
1 992 to 1996
1992 to 1996
1989 to 1992
1989 to 1 992
1992 to 1997
1989 to 1992
1994 to 1997
System
Hyundai MPi 14
Hyundai MPi
Hyundai MPi
Hyundai MPI
Hyunda~M Pi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Bosch Motronic M2.10 1
Bosch Motronic M2.7
Hyundal MPi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Hyundai MPi
Self-Diagnosis
fault codes. Codes will not be stored about sensor signal. This enables the vehicle to be
components for which a code ts not available, safely driven to a workshopfgarage for repair
or for conditions not ccvered by the or testing. Once the fault has cleared, the
diagnostic software. ECM w~lrle vert to normal operation.
In Hyundai MPi, the ECM generates 2-digit
The engine management systems f~ttedt o fault codas for refr~evabl oth by FCR and by Or learning capabi'iw
manual means as flash codes. In Bosch Hyundal systems also utilise an adsplive
versions v2e.7h.i c2le.1s0 .I1q claudned H'Oysucnh dai MPI. All Motronic M2.7 and M2.10.1, 4-dlg1t flash function that will modify the basic
codes are generated for retrieval by manual programmed values for most effective
Hyundai engine management 'ystems means, and 2 or 3-digit codes are generaled operation during normal running, and with due
pri'naQ' ignltlonf and idle for retrieval by an FCR. Refer to the fault code regard to engine wear.
fwrct~onsfr om within the same ECM. tables at the end of this Chapler. Self- Diagnosis (SD) warning Iight
Self-Diagnosis (SbJ function Limifed operating strategy (LOSJ Many Hy undai vehicles are equipped w~tha
Each EcM has a self-test capability that Hyundai systems featured in this Chapter facia-mounted SD warning light located wllhln
contlnuall~e xamines the signals from certain ut~l~sLQeS (a function that 1s commonly called the instrument panel. If the light illuminates at
engine sensors and actuators, and compares the "limp-home mode"). Once certain faults any time during a period ot engine runnlng,
each signal lo a table of programmed values. have been identified (not all faults will initiate the ECM has d~agnosedp resenceof a system
If the d~agnost~sco ftware deterrn~nesth at a LOS), the ECM will implernenl LOS and refer fault. The warning light can also be triggered
faull IS present, the ECM stores one or more to a programmed default value ralher than the (some systems) to transmit flash codes.
14-2 Hyundai
14.1 Location of 80 connector in fusebox
All Hyundai models
The Hyundai SD connector IS in the fusebox
on the driver's left or righl-hand (driver's) side
and under the facia (see Illustrations 14.1
and 14.2). The SD connector IS provided for
both flash code and FCR retrieval purposes.
S W&tkgcodeawfthwta
Lutr&tsader(FCR)-
flash codes
Note: During the course of cerfarn test
procedures, ri is possrble for addltronal fault
codes to be generated. Care must be taken
I
14.2 Analogue voltmeter attached to SD connector
terminals A and 6
' I that any codes genemted during test routines
do not mislead diagnosis. All codes must be
cleared once testing is complete.
Hyundai MPi without SD
warning light (voltmeter method)
1 Attach an analogue voltmeter between the
A and B terminals in the SD connector (see
illustration 14.2).
2 Switch on the ignition.
3 If the ECM has stored one or more fault
codes, the voltmeter needle will begin to
sweep between a higher and tower level. If no
codes are stored, the needle will remain level.
The voltmeter sweeps may be interpreted as
follows:
a) The first series of swings indicates the
rnu/fipleso f ten, the second ~8ho8f ~
swings rndrcates the single units.
bJ The voltmeter needle will move for a
longer period of deflection when
transmitting codes in tens, and a shorter
spell of deflection for units. if no faults are
found, the meter will indicate regular
onloff pulses.
4 Caunt the number of weeps in each seri~,
and record each code as it is transmitted.
Refer to the tables at the end of the Chapter
to determine the meaning of the fault code.
5 Turn off the ignition and remove the
voltmeter to end fault code retrieval.
Hyundai MPi
without SD warning light
(LED test light method)
8 Attach an LED diode test light between the
A and B terminals in the SD connector (see
illustration 14.3).
7 Switch on the ignition
8 After approximately 3 seconds, the codes
are displayed as 2-digit flash codes on the
LED as follows:
a) The two digits are indicated bv two series
$yyJ\F 14.3 LED diode llgM attached to
K~F- DIAGNOSTIC
CONNECTOR
-
of flashes.
b) The first series of flashes indicates the
multiples of ten. the second series of
flashes indicates the s~ngleu nits.
c) Tens am indicated by 1.5-second flashes
separated by 0.5-second pauses. Units
are md~catedb y 0.5-second flashes
separated by 0.5-second pauses.
d) A 2-second pause separates the tens
from the units.
el Code "42" is tndicated by four 1.5-second
flashes, a 2-second pause, followed by
two 0.5-second flashes.
9 Count the number of flashes in each series,
and record each code as it is transmitted.
Refer to the tables at the end of the Chapter
to determ~neth e meaning of the fault code.
10 The codes will be displayed sequentially,
and repeated after a 3-second pause.
11 Transmission of eight on/off pulses of 0.5
seconds, repeated after a pause of 3
seconds, indicates that no faults are stored.
12 Turn off the ignition and remove the test
tight to end fault code retrieval.
Hyundai 14*3
I-I. .
14.4 Hyundai MPi: Jwnwr lead attached
to SD connector terminals A and B
A Earlh 8 SD Term~na8l
- terminal A C Jumper lead
Hyundai MPi
with SD warning light
13 Switch on the ~gnitibn.
14 Use a jumper lead to br~dgeth e A and B
terminals in the SD connector (see
Hlustration 14.4)
I 15 Atler approximately 3 secorids, the codes
are displayed as 2-digit flash codes on the SD
warning l~ght In the same way as for a
warate LED (see paragraphs 8 lo 11 above).
16 Turn off the ignition and remove the
)urnper lead to end fault code retrieval.
Bosch Motronic M2.7 and 2.10.1
Mote: 4-digit flash codes retrieved manually
may be different to those codes displayed
wrlh Ihe a~dof an FCR. Refer to the fault code
tables at the end of this Chapter, in the
cotuumn headed "Flash code".
17 Switch on the ignition.
18 Use a jumper lead to br~dgeth e A and B
terminals in the SD Connector (see
Illustration 14.5).
19Remove the jumper lead after
approxjmately 2 to 3 seconds.
20 The warning l~ghwt ill begin to flash the 4-
dlglt tault codes as follows:
el The four digrfs are indicated by four series
of flashes.
bJ Tho first series of flashes tndicates the
first digit, the second senes of flashes
indicates the second digit, and so on until
all 4 dtgdts have been flashed.
c) Each series consists of a number of I - or
2-second flashes, separated by short
pauses (0.5 seconds). Each integer (whole
number) in the range 1 to 9 is represented
by a number of 7.5-second flashes.
dJ A 2.5-second pause separates each
series of flashes.
e) The code number " 1233" rs indicated by a
1.5-second flash, a 0.5-second pause,
two 1.5-second flashes, a 0.5-second
pause. three 1. &second flashes. a 0.5-
second pause and three 1.5-second
flashes. After a 2.5-second pause. the
code will be repeated.
2? Gount the number of flashes In each
series. and record the code. Refer to the
tables'at the end of the chapter to determine
the rneaning of the fault code.
22 The code wilt be constantly repeated until
the jumper lead IS used to bridge the A and 8
terminals in the SD connector once more.
Remove the jumper lead after approx~mately2
to 3 seconds, and the next fault code will be
drsplayed.
23 Continue this procedure until all stored
codes have been displayed. End of code
transmission will be indicated on the SD
warning light by code "3333".
24 Turn off the ignition and remove the
jumper lead to end fault code retrieval. L
14.5 Bosch Moiranic: Jumper lead
4 Ckerihg fault cod& *but attached to SD connector tumlnals A and B
a fault cod& reader (feh) A Eedh - 6 SD Terminal B
teminal A C Jumper lead
Hyundai MPi methods described almve untll code '3333" is
transmitted.
1 Turn off the ignition and disconnect the 4 the jumper lead to bridge the A and B
battery negative terminal for a ,period of terminals in the SD mnnector for 10 -on&,,
approximately 15 seconds. and the codes wi!l be cleared.
2 Reconnect the battery negatlve terminal.
Note: The first drawback to this method is that
battery disconnection wi/l re-~nitialisea N ECM
adaptive values. Re-learntg the appropriate
adaptive values requires starting the engine
from cold, and driving at various engine speeds
for approxin~ately2 0 to 30 minutes. The engine
shouldalso be atlowed to idle for approxrrnately
10 minutes. The second drawback is that the
radio security codes, clock selting and other
stored values will be mrtialised. and these must
be re-entered once !he battery has been
reconnected. Where possrble, an FCR should
be used for code clearing.
Bosch Motmnic 2.10.7 and M2.7
3 Retr~eve codes from the ECM by the
-
Note: During the course of certain test
proc8dures. it rs pvss~ble for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mslead dragnosis.
A// Hyundai models
1 Connect an FCR to the SD connector, and
use the FCR for the following purposes, in
strict compliance with the FCR manufacturer's
instructions (see illustration 14.8):
14.6 FCR attached to SD
connector
A SD connector
B The slave battery provides
supply voltage /or the FCR /
14*4 Hyundai
a) Retrieving fault codes.
b) Clearing fault codes.
2 The FCR may be able to display both 4-
digit flash codes and/or 2-digit fault codes.
Refer to the fault code tables at the end of this
Chapter, in the column headed "Flash code"
or "FCR code" as appropriate.
3 Codes must always be cleared after
component testing, or after repairs involving
the removal or replacement of an EMS
component.
1 Use an FCR to interrogate the ECM for fault
codes, or manually gather codes as described
in Sections 3 or 5.
Codes stored
2 If one or more fault codes are gathered,
refer to the fault code tables at the end of this
Chapter to determine their meaning.
3 )f several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures in
Chapter 4, where you will flnd a means of
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear the
codes and run the engine under various
conditions to determine if the problem has
cleared.
6 Check the ECM for fault codes once mom
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more information pn
how to effectively test the EMS.
No codes stomd k
8 Where a running problem is experiend,
but no codes are stored, the fault is outsidad
the parameters designed into the SD system.
Refer to Chapter 3 for more informationon
how to effectively test the engin
management system.
9 If the problem points to a specle
component, refer to the test procedures in
Chapter 4, where you will find a meansol
testing the majority of components and
circuits found in the modern EMS.
Fault code tables
Hyundal MPi
FtasW Description
FCR oode
11 Oxygen sensor (0s)or OS circuit
12 Airflow sensor (AFS) or circuit
13 Air temperature sensor (ATS) or ATS circuit
14 Throttle position sensor (TPS) or circuit
15 Motor position sensor
21 Coolant temperature sensor (CTS) or CTS circuit
22 Crank angle sensor (GAS) or circuit
23 Cylinder number one top dead centre (TDC) sensor or
TDC sensor circuit
24 Vehicle speed sensor (VSS) or VSS circuit
25 Atmospheric pressure sensor (APS) or APS circuit
41 Injector or circuit
42 Fuel pump or circuit
43 No faults found in the ECM. Proceed wlth normal
diagnostic methods
44 Ignition coil
59 Rear oxygen sensor (0s) or OS circuit
Bosch Motmnic 2.7 and 2.10. I
Flash FCR Dewription
code code
1121 36 Electronic control module (ECM) or ECM circuit
(Motronic 2.7)
1122 - Ele.ctronic control module (ECM)
1233 - Eleztronic control module (ECM), read only
memory (ROM) failure
1234 - Electronic control module (ECM), random access
memoty (RAM) failure
2121 - Manifold absolute pressure (MAP) sensor or MAP
sensor circult
2721 21 Turbo wastegate solenoid valve or circuit
(Motronic 2.7)
2222 - Start of fault code output
3112 17 Injector Number 1 or injector circuit
3114 04 Idle speed control valve (ISCV) or ISCV circuit
3116 16 Injector Number 3 or injector circuit
3117 07 Vane airflow sensor (AFS) or AFS circuit
31 21 49 Manifold absolute pressure (MAP) sensor or MAP
sensor circuit {Motronic 2.7)
3122 22 Idle speed control valve (ISCV) or ISCV circuit
3128 28 Oxygen sensor (0s) or OS circuit
Flash
CMie
3135
3137
FCR
code
05
37
Description
Carbon filter solenoid valve (CFSV) or CFSV cirail
Battety voltage supply to electronic control
module (ECM) or circuit
Coolant temperature sensor (CTS) or CTS circul
Air conditioning (A/C)
Boost pressure signal or circuit (Motronic 2.7)
Manifold absolute pressure (MAP) sensor or MAP
sensor circuit
Throttle pot sensor VPS) or TPS circuit
Crank angle sensor (CAS) or CAS circuit
Knock sensor (KS) or KS circuit
Camshaft position sensor (CMP) or CMP circuit
Knock sensor (KS) or KS circuit (Motronic 2.10.1)
Electronic control module (ECM) (Motronic 2.n
Camshaft position sensor (CMP) or CMP circuit
Cylinder identification (CID) sensor or CID sensor
circuit
Electronic control module (ECM) (Motronic 2.7)
.- . LE.i-
Pdi
W..
C::?:
GI.::
Lriii-
. .
Knock sensor (KS) or KS circuit
Injector Numbr 2 or injector circuit
lnjector Number 4 or injector circuit
Electronic control module (ECM) or ECM circuit
(Motronic 2.10.1)
Electronic control module (ECM) or ECM circuit
(Motronic 2.10.1)
Electronic control module (ECM) or ECM circuit
(Motronic 2.10.1)
End of fault code output
Fuel pump or fuel pump circuit (Motronic 2.1 0.1)
Oxygen sensor (0s) or OS circuit (Motronic
2.10.1)
Airffuel control fault (Motronic 2.7)
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Electronic control module (ECM)
Manifold absolute pressure (MAP) sensor or MAP
sensor circuit
Boost pressure signal or circuit (Motronic 2.7)
No faults found in the ECM. Proceed with normal
diagnostic methods
I

.-
15.2 lsuzu
I1 Turning off the ignition and disconnecting component testing, or attw repairs i
the connactors or jumper lead will end fault the removal of an EMS component.
code retrieval. , , , , > , , ,
,," ,,+,, ,
,, , ,
,, , , id;, ~~*~ns; ' -
,:, ,,, , ,, . ,,
,;,; ,
,,> ,,, ,,,< , ,,,,
, ,", ," I , ,,> ,, ,I,,, '
, ,, ,,,",A,
, ,, <
<,,, ^ , .
,,>, , .A, ,,"
,, ,
,,,", ,, ,
, <, ,
, ,,,
,,,, ,
, , , A,, ,+,< .,,",,
, , ,,, ,,; ;; ,<:,<:;<:,
,A< 1 Use and FCR to interrogate the E
Piaaa Turbo models fault codes, or manually gather co
described in Sections 3 or 5.
1 Turn off the ignition and remove fuse 4 Codes stored
15.3 Location of SD connector for Trooper Imated the junction 'Ox.
#re seH-test by Note: The drawback to Ihts mmod Is that the 2 If one or more fault codes are galnerd,
the terminals radio secunty codes, clock setting and other refer to the fault code tabl~at the end of thb
stored values will be initialised. and these Chapter to determine their meaning.
b, The Of mdicates the must be re-entered once the fuse is refitted. 3 If several codes are gathered, lo
multiples of ten, the second series of Where possible, an FCR should be used for common factor such as a defective earth
flashes indicates the single units. code clearing. return or supply.
c) Tens and units are tndicated by 0.4-second 4 Refer to the component test procedures in
flashes, separated by a shop~a use. Trooper models Chapter 4, where you will find a rneaas of
d, Apause seconds separates tens 2 rum off the ignition and remove fuse 13 testing the majority of components and
and units. from the fusebox. Fuse 4 may be removed circuits found in the modern EMS.
e) A 3.2-second pause separates the instead, but removing fuse 13 obviates the 5 Once the fault has been repaired, clearthe
transmission of each indivjdual code. need to reset the radio and clock. codes and run the engine under various
f) Code number "72' is rndicated by one
0.4-second flash. Iollowed by a 1.2- ,l+v,,I .li...ll.P. .Y:+:. ' , ,+, + ,-
conditions to determine if the problem has
, A,,,. , > ,,, ,"",,A,z, , cleared. second pause, then two flashes of 0.4 :$,;:,' ,,+A ,a secorids in quick succession. c,
, , ,
:: , ,, ,,, 6 Check the ECM for faul codes once rn~o.
,, , , >,, ,
A,, ><,,
0 Count the number of flashes in each senes, ,, <+ , ; ,, ,
, , , , , <, , , Repeat the above procedures where codes
and record each code as it is transmitted. , , ,,, ,,, , ' "~.:'":'':x:t , , , 'I, , I, : are stdl being stored.
Refer to the table at the end of ihe Chapter to
' 7 Refer to Chapter 3 for more information on
determine the meaning ot the fault code. Note: During the course of certain test how to effmively test the EMS.
Fault codes are In sequence, and procedures, it is possible for additional fault
three time5b efm the next codei s coder to be gem". Care must be taken COdM
transmitted. that any codes generated dunng test routines 8 Where a running problem is exper~enced,
B On Piazza Turbo models, when code do mislead diagnosis. but no codes are stored, the fauR is oulside ol
number "12" is transmitted, this indicates the lsuZu mode/s the parameters desrgned into the SD system.
start of the test procedure. If "12" IS repeated Refer to Chapter 3 for more information on
constantly, no faults are stored. 1 Connect an FCR to the SD connector. Use how to effectively test the engine management
9 On Trooper models, when code number the FCR for the following purposes, in strict system.
"12" is transmitted, th!s indicates that the compliance W!th the FCR manufacturer's 9 If the problem points to a specific
engine has not been started and faults have instructions: component. refer to the test procedures in
not been stored. a) Retrieving fault codes. Chapter 4. where you will find a means of
10 Continue processing until all stored codes b) Clearing fault codes. testing $he majority of components and
have been retr~eveda nd recorded. 2 Codes must always be cleared after circuits found in the mcdem EMS.
Fault code table
Isuzu /-Tee
Flash1 Description
FCR code
12 Englne 1s not started (Trooper)
12 Start of fault code output (Piazza)
13 Oxygen sensor (OS} or OS circu~t
14 Coolant temperature sensor (CTS) or CTS circuit
15 Coolant temperature sensor (CTS) or CTS circuit
21 Throttle sw~tchIT S), ~dlean d full-load contacts both closed
22 Starter signel circuit
23 Power transistor for ign~liono r circuit
25 Vacuum switching valve system for pressure regulator or
circuit
26 Carbon finer solenoid valve (GFSVj or GFSV circu~t.h igh
voltage
27 Carbon tllter solenoid valve (CFSVj or CFSV circuit, low
voltage
33 Fuel lnjector system or fuel injector circuit
35 Power transistor for ignition or circuit
:
Flash1 Description
FCR code
41 Crank angle sensor (GAS) or CAS circuit
43 Throttle swkch (TS)f,ul l-load switch
44 Oxygen sensor (0s) or OS circuit
45 Oxygen sensor (0s) or OS circuit
51 Electronic controt module (ECM) or ECM circu~t
52 Electron~cc ontrol module (ECM) or ECM cwcuit
53 Vacuum switching valve system for pressure regulator or
circu~t
54 lgnition control
61 Airflow sensor (AFS) or AFS circuit
62 Airflow sensor (AFS) or AFS circuit
63 Vehicle speed sensor (VSS) or VSS circutl
64 Fuel ivjwtor system or fuel injecior cucult
65 Throttle switch ITS), full-load switch
66 Knock sensor
72 Exhaust gas regulat~on( EGR) or EGR circuit
I
I
73 Exhaust gas regulat~on(E GR) or EGR circuit t
i
!
1 Jaguar
1 Contents I Mex of vehlcles Retrieving fault codes without a fault code reader (FCRJ . . . . . . . . . 3
W-Megnosis Selt-D~agnosisc onnector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Claaring fault codes without a fault code reader (FCRj . . . . . . . . . . . 4 Self-Diagnosis with a fauR code reader (FCR) . . . . . . . . . . . . . . . . . . 5
N~deto test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fault code tables
htroduction . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 1
Index of vehicles
Model Englne code Year
This Chapter
XJGISovereign 3.2 WHC cat AJ-6 1990 to 1 994
XJGISovereign 3.6 24V AJ-6 1 986 to 1989
WSovereqn 4.0 AJ-6 1991 to 1997
U-S 4.0 AJ-6 1991 to 1997
Ptfier Jeguar vehictealaystems not covered by this book
Oouble 6 6.0 SOHC cat V12 1993 to 1 994
V12 6.0 SOHC cat Vt2 1993 to f 994
- XJ6 3.2 DOHC 24V AJ16 1994 to 1997
XJ6 4.0 Sport AJ16 1894 to 1997
XJR 4.0 Supercharged AJ16 1994 to 1997
XJ-S V12 6.0 V7 2 1993 to 1996
U-S V12 6.0 R-cat V12 1993 to t 997
U12 6.0 V12 SOHC V12 1 994 to 1997
XJ-S & XJSC V12 OHC V12 1990 to 1993
U-S B XJSC V12 R-cat V12 1990 to 1993
Self-Diaanosis Y
,,< ':,, : ,',
, ;,' ,,..,, '
, , z : +j,~~c~:~:~,~
Lucas LH-9CU and LH-15CU systems
,,,: , , , z , v , ,, generate 2-digit fault codes for retrieval and
,, ,,,,, :
,,a, A,
,
.< ,
, , ,",~ ,,< , , display on the facia-mounted vehicle
', >
, ; ";<:,;:, , ,,,"
, , < :,
", , ,. , condltlon monitor, and for retrieval by a
dedicatd FCR.
I The engine management systems (EMS?.) Wed to Jaguar vehctes are mainly of Lucar
origin, and include LH-SCU, LH-1 SCU, LH-
26CU and LH-36CU. All Jaguar engine
management systems control primary
gnition, fuelling and idle functions from within
Ce same control module, iucas LH-9CU and
LH-t5CU atone are coveted by this book.
Fault code tables and methods of retrieving
data for other models were not available at
the time cl going to prcss. However, ~t is
certain that a dedicated fault code reader
(FCR) is requlred to retrieve codes and other
data from the majority of Jaguar models.
Self-Diagnosis (SDJ functlon
Each ECM has a self-test capability that
conl~nuelly examines the signals from certain
englne sensors and acluetors, which then
compares each siqnal to a table of
Limited operating strategy (LOSJ
Jaguar sys!ems featured In this Chapter
utilise LOS (a function that is commonly called
the Ylmp-home mode"). Once certain codes
have been identified (not all codes will initiate
LOS), the ECM will ~rnplement LOS and refa
to a prcgrammed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Jaguar systems also utilise an adaptive
function that will modify the basic
programmed values for most eHectlve
operatlnn during normal running, and with due
regard to engine wear. I programmed values. If the diagnostic
software determrnes that a fault is present, the Self"Diagnoais (SDl di lay
ECM stores one or more fault codes. Codes moxor~ I will not be stored about components for Jaguar models are equipped w~tha faclawhich
a code is not available, or for condltions mounted SD display panel called the vehicle
not covered by the diagnostic software. condition monitor.
System
LUCS LH-1 5CU
LUCL~H-Q CU
Lucas W-1 5CU
Lucas LH-ISCU
Lucas LH-36CU
Lucas LHd6CU
Lucas GEMS
Lucas GEMS
Lucas GEMS
Lucas LH-36CU
Lucas LH-36CU
Lucas LH-36CU
Lucas LH-26CU
Lucas LH-26CU
The SD connector provided for FCR use is
located in front of the battery in the englne
companment. The connector is usually
coloured brown, round and is of &pin design.
In addition, the vehicle is equipped with a
vehicle condition monitor (VCM) fw fault code
retrieval. The VCM is mounted below the
instrument paner (see iltustration 18.1).
18.1 Vehicle condition monkor
I Button 3 VCM display clew
2 Code display button
16.2 Jaguar
3 Retrieving fauk codes
without a fault code reader
(FCR)
Note: Durrng the course of certain test
procedures, it is possible lor additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead dragnosis. Codes must be
cleared once testing is complete.
I Fault codes can be relr~evedfr om Jaguar
vehicles via the vehicle cond~tion monltor
rVCM).
2 If the engine is running, stop the engine by
turning off the ign~t~oannd wait for a m~nimum
period of 5 seconds before proceeding.
3 Swtlch on the ignit~on.
4 Press the VCM button on the facia and
codes will be displayed. H an asterisk appears
on the VCM display, multiple faults have been
detected.
5 Turning off the ignition ends fault code
te1r:eval.
1 Turn off the ignition and disconnect the
battery negative terminal for a per~odo f at
least 30 seconds.
2 Reconnect the battery vegative terminal.
Note: The first drawback to this method is that
battery disc~nnectton wrll re-initialise all ECM
adaptive values. Re-learning the appropriate
adaptive values requires starling the engrne
Fault code tables
from cold, and driving at vanws engine speeds
fw approximately 20 to 30 mmutes. The engine
should also be allowed to idle for approximafely
7 0 minutes. The second drawback is that the
radio secunfy codes, clock setting and other
stored vaiues will be initialised, and these must
be re-entered once the battery has been
reconnected. Where possible, an FCR should
be used for code clearing on these vehicles.
Note I: During the course of certain test
prucedures, rt IS possible for additional fault
codes to be generated. Care must be taken
that any codes genwared during test rout~nes
do not mislead dragnosis.
Note 2; Faulf code tables and methods of
retrieving data for sysfems other than Lucas
LH-9CU and LH-ISCU were not available at
the time of going to press. However, it 1s
certain that a dedicated FCR is required to
retrieve codes and other data from the
majority of Jaguar modeis.
All Jaguar modeis
1 Connect an FCR to the SD connectoi. Use
the FCR lor the fotlowlng purposes, in strict
compliance with the FCR manufacturer's
lnstrlictions:
a) Retrieving fault codes.
6) Clearing fault codes.
2 Codes must always be cleared after
component testing, or after repatrs ~nvolving
the removal of an EMS component.
Fault coda Description
01 Throttle pot swnsor (TPS) or TPS circuit
02 Airflow sensor (AFS) or AFS circu~l
03 Coolant temperature sensor (CTS) or CTS circu~t
04 Throttle pot sensor (TPS) or TPS circuit
05 TP$ or circuiVAFS or c~rcuit
06 TPS or circuiVAFS or circuit
07 Vehicle speed sensor (VSS) or VSS circi~~t
Lucas LH- 15CU
FCR code
11
12
14
16
17
18
Descripaon
Throttle pot sensor VPS) or TPS circuit
Airflow sensor (AFS) or AFS circu~t
Coolant temperature sensor (CTS) or CTS circuit
Air temperature sensor (ATS) or ATS circuit
Throttle pot sensor UPS) or TPS circuit
Throttle pol sensor VPS} or TPS circuit, s~gnarle sistance
low at idle
Airflow sensor (AFS) or AFS circu~ls, ignal resistance low
at ~d(allter~na tive code)
Throtlle pot sensor [TPS) or TPS circuit, signal resistance
high at idle
6 Gukle to test procedures
1 Use an FCR to interrogate the ECM for faun
codes, or display the cades on the VCM, as
described in Sections 3 or 5.
Codes stored
2 If one or rriore fault codes are gathered
refer to the fault code tables at the end ofthil
Chapter to determ~ne!h e~rm ean~ng
3 If several codes are gathered. look fwi
common factor such as a delect~ue eartl
Con
Index of :
Sd-Dia~
I Clearing i
/ Guide to i Intmduct:
return or svpply.
4 Refer m the component tea Drocedur. in I ~nd~
Chapter 4, where ;ou will find a means of -
testing the majority of components and Model
c~rcuitsfo und in the modern EMS. I Mentor 1
5 Once the facllt has been repaired, clear tk Spofla5
codes and run the engine under varlous SpOHaG:
cond!:~ons to determine if the problem has
cleared.
6 check the EcM lor fault codes once more. t ~- ei
Repeat the above procedures where codes -
are still be~ngs tored.
7 Refer to Chapter 3 for more !nformatron on 1 ;I:
how io effect~velyt est thb EMS.
No codes sfored
8 Where a runnlng problem IS experienced, but
no codes ars stored, the fault IS bubde of tne
paramelers designed Into the SD system Refer
to Chapter 3 for more ~nformat~oonn how to
effectively test the englPe management system
9 If the problem points to a specific
component, refer to the test procedures In
Chapter 4, where you w~ltl ~a~ medans ol
test~ng the malor~ty of components and
clrcults found in the modern EMS
- - -
FCR code Description
19 Airflow sensor (AFS) or AFS circuit, slgna! resistance h~gh
at Idle (alternat~vec ode)
22 Heated oxygen sensor (0s)o r OS circuit
22 Fuel pump or fuel pump circuit
23 Fuel supply or circuit, r~che xhaust indicated
24 lgnltlon amplifier su~plyo r circu~t
26 Oxygen sensor (0s) or OS circuit, lean exhausWvacuum
leak
29 electron:^ control module (ECM), self check
33 Fuel injector or fuel injector circuit
34 Fuel Injector or fuel injector circuit
37 Exhaust gas rec~rculation(E QR) solenoid circu~t
39 Exhaust gas recirculation (EGR) circuit
44 Oxygen sensor (0s) or OS circuit, rich or lean condition
46 Idle speed control valve (ISCVj coll 1 or ISCV clrcurl
47 Idle speed control valve (ISCV) toll 2 or ISCV c~rcuit
48 Idle speed control valve (tSCV) or ISCV c~rcuit
68 Vehicle speed sensor (VSS) or VSS c~rcuitI,n correct slgnal
voltage
69* Neutral safety switch circu~t,e nglne cranks In drive.
89 Carbon filter solenoid valve (CFSV) or CFSV c~rcu~t
*Note: 1990 and 1991 models: Code 69 may be set erroneously if
voltage dmps sufficiently dhrrng cranking. Check battery and therr
rolary switch adjustment to remedy.
Kia '.
and f2
syste~
injectl~
same (
Seif-
Tne
t
j self-t:
actua
table
soRvv
ECM
ECM
corn:
Retrlevlng fault codes without a tault code reader (FCR) -
flashcodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Charing fault codes without a fault code reader (FCR) ........... 4 Self-Diagnosis connector location ....................... 2
Guide to test procedures .................................. 6 Self-Diagnosis wlth a tault code reader {FCR) .............. 5
htmduction .......................................... 1 Fault code tables
Index of vehicles
Engine code Year System
Mentor 1.6i SOHC BV 1995 to 1997 Kla €GI
Sportaye 2.01 SOHG 8V FE 1995 to 1997 Bosch Motronic M2.10.1
Sportage 2 01 DOHC 16V FE 1995 to 1997 Bosch Motronic M2.10.1
or for conditions not covered by the for most effectwe operation during normal
-1 Introduction diagnostic software. Kia systems generate 2- running, and with due regard to engine wear.
dlg~t fault codes (Kia EGI) or 3-digit fault
codes (Bosch Motron~c2 .10.1) for retrieval by
manual means or by a dedicated fault code 2 Sell-Wwn~isco nnector
K:aveh~clesareequippedw~ththeK~aEGrei ader'FGR). location
and ~oscti Motronrc engine management Ljmitedoperatingstrategy(LOS)
rystems that primary 'gnltlon' fuel Kia rys?ema featured in this Chapter vtillse Note: I(ia SD co ,,!, ecfoi pmnded
injection and Idle functions from withln the
same control module
'a function that is commonly the for retrreving flash codes and for dedicated
"limp-home mode"). Once certain faults have
Self- Diagn osis (SD) function been identified (not all faults will lnltlate LOS), FCR
the ECM will implemeni LOS and refer to a Mentor f,6i (EGi) The electroncico ntrol module(E CM) has a programmed default value rather than the
selCtest capability that continually exarnlnes sensor signal, This the vehicle to be The SD connector 1s attached to the englne
Ihe s~gnalsfr om certain englne sensors and safely driven to a workshop,garage for repair compartment bulkhead (see illustration
actuators, and then Compares each signal to a or testlng, Once the fault has cleared, the 17*11-
table of programmed values. If the diagnostic ECM will revert to normal operation,
software determines that a fault IS present, the Sportage 2.0i (Bosch Motronic]
ECM stores one or more fault codes in the Adaptive or learning =~abili@ The SD connector is located behind the
ECM memory. Cwes will not be stored about Kla systems also utilise an adaptive function airflow sensor, adlacent to the left-hand inner
components for whlch a code is not ava~lable, that will modify the basic programmed values wing (see illustration 17.2).
compartment (atrowecl)
17.1 'The SO connector attached to the bulkhead in the engine 17.2 The SD connector located behind the airflow sensor in the
engine compartment (armwed)

Flash FCR Description
eode eode
12 053 Throttle pot sensor VPS) or TPS circuit
Engine speed sensor 15 028 Oxygen sensor (0s) or OS circuit
CyWndsr identification (C1D) sensor or CID sensor circuit j7 065 Oxygen sensor (0s) or OS circuit
A~rflows ensor (AFS) or AFS circuit 18 01 7 Injector valve No. 1 or Injector valve circu~t
Coolant temperature sensor {CTS) or CTS circuit 18 01 6 Injector valve No. 2 ar Injector valve circuit
Ar temperature sensor (ATS) or ATS circuit 20 035 tnjector value No. 3 or Injector valve circuit
Throttle pot sensor (TPS) or TPS circuit 21 034 Injector valve No. 4 or In~ectovr alve circuit
Atmospheric pressure sensor (APS) or APS circuit 24 003 Fuel pump or circuit
Oxygen sensor (0s)o r QS circuit 26 005 Carbon filter soleno~dv alve (CFSVj or CFSV circuit
Oxygen sensor (0s) or OS circuit 28 121 Exhaust gas recirculation (EGH) velve or EGR
Fuel pressuw regulator solenoid valve circuit
Carbon filter solenoid valve (CFSV) or CFSV circuit 34 004 Idle speed control valve (ISCV) or ISCV circuit
Idle speed control valve IlSCVj or ISCV circuit 35 103 Oxygen sensor (0s) or OS circuit
36 102 Oxygen sensor (0s)o r OS circuit
h Motmnic M2.10.1 37 104 Oxygen sensor (0s) or 0s circuit
FCR Description 46 136 kr conditioning (A/C)
48 141 Eletronic control module (ECM)
047 Crank angle sensor (GAS) or CAS circuit 48 142 Electronic control module (ECM)
008 Cylinder identification (CID) sensor or CID sensor 49 143 Electronic control module (ECM)
circuit 56 22 Idle speed control valve (ISCV) or ISCV circuit
229 Cylrnder identificat~on(C ID) sensor or CID serlsor 57 040 Air condltan~ng(A K)
circuit 73 009 Crankanglesensor(CAS)orCAScircuit
007 Airflow sensor (AFS) or AFS circuil 88 154 Electronic control module (ECM)
045 Coolant temperature sensor (CTS) or CTS circuit 99 153 Electronic control module (ECM)
169 Electronic control module (ECM) 99 037 Battery voltage supply to ECM, voitage low
I Mx of vehicles Retrieving faults without a fault code reader (FCR) . . . . . . . . . . . . . . 3
&If-Diagnosis Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Crsar~ng faults without a 7ault code reader (FCR) . . . . . . . . . . . . . . . 4 Self-Diagnosis with afauk ccde reader (FCR) . . . . . . . . . . . . . . . . . . 5
Qu'ie to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 FauA table
htroduct~on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 I@
I lndex of vehicles
Model
Y10 LXie and 4wd 11 08 SOHC FIRE
Y10 1108ie and 4x4 SOHC cat
Y10 1108ie and 4x4 SOHC cat
Mra 1.61e SOHC
Mra 16001~S OHC cat
Mra i .8ie DOHC
Dean 1.8ie DOHC cat
Dedra 2.0ie DOHC
Dedra 2.0ie WHC cat
Mra 2.0ie DOHC cat
Mra 2.0ie DOHC Turbo and cat
Mra 2.01e Integrale Turb and cat
Deka 2.0 16V Turbo
Delta 1600ie DOHC
hka 1600ie DOHC
Delta 1600ie DOHC static
Oelta HF Turbo and Martini 1600 DOHC
Delta HF Turbo DOHC cat
Dslta HF Interale Turbo DOHC
Delta HF lntegrale Turbo DOHC
Ddta HF lntegrale Turbo 16V DOHC
Wta HF lntegrale Turbo 16V and cat
Pnsrna 1600ie DOHC
Prisma 1600ie DOHC
hisma l6OOie DOHC static
kudo 1 .Bt
Thema FL 20001e 16V DOHC cat
Thema FL 20001e Turbo 16V DOHC cat
Thena FL 3000 V6 SOHC cat
Engine code
156 C.000
156 C.046
156 C.046
835 A1.OOO
835 A1.046
835 A2.000
835 A2.046
835 A5.000
835 A5.045
835 A5.046
835 A8.000
835 A7.000
836M .OD0
&31 87.000
831 87.000
831 67.000
831 83.000
831 67.046
831 B5.000
831 C5.000
831 05.005
6-31 €5.000
831 87.000
831 87.000
831 67.000
220 A2.000
834 F1.000
834 F2.000
834 F.000
Year
1989 to 1 993
1990 to 1992
1 992 to 1994
1 990 to 1994
1990 to 1994
1990 to 1993
1990 to 1994
1990 to 1 992
1990 to 1994
1 990 to 1994
1991 to 1996
1991 to 1996
1993 lo 1 997
1986 to 1 989
1989 to 1 990
1 991 to 1992
1 986 to 1992
1991 to 1993
1 988 to 1989
1 a88 to 1 989
19B9 to 1 992
1991 to 1994
1986 to 1 989
1989 to 1990
1991 to 1992
1 996 to 1997
1 992 to 1994
1992 to 1 994
1992 to 1994
Sys?am
Bosch Mono-.Jetronic A2.2
Bosch Mono-Jetron~cM .2
Bosch Mono-Motronic MA1.7
Weber MIW Centrajet 2
Bosch Monodstronic A2.2
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPI
Webr-Matelli IAW MPI
Weber-Marelli IAW MPi
Weber-MareHi JAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Webw-Marelli IAW MPi
Weber-Marelli IAW MPI
Weber-Marelli IAW MPI
Weber-Maretli IAW MPi
Weber-Mareli IAW MPi
Weber-Marelli IAW MPi
Weber-Marell! IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli IAW MPi
Weber-Marelli !AW MR
Bosch Motronic 1.7
Bosch Motronic MI .7
Bosch Motronic M2.7
Bosch Motronic MI .7
-. -- . . .
18.2 Lancia
Self-Diagnosis
The engine management systems (EMSs)
fitted to Lancia vehicles are mainly of Bosch
or Weber-Marelli or~gin, and include Bosch
Mottonic versions 1.7, 2.7 and Weber-Marelli
IAW. Other systems include Bosch Mono-
Jetronic A2.2, Bosch Mono-Motronic and
Weber Centrajet. Apart from Mono-Jetronic,
Lancia engine management systems control
the primary ign~t~ofnu,e lling and idle functions
from within the same control module. The
Mono-Jetronic system controls fuelling and
idle speed alone.
Self-Diagnosis (SD) function
Each ECM has a self-test capability that
continually examines the signals from certain
engine sensors and actuators, and compares
each signal to a table of programmed values.
If the diagnostic software determines that a
fault is present, the ECM stores a fault. Codes
will not be stored about components for
which a code is not available, or for conditions
not covered by the diagnostic software.
Lancia software does not generate fault
code numbers - a fault code reader (FCR)
normally displays any faults on the FCR
screen without reference to a specific code
number. Although actual code numbers are
not available, faults in one or more of the
circuits and components covered by the
diagnostic software will cause a fault to be
stored. Flash codes are not available - a
ddicated FCR is required for code retrieval.
Limited operating strategy (La)
Lancia systems featured in this Chapter
utilise LOS (a function that is commonly called
the "limp-home mode"). Once certain faults
have been identified (not all faults will initiate
LOS), the ECM will implement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing..Once the fault has cleared, the
ECM will revert to normal operation.
18.1 3-pin SD connector used for
retrieving fault codes from Lancia systems
Adaptive or learning apability
Lancia systems also utilise an adaptive
function that will modify the basic
programmed values for most effective
operation during normal running, and with due
regard to engine wear.
Self-Diagnosis (SD) warning light
Many Lancia models are equipped with an
SD warning light located within the instrument
panel. When the ignition is switched on, the
light will illuminate. Once the engine has
started, the light will extinguish if the diagnostic
software determines that a system fault is not
present. If the light illuminates at any time
during a pericd of engine running, the ECM has
diagnosed presence of a system fault.
Note: Flash codes are not available in Lancia
systems, and the SD connector is provided for
connection to a dedicated FCR alone.
Bosch Motronic I. 7
The 3-pin SD connector (see illustration
18.1) is usually located close to the ECM under
the passenger's side glove compartment.
Bosch Mono- Jetronic A2.2
The 3-pin SD connector is usually located
on the bulkhead, or may be situated close to
the ECM under the passenger's side glove
compartment, or in the centre console.
Boseh Mono-Motronic MA 1.7
The 3-pin SD connector is usually located
beside the ECM on the right-hand wing in the
engine compartment. Alternative locations are
close to the ECM under the passenger's side
glove compartment, or in the centre console.
Weber-Mareili #Pi
The 3-pin SD connector is usually located
in the engine compartment on the right-hand
bulkhead or under the passenger's side facia,
close to the ECM.
Weber Centrajet
The 3-pin SD connector is usually located
beside the ECM on the front right-hand wing
in the engine compartment.
3 Refbving faults withut a
fa&# wde wader (FCW
A fault code reader (FCR) is required to
display faults generated in SD systems fitted
to Lancia vehicles - although an SD warning
light is fitted to many Lancia models, it cannot
be used to display flash codes.
testin!
4' ~iewing without a
fault code reader FCR)
ReFe
AII systems 1
1 Turn off the ignit~ona nd disconnect the
battery negative terminal for a period d
approximately 2 minutes.
2 Reconnect the battery negative terminal.
Note: The first drawback to this method is tha~
battery disconnection will re-initialise all ECM
adaptive values. Re-learning the appropr~te
adaptive values requires starting the engine
from cold, and driving at various engine
speeds for approximately 20 to 30 mmutes.
The engine should also be allowed to idle fw
approximately 10 minutes. The second
drawback is that the radro security codes,
cbck setting and other stored values will be
initialised, and these must be re-entered once
the battery has been reconnected. Where
possible, an FCR should be used for cod
clearing.
5 Self-Diagnosis with a fault
code reader (FcR) I
Note: Durrng the course of certain test
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagnosis. I AII Lancia models \
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, in str~ct
compliance with the FCR manufacturer's
instructions:
a) Displaytng system faults.
b) Clearing stored system faults.
c) Testing actuators.
d) Displaying Datastream.
e) Making adjustments to the ignition timing
or mixture (some vehicles).
2 Stored faults must always be cleared after
component testing, or after repairs involving
the removal of an EMS component.
6 Guide to test pmcedures I 1 Use an FCR to interrogate the ECM for
faults. I Faults stored 1
F: -
All
I
fa^:
on
SF'
nu1
mi
CC
C -
5;
At
i?
(11
2 If several faults are gathered, look for a
common factor such as a defective earth
return or supply.
3 Refer to the component test procedures in
Chapter 4, where you w~lfl~ nda means of
Lancia 18.3
ktlng the majority ot components and still being stored. Refer to Chapter 3 for more informallon on
urcuits found in the modern EMS. 6 Refer to Chapter 3 for more bnformation on how to effectively test the engine management
1 Once the fault has been repaired, clear the how to effectively test the EMS system.
faults and run the engine under various No faults stomd 8 If the problem points to a specific
mndit~onsto determine if the problem has component, refer to the test procedures in
&red. 7 Where a running problem is experienced. Chapter 4, where you will find a means of
5 Check Ihe ECM for faults once more. but no fauhs are stord, the fault is outs~deo f testing the majority of components an6
Repeat !he above procedures where faults are the Parameters designed into the SD System. circuits found In the modem EMS.
Fault table
111 Lancia models
Lancia software does not usually generate
fault codes. The FCR normally displays faults
on the FCR screen without reference to a
specific code number. Although actual code
numbers are not ava~lable, faults in one or
more of the following list of circu~ts and
components will cause a tault to be stored.
Circuits checked by Lencia SO
system
Adaptive control ttmrts. When the limits ere
reached, this suggests a serious engine
Air temperature sensor (Am or ATS circurt
Batery voltage too low or too high
Crank angle sensor (CAS) or CAS circuit loss
of signal
Carbon filter solenoid valve (CFSL) or CFSV
circuit
Coolant temperature sensor (CTS) or CTS
circuit
Electronic contra/ module (ECM)
Distributor phase sensor circuit {CID)
Ignrtion coils control
Injector control or injector crrcuit
Knock sensor {US) or KS circuit
Oxygen sensor (0s) or OS circuit
MAP sensor circurt
Manifold absolute pressure (MAPI sensor - no
correlation between MAP signal and throttle
position sensor VS) and crank angle sensor
(CAS) signals
Mismatch between crank angle sensor {CAS)
s~gnala nd distributor phase sensor stgnel or
circuit
Oxygen sensor (0s) or 0s circuit
Relay control or circuit
Self-diagnosis (SD) warning lrght or circuit
Idle speed stepper motor (ISSMJ or iSSM
circuit
Tachometer or crrcurt
I
Chapter 19
Land Rover
) Contents
Index of vehicles Retriev~ngfa ult codas without a fault code reader (FCR) ......... 3
LH- Diagnosis Self-Diagnosis connector location ........................ 2
Clearing fault codes wllhout a fault code reader (FCR) ........... 4 Self-D~agnosisw ith a fault code reader (FCR) .................. 5
Guide to test procedures ................................. 6 Fault code lables
Introduction ......................................... 1
Index of vehicles
Model
Discovery MPi 2.0 20HD DOHC 16V
Discovery 2.0 MPi DOHC 16V
Discovery 3.5 VBI
D~scovety3 .5 V8i cat
Discwery 3.9i V8
Range Rover 3.9 EF I V8
Range Rover 4.0i
Range Rover 4.2i cat
Engine code
M76i
20T4
V8
V8
V8
3.9L
4.0L
4.2L
Year
1993 to 1995
1995 to 1997
1990 to 1992
1990 to 1995
1995 to 1997
1989 to 1 996
1 994 to 1997
1 992 to 1994
System
Rover MEMS MPi
Rover MEMS MPI
Lucas 14CUX
Lucas l4CUX
Lucas I4CUX
Lucas I4CUX
Lucas 14CUX
Lucas l4CUX
I Self-Diagnosis
I Introduction
The engine management systems (EMSs)
i~fidto Land Rover vehicles are of Lucas or
Rover origin. Rover MEMS controls primary
ignition, fuelling and Idle functions from with~n
the same control module. Lucas 14CUX
controis fuel inject~on and idle functions
alone.
Self- Diagnosis (SD) function
Each electronic control module (ECM) has a
self-test capability that continually examines
the slgnals trow certaln engine ssnsors and
actuators, and then compares each slgnal to a
r I
-
table of prograrllrned values. If the diagnostic
software determines that a fault 1s present, the
ECM stores one or more fault codes in the ECM
memory. Codes are not stored about components
for wh:ch a code is not eva~lahte or
for conditims not covered by the diagnostic
software.
Lucas 14CUX generates 2-diglt fault codes
for retrieval by a ded~catedfa ult cw'e reader
(FCR).
Rover MEMS software does not generate
fault code nurnbers - a fault code reader
normally displays faults on the FC8 screen
without reference to a specific code number
Although actual code numbers are not
available, faults in one or more of the circuits
and components covered by the diagnostic
software will cause a fault to be storm.
It is not possible to retrleve flash codes
from the Lucas 14CUX system or from Rover
MEMS.
Limited operating strategy (LOS]
Land Rover systems featured in thls
Chapter utilise LOS (a function that is
commonly called the "limp-home mode").
Once certain faults have been ~dent~fie(ndo t
all faults will initiate LOS), the ECM will
- -
Adaptive or learning capability
Land Rover systems also utilise an adaptive
function that will mod~fy the basic
programmed values for most effective
operation during nwmal running, and w~thd ue
regard to engive wear.
2 Self-Diagnosis connector
location
Lucas 14CUX
The SD connector 1s located either under
the driver's seat (early models) or behind the
driver's footwell kick-panel trim (later models)
(see illustrations 19.1 and 19.2) and IS
provided for use by a dedicated FCR alone.
I implement LOS and reler lo a programmed
delault value rather than the sensor signal.
I - / I I '''' Thls enables the veh~clet o be safely drlvan to 19.2 of SD connector and ECM - Location Of sD and ECM - Lucas 14CUX, early models a workshop/garage for repair or testing. Once Lucas 14CUX, later models
the fault has cleared, the ECM will revert to
A SO connector 8 ECM normal operation. A SD connector 8 ECM
19.2 Land Rover
19.3 Location of SD connector and ECM -
Rover MEMS
Rover MEMS
The SO connector 1s located in the englne
compartment close to the ECM on the righthand
wing. (see illustration 19.31, and is
providsd for use by a dedicated FCR alone.
3 Rerrlevlng fauh codes
without a fault cmle medw
WR)
The only method of retrieving fault codes
from Lucas I4CUX and Rover MEMS 1s by
use of a dedicated FCR.
Fault code tables
The only method of clearing fault codes
from Lucas 14CUX and Rover MEMS is by
use of a dedicated FCR.
Rover MEMS employs non-volatile
memory, and codes will remain stored even
wrth the battery disconnected. An FGR must
be used to clear codes from MEMS systems
, < ,,, , , , , 6::::&#I izraa@ ,' ,,
: : Me*&# , , (SGR)
, , , , ,
,,,,I, , ,
, , ,,,
Note; During the course of certain lost
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that Bny codes generaf~d during fest routines
do not mislead diagnosis.
All Land Rover models
1 Connect an FCR to the SD connector. Use
the FC8 for the following purposes, In strict
compliance w~th the FCR manufacturer's
instructions:
a) Displaying fault codes and system faulfs.
b) Clearing fault codes and system faults.
c) Testing actuators.
dl D~splayingD atastream.
e} Making adjustments to the mixture (some
non-cat vehicles)
2 Stored faults must always be cleared aher
component test~ngo, r after repairs involving
the removal or replacement of an EMS
component.
LU~~SGCUX - -
FCR code Description
12 Mass atrflow (MAF) sensor or MAF sensor cifcult
14 Coolant temperature sensor (CTSI or CTS circuit
15 Fuel temperature sensor (FTS) or FTS circuit
17 Throltle put sensor (TPS) or TPS circuit
18 Throttle pot sensor FPS) or TPS circuit
19 Throttle pot sensor (TPS) or TPS circuit
21 Electron~cc ontrol mcdule IECM) or ECM circuit >,
Ignition misfire
Alr leak
Electronic control module (ECM) memory check
Injector, bank A or injector circuit
Injector, bank B or injector circuit
Misfire, bank A or circuit
Oxygen sensor (0s) A or OS circuii
Oxygen sensor IDS) 8 or OS circuit
Idle air caltrol valve (IACVj or lACV circuit
Misfire, bank B or circuit
Group fault -air leak or fuel supply
Vehicle speed sensor (VSS) or VSS circuit
Gear selector switch or circuit
8 ',%I&tn bst pr&Wm
,, ,,
, , ,,
,, ,
1 Use an FCR to interrogate the ECM for fault
codes.
Codes stored I 2 If one or more fault codes are gathered, '
refer to the fault code tables at the end ot this
Chapter to deterrn~neth err meaning.
3 If several codes are galhered. look for a
common factor such as a defactive earth ,
return or supply.
4 Refer to the component test procedura in
Chapter 4, where you will find a means of ,
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear the
codes and run the englne under various
conditions to determine if the problem has
cleared.
6 Check the EGM for fault codes once more.
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more information on
how to effect~velyte st the EMS.
-
C
iiiL
es-
C!c
GI
lnir
I I
..A *.
Lr:
I;
C
L
No codes stored I i
8 Where a running problem is experienced.
but no codes are stored, the fault is oulslda d
the parameten desrgned into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the engine management
system.
9 If the problem points to a specific
component, refer to the test procedures in
Chapter 4, where you will Ilnd a means of
testlng the majority of components and
circuits found in the modem EMS.
I Rover MEMS
Rover MEMS sofiware does not usually generate fault codes. The
FCR normally displays faults on the FCR screen without reference to a
specific code number. Although actual code numbers are not
available, faults In one or more of the following list of c~rcuitsa nd
components will cause a fault to be stored.
I Circuits checked by Rover MEMS system
A~rflow sensor
Carbon filter solenoid valve
CO mststor
Coolant temperature sensor (CTSJ or CTS ctrcuit
Fuel pressure regulator
Fuel pump relay
Fuel temperature sensor
Idle speed stepper motor
Injector valves
Oxygen sensor (0s) or OS circurt
Thrvlte pot sensor FPS) or TPS crrcutt
Vehici~sp eed sensor
88 Carbon filter solenoid valve (CFSVj or CFSV circuit I I
1 Lexus
Contents
Index of vehicles Retrieving fault codes without a fault code reader (FCR) -
M-Diagnosis flashcodes.. ........................................ 3
Clwar~ngf ault codes without a fault code reader (FCR) ........... 4 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gulde to tesl procedures ................................. 6 Self-Diagnosis wr~ha fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5
htroduction ........................................... 1 Fault code table 1 Index of vehicles
I Model
Lexus GS300
Lexus LSJOO
Engine code Year System
2 JZ-GE 1993 on Toyota TCCS
1 LIZ-FE 1990 to 1993 Toyota TCCS 1 Self-Diagnosis
The engine management system (EMS)
fitted to Lexus vehicles 1s the Toyota TCCS
which controls the prlrnary ignition, fuel
injection and the idle functions from wlthin the
same control module.
Self-Diagnosis (SD) function
The electronic control module (ECM) has a
self-test capability that continually examines
the signals from certain engine sensors and
actuators, and then compares each signal to a
table of programmed values. If the diagnostic
sotware determines that a fault is present, the
EGM stores one or more fault codes in the
ECM memory. Codes will not be stored about
components for which a code is not available,
or far conditions not covered by the diagnostic
software.
Limited operating stmtegy (LOSJ
Lexus models with Toyota TCCS featured
in this Chapter utilise LOS (a function that is
commonly called the "limp-home mode").
Once certain faults have been idenlif~ed( not
all faults will initiate LOS), the ECM will
implement LOS and refer to a programmed
default value rather than the sensor signal.
This enables the vehicle to be safely driven to
a workshop/garage tor repair or testing. Once
the fault has cleared, the ECM will revert to
normal operation.
Adaptive or learning capabilify
Lexus with Toyota TCCS also utilises an
adaptive tunct~on thal will modify the basic
prograrn~ned values for most effective
operat~ond ur~ngn ormal running, and with due
regard to englne wear.
Self- Diagnosis (SD) warning light
Lexus veh~cles are equipped with an SD
walnlng light located within the instrument
panel.
1 Ensure that the engine IS at normal
operating temperature, and that all swrtches
and auxiliary equipment are turned off.
2 The throttle switch must be function~ng
correctly, and the transmission in neutral
belore implementing the diagnostic
procedure.
3 Switch on the ignition, but do not start the
eliglne.
4 Use a lurnper lead to bridge the terminals
TEl and El in the SD connector (see
illustmtion 20.2).
5 The codes are output on the SD warning
I~ghtT. he flashing of the light indicates the 2-
digit fault codes as follows: a0
a) The two digits are indicated by two serres
of flashes.
b) The first series of flashes indicates the
multiples of ten, the second series of
flashes indicates fhe srngle unrls.
c) Both tens and unRs are indicated by 0.5-
second flashes, separated by 0.5-second
pauses.
20.1 The TDCL connector is located under
the driver's side facia
The SD connector voyota data cornmuntcation
link, or TDCL) is located under the facia.
on the driver's side (see illustration 20.1).
3 Retrieving fault codes
wfthotf? a fwlt code nader
(FCR) - RM iXd~
Note: During the course of certarn test
procedures. I! is possible for additional fault
codes to be generated. Care must be taken
thal eny codes generated during testing do
not mislead diagnosis. All codes must be
dear4 once testing is complete.
20.2 Bridge terminals TEI and El in the SD
connector. This causes the system to flash
the fault codes on the SD warning light
20.2 Lexus
-
20.3 Position of the EFi fuse In the fusebox
d) A I. 5-second pause separates the tens
fmm the units. A 2.5-second pause
sepamtes the transm~ssrmo f each
mdividual code.
8) Code "34" is indicated by three 0.5-second
#ashes, followed by a 1.5-second pause.
followed by four 0.5-second flashes.
6 Count the number of flashes in each series,
and record each code as it is trarismitted.
Rder to the table at the end of tho Chapter to
determioe the meaning of the laua code.
7 Fault codes w~lbl e transmitted in sequential
order, and repeatd after the highest recorded
code has been displayed.
8 When all codes have been transmitted. the
warning light will pause and then repeat the
sequence.
9 If no faults have been detected, the warning
light will flash on and off every 0.5 seconds for
eight flashes. After a 3-second pause, the
sequence will be repeated.
10 Turn ofl the ignition and remove the
jilmper lead to end fault code retrieval.
Modek with the 2JZ-GE engine
Note: Ensum that the preparatory conditions,
which were set for the fault code retrieval
mode, are still sppficable (see paragraphs 1
and 2). The jumper lead between ierrninals
TEI and El should be disconnected.
11 Use a jumper lead to bridge terminals TE2
and E l in the SD conneclor (refer to
illustration N.2).
12 Switch on Ihe ignition. Note: If the jumper
lead is connected after the ignitlon is switched
on. the lest mode will fail to start.
13 The SQ warning lrght w~lfll ash regularly to
Indicate that the system has lnltiated test
mode.
14 Start the engine and road test the vehicle.
Dflve at a speed of more than 6 mph (10 kmlh).
and attempt to reproduce the conditions
during which the fault mrght occur.
15 Bring the vehicle to a haR with the ignition
still on.
19 Remove the jumper lead from terminals
TE2 and El, and place the lead between
terminals TE1 and El.
17 The codes recorded during the road test
will now be output on the SD warning light.
The flashing of the light indicates the 2-digit
fault codes, in the same way as described
previously (see paragraphs 5 to 9).
18 Turn off the ignition and remove the
jumper lead to end fault code retrieval.
Method 1
7 Remove Ihs PO-amp EFi fuse from the
fusebox for a minimum of 30 seconds (see
illustration 20.3).
2 Replace the EFi fuse, and the fault codes
should be cleared from the ECM memory.
Method 2
3 Turn off the ignition and disconnect the
battery negative terminal for a period of
approximately fifteen seconds.
4 Reconnect the battery negative terminal.
Note: The first drawback to this method is that
battery disconnection will re-inltialise all ECM
adaptive values. Re-learning the appropriate
adaptive values requires starting the engine
from cold, and driving at various engine
speeds for approximately 20 minutes. The
second drawback is that radio security codes
and other programmed values wrrl be reinitialised,
and these will require re-entering
once the baiiery has been reconnected. Where
possible, use the first method dacribed above
(or use an FCR) for code clearing.
, ,
,,,,
. ,
, , , ,
,, ,
; , ,, ,, ,, ,
,, I ,,, ,. ,,,
A < ,, ,,A ,,,
Note: During the course of certain test
procedures, it ;s possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagnosis.
All Lexus models
1 Prior to fault code retrieval, ensure that the
englne is at normal operating temperature,
and that the throttle switch IS functionlq
correctly (indicating the idle condition).
2 Connect an FCR to the SD coflnector. Us!
the FCR far the following purposes, in strd
compliance with the FCR manufactuMa
instructions:
a) Retrieving fault codes.
b) Clearing fault codes.
c) Making adjusfments.
d) Displaying Datastream.
3 Codes must always be cleared ah
component testmg, or after rapalrs involvly
the removal or replacement of an EMS
component.
F; -
All
Pl - r :=
FC
12
13
14
15
16
17
18
21
24
2E
L'
1 Use an FCR to Interrogate the ECM for faM
codes, or gather fault codes manually, as
described rn Sect~ons3 or 5
Codes shred 1
No codes stored 1
2 If one or more fault codes are galhered,
refer to the fault code table at the end of lh15
Chapter to determine thew meaning.
3 If several codes are gathered, look for a
common factor such as a defsctlve earth
return or supply.
4 Refer to the component test procedures in
Chapter 4, where you wltl find a means oi
testing the majority of components and -
circuits found in the modem EMS.
8 Where a running problem is experrenced,
but no ccdes are stored, the fault is outside of
the parameters desrgned into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the engine
management system.
9 If the problem points to a spectc
component, refer l o the test procedures in
Chapter 4, where you will find a means ot
testing the majority of components and
circujls found in the modern EMS.
5 Once the fault has been repaired, clearthe
codes and run the engine under varlous
condit~onsto determine if the problem has
cleared.
6 Check the ECM for fault codes once mon.
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more information on
'
how to sttectively test the EMS.
'ier
iilg
MS
/ Fault code tables
I All Lexus rnodek - Toyota rCCS
Flash/ Descriptian
FCR code
I l2
No RPM s\gnal to ektromc control madub (ECM) while
cranking
13 RPM signal or circuit
, 14 Missing ignition No. 1 signal from amplifier
15 Missing ~gnitionN o. 2 slgnal from amplifier
18 Transmission control signal or circuit
17 No. 1 camsbtt posifi sensor (CMP) signal or circuit
113 No. 2 camshaft position sensor (CMP) signal or circuit
21 Oxygen sensor (0s) or OS circuit
7.2 Coolant temperatwe snsw (CTS) or CTS circuit
24 Ail- temperature sensor (ATS) or ATS circurt
6 Lean exhaust
26 Rtch exhaust
Flash/ Descript4on
FCR code
27 Oxygen sensor (0s) or OS circuit
28 Oxygen sensor (0s)or OS circui?
29 Oxygen sensor (05) or OS circuit
31 Mass airflow (MAF) sensor or MAF sensor circuit
35 Altitude wmpensation circuit
41 Throttle pot sensor UPS) or TPS c~rcuit
43 Starter signal clrcufl open
47 Sub-throltle pot sensor UPS) or TPS circuit
51 Neutral switch off (transmission no1 ~n neutral) or air
wndition~ngs witched on during test
52 Knock seqsor (KS) or KS circuit
53 Knock control wmwtw problem
55 No. 2 knock sensor (KS) or KS circuit
71 Exhaust gas recirculation (EGR) sensor or circuit
gQ Continuous Rash, no codes present
Chapter 21
I Indew of vehicles Retriev~ngfa ult codes without a fault code reader (FCR) -
Sell-Diagnosis flashcodes.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Clearing codes without a fault code reader (FCR) . . . . . . . . . . . . . . . 4 Sell-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Self-Diagnosis with a fault code reader (FCR) . . . . . . . . . . . . . . . . . . 5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fault code tables
Index of vehicles
Model
121 1.3 SOHC 16V cat
323 1.31 SOHC 16V cat
323 1.3 SOHC 16V
323 1.5i DOHC 16V
323 16C01
323 l.6i Turbo 4x4 DOHC
323 1.6i SOHC 16V cat
323 1.6i Estate SOHC cat
323 1 8i DOHC 16V cat
323 2.0i DOHC V6 24V
323 2.0i DOHC V6 24V
626 1.8: cat OOHC 16V
626 20001 fwd
626 2.0i GT DOHC 16V
626 2.0i OOHC 16V
626 2.0i DOHC 16V cat
626 2.0i DOHC 16V cat
626 2.2i 4x4 SOHC cat
626 2.5: DOHC V6 cat
Ern0
MX-3 1.6i SOHC 16V
MX-3 1.8i DOHC V6
MX-5 1.81 DOHC 16V
MX-6 2.51 VG DOHC cat
Xedos 6 l.6i DOHC 1 6V
Xedos 6 2.Oi DOHC 24V
Xedos 9 2.0i DOHC 24V
Xedos 9 2.5i DOHC 24V
RX 7
Engine code
83
83
63
25
B6
B6
B6
86E
BP
KF
KF
FP
FE
FE
FE
FE
FS
F2
KL
FE
B6
Kd
BP
KL
B6
KF
KF
KL
RE1 3B
Year
1991 to 1995
1991 to 1995
t 995 to 1897
1994 to 1997
1985 to 1 987
1986 to 7 989
1991 to 1994
1991 to 1994
I991 to 1994
1995 to 1997
1996 to 1997
1992 to 1997
1985 to 1987
1 987 to 1990
1 990 to 1993
1990 to 1995
1992 to 1997
1990 to 1 993
1992 to 1997
1994 to 1997
1991 to 1997
T991 to 1997
1995 to 1997
1992 to 1997
1994 to 1997
1992 to t 997
1994 to 1995
1 994 to 1997
1986 to 1990
System
Mazda EGI-S SPi
Mazda EGi MPI
Mazda EGi MPi
Mazda EGi MPi
Mazda EGI MPi
Mazda EGi M Pi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPI
Mazda €GI Mpi
Mazda EGi MPI
Mazda EGi MPI
Mazda EGI MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MR
Mazda EGr MPi
Mazda €GI MPi
Mazda EGi MPi
Mazda EGi MPI
Mazda EGi MPi
Mazda EGi MPi
Mazda EGi MPI
Mazda EGi MPi
Mazda EGi MPi
Mazda EGI MPi
Mazda EGi MPi 1 Self-Diagnosis
The englne management system (EMS) fitted
to Mazda vehlcles is Mazda EGi, whrch exists
in both MPi and SPi forms. Mazda EGi controls
the primary ignition, fuel injection and idle
funct~onsfr om within the same control module.
Self-Diagnosis (SD) function
codes. Codes will not be stored abut components
for which a code is not ava~lableo, r for
condl tions not covered by the diagnostic
software.
Marda EGi generates fault codes for
retrieval by manual means (flash codes) or by
a dedicated fault code reader (FCR). Until
1995, the fault code structure was 2-digit.
After 1996, in some Mazda models the fault
code structure was changed to 4-digit. The
cde tables at the end of the Chapter indicate
the meaning for both 2- and 4 digit codes.
LOS), the ECM will Implement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing. Once the fault has cleared, the
ECM w~lrle vert to nomal operation.
Adaptive or learning capability
Mazda systems also utiliw an adaptive
fund~onth at wilt modify the basic programmed
values for most effective operation during
normal running, and wrth due regard to engine I Each ECM has a self-test capability that Limited operating strategy wear.
continually examines the signals from certain
enoine sensors and actuators, ar;d cornnares Marda systems featured in this Chapter Self-Dia~nosisf SD) jight
sach s~gnatlo a table of programmed valles. If utillsa LOS (a function that IS commonly called The majority of Mazda models are
the diagnostic software determines that a fault the "limp-home mode"). Once certain faults equlp~ed wlth a SD warning Iqht located
IS present, the ECM stores one or more fault have been identified (not all faults will initiate within the instrument panel.
-- .- - . .
2 t 02 Mazda
21 .I Green 6-pin and 1-pin SD connectors
located near to the wiper mator
A Green six-pin connector
B I-ptn connector
2 Sell-Oiagnoals connector
location
In some early 323 models (engine code B6,
1985) and many 626 models from 1987 to
1993 (engine codes FE, F2 and F3), a green 6-
pln SD connector in conjunction with a singlepln
connector are provided, and Ihese are
usually !ocated close together. Mazda 121,
323 from 1987 and all other 626 models utilise
a 17-pin SD cor,nector
6-pin SD connector
In the engine compartn~erit, close to the
wiper motor, behind tile lett-nand front strut
mounting, or to the rear of the ten-side inner
wlng (see illustrations 21.1 and 21.2). The
SD connectors on 1985 323 models are
located under the passenger's side facia
close lo the ECM.
7 7-pin SD connector
In the englne compartment. next to the
battery (see illustration 21.3) or close to the
a~rflow sensor.
21.4 Connect an LEO test light between
pins A and B in order to retrieve flash codes
from vehicles with the 6-pin connector
A Green 6-pm connector
8 LED attached between signal
terminal and B+ terminal
21.2 Green 6-pin and 1 -pin SO connectors
close together on the loom
A Green six-pin connector
5 I -pin connector
3 RletrieMg fault codes
withuta fault cdsWxbr
IpCR) - fbh codm
Note: During the course of certain test
procedures, I! a possrble for additional fault
codes to be generated. Care must be taken
that any codes generated dunng test rortttnes
do not mislead diagnosis. AN codes must be
cleared once testing is complete.
&pin SO connector
1 Locale the green 6-pin connector and then
attach an LEO diode light between the B+
terminal and the signal terminal in the 6 pin
connector (see illustration 21.4).
2 Locate the green s~nyle-pinte rminal, and
use a jumper wire lo connect it to earth.
3 Switch on the ~gn~trond,o not start the
engine. The light will remain illuminated for 3
seconds, and then flash to indicate the fault
code. If the light extinguishes, no fault codes
are stored.
4 Faull codes are displayed on the LED Light
as 2-dig~t flash codes. Codes 1 to 9 are
displayed as a series of short pulses 0.4
-
17-pi
9 Use
and Gq
illuvii .
Warr bii
iJIuS~~:
illuSir
term11
term11
Note:
code:
exarr.
15, C
Plea:
these
seconds In durat:on, with a 0.4-second pause
between each pulse; thus. 8 flashes indicab
code number 8.
5 The numbers from 10 to 69 are d~splayed
by two series of flashes:
a) The first series of flashes indicates the
multiples of ten, the second series of
flashes indicates the s~ngle units.
b) Tens are indicated by 1.2-second flashes.
separated by a short pause.
c) A pause of 1.6 seconds separates tens
and units (the light remains extinguished
during pauses).
d) Units are ndtcated by 0 4-second ftarashes,
separated by a short pause.
el Four tong flashes and one short flash, tor
example, displays code 4 7 .
fl A pause of 4 seconds separates rhe
rransmission of each rndivrdual code.
g) The code is repeated wrth a 4-second
pause between each code that is
displayed.
6 Count the number of flashes in each serles.
and record each code as it is transmitted.
Refer to the tables at the end of the Chaptw
to determine the meaning of the fairlt code.
7 Continue retrieving codes unt~al ll stored
codes have been retrieved and recorded.
8 Turn off the ignition and remove the d~ode
light to end fault code retrieval.
oooooo-
IGN
ACHO)
GND
21.5 Connect a jumper lead between pins TEN and GND in order to retrieve flash codes
with tho aid of the SD warning light
A 17-pm SD connector B Jurnner lead
Mom
or r:
LEE
10 :
eng;
11 :
or ii
c0r
pulf
sec
fla5
12
by
4
b
L
1
i
I l7-pin SD connector
9 Use a lumper lead to bridge tcrm~~~TaElsN
end GNO in the 17-pin SD connector (see
llustration 21.5). On models w~thout a
warnlng Ilgtif, connect an LED dlode l~gh(ts ee
illustration 21 -6) or a~ialoguev oltmeter (see
Hbstration 21.7) between the FEN and the B+
termlnal In the SO connector or the FEN
termlnal and the battery positive terrnlnal.
Note: 9p to and mcluding 1987, the fault
c&es are generated as a strarght count Far
example, 15 flashes rndrcates code number
15. or 5 flashes indicate code number 5.
Please refer to the correct falilt code table for 1 these models
Models with SD warning light,
or retrieval with the aid of an
LED test light
10 Sw~tctol n the ignltlon, but do not start the
engin*.
11 Fault codes are displayed on the LED l~ght
or the SO warnlng l~ghat s 2-digit !lash codes.
Codes 1 to 9 are d~splayeda s a series of short
pulses 0.4 seconds in durat~on,w lth a 0.4-
second pause between each pulse; thus, 8
Bashes indicates corle number 8.
12 The numbers from 10 to 69 are displayed
by two serles of flashes:
a) The frrst serres of flashes inrlicates the
multrples of ten, the second serres of
flashes ~ndicatesth e single unrts
b) Tens am rndicated by 1.2-second fldshes,
separated by a short pause.
c) A pause of 1.6 seccr~ids separates tens
and units (the light remains extinguished
during pauses!
dJ Units are ~nd~catebdy 0.4-second flashes,
separated by shot7 pauses.
el Code 4 1 is displayed by four long flashes
and one short flash.
0 After a 4-second pause. the code is
repeated.
gJ A pause of 4 seconds separates the
transmission of each mdrv~dual code.
13 Count the number of flashes In each
serles, and record each code as ~t is
transm~iied. Refer to the tables at the end of
the Chapter to determine the meaning of the
fault code.
14 Continue retrieving codes until all stored
codes have been retrieved and recorded.
15 Turn off the ignltlon and remove the
lumper lead and test light [where used) to end
fault code retrieval.
I Retrieval with the aid of
an analogue voltmeter
16 Switch on the ignition, but do not dart the
engine
17 Fault codes are displayed on the analogue
voltmeter as needle sweeps; the number of
needle sweeps lnd~catosth e fault code.
18 Count the nulnber of sweeps in each
GND
2j.6 Connect an LED test light and a jumper lead to the corlpel pins in the SD connector
in order to retrieve flash codes. fhe positive probe must be connected either to the B+
terminal in the 17-pin SD connector or the battery positive terminal
C LED test light
D Bartety positive terminal
series, and record each code as it is 4-dig- it fault codes
trsnsmltted. Refer to the tables a1 the end of Some Mazda models from 1995
the Chapter to determine the meaning of the have a 4-digit fault code structure, The code s,. ,I* ,.-An lault CIVUC.
19 Continue retrieving codes until all stored tables at the end of the Chapter indicate the
codes have been relrieved and recorded. meaning for both 2- and 4-digit codes, but at
20 Turn off the ignition and remove the the time of going to press, we do not have
jumper lead and voltmeter to end fault code information on whether 4-digit codes can be
retrieval. retrieved by manual means.
- OOODOO
GND FP
21 -7 Connect an analogue voltmeter and a jumper lead to ihe correct pins in the SO
connector in order to retrieve flash codes. The positive probe must be connected either
to the B+ terminal in the 17-pln SD connector or the battary positive terminal
A f 7-pm SO connector
B Jumper lead
C Analogue voltmeter
D Battety positive terminal
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Mazda 21.5
Fault code tables
-
Marda EGi
(might count, models up to and including 1987)
Flash/ Description
FCR code
01 No ignition reference signal
02 Airflow sensor (AFS) or AFS circuit
03 Cmlant tempefature sensor (CTS) or CTS c!rcuit
04 Air temperature sensor (ATS) or ATS c~rcuit
06 Throttle pot sensor UPS) or TPS circuit
M Atmospheric pressure sensor (APS) or APS circuit
15 Air temperature sensor (ATS) or ATS circuit
Mazda EGi (1988-on models)
Ftashl Cdigit
FCR code code
1
2 0335
3 1345
4
5 0325
6
8 0100
Description
lgn~tionp ulse
RPM sensor or circuit. NE signal
RPM sensor or circuit, G signal
RPM sensor or circuit, NE signal
Knock sensor (KS) or KS circuit
Vehicle speed sensor (VSS) or VSS circuit
Vane or mass airflow sensor (AFS or MAF) or
circu~t
Coolant temperature sensor (CTS) or CTS
circuit
Air temperature sensor (ATS) or ATS circuit
Throttle pot sensor FPS) or TPS circuit
Electronic control module (ECM) or ECM
circuit
Atmospheric pressure sensor (APS) or APS
circuit (alternative code)
Oxygen sensor (0s) or OS circuit
Exhsust gas recirculation (EGR) Valve or EGR
circuit
Oxygen sensor (0s) or OS circuit
FBC system or circuit (alternative code)
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS c~rcuit
Fuel pressure regurator solenoid valve
Carbon fitter solenoid valve (CFSV) or CFSV
circuit
Solenoid valve, exhaust gas r~irculalion
(EGR) vacuum, or circuit
Flash/
FCR code
29
4-digit
code
1 486
Description
Solenoid valve, exhaust gas recirculation
(EGR) venl, or circuit
ldle speed control valve (ISCV) or ISCV circuit
ldle spxd control valve (ISCV) A or ISCV circuit
ldle spd control valve (ISCV) B or ISCV circuit
Pressure regulator solenoid valve or c~rcuit
(altemative code)
Solenoid valve, variable induction system 1
Solenoid valve, variable induction system 2
Vehicle Speed sensor (VSS) or VSS circu~t
Temperature sensor - automatic transmiss~on
(AT) or circuit
Solenold valve - 1-2 shift, automatic
transmission (AT) or circuit
Solenoid valve - 2-3 sh~tla, utomatic
transmission (AT) or circul
Solenoid valve - 3-4 shift, automatic
transmission (AT) or circuit
Solenoid valve - lock-up, automatic
transmiss~on (AT) or circuit
Solenoid valve - 3-2 shift, automatic
transmission (AT) or circuit
Cooling fan relay (alternative code)
Lock-up solenoid, automatic transm~ssian(A T)
Line pressure solenoid, automatic
transmission (AT)
Cooling fan relay, low temperature
Cooling fan relay, high temperature
Cooling fan therm~stor
Irnmobilisef un~tP, CM communication error
ID number unregistered (irr~rnobiliser)
Code words do not match (~mmobiliser)
ID numbers do not match (immobillser)
Code word/lD number writing and reading
error (immobiliser) 21
Code word unregistered (immobiliser)
Electronic control module (ECM) or ECM
circuit
Code words do not match (immobiliser)
ID numbers do not match (immobiliser)
PCM internal circu~mt alfunction
Chapter 22
Mercedes
Contents
Index of vehicles Bosch Motronic MP6.016.1 and HFMIPMS flash code retrieval . . . 7
Self-Dtagnos~s Clearing lault codes without a fault code reader (FCR) ......... 8 Bosch
KE3 1 -Jetron~cd uty cycle code retrieval ................3 Guide to test procedures .....................1 0
Bocttl +kt32 -Jetrorw, duty cycle and flash code retr~eval ....... 4 Introduct~on. ..............................1
Birsxtl hF5 7 Jetron~ca nd €2-L Ignition module duty cycle and Self-D~agr~osc~onso ector location ....................2.
fl~shco de retr~evaIl 1 5-pln) .............................5. Self-Diagnos~sw ith a fault code reader (FCR) ........ 9
Eo~tL)H J.1 -.Jetror~~acn d EZ-L ign~tionm odule duty cycle and Fault code tables
fl~rhtli lr. rr-tr~cva1l 78-p~n.) ..........................6.
lndex of vehicles
Model
C180
190E cat
:gut 2.3 CL31
190E 2.5 -16 B cat
130E 2.5-16 Evolut~on
190E 2.6
190E 2.6 cat
C2UU
E200
?Out & 1 t cat
C2ZU
E270
C230 & Kun~pressur
23LlE. TE 8 CE cal
130GE
260L & cat
260E 4-Matlc & (.at
260SE R cat
C28U
E280 cat
S28U
SL?80
E3rl0
3UUSL. 5LL & cal
300F, TF. CF E cnl
300E R rat
300L-21. l L-23 8, C:L-24 cal
30UF 4- M;rl~rh, cni
3011'sL R c:H
301.~5L-2-18 CA!
E370
c,3:,rj
51 5;'l)
Jnl~h.S E R !<EL
L42Q
?4,'l1
iOl+
LtlIJSL
f,!~l15,F & 5F I
<hr15El;
5OI,5l. (>dl
Er>lIO
SSOIj
E,L',OO
60F"-;E L
5t8lill CAI
5;:;;l
SLt8Oil
Engine code
11 1.920
102.962
102.985
102.990
102.991
103.942
103.942
111.941
111.940
102.963
111 961
1 1 1.960
Year
1993 lo 1997
1988 to 1993
1989 to 1993
1988 to 1993
1989 tn 1992
1989 tu 1993
1987 to 1993
1994 to 1997
1992 to 1996
1988 to 1993
1993 to 1 997
1992 to t 997
1995 to 1997
1988 to 1993
1989 to 1991
1989 to 1993
1988 to 1992
1988 to 1992
1993 to 1997
1992 to 1996
1993 to 1997
1993 to 1997
1992 to 1995
1986 to 1992
1987 to 1993
1988 to 1993
1989 to 1993
1988 1cl 1993
198'3 10 1995
1989 to 1995
1892 to I>4>ii
11793 10 1997
1993 1cr I997
1991 on
199? tc 1945
1V>l3 lo 1>39;
1!,1-3: on
199,' on
193: on
1992 on
1389 ta 19'44
1992 to 1995
1993 to 1997
1YY3 to 1997
1991 to 19%
1991 to 1996
1996 to I OY I
19g3 to lW7
System
PMS (Sietiiens)
Bosch KE3 5-Jetron~c
Bosch KE3.5-Jetron~c
Bosch KE3.1 -Jetronic
Bosch KE3.1 -Jetron~c
Bosch KE3.5-Jetronic
Bosch KE3.5-Jetronrc
PMS (S~ernens)
PMS/Motronic 6.OiG.1
Bosch KE3.5-Jetronic
HFM
H FM
HFM
Busch KE3.5-Jetrurl~c
Bosch KE3 5-Jetron~c
Bosch KE3 5-Jetron~c
Bosch KE3.5-Jelronic
Bosch KE3 5-Jetron~c
HFM
HFM
HFM
llFM
Bosch KE3.5 Jetron~c
Bosch KE3.5-Jetron~c
Bosch Kt3.5-Jelrunic
Rosch KF3.5 Jetron~c
Bosch KE5.2-Jetron~c/EZ-L ~gn~t~orl
Bosch KE3.5-Jetror~
Bosch KE5.2-JetronidEZ-L Ignltlon
Bosch KL5.2-Jetrun~c/EZ-L~ gn~t~or~
HFM
HFM
HFM
8psrh LHJ 1 Jet~n~i~i;'F.? I Ignltltm
Fosch LHJ.1 -Jetrori~c/EZ-L~ gr~~t~ur~
6osct1 LH4.1 -Jstrun~c/EZ-L lgn~t~on
Bosch 1.H3 1 -.Jetronic/EZ-L Ignltlon
Bosch LH4 1 -Jetron~c/EZ-Llg nlt~orl
Bosch LH4.1 -Jetron~c/EZ-L ~gnit~on
Bmrh LH4.1-Jetrnnlc/EZ-L lgnltlon
Busch KE5.2-JetrorircIEZ-L lgri~t~ori
Bosch CH4.l-Jetronlc/EZ-L Ignltlori
Bosch LH4.1-Jetronrc!EZ-L lgn~t~on
Bosch LH4.1 -Jetron~c/EZ-L igrl~t~on
Bosch LH-Jetron~ciEZ-L Ignltlon
Bosch LH4. I-JetroniciEL-L lgr~~t~uri
Bosch LH4.1 -Jetronlc/F7 I Ignltlon
Bosch I. H4.1- Jetrnnic!EZ- 1 ~gn~t~nn
22.2 Mercedes
Self - Diagnosis
Some Mercedes vehicles are equipped with
an engine management system (EMS) that
controls primary ignition, fuelling and idle
functions from within the same ECM. Other
Mercedes vehicles are equipped with a
separate electronic ignition module that
controls primary ignition, and an electronic
injection rncdule that controls fuelling and idle
functions. All of these engine management,
~gnitiona nd fuel systems are equipped with a
self-diagnosis system capable of generating
fault codes.
Engine management systems covered by
this Chapter include Bosch Motronic versions
MP6.0 and MP6.1, and HFM and PMS
(Siemens). Electronic fuel injection systems
include Boxh LH Jetronic 4.1 and KE-Jetmnic
versions 3.1, 3.5, 5.2. The electronic ignition
mdule with self-diagnosis is Bosch EZ-L.
Where the vehicle is equipped with Bosch
EZ-L ignition and e~thetrh e LH-Jetronic or KEJetronic
fuel system, fault codes will be
generated separately by the ignition and fuel
systems. In some vehicles, one 16-pin or 38-
pin SO connector is provided for both ignition
and fuel code retrieval. In other vehicles,
ign~tiona nd fuel system codes are retrieved via
separate SD connectors. Whatever; ignition
and fuel codes must be retrieved separately on
systems other than Motronic, HFM and PMS.
Mercedes KE and LH-Jetronic systems are
capable of generating two very different kinds
of fault codes. These are 2-digit fault codes
and 2-digit duty cycle codes. Fault codes are
similar to those generated by most other
systems. Duty cycle codes provide data on
the Lambda control system and faults that
have occurred very recently (within the last
four engine starts).
Bosch EZ-L ignition, Bosch Motronic, HFM
and PMS systems generate fault codes only.
Fault codes retrieved in conjunction with an
LED light are listed in the code tables at the
end of the Chapter as 2-digit flash codes. In
addition, when an FCR is used to retrieve
codes, the codes displayed on the FCR may
be 2-digit or 3-digit; both kinds are indicated
where appropriate.
Duty cycle % codes
If a fault occurs on any of the monitored
circuits during a period of engine running (only
a small number of circuits will generate duty
cycle % codes), the ECM wit1 increment a
counter, but will not store a fault at this stage.
If the fault is present at the next two engine
starts, the ECM will again increment the
counter each time. If the fault is still present
after four consecutive engine starts, the fault
is recorded in non-volatile memory. If the fault
disappears before four consecutive
occurrences, the counter is reset to zero. If
the fault recurs, the counter will begin
incrementing from the zero point. The duty
cycle % routine will display this code, along
with any faults that are present but have not
yet been stored into memory (if the fault has
occurred in less than four consecutive engine
starts).
Self-Diagnosis (SDJ function
Each ECM has a self-test capability that
continually examines the signals from certain
engine sensors and actuators, and compares
each signal to a table of programmed values.
If the diagnostic software determines that a
fault is present, the ECM stores one or more
fault codes. Codes will not be stored about
components for which a code is not available,
22.1 SD connector locations in Mercedes models
A SD connector location
B 16-pin SD connector (when fitted)
C 38-pin SD connector (when fitted)
D 9-pin SD connector (when fitted)
or for condrt~ons not covered by the
diagnostic software.
Limited operating strategy (LO4
Mercedes systems featured in this Chapta
utilise LOS (a function that is commonly calY
the "limp-home mode"). Once certain fauh
have been identified (not all faults will initi*
LOS), the ECM will implement LOS and rdw
to a programmed default value rather than Ihe
sensor signal. This enables the vehicle tobs
safely driven to a workshop/garage for repair
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Adaptive or learning capability
Mercedes systems also utilise an adaptive
function that will modify the basic
programmed values for most effective
operation during normal runnlng, and with due
regard to engine wear.
Self-Diagnosis warning light
Some Mercedes models are equ~ppedw ith
an SD warning light located within the I instrument panel, wh~ch may be used tc
display flash codes. I
Note: All Mercedes SD connectors are
provided both for retrievrng flash codes and
for dedicated FCR use. t Bosch KE3-1-J etronic
The 9-pin SD connector is located In the
engine compartment on the left-hand Inner
wing, close to the ignition module (see
illustrations 22.1 and 22.2).
22.2 0-pin SD connector
Mercedes 22*3
-
the
BUTTON LEO
22.3 8-pin SO connector 22
The 8-pin SD connector IS located in the
engine compartment on the right-hand
blkhead {see illustration 22.3). I kch KE5.2-Jefrvnic
wd EZ-L ignition
The 16-pin SD connector (2-digit fuel and
bition code retrieval) is located in the engine
compartment on the right-hand bulkhead (see
illustration 22.4). The 9-pin SD connector
pS percentage code retrieval) is located in
the engine compartment on the left-hand
hnw wing.
Bosch LH4.1 -Jetmnic
end EZ-L ignition
The 38-pin SD connector (2-digit fuel and
bition code retrieval) is located in the engine
compartment's electrical box on the righthand
bulkhead (see illustration 22.5). The 9-
pin SD connector (0s percentage code
mtneval) is located in the engine compartment
on the left-hand innet wing.
Note: Durmg the course of certain lest
procedures, it is possible for additional codes
to be generated. Care must be taken that any
codes generated during test routines do not
mislead diagnosis. All codes must be cleared
once testing is complete.
1 Duty cycle codes alone can be retrieved
from KE3.1-Jetronic.
2 Attach the positive probe of a digital multimeter
(DMM) to pin number 3 of the 9-pin SD
connector. Attach the DMM negat~vep robe to
earth, and switch the meter to read duty cycle
(see illustration 22.6).
3 Switch on the ignition.
4 The meter should display the 2-digit duty
cycle codes as a percentage.
5 Record the duty cycle percentage, and
comDare the value with the dutv cvcle % code I Bosch Motronic chart at the end of this chapte;. *
MP6.0/6. I, HFh4 and PMS 6 Turning off the ignition ends duty cycle
code retrieval. Remove the DMM probes from
The 16-pin or 38-pin SD connector is the SD connector,
4 located in the enqne compartment on the
right-hand bulkhead.
4 hch K€W&rdc duty
I mcbmtrttlash- ,,.
procedures, it is possible for additional codes
to be generated. Care must be taken that any
codes generated during test routines do not
mislead diagnosis. Ail codes must be cleared
once testing is complete. If using a fault code
reader, proceed to Section 9.
1 Duty cycle codes and 2-digit fault codes
can be retrieved from KE3.5-Jetronic
systems. Duty cycle codes must be retrieved
prior to 2-digit fault code retrieval.
2 Attach the positive probe of a digital multimeter
(DMM) to pin number 3 of the 8-pin SD
1.4 16-pin SO connector
3 Start and warm-up the engine so that the
coolant temperature is at least 80°C (normal
operating temperature).
4 Stop the engine and switch on the ignition.
5 The meter should display the 2-digit duty
cycle codes as a percentage.
6 Record the duty cycle and compare the
value with the duty cycle % code chart.
7 Turning off the ignition ends duty cycle
code retrieval. Remove the DMM probes from
the SO connector.
8 The method of retrieving 2-digit fault ccdes
differs according to the type of 8-pin SD
connector fitted. Some 8-pin SD connectors
have an LED and button, others do not.
9 If the SD connector does not contain an
LED and button, attach an accessory switch
between pins 3 and 1 in the SD connector.
Connect an LED diode test l~ghbt etween the
battery (+) supply and SD pin 3 as shown
(refer to illustration 22.7).
10 Switch on the ignition.
11 Close the accessorj switch or depress the
button for at least 5 seconds, and then open
the switch or release the button. Afier approximately
2 seconds, the LED will begin to flash.
I I connector. Attach the DMM negative pmbe to 22.6 Connect a digital multi-meter (A) to
22.5 38-pin SD connector earth, and switch the meter to read duty cycle the 9-pin SD connector (B) in order to
(see illustration 22.7). retrieve percentage codes
22.4 Mercedes
12 The LED displays the 2-digit fault codes
as a straight count. One flash is equal to one
code number, so five flashes denotes fault
code number 5, twenty-two flashes denotes
fault code number 22, and so on. Each flash
lasts for 0.5 seconds, and there is a I -second
pause between each digit.
13 Count the number of flashes, and record
the code. Refer to the tables at the end of the
Chapter to determine the meaning of the flash
code.
14 If code number 1 is transmitted, no faults
codes are stored.
15 Retr~eves ubsequent codes by once more
closing the accessory switch or depressing the
button for at least 5 seconds. Open the swktch
or release the button, and after approximately
2 seconds the LED will begrn to flash.
16 Repeat code retrieval by turn~ngo ff the
ignition and repeat~ngth e whole procedure
from the beginning.
17 Turn~ng off the lgnition ends fault code
retr~eval. Remove the accessory switch and
d~ode light from the SD connector where
these components were used.
5 m&EsAWmiaRda-
L ignition dde duty
end flaah code
Note: During the course of certain test
procedures, ~t is possible for additional codes
to be generated. Care must be taken that any
codes generated dunng test routines do not
mjslead diagncsis. All codes must be cleared
once testtng is complete. If using a fault code
reader, proceed to Section $.
1 Duty cycle codes and 2-digit fault codes
can be retrieved from KE5.2-Jetronic
systems. Duty cycle codes are available either
with the engine stopped (ignition on) or with
the engine running at idle speed, and must be
retrieved prior to 2-digit fault code retrieval. In
addition, EZ-L ignition codes can be retrieved
from the 16-pin SD connector.
2 Attach the positive probe of a digital multimeter
(DMM) to pin number 3 of the 9-pin SO
connector. Attach the DMM negative probe to
earth, and switch the meter to read duty cycle
(refer to illustration 22.6).
3 Start and warm-up the engine so that the
coolant temperature is at least 80°C (normal
operating temperature).
4 Stop the engine. Ensure that the air
conditioning is turned off, and the automatic
transmission selector (where applicable) is in
"P". Switch on the ignition.
5 The meter should display the 2-digit duty
cycle codes as a percentage.
6 Record the duty cycle. The displayed value
will be 50% if all sensor inputs are within the
pre-determined operating parameters. If the
display indicates another value, refer to the
duty cycle % code chart at the end of this
Chapter to determine the reason.
7 Start the engine and allow it to idle. The
duty cycle should fluctuate if the system is
operating correctly. If the duty cycle value
remains fixed at one particular figure, refer to
the duty cycle % code chart to determine the
reason.
8 Turning off the ignition ends duty cycle
code retrieval. Remove the DMM probes from
the 9-pin SD connector. All of the following
fault code retrieval routines must be
performed after duty cycle code retrieval.
9 Attach an accessory switch between pins 3
and 1 in the 16-pin SD connector. Connect an
LED diode test light between SD pin 16 (+) and
SD pin 3 (-) as shown (see illustration 22.8).
10 Switch on the ignition.
11 Close the accessory switch for 2 to 4
seconds, and then open the switch. After
approximately 2 seconds, the LED light will
begin to flash.
12 The LED light displays the 2-digit fault
codes as a straight count. One flash IS equal
I
5678
BUTTON 1 ED
to one code number, so five flashes d
fault code number 5, twenty-two f
denotes fault code number 22, and
Each flash lasts for 0.5 seconds, and t
a 1 -second pause between each digit.
13 Count the number of flashes, and r
the code. Refer to the tables at the end
Chapter to determine the meaning of th '
code.
14 If code number 1 is transmitted, no fa&
codes are stored.
15 Retrieve subsequent codes by closingti
accessoty switch once more for 2 to 4 secondn
Open the switch, and after approximatebl
seconds the LED light will begin to flash. A&
all stored codes have been display&, th
codes will be repeat&
16 Turning off the ignition ends KE5.2 fa
and diode light from the SD connecto;. 1
Engine systems control module
flash code retrieval (16-pin)
17 Fault codes from the engine systems
control module can be retrieved by follow~n~
the next set of routines.
18 Attach an accessory switch between
14 and 1 in the 16-pin SD connector. Connect
an LED diode test light between SD pin 16[t)
and SD pin 14 (-) as shown (see illustration
22.9).
I9 Switch on the ignition The method for
code retrieval is den tical to that described
above (paragraphs 11 to 16).
20 Retrieve ignition fault codes by following
the routines described below (Bosch EZ-L). I Bosch EZ-L ignition module
flash code retrieval (I 6-pin)
21 Only 2-digit fault codes can be retrieved
from Bosch E-L ignition.
22 Attach the wires of an accessory switch
between pins 8 and 1 in the 16-pin SO
connector. Connect a diode test light between
- J
22.7 Connect a diode light (A) and accessory switch (6) to the 22.8 Connect a diode light and accessoty switch to the 16-pin SD
&-pin SD connector (C) in order to retrieve flash codes connector in order to retrieve flash codes
Mercedes 226
to 11 12
22.10 Connect a diode light and accessory switch to the 16-pin
SD connector in order to retrieve ignition flash codes
SD pln 16 (+) and SO pin 8 (-1 as shown (see closing the accessory switch for between 2 5 The meter should display the 2-digit duty
Mustration 22.10). and 4 seconds. Open the switch, and after cycle codes as a percentage.
23 Start the engine and warm it to normal approximately 2 seconds the LED light will 6 Record the duty cycle. The displayed value
operating temperature. begin to flash. will be 50% if all sensor inputs are wlthin the
a4 Allow the engine to idle. 36 Turning off the ignition ends ignition pre-determined operating parameters. If the
25 Raise the engine speed to between 3100 module fautt code retrieval, and also clears all display indicates another value, refer to the duty
and 3600 rpm for approximately 8 seconds, fault codes from memory. Fault codes are not cycle % code chart to determine the reason.
and then allow the engine to idle once more. retained in memory after the ignltlon has been 7 Start the engine and allow it to idle. The
26 Detach the vacuum hose from the turned off. duty cycle should fluctuate ~f the system IS
connection on the EZ-L ignition module. 37 Remove the accessory switch and diode operating correctly. If the duty cycle value
27 Move the automatic transmission selector light from the SD connector. remains fixed at one particular figure, refer to
lever from the "P" position to "DM, and then the duty cycle % code chart to determine the
reason.
8 Turning off the ignition ends duty cycle
minimum of 2 seconds, and then allow the Li~~dutycode~ retrie val. Remove the DMM probes from
engine to idle once more. andArsshdtWbd@&M) the SD connector. All of the following fault
28 Reconnect the vacuum hose to the code retrieval routines must be performed
connection on the EZ-L ignition module. Note: During the course of certain test immediately after duty cycle code retrieval.
30 Ra1setheenginespeedt02300rpm,and procedures,itispossibieforadditionaicodes 9 Attach the wiresof an accessory switch
then briefly snap the throttle fully open so that to be generated. Care must be taken that any between pins 1 and 4 in the 38-pin SD
the throttle switch full-load contacts become codes generated during test routines do not connector. Connect an LED diode test light
closed. Allow the engine to idle once more. mislead diagnosis. All codes must be cleared between SD pin 3 (+) and SD pin 4 (-) as
Note: I f the ignition is turned off at any point, once testrng rs compbte. I f using a fault code shown (see illustration 22.1 1).
the whole procedure must be restarted from reader, proceed to Section 9.
the beginning of the EZ-L ignitron codes 1 Duty cycle codes and 2-digit fault codes
retrieval routine. can be retrieved from LH4.1-Jetronic
51 Close the accessory switch for between 2 systems. Duty cycle codes are available either
and 4 seconds, and then open the switch. with the engine stopped (ignition on) or with
After approximately 2 seconds, the LED light the engine running at idle speed, and must be
retrieved prior to 2-digit fault code retrieval. In
32 The LED light displays the 2-digit fault addition, EZ-t ignition codes can also be
codes as a straight count. One flash is equal retrieved from the 38-pin SD connector.
to one code number, so five flashes denotes 2 Attach the positive probe of a digital multilault
code number 5, twenty-two flashes meter (DMM) to pin number 3 of the 9-pin SD
denotes fautt code number 22, and so on. connector. Attach the DMM negative probe to
Each flash lasts for 0.5 seconds, and there is earth, and switch the meter to read duty cycle
a 1 -second pause between each digit. (refer to illustration 22.6).
33 Count the number of flashes, and record 3 Start and warm-up the engine so that the
the code. Refer to the tables at the end of the coolant temperature is at least 80°C (normal
Chapter to determine the meaning of the flash operating temperature).
4 Stop the engine. Ensure that the air
34 If code number 1 IS transmitted, no faults conditioning is turned OH, and the automatic 22.11 Connect a diode light and accessory
codes are stored. transm~ss~ons elector IS in "P" (where switch tothem-pin SD connectorin order
35 Retrieve subsequent codes by once more applicable). Switch on the ignition. to retrieve flash codes
22.6 Mercedes
22.12 Connect a dlode light and accessory
switch to the 38-pin SD connector in order
to retrieve ignition flash codes
$0 Switch on the Ignition.
11 Close the accessory switch for between 2
and 4 seconds, and then open the switch.
After approximately 2-seconds the LED light
will begin to flash.
12 The LED light displays the 2-digit fault
codes as a straight count. One flash is equal
to one code number, so live flashes denotes
fault code number 5. twenly-two flashes
denotes fault code number 22, and so on.
Each flash lasts for 0.5 seconds, and there is
a 1-second pause bwIween each dig~t.
13 Count the number of flashes, and record
the code. Refer to the tables at the end of the
Chapter to delermine the meanlng of Ihe lash
code.
14 If code number 1 ts transmitted, no faults
codes are slored.
15 Retrieve subsequenl codes by once Inore
closing the accessory Swltch for a1 least 5
seconds. Open the switch, and after
approximately 2 seconds the LED light wrll
begin lo flash AHer all slored codes have
been displayed, the code will be repealed.
L I
22.t3 Connect a diode light and accessory
switch to the %-pin SD connector in order
to retrieve base module flash codes
16 Turning off the ignition ends LH4.1 fault
code retrieval. Remove the accessory switch
and diode light from the SD connector.
Bosch EZ-L ignition module
flash code retrieval (38-pin]
17 Attach the wires of an accessory switch
between pins 1 and 17 in the 38-pin SD
connector. Connect a diode test light between
SD pin 3 (+) and SD pin 17 (-) as shown (see
Illustration 22.f2).
t8 Switch on the ignition.
19 Close the accessory switch for between 2
and 4 seconds, and then open the switch.
After approximately 2 seconds the LED will
begin to flash.
20 The flashing of the LED light displays the 2-
digit fault codes as a straight count. One flash
is equal to one code number, so five Rashes
denotes fault code number 5, twenty-two
flashes denotes fault code number 22, and so
on. Each flash lasts for 0.5 seconds, and there
is a 1-second pause between each digit.
21 Count the number of flashes, and record
the code. Refer to the tables at the end of the
Chapter to determine the meaning of the flash
code.
22 If code number 1 is transmitted, no faults
codes are stord.
23 Retrieve subsequent codes by once more
closing the accessory switch for between 2
and 4 seconds. Open the switch, and after
approximately 2 seconds the LED will begin to
flash. After all stored codes have been
displayed, the codes will be repeated.
24 Turning off the ignitlon ends ignition
module fault code retrieval. Remove the
accessory switch and diode light from the SD
connector.
Base module flash code
re trleval(38-pi)
25 Attach the wires of an accessory switch
between plns 1 and 8 in the 38-pin SD
connector. Connect an LED d~odete st light
between SD pin 3 {+) and SD pin 8 (-) as
shown (see illustration 22.13).
-
26 Switch on the ignition. The methodfa
code retrieval is identical to that for the Ui
module (paragraphs 19 to 24).
Diagnostic module flash code
retrieval (38-pinJ
27 Attach the wires of an accessory switeh
between pins 1 and 19 in the 38-pin SO
connector. Connect an LED
between SD pin 3 (+) and SD pin 19 (-)a
shown (see-il lustration 22.14).
28 Switch on the ignition. The methodla
code retrieval ts identical to t
module (paragraphs 19 to 24).
? hsch Motponic MP6.0/8.1
m&#FM/PMSflzishcode :
retrieval I
Note 1 : During the course of certain tssl
procedures, it IS possible for additional codas
to be generated. Care must be taken that any
codes generated during test routines do no!
mislead diagnosis. AN codes must be cleared
once testing is complete. If using a faun code
reader, proceed to Section 9.
Note 2: Flash codes retrieved using thEs
method may be different to codes relrieved
with the aid of an FCR. Refer to the faun code
tables at the end of this Chapter - if following
the procedures in this Section, use the column
headed "Flash code".
1 Only 2-digit codes can be retrieved from
Motronic MP6.0/6.1.
Models with 16-pin SD con- [
2 Attach the wires of an accessory switct
between pins 1 and 3 in the 16-pin SD
connector. Connect an LED diode test light
between SD pin 16 (+) and SD pin 3 (-) a8
shown (refer to illustration 22.8). I Models with 38-pin SD connectw I
3 Attach the wires of an accessory switch
between pins 1 and 4 in the 38-pin SO
connector. Connect an LED diode test lhght
between SD pin 3 (+) and SD pin 4 (-1 as
shown (refer to illustration 22.1 1). I
HZ9874
All models
4 Sw~lcho n the lgnll~on
5 Close the accessory switch for between 2
and 4 seconds, and then open the switch.
Atter approximately 2 seconds, the LED light
will bec~nto flash.
6 The LED dlsplays the 2-digit fault codesas
a stra~ght count. One flash is equal to one
code number, so five flashes denotes fault
code number 5, twenty-two flashes denotes
fault code number 22, and so on. Each flash
lasts fat 0.5 seconds, and there is a 1 -second
pause between each digit.
7 Count the number of flashes, and record
the code. Refer to the tables at the end of the
Chapter to determine the meaning of the flash
22.14 Connect a diode light and accessory code.
swRch to tho Wpln SD connector in order 8 If code number 1 is transmitted, no faults
to retrieve diagnostic module flash c&s codes are stored.
for
'-L
. . . .<!I
S.D I'IL
as
Jr
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. ,
.- -, ..
i
3;
A -
;
I
I
Mercedes 22.7
Q Retrieve subsequent codes by once more
closing the accessory switch for at least 5
wconds. Open the switch, and after
approx~mately 2 seconds the LED light will
bin to flash.
10 Repeat code retrieval by turning off the
lgnition and repeating the whole procedure
fmm the beginning.
11 Turning off the ignition ends fault code
retrieval. Remove the accessory switch and
We light from the SD connector.
Clearing fault codes without
a fault code reader (FCR)
Me: It is not possible to clear fault codes by
disconnection of the battery terminals. Fault
code memory in Mercedes vehicles is nonvolatile,
and battery power is not required to
stain codes.
1 Turning off the ignition ends fault code
retrieval, and also clears all fault codes from
memory. Fault codes are not reta~ned in
memory after the ignition has been turned off. I All systems
except 16-pin Bosch EZ-L
2 Each fault code must be individually
cleared as described in the following routines.
3 Carry out the procedure to retrieve the first
fault code.
4 Clear the first code by depressing the
accessory switch for a period of between 6
and 8 seconds.
5 Continue the process by retrieving and
clearing each code in turn until all codes have
been cleared.
Fault code tables
6 In some systems, several different modules
are connected to the SD connector. Each
code in each module must be retrieved and
then cleared one after the other until all are
clear.
7 Turn off the ignition and remove the
accessory switch and diode light from the SD
connector.
Note: During the course of certain test
procedures, it IS possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagnosis.
All Mercedes models
I Connect an FCR to the SD connector. Use
the FCR for the following purposes, in strict
compl~ance with th8 FCR manufacturer's
instructions:
a) Retrieving fault codes.
b) Clearing fault codes.
c) Testing actuators.
d) Making service adjustments.
e) Displaying Datastream.
Note: Not all of the above functions are
available in a// vehicles. Fault codes thaf are
retrieved by FCR may be 2-digit or 3-digit.
Refer to the tables at the end of this Chapter.
Codes retrieved with the aid of an FCR may be
different to flash codes retrieved manually.
2 Codes must always be cleared after
component testing, or after repairs involving
the removal of an EMS component.
Bosch LH- Jetmnic, LH4.f - Jetronic,
KE3.5-Jetronic, KE5.2-Jetronic
Flash/ Description
FCR code
1 No faults found in the ECM. Proceed with normal
diagnostic methods
2 Coolant temperature sensor (CTS) 1 or CTS circuit
2 Throttle pot sensor (TPS) or TPS circuit, full-load (KE5.2)
3 Coolant temperature sensor (CTS) 2 or CTS circu~t
4 Mass airflow (MAF) sensor or MAF sensor circuit
5 Oxygen sensor (0s) or OS circuit (KE5.2)
6 CO pot or CO pot circuit
7 TN (engine speed) signal incorrect
7 Vehicle speed sensor (VSS) or VSS circuit (LH4.1, KE5.2)
8 Camshaft position sensor (CMP) or CMP circuit
8 Cylinder identification (CID) sensor or CID sensor circuit
(LH4.1
8 Ignition system or circuit (KE5.2)
8 Barometric pressure sensor (BPS) or BPS circuit (KE3.5)
9 Starter signal
9 Pressure actuator (KE5.2, KE3.5)
10 Idle speed control valve (ISCV) or ISCV circuit
jO".~abw 9-,
, , , ,A
" 4 , ,
, ,,
1 Use an FCR to interrogate the ECM for fault
codes, or gather flash codes manually.
Codes stored
2 If one or more fault codes are gathered,
refer to the fault code tables at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the rncdern EMS.
5 Once the fault has been repaired, clear the
codes and run the engine under various
conditions to determine if the problem has
cleared.
6 Check the ECM for fault codes once more.
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more information on
how to effectively test the EMS.
No codes stored
8 Where a running problem is experienced,
but no codes are stored, the fauh is outside of
the parameters designed into the SO system.
Refer to Chapter 3 for more information on
how to effectively t& the engine management
system.
B If the problem points to a specific
component, refer to the test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the modem EMS. a9
Flash/ Description
FCR code
10 Throttle pot sen= ('IPS)o r TPS circuit (LH4.1, KE5.2, KE3.5)
11 Secondary air pump system
12 Mass airflow (MAF) sensor burn-off or MAF sensor circuit
12 Pressure signal from ignition system or circuit (KE5.2)
13 Air temperature sensor (ATS) or ATS circuit
14 Vehicle speed sensor (VSS) or VSS circuit (KE5.2)
15 Catalytic converter control unit (Japan only)
15 Exhaust gas recirculation (EGR) valve (LH4.1)
16 Exhaust gas recirculation (EGR) or EGR circuit
17 Throttle switch (TS), full-load switch
17 Idle speed controt valve (ISCV) or ISCV circuit
17 CAN signal (LH4.1) - communication between system
computers
17 Oxygen sensor (0s) or OS circuit (KE5.2)
18 Data transfer from ignition system
18 CAN signal (LH4.1) - communication between system
computers
18 Idle speed control valve (ISCV) or ISCV circuit (KE5.2)
20 Electronic control module (ECM)
20 CAN signal (LH4.1) - communication between system
computets
22.8 Mercedes
Flash/ Description
FCR code
2 1 Oxygen sensor (0s)or OS circuit
22 Oxygen sensor (0s) heater or OS circuit
23 Regeneration valve or circuit
23 Carbon filter solenoid valve (CFSVj or CFSV circuit
(LH4.1, KE5.2)
24 Left camshaft control actuator or circuit (1 19 engine)
25 Rlght camshaft control actuator or circukt (1 19 engine)
25 Camshaft control actuator or circuit (1 04 engine)
25 Cold starl valve (CSV) or CSV circuit (KE5.2)
26 Automatic transmission (AT) shift point relay or circuit
27 Injectors or injector circult
27 Data exchange between KE and €2 control units (KE5.2)
28 Electronic control module (ECM)
28 Coolant temperature sensor (CTS) or CTS circuit (KE5.2)
29 1 st gear relay (LH4.1)
29 Coolant temperature sensor (CTS) or CTS clrcuit (KE5.2)
30 lmmobiliser system fault (LH4.1)
31 Air temperature sensor (ATS) or ATS circuit (KE5.2)
32 MKV resistor (engine coding plug, KE5.2)
34 Coolant temperature sensor (CTS) or CTS circuit (KE5.2)
Bosch LH4.1 base module
Flash/ Deserlption
FCR code
1 No faults found in the ECM. Proceed with normal
diagnostic met hods
5 Marrlmum permissible temperature in module box
excedd
6 Electromagnetic air conditioning compressor clutch
blocked
7 Poly-V-belt slbpping
9 Voltage supply for electronic control module (ECM) (N3/1)
Interrupted
10 Voltage supply for electronic control module (ECM) (N3/1)
interrupted
10 Voltage supply for luet injectors interrupted (alternative
code)
11 Voltago supply for accessory equipment control modules
interrupted
12 Vollage supply for ABS (anti-lock brakes) control module
(N30) or ABS/ASR (anti-lock brakesjtraction control)
control module {N30/1)
12 Automatic locking differential (ASD) control module
(N30/2) ~nterrupted( alternat~vec ode)
15 Vollage supply for automatic transmission kickdown
valve (Y3) inlerrupted
16 Voltage supply for electromagnetic alr conditioning
. compressor clutch (A9Kl) interrupted
17 Voltage supply for module box blower motor (M2/2)
Interrupted
Bosch LH4.1 diagnostic module
Flash/ Oescriptlon
FCR &
7 No faults found in the ECM. Proceed wlth normal
diagnostic methods.
2 Oxygen sensor (0s) or 05 circuit, inoperative
3 Oxygen sensor (0s) or OS circuil, inoperative
4 Sacondary air injection, inoperative
5 Exhaust gas rmrculation (EGR) valve or EGR circuit,
inoperative
6 Idle speed control valve (ISCV) or ISCV circurt, inoperative
7 lgn~tlan system defective
8 Coolant temperature sensar (CTS) or CTS c~rcuit.
open/shon-circuit
Flash/ Description
FCR cde
9 Air temperature sensor (ATS) or ATS circuit, opn/shortcircuit
10 Mass airflow (MAW sensor or MAF sensor circuit, voltage
too high/low
11 TN (engine speed) signal defective
12 Oxygen sensor (0s) or OS circuit, open/short-circuit
13 Camshaft position sensor (CMP) or CMP circuit, signal
defective
14 Variable induction solenoid valve (VISV) or VlSV circuit,
pressure too low
15 Wlde-open throttle, information defective
16 Closed throttle, information defective
17 Data exchange malfunction between individual control
modules
18 Adjustable camshaft timing solenold, open/short-circult
19 Fuel injectors open/short-circuit or emission control
system adaption at limit
20 Speed signal missing
21 Purge switchover valve, open/short-circuit
22 Camshaft position sensor (CMP) or CMP circuit, signal
defective
23 Variable induction solenoid valve (VISV) or VlSV circuit,
pressure with engine running too low
24 Starter ring gear segments defective
25 Knock sensor (KS) or KS circuit
26 Upshift delay switchover valve, open short-circuit
27 Coolant temperature sensor (CTS) or CTS circuit
28 Coolant temperature sensor (CTS) or CTS circuit
Bosch KE5.2 control module
Flash/ Description
FCR code
1 No faults found in the ECM. Proceed with normal
diagnostic methods
2 fuel pump relay or circuit
3 TN (engine speed) signal interrupted
4 Oxygen sensor (0s) or OS circuit
5 Output for secondary air injection pump control defective
6 Output for kickdown switch control defective
9 Oxygen sensor (0s)h eater or OS circuit, open
11 Air condltionlng (AC) compressor engagement signal
missing
12 Output for air conditioning (AC) compressor control
defective
13 Excessive air conditioning compressor belt slippage
14 Speed signal implausible
15 Short-circuit detected in fuel pump circuit
Boseh EL-L ignition
Flash/ Deserlption
FCR code
01 No taults found ~n the ECM. Proceed with normal
d~agnost~mce thcds
02 Knmk wnsor (KS) or KS circuit
03 Coolant temperature sensor (CTS) or CTS circuit
Od Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
05 Knock sensor (KS) or KS circuit
06 Camshaft position sensor (CMP) or CMP circuit
07 Knock sensor (KS) or KS circuit
08 Autornat~ctr ansmission
G9 Autornat~ctr ansmission
10 Data exchange between KE and EZ control units
11 Ignition control
12 Vehicle speed sensor (VSS) or VSS circuit
13 Throttle pot sensor (TPS) or TPS circuit
Mercedes 22.9
Flash/ Description
Throttle pot sensor (TPS) or TPS circuit
lgnition end stage fault
lgnition end stage fault
Vehicle speed sensor (VSS) or VSS circuit
Crank angle sensor (CAS) or CAS circuit
Electronic control module (ECM) or ECM circuit
Manifold absolute pressure (MAP) sensor or MAP sensor
Data exchange between LH and EZ control units
Data exchange between LH and EZ control units
lgnition fault No.1 cylinder
Ignition fault No.5 cylinder
lgnition fault No.4 cylinder
lgnition fault No.8 cylinder
lgnition fault No.6 cylinder
lgnition fault No.3 cylinder
lgnition fault No.7 cylinder
lgnition fault No.2 cylinder
Bosch Motronic 6.0/6.7
Rash/ Description
No faults found in the ECM. Proceed with normal
diagnostic methods
Coolant temperature sensor (CTS) or CTS circuit
kr temperature sensor IATS) or ATS circu~t
Manifold absolute pressure (MAP) sensor or MAP sensor
Throttle switch VS) or TS c~rcuit
Throttle pot sensor UPS) or TPS clrcuit
Throttle pot sensor (TPS) or TPS circuit
ldle speed control valve (ISCV) or ISCV circurt
Oxygen sensor (0s) or OS circult
Oxygel sensor (0s) or OS circuit
Oxygen sensor (0s)or OS circurt
Injectors d cylinder NOS. 1 and 4
Injectors 4 cylinder Nos. 2 and 3
Oxygen sensor (0s) or OS circuit
Ignil~onp rimary c~rcuitc, yl~nders1 and 4
Ign~l~opnrlr nary c~rcultc, ylinders 2 and 3
Englne speed signal or circu~t
Octane encodlng or circuit
Engrne speed signal or clrc~it
Vehicle sped sensor (VSS) or VSS circuit
Variable induction solenoid valve (VISV) or VlSV circuit,
preheating relay or circuit
Fuel pump circuit
CO adjuster or CO circuit
Carbon filter solenoid valve (CFSVj or CFSV circuit
Automatic transmission (AT)
Electronic control module (ECM)
PMS (Siemens)
Rash FCR Description
code code
No fautts found in the ECM. Proceed with normal
diagnostic methods
Coolant temperature sensor (CTS) or CTS clrcuit
Coolant temperature sensor (CTS) or CTS c~rcult
Coolant temperature sensor {CTS) or CTS ctrcuit
Air temperature sensor (ATS) or ATS circuit
Air temperature sensor (ATS) or ATS circuit
Manifold absolute pressure (MAP) sensor or MAP
sensor circuit
Manifold absolute pressure (MAP) sensor or MAP
sensor circuit
Flash FCR
code code
05 07
06 13
06 14
07 15
07 16
08 17
OB 20
OB 21
09 22
09 23
1 I 30
11 32
11 31
13 37
13 36
14 42
14 40
14 41
15 43
20 54
20 55
20 57
20 56
21 64
21 62
21 63
22 65
22 67
22 66
24 73
24 75
26 77
26 80
27 81
27 82
28 83
28 84
29 86
Description
Throttle pot sensor (TPS) or TPS circu~t
Throttle pot sensor VPS) or TPS circuit
Throttle pot sensor VPS) or TPS circuit
ldle speed control valve (ISCV) or ISCV circuit
ldle speed control valve (ISCV) or ISCV circuit
Idle speed control valve (ISCV) or ISCV circuit
Idle speed control valve (ISCV) or ISCV circuit
Idle speed control valve (ISCV) or ISCV circuit
Oxygen sensor (0s) or OS c~rcuit
Oxygen sensor (0s) or OS c~rcuit
Oxygen sensor (0s) or OS c~rcuit
Oxygen sensor (0s) or OS crrcult
Oxygen sensor (0s) or OS c~rcuit
Oxygen sensor (0s)o r OS c~rcuit
Oxygen sensor (0s) or OS curcult
Injectors (4-cylinder) numbers 2 and 3
lnjectors (4-cylinder) numbers 1 and 4
Injectors (4-cylinder) numbers 1 and 3
lnjectors (4-cylinder) numbers 2 and 4
Oxygen sensor (0s) or OS circu~t
Oxygen sensor (0s) or OS cucu~t
Oxygen sensor (OS)o r OS circu~t
Oxygen sensor (0s)or OS circu~l
lgnition primary clrcuit - cylinders 1 and 4
lgnition primary circuit - cylinders 1 and 4
lgnition primary circuit - cylinders 1 and 4
lgnition primay circuit - cylinders 2 and 3
lgnition primary circuit - cylindsts 2 and 3
lgnition primary circuit - cylinders 2 and 3
Engine sensor or circuit
Engine speed sensor or circuit
MKV (engine coding plug)
MKV (engine coding plug)
Tachometer circuit
Tachometer circuit
Vehicle speed sensor (VSS) or VSS circuit
Vehicle speed sensor (VSS) or VSS circuit
Variable induction solenoid valve (VISVJ or VlSV
circuit, preheating relay Pa
Variable induction solenoid valve (VISVj or VlSV
circuit, preheating relay
Fuel pump circuit
Fuel pump circuit
Carbon filter solenoid valve (CFSV) or CFSV clrcuit
Carbon filter solenoid valve (CFSV) or CFSV circu~t
Automatic transmission (AT)
Electronic control module (ECM)
HFM
Flash FCR
code code
1
Description
No faults found in the ECM. Proceed with normal
diagnostic methods
Coolant temperature sensor (CTS) or CTS circuit,
short-circuit
Coolant temperature sensor (CTS) or CTS circuit,
open-circuit
Coolant temperature sensor (CTS) or CTS clrcult,
implaus~bles ignal
Coolant temperature sensot (CTS) or CTS circuit,
loose contact
Alr temperature sensor (ATS) or ATS circuit.
short-circuit
Air temperature sensor (ATS) or ATS circuit,
open-arcuit
22.1 0 Mercedes
Flash
code
3
FCR
code
008
Description
Air temperature sensor (ATS) or ATS circuit, loose
contact
Mass airflow (MAR sensor or MAF sensor circuit,
implausibly high signal
Mass airflow (MAF) sensor or MAF sensor circuit,
open-circuit
Throttle switch (TS)
Throttle switch (TS),c losed
Throttle swltch (TS), loose contact
Throttle pot sensor (TPS) or TPS circuit,
implausibly high signal
Throttle pot sensor (TPS) or TPS circuit,
implausibly low signal
Throttle pot sensor RPS) or TPS circuit, loose
contact
Throttle pot sensor VPS) or TPS circuit,
implausibly high signal
Throttle pot sensor UPS) or TPS circuit,
implausibly low signal
Throttle pot sensor (TPS) or TPS circuit, loose
contact
ldle speed control valve (ISCVJ or 1SCV circuit,
bottom control stop
ldle speed control valve (ISCV) or ISCV circuit,
top control stop
Oxygen sensor (0s)or OS circuit, vollage high
Oxygen sensor (0s) or OS circuit, cold or opencircuit
Oxygen sensor (0s) or OS circuit, sensor voltage
lrnplaus~ble
Oxygen sensor (0s) or OS circuit, heater current
low
Oxygen sensor (0s) or OS circuit, heater current
high
Oxygen sensor (0s) or OS circuit, heater shortcircu~
t
Oxygen sensor (0s) or OS circuit, mixture lean
Oxygen sensor (0s) or OS circuit, mixture rich
Injector No. 1, short-circuit
Injector No. 1, open/short-circuit
Injector No. 2, short-circuit to positive
Injector No. 2, open/short-circuit to earth
lnjector No. 3, short-circuit to positive
Injwtor No. 3, open/short-circuit to positive
Injector No. 4. short-circuit to positive
lnjector No. 4, opedshort-circuit to positive
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s)or OS circuit
Oxygen sensor (0s) or OS circuit
Oxygen sensor (0s)or OS c~rcuit
Oxygen sensor (0s) or OS c~rcuit
lgnition coil, No. 1 cylinder misflre or c~rcuit
Ignition coil, No. 4 cylinder m~sflreo r c~rcuit
lgnition coil or circuit, current not reached
lgnition coil, No. 2 cylinder misfire or circuit
lgnition coil, No. 3 cylinder misfire or circuit
lgnition coil or circult, current not reached
Crank angle sensor (CAS) or CAS circuit
Crank angle sensor (CAS) or CAS circuit
Crank angle sensor (CAS) or CAS circuit
Camshaft position (CMP) sensor or CMP sensor
circuit
Electron~cc ontrol module (ECM)
Electronic control module (ECM)
RPM sensor or circuit
Flash FCR Description
code code
27 071 RPM sensor or circuit
28 072 Vehicle speed smsor (VSS) or VSS crrcuil, sbrd
not recognised
28 073 Vehicle speed sensor (VSS) or VSS c~rcu~slgt,rd
implausibly high
29 074 Variable induction solenoid valve (ZIISV) or VI
circuit, heater relay or circuit
29 075 Variable induction solenoid valve (VISV) or VlSV
circuit, heater d a y or circuit
30 076 Fuel pump rslay or circuit
32 079 Knock sensor (KS) 1 or circuit
32 080 Knock sensor (KS) 2 or circuit
33 OBl Ignition timing, mawlmum retardation at No. 1
cylinder
33 082 lgn~t~ot~nm ing.v ar~ationin cylinder firing point
greater than 6O
34 083 Knock sensor (KS) control circuit in ECM
34 084 Oxygen sensor (0s) or OS circuit
36 086 Carbon filter solenoid valve (CFSV) or CFSV d
36 087 Carbon filter solenoid valve (CFSV) or CFSV clrclA
37 088 Automatic transmission (AT) or AT circuit
38 089 Camshaft timing actuator, short-circuit to po
38 090 Camshaft timing actuator, openlshort-circuit to
earth
43 101 No starter s~gnal,t erminal 50
107 Dwell angle control at ignition output stage
49 110 Electronic control module (ECM), supply voltage
implausible
49 11 1 Electronic control module (ECM), supply voltage
low
50 11 2 Electronic control module (ECM)
11 3 Electronic control module (ECM)
11 4 Incorrect electronic control module (ECM) coding,
from 01/94
1 15 Incorrect electronic conlrol module (ECM) coding,
from 01/94
1 16 Infra-red control unit signal from 12/94
1 17 Attempt to start when ~nfra-redlo cking system
locked, from 12/94
Bosch KES. 1 -Jetmnic,
KE3.5-Jatronlc, KE5.2-Jetronic, LH4. f - Jetronic
Duty Description
cycle D/s
0% Oxygen sensor (0s)or OS circu~t
0% Self-Diagnosis connector (non-cat vehicles)
10% Throttle pot sensor (TPS) or TPS clrcur!
20% Throttle pot sensor (TPS) or TPS circuit
20% Injectors or injectors circu~(lL H4.1)
30% Coolant temperature sensor (CTS) or CTS clrcutt
40% Airflow sensor (AFS) or AFS circuit
50% Oxygen sensor signal (cat vehicles)
50% tnput signals ok
60% Vehicle speed sensor (VSS) or VSS circuit
60% Camshaft posltjon sensor (CMP) or CMP circuit
70% Engrne spa& signal
80% Air temperature sensor (ATS) or ATS circuit
80% 8arometric pressure sensor (BPS) or BPS circuit (KE3.5)
80% Drive engaged (KE5.2)
80% CAN signal (LH4.1) - communication between system
computers
90% Pressure actuator (KE5.2)
90% Safety fuel cut-off active (LH4.1)
100% Oxygen sensor (0s) or OS circuit
100% Electronic control module (ECM) (non-cat vehicles)
index of vehicles Retrieving codes wtthout a fault code reader (FCR) . . . . . . . . . . . . . 3
BeH-Diagnosis Set-Diagnosis connector location ........................... 2
Clearing fault cod- without a fault code reader (FCR) ........... 4 Self-Diagnosis with a fault code reader (FCR) .................. 5
hide to test procedurm .................................. 6 Fault code table
btroduction ............................................ 1
Index of vehicles
Carisma 1.6 SOHC 16V
hisma 1.8 SOHC 16V
Carisma 1.8 W H C 16V
Colt 1.3i SOHC 1 2V cat
Colt 1.3 SOHC 12V
Colt 1600 GTi DOHC
Colt 1.6 SOHC 16V
Colt 1.6i 4x4 SOHC 16V cat
Colt 1.6 SOHC l6V
Colt 1800 GTi-16V DOHC 16V
Colt 1.8 GTi DOHC 16V cat
Cordia 1800 Turbo
Galant 1800 SOHC l6V cat
Galant 2000 GLSi SOHC
Galant 2000 GTi l6V DOHC
Galant 2000 4WD DOHC
Galant 2000 4WS cat DOHC
Galant 2.13 SOHC 16V cat
Galant 2.0i V6 DOeC 24V
Galant Sapporo 2400
Galant 2.5i V6 DOHC 24V
L300 SOHC 16V
Lancer 1600 GTi 1 6V DOHC
Lancer 1.6i SOHC 16V
Lancer 1.6i 4x4 SOHC 16V cat
Lancer 1800 GTi DOHC 1 6V
Lancer 1.8 GTi DOHC 1 6V cat
Lancer 1800 4.WD cat
Shogun 3.5i V6 DOHC 24V
Sigma Estate 12V
Sigma Wagon 12V cat
Sigma 3.0i 24V cat
Space Wagon 1.8i SOHC 16V
Space Wagon 2.0i DOHC 16V
Starion 2.6 Turbo cat
Engine code
6G72
4G92
4G93
4G93
4G13
4G13
4G61
4G92
4G92
4G92
4G67
4G93
4G62T
4G93
4G63T
4663
4663
4G63
4G63
6A12
4G64
6G73
4G63
4G61
4G92
4692
4G67
4G93
4G37-8
6674
6672
6G72
6G72
4G93
4G63
4G63T
G54B1
Year
1 992 to 1997
1 996 to 1997
1996 to 1997
1996 to 1997
1992 to 1996
1996 to 1997
1988 to 1990
1 992 to 1996
1 992 to 1896
1 996 to 1997
1990 to 1993
t 992 to 1995
1985 to 1989
l993 to 1997
1985 to 1 988
1988 to 1 993
1988 to 1 993
1989 to 1 994
1989 to 1 994
1993 to 1997
1993 to 1997
1987 to 1 989
1993 to 1 995
1994 to 1997
1988 to 1990
1992 to 1996
1992 to 1 996
1990 to 1 993
1992 to 1995
1989 to 1 993
1994 to 1997
1993 to 1 996
1993 to 1 996
1981 to 1996
1991 to 1997
1992 to 1997
1986 to 1 989
1989 to 1991
System
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPI
Mitsublshl ECI-Multl- MPI
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPI
Mitsubisbi ECI-Multi- SEFi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPI
Mltsublshi ECI-Multi- Turbo
Mitsubishi EQ-Multi- MPi
Mitsubishi ECt-Multi- MPi
Mitsubishi ECt-Multi- MPi
Mitsubishi ECL-Multi- MPi
Mitsubishl ECI-Multi- MPI
Mitsubishi ECI-Multl- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitaubishi ECI-Multi- MPi
Mltsublshi ECI-Multl- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECI-Multl- MPi
Mitsubishi ECI-Multi- MPi
Mltsubishl ECI-Multi- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECL-Multi- MPi
Mitsubishi ECI-Multl- MPi
Mitsubishi ECI-Multi- MPi
Mitsubishi ECt-Multi- MPi
Mitsubishi ECI-Multi- + Turbo
Mitsubishi ECI-Multi- + Turbo
23.2 Mitsubishi
Self-Diannosis
23.1 SD waming light in instrument panel
(a mowed)
Mitsubishi vehicles are equipped with the
Mitsubishi ECI-Multi engine management
system that controls primary ignition, fuel
injection and idle functions from within tho
same control module.
Self-Diagnosis (SD) function
The ECM (Electronic control module) has a
self-test capab~lityth at continually examines
the signals trom certain engine sensors and
aciuaiors, and then compares each slgnal to a
table ot programmed values. H the diagnostic
sottware determines that a fault is present, the
ECM stores one or more fault codes In the
ECM memory. Codes will not b Stored about
components for which a code is not available,
or for condllions not covered by the d~agnostic
23.2 SD connector located below radio in
centre console (arrowed)
software. Mitsubishi systems generate 2-d~git
fault codes for retrieval by manual means or by
a dedicated FCR.
Limited operating strategy (LOSJ
Mitsubishi systems featured in this Chapter
utilim LOS (a function that is commonly called
the "limp-home mode"). Once certain faults
have been identified (not all faults will initiate
LOS), the ECM will implement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Self-Diagnosis (SD)
Mitsubishi models are equ~ppedw ithaM
D~agnosls warnlrlg lhght
Instrument panel (see illustration 23.1).
2 W-Diagnosis connector
location 3 4
Note: The Mttsublsl~i SD connector 18
pfowded both for retrtevmg flash codes and
tor dedrcated F CFi use
Early Shogun models
The SD connector rs located In the console,
below the radlo (see illustration 23.2)
Galant 2.0 and Sapporn 2.4,
CoWbncer, Sigma, Shogun 3.0H
The SD connector IS located below the fa&i
next to the fusebox (see illustration 23.3).
3 Rdhulng codes without a
fault code reader (FCR)
' I Note: During the course of certa~n tasl
procedures, it is possible for addttrcnal faun
codes to be generated Care must be Iaken
that any codes generated during test roubnes
Adaptive do not mislead diagnosis. All codes must be Or learning capability ,,e,, ,,, , ., j~ ,--m a,e te.
Mitsubishi systems also utilise an adaptive
function that will modify the basic method
programmed values. for most effective 1 Attach an analogue voltmeter to terrn~nalsA
operation during normal running, and with due and 8 in the SD connector (see illustration
regard to engine wear. 23.4).
ANALOGUE
VOLT METER
2 S;;
st0 rc
nee(
and
neel
doe:
cOlir
a)
3 r
an1
RE
de'
4 4
CC
5
- VC
23.3 FCR attached for fault code reading 23.4 Terminals A and B of the SD connector bridged by an
A FCR analogue voltmeter
5 Cigarette lighter used for electrical power source
C SD connector
A Earfh lem~ir~al B SD terminal
. - - - -. -.
23.4 Mitsubishi
Fault code table
Mitsubishi EC/-Multi Flash/ Description
Flash/ Description FCR code
FCR code 31 Knock sensor (KS) or KS circun
32 Manifold absolute pressure (MAP) sensor or MAP senm
0 No faults found in the ECM. Proceed with normal circuit
diagnostic methods 36 Ignition timing adjuster earthed
11 Oxygen sensor (0s)o r OS circuit 39 Oxygen sensor (0s)or OS circuit
12 Mass airflow (MAF) sensor or MAF sensor circuit 41 Injedor or injeclor circuit
12 Manifold absolute pressure (MAP) sensor or MAP sensor 42 Fuel pump or fuel pump circull
circuit (alternative code) 44 Ignition coil (1 and 4 cylinders) or c~rcult
13 Air temperature sensor (ATS) or ATS circuit 52 Ignition coil (2 and 5 cylinders) or c~rcu~t
14 Throttle position sensor (TPS) or TPS circuit 53 Ignition coil (3 and 6 cylinders) or circuit
15 idle speed control valve (ISCV) or ISCV circuit 55 Idle speed control valve (ISCV) or ISCV circu~t
21 Coolant temperature sensor (CTS) or CTS circuit 61 Automatic transmission (AT) electronic control module
22 Crank angle sensor (CAS) or CAS circuit (ECM) cable
23 Crank angle sensor (GAS) or GAS circuit (alternative code) 62 Induction control valve sensor or c~rcuit
24 Vehicle speed sensor (VSS) or VSS circuit 71 Vacuum solenoid - ETC or crrcuit
25 Atmospheric pressure sensor (APS) or APS circuit 72 Ventilation solenoid - ETC or c~rcu~l
. ...
24.2 Nissan
Self -Diaanosis
The engine management system (EMS)
f~tted to Nissan vehicles is Nissan ECCS,
wh~ch exists in both single-point and rnultipoint
injection (SPi and MPi) forms. Nissan
ECCS controls the primary ignition, fuel
injection and idle functions from within the
same control module.
SeET-Dlagnosls (SD) function
Each ECM (electronic conlrol module) has a
self-test capability that cont~nually examlnes
the signals from certain engine sensors and
actuators, and then compares wch signal to a
table of programmed values. If the dragnostic
software determines ihat a fault is present. the
ECM stores one or more fault codes in the
ECM memory. Codes w~lnl ot be stored about
components for wh~ch a code is not available,
or for conditions not cover& by the diagnostic
software. Nissan ECCS generates 2-digit fault
codes for retrieval by manual means or by a
dedicated FCR.
Limited operating strategy (LOS)
Nissan systems featured in this Chapter
utilise LOS (a function that is commonly called
the "limp-home mode"). Once certain faults
hava been rdentified (not all faults will initiate
COS). the ECM will implement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely dnven lo a workshop/garage for repair
or testjng. Once the fault has cleared, the
ECM wdl reverl lo normal operation.
Adaptive or learning capability
Nlssan systems also utilise an adapt~ve
tunction that will modify the basic programmed
values for most effective operation during
normal running, and with due regard to englne
wear.
24.2 The ECM (A) and integral LEOILEDs
(B\ are located under a panel on the centre
console under the facia
24.1 The SO connector is located behind
the hrsebox cover
SeH-Diagnosis (SD) warning light
All Nissan models are equipped with either
a single red LED, or a red and a green LEO,
set in the casing of the ECM. In addition, a
Self-Diagnosis warning light is located w~thln
the instrument panel, and can also be used to
display fault codes. The warning light will flash
in unison with the LED on Ihe ECM, or will
remain illuminated while a fault is stored.
Note: The Nissan SD connector is provided
for connecting to a dedicated FCR. Flash
codes are retrieved via the SD connector, or
by turning a mode selector on the ECM.
SD connector location
Under a panel on the centre console, under
the facia, or behind ths fusebox cover (see
illustration 24.t).
ECM location
Under the facia an the drlver's side, under
the driver's seat, or behind a cover on the
right-hand side of the centre console (see
Illustation 24.2).
Note: Dunng the course of certain test
procedures. it is possible for additional fault
codes to be generated. Care must be taken
ihai any codes generated during test routines
do not mislead diagnosis. All codes must be
cleared once testing is complete.
1 In the Nissan ECCS system, a number of
diagnostic modes may be used to retrieve
codes and associated information, depending
on rnodet and on the number of LEDs present
on the electronic control module (ECM).
the SO warning 11ght WIN flash In un
the LED on the ECM, or will remain rllu
while fault codes ere present.
Mode l
3 Swllch the ign~tiono n.
4 Check that the LED on Ihe ECM caslnga
illuminated. It not, check the bulb.
5 Start the engine. The LED should ext~nguld
and remain oxt~nguishedto tndicate that no
fault codes have been recorded. If the LED
becomes ~llurninated while the engine la
running, a system fault is Indicated.
6 Stop the engine and turn off the ignition.
Mode II - fault code retrieval fi
7 Switch the ignition on.
8 Use a jumper lead to bridge the fGN and
CHK terminals in the SD connector (m
illustration 24.3). Remove the bridge after 2
seconds, and any fault codes will bo
d~splayedo n the LED as 2-digit flash coda:
a) The fimt series of flashes indicates the
mult~pleso f ten, the second series of
flashes indicates the single units.
6) Tens am indicated by 0.6-second f/a
separated by a short pause.
c) A pause of 0.9 seconds separates tens
and units (the light remains extinguishd
duHt?p~a uses).
d) Units are indicafed by 0.3-second flasher,
separated by short pauses.
e) Four long flashes and one short flash. tor
example, displays code 4 1.
f) A pause of 2.1 seconds separates the
transmission of each indivtduai code
g) The code is repeated with a 4-secmd
pause behveen each code that rs displayed
9 Count the number of flashes in each senes
and record each code as it is transm~tled
Refer to the table at the end of the Chapter I
determine the meaning of the fault code.
10 Continue retrieving codes until all storm
codes have been retrieved and recorded.
t 1 If the system is free of faults, conttnue wit
mode II, engine running (see paragraph 1:
onwards). All system faults must h repairw
before the closed-loop control system wi
function correctly.
SO CONNECTOR
The single red LED, or the red and green Single red LED on the ECM
LED($, will be set into the ECM casing 2 There are two self-diagnosis modes 24.3 Use a jumper lead to bridge the IGN
beside the mode selector (as appIicable) available on these models. Note: Where fitted, and CHK terminals in the SD connector
I Nissan 24*3
ode It - sensor diagnosis,
kgine r unning (cheek of -loop control system)
Start the engine and run it to normal
ratlng temperature.
aise the englne speed to 2000 rpm for a
d of 2 mrnutes
bse~8th e warnlng light or LED d~xplay.
LED switches off and on at a frequency
N5 tlmes in 10 secovds, th~s~ ndicatest hat
ke engine IS in closed-loop control. If the LED
remains constantly off or on, thls Indicates
tat the englne is in open-loop control:
@ When the LED 1s on, the fuell~ng1 s lean.
bJ When the LED is off, the fuelling is nch.
15 The SD l~ghot r LED will reflect the current
md~tiono f lean or r~chb y staying on or off
hmed~atelyb efore switching to open-loop
Red and gmen LED5 on ECM
ZX 1984- 1 BS0 and
/via Turbo J
I6 There are two self-diagnosis modes
mailable on these models. A mode selector is
provided on the ECM casing to select the
Forrect SO mode (see illustration 24.4).
Carefully use a screwdriver to turn the mods
selector as required during the following
procedures. Be warned that harsh treatment
m damage the mode selector.
Mcde I
f7Turn the mode selector fully antickckw~
se.
1B Switch on the ~gn~tion.
18 Check that the red and green LEOS on the
ECM casing are illum~natedI.f not, check the
bulb(s).
Mode 1
aP Turn the mode selector fully clockwise.
21 The ECM red and green LED$ will now
d~splayfa ult cod-:
eJ The red LED indicates the multiples of
ten, arrd the green LED the single units.
b) Two fed flashes fdowed by two green
flashes mdicates code 22.
22 Dur~ng fault code transm~ss~ont,h e
following codes will be displayed, even if the
components are not faulty:
4 23
b) 24 (VG30E7)
C) 31
23 Record all displayed codes and continue.
The next part of the routine w~ldl etermine
whether faults do Indeed exist in the
components represented by code numbers
23,24 (VG30m and 31.
24 Depress the accelerator pedal fully and
then release it.
25 The LEOs should flash code numbers 24
WGSOET) and 31. It code 23 is repeated, this
indicates that a fault has been found in that
1 circuit. Record any other codes displayed and
! continue.
1 26 On m~dewli~th the VG30ET engine only.
1 move the transm~ss~osne lector from neutral
i lo one of the other posit~onsT. he LEO should
I I
24.4 A mode selector is provided on the
ECM. Carefully use a screwdriver to turn
the mode dector as required
flash code 31 to signify that no fault has been
recorded. If code 24 is repeated, this
indicates that a fault has been found in that
circuit. Record any other codes displayed and
continue.
27 Start the engine and allow It to idle.
28 The LEDs should flash code number code
1 d (VGSOET) and 31. Record any other codes
display4 and continue.
29 On models with the VG30ET engine on!y,
dr~veth e vehicle at more than lOkrn/h. Stop
the vehicle, but leave the englne running. If
code 14 1s repeated, Ihis indicates that a fault
has been found In that circuit. Record any
other codes d~splayeda nd continue
30 Turn the alr conditioner switch on and ofi
(where f~tted). The LEOs should flash code
number 44, indicating that there are no faults
in the systern. If alr condbttoning is not fitted to
the veh~cle,c ode 31 w~tbl e transmitted in
place of code 44.
31 Record any other codes displayed, and
repair the indicated circuits. Repeat the whole
process if necessary.
32 Turn the mode selector fully anticlockwise.
33 Turn off the ignition and stop the engine.
Red and green LEDs on the ECM
(excepf 300ZX 1984- 1990 and
Silvia Tunbo]
34 There are five self-diagnos~s modes
available on these models. A mode selector is
provided on the ECM caslng to select the
correct SD mode. Carefully use a screwdriver
to turn the mode selector as required during
the following procedures. Be warned that harsh
treatment can damage the mde selector.
35 Switch on the ignition.
30 Turn the mode selector fully clockwrse.
37 Both red and green LEOS will begin to
flash, and will cycle through five modes
signified by one, two, three, four and f~ve
flashes.
38 A mode is selected by turning the mode
selector fully anti-clockwise immediately after
II has flashed the mode required. To select
mode Ill, turn the mode selector fully anticlockwise
immediately after it has flashed
three times.
39 Once the ignition is turned off, the ECM
will return to mode I.
40 After self-diagnosis is completed, ensure
that the mode selector is returned to the
normal running position by turning it fully anticlockwise.
Note: Modes I and I1 are only
available in catalyst-equipped engines. The
engine must be at normal operating temperature
and functioning in closed-loop control.
Mode I (oxygen sensor monitor)
41 After the green LED has flashed once, turn
the mode selector fully anti-clockwise.
42 Check that the red and green LEDs on the
ECM casing are illuminated. If not, check the
bulb(s).
43 Start the engine, and the fuel control system
will nirially enter the open-loop condition:
a) The green LED will either remain
illuminated or extingurshed.
b) The md LED will remain extinguished
unless a fault has been detected by the
ECM.
44 After the fuel control system has reached
the closed-loop cond~tion,t he green LED will
ixgln to flash. If the green LED does not flash,
a fault has been detected in the fuel system:
a) The green LED mN tlluminate during lean
running condttrons and extinguish during
rich running conditions.
b) 7he red LED will remain extinguished
unless a fault has been detected by the
ECM.
Mode II (mixture ratio
feedback control monitor)
45 After the green LED has flashed twice,
turn the mode selector fully anti-clockwise.
48 Check that the green LED on the ECM
casing is illuminated, and the red LED is
extinguished. If not, check the bulb(s).
47 Start the engine, and the fuel conlrol
system will initially enter the open-loop
condition. The green and red LEDs w~lrle maln
synchronised in either the ~llum~naleodr
extinguished condition.
48 After the fuel control syslem has reached
the closed-loop condition, the grew LEO will
begin to flash. If the green LED does not flash.
a fauh has been detected ~n the fuel system.
49 The red light will illurnmate dur~ngle an
running conditions (more than 5% leaner) and
extinguish during rich running cond~t~ons
(more than 5% richer). During the time that the
mixture ratio is controlled within 5% of its
operat~ngp arameters, the red LED will flash In
synchronisation with the green LED.
Mode 111 (fault code output)
Note: Codes will be stored in the ECM
memory until the starter has been operated
fifty times, after which it will be cleared or
replaced by a new code.
50 After the green LED has flashed three
t~mes, turn the mode selector fully anticlockwise.
51 The red and green LEOS on the ECM will
now display fault codes:
a) The red LED indicates the multiples of
ten, and the green LED indicates the
single units.
b) Two red &shes followed by two green
tiashes indicates code number 22.
52 Record all codes that are transmitted. If
code 55 is transmitted, no fault IS stored.
24.4 Nissan
53 It 15 now possible to enter the clear codes
routlne Refer to Section 4.
54 Turn off the ignition.
Mode IV
(switch-on/switch-off monitor)
55 After the green LED has flashed four
trrnes, turn the mode selector fully antictockwise.
56 The red LED should rernaln extinguished.
57 Start the engine. The red LED must
illuminate during the time that the starter
motor is in operailon. If the LED remalns off,
check the starter s~gnacl ircuit to the ECM.
58 Depress the accelerator pedal. The red
LED must ~llurninated ur~ngth e time that the
accelerator pedal 1s depressed. If the LED
remains off, check the idle switch. The LED
can be toggled on and off with every
depression 01 the accelerator pedal.
59 Lift the drlve wheels so that the wheels
can turn. Obse~ael l safety prlnclple~.
80 Engage a gear and drlve the wheels so
that 12 rnph is exceeded. The green LED will
illurrrnate at speeds over 12 mph, and
exlingum8saht speeds below 12 rnph. If the
green LED does not behave as descr~bed,
check the VSS arcuit.
61 Turn the ~gn~t~ocfmf.
Mode V (dynamic test of components)
62 Switch on the ignition and start the englne.
63 Turn the mode selector fully clockwise.
84 After the green LED has flashed flue tlrnes,
turn the mode selector fully anti-clockwise.
65 Run the engine under various operaling
conditions, and observe the LEDs.
88 If the LEDs begin to flash, counl Ihe
flashes to determine the fault. The fault code
is flashed once, and is not stored In memory:
a) One red flash - fault defected in the crank
angle sensor circuit.
6) Two green flashes - f~uldte tected in the
aidlow sensor circuit.
cJ Three red flashes - fault detected in the
fuel pump arcuit.
d) Four green flashes - fault detected in the
lgnriron system circurt.
67 Slop the englne.
Red and green LEDs on the ECM
(900ZX f 984- 1990 and
Silvia Turbo)
5 Use the following method to clear the
codes from these models:
a) Switch on the ignition.
bJ Turn the mode selector fully clockwise lor
a period exceeding two seconds.
c) Turn the mode selector fully an!! clockwrse
for a period exceeding two seconds.
d) Turn off the ignition.
Red and green LEDs on the ECM
(except 3DOZ 1984- 1990 and
Silvia Turbo)
6 Place the system in to mode Ill and retrieve
the fault codes as desct~bedin Section 3.
Note: Record aN codes before completing the
following routines io clear the codes. When
selectrng mode IV after mode Ill, the codes
wiN be cleared from the ECM memory.
a) Turn the mMe se(ector fully clockwise.
6) Afler the LED has flashed four times, turn
the mode selector fully anti-clockwise,
wh~chse lects mode IV.
c) Turn the ignition of.
All models (alternative method)
7 Disconnect the battery for a per~od of
twenty-four hours. Note: The first drawback to
this method is that battery disconnection wit/
re-initialise all ECM adaptive values Relearning
the appropriate adaptive values
requires starting the engine from cold, and
dn'ving at various engine speeds for
approximately 20 to 30 minutes. The engine
should also be allowed to idle for approximately
7 0 minutes. The second drawback is that the
radio security codes, clock setbng and other
stored velues w111 be initialised, and these must
be re-entered once the battery has been
reconnected. Where possible, an FCR should
be used for code clearing.
8 A fault is automat~cally cleared once the
engine starter has been used lor a total of fifty
times after the tault has cleared. If the fault
recurs before 50 starts have been made, the
counter will be reset to zero, and another 50
starts must occur before the fault is
a) Retrieving fault codes.
b) Clearing fault codes.
c) Displaying Datastream.
d) Checking the closed-loop mixture contm.
eJ Testing actuators.
(J Returning adaptive functlon to original
default values.
gJ Making adjustments:
Setting TPS position.
Setting ignition timing advance.
Adjusting CO/mixture value (nor]-
catalysI models).
Setting base rdle speed
h) Changing ihe bll~wingp arameters
(engine runnmgl:
ISCV duty cycle.
Fuel injectron pulse rate.
Ignition tirnrng retard.
Coolant ten~pemtures ensor (chang~ng
temperaturn).
2 Codes must always be cleared alter
component testing, or after repairs involvin~
the removal or replacement of an engine
management system component.
6 Guide to teat procedures
1 Use an FCR to interrogate the ECM for fault
codes, or gather codes manually, as
described ~n Sections 3 or 5 . I Codes stored I
2 If one or more fault codes are gathered.
refer to the fault code table at the end of this
Chapter to determine thew meaning.
3 If several codes are gathered, look for a
common factor such as a defective eath
return or supply.
4 Refer to the component tesl procedures In
Chapter 4, where you will t~nda means ok
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear the
codes and run the engine under various
conditions to determine if the problem has
4 Cleadng fault codas mout automatically cleared. This procedure occurs cleared.
on an individual fault code basis; each code 6 Check the ECM for fault codes once more.
a huh code ~ede(rW t) will only be cleared after 50 starts with no Repeal the above procedures where codes I
1 A number of methods may be used to clear
codes from the ECM, depending on model. Ail
methods are described below.
Single red LED on the ECM
2 Turn the ignition.
3 Place the system into mode II and retrieve
the fault codes as described in Section 3.
4 After diagnostic mode two has been
completed:
a) Bridge the SD terminals IGN and CHK.
6) Wait for at least 2 seconds.
c) Disconnect the bridging wrre
d) Turn of/ the ignrtion.
recurrence of that particular fault.
Notm: During the course of certain test
procedures, it IS possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routmes
do not mislead diagnosis.
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, In str~ct
are d3l be~ngs tored.
7 Refer to Chapter 3 for more information on I
how to effect~vely:e st the EMS.
No codes sfored
8 Where a runnlng problem is experienced,
but no codes are stored, the fault 1s outs~deo f
the parameters designed into the SD system
Refer to Chapter 3 for more informalloo on
how to effectively test the engine management
system.
9 If the problem points to a spec~f~c
component, refer to the test procedures 111
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the modern EMS.
-.
Nissan 24.5
j~aultc ode table
Flash/ Description
FCR coda
11 Crank angle sensor (GAS) in distributor or GAS c~rcult
11 RPM or RPM clrcuit (alternative code)
12 Mass a~rflowW AF) sensor or MAF circuit
13 Coolant temperature sensor {CTS) or CTS clrcuit
14 Vehicle speed sensor (VSS) or VSS clrcu~t
21' lgnition signal circud
;Z Fuel pump or fuel pump circutt
B Throttle pot sensor VPS) - ~dlsor TPS circuit
24 Throttle pot sensor VPS) or TPS circuit
24 Neutral/park swi!ch (alternat~vec ode)
25 Auxil~araj lr valve (AAV) or AAV circu~t
26 Turbo, boost pressure sensor (BPS) or BPS c~rcuit
M Air condlt~onrng(A /C models)
31 No faults found (non-NC models) - alternative code
31 Electron~cc ontrol module (ECM) - alternative code for
Flash/ Description
FCR code
32 Starter signal
33 Oxygen sensor (0s) or OS circuit
34 Knock sensor (KS) or KS circuit
34 Throttle pot sensor (TPS) or TPS circuit (alternative code)
41 kr temperature sensor IATS) w ATS circu~t
62 Fuel temperature sensor (FTS) or FTS circuit
43 Throttle pot senwr VPS) or TPS circu~t
44 No faults found In the ECM. Proceed with normal diagnostic
methods
51 injectors or injector circuit
54 Automatic transrn~ssion(A T) signal lost
55 No faults found in the ECM. ProceW with normal d~agnostic
methods
'Note: If code 1 I and code 21 are both displayed in the same mcrdent,
check the CAS circuit before check~ngo ther circuits.
I kwlex of vehicles Retr~evingfault codes without a fault code reader (FCR) -
SeH-Diagnosis flashcodes 3
Acluator testing without a fault code reader (FCR) . . . . . . . . . . . . . . 5 Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Clearing fault codes wlthout afault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnos~sw ith a fault code reader (FCR) . . . . . . . . . . . . . . . . 6
Guide to test procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fault code tables
lntroductlon . . . . . . . . . . . .. . . . . . . . . -. . . . .. . . . . . . . . . . . . .. . . 1
Ilndex of vehicles
-
106 '.l
!06 1.li cat
106 l.li cat
106 1.4
106 1 41 8V SOHC Rallye cat
106 i .4i
106 1.4i cat
106 1.4i cat
106 1.6
106 1.6
106 1.6 MPI
205 1.11 cat
205 1.li cat
205 1.41 LC cat
?05 1 4; HC cat
205 1.4i
205 1.6i cat
205 1.61 and AT cat
205 GTI 1 9 8V cat
306 1 .li
306 1.1 i
306 1.4i cat
306 1.4i cat '
306 1.6i cat
306 1 Ei Cabrio and cat
306 2.0i Cabrio and cat
306 2.0i 16V cat
306 2.01 GT-6
309 1.li cat
309 1 .JI cat
309 1.4i cat
309 1.61 cat
309 1.6i cal
309 1-61ca t
309 1.9 8V
309 1.9 16V DOHC
309 1.9 16V DOHC
309 1 916Vcat
309 1.9 SPI cat
Engine code
TU9MVZ (CDY. CDZ)
TUl M/L3/L (HOY, HDZ)
TU1 MUZ (HDY, HDZ)
TU1 MUZ (HDY, HDZ)
TU3JPiL3
TU2 J2UZ (MFZ)
TU3J2K (K6B)
TU3JZUZ (KFZ)
TMMCUZ (KDXI
TU6JPVZ (NFZ)
TUSJP/L3
TUSJPUUK (NW
TU 1 MU2 (H DZ)
TUl MUZ (HDZ)
TU3M.7 (KDZ)
TUBMUZ (KDY)
TU3FMIL (KDY2)
XUSMZUZ (BDY)
XUSMSLG! (BDY)
XUSJAZ (DKZ)
TU1 MU2 {HOY, HDZ)
TUl MVZ (HDY, HDZ)
TUBMCW (KDX)
TU3MCLIZ (KDX)
TUSJPUZ (NFZ)
XU7JPUZ (LFZ)
XU1 OJ2CVZ (RFX)
XU1OJ4LfZ (RFY)
XU 10J4RS
TUIMLIZ (HDZJ
TU3MZ (KDZ)
TUBMUZ (KDY)
XU5MZ (6DZ)
XUSMZUZ (BDY!
XUSMSVZ (BGYJ
XU9JNZ (DKZ)
XU9J4K (D6C)
XU9J4K (D6C)
XU9J4UZ (Dnnr)
XU9M/Z (DDZ)
Year
1 993 to 1996
1 996 to 1997
1991 to 1992
1993 to 1 996
1996 to 1997
1 993 to 1996
1991 to 1992
1991 to 1996
1993 to 1 996
1994 to 1996
1 996 to 1997
1994 to 1 996
1989 to 1992
1992 to 1996
1988 to I991
1991 to 1994
1994 to 1996
1990 to 1 991
1992 to 1997
1989 to 1993
1993 to 1997
1993 to 1 996
1993 to 1 995
1994 to 1997
1993 to 1997
1993 to 1 997
f 994 to 1997
1994 to 1996
1996 to 1997
1991 to 1994
I988 to 1991
1991 to 1994
1989 to 1 991
1991 to 1992
1 992 to 1994
1968 to 1992
1990 to 1991
1991 to 1992
1990 to 1992
1 988 to 1993
-
System
Bosch Mono-Motron~cM A3.0
Bosch Mono-Motronic MA3.1
Busch Mono-Jetronic A2.2
Magneti-Mare111 FDGG
Magneti-Marelli I AP
Magneti-Marelti dP
Bosch Motronic MP3.1
Bosch Motronlc MP3.1
Bosch Mono- Motron~cM A3.D
Bosch Motronic MP5.1
Bosch Motronic 5.2
Magnetl-Marelli BP
Bosch Mono-Jetron~c A2.2
Magnetl-Marelli FOG6
Bosch Mono-Jelronlc A2.2
8osch Mono-Jetronic A2.2
Bosch Mono-Motronic MA3.0
Magneti-Marelli BAG5
Magneti-Marelli FDG6
2B
Bosch Motronic 1.3
Magneti-Marelli FDG6
Bosch Mono-Motronls MA3.O
Bosch Mono-Motronic MA3.0
Magneti-Mare111 FDG6
Bosch Motronic MP5.1
Magnetl-Marell1 BP
MagnM;-Marelli 8P
Bosch Motronic MP3.2
Magneti-Marelli AP 10
Bosch Mono-detronic A2.2
Bosch Mono-Jetronic A2.2
Bosch Mono-Jetronic A2.2
Magneti-Marelli BAG5
Magneti-Marelli G5
Magneti-Marelii FDG6
Bosch Motron~c1 .3
Bosch Motron~c4 .1
Bosch Motronic 1.3
Bosch Motronic 1.3
Fenix 1 B
25.2 Peugeot
Model
405 1.41 cat
405 l.6i cat
105 1.61 cat
405 1.61 cat
405 1.61 cat
405 1.61 cat
405 1.6i cat
405 1.8i cat
405 1.9 8V cat
405 1.9Mi16and4n4 16V
405 1.9 Mi16 and 4x4 16V
405 1.9 Mi1 6 cat
405 1 .Qi Wldistributor
405 1.9 DIS
405 1.9 SPi cat
405 2.0i and 4x4 8V cat
405 2.0i 16V cat
405 2.04 16V turbo cat
406 1.61 cat
406 1.8i cat
406 1.8 16V
406 2.0 16V
a06 2 o TU~~O
605 2.0i cat
605 2.0i cat
605 2.01 16V
605 2.0i turbo cat
605 2 Oi turbo
605 3 01 cat
605 3 01 24V DOHC cat
605 3.0i 24V V6
806 2.0
806 2.0 Turbo
Boxer 2.0
Self - Diannosis
1 Introduction
The engine managemenl syslems (EMSs)
fitted to Peugeot vehicles are mainly of Bosch
origtn, and include Bosch Motronic versions
1.3, 3.1, 3.2, 4.1, 5 1. Other systems include
Bosch Mono-Jetror~icA 2.2 and Bosch Mono-
Motron~c MA3.0, Fenix lB, 38 and 4, and
Magnetl-Marell! G5, G6, and 8P.
The rnqorlty of Peugeot engine management
systems control primarj ignition, fuelling and
idle lunctlons from within the same control
module. Early verslons of Motmnic 4.1 and 1.3
utilised an auxlllary arr valve (AAV) that was not
ECM-controlled. Bosch Mono-Jetronic fuel
management systems control fuelling and idle
lunct~onsa lone
Self-Diagnosis {SD] function
Each ECM has a self-test capability that
continually examines the signals from certain
englne sensors and actuators, and compares
each stgnal to a table of programmed values
If the diagnostic software determines that a
fault is present, the ECM stores one or more
fault codes. Codes will not be stored about
components for which a code 1s not available,
Engine code
TUSMCUZ (KDX)
XUSMZ (BDZ)
XUSMPUZ (BDY)
XUSM3Z IBDY)
XUSM3UZ (SDY)
XUSJPVZ (BFZ)
XU5JPVZ (BFZ)
XU7JPM (LFq
XUSJNZ (DKZ)
XU9J4K (NC)
XU9J4K (06C)
XU~J~I(DZn nr)
XU9J2K (060)
XU9J2K (060)
XU9M/Z (DDZ)
XUlOJ2CVZ (RFX)
XU 1 OJ4/Z (RFY)
XU1 OJ4TEUZ (RGZ)
XU5JPL3(BFZ)
XUTJPK(L6A)
XU7JP4L
XU1 DJ4RL
XU1 W2TWL3
XUlOMU (RDZ)
XUloJZUZ (RFZ)
XUlOJ4RWL3 (RW)
XUlOJZTEUZ (RGY)
XUlOJ2CTEUZ (RGX)
ZPJUZ (SFZ)
ZPJIUZ (SKZ)
ZPJ4UZ (UKZ)
XU1 OJPCLIZ (RFU)
XU1 OJ2CTEVZ (RGX)
XU1 OJ2U (RFW)
Year
1992 to 1 994
1989 to 1991
1989 to 1991
1991 to 1992
1992 to 1993
1989 to 1992
1993 to 1995
1992 to 1997
f 989 to 1992
1988 to 1991
1990 to 1992
1 990 to 1992
1990 to 1991
1991 to 1992
1 989 to 1992
1992 to 1997
1992 to 1995
1993 to i 995
1996 to 1997
1996 to 1997
1995 to 1997
1995 to 1997
1996 to 1997
1989 to 1994
1 990 to 1995
1995 to 1997
1993 to 1994
1 995 to 1997
1990 to 1995
1990 to f 994
1995 to 1997
1995 to 1997
1995 to 1997
1994 to 1 997
or for conditions not covered by the
dlagnostlc software. In Peugeot systems, the
control module generates 2-digrt fault codes
for retrieval either by manual means or by fault
code reader (FCR).
Limifed operating strategy (LOS)
Peugeot systems featured in this Chapter
utilise LOS (a runctlon that IS commonly called
the "limp-home mode"). Once certain faults
have been ident~lied( not all faults will Initiate
LOS), the ECM w~lilm plement LOS and refer
to a prcgrammed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
or testing. Once the fault has cieared, the
ECM will revert to normal operation.
Adaptive or learning capability
Peugeot systems also utilise an adaptive
function that will modify the basic
progranirned values for most effective
operation during normal running, and with due
regard to engine wear.
Self-Diagnosis warning light
The majority of Peugeot mdels are equrpped
wrth a facia-mounted SD warning light located
wlthln the instrument panel. When the ignition is
switched on, the light will illuminate. Once the
System
Mono Motron~c MAX0
Magneti-Marell1 BAG5
Magneti-Marelli FDGS
Magneti-Marelli FOG6
Magneti-Marelli FDGG
Bosch Motronic 1.3
Magneti-Marelli DCMBPt3
Bosch Motronic MP5.1
Bosch Motronic 1.3
Bosch Motronic ML4.1
Bosch Motronic 1.3
Bosch Motronic 1.3
Bosch Motronic MP3.1
Bosch Motronic MP3.1
Fsnix 1 B
Magnetl-Mare111B P
Bosch Motronic MP3.2
Magneti-Ma~llAi P MPI
Magneti-Marelli BP
Magneti-Marelli 8P
Bosch Motronic MP5.1.1
Bosch Motronic MP5.1.1
Bosch Motronlc MP5 1 1
Magneti-Marelli G5
Bosch Motronic MP3.1
Bosch Motronic MP5.1 .I
Bosch Motronic MP3 2
Bosch Motronic MP3.2
Fenix 38
Fenix 4
Fenix 4
Magneti-Mare1118 P-22
Bosch Motronlc MP3.2
Magneti-Marell1 8P11
englne has started, the light will extlnquish if the
dlagnoslic software determines that a major
bull 4s nol present. If the light illuminates at any
trme during a period of engine running, the ECM
has dlagnosd presence d a major fault. PInote
that failure of certain components
des~gnateda s "minor" faults will not cause the
light to illuminate. The warning light can also bs
triggered to transmit flash codes (see Section 3).
2 Setf-Diagnosis connectw
location I The 2-pin SD connector is coloured green,
and is located in the engine cornparlment. It IS
commonly mounted along the left- or righthand
inner wing, either close to the ECM, the
battery, or the coollng system expansion
bottle. In some vehicles, the SD connector is
located Inside the relay box on either the leftor
right-hand wing. The SD connector is
provlded for both manual retrieval of flash
codes and for dedicated FCR use.
The 30-prn SD connector fitted to many
laier models IS located rn the passenger
cornparlmenl, either under the facia or behind
a cover on the lacia (see illustration 25.1)
and IS for ded~caledF CR use alone.
Peugeot 25.3
i 25.1 30-pin SD connector and typical location
I' : 3 Rheving fault cod88
without a feutt code mdsr
(FCR) - flash codes
Mote: Dunng the course of certain test
procedures, ~t is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead d~agnosis. All codes must be
cleared orlce testing is cornplate.
1 Attach an on/off accessory sw~tchto the
green 2-pir! Sl3 connector {see illustration
2 Switch on the Ipnitron. The warning light
should bllurninate.
3 Close the accessory switch The light will
4 Opsn the sw~tch after 3 seconds. The
warning light will begh to flash the 2-diq~t fault
codes as follows:
a) The two digits are indicated by two senes
ol flashes. '
b] The hrst series of fkshes indicates the
multiplas of ten, tne second series of
flashes indtcates the srngle units.
c) Each senes consists of a /lumber of 1-
second flashes. sepamted by a 1.5-
second pause.
d) The code number "13"i s indic~ledby a
7-second flash, a 1.5-secofld pause and
three 1 -second flashes. After a 2.5-
second pause, the code will be repeafed.
5 Count the number of flashes in each series,
and record each code as it is transmitted.
' Refer to Ihe tables at the end of the Chapter
to determine the meaning of the fault code,
; 6 The first code to he d~splayedw ill be code
1 " 12", which indlcales initiat~ono f diagnosis.
i
i
25.2 Retrieve flash codes by connecting an acceasoty switch and
LED light (when a warning Ilght is not fied) to terminal 2 in the
2-pin SD connector
A SD connector 8 Accessory switch C LED l~gght
7 The warning light wbll extinguish; Walt for 3
seconds before continuing.
8 Close the accessory switch for 3 seconds.
9 Open the switch. The warning light will
begin flashing to ind~catea code.
10 The warning lrght will extinguish; wait for 3
seconds before continuing.
11 Repeat the test to retrieve further codes.
12 Continue retrieving codes until code 17 is
transmitted. Code 7 1 signifies that no more
codes are stored.
13 If the evgine is a non-stafler, crank the
engine on the starter motor for 5 seconds,
and return the ignition key to the "on"
position. Do no1 switch off the ignitm.
14 If code 1 ! is the first code transmitted
after code 12, no faults are stored by the ECM.
15 After cads 11 1s transm~ttedt,h e complete
test may be repeatw from the start.
16 Switching off the ignition ends fault code
retrieval.
All other systems with
green 2-pin SD connector
17 Attach an on/off accessory switch to the
green 2-ptn SD conneclor (refer to
illustration 25.2). If the vehicle is not
equipped with an SD warning light, attach an
LED diode light to the SD connector as shown
in the illustratim.
18 Switch on the ignition. The warning light
or LED should illuminate.
19 Glose the accessory switch; the light will
remain illuminated.
20 Open the switch after 3 seconds. The
warning light or LED will begin to flash the 2-
dig~fta ult codes as follows:
a] The two digits are indicated by two series
of flashes.
b) The I~rsst eries of flashes ~ndrcatesth e
rnu/t:ples of ten, the second series of
tiashes indicates the single units.
c) Each Serf8S consists of a number of 1-
second flashes, separated by a 7.5..
second pause.
d) The code number "13" IS tndrcated by a
1 -second flash, a 1.5-second pause and
three i-second i/a.-ihes. Aftef a 2.5-
second pause, the code will be mpeated.
21 Count the number of flashes in each
series, and record the code. Refer to the
tables at the end of the Chapter to determ~ne
the meaning of the fault code.
22 The first code indicated will be code "12".
which ind~catesin itiation of diagnosis.
23 Before continuing, weil 3 secorrds for the
warning light or LED to ~lluminate.
24 Close the accessory switch for 3 wands;
the light or LED w~lrle main illum:nated.
25 Open the switch. The warning light or LED
will bqln flashing to indicate a code.
ZS Before continuing, wait 3 seconds for the
warning lighl or LED to illuminate.
27 ~epeatth e test to retrieve further codes.
28 Coniinue retrieving codes until code 11 ~s
transmitted. Code 11 slgnifles that no more
codes are stored.
29 If the engine IS a non-starter, crank the
engine OF the starter motor for 5 seconds,
and return the rgnitlon key to the "on"
position. Do not swltch off the Ignition.
30 If code 11 ls the flrst code transm~tted
after code 12, no faults are stored by the ECM
31 Afrer code 11 is transmitted, the comple?e
test may be repeated from the start.
32 Turning off the ~gnit~oennd s tault code
retrieval.
30-pin SD connector
33 A fault code reader (FCR) 1s required for
those systems equ~ppedw ith the 30-pin SD
connector - flash codes are not available.
25.4 Peugeot
All systems with
Spin SD connector
1 Repair all circuits ind~catedb y the fault
codes.
2 Switch on the ignit~on.
3 Perform the routines described above to
retrieve code 11, signifying no other fault
codes stored.
4 Close the accessory switch for more than
ten seconds.
5 All fault codes should now be cleared.
All systems (altematlve)
6 Turn off the ignition and disconnect the
battsry negative terminal for a period of
approximately 2 minutes.
7 Reconnect the battery negative terminal.
Note: The first drawback to this method is that
banet-y disconnection will re-mitialise all ECM
adaptive values. Re-learning the appropriate
adapbw values requires starting the engine
from cold, and driving at various engine
speeds for approximately 20 to 30 minutes.
The engine should also be aliowed to idle for
appraximately 10 mmutes. The second
drawback is that the radio security codes,
clock setting and other stored values will be
initialised, and those must be re-entered once
the battery has been reconnected. For
preference, where possible clear the fault
codes manually (2-pin SD connector) or use
an FCR for code clearing.
Bosch Motmnlc ML4.1
1 Attach an onfoff accessory sw~tchto the
green ?-pin SD connector (refer to
Illustration 25.2).
2 Close the accessory sw~tch.
3 Switch on the ignitton.
4 Wait 3 seconds and then open the
accessory switch. The warning light will flash
the appropriate code (reter to the actuator
selection code table at the end of this
Chapter) and the injector circuil wi!l actuate.
Audible cl~cking of the injector solenoids
should be heard. A Warning: The injectors will
actuate for as long as the circuit
is closed, and there is a real
danger of filling the cylinders
with petrol. If testing is required Tor more
than f second, disconnect the fuel pump
supply (or remove the fuel pump fuse)
betom commencing this test.
5 Discontinue the lnjector test and continue
with the next test by closing the accessory
switch once mare.
6 Wait 3 seconds and then open the
accessory sw~tch. The warning light will flash
the appropriale code and the next actuator
circuit will function.
7 Repeat the procedure to test each of the
other actuators in turn
8 Turn off the ignition to end the test.
Sysfems with
30-pin SD connector
9 A dedicated FCR must be used to test the
actuators for these systems.
Note: During the course of certain test
procedures, it is possible for addittonal fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not m~sleadd iagnosis.
All Peugeot models
1 Connect an FGR to the SD connector. Use
the FCR for the following purposes, in strict
compliance with the FCR manufacturer's
instructions.
a) Retrieving fault codes.
bJ Clearing fault cobes.
c) Testing actuators.
d) Displ~yingD atastream.
e) Making adjustments to the ignition timing
or mixture (some Magneti- Marelli
systems).
2 Codes must always be cleared ah
component Issting, or after repairs ~nvdwq
the removal or replacement of an EMS I
1 Use an FCR to interrogate the ECM for faub
codes, or (where possible) manually gather
codes as described in Sections 3 or 6. I Codes stored 1
2 If one or more fault codes are gathered,
refer to the fault code tables at the end of this
Chapter to determine thelr meaning.
3 If several codes are gathered, look for a
common factor such as a defective earU '
return or supply.
4 Refer to the component test procedures In
Chapter 4, where you will f~nda means ol
testing the majority of components and
circuits found in Ihe modem EMS.
5 Or,ce the fault has besn repalred, clear the
codes and run the engine under various
conditions lo determine if the problem has
cleared.
6 Check the ECM far fault codes once more.
Repeat the above procedures where codes '
are still being stored.
7 Refer to Chapter 3 lor more informat~onon
how to eAectively test the EMS.
No codes stored 1
8 Where a running problem is experienced.
but no codes are stored, the rault is outside of I
the parameters designed lnlo the SD system.
Refer to Chapter 3 for more information on
how to effectively test the englne
management system.
9 If the problem po~nts to a spec~f~c
component, refer to the test procedures In
Chapter 4, where you will find a means of
testtng the majority of components and
clrcuits found In the modem EMS.
-1 - .
Peugeot 25.5
Bault code tables
It codes - all Peugeot models
ht Description
code
End of diagnosis
Initiation of diagnosis
Air temperature sensor (ATS) or ATS circuit
Coolant temperature sensor (CTS) or CTS circuit
Fuel pump relay, supply fault or fuel pump control circuit
Turbo coolant pump control
Throttle pot sensor (TPS) or TPS c~rcuit
Throele switch US), idle contact or TS c~rcuit
ldle speed control valve (ISCV), supply fault
Idle sped control valve (lSC\r) or tSCV circuit
Variable acoustic characteristic induction (ACAV) solenoid
L or circult
Vehicte speed sensor (VSS) or VSS circujl
Throttle sw~tch( TS),id le contact or TS circuit
Oxygen sensor (OS), mixture regulation or OS circuit
(alternative code)
Mixture regulation, exhaust, ~nlelte ak@)o r fuel pressure
Airflow sensor (AFS) or AFS circuit
Manifold absolute pressure (MAP) sensor rx MAP sensor
circuit (alternative code)
Throttle pot sensor RPS) or TPS circuit (alternative code,
Bosch Mono-Jetronic only)
Carbon filter solenoid valve (CFSV) or CFSV circuit
Throttle switch [TS), full-load contact
Crank angle sensor (CAS) or GAS circuit
Injectors or injector circuit
Knock sensor (KS), knock regulation
Knock sensor (KS) (knock detection)
45 lgn~t~oconi l control (co~ol ne)
Turbo boost pressure solenoid value (BPSW or BPSV
circuit
Turbo pressure regulation
Oxygen sensor !OS) or OS circuit
Mixture conlrol, supply voltage, alr or exhaust leak
Battery voltage, charging or battery fault
Electronic control module (ECM)
CO pot or CO pot circuit
lrnmabiliser system
lgn~tronc oil (coil two)
Flash/ Description
FCR code
58 ignition coil (coil three)
59 Ignition coil (coil four)
61 Variable turbo regulation valve or c!rcuit
62x Knock sensor (KS) 2 or KS circu~t
63x Oxygen sensor (0s) or OS c~rclrit
64 Mixture control B
65x Cylinder identifleation (CID) or CID circuit
77 Injector No. 1 control or injector circuit
72 Injector No. 2 control or injector circuit
73 Inlector No. 3 control or injector circuit
74 Injector No. 4 contro! or injector circuit
75 lnjmtor No. 5 control or injstor circuit
76 Injector No. 6 control or injector circuit
79x Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
x Faults that typically will cause the ECM to enter LOS and
use a detault value in place of the sensor
Some faults are designated as 'major" fauns and will illuminate the
warning I~ght.H owever, major fallits that will illuminate the warnlng
light vary from system to system, and ~t is best to interrogate the ECM
for codes if a fault is suspected. Codes designated as "minor" faults
will not illuminate the warning light.
Actuator selection code
Flash/ Description
FCR code ~ Fuel pump relay
Injector or injector circuit
83 idle speed control valve (ISCV) or ISCV circuit
84 Carbon f~ltesr olenoid valve (CFSV) Or CFSV circuit
85 Air conditioning (AIC) compressor supply relay
91 Fuel pump or fuel pump relay
92 Injector or ~njectocr ircuit
ldle speed control valve (ISCV) or ISCV circu~t
Carlmn filter solenold valve (CFSVj or CFSV clrcult
95 Air conditioning (#C) compressor supply relay
The above codes are displayed during actuator test mode when the
relevant circuit has been actuated. Not all components are presm! In
any one parl~culasr ystem.
Wex of whicles Retrievtng fault codes without a fault code reader (FCR) . . . . . . . . . 3
Self-Diagnosis Self-Diagnosis connector location . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Clearing fault codes without a fault code reader (FCR) . . . . . . . . . . . 4 Self-Diagnosis with afautt code reader (FCR) . . . . . . . . . . . . . . 5
Guide to test produres. . . . . . . . . . . . . . .... . . . . . . . . . . . . . . . 6 FwR code table
knroduction . . . I
Index of vehicles
Model
1.3 MPi 12V SOHC cat
1.5 M Pi 1 2V SOHC cat
Persona 1.3 Cowpact SOHC 12V
Persona 1.5 SOHC 12V
Persona ! .5 Compact SOHC 12V
Persona 1.6 SOHC 16V
Persona 1.6 Compact SOHC 16V
Pwsona 1.8 12V SOHC
Persona 1.8 16V DOHC
Engine code
4013-2
4G 1 5-2
4G13-2
4G15
4G15
4G92
4G92
4G93
4G93
Year
1992 to 1997
I992 to 1897
1 995 to 1997
1993 to 1997
1993 to 1997
1993 to 1997
1 993 to 1997
1996 to 1997
1996 to 1997
System
ECI-Multi- MPi
ECI-Multi- MPi
ECI-Multi- SEFI
ECI-Multi- SEFb
ECI-Multi- SEFi
ECI-Multi- SEFi
ECI-Multi- SEFi
ECI-Multi- SEFi
ECI-Multi- SEFi
Self-Diagnosis -- -
.>,
, , ECM memory. Codes will not be stored abut
$: ~~~~n components for which a code is not available, 9 Rdd#laf a~Hco des
or for conditions not covered by the wffhoutafaultcde d~ I: d~agnostics oftware. In Proton systems, the
control module generates 2-digit fauh codes.
PCW
Proton vehicles are equipped wilh Ihe ECI- for retrievaeli ther by manual methods Or by Note: During the course of certain tesl
Mult, engine management syslern, which a tauit code reader (FCR). procedures, it a possible for additronal fault
conirols primary ignition, luel Injection and
idle functions from w~thinth e same control
module.
Self-Diagnosis (SD) function
The ECM has a self-test capability that
cantinualiy examines the signals from certain
enoine sensors and actuators, and then
MmpareS each s~gnal to a table of
programmed values. If the diagnostic
software determines that a fault is present, the
ECM stores one or more fault codes In the
I
I
I -26 .1 FCR attached to read fauh codas
Limited operating strategy (LOS)
Proton systems featured in this Chapter
utilise LOS (a function that e commonly called
thq "limp-home mode"). Once certain faults
have been identified (not all fauhs will initlate
LOS), the ECM w~lilm plement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely dr~vento a workshop/garage for repair
or testing. Once the lault has cleared, the
ECM will revert to normal operation.
SeM-Diagnosis (SD) warning Ijght
Proton modets are equipped with a selfdiagnosis
warning light located wlthin the
Instrument panel.
The SD connector is located where the
facia and the centre console meet, on the
right-hand (drlver's) side (see illustration
26.1). Note: The Proton SD connector is
provided both for retrieving codes vra an
analogue voltmeter and for dedicated FCR
codes to be generated. Care must be taken
that any codes generated during test rout~nes
do not mislead diagnosis. AN codes must be
cleared once testing is complete.
1 Attach an analogue voltmeter to the A and
B terminals in Ihe SO connector (see
illustmtion 28.2).
ANALOGUE
VOLT METER
28.2 Terminals A and B of the SD connector
bridged by an analogue vollmeter
use. A Earth terminal B SO terminal
26.2 Proton
2 Switch on the ignit~on. If the EGM has
stored bne or more fault codes, the voltmeter
needle will begn to sweep between a h~gher
and lower level. If no codes are stored, the
needle will rernaln level.
a) The frrst senes of sweeps indicates the
multiples of ten, the second serres of
sweeps indicates the single units.
6) The voltmeter needle wrll move lor a
longer penod of deflection when
transmitting codes in tens, and a shorter
spell ofd eflect~ofro~r units.
C) I f faults are not found, the meter wili
indicate regular on/off puises.
3 Count the number of sweeps tn each serles,
and record each code as it is transrn~tted.
Refer to the table at the end of the Chapter to
determine the meanlng of the fault code.
4 Continue retrlevrng codes until all stored
codes have been retrieved and recorded.
5 Turn oft the ignition and remove the
voltmeter to end fault code reltieval.
4 Clearing fault codes without
a fault code reader (FCR)
1 Turn off the ~gnil~oann d disconnect the
battery negative terminal for a period of at
least 30 seconds.
2 Reconmct the battery negative terminal.
Note: The first drawback to this method is that
battery dr~~0nneMi0wnil l re-trritialise any ECM
adaptive values (where applicable). Re-learning
the appropriate adaptive vafilles quires staffing
the engine from cold. and driving at various
engine speeds for approximately 20 to 30
minutes. The engrne should also be 8llowed to
idle for approximately 10 minutes. -The second
dmwback b that the radio secunty codes, clock
setting and other stored values will be inrtialiW,
and these must be re-entered once the battery
has been reconnected. Where possible, an FCR
should be used for wde chfing.
Note: Dur~ng the course of certain test
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated durrng test routines
do not mislead diagnosis.
AII Proton models
1 Connect an FCR to the SD connector. Use
the FCR for the follow~ng purposes, in strict
compliance with the FCR manufacturer's
~nstructions:
a) Retriev~ng {auk codes.
bj Clearrng fault codes.
2 Codes must always be cleared after
componenl test~ngo, r after repalrs tnvolving the
removal or replacement of an EMS component.
0 Qulde to test procedures ,
1 Use an FCR to interrogate the ECM lor fault
codes, or gather codes uslng an analogue
voltmeter, as descriked in Secllons 3 or 5. I Codes stored I
2 If one or more fault codes are gatherei,
refer to the fault code table at the end of th~s
Chapter to determine the~r meaning.
3 If several codes are gathered, look for a
common factor such as a defecilvr eaM
return or supply.
4 Refer to the component test procedures in
Chapter 3, where you will find a means of
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repalred, clear the
codes and run the engrne under various
conditions to determine if the problenl ha3
cleared.
6 Check the ECM for fault codes once more
Repeat the above procedures where codes
are still being stored
7 Refer to Chapter 3 for more information or
how to effectively test the EMS.
No codes stored
8 Where a running problem is experienced
but no codes are stored. the fault is outs~ded I the parameters desjgned into the SD system
Refer to Chapter 3 for more ~nformat~oonn
how to effectively test the engine
manapment system.
9 If the problem points to a specific
component, refer to the test procedures In
Chapter 4, where you will find a means of
testing Ihe majority of components and
circuits found in the modern EMS.
Fault code table
ECI- Muiti
Voltmeter/ Description
FCR code
7 Fuel pump or fuel pump c~rcuit
8 Carbon f~lters olenoid valve (CFSVj or CFSV circuit
11 Oxygen sensor (0s)o r OS c~rcuit
13 Air temperature sensor (ATS) or ATS circurt
14 Throille pol sensor (TPS) or TPS circuit
16 Power supply
18 Ignition switch or circurt
21 Coolant temperature sensor (CTS) or CTS circuit
voltmeter/ Description
FCR code
22 Crank angle sensor (GAS) or CAS clrcult
26 Idle position switch or circuit
27 Power steering pressure switch (PSPS) or PSPS
c~rcuit
28 Air cond~troning( NC)or NC circu~t
29 Inhibitor switch or circuit
32 Vacuum sensor or circuit
41 Injectors or inlector clrcuit
44 Ignition advance
49 Air condtlion~ngo r A/G circu~t
Chapter 27
Renault
lndex of vehicles
&If-Diagnosis
Clearing fault codes without a fa~~clot de reader (FCR) ........... 4
Gulde to test procedures ............................... 6
Introdu~tion ...... ... ....................... .... ...... 1
lndex of vehicles
Model
5 1.4 cat
51.4 cat
5 1.7i cat
5 1.7i cat
51 7cat
9 1721 cat
9 1.7 cat
11 1721 cat
11 1.7cat
19 1.4i cat
19 1.41 cat
le 1 d cat
19 1 TI cat
19 1 71 cat auto
19 1 7 DOHC 16V
19 1.7 DOHC 16V mt
19 1.7 DOHC 16V cat
19 1.71 cat
19 1.7i cat
19 1.71 auto cat
19 1 81 cat and Cabrlo
19 1.8i cat and Cabrlo
19 l.8i cat and Cabrlu
19 1 8i cat and Cabrho
19 1.8 cal
21 1.71 cat
21 1.71 cat
21 1721 cat
21 2.0 t2V and 4x4 cat
21 2.0 cat
21 2.0 auto cat
21 2.0 and 4x4
21 2 0 and 4x4 auto
21 2OTXi 12V -
21 2.0 turbo and 4x4 cat
21 2.0 lurbo
21 2.0 lurbo 3x4
21 2.2 cat
21 2.2 auto cat
25 2.0
25 2.0 auto
25 2.0 mi 12V
252.0TXi 12Vaoto
25 2 0 TXi 12V cat
2522
25 2.2 auto
25 2.2
25 2.2 auto
25 2.2 cat
25 2.2 auto cat
Engine code
C3J700 (B/C/F407)
C3J760 (BlClF407)
F3NG716 (B/C40&)
F3NG717 (B/C409)
F3N702 (Cd09)
F3N718(LJ2F/BC37F)
F3N70B(L42 WC37E)
F3h1718 (L4PF/BC37F)
F3N708 L42WC37E)
C3J710 (B/C/L532)
C3J700
E7J700 (B/C/L53AI
F3N740 IBfC/L53B
F3N741 (B/C/L53B)
F7P7dO(B/C/UD53D)
F7P704(B/C/UD53D)
F7P704 (X53D)
F3N746 (BIC/L53F)
F3N742(B/C/UX53C)
F3N743 (X53C)
F3P704 (X53Y)
F3P705 (X53Y)
F3P706 (X53Y)
F3P707 (X53Y)
F3P700 (X538)
F3N723 (X48F)
F3N722(B/WU48E)
F3N 726(L42F/BC37F)
J7R740 (B/L/X48R)
J 7R746 (BIWL48C)
J7R747 (BJWL48C)
J7R750 (BfUK.183)
J7R751 (K483)
J7RG 754fl48QIYIR)
J7RT56 (L48L)
J7R752 (L485)
J7R752 (L485)
J7T754 (BIWL48K)
J7T755 (BML48K)
J7R722 (B29H)
J7R723 (B29H)
d7HG720 (B292)
J7RG721 (B292)
J7R726 (0294)
J7TETD6 (ME)
J7TG7@7 (B29E)
J7Tdm730(B 29E)
J7TK731 (B29E)
J 7T732 (829B)
J7T733 (B29B)
Retrieving fai~lct odes without a fault code reader (FCR) ....... 3
Self-Diagnosis connector location ......................... 2
Self-Diagnosis wlth a fault code reader (FCR) ................. 5
Fault table
-
Year
1986 to 1990
1990 to 1997
1987to 1991
1987 to 1991
1989 to 1992
1986 to 1989
1986 to 1989
19B6 to 1989
1986 to 1989
1990 to 1992
1991 to 1992
1991 to 1996
1 990 to 1992
1990 to 1992
1991 to 1993
1991 to 1995
1991 to 1995
1992 to 1993
1990 to 1992
1990 to 1992
1992 to 1996
1992 to 1995
1992 to 1995
1992 to 1995
1992 to 1996
1991 to 1995
1941 10 1995
1986 to 1989
1991 to 1995
1991 to 1995
1991 to 1995
1 986 to 1993
1986 to 1393
1989 to 1994
1991 to 1994
1988 to 1992
1991 to 1992
1 992 to 1995
1992 to 1995
1986 10 1992
1986 to 1992
1989 to 1992
1989 to 1993
1991 to 1993
1 984 to 1987
1984 to 1987
1967 to 1990
1987 to 1990
1990 to 1991
1990 to 1991
-
System
Renix SPi
Ren~xS Pi
Rsnix SPi
Renlx SPI
Renix MPi
Renix SPI
Ren~x MPI
Renix SPi
Renix MPi
Renix SPi
Renix SPI
Bosch SPi
Renix SA
Renix SPi
Renl*. MPi
Rentx MPi
Renix MPi
Renix MPI
Renix MPi
Renix MPi
Bosch SPi
Bosch SPi
Bosch SPi
Bosch SPi
Renix MPi
Ren~xS Pi
Renlx MPi
Renlx SPI
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Rmlx MPi
Ren~w MPI
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Renix MPi
Ren~xM Pi
Renix MPi
Renix MPI
Renix MPi
Ren~xM Pi
Renix MPi
Renix MPI
Rentx MPI

Savanna ! .7i cat
Savanna 1.7i cat
Savanna 2.0 and 4x4
Savanna 2.0 and 4x4 auto
Trafic 2.2; and 4x4 cat
Twingo 1.3
Self-Diagnosis
The engine management systems fitted to
Rsnault vehicles Include Bendix, Fenix. Renix,
Siemens and Magnetl-Marelli, in both multipoint
and single-point fuel injection IMP1 and 1 SPi) forms. All of the systems are basically
similar, and components supplied by Bosch,
Bendix, Fenix, Renix Siemens and Magneti-
Marelli will be found on almost a "mix-andmatch"
basis. Renault engine management
systems control the primary ignition, fuelling j and idle functions from within the same
control module.
Self-Diagnosis (SD] function
! Each ECM has a self-test capability that
i continually examines the signals from certain
/1 engine sensm and actuators, and compares each signal to a table of programmed values.
It the diagnostic software determines that a i taut IS present, the ECM stores a fault. Codes
will not be stored about components for
which a code is not ava~lableo, r for condrtions I not covered by the diagnostic software.
Renault software does not usually generate
fault codes and the FCR normally displays
ladts on the FCR screen without reference to I a specific code number. i Renault softwaro does not generate fault
coda numbers, and the FCR normally d~spbays
faults on the FCR screen without raterence to
f a specific code number. Although actual code
; numbers are not available, faults in one or
: more of the circuits and components covered
j by the diagnosttc software will cause a fault to
! be stored. '
j Limited operating strategy (LOS)
j Re~aulst ystems fsatured in this Chapter
1 Milise LOS (a function that 1s commonly called
the "limp-home moda"). Once certain faults
/ have been ~denlif.ied(n ot all faults will in~t~ate LOS), the ECM will irnplemem LOS and refer I to a programmed default value rather than the
sensor signal. This enables the vehicle to be
sately driven to a wofkshop/garage for repair 1 OI testing. Once the fault has cleared, the
ECM will revert to normal operation.
: Adaptive or learning capability
-1 Renault systems also ut~lisea n adaptive I funchon that will modify the basic
Engine code
27x722 (0544)
F3N72.2 (X48E)
F3N723 (X48F)
J7R750 (K483)
J7R751 (K483)
Jn 780 (TNW
C3G (C063)
Renault 27.3
Year
1992 to 1994
1991 to 1 995
1991 to 1995
19B6 to 1993
1986 to 1993
1991 to 1993
1994 to ? 997
System
Renix MPi
Ren~xM Pi
Ren~xS Pi
Renix MPi
Renix MPi
Renix MPi
Magneti-Marelli SPi
programmed varues for most effective
operation during normal running, and with due
regard to engine wear.
be re-entered once the battery has been
reconnected. Where possrble, an FCR should
be used for code clearing.
SeIf-Diagnosis warning light
Many Renault models are equippd with an
SD warning light located within the Instrument
panel. When the ignltlon is switched on, the
light will illuminate. Once the engine has
started, the light will extinguish rf the
diagnast~cs oftware determines that a fauh is
not present. If the light remains illuminated at
any time whilst the engine is running, the ECM
has diagnosed presence of a system fault.
The 12-pin SO connector (see illustration
27.1) is for FCR use alone, and usually located
in the driver's side fusdrelay box, or close to
the MAP sensor or ignitlm co~l/amplifisr unit
wlthin the engine compartment. Renault
engine management systems do not generate
flash codes.
Ftash codes are not genereted ~n SD
systems fitted to Renault vehicles, and an
FCR is essential for code retrieval.
1 Turn off the ignition and disconnect the
battety negative terminal for a per~od of
approximately 2 minutes.
2 Reconnect the battery negative terminal.
Note: The first drawback to this method is that
battery disconnection wlll re-inrtialise all ECM
adaptive values. Re-learning the appropriate
adaptive values requrres starting the engine
hm cold, and driving at various engine speeds
for approximate(y 20 to 30 minutes. The engine
should also be allowed to idle for approxrmteiy
10 minutes. The second drawback is that the
radio securrty codes, clock setting and other
stored values will be initiaf~seda, nd these must
Note: During the course of certain lest
procedures, it is possibb lor additional faults
to be generated. Care must be taken that aiy
faults generated during test routines do not
mislead diagnos~s.
All Renault models
1 Connect an FCR to the SD connector Use
the FCR for the follow~ng purposes, in strlc?
compliance with the FCR manufacturer's
instructions:
a) Displaying system faults.
b) Cleanha stored svstern laulrs
C) ~estingactuatok
d) Wewing Datastream.
e) Making adjustments to the ignition timtng
or mixture (some vehrcles).
0 Changing system parameters (some
selected components).
2 Faults must always be cleared after
component testing, or after repairs involving
the removal or rewlacement of an EMS
component.
1 I
27.1 Renaurt SP connector
27.4 Renault
1 ,,", ,
<, 3 If several faults are gathered, look for a 7 Refer to Chapler 3 tor more ~nforrnal'ionm
6 &~idet~bdpmed~, ,~,,, common factor such as a defective earth how to effectively test the EMS.
,, ,,
, : ,,, 11,,11, : ,: . return or supply.
, ,A
' , : 4 Refer to the component test procedures in
No faults stored
. ,, ,,, ,, , Chapter 4, where you will find a means of Where a running problem is ex~eriend,
testing the ty of components and but no taults are stored. the fault is ovts~ded
the parameters deslgned into the SD sflm.
1 Use an FCR to interrogate the ECM [or circuits found in the modern EMS. Refer to Chapter 3 for more information ~n
faults, as described in Sect~on5 . 5 Once the hurt has been repalred, clear the ,,, effectively test the engine managem
codes and run the engme under various syslem,
condrt~onv to determine ~f the problem has 9 If the problem points +o a ~p~ifiE
Faults stored cleared.
component, refer to the test proceduresin
2 It one or more faults are gathered, refer to 6 Check the ECM for faults once more. Chapter 4, where you will find a means d
the fault table at the end of this Chapter to Repeat the above urocdures where faults are testing the majority of components and
determine the~r meaning. still being stored. circuits found in the modern EMS.
Fault table
AII Renault models Fuet pump controi (relay driver circuit)
Renault software does not usually generate fault codes. A fault code Heated windscreen
reader normally displays faults on the FCR screen without reference to 'Q"ition'j gnai
a specific code number. Although actual code numbers are not Injector Or
available, faults in one or more of the following list of circuits and Idle speed control valve (iSCU lSCV circuit
components w~lcl ause a fault to be stored. Knock sensor IKS) or KS circu~t
Manifold absolute pressure (MAP) sensor or MAP sensor clrcurt
Oxygen sensor (0s) or OS circuit
List of circuits checked by Aenault SD system Power assisted steering or circuit (if so equtpped)
Air conditioning (A/C} w AIC circuit Main relay or c~rcuit
Air temperature sensor (ATSJ or ATS circuit Serial (SDJ communication
Battery supply to electronic control module (ECMJ Throttle pot sensor (TPS) or circuit
Crank angle sensor (CAS) or CAS circurt Throttle switch rTS) or circuit
CO pot or CO pot circuit (where used - non-cat models only) Vehicle speed sensor (VSS) or VSS circuit (if so equipped)
Coolant temperature sensor {CTS) or CTS circuit Note: Not all components are fitted to all vehrcles.
Chapter 28
'.:'5 Rover
.clflc Index of vehicles Retrievbng fault cndes without a fsul: code reader (FCR) -
3s rn Self-Diagnosis flash codes . . . . . . . . . . . . . . . . . . . . . . . 3.
IS of Cearlrlg fault codes w~thoutn fault code reader (FCR) .... 4 Self-D~agnos!sc r)nnrclor location ...................7
and G~.-dtre, text prnccdures . . . . . . . . . . . . . . . . . .. b Sell-Dlaqnosls vllh a laull code reader (FCR) ......5
Introducttr~n. ...................... . . . . . . 1 Fault code tables
lndex of vehicles
Model
- 1111.1SOHC
114 1.4 SOHC
200 VI DOH(: 16V
213 1 ..l DOH(: t6V
;1.1 1.4 DOt1C 16Vr:al
21-1 1 4 DOHC 1FV ,:at
214 SOHC BV
212 CjClHC 16V
Ylil SOHC 16V
_7 ,, -n < ~, 0t1C16 V cat
2'6 SOHC 1FV nutr~c at
i'G DOHC 1fV
.?'ti DOH(: 1 GV autn
7':ii DOH(: 16V cat
7:6 UOtiC; 16V
22U 2.0 UOtiC 16V cat
220 2 U DOHC 1 RV turbo cat
2?0 ? O Dl)H(: 1 GV cat
J 1 1 1 .1 UOHC 16V
.I1 I 1 .I uc\t IL. 1tiV #..,It
414 1 J [IOHT lliV #:at
412 I J D\'H['. 1tjV
J 16 >S[ '+it; I bV
I I5 S( ViL 1 LiV L-~I!
J IO sc,t IC ir;V ,111tc1 I-a7
4 ~tl.V HC 1 I*V
4 1 L UUHC 1 LV al!ttr
31~;rJ obir II~V4-, 1t
4 1 i,:1 G IC I 5v to
116 t L LICN 1C 1bV
4L'U 2 0 :lc7Hc: 1fiV ':at
4;,0 2 (1 ~OHI' It;V tlrrha cat
43rl 2 0 DOH(: IhV ~,sl
FI$StlH(: 1hV
o:'UI SClt li l tiV
~.'CI 5 5L3HC 1 t;V
t,.'~:' 11 TlrlHi: 1 tiV tc~rbcl
t1.'31C ItIHC' 1 tiV
6.'11F SI3l [lOti('
S.>05E :,PI uu t IL
0201!'31 UO t IC cat
~:)[II: ) n rjo~cI: s v cat
870 7.0 DOH(: 16V turbo cat
870 DOH(; 16V
t!?5 Sterl111qV t;
BL'!)i Vti SOHC: 23V
e:) vb so~?c.,l v
6?i1 V6 SOH(: 24V cat
8;'il Vti :;OIi(: 24V cat
Engine code
KR
K8
1BK16
K16
K16
Klfj
14K8
14K16
D16A7
D16A6
Dl 623
Dl 6A9
Dl 624
Dl tjA8
ltjK16
20M4 MI6
POT4 TI 6
20T4 TI6
K16
K 16
K16
K16
Dl 6A7
U 16A6
01622
016A9
D16Z4
D16A8
D 16
K16
?OM4 MI6
20T4 TI 6
20T4 TI6
I 18A3
F20Z2
F?OZ1
20T4 TI 6
H23A3
20HD/M 16e
20HDIM16e
20HD MIA
20T4
"OT4
2014
KV6
VL; 2 5
VG 2 7
V6 2 7
V6 2 7
Year
1095 1u 1997
1005 lu 1997
1995 70 1997
1989 to 1992
TWO til 1 993
19Y2 tcl 1996
1995 to 1997
1995 tc> 19'3;
19tl!l tn 194G
1989 to 19Y6
1g8'3 tcr 1'396
1LJ9D tc) 1994
1990 t~)1 994
1990 to 1994
1995 to 1997
1991 to 1994
1992 to 19%
1997 to 1996
1990 to 1993
1990 to 1993
199'2 lu 1997
1995 to 1997
1989 to 1996
1989 to 1996
1989 tu 1996
1990 to 1994
1990 to 199.1
1990 to 1994
1995 to 1996
1995 to 1996
1991 to 1994
1992 to 1997
1991 to 1997
1995 to 1997
1993 tu 1997
1993 lo 199/
1994 to 1997
1993 to 1997
19Rf to 1990
1986 tu 1990
1988 tu 1990
1991 to 1996
1997 to 1997
1996 to 1997
l5l96 to 199i
198C to 19P6
7988 1991
1988 1@ 1991
1991 1~119 llt;
System
Rover MEMS SPI
Raver MtMS SPr
Rover MEMS MPi
Rover MEMS SPI
Hover MEMS SPI
Rover MEMS MPI
Rover MEMS MPI
Rwer MEMS MPI
Hmr~daP GM-Fi
HcrnrJa PGM-FI
Honda PGM-FI
Honda PGM-Fi
1 l~rlPdG~M -FI
Honda PGM FI
RL~VMPE~M S MPI
Rnver MEMS MPI
Rover MEMS MPI
Hover MEMS MPI
Rover MEMS SPI
Rover MEMS SPI
Rover MEMS FAPI
Hover MEMS MPI
Honda PGM FI
Hondn PCM-FI
Honda PGM-FI
Honda PGM-FI
Horlda PGM-Fi
Honda PGM FI
Honda PGM-Fi
Rover MEMS MPI
Rover MEMS Mt'
Hover MEMS MPI
Hover MEMS MPI
Honda PGM-FI
Hnndn PGM-FI
Honda PGM-F i
Hover MEMS MPL
liorida PGM-FI
Rover SPI 1 OClJ
Rover SPi f O(:U
Lucas MPI 1 I C'U
Hover MEMS MPI
Rover MEMS MFI
Rover MEMS MPI
Rover MEMS MPI
Hond~P GM-F r
Hondd PGM-FI
Honcla PGM FI
Honda PGM-FI
28.2 Rover
Model
Coupe 1.6
Coupe 1.8 16V WC
Cabrio 1.6
Cabrio 1.8 16V WC
Tourer 1.6
Tourer 1.8 t6V WC
Metro 1 .li S OHC cat
Metro 1.4i SOHC
Metro 1.4i SOHC cat
Metro 1.4i GTa DOHC 16V cat
Metro 1.4 GTi DOHC 16V
Metro 1.4 GTi DOHC l6V cat
Metro 1.4 GTi DOHC 16V cat
MGF 1.8 DOHC 16V
MGF 1.8 WC DOHC 16V
MG RV8 OHC 16V
Mini Cooper 1.3
Mini Cooper 1.3 auto
Mini Cooper 1.3i Cabriolet
Mini 1.3
Mini t .3 MPi
Montego 2.0 EFi cat
Montego 2.0 EFi auto cat
Montego 2.0 EFi
Montego 2.0 EFi auto
Sterlrng V6 SOHC 24V
Engine code
16K16
18K16
16Kl6
18K16
16K16
18K16
K8
K8
K8
Kt6
K16
K16
K16
K16
K16
V8 4.0
12A2DF75
12A2DF76
12A2EF77
12A2EK71
12A2LK70
20HF51
20HF52
20HE36
20HE37
V6 2.5
Year System
1996 to 1997 Rover MEMS MPi
1996 to 1997 Rover MEMS MPi
1 996 to 1997 Rover MEMS MPi
1 996 to 1997 Rover MEMS MPi
1 996 to 1997 Rover MEMS MPi
1 996 to 1997 Rover MEMS MPi
1991 to 1994 Rover MEMS SPi
1991 to 1992 Rover MEMS SPi
1991 to 1993 Rover MEMS SPi
1991 to 1992 Rover MEMS SPi
Rover MEMS SPi
Rover MEMS SPI
Rover MEMS MPi
Rover MEMS 1.9 MPi
Rover MEMS 2J SF1
Lucas 14CUX MPi
Rover MEMS SPi
Rover MEMS SPI
Rover MEMS SPi
Rover MEMS SPi
Rover MEMS MPi
Lucas MPi I 1CU
Lucas MPI llCU
Rover MEMS MPi
Rover MEMS MPI
Honda PGM-FI
Self -Diagnosis I
The engine management systems fitted to
Rover vehlcles are Honda PGM-Fi, Rover
MEMS (MPi and SPi), Lucas MPi 11CU and
Rover SPi 10CU. Honda PGM-FI, MEMS and
Rover SPi systems control the primary
ignition, fuel injection and idling functions
from within the same control module. The
Lucas MPi system (Lucas LH-Jetronic)
controls the fuel injection and idle functions
alone.
Self-Diagnosis (SD) function
Each ECM (electronic control module) has a
self-test capability that continually examines
the signals.from certain engine sensors and
actuators, and then compares each signal to a
table of programmed values. If the diagnostic
software determines that a fault is present, the
ECM stores one or more fault codes in the
ECM memory. Codes will not be stored about
componenls for which a code is not available,
or for conditions not covered by the
diagnostic software.
Honda PGM-Fi
The Honda PGM-Fi system generates 2-
digit fault codes. Code retr~evailn models
manufactured before 1992 (approx~matelyi)s
by ECM-mounted LED, and after 1992
(approximately) by SD warning light. Fault
code retrieval by FCR is not possible nn
vehicles equipped with Honda PGM-FI.
-
All other Rover systems
The majortty of Rover systems do not
generate fault code numbers. A fault code
reader normally displays faults on the FCR
screen without reference to a speciflc code
number. Although actual code numbers are not
available, faulls n one or more of the circults
and components covered by the dlagnostlc
software will cause a fault to be stored.
Limited operating strategy (LOSJ
The Rover syste~nste atured In thls Chapter
utrlise LOS (a function that IS commonly called
the "limp-home mode"). Once cerlaln faults
have been identrf~ed( not all faults w~l~l n~t~ate
LOS), the ECM w~lIlm plement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the veh~clel o be
safely driven to a workshop/garage tor repair
or testing. Once the fault has cleared, the
ECM will revert to normal operation.
Adaptive or learning capability
Rover systems also ut~l~saen adaptwe
function that will modify the bas~cp rogrammed
values for most effective operation dur~ng
normal running, and with due regard to engine
wear.
Self-Diagnosis (SDJ warning light
The majority of Rover models with PGM-FI
that were manufactured before 1992 are
equlpped with an SD warnlng l~ghtlo cated
withln the Instrument panel, and a red LED
mounted on the ECM.
The 825 2.3 and 2.7i have a red and a
yellow LEO; the yellow LED is used for rpm
-
adjustment only, while the red LED is used for
fault code retrieval. These models are not
fitted wlth an SD connector.
Once the ignition has been switched on, the
SD llght illuminates as a bulb check, and after .
a few seconds extinguishes. If the SD warning
llght comes on at any t~mew hen the engine is
running, this indicates that a fault in the system
has been identified. The LED mounted in the
ECM will flash to display a fault code. while the
SD warning light will remain illuminated
w~thout flashing. When the ignition is switched
off, both the SD warnlng light and LED will
extinguish. When the ignrt~onis switched on
again, the SD warning light will only lllum~nate
11 the fault is still present, and the LED w~ll
resume flashing the fault code. This code will
be stord In memory until cleared by following
the procedures described later.
From approximately 1992 onwards, the
majority of Rover vehicles wjth PGM-FI are
equipped with an SD conr.ector and SO
warning light; the LED(s) mounted on the ECM
are no longer fitted. Once the lgnltlon has
been switched on, the SD lrght ~lluminatesas
a bulb check, and after a few ssconds
extinguishes. If the SD warnlng llght comes on
at any time when the englne rs runnlng, thrs
indicates that a fault in the system has been
identified. If a fault is indicated. bridg~ngth e
terminals in the SD connector trlggers the SD
procedure, as described baler The control
module generates 2-digit fault codes for
display on the SD warning lighl.
Vehicles fitted with MEMS. Lucas MPt and
Rover SPI are not equipped with erther an LED
or an SO warning light.
/28.1CM location - PGM-FI
I
t Under metal cover plate in the front
passenger footwell
The LED IS wstbb through a cut-wi
jMM-Fi systems
The ECM is either located under the driver's
jpeat, or under a metal cover fltted to the
psssenger's side footwell, under the carpet.
The SD connector (where f~tted) IS located
under the kick panel or the lacia on the Ieflhand
side {see illustration 28.1). Note; The
SD connector is provided tor retrieving flash
mdes alone. Prior to 7992, flash codes can be
obsenred on the LED on the ECM.
' / MEMS and ~ucsSrP I systems
On the majority of vehicles equipped with
MEMS and Rover SPI, the SD connector IS
located adjacent to tne ECM. The ECM is
located either close to the battery, or mounted
centrally on the bulkhead (see Illustration
1 28.2) Note: The SD connector is provided tor
retrieved from these vehicles.
I 1 ded~cated FCR use. Flash codes cannot be
/ Lucas MPi systems
i On vehicles equipped with Lucas MPi, the
1 SO connector is located close to the injection
i ECM, either under the driver's or the front
i passenger's seat.
)
j 1 ~etMn$fault&:,' . ':::
: wtttroutabukwlerbader: ,;
4' (FCR) - flash dm
Note: During the course of certain test
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated dur~ngt est routines
do not mislead diagnosis. All codes must be
cleamd once testing is complete.
Rover 2 16 and 4 16 wlth PGM-Fi
(up to lBB2)
1 Swilch on the ignit~on.
2 Observe the red LED mounted rn the centre
of the ECM (s- illustration 26.3).
Rover 28.3
I DlAGNOSTlC CONNECTOR PLUG 1
28.2 Rover MEMS - SD connector located close to the ECM, dlmnnected from
wiring loom
a) The flashes are fmrsmitted as a stmght B If the fault@) are corrected, the LED will
count. so fifteen Hashes indicates code continue to flash until the ECM memory is
number 75. cleared. The methd 13 detailed in Section 4.
b) The LED wi/( pause for 2 seconds and
then transmit the next code. Rover 21 6,4 16,820 and 623
cl When aN codes have been tmnsmitted. wifh ffiM-Fi (1992 onwards)
' the LED wiN pause for 2 seconds and then
repeat the sequence.
3 Record the codes, and refer to the fault
code table at the end of the Chapter to
determine thew meaning.
4 If the number of flashes indicates a number
for which there is no code, the ECM is
suspect. Recheck the code output several
times, and then check the earth and supply
voltages to the ECM before fitting a
replacement.
5 When the ignition is switched off, the LED
will extinguish. However, the LED will resume
flashing once the ignition has been switched
on again.
7 Use a jumper lead to bridge the two
terminals in the SD connector.
8 Swhch on the ignition.
9 Observe the SD warning light on the facia. If
the warning light remains on and does not
flash, the ECM is in back-up mode. In this
instance, the ECM should be removed and
checked by one of the speclalist ECM testing
companies.
10 The flashes are transmitted as a series of
long and short flashes:
a) Short flashes indicate Sin~Ieu nits - fwr
short flashes indicates cod9 number 4.
b) Long flashes indicate multiplss of ten -
four long flashes and one short flash
indicates code 4 7.
28.3 PGM-Fi ECM with LEDs set into the casing
. - . . - . . . - -
28.4 Rover
28.4 Location of 10-amp No 4 fuse
11 After the first code is transmitted, the
warning light will pause and then transmit the
next code.
12 Count the number of flashes transmitted
by the warning light, record the codes and
refer to the fault code table at the end of the
Chapter to determine their meaning.
13 When all codes have been transmitted,
the warning light will pause and then repeat
the sequence.
14 If the number of flashes indicates a
number for which there is no code, the ECM is
suspect. Recheck the code output several
times, and then check the earth and supply
vottages before fitting a replacement ECM.
Rover 825 2.5i and
827 2.7i with PGM-Fi
15 Switch on the ignition.
i
28.5 Location of back-up fuse
Nor:
proc
cod:
that
do r:
A/!
1C
: the
' COT1
iris;
16 View the red LED mounted in the centre of
the ECM (the yellow LED is used for rpm
adjustment).
17 The flashes are transmitted as a straight
count:
a) Fifteen flashes indicates code number 15.
b) The LED will then pause for 2 Seconds
and then transmit the next code.
18 Record the codes. When all codes have
been transmitted, the LED will pause for 2
seconds and then repeat the sequence.
19 If the number of flashes indicate a number
for which there is no code, the ECM is
suspect. Recheck several times and then
check the earth and supply voltages to the
ECM before fitting a replacement.
20 When the ignition is switched off, the LED
will extinguish. However, the LED will resume
flashing once the ignition has been switched
on again.
21 If the fault($) are corrected, the LED will
contrnue to flash until the ECM memory is
cleared. The method is detailed in Section 4.
AII other models
22 A fault code reader (FCR) is required to
display faults generated in Rover SD systems
other than PGM-Fi.
Rover 825 2.5i and 827 2.7i
with PGM- Fi
3 Clear the fault codes by removlng the 1b
amp No 19 alternator fuse in the maln fusehx
for at least 10 seconds (see illustration 2&4.
Rover 820 and Montego with
Lucas MPi
4 Lucas MPi utilises volatile memory, and
disconnecting the battery will clear any fault.
Note: The first drawback to this method is hal
battery disconnection wiil i-e-initialise all ECM
adaptive values. Re-learning the appropriale .
adaptive values requires starting the engrne
from cold, and driving at various engine
speeds for approximately 20 to 30 minutes.
The engine should also be allowed to idle iw
approximately r 0 mtnutes. The second
drawback is that the radio secunty codes,
clock setting and other stored values will be
initialised, and these must be re-entered once
the battery has been reconnected. Where
possible, an FCR should be used for faull
clearing,
Rover 820 with Rover SPi
5 Rover SPi utilises volatile memow, and
d~sconnscting the battery will clear faults. 4 Clearing fault codes without Refer to the note in paragraph 4 above. When a fault code reader (FCR) disconnectinq the batten/, the ECM w~lcll ear I the program-med CO mixture setting and
return to a default value, which usually results 1
in a rich mixture. The remedy is to rkset the Rover *I6 and 416 with CO mixture with the aid of an FCR. Where (before 1992) possible, an FCR should be used for fault I 1 Clear the fault codes by removing the 10- clearing.
amp No 4 fuse in the fusebox for a period of
10 seconds (see illustration 28.4). Rover MEMS
Rover 2 16,4 16, 620 and 623
with PGM-Fi (after 1992)
6 Vehicles fitted with MEMS are equipped
with non-volatile memow, and faults cannot I 2 Clear the fault codes by removing the 7.5- be cleared by disconnecting the battery. An
28.6 Location of alternator fuse amp No 7 back-up fuse in the fusebox for a FCR must be used for fault clearing in this
period of 30 seconds (see illustration 28.5). instance. I
a)
bj
c)
dl
el
2
COI
tk:
::
Rover 28.5
5 Sew-Diagnosis with a fault
code reader (FCR) i Mote: During the course of certain test
4 procedures, i f is possible for additional fault 1 codes to be generated. Care must be taken I That any codes generated during test routines
do not mislead diagnosis.
4 A// Rover systems except PGM-Fi
1 Connect an FCR to the SD connector. Use
the FCR for the following purposes, in strict
compliance with the FCR manufacturer's
instructions:
I a) Displaying faults.
b) cleanng fault codes or faults. I c) Testing actuato~.
d) Displaying Datastream (Rover #EMS only).
eJ Making adjustments.
i 2 Codes must always be cleared after
component testing, or after repairs involving
I the removal or replacement of an engine
management component.
PGM-Fi systems
3 Fault code retrieval by FCR is not possible
on vehicles equipped with Honda PGM-Fi.
Refer to Section 3.
1 Use an FCR to interrogate the ECM for
faults, or gather fault codes manually, as
applicable (see Section 3 or 5).
Fauits/codes stored
2 If one or more faults or codes are gathered,
refer to the fault code tables at the end of this
Chapter to determine their meaning.
3 If several faults or codes are gathered, look
for a common factor such as a defective earth
return or supply.
4 Refer to the component test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear the
codes and run the engine under various
conditions to determine if the problem has
cleared.
6 Check the ECM for faults or codes once
more. Repeat the above procedures where
faults are still being stored.
7 Refer to Chapter 3 for more information on
how to effectively test the EMS.
No fauCts/codes stored
8 Where a running problem is experienced,
but no faults are stored, the fault is outside of
the parameters designed into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the engine
management system.
9 If the problem points to a specific
component, refer to the test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the modern EMS.
1 Fault code tables
1 Honda PGM-Fi I Flash/ Description
13 Manifold absolute pressure (MAP) sensor or MAP sensor I Rover MEMS, Lucas MPi and Lucas Spj
I ) Flash/ Description
* FCR code 10 Electronic control module (ECM) ! 1 Oxygen sensor (0s)or OS circuit (except Dl6 A9 engine)
1 c~rcuit
i 1 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
Crank angle sensor (CAS) or GAS circuit
Coolant temperature sensor (CTS) or CTS c~rcuit
Throttle pot sensor (TPS) or TPS c~rcuit
Top dead centre (TDC) position sensor or TOC circuit
No, 1 cylinder position (CID sensor)
Air temperature sensor (ATS) or ATS circuit
CO pot or CO pot c~rcuit
Exhaust gas recirculation (EGR) system or EGR circuit
Atmospheric pressure sensor (APS) or APS circuit
Idle speed control valve (ISCVJ or ISCV circuit j i; Ignition output signal
Fuel injector or fuel injector circuit (Dl 582 engine)
Vehicle speed sensor (VSS) or VSS circuit
lgn~tionti ming
Automatic transmission lock-up control solenoid valve A/B
Electronic load detector (ELD) or ELD circuit
Spool solenoid valve (variable valve timing) or spool
soleno~d circu~t
Valve timing oil pressure switch
Automatic transmission (AT), signal A
1 31 Automatic transmission (AT), signal B
1 41
Oxygen sensor (0s) heater or OS circuit (Dl 6Z6, Dl 627,
I 81 6A2 engine)
f 41 Linear airflow (LAF, oxygen sensor) heater or LAF sensor
i circuit (Dl 5Z1 engine)
I
FCR code
43 Fuel supply system or circuit (Dl 6Z6, Dl 627, B162.2 engine)
48 Linear airflow (MF, oxygen sensor) sensor or L4F sensor
circuit (Dl521 engine)
Rover software generates only limited fault codes, and the FCR
normally displays faults on the FCR screen without reference to a
specif~c code number. Faults in one or more of the following list of
ctrcuits and components wtll cause a fault to be stored. Please note
that not all circuits are avatlable on all systems.
Typical circuits checked by Rover MEMS, Lucas SPi
and Lucas MPi
Airflow sensor (AFS) or AFS circuit
Air conditioning
Air temperature sensor (ATS) or ATS circuit
Alternator
Battery supply to ECM
Camshaft position sensor (CMP) or CMP circuit
Coolant temperature sensor (CTS) or CTS circuit
Crank angle sensor (CAS) or CAS circuit
Fuel temperature sensor/switch (RS) or FTS circuit
Heated rear window
injectors
Knock sensor (KS) or KS sensor
Manifold absolute pressur& (MAP) sensor or MAP circuit
Oxygen sensor (0s) or OS circurt (cat only)
Relay circuit
Stepper motor
Starter motor
Throttle pot sensor FPS) or TPS circuit
Turbo boost valve
Vehicle speed sensor (VSSJ or VSS circuit
I 1 t
[Chapter I' 29
iSaab 1
Contents
, Index of vehicles Introduction ............................................ 1
, Sell-Diagnosis Retr~evlngfa ult codes without a fault code reader (FCR) -
' Actuator testrng wlthout a fault code reader (FCR) - flashcodes ........................................... 3
.i Bosch LH2.d only ..................................... 5 Self-Diagnosis connector location ........................... 2
Clearlnq fault codes wlthout a fault code reader (FCR) ........... 4 Self-Diagnosis with a fault code reader (FCR) .................. 6 i Gulde to test procedures .............................. 7 Fault code tables
/ Index of vehicles
j Model
j 9001 16V DOHC
t 900 Turbo l6V DOUG
: 900 2.0 16V DOHC cat
; 9001 16V DOHC cat : 900s Turbo cat i 900 2.0i 16V DOHC
: 900 Turbo 16V DOHC
j 9DOi 16V DOHC
: 900i 16V DOHC
] 900 2.3 16V DOHC
i 900 2.3 24V DOHC
: 9000i 16V cat
, 9000 and CD16
WOO 16V cat
1 9000 Turbo 16
, 9000 Turbo 16 cal
9000 2.0i cat
9000 2.0 ~urboca t
9000 2.0 Ecopower
, 9000 2.0 Turbo Intercooler
: DOOOi 2.3 cat
9000i 2.3 cat
9000 2.3i cat
9000 2.3 Turbo cai
' 9000 2.3 Turbo cat
9000 2.3 Turbo cal
9000 2.3 Turbo cal
9000 2 3 Ecopower UP Turbo
9000 3 0 24V DOHC
Self-Diannosis
1 Introduction
Engine code
B202i
B202 2s
8202 2L
B202i
B202i
B202i
B202i
B206i
B204L
82341
B258i
B202i
8202
B202
6202
8202
B204i
B204S
82025
B204L
B23Sl
82341
82341
B23dL
B234R
8234 R
8234L
The englne management systems fltted to
Saab veh~cles are Lucas 14CU, Bosch 2.8.1
and 2.10.2, Saab Trlon~c and Saab D~reci
Ign~l~o(wn ~thB osch LH 2.4.land 2 4.2 f~el
~nlect~on)B. osch Motronlc controls fuel
lnleztlon, ignit~ona nd idle funct~onsfr om within
the same control nlodule. Saab Trtonlc
corl:rols the rgn~tion, fuel lnjectlon, Idle and
14CU and Bosch LH luel tnlectlon systems
control luel lnjmtlon and idle funcllons alone.
Self-Diagnosis (SD) function
Each ECM (electronic control module) has a
self-test capability that contrntrally examlnes
the signals from certaln engine sensors and
actuators. and then compares each signal to a
?able of programmed values. If the dlagnostlc
software determines that a fault ts present, the
ECM stores one or more fault codes in the
ECM memory. Codes wlll not be stored about
components for wh~ch a code is not ava~lable.
or for cond~tionsn ot covered by the diaqnostic
System
Lucas 14CU LH-Jetronic
Lucas 14CU LH-Jetronic
Lucas 14CU LHl -Jetronic
Lucas 14CU LH-Jetmnic
Lucas 14CU LH-Jetmnic
Bosch Motronic 2.10.2
Saab Trionlc
Bosch Motronic 2.10.2
Bosch Motronic 2.10.2
Bosch Motronic 2.1 0.2
Bosch Motronic 2.8.1
Bosch LH2.4-Jetronic
Bosch LH2.4.2-Jetronic
Bosch LH2.4-Jetronic
Bosch LH2.4.2-Jetronic
Bosch LH2.4-Jetronic
Saab Trionic
Saab Trionic
Bosch LH2.4-Jgtronic
Saab Trionic
Bosch LH2.4.1 -Jetronic
Bosch LH2.4.2-Jetmnic
Saab Trionic
Saab Trionic
Saab Trionic
Saab Trionic
Bosch LH2.4-Jetronic/
Saab Direct Ignition
Saab Trionic
Bosch Motronic 2.8.1
by fault code reader (all systems) or by manual fg
means as flash cdes (all excepi Saab Triontc
and Saab Direct Ignition).
Limlted operating strategy POSJ
Saab systems featured in this Chapter
utllise LOS (a function that Is commonly called
the 'limp-home mode"). Once certain faults
have been identified [not all faults will initiate
LOS), the ECM will implement LOS and refer
to a programmed default value rather than the
sensor signal. This enables the vehicle to be
safely driven to a workshop/garage for repair
turbo boost pressure Saab Dlrect lgnltlon software Saab models generate e~the2r - or 5- or testing. Once the fault has cleared, the
controls lgnltton and Turbo boost alone Lucas dlglt fault codes. whlch may be retrieved elther ECM will revert to normal operation.
29.2 Saab
Adaptive or learning capability
Saab systems also utilise an adaptive
function that will modify the basic
programmed values for most effective
operation during normal running, and with due
regard to engine wear.
SeEf-Diagnosis (SDJ warning light
Saab models are equipped with an SD
(Check Engine) warning light located wlthin
the instrument panel. Some fault conditions
will illuminate the light during normal engine
operation, and the ECM will need to be
interrogated to determine if fault codes are
indeed stored in ECM fault memory.
Bosch Motmnic and Saab Trionic
The 16-pin SD connector for FCR use and
manual code retrieval is located either under
the facia on the driver's side above the foot
pedals (see illustration 29.1) or under the
passenger's seat.
Lucas 74CU
The 3-pin SD connector is for FCR use and
manual code retrieval, and Is located in the
engine compartment, adjacent to the heater
air intake.
Bosch LH 2.4, 2.4.1, 2.4.2
The SD connector for FCR use and manual
code retrieval is situated in one of the following
locations: under the rear seat, in the engine
compartment, or in front of the gear selector.
Saab Trionic and
Saab Direct Ignition
The SD connector is black, and is located
close to the ECM under the right-hand front
seat.
29.1 Location of 16-pln SD connector
(arrowed) under facia and above pedals
Note: During the course of certain test
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not mislead diagnosis. AN codes must be
cleared once testing is complete.
Lucas 14CU
1 Attach an accessory switch between the SD
connector and earth (see illustration 29.2).
2 Switch on the ignition and the SD warning
light will illuminate.
3 Immediately close the accessory switch.
The SD warning light will extinguish and then
illuminate for one short flash.
4 lmmediately open the accessory switch.
5 The SO waming light will display the 5-digit
fautt ccdes as follows:
a) The five digits are indicated by five series
of flahes.
b) The first series of flashes Indicates the
first digit, the second series of flashes
indicates the second digit, and so on until
all five digits have been flashed.
c) Each series consists of a number of
flashes separated by short pauses. Each
integer (whole number) in the range 1 to 9
is represented by a number of short
Rashes, and each zero IS representd bya
longer flash.
d) A pause separates each series 01 flask
e) The mde number "72232" 1s r
a flash, a short pause, two flashes, e shtwl
pause. two flashes, a short pause, Ihm
flashes, a short pause and two flasbs. A
I
long flash is displayed at !he begmning
and end of each code.
6 Count Ihe number of flashes In each sew
and record each code as 11 is transrnided
Refer to the tables a1 the end of the Chapta
to detem~neth e meanlng of the fault code.
7 To retrieve the next code, close tha
accessorj swttch and wan for the SD wamlng
l~ghtto flash once.
8 lmmediately open the accessory sw~ich,
and the SD waming light will display the next
5-dtgit fault code.
9 Repeat the procedure until all fault cod6
have been retrieved.
10 If a return to the first code is requ~red.
close the accessory sw~tcha nd wa~tlo r the
SD warning l~ght lo flash twice, then
immediately open Ihe accessory swilch The
first code will be transmrited again
11 Five long flashes ind!caies that all thelwlt
codes have been retrieved, or that no cDdtrs
are stored.
12 Turn off the lgnltlon and remove the
accessory swltch to end fault code retrreval
mn-i -- ---
18 ;
of ik
19 :
20 '
and
21
now
Bosch LH 2.4, 2.4.1, 2.4.2
13 Attach an accessory switch belween tho
SD connector and earth (see illustration8
29.2 to 29.4).
14 Switch on the ignition, and the SD warning
light will illuminate and then extinguish.
15 Close the accessory switch. The SO
warning light will illuminate for one short flash,
16 Immediately open the accessory switch.
17 The SD warning light will display the 5-
digit fault codes in the same way as described
for the Lucas 14CU system (see paragraphs 5
29.2 lnitiation of flash codes with the aid of an accessory switch 29.3 lnitiation of flash codes with the aid of an accessoq switch
connected to the SD connector - Lucas 14CU and Bosch LH connacted to the SD connactor - Bosch LH I
3
' t Saab 29.3
$
?
Motmnic 2.8.1 and 2.1 0.2
accessory switch between pin 6
SD connector and earth.
Switch on the ignition.
accessory switch for belween 1
Open the switch, the SD warning light will
illuminate for 2.5 seconds, extlngu~sha nd
flash to indicate the 2-digit fault codes as
The two digits are indicated by two series
b) The lirst serms of flashes indicates the
multrples of ten, the second series of
flashas indicates the single units.
c) A 1-second flash followed by a 0.5-
second lnterval indicates fault codes in
tens. A frer a I. 5-second pause, a I -
sscond flash faflowed by a 0.5-second
interval mdtcates units.
@ Code number " 12 " 1s indicated by one I -
i second flash, followed by a 1.5-second 1 pause, then two 7 -second flashes with a
0.5-second pause.
sJ A 2-second paus8 separatns the
transmission of each indrvrdual code.
E Count the number of Rashes in each sw~es.
mi record each code as it IS transmitted. Refer
lo the tables at the end of Ihe Chapter to
+mine the meaning of the fault code. i B Turn off the ignithon and remove the
accessory switch to end fault code retrieval.
Saab Trionic and
bab Direcf Ignition
Zd Fault codes can only be retrieved with the
old of a ded~catedfa ult code reader.
1
Ckrlng la18 wcw wifimut
a~ttco&mdw(FCR)
i bsch LH 2.4, 2.4.1, 2.4.2 j I Retrieve codes from the ECM by the
methods descr~bed in Section 3. Note: The
ECM memory can be cleared only after all
codes have been fmnsmifted and the five .brig
i Ilashes have been displayed.
2 Close the accessory switch, and wa~tfo r
! the warning lighl to flash three times. Open
i the accessory sw~lchT. he rnemory has now
j been cleared of all fault codes.
1 ; All other systems
3 Disconnect the battery negative terminal for
, flue minutes.
4 Recoqnect the battery negative term~nal.
Hot8. The first drawback to this method is that
beltery disconnection will re-initialise a// ECM
adaptrve val~8S.R e-learning the appropriate
adaptive values requires starllng the engine
frwn cold, and driving at various engine speeds
for approximatwty 20 to 30 minutes. The engrne . should also be allowed to idle for approximately j 10 minutes. The second drawback is that the
1 radio security codes, clock setfing and other
' stored values will be initialised, and these must
29.4 Initiation of flash codes with the aid
of an accessory switch connected to the
SD connector - Bosch LH
be re-entered once the battery has been
reconnected. Where possible, an FCR should
be used for code clearing.
Bosch LH 2.4 only
(1889 Saab 900 T16 automatic)
1 Atlach an accessory swilch between the
SD connector and earth (reler to illustrations
29.2 to 29.4).
2 Close the accessory switch.
3 Switch on the ign~t~oann,d the SD warning
light w~lbl riefly flash once.
4 Immediately open the accessoty switch.
5 The warnlng light will [lash the appropriate
code (see the actuator selection code table at
the end of thts Chapter) and the first component
circuit will actuate. Audible operation
(typically, clicking or buzz~ng)o f the actuator
solenoid or component should be heard. A Warning: When testing the
injectors, there is a real danger
of filling the cylinders with
petrol. I f testing is ~ulrefdor
mom than 7 second, disconnect the fuel
pump supply (or remove the fuel pump
fuse) before commencing this test.
6 Discontinue the first test, and continue with
the next component by clos~ngth e accessory
switch once more.
7 Wait until the SD warning light briefly
flashes once, and then immediately open the
accessorj SWI~C~
8 The warning light will flash the appropriate
code, and the next actuator circuit will function.
9 Repeat the procedure to test each of the
other actuators In turn.
10 Turn off the Ignition to end the test.
Note: Dunng !he course of certain test
pmcedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test routines
do not m~sleadd iagnosis.
All Saeb models
1 Connect an FCA to the SD connector. Use
the FCR for the following purposes, in strict
compliance with the FCR manufacturer's
instructions:
a) Retrieving fault codes.
b) Clearing fault codes.
c) Testing actuators.
d) Displaying Datastream.
eJ Making adjustments.
2 Codes must always be cleared after
component testing, or after repairs involving
the removal or replacement of an englne
management system component.
1 Use an FCR to interrogate the ECM lor fault
codes, or (where possible) gather codes
manually, as described in Sections 3 or 6.
Codes stored
2 If one or more fault codes are gathered.
refer to the fault code tables at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures in
Chapter 4, where you will find a means of
testing the majority 07 components and
circuits found in the modem EMS.
5 Once the fault has been repaired, clear the
codes and run Ihe engine under various
conditions to determine if the problem has
cleared.
8 Check the ECM for fault codes once mom.
Repeat the above procedures where codes
are st111 being stored.
7 Refer to Chapter 3 for more information on m
how to effectively test the EMS.
No codes stored
8 Where a running problem is experienced,
but no codes are stored, the fault is outside of
the parameters designd into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the engine management
system.
9 If the problem points to a speclfic
component, refer l o the test procedures in
Chapter 4, where you will find a means of
testing the majority 07 components and
circuits found In the modem EMS.
29.4 Saab
Fault code tables e-e-m
Lucas 14CU
Flash/ Description
FCR code
1321 2 Throttle pot sensor (TPS) or TPS circuit
1321 3 Throttle pot sensor (TPS) or TPS circuit
1321 4 Coolant temperature sensor (CTS) or CTS circuit
1321 5 Throttle pot sensor UPS) or TPS circuit
13221 Airflow sensor (AFS) or AFS circuit
13222 ldle air control
13223 Weak mixture
13224 Rich mixture
13225 Oxygen sensor (0s) or OS circuit
13231 Ignition signal
13233 Electronic control module (ECM) fault
13234 Vehicle speed sensor (VSS) or VSS circuit
13235 No "Drive" signal - automatic transmission or circuit
Motronic 2.10.2, 2.8.1
Flash/ Description
FCR code
11 Secondary ~n~ectioonr clrcult
12 No faults found ~n the ECM. Proceed with normal
diagnostic methods
21 Al~flow sensor (AFS) or AFS circuit
31 Air temperature sensor (ATS) or ATS circujt
41 Coolant temperature sensor (CTS) or CTS circu~t
51 Throttle pot sensor UPS) or TPS circuit
61 Oxygen sensor (0s) cylinder 1, 3, 5 or OS clrcuit
62 Oxygen sensor (0s) cylinder 2, 4, 6 or OS circuit
71 Oxygen sensor (0s) cyllnder 1, 3,6, rich or lean
72 Oxygen sensor (0s) cyllnder 2, 4,6, rich or lean
73 Oxygen sensor (0s) rich or lean
81 Evaporat~vee miss~onc anister purge valve or crrcuit
91 Electronic control mcdule (ECM)
92 Electronic conlrol module (ECM)
Saab Trionic
FCR Description
code
PO1 05 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
PO1 06 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit, signal low
PO1 07 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit, signal high
PO1 08 Manifold absolute pressure (MAP) sensor or MAP sensor
circuit
PO1 10 + Air temperature sensor (ATS) or ATS circuit
PO1 12 Air temperature sensor (ATS) or ATS circuit, signal low
PO1 13 Atr temperature sensor (ATS) or ATS circuit, signal high
PO1 15 Coolant temperature sensor (CTS) or CTS circuit
PO1 17 Coolant temperature sensor (CTS) or CTS circuit, signal low
PO1 18 Coolant temperature sensor (CTS) or CTS circuit, signal high
PO1 20 Throttle pot sensor OPS) or TPS circuit
PO1 21 Throttle pot sensor (TPS) or TPS circuit
PO122 Throttle pot sensor (TPS) or TPS circuit, signal low
PO123 Throttle pot sensor PPS) or TPS circuit, signal high
PO130 Oxygen sensor (0s) or OS circuit
PO135 Oxygen sensor (0s) or OS circuit
PI 130 Oxygen sensor (0s) or OS circuit, current high
PI 135 Oxygen sensor (0s) or OS circuit, current tow
PO1 70 Fuel/air mixture or circuit
PO1 71 Weak mixture
PO1 72 Rich mixture
PI322 Engine speed (RPM) sensor or circuit
PO325 Knock sensor (KS) or KS circuit
FCR
d
PO335
PO335
PO443
P1443
P1443
bescription
Engine speed (RPM) sensor or circult
Crank angle sensor [CAS) or CAS circuit
Carbon fllter solenoid valve (CFSV) or CFSV circurt
Carbon fllter Solenold valve (CFSV) or CFSV circuit
Carbon f~lters olenold valve (CFSVj or CFSV circuit,
current hlgh
Carbon f~lters olenold valve (CFSW or CFSV circuit,
current low
Vehicle speed sensor (VSS) or VSS clrcubt
Vehicle speed sensor (VSS) or VSS clrcull
Vehicle sped sensor (VSS) or VSS clrcult, s~gnalto w
ldle speed control valve (ISCV) or ISCV circuit
Battery voltage
Electrontc control module (ECM)
Electronic control module IECM)
PI652 Electronic control rncdule (ECM)
Bosch LH 2.W2.4.112.4.2
(flash codes)
Flash Description
code
121 11 Oxygen sensor (0s) fault (fuel air mixture on idling)
1211 2 O~ygense nsor (0s)f ault (fuel air mixture engine at
cruising speed)
121 13 ldle speed control valve (ISCVj adaption fault, pulse ratio
too low
121 14 ldle speed control valve (ISCV) adaption fault, pulse ratio
to high
1221 1 Battery voltage, less than 10 volts or greater than 16 volts
1221 2 Throttle switch (TS), idle contacts
12213 Throttle switch FS),fu ll-load contacts
1 221 4 Temperature sensor signal faulty (Wow 90°C or above 1W"C)
12221 No air mass meter signal
12222 Air conditioning system faulty
12223 Fuel air mixture lean, OS sensor shorting to earth
12224 Fuel air mixture rich, OS sensor shorting to battery voltage
12225 Oxygen sensor (0s) or OS heater fault
12232 Voltage supply to ECM pin 4 is less than 1 volt
12233 Fault in electronic control module (ECM) - read only
memory (ROM)
12241 Mlxture lean
12242 Hot-wire burn-off function faulty
12243 No signal from vehicle speed sensor
12244 No 'Drive" signal (automatic transmission)
12245 Exheust gas recirculation (EGR) function faulty
00000 No taults detected, or all fault codes have bean transmitted
Bosch LH 2.4 actuator sekctiorr code table
Note: The actuaton will actuate in the following sequence. Listen lor
an audible sound. or touch the component to determme whether it has
been activated
Code Description
No display Fuel pump clrcu~t
1241 1 Injector circuit
12412 ldle sped control valve (ISCV) circu~t
12413 Carbon filter solenoid valve (CFSVj circuit
12421 Automatic transmission (auto) drive sgnal. The SD Ight
ceases Rashing when the gear lever IS moved from 'D to "N"
12424 Throtlle switch (TS)i,d le contacts. Slightly open the
throttle. The SD light ceases flashing once the throttle
moves away from the rdle position
12431 Throttle switch (TS),fu ll-load contacts. Fully open the
throttle. The SD light ceases flashing as the throttle
approaches the fully-open position
I
$ Saab 29.5
1 4 I Bosch LH 2.4/2.4.2 and
Saab Direct Ignition (FCR codes)
j FCA code FCR cde
lpmenent) flntsrmhnt) bscrlptlon
11 11 1 Reply code for OK
42241 22241 High voltage (1991-on)
62251 22251 Eleronic control module (ECM) pin 4,
signal low
42252 22252 Signal low, less than 10 volts
42291 22291 Battety voltage, less than 10 volwgreater
than 16 volts
42440 22440 Oxygen sensor (0s) or OS circuit, rich
mixture
42441 22441 Rich mixture, idling (1 991 -on)
42442 22442 Rich mixture, driving (199t-on)
42450 22450 Oxygen sensor (0s) or OS circuit, weak
mixture
42451 22451 Weak mixture, idling (1 991 -on)
42452 22452 Weak mixture, driving (t 991 -on)
42460 22460 Oxygen sensor (0s) or OS circuit
4249 1 22491 Idling mixture incorrect
42492 22492 Driving mixture incorrect
*1 44221 24221 Engine RPM signal absent (1991- on) 44251 24261 Vehicle speed sensor (VSS) or VSS circuit
(1 991 -on)
44360 24360 Crank angle sensor (GAS) or CAS circuit
44460 24460 Engine load signal faulty
24660 Pre-ignition fault (knocking or pinking)
44661 24461 Knock sensor (KS) or KS circuit
24462 Combustion, synchronlsing fautl
24671 Pre-ignition signal over 20 seconds
45641 25641 Mass airflow (MAW sensor or MAF sensor
circuit, signal high
FCR code FCR de
brmanent) [mtermient) Description
45651 25651 Mass airflow (MAF) sensor or MAF sensor
circuit, signal low
45691 25691 Mass Alrflow (MAF) sensor or MAF sensor
circuit
45723 25723 'Drive" signal (automatic transmission)
45771 25771 Throttle pot sensor (TPS) signal or TPS
circuit
45772 25772 Throttle pot sensor (TPS) signal or TPS
circuit
46221 26221 Coolant temperature sensor (CTS) or CTS
circuit, signal low
46271 26271 Coolant temperature sensor (CTS) or CTS
circuit, signal high
46391 26391 Exhaust gas recirculation (EGR) system or
EGR circuit
58121 38121 Mass airflow (MAR sensor or MAF sensor
circuit, burn-off absent
58321 38321 Air conditioning valve function or circuit
58322 38322 Evaporative loss control device (ELCD)
valve function or clrcult
58371 38371 Injector or injector circuit
58372 38372 Evaporative loss control device (ELCD)
valve or circuit
58382 38382 Evaporative loss control device (ELCD)
valve short-circuit (f 991 -on)
60000 Internal monitoring
60001 Read onty memory (ROM) fault
60002 Random access memory (RAM) fault
671 92 Electronic control module (ECM), read only
memory (ROM)
Index of vehicles Retrieving fault codes wlthout a fault code reader (FCR) -
Self-Diagnosis flash codes.. .........................................3
Clearlng fault codes wlthout a fault code reader (FCR) ........... 4 Self-Diagnosis connector location ..........................2.
Gurde to test procedures ................................. 6 Self-Diagnosis with a fault code reader (FCR) ................ 5
Intr@duct~on . ................................... 1 Fault code table 1 Index of vehicles
! Model
Altlarllbra 2.0
Cordoba 1.41S OHC 8V
Cordoba 1 61 SOHC 8V
Cordoba 1 HI SOHC 8V
Cordoba 1.81 16V
I Cordoba 2 01 SOHC 8V 4: Ibiza 1.05i SOHC 8V
lbiza 1.3i US83 '' lblza 1.4i SOHC 8V 1 lbiza 1.6i SOHC 8V
Iblza 1.81 SOHC 8V 1 lbiza 1.8i 16V
lbiza 2.0i SOHC 8V '! Inca 1.41
Inca 1.6i
Toledo 1.6i cat SOHC
Toledo 1.6i SOHC 1 Toledo 1.8i SOHC
/ Toledo 1.8i cat SOHC Toledo 1-81 cat SOHC
Toledo 1.81 SOHC BV
Toledo 2.0i
Engine code
ADY
ABD
ABU
ABS
ADL
2E
M U
AAV
ABD
ABU
ABS
ADL
2E
1 F
1 F
RP
RP
RP
ABS
2E
Year
1996to 1997
1994 to 1997
1993 to 1997
1993 to 1995
1994 to 1997
1993 to 1997
1993 to 1997
1993 to 1994
1994 to 1997
1993 to 1997
1993 to 1995
1994 to 1997
1993 to 1997
1995 to 1996
1995 to 1996
1991 to 1997
1994 to 1997
1991 to 1995
1991 to 1995
1991 to 1996
1994 to 1997
1991 to 1997
System
Simos
Bosch Mono-Motron~c
Bosch Mono-Motronic
Bosch Mono-Motronic
VAG Digifant
VAG Digifant
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic
Bosch Mono-Motronic
VAG Digifant
VAG Digifant
Bosch Motronic MP 9.0
Bosch Mono-Motronic
Bosch Mono-Jetronic
Bosch Mono-Motronic
Bosch Mono-Jetronic
Bosch Mono-Jetronic
Bosch Mono-Motronic
Bosch Mono-Motronic
VAG Diglfant
i
j Self-Diagnosis
/ 1 Introduction
! The engine mnnngempnr systems (EMSs)
7 filled to SEAT models rnclude Bosch Motron~c
' MP5 0, Mono-Jetron~cM. ono-Motron~ca, nd
: also VAG Dlglfant and Slmos. Bosch Motron~c
; MP4 0. Mono-Motron~c. VAG D~gitant and
j Slrnos systems ~ontrotlh e prrmaw lgtiltion.
, fuel rnjectlon and rdtlng tunctlons trom wlthin
: !he same cbntrol module. Mono-Jetronlc
cbr~irolst he fuel lnjectlon and idle tunctlons
: alone
) Self-Diagnosis (SD) function ' Each electronic conlrol module [ECM) has a
' self-test capahlllty that continually examines
the srgnals Irom cenaln enytne sensors and
actualors, and compares each slgnal to a
I rable 01 prograrnrned ~*alursI.f the dlagnostlc
sofrwarr deternllnrs that a fault IS present. the
, ECLl stores one or more fault codes Codes
will not be stored about components for
whrch a code IS no1 available, or for conditions
not covered by the diagnostrc software.
SEAT systems are capable of generating
two krnds of faull codes. Ttiese are 4-d~g~t
flash codes and 5-dig11fa ult codes,
a) Mono-Jetronrc systems car? only perrerate
4-drgrl flash codes These can be
retrreved vra the wamrng bghl (where
IrtteQ), or by usng a sepamle LED
AHernalrvely. fault codes can be d~splayed
on a dedrcaied fault code reader (FCR).
b) Later systems can generare both J-digtt
and 5- dig, t fault codes, and retfleval
requires a dedicated FCR. These systems
irlciude early versions of Bosch MonorMotronrc
and some VAG Drgttant (45-ptn)
c) The very latest systems can only generate
5-drgtt fautt codes, and these must he
retrreved wrth the atd of a dedrcated FCR.
These systems tnclude Bosch Mono-
Motrwnlc MA 1.2.2 (later 45-p~n)S.r mos
and VAG Dtgrlanl (68pmn)
Limited operating strategy (LOS)
All SEAT models featured in this Chapter
except those with Bosch Mono-Jetronic
utllise LOS (a function that is commonly called
the "limp-home mode"). Once certain faults
have been identified (not all faults will initlate
LOS). the ECM will implement LOS and reler
to a programmed default value rather than ihe
sensor signal. This enables the vehcle to be
safely drlven to a workshnplgarage for repalr
or testlng. Once the fault has cleared, the 30
ELM wrll revert to normal operatlon. Bosch
Mono-Jetronlc does not have LOS.
Adaptive or learning capability
SEAT systems also utilise an adaptive
functlon that will modify the basic
programmed values for most effective
operatlon during normal running and with due
regard to engine wear.
Self-Diagnosis (SDJ warning light
Bosch Mono-Jetronic equipped vehicles
are also fitted with an SD warnlng light located
.
30.2 SEAT
sO--\ 62 \
I
I
I
I
I
I
I
\
ECU I
I
I
SD connectors
under passenger
or drivers side
facia
30.1 Locatlon ol SD connectors under lacla 302 The 16-pin OBD connector
within the instrument panel. SEAT models
equipped with engine management systems
other than Bosch Mono-Jetronic are not fltted
with a SD warning light.
Bosch Mono- Jetmnic and
Mono-Motmnic with dual Spin
connectors
The two SD connectors are located in the
passenger compartment under the facia, or in
the switch hole next to the light switch on the
instrument panel (see illustration 30.1) and is
provided for retrieving flash codes (Mono-
Jetronic only) and for use with a dedicated
fautt code reader (FCR).
The 16-pin SD connector is located under
the ashtray in the centre console (see
illustration 30.2), and is provided for use with
a dedicated FCR only.
Other systems
The 16-pin SD connector may be located in
the passenger compartment to the right of the
steering column, or under the facia in the
fusebox above the foot pedals. The SD
connector is provided for use with a
dedicated FCR only.
1
'0o $@
-
-
7
\ usually a brown or
white connector
connector
Note: During the course of certain test
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during test roufim
do not mislead diagnosis. Ail codes must be
cleared once testing is complete.
Mono-Jetronic
1 Attach an accessoty switch to the dual 2-pin
SD connectors (refer to illustration 30.1). tf the
vehicle is not equipped with a facia-mounted
SD warning light, connect an LED diode light
between the battery (+) supply and the SD
connector as shown (see illustration 30.3).
2 Start the engine and allow it to warm up to
normal operating temperature. Note: Oxygen
sensor (0s) fault codes can only be mtneved
after a road test of at least 10 minutes'
duration.
3 Stop the engine and switch on the ignition.
4 If the engine will not start, crank the engine
for at least 6 seconds, and leave the ignition
switched on.
5 Close the accessory switch for at least 5
seconds. Open the switch, and the warning
light or LED light will flash to indicate the 4-
digit fault codes as follows:
a) The four digits are indicated by four series
of flashes. I bJ The first series of flashes indicates the
first digit, the second series of flashes
indicatss the second digit, and so on until
all four digits have been flashed. I 30.3 Initiation of Mono-Jetronic flash codes c) Each sen- consjsts of a number of 7 - or
A LED diode light 8 Accessory switch C SD connectors 2-second flashes, separated by short
SEAT 30.3
pauses. Each rnteger (whole number) in
the range 7 to 9 is represented by a
, number of l -second flashes, and each
] zero is represented by 2-second flashes.
.' d) The code number "1231" is indicated by a
- 7-second flash, a short pause, two I-see
] ond #ashes, a short pause, three I-second
: flashes, a short pause and a 1-second
; flash.
j e) A 2.5-second pause separates each
: series of flashes. After this pause, the
code writ be mpeated.
I 6 Counl Ihe number of flashes in each series,
, and record the code. Refer to the table at the
f end of the Chapter to determine the meaning
of :he fault code.
, 7 The code w~ll be repeated until the
i accessory sw~tch1s once more closed for at
least 5 seconds. Open the switch and the next
,i code will then be displayed.
' 8 Continue retrieving codes until code 0000 is
h transmitted. Code 0000 sign~fiesth at no more
codes are stored, and is displayed when the
1 light flashes off and on at 2.5-second
' intervals.
: @ If code 4444 is transmitted, no laull codes
' are stored.
I 10 Turning off the ignit~one nds fault code
retrieval. ?
: All other systems
: 11 Flash codes are not available, and a
ded~cated FCR must be used to retrieve fault
A// systems (alternative methodJ
5 Turn off the ignition and disconnect the
bal?ery negative terminal for a period of
approximately 5 minutes.
6 Reconnect the battery negative terminal.
Note: The first drawback to this method is that
battery disconnection will initialise a// ECM
adaptive values (not Mono-Jetronic). Relearning
the appropriate adaptive values
requires starting the engine from cold, and
driving at various engine speeds for
approximately 20 to 30 minutes. The engine
should also be aNowed to idle for
approximately 70 minutes. The second
drawback rs that the radio security codes,
clock setting and other stored values will be
inilialised, and fhm mud be re-entered once
the battery has been reconnected. Where
possible, an FCR should be used for code
clearing.
Note: During the course of certain tesf
procedures, it is possible for additional fault
codes to be generated. Care must be taken
that any codes generated during tesf routines
do not mislead diagnosis.
codes.
All SEAT models
. 4 Cleadng fault calm without
a fault code redm IF?CW1
Bosch Mono- Jetmnic
1 Carry out the procedure in Section 3 to
retrieve all fault codes (wait unt~cl ode DO00 or
code 4444 is displayed).
2 Turn off the ~gn~tiona, nd close the
accessory switch.
3 Switch the ignition on.
4 After 5 seconds, open the accessory
switch. All fault codes should now be cleared.
Turn off the ign~t~oonn completion.
1 Connect an FCR to the SO connector. Use
the FCR for the following purposes, in strict
compliance w~th the FCR manufacturer's
instructions:
a) Retrieving fault codes.
b) Clearing fault codes.
c) Testtng actuators.
d) Displaying Datastmm.
eJ Making adjustments to the ignition timing
or mixture (some systems).
2 Codes must always be cleared after
component testing, or after repairs involving
the removal or replacement ol an EMS
component.
Engine management fault mdes
1 Use an FCR to interrogate the ECM for fault
codes, or manually gather codes (where
pospible) as descriw in Section 3 or 5.
Codes stor& by ECM
2 If one or more fault codes are gathered,
refer to the faun code table at the end of this
Chapter to determine their meaning.
3 If several codes are gathered, look for a
common factor such as a defective earth
return or supply.
4 Refer to the component test procedures In
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the modern EMS.
5 Once the fault has been repaired, clear the
codes and run the englne undec various
conditions to determine if the problem has
cleared.
6 Check the ECM for fault codes once more
Repeat the above procedures where codes
are still being stored.
7 Refer to Chapter 3 for more information on
how to effecttvely test the EMS.
Na codes stored
8 Where a running problem is experienced,
but no codes are stored, the fault is outside of
the parameters deslgned into the SD system.
Refer to Chapter 3 for more information on
how to effectively test the engine management
system.
9 If the problem points to a specific
component, reler to the test procedures in
Chapter 4, where you will find a means of
testing the majority of components and
circuits found in the modern EMS.
Non-engine management fault
codes
10 A number ot codes that could b stored by
the ECM and retrieved dur~ng the code
gathering operation may refer to the air
conditioning system, fan control and automatic
transmission. This manual spec~f~calclyo vers
engine management components, and
diagnosis of codes pointing to faults in ancillary
components is not covered.
90
Fault code tables appear overleaf
30.4 SEAT
Fault code table
All SEAT models Flash FCR Description
Flash FCR Description code code
code code 2341 00537 Oxygen sensor (0s) or 0s circu~t
0000 - End of fault code o~rtput 241 3 00561 Mixture control 1
4444 00000 No faults found in the ECM. Proceed wdh normal 4343 01243 Changeover valvein letm anifold
diagnostic methods 441 2 01247 Carbon filter solenold valve (CFSV) or CFSV
7 11 1 65535 Electronic mntrol module (ECM) circu~t
t231 00281 Vehde speed sensor (VSS) or VSS circuit 441 3 01 249 Injector valve No.1 or ~nlecbcr ~rcuit
1232 00282 Throttle pot sensor (TPS) or TPS c~rcuit, 441 4 01 250 Injector valve No.2 or mledor c~rcuit
implausible stgnal 4421 01251 Injector valve N0.3 or injector c~rcuit
21 11 0051 3 RPM sensor or circuit 4431 - Idle sped control valve (ISCV) nr ISCV clrcu~t
21 13 0051 5 Hall-eff~ste nsor (HES) or HES circuit 00530 Throttlepotsensor~PS)orTPSc~rcu~t
2121 0051 6 Throttle pot sensor (TPS) or TPS circuit 00543 Maximum englne speed exceeded
2121 0051 6 Idle speed switch or circutt (alternative code) 00546 Defective data cable
2122 - No engine speed signal 00624 Alr condltbonlng (Nc) or #C Clrcuit
214 2 00545 Automat~ctr ansm~ssions lgnal missing 00625 Vehicle sped sensor (VSS) or VSS circuit
2212 00518 ThrotllepdsensorflPS)orTPScircuit 00635 Oxygen sensor (0s)or OS circuit
2222 0051 9 Manifold absolute pressure (MAP) sensor or MAP - 00638 Transmissbon electrical connector No. 2
sensor cucuit 00670 Throttle pot sensor (TPS) or TPS circu~t
2231 00533 Idle speed control valve (ISCVj or ISCV crrcuit 01 087 Baslc setting not completed
2232 00520 Mass a~rflow(M AW sensor or MAF sensor circud - 01252 Injector valve No.4 or inlector c~rcuit
2234 00532 Voltage supply or clrcMt 01259 Fuel pump relay or circuit
2312 00522 Coolant temperature sensor (CTS) or CTS circuit - 01265 Exhaust gas recirculation (EGR) valve or EGR
2322 00523 Alr temperature sensor (ATS) or ATS circuit c~rcuit
2342 00525 Oxygen sensor (0s)or OS clrcult 17970 Electron~cc ontrol module (ECM)
2323 00552 Mass artlow (MAF) sensor or MAF sensor circurt - 65535 Electronrc control module (ECM)