ecm section page 1 of 269 · engine coolant temperature >= 59.96 °c and engine coolant...

Component / Fault Monitor Strategy Primary Malfunction Secondary Time MILSystem Code Description Criteria Parameters Required Illum.

Crankshaft toCamshaft Correlation

P0016 Detects a shift of the camshaftangle by monitoring theaverage offset angle.

average value of camshaft offset < -25.00 degrees Engine backward rotation detected = FALSE - B

OR andaverage value of camshaft offset > 25.00 degrees NO pending or confirmed DTCs = see sheet inhibit

tables-

andIgnition on = TRUE -andbasic enable conditions met: = see sheet enable

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HO2S Heater ControlCircuit Bank 1 Sensor1 Circuit

P0030 Monitoring the HO2S heatercontrol circuit for open circuitfailures

Voltage low during driver off state(indicates open circuit)

= Open Circuit:≥200 K Ωimpedancebetween ECU pinand load

- Ignition on = TRUE - B

HO2S heater control commanded on = FALSE -basic enable conditions met: = TRUE -

HO2S Heater ControlCircuit Bank 1 Sensor1 Circuit Low

P0031 Monitoring the HO2S heatercontrol circuit for circuit lowfailures

Voltage low during driver off state(indicates short-to-ground)

= Short to ground:≤ 0.5 Ωimpedancebetween signaland controllerground

- Ignition on = TRUE - B

basic enable conditions met: = TRUE -

Threshold EnableLogic and Value Conditions

fail conditionsexists for

more than 2events

testperformed

continuously0.01 s rate

fault exists formore than 5sec; monitorruns at 0.1 swhen enable

conditions aremet


conditions aremet

15 OBDG04 ECM Summary Tables

ECM Section of 269



HO2S Heater ControlCircuit Bank 1 Sensor1 Circuit High

P0032 Monitoring the HO2S heatercontrol circuit for circuit highfailures

Voltage high during driver on state(indicates short to power)

= Short to power: ≤ 0.5 Ωimpedancebetween signaland controllerpower

- HO2S heater control commanded on = TRUE B

Ignition on = TRUE -basic enable conditions met: = TRUE -

Turbocharger BoostControl Position NotLearned

P003A Detects in range vane positionerrors during a vane sweepinitiated to learn minimum andmaximum vane positionvalues.

Path 1: injection quantity >= 0.00 mm^3/rev

B

mean offset learned value at fully closedvalve position

< 70.00 % and

or injection quantity <= 24 mm^3/rev

mean offset learned value at fully closedvalve position

> 110.00 % and

acceleration pedal sensor <= 1.00 %andEngine Speed >= 575.00 rpmandEngine Speed <= 1075.00 rpmandVehicle speed >= 0.00 mphandVehicle speed <= 3.11 mphandBattery voltage >= 11.00 Vandengine coolant temperature >= 59.96 °Candengine coolant temperature <= 127.96 °CandBarometric pressure >= 65.00 kPaandBarometric pressure <= 105.00 kPaand

fail conditionsexists for 0.01

smonitor runsonce per tripwith 0.01 s

rate wheneverenable

conditions aremet


conditions aremet


ECM Section of 269



time since start > 10.08 secandRich idle regeneration = inactive -andAdaption is finished for this driving cycle = inactive -

andvalve closed = TRUE -andturbocharger offset adaption timer >= 0.50 secandNo Pending or Confirmed DTCs: = see sheet inhibit

tables-

andbasic enable conditions met: = see sheet enable

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Path 2: injection quantity >= 0.00 mm^3/rev

time taken to learn the mean offsetlearned value at fully closed valveposition

> 30.00 sec and

injection quantity <= 24 mm^3/rev

andValue acceleration pedal sensor 1 <= 1.00 %andEngine Speed >= 575.00 rpmandEngine Speed <= 1075.00 rpmandVehicle speed >= 0.00 mphandVehicle speed <= 3.11 mphandBattery voltage >= 11.00 Vandengine coolant temperature >= 59.96 °Candengine coolant temperature <= 127.96 °Cand


smonitor runsonce per tripwith 0.01 s

rate wheneverenable

conditions aremet


ECM Section of 269



Barometric pressure >= 65.00 kPaandBarometric pressure <= 105.00 kPaandtime since start > 10.08 secandRich idle regeneration = inactive -andAdaption is finished for this driving cycle = inactive -

andvalve closed = TRUE -andturbocharger offset adaption timer >= 0.50 secandNo Pending or Confirmed DTCs: = see sheet inhibit

tables-


tables-

Turbocharger BoostControl Circuit

P0045 Diagnoses the TurbochargerBoost Control low side drivercircuit for circuit faults.


= Open Circuit:200 K impedancebetween ECU pinand load

- battery voltage > 11.00 V B

for

time > 3.00 secandstarter is active cranking = FALSE -andbasic enable conditions met: = see sheet enable

tables-


smonitor runswith 0.01 s

rate wheneverenable

conditions aremet


ECM Section of 269



Diagnoses the TurbochargerBoost Control low side drivercircuit for driver overtemperature faults.

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match and theIC maximum temperature has beenexceeded

battery voltage > 11.00 V

for


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Turbocharger BoostControl Circuit LowVoltage



= Short to ground: 0.5

impedancebetween signaland controllerground


for


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Turbocharger BoostControl Circuit HighVoltage




battery voltage > 11.00 V B

for



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269




tables-

HO2S HeaterResistance Bank1Sensor 1

P0053 A/F sensor heating controlmonitoring, which monitors theheater control of the A/Fsensor. If the temperature ofthe A/F sensor, based on themeasured sensor internalresistance, exceeds athreshold a fault is detected

Temperature of A/F sensor (based onsensor internal resistance)

> 823.96 °C Engine is running (please see thedefinition)

= TRUE - B

Decel fuel cut-off (DFCO) = FALSE -for time >= 5.00 sec

(duty cycle value during sensor heat-up >= 90.25 %

for time >= 19.50 secorTemperature of A/F sensor (based onsensor internal resistance)

> 804.96 °C

andStatus bit for valid A/F sensor innerResistance (see parameter definitiontable)

= TRUE -

)Status bit for heater control disabled(False = heater control active, True =heater control not active)

= FALSE -

A/F sensor error status bit (seeparameter definition table)

= FALSE -

NO Pending or Confirmed DTCs: = see sheet inhibittables

-

basic enable conditions met: = see sheet enabletables

-


conditions aremet


ECM Section of 269



A/F sensor heating controlmonitoring, which monitors theheater control of the A/Fsensor. If the temperature ofthe A/F sensor, based on themeasured sensor internalresistance, is less than athreshold a fault is detected


< 805.96 °C Engine is running (please see thedefinition)

= TRUE -

Decel fuel cut-off (DFCO) = FALSE -for time >= 5.00 sec


for time >= 19.50 secorTemperature of A/F sensor (based onsensor internal resistance)

> 804.96 °C


= TRUE -

)Status bit for heater control disabled(False = heater control active, True =heater control not active)

= FALSE -


= FALSE -


-


-

CAC TemperatureSensor Circuit LowVoltage

P007C Detects a CAC temperaturesensor circuit short to ground.

CAC downstream temperature sensorvoltage

< 0.11 V ignition on = TRUE - A

same as anddownstream CAC temperature > 199.96 °C basic enable conditions met: = see sheet enable

tables-

andNO Pending or Confirmed DTCs: = see sheet inhibit

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conditions aremet

fail conditionsexists for 5 s

testperformed



ECM Section of 269



CAC TemperatureSensor Circuit HighVoltage

P007D Detects a CAC temperaturesensor circuit short to highvoltage or a sensor opencircuit

CAC downstream temperature sensorvoltage

> 4.94 V ignition on = TRUE - A

same as anddownstream CAC temperature < -50.04 °C basic enable conditions met: = see sheet enable

tables-


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Fuel Rail Pressure[FRP] Too Low

P0087 Measured rail pressure ischecked against desired railpressure to detect low railpressure conditions.

rail pressure deviation from setpointcalculated out of difference betweendesired and actual value (see Look-Up-Table #63)

> 11000 to 80000 kPa state machine rail pressure control equalto metering unit control mode

= TRUE - B

andbasic enable conditions met: see sheet enable

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andmetering unit actuator test active = FALSE -andNO Pending or Confirmed DTCs: see sheet inhibit

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> 11000 to 80000 kPa (

state machine rail pressure control equalto pressure control valve

= TRUE -

orstate machine rail pressure control equalcoupled pressure control (rail pressure iscontrolled by metering unit and pressurecontrol valve)

= TRUE -

)and


testperformed


fail conditionsexists for 8 smonitor runswith 0.02 s

rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



basic enable conditions met: see sheet enabletables

-


tables-

Fuel Rail Pressure[FRP] Too High

P0088 Measured rail pressure ischecked against desired railpressure to detect high railpressure conditions.


< -80000 to -18000 kPa current injection quantity > 4.00 mm^3/rev

B

andfuel temperature > -40.04 °Candstate machine rail pressure control equalto metering unit control mode

= TRUE -


tables-


tables-

rail pressure deviation from setpointcalculated out of difference betweendesired and actual value

< -18000.00 kPa (


= TRUE -


= TRUE -

)and


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



basic enable conditions met: see sheet enabletables

-

andNO Pending or Confirmed DTCs: see sheet inhibit

tables-

Fuel PressureRegulator 1 ControlCircuit/Open

P0090 Diagnoses the Fuel PressureRegulator 1 low side drivercircuit for circuit faults.



- battery voltage > 11.00 V A

for

time > 3.00 secandignition on = TRUE -andbasic enable conditions met: = see sheet enable

tables-


-

Diagnoses the Fuel PressureRegulator 1 low side drivercircuit for circuit faults.

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match.


for


tables-


-



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Fuel PressureRegulator 1 ControlCircuit Low






for


tables-


-

Fuel PressureRegulator 1 ControlCircuit High





for


tables-


-



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Intake AirTemperature Sensor 2Circuit Low

P0097 Detects a low PWM frequencyfrom the humidity temperaturesensor, indicating an OOR lowcondition on the humiditytemperature sensor circuit

Humidity Temperature sensor frequency(Intake air temperature sensor 2)

< 28.03 Hz Engine Running (please see thedefinition)

= TRUE - B

same as andhumidity temperature < -50.04 degC following conditions for time: > 1.00 sec

battery voltage > 11.00 Vbattery voltage < 655.34 V


tables-

andno pending or confirmed DTCs = see sheet inhibit

tables-

The internal ECM PWM circuitdriver detects either a dutycycle which has not beenreceived or the maximumperiod has been exceeded,indicating short low conditionon the humidity sensor circuit.

Internal ECM PWM circuit low voltage = TRUE - Engine Running (please see thedefinition)

= TRUE -

and andECM PWM circuit maximum perioddetected

= TRUE - following conditions for time: > 1.00 sec

or battery voltage > 11.00 VInternal ECM PWM period not received = TRUE - battery voltage < 655.34 V


tables-


tables-


stest

performedcontinuously

with 0.1 s rate


stest


with 0.1 s rate


ECM Section of 269



Intake AirTemperature Sensor 2Circuit High

P0098 Detects a high PWMfrequency from the humiditytemperature sensor, indicatingan OOR high condition on thehumidity temperature sensorcircuit

Humidity Temperature sensor frequency(Intake air temperature sensor 2)

> 353.76 Hz Engine Running (please see thedefinition)

= TRUE - B

same as andhumidity temperature > 129.96 degC following conditions for time: > 1.00 sec



tables-


tables-

The internal ECM PWM circuitdriver detects either a dutycycle which has not beenreceived or the maximumperiod has been exceeded,indicating short high conditionon the humidity sensor circuit.

Internal ECM PWM circuit high voltage = TRUE - Engine Running (please see thedefinition)

= TRUE -





tables-


tables-


stest


with 0.1 s rate


stest


with 0.1 s rate


ECM Section of 269



Fuel PressureRegulator 1 HighControl Circuit LowVoltage

P00C9 Diagnoses the Fuel PressureRegulator 1 high side drivercircuit for circuit faults.

Voltage low during driver on state(indicates short to ground)

= Short to ground: ≤ 0.5 Ωimpedancebetween signaland controllerground

- ignition on = TRUE - A


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Fuel Rail PressureRegulator 1 HighControl Circuit HighVoltage

P00CA Diagnoses the Fuel PressureRegulator 1 high side drivercircuit for circuit faults.

Voltage high during driver off state(indicates short to power )

= Short to power: ≤0.5 Ω impedancebetween signaland controllerpower

- ( A

engine speed = 0 rpmorengine post drive/ afterun = TRUE -)and -NO Pending or Confirmed DTCs: = see sheet inhibit

tables-

fortime > 7.00 sec


tables-

fail conditionsexists for 0.3smonitor runswith 0.01 s

rate wheneverenable

conditions aremet


smonitor runs

with 0.1 s ratewhenever

enableconditions are

met


ECM Section of 269



Intake AirTemperature Sensor 3Circuit Low Voltage

P00EA Detects low voltage readingson the intake air temperaturesensor 3 circuit, indicating anOOR low condition.

intake air temperature sensor 3 voltage < 0.05 V ignition on = TRUE - B

same as andtemperature of intake air temperaturesensor 3

> 249.96 °C basic enable conditions met: = see sheet enabletables

-


tables-

Intake AirTemperature Sensor 3Circuit High Voltage

P00EB Detects high voltage readingson the intake air temperaturesensor 3 circuit, indicating anOOR high condition.

intake air temperature sensor 3 voltage > 4.94 V ignition on = TRUE - B

same as andtemperature of intake air temperaturesensor 3

< -50.04 °C basic enable conditions met: = see sheet enabletables

-


tables-

Humidity SensorCircuit Low

P00F4 Detects a low duty cycle signalfrom the humidity sensor,indicating an OOR lowcondition on the humiditysensor circuit

Humidity Sensor Duty Cycle < 5.00 % Engine Running (please see thedefinition)

= TRUE - B

same as andrelative humidity < 0.00 % following conditions for time: > 1.00 sec



tables-


tables-


testperformed



testperformed



stest


with 0.1 s rate


ECM Section of 269



The internal ECM PWM circuitdriver detects either a dutycycle which has not beenreceived or the maximumperiod has been exceeded,indicating short low conditionon the humidity sensor circuit.

Internal ECM PWM circuit low voltage = TRUE - Engine Running (please see thedefinition)

= TRUE -





tables-


tables-

Humidity SensorCircuit High

P00F5 Detects a high duty cyclesignal from the humiditysensor, indicating an OORhigh condition on the humiditysensor circuit

Humidity Sensor Duty Cycle > 95.00 % Engine Running (please see thedefinition)

= TRUE - B

same as andrelative humidity > 100.00 % following conditions for time: > 1.00 sec



tables-


tables-


stest


with 0.1 s rate


stest


with 0.1 s rate


ECM Section of 269



The internal ECM PWM circuitdriver detects either a dutycycle which has not beenreceived or the maximumperiod has been exceeded,indicating short high conditionon the humidity sensor circuit.

Internal ECM PWM circuit high voltage = TRUE - Engine Running (please see thedefinition)

= TRUE -





tables-


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Humidity SensorCircuit Intermittent /Erratic

P00F6 The humidity signalperformance monitor monitorsthe humidity signal delta in adefined time interval. The sumof these signal delta's over anumber of time intervals iscompared to a threshold.

Cumulative Humidity Sensor signal delta >= 50.00 % Engine Running (please see thedefinition)

= TRUE - B

accumulated over a defined timeinterval

> 5.00 counts and

same as no pending or confirmed DTCs = see sheet inhibittables

-

accumulated over time > 0.10 sec andbasic enable conditions met: = see sheet enable

tables-


stest


with 0.1 s rate

fail conditionsexists for 4

out of 5windows (xout of y),

test isperformed

continuouslywith 0.1 s rate


ECM Section of 269



Mass Air Flow (MAF)Sensor Performance

P0101 Detects skewed MAF sensorby comparing measured MAFto calculated expected MAFbased on volumetric efficiencyof the engine

Path 1: B

ratio of measured air flow / desired airflow < [(a) - (b)] * (c) *

(d) ambient pressure > 74.80 kPa

where and(a) Engine load dependent MAP forcalculating lower threshold (see Look-Up-Table #1)

= 0.8 to 0.85 - engine coolant temperature >= 69.96 °C

(b) Air temperature dependentcorrection factor curve = 0 - and

(c) Engine temperature basedcorrection factor curve = 1 - engine coolant temperature <= 125.96 °C

(d) Barometric pressure basedcorrection factor curve = 1 - and

gradient of the charge-air temperature >= -2.00 °C/secor and

gradient of the charge-air temperature <= 2.00 °C/secPath 2: and

ratio of measured air flow / desired airflow > (e) + (f) - (

where Engine Running (please see thedefintion) = TRUE -

(e) Engine load dependent MAP forcalculating higher threshold = 1.20 - for

(f) Air temperature dependentcorrection factor curve = 0 - time since start > 90.00 sec

)andcontrol value of the throttle valve >= -400.00 %andcontrol value of the throttle valve <= 5.00 %and

setpoint value of Variable swirl actuator >= -400.00 %

and

setpoint value of Variable swirl actuator <= 399.99 %

and(


rate wheneverenable

conditions aremet


ECM Section of 269



setpoint valve position of exhaust-gasrecirculation

>= -400.00 %

andsetpoint valve position of exhaust-gasrecirculation

<= 2.00 %

fortime > 3.00 sec

)andAir System Control is not disabled = TRUE -and(


andactual valve position of exhaust-gasrecirculation >= -400.00 %

andactual valve position of exhaust-gasrecirculation <= 2.00 %

fortime > 3.00 sec)and

injection quantity >= -20.00 mm^3/rev

and

injection quantity <= 150.00 mm^3/rev

andair pressure in the induction volume >= 74.80 kPaandair pressure in the induction volume <= 280.00 kPaandengine speed >= 575 rpmandengine speed <= 1200 rpmandintake air temperature >= -7.04 °Candintake air temperature <= 79.96 °Cand


ECM Section of 269



Mass or Volume AirFlow Sensor "A"Circuit Low

P0102 Detects low frequencyreadings on the MAF circuit,indicating an OOR lowcondition on the MAF circuit

signal period of air mass flow sensor(MAF)

> 833.35 μsec ignition on = TRUE - B

same as andair mass flow < 0 g/sec basic enable conditions met: = see sheet enable

tables-


tables-

Mass or Volume AirFlow Sensor "A"Circuit High

P0103 Detects high frequencyreadings on the MAF circuit,indicating an OOR highcondition on the MAF circuit

PWM period too long = TRUE - ignition on = TRUE - A

or andbasic enable conditions met: = see sheet enable

tables-

signal period of air mass flow sensor(MAF)

< 71.40 μsec and

same as NO Pending or Confirmed DTCs: = see sheet inhibittables

-

air mass flow > 245.56 g/sec

Manifold AbsolutePressure (MAP)Sensor Performance

P0106 Detects a skewed MAP orBARO sensor by comparingMAP readings to the BAROsensor

Path 1: measured coolant engine downstreamtemperature

> -3549.94 °C B

(a) - (b) < -15.00 kPa andcurrent injection quantity < 654.00 mm^3/r

evor andPath 2: actuator position of throttle valve <= 327.67 %(a) - (b) > 15.00 kPa and

where turbo charger (VNT) wiping is active = FALSE -


smonitor runs0.01 s ratewhenever


met

fail conditionsexists for 5 smonitor runs0.01 s ratewhenever


met


rate wheneverenable

conditions aremet


ECM Section of 269



(a) MAP sensor measured pressure = measuredparameter

- and

and ((b) BARO sensor measured pressure = measured

parameter- engine speed >= 0.00 rpm

andengine speed <= 100.00 rpm)andvehicle speed < 3.11 mphandambient air temperature > -30.04 °Candbasic enable conditions met: = see sheet enable

tables-


tables-

Manifold AbsolutePressure (MAP)Sensor Circuit LowVoltage

P0107 Detects low voltage readingson the MAP circuit, indicatingan OOR low condition on theMAP circuit

Path 1: engine synchronization completed = TRUE - B

( andsensor voltage of manifold absolutepressure

< 0.20 V basic enable conditions met: = see sheet enabletables

-

same asmanifold absolute pressure < 20.00 kPa

andactuator position of throttle valve <= 20.00 %)

orPath 2:(sensor voltage of manifold absolutepressure

< 0.20 V

same asmanifold absolute pressure < 20.00 kPa

andactuator position of throttle valve > 20.00 %


testperformed



ECM Section of 269



)

Manifold AbsolutePressure (MAP)Sensor Circuit HighVoltage

P0108 Detects high voltage readingson the MAP circuit, indicatingan OOR high condition on theMAP circuit

sensor voltage of manifold absolutepressure

> 4.80 V NO Pending or Confirmed DTCs: = see sheet inhibittables

- B

same as andmanifold absolute pressure > 300.00 kPa engine synchronization completed = TRUE -


tables-

Intake AirTemperature Sensor 1Circuit Low Bank 1

P0112 Detects low voltage readingson the MAF IAT circuit,indicating an OOR lowcondition on the MAF IATcircuit (IAT #1)

MAF intake air temperature sensorvoltage

< 0.16 V ignition on = TRUE - B

same as andintake air temperature > 129.96 °C basic enable conditions met: = see sheet enable

tables-

Intake AirTemperature Sensor 1Circuit High Bank 1

P0113 Detects high voltage readingson the MAF IAT circuit,indicating an OOR highcondition on the MAF IATcircuit (IAT#1)

MAF intake air temperature sensorvoltage

> 4.80 V ignition on = TRUE - B

same as andintake air temperature < -50.04 °C basic enable conditions met: = see sheet enable

tables-


testperformed



testperformed



testperformed



ECM Section of 269



Engine CoolantTemperature (ECT)Sensor Circuit LowVoltage

P0117 Detects low voltage readingson the ECT circuit, indicatingan OOR low condition on theECT circuit

voltage of engine coolant temperaturesensor

< 0.80 V ignition on = TRUE - B

same as andengine coolant temperature > 133 °C basic enable conditions met: = see sheet enable

tables-

Engine CoolantTemperature (ECT)Sensor Circuit HighVoltage

P0118 Detects high voltage readingson the ECT circuit, indicatingan OOR high condition on theECT circuit

voltage of engine coolant temperaturesensor

> 4.75 V ignition on = TRUE - B

same as andengine coolant temperature < -50.04 °C basic enable conditions met: = see sheet enable

tables-

Engine CoolantTemperature / IntakeAir TemperatureCorrelation

P011B Detects a biased ECT or IAT1by comparing start-uptemperatures between the twosensors.

Path 1: minimum engine-off time >= 28800.00 sec B

|(a) - (b)| (see Look-Up-Table #15) > 20 to 999 °C andwhere

( ambient temperature > -60.04 °C(a) captured engine coolanttemperature at start

= measuredparameter

- and

and Engine Running (please see thedefinition)

= TRUE -

(b) captured intake air 1 temperature atstart

= measuredparameter

- for

) time > 0.00 secandengine post drive/ afterun = FALSE


stest


0.2 s rate


stest


0.2 s rate

once per drivecycle


ECM Section of 269



anddiagnostic performed in current dc = FALSEandbasic enable conditions met: = see sheet enable

tables-


tables-

Engine CoolantTemperature (ECT)Below ThermostatRegulatingTemperature

P0128 Detects a stuck openthermostat by comparingactual engine coolant heat upprofile to an expected modeledheat up profile.

modeled coolant temperature(model derived from injection quantity,coolant temperature at start, and ambienttemperature)

>= 87.96 °C engine pre drive = FALSE - B

and andmeasured engine coolant temperature < 76.76 °C time since start < 2880.00 sec

andmeasured engine coolant temperature >= -40.04 °Candcaptured value of coolant temperatureduring start

<= 57.96 °C

and(ambient temperature > -7.04 °Candambient temperature < 59.96 °C)andambient temperature (used for highregion determination)

> -30.04 °C

andengine idle time ratio < 0.50 %

which is defined by(idle timedivided bytime since start)

where idle time is incremented when:


smonitor runsonce per trip



met


ECM Section of 269



(accelerator pedal value <= 10.00 %andvehicle speed <= 9.94 mphandengine speed <= 1000.00 rpm)

anddiagnostic performed in current dc = FALSE -andbasic enable conditions met: = see sheet enable

tables-


tables-

HO2S Bank 1 Sensor1 circuit low

P0131 Monitoring the A/F sensorcircuits for circuit low failures

AF sensor IP voltage(IP circuit = A/F sensor Input PumpCurrent line which is the measuringcircuit of the O2 concentration)

< 0.90 V Ignition on = TRUE - B

or A/F sensor pumping current controlactive for time (only for VM & UNcircuits)

<= 3.00 sec

A/F sensor -> UN circuit voltage / Vvcc(UN Voltage = A/F sensor nernst cellvoltage)(Vvcc = system supply voltage variesbetween -0.3v to 5.5v)

< 0.35 % of V or

or Activation status of open load test atUN and VM

= TRUE -

A/F sensor -> VM circuit voltage / Vvcc(VM Voltage = reference ground voltage(Vvcc = system supply voltage variesbetween -0.3v to 5.5v)

< 0.40 % of V and

A/F sensor temperature(only for IP circuit))

> 649.96 °C

and


conditions aremet


ECM Section of 269




= FALSE -

andA/F sensor heatercontrol reset conditions

= FALSE -


for time >= 19.50 secor


> 804.96 °C


= TRUE -

No Pending or Confirmed DTCs: = see sheet inhibittables

-


-

HO2S Bank 1 Sensor1 circuit high

P0132 Monitoring the A/F sensorcircuits for circuit high failures

AF sensor IP voltage(IP circuit = A/F sensor Input PumpCurrent line which is the measuringcircuit of the O2 concentration)

> 7.50 V Ignition on = TRUE - B

or A/F sensor pumping current controlactive for time (only for VM & UNcircuits)

<= 3.00 sec

A/F sensor -> UN circuit voltage / Vvcc(UN Voltage = A/F sensor nernst cellvoltage)(Vvcc = system supply voltage variesbetween -0.3v to 5.5v)

> 0.80 %V or

or Activation status of open load test atUN and VM

= TRUE -

A/F sensor -> VM circuit voltage / Vvcc(VM Voltage = reference ground voltage(Vvcc = system supply voltage variesbetween -0.3v to 5.5v)

> 0.60 %V and

A/F sensor temperature(only for IP circuit))

> 649.96 °C


conditions aremet


ECM Section of 269



andA/F sensor error status bit (seeparameter definition table)

= FALSE -

andA/F sensor heatercontrol reset conditions

= FALSE -


for time >= 19.50 secor


> 804.96 °C


= TRUE -

)No Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

O2 Sensor CircuitSlow Response Bank1 Sensor 1

P0133 Response time of A/F sensorsignal monitoring at transitionfrom load to fuel cut-off mode

Time to reach 30 % of expected rise inO2 concentration

> 3 sec Status: Inactive to Check OpPoint B

OR Influence of InjSys_qTot (Total engineinjection quantity) on lambda signalknown

= TRUE -

Time to reach 60% expected rise from30% expected rise in O2 concentration

> 1.8 sec Status bit which indicates if A/F sensorraw value is valid for A/F sensordiagnostic modules =

TRUE -

OR Test not inhibited through the selectedconditions in the Inhibit ConditionsTable =

TRUE -

Time to reach 60% expected rise in O2concentration

> 4.30 sec basic enable conditions met:=

see sheet enabletables

-

Engine speed > 1100.00 rpmInjection quantity > 20.00 mm^3/r

evBattery voltage > 11.00 VDPF regeneration is not active = TRUE -

fault exists formore than 2fuel cut-off

events;monitor runsat 0.1 s when


met


ECM Section of 269



Calculated O2 (lambda) signal < 0.10 -A/F sensor error status bit (seeparameter definition table)

= FALSE -

Status: Check OpPoint to Wait forOverrun

Injection quantity deviation < 6.00 mm^3/rev

for time >= 1 secInjection quantity deviation (calculatedfor dynamic response rate monitoring)

> -6.00 mm^3/rev/sec

andInjection quantity deviation (calculatedfor dynamic response rate monitoring)

< 6.00 mm^3/rev/sec

for time > 1.00 secStatus: Wait_for_Overrun to EvaluateEdge

Injection quantity deviation calculatedfor dynamic response rate monitoring

< -4.00 mm^3/rev/sec

Fuel Trim SystemLean

P0171 Monitors the fuel massobserver correction quantity.Detects if the correctionquantity exceeds the feedbacklimit.

Fuel mass observer emission correctionquantity

<= -12.00 mm^3/rev (Status of the Observer function’slambda-signal

= TRUE - B

means(lambda signal from A/F sensor ready(see parameter definition)

= TRUE -

fuel system is in fuel cut off (seeparameter definition)

= FALSE -

Particulate Filter Regeneration Mode = FALSE -((component of combusted fuel in theengine

>= 1 -

orcalculated EGR rate >= 0 -))

for time > 1.00 sec)


rate wheneverenable

conditions aremet


ECM Section of 269



ANDController status of the observer = TRUE -

means(Load dependent release state(see Look-Up-Table #40)

= 0 to 1 -

)engine coolant temperature <= 199.96 °Cengine coolant temperature >= 64.96 °CNormal Injection Mode = TRUEBarometric pressure >= 74.80 kPaAmbient temperature >= -7.04 °CNO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

Fuel Trim SystemRich

P0172 Monitors the fuel massobserver correction quantity.Detects if the correctionquantity exceeds the feedbacklimit.

Fuel mass observer emission correctionquantity

>= 12.00 mm^3/rev (Status of the Observer function’slambda-signal

= TRUE - B


= TRUE -


= FALSE -


>= 1 -




means(


rate wheneverenable

conditions aremet


ECM Section of 269



Load dependent release state (see Look-Up-Table #40)

= 0 to 1 -

)engine coolant temperature <= 199.96 °Cengine coolant temperature >= 64.96 °CNormal Injection Mode = TRUEBarometric pressure >= 74.80 kPaAmbient temperature >= -7.04 °CNO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

Fuel TemperatureSensor 1 Circuit Low

P0182 Detects low voltage readingsin the fuel pump temperaturesensor 1 circuit, indicating anOOR low condition on the fuelpump temperature sensor 1circuit

voltage of fuel temperature sensor 1 < 1.07 V ignition on = TRUE - B

same as andfuel temperature > 119.96 °C basic enable conditions met: = see sheet enable

tables-

Fuel TemperatureSensor 1 Circuit High

P0183 Detects high voltage readingsin the fuel pump temperaturesensor 1 circuit, indicating anOOR high condition on the fuelpump temperature sensor 1circuit

voltage of fuel temperature sensor 1 > 4.75 V ignition on = TRUE - B

same as andfuel temperature < -50.04 °C basic enable conditions met: = see sheet enable

tables-


stest


0.2 s rate


stest


0.2 s rate


ECM Section of 269



Fuel Rail Pressure[FRP] SensorPerformance

P0191 Detects a drifted fuel railpressure sensor bydetermining the adaptationfactor of the fuel rail pressureregulator 2.

fuel pressure regulator 2 adaptationfactor

>= 1.21 factor fuel pressure regulator 2 in closed loopcontrol (please see the definition)

= TRUE - A

or andfuel pressure regulator 2 adaptationfactor

<= 0.79 factor adaptation for fuel pressure regulator 2active

= TRUE -

means(counter for successful adaptation > 0 countsorcounter for the successful calculation ofthe adaptation

> 10.00 counts

and(engine speed > 0.00 rpmandengine speed < 10000.00 rpm)

andvehicle speed <= 203.65 mphand(state machine rail pressure controlequal to pressure control valve

= TRUE -

or(state machine rail pressure controlequal coupled pressure control (railpressure is controlled by metering unitand pressure control valve)

= TRUE -

))


tables-



rate wheneverenable

conditions aremet


ECM Section of 269



Detects a biased sensor bydetermining the FRP sensorvoltage to be in the correctrange for atmosphericpressure at engine off and withsufficient pressure bleed-offtime.

rail pressure sensor voltage < 0.42 V (

or engine post drive/ afterun = TRUE -rail pressure sensor voltage > 0.61 V and

fuel temperature > -40.04 °Candengine has already run in this drivingcycle

= TRUE -

andrail pressure is reduced = TRUE -

means commanded rail pressure < 0.00 kPaandfuel pressure regulator 2 current <= 1.70 Amps

andtime since engine off > 15.04 sec

)andnumber of fault measurements duringengine postdrive/ afterun

> 10.00 counts


tables-

Fuel Rail Pressure[FRP] Sensor CircuitHigh

P0193 Detects high voltage readingson the FRP circuit, indicatingan OOR high condition on theFRP circuit

rail pressure sensor voltage > 4.81 V ignition on = TRUE - A

same as andrail pressure > 220000.00 kPa basic enable conditions met: = see sheet enable

tables-


tables-

fail conditionsexists formore than

0.30 smonitor runs

once perdriving cyclewith 0.01 s

rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Fuel Rail Pressure[FRP] Sensor CircuitLow

P0192 Detects low voltage readingson the FRP circuit, indicatingan OOR low condition on theFRP circuit

rail pressure sensor voltage < 0.19 V ignition on = TRUE - A

same as andrail pressure < 0 kPa basic enable conditions met: = see sheet enable

tables-


tables-

Cylinder 1 InjectionTiming Retarded

P01CB Monitors the correction valuesfor the energizing time of eachcylinder. A correction valuefor the energizing time islearned for each cylinder at acalibrated rail pressureoperating point.

( environmental temperature > -7.04 °C B

Detects a fault when thecorrected energizing timeexceeds the allowed limit.

corrected energizing time for the railpressure calibration points and cylinder 1

> (a) - (b) - and

( (with fuel temperature >= -0.04 °C

(a) maximum injection energizing time 304.4 μsec and

and with fuel temperature <= 79.96 °C(b) offset of the maximum filteredenergizing time

32.8 μsec )

) and)for engine coolant temperature > 59.96 °Crail pressure point 80000.00 kPa and



0.01 smonitor runswith 0.01 s

rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



andcombustion chamber is not cooled off

meanstime since last combustion (see Look-Up-Table #83)

>= 7 to 20 sec

andandintake manifold pressure > 75.00 kPaandintake manifold pressure < 150.00 kPaandaccelerator pedal position < 0.05 %andFuel system status = Fuel cut off -

fortime > 0.00 sec

and(

engine speed > (b) - (a) -andengine speed < (a) + (c) -

with(a) value of engine speed = 30.00 rpmand with(b) gear specific minimum enginespeed

= 1170 rpm

and with(c) gear specific maximum enginespeed

= 2030 rpm

)andcurrent gear (see Look-Up-Table #82) = 0 to 1 gearandvehicle speed > 0 mphandrail pressure deviation from setpointcalculated out of difference betweendesired and actual value

< 2500.00 kPa

for time > 0.20 secandno gear change is occurred = TRUE -and


ECM Section of 269




-

andNO Pending or Confirmed DTCs: = see sheet enable

tables-


P01CF Monitors the correction valuesfor the energizing time of eachcylinder. A correction valuefor the energizing time islearned for each cylinder at acalibrated rail pressureoperating point.




> (a) - (b) - and

( (with fuel temperature >= -0.04 °C(a) maximum injection energizing time 304.4 μsec andand with fuel temperature <= 79.96 °C(b) offset of the maximum filteredenergizing time

32.8 μsec )


battery voltage > 11.00 Vandcombustion chamber is not cooled off


>= 7 to 20 sec

andandintake manifold pressure > 75.00 kPaandintake manifold pressure < 150.00 kPaandaccelerator pedal position < 0.05 %and



rate wheneverenable

conditions aremet


ECM Section of 269



Fuel system status = Fuel cut off -fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa

for time > 0.20 secandno gear change is occurred = TRUE -andbasic enable conditions met: = see sheet enable

tables-


tables-


ECM Section of 269




P01D1 Monitors the correction valuesfor the energizing time of eachcylinder. A correction valuefor the energizing time islearned for each cylinder at acalibrated rail pressureoperating point.




> (a) - (b) - and

( (with fuel temperature >= -0.04 °C(a) maximum injection energizing time 304.4 μsec andand with fuel temperature <= 79.96 °C(b) offset of the maximum filteredenergizing time

32.8 μsec )




>= 7 to 20 sec


fortime > 0.00 sec

and(




rate wheneverenable

conditions aremet


ECM Section of 269




= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-


P01CD Monitors the correction valuesfor the energizing time of eachcylinder. A correction valuefor the energizing time islearned for each cylinder at acalibrated rail pressureoperating point.




> (a) - (b) - and

( (with fuel temperature >= -0.04 °C(a) maximum injection energizing time 304.4 μsec and



rate wheneverenable

conditions aremet


ECM Section of 269



and with fuel temperature <= 79.96 °C(b) offset of the maximum filteredenergizing time

32.8 μsec )




>= 7 to 20 sec


fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm

)andcurrent gear (see Look-Up-Table #82) = 0 to 1 gearandvehicle speed > 0 mphand


ECM Section of 269



rail pressure deviation from setpointcalculated out of difference betweendesired and actual value

< 2500.00 kPa


tables-


tables-

Cylinder 1 InjectionTiming Advanced

P01CC Monitors the correction valuesfor the energizing time of eachcylinder. A correction valuefor the energizing time islearned for each cylinder at acalibrated rail pressureoperating point.


Detects a fault when thecorrected energizing time fallsbelow the allowed limit.


< (a) + (b) - and

( (with fuel temperature >= -0.04 °C(a) minimum injection energizing time 107.2 μsec andand with fuel temperature <= 79.96 °C(b) offset of the minimum filteredenergizing time

47.2 μsec )




>= 7 to 20 sec

and



rate wheneverenable

conditions aremet


ECM Section of 269



andintake manifold pressure > 75.00 kPaandintake manifold pressure < 150.00 kPaandaccelerator pedal position < 0.05 %andFuel system status = Fuel cut off -

fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-


ECM Section of 269








< (a) + (b) - and


47.2 μsec )




>= 7 to 20 sec


fortime > 0.00 sec

and(

engine speed > (b) - (a) -and



rate wheneverenable

conditions aremet


ECM Section of 269



engine speed < (a) + (c) -with

(a) value of engine speed = 30.00 rpmand with(b) gear specific minimum enginespeed

= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-






< (a) + (b) - and




rate wheneverenable

conditions aremet


ECM Section of 269



(a) minimum injection energizing time 107.2 μsec andand with fuel temperature <= 79.96 °C(b) offset of the minimum filteredenergizing time

47.2 μsec )




>= 7 to 20 sec


fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm

)andcurrent gear (see Look-Up-Table #82) = 0 to 1 gearandvehicle speed > 0 mph


ECM Section of 269



andrail pressure deviation from setpointcalculated out of difference betweendesired and actual value

< 2500.00 kPa


tables-


tables-


P01CE Monitors the correction valuesfor the energizing time of eachcylinder. A correction valuefor the energizing time islearned for each cylinder at acalibrated rail pressureoperating point.




< (a) + (b) - and


47.2 μsec )




>= 7 to 20 sec



rate wheneverenable

conditions aremet


ECM Section of 269




fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-


ECM Section of 269



Coolant TemperatureDropped BelowDiagnostic MonitoringTemperature

P01F0 Detects a stuck openthermostat by monitoring for adecrease of the engine coolanttemperature below the OBDmonitoring threshold duringnormal operating conditions

engine coolant temperature < 69.96 °C engine pre drive = FALSE - B

for fault counter >= 400.00 counts andwhich is equivalent to fault time >= 80.00 sec ambient temperature >= -7.04 °C

andengine coolant temperature at least oncein a drive cycle

>= 69.96 °C

andinstantaneous fuel consumption (low-pass filtered)

>= 2.00 l/h


tables-


tables-

Injector 1 ControlCircuit

P0201 Diagnoses the Fuel InjectorCylinder #1 low side drivercircuit for circuit faults.



- Engine Running (see parameterdefinition)

= TRUE - Afail conditionsexists formore than


rate wheneverenable

conditions aremet


smonitor runs



met


ECM Section of 269








= TRUE - A






= TRUE - A






= TRUE - A



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



TurbochagerOverboost

P0234 Detects an permanentnegative control deviation ofthe boost pressure

control deviation of the boost pressurecalculated out of difference betweendesired and actual value

< (d) * (e) * (f) - following conditions for time > 0.50 sec B

with ( = FALSE -(d) The lower threshold pressure (seeLook-Up-Table #58)

= -30 to -18 kPa VNT turbo charger offset adaptationactive

= FALSE -

(e) correction factor = 1.00 - and(f) ECB valve based lower limitcorrection factor

= 1.00 - turbo charger (VNT) wiping is active = FALSE -

andabsolute filtered gradient of boostpressure setpoint, PCR_pDesVal ,calculated over a time dT constitutesthe third condition for detecting thesteady state

< 5.00 kPa

andinjection Quantity >= 84.00 mm^3/r

evinjection Quantity <= 160.00 mm^3/r

evandengine Speed >= 2200.00 rpmengine Speed <= 4250.00 rpmandturbocharger control deviation >= -10.00 %turbocharger control deviation <= 10.00 %andcommanded turbocharger position < 100.00 %andparticulate filter regeneration = FALSE -andNO Pending or Confirmed DTCs: see sheet inhibit

tables-

)andbasic enable conditions met: = see sheet enable

tables-


rate wheneverenable

conditions aremet


ECM Section of 269



Cylinder 1 BalanceSystem

P0263 Detects if the amount of fuelinjection compensation is atthe control limit as determinedby Fuel Balance Control(FBC)

fuel balance correction quantity < (a) * (b) - fuel balance control in closed loop (seeclosed loop conditions document fordetails)

= TRUE - B

or andfuel balance correction quantity > (c) * (b) - current injection quantity > 6.00 mm^3/r

evwith current injection quantity < 190.00 mm^3/r

ev(a) lower limitation (see Look-Up-Table#37)

= -24 to 0 mm^3/rev engine coolant temperature >= 39.96 °C

ambient pressure >= 0.00 kPaand with engine speed > 575.00 rpm(b) factor for correction quantity = 0.95 factor engine speed < 4000.00 rpmand with vehicle speed <= 186.45 mph(c) upper limitation (see Look-Up-Table#38)

= 0 to 24 mm^3/rev and


-


tables-




= TRUE - B





ambient pressure >= 0.00 kPaand with engine speed > 575.00 rpm(b) factor for correction quantity = 0.95 factor engine speed < 4000.00 rpmand with vehicle speed <= 186.45 mph


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



(c) upper limitation (see Look-Up-Table#38)



-


tables-




= TRUE - B








-


tables-




= TRUE - B

or and


rate wheneverenable

conditions aremet


rate wheneverenable


ECM Section of 269



fuel balance correction quantity > (c) * (b) - current injection quantity > 6.00 mm^3/rev

with current injection quantity < 190.00 mm^3/rev

(a) lower limitation (see Look-Up-Table#37)





-


tables-

CAC Efficiency BelowThreshold

P026A Detects insufficient charge-aircooler efficiency.

The efficiency is calculatedfrom the temperatureupstream of the charge aircooler, temperaturedownstream of the charge aircooler, and modeled ambientair temperature

filtered charge-air cooler efficiency < 0.40 factor vehicle speed >= 31.08 mph B

andair mass flow >= 27.78 g/secair mass flow (see Look-Up-Table #14) <= 55.56 to 277.8 g/sec

andengine coolant temperature >= 69.96 °Cengine coolant temperature <= 125.96 °Candboost pressure ratio(maximum value of (a) and (b) )the maximum value is then divided by (b)

>= 1.22 ratio

with

fail conditionsexists for 90 smonitor runs

once perdriving cycle



met

conditions aremet


ECM Section of 269



(a) boost pressure downstreamcompressor

= calculatedparameter

-

and with(b) ambient pressure = measured

parameter-

andcontrol value of the throttle valve >= -400.00 %control value of the throttle valve <= 5.00 %anddiagnostic performed in current DriveCycle

= FALSE -

and(a) - (b) >= 40.00 °C

with(a) upstream charge air coolertemperature

= measuredparameter

-

and with(b) ambient air temperature = measured

parameter-

andinjection quantity >= 20.00 mm^3/r

evinjection quantity <= 140.00 mm^3/r

evandambient pressure > 74.80 kPaandambient temperature > -7.04 °CandNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

Injection Quantity TooLow

P026C Monitors the fuel massobserver correction quantity.Detects if the correctionquantity exceeds theemissions limit.

Unlimited fuel mass observer correctionquantity - emission control correctionquantity

<= -9.96 mm^3/rev (Status of the Observer function’slambda-signal

= TRUE - B


= TRUE -


rate wheneverenable

conditions aremet


ECM Section of 269




= FALSE -


>= 1 -




means(Load dependent release state(see look up table # ) (see Look-Up-Table #40)

= 0 to 1 -

)engine coolant temperature <= 199.96 °Cengine coolant temperature >= 64.96 °CNormal Injection Mode = TRUEBarometric pressure >= 74.80 kPaAmbient temperature >= -7.04 °CVehicle speed < 1.86 mphand(Engine speed >= 575 rpmEngine speed <= 1075 rpm)NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

Injection Quantity TooHigh

P026D Monitors the fuel massobserver correction quantity.Detects if the correctionquantity exceeds theemissions limit.

Unlimited fuel mass observer correctionquantity - emission control correctionquantity (see Look-Up-Table #39)

>= 0.2 to 5.4 mm^3/rev (Status of the Observer function’slambda-signal

= TRUE - B

means


rate wheneverenable


ECM Section of 269



(lambda signal from A/F sensor ready(see parameter definition)

= TRUE -


= FALSE -


>= 1 -




means(Load dependent release state(see look up table # ) (see Look-Up-Table #40)

= 0 to 1 -

)engine coolant temperature <= 199.96 °Cengine coolant temperature >= 64.96 °CNormal Injection Mode = TRUEBarometric pressure >= 74.80 kPaAmbient temperature >= -7.04 °CVehicle speed < 1.86 mphand(Engine speed >= 575 rpmEngine speed <= 1075 rpm)NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

conditions aremet


ECM Section of 269



TurbochagerUnderboost

P0299 Detects an permanent positivecontrol deviation of the boostpressure


> (a) * (b) * (c) - following conditions for time > 0.50 sec fail conditionsexists for 7.5


rate wheneverenable

conditions aremet

B

with ( = FALSE -(a) the upper limit (see Look-Up-Table#57)

= 33 to 60 kPa VNT turbo charger offset adaptationactive

= FALSE -

(b) Correction factor = 1.00 factor and(c) ECB valve based upper limitcorrection factor

= 1.00 factor turbo charger (VNT) wiping is active = FALSE -

andabsolute filtered gradient of boostpressure setpoint calculated over atime dT constitutes the third conditionfor detecting the steady state

< 7.50 kPa



evandengine Speed >= 1750.00 rpmengine Speed <= 3500.00 rpmandparticulate filter regeneration = FALSE -andNO Pending or Confirmed DTCs: = see sheet inhibit

tables-


tables-


ECM Section of 269



Cylinder 1 InjectionTiming ReachedFeedback Limit

P02CD Monitors the correction valuesfor the energizing time of eachcylinder.A correction value for theenergizing time is learned foreach cylinder at three differentrail pressure operating point.


Detects a fault when thecorrected energizing timeexceeds the feedback controllimit.


> (a) - (b) - and


(a) maximum injection energizing time(see Look-Up-Table #20)

0 to 547.2 μsec and

and with fuel temperature <= 79.96 °C(b) offset of the maximum filteredenergizing time (see Look-Up-Table#22)

0 to 16 μsec )

) and)OR engine coolant temperature > 59.96 °C( andcorrected energizing time for the railpressure calibration points and cylinder 1

< (a) + (b) - battery voltage > 11.00 V

( andwith combustion chamber is not cooled off

(a) minimum injection energizing time(see Look-Up-Table #21)

0 to 137.2 μsec means

and with time since last combustion (see Look-Up-Table #83)

>= 7 to 20 sec

(b) offset of the minimum filteredenergizing time (see Look-Up-Table#23)

0 to 16 μsec and

) and) intake manifold pressure > 75.00 kPafor andrail pressure point (see Look-Up-Table#19)

0 to 80000 kPa intake manifold pressure < 150.00 kPa

andaccelerator pedal position < 0.05 %


more than 0.5s

monitor runswith 0.01 s

rate wheneverenable

conditions aremet


ECM Section of 269



andFuel system status = Fuel cut off -

fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-


ECM Section of 269




P02CF Monitors the correction valuesfor the energizing time of eachcylinder.A correction value for theenergizing time is learned foreach cylinder at three differentrail pressure operating point.




> (a) - (b) - and





0 to 16 μsec )







>= 7 to 20 sec


0 to 16 μsec and





more than 0.5s


rate wheneverenable

conditions aremet


ECM Section of 269




fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-


ECM Section of 269




P02D1 Monitors the correction valuesfor the energizing time of eachcylinder.A correction value for theenergizing time is learned foreach cylinder at three differentrail pressure operating point.




> (a) - (b) - and





0 to 16 μsec )







>= 7 to 20 sec


0 to 16 μsec and





more than 0.5s


rate wheneverenable

conditions aremet


ECM Section of 269




fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-


ECM Section of 269




P02D3 Monitors the correction valuesfor the energizing time of eachcylinder.A correction value for theenergizing time is learned foreach cylinder at three differentrail pressure operating point.




> (a) - (b) - and





0 to 16 μsec )







>= 7 to 20 sec


0 to 16 μsec and





more than 0.5s


rate wheneverenable

conditions aremet


ECM Section of 269




fortime > 0.00 sec

and(



= 1170 rpm


= 2030 rpm


< 2500.00 kPa


tables-


tables-

Intake Air Flow ValveControl Circuit

P02E0 Diagnoses the Throttle Valvelow side driver circuit for circuitfaults.



- battery voltage > 11.00 V Bfail conditionsexists for

1,1smonitor runswith 0.005 st h


ECM Section of 269



fortime > 3.00 sec

andstarter is active cranking = FALSE -

fortime > 3.00 sec


tables-

andThrottle Valve Actuator Solenoid ControlCircuit

= ACTIVE -

andNO Pending or Confirmed DTCs = see sheet inhibit

tables-



fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -

andOpen Load Diagnosis active = FALSE -NO Pending or Confirmed DTCs = see sheet inhibit

tables-


battery voltage > 11.00 V fail conditionsexists for 0,5

s

rate wheneverenable

conditions aremet

fail conditionsexists for 0,5


rate wheneverenable

conditions aremet


ECM Section of 269



fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -


tables-

Intake Air Flow ValveControl Circuit 1 LowVoltage






fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -


tables-


rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Intake Air Flow ValveControl Circuit 1 HighVoltage





fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -


tables-

Throttle ValveActuator (TVA)Position SensorPerformance

P02E7 Detects in range TVA positionerrors by comparing thedifference between desiredand actual TVA position.

throttle valve control deviation calculatedout of difference between desired andactual value

< 10.00 % throttle valve controller bypass is active = FALSE - B

or andthrottle valve control deviation calculatedout of difference between desired andactual value

> -10.00 % throttle valve is driven to a mechanicalstop

= FALSE -

andThrottle Governor is active = TRUE -andThrottle Valve Permanent ControlDeviation

= FALSE -

and



rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



throttle valve is detected as frozen = TRUE -means

Engine Coolant Temperature < 198.96 °Candengine speed (see Look-Up-Table #81) > 850 to 1100 rpm

and(Offset learning done on previous drivingcycle

= TRUE -

OROffset learning on going = TRUE -)andbasic enable conditions met = see sheet enable

tables-


tables-

Diesel Intake Air FlowPosition SensorCircuit Low Voltage

P02E8 Detects low voltage readingson the throttle valve positionsensor circuit, indicating anOOR low condition on thethrottle valve position sensorcircuit

measured throttle valve position voltage < 0.41 V ignition on = TRUE - A

same as andthrottle position < -10 % basic enable conditions met = see sheet enable

tables-

andNo Pending or Confirmed DTCs: = see sheet inhibit

tables-

Diesel Intake Air FlowPosition SensorCircuit High Voltage

P02E9 Detects high voltage readingson the throttle valve positionsensor circuit, indicating anOOR high condition on thethrottle valve position sensorcircuit

measured throttle valve position voltage > 4.61 V ignition on = TRUE - A


s; testperformed



s; testperformed



ECM Section of 269



same as andthrottle position > 105 % basic enable conditions met = see sheet enable

tables-


tables-

Intake Air Flow ValveControl Motor CurrentPerformance

P02EB Electronic out-put drivercircuitry determines circuitintegrity on the intake air flowvalve.



fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -


tables-

Engine MisfireDetected

P0300 Indicates that the engine hasexperienced more than onecylinder misfiring, detected bya crankshaft angle delay thatis too great, caused by a dropin the engine speed

angular acceleration of the crankshaft(see Look-Up-Table #52)

< -5.75 to -2.52 sec^(2) ( B

and Engine Running (see parameterdefinition)

= TRUE -

number of detected misfires >= 200.00 counts andfor engine speed > 350.00 rpm



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



evaluated crankshaft revolutions >= (a) * (b) - andwith engine speed < 1400.00 rpm

(a) number of crankshaft revolutionsper block

= 20.00 counts )

and with and(b) number of test blocks = 45.00 counts |(a) - (b)| < 450.00 rpm

and withmisfires exist on more than one cylinder = TRUE - (a) actual desired idle speed = calculated

parameter-

and with(b) engine speed = measured

parameter-

and(current injection quantity > 4.00 mm^3/r

evandcurrent injection quantity < 180.00 mm^3/r

ev)andengine coolant temperature >= 40.06 °Candvehicle speed <= 1.86 mphandtime since start >= 10.00 secanddeletion of error memory (Mode$4) notexecuted since last check of themonitoring conditions

= TRUE -

andadaptation value for tooth wheel hasbeen learned

= TRUE -

andcurrent change in engine speed <= 450.00 rpmfortime = 0.00 secandcurrent change in injection quantity <= 170.00 mm^3/r

evfor


ECM Section of 269



time = 0.00 secandbasic enable conditions met: = see sheet enable

tables-


tables-

Cylinder 1 MisfireDetected

P0301 Indicates that the engine hasexperienced a single cylindermisfiring, detected by acrankshaft angle delay that istoo great, caused by a drop inthe engine speed


< -5.75 to -2.52 sec^(2) ( B


= TRUE -

number of detected misfires >= 200.00 counts andfor engine speed > 350.00 rpmevaluated crankshaft revolutions >= (a) * (b) - andwith engine speed < 1400.00 rpm


= 20.00 counts )


with(a) actual desired idle speed = calculated

parameter-


parameter-



ev)andengine coolant temperature >= 40.06 °Cand

fail conditionsexists for 0.02s monitor runs

with 0.02 srate whenever


met


ECM Section of 269



vehicle speed <= 1.86 mphandtime since start >= 10.00 secanddeletion of error memory (Mode$4) notexecuted since last check of themonitoring conditions

= TRUE -


= TRUE -


evfortime = 0.00 secandbasic enable conditions met: = see sheet enable

tables-


tables-




< -5.75 to -2.52 sec^(2) ( B


= TRUE -




rate wheneverenable

conditions aremet


ECM Section of 269




= 20.00 counts )



parameter-


parameter-




= TRUE -


= TRUE -


evfortime = 0.00 secand


ECM Section of 269




-


tables-




< -5.75 to -2.52 sec^(2) ( B


= TRUE -



= 20.00 counts )



parameter-


parameter-



ev)andengine coolant temperature >= 40.06 °Candvehicle speed <= 1.86 mphand



rate wheneverenable

conditions aremet


ECM Section of 269



time since start >= 10.00 secanddeletion of error memory (Mode$4) notexecuted since last check of themonitoring conditions

= TRUE -


= TRUE -



tables-


tables-




< -5.75 to -2.52 sec^(2) ( B


= TRUE -



= 20.00 counts )

and with and


msmonitor runswith 0.02 s

rate wheneverenable

conditions aremet


ECM Section of 269



(b) number of test blocks = 45.00 counts |(a) - (b)| < 450.00 rpmwith

(a) actual desired idle speed = calculatedparameter

-


parameter-




= TRUE -


= TRUE -



tables-

and


ECM Section of 269




-

Crankshaft PositionSystem Variation NotLearned

P0315 Wheel Learn - Fuel BalanceSystem - Tooth WheelVariation and CrankshaftDynamics not learned quicklyenough

fuel balance wheel learn complete = FALSE - fuel system is in fuel cut off = TRUE - B

andengine speed > 1000 rpmengine speed < 3500 rpmandNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

Crankshaft Position[CKP] Sensor Circuit

P0335 Detects crankshaft sensorcircuit failure by monitoring forvalid signals from CKP sensorwhile CMP sensor is alsosending valid signals

ECM has detected reference mark on thecrankshaft

= FALSE - Ignition ON = TRUE - A

AND andnumber of none detected crankshaftrotations

>= 6.00 counts Engine backward rotation detected = FALSE -

and(

(engine speed >= 550.00 rpmandsynchronization completed = TRUE -)orstarter is active cranking = TRUE -

)and(vehicle speed = 0 mph

fail conditionsexists for5000 s

cumulativetime

monitor runswith 1 s ratewhenever


met


more than 6events

monitor runswith 0.1 s rate

wheneverenable

conditions aremet


ECM Section of 269



orvehicle speed > 16 mph

andengine speed > 200.00 rpm)andbasic enable conditions met: = see sheet enable

tables-


tables-

Crankshaft PositionSensor Performance

P0336 Detects implausible crankshaftsensor operation by detectingincorrect crank sensor signalpatterns.

number of disturbances in crankshaftsignal

>= 3.00 counts Engine Running (see parameterdefinition)

= TRUE - A

crankshaft signal disturbance detectedunder the following conditions:

and

Current tooth time period > 200000.00 μsec ECM has detected reference mark on thecrankshaft

= FALSE -

or andCrankshaft tooth counts betweendetected gaps

> 68.00 counts basic enable conditions met: = see sheet enabletables

-

orIf gap not expected, ratio of currenttooth time to previous tooth time (seeLook-Up-Table #18)

> 1.5 to 2 ratio

orIf gap expected, ratio of current toothtime to previous tooth time (see Look-Up-Table #17)

> 3.38 to 8 ratio

Camshaft Position[CMP] Sensor Circuit

P0340 Detects camshaft sensorcircuit failure by monitoring forvalid signals from CMP sensorwhile CKP sensor is alsosending valid signals

number of crankshaft revolutions duringmissed camshaft signal

>= 2.50 counts NO pending or confirmed DTCs = see sheet inhibittables

- B

and


smonitor runs



met


more than 3events

testperformed

continuously


ECM Section of 269



ECM has detected reference mark on thecrankshaft

= TRUE -

andIgnition ON = TRUE -andengine synchronization operation is notfinished

= TRUE -


tables-

Camshaft Position[CMP] SensorPerformance

P0341 Detects implausible camshaftsensor operation by detectingincorrect cam sensor patterns

number of camshaft edges > 6.00 counts NO pending or confirmed DTCs = see sheet inhibittables

- B

andECM has detected reference mark on thecrankshaft

= TRUE -

andIgnition ON = TRUE -andengine synchronization operation is notfinished

= TRUE -


tables-

Glow Plug/HeaterIndicator ControlCircuit Low

P037A Diagnoses the Glow LampCircuit high side driver circuitfor circuit faults.

Voltage low during driver on state(indicates short-to-ground)


- lamp is commanded on = TRUE - B

andbattery voltage > 11.00 V

fortime > 3.00 sec

and

0.01 s rate


more than 6events

testperformed



rate wheneverenable

conditions aremet


ECM Section of 269




-

Glow Plug/HeaterIndicator ControlCircuit High

P037B Diagnoses the Glow LampCircuit high side driver circuitfor circuit faults.



- lamp is commanded on = FALSE - B


fortime > 3.00 sec


tables-

Glow Plug/HeaterIndicator ControlCircuit/Open

P0381 Diagnoses the Glow LampCircuit high side driver circuitfor circuit faults.

Voltage high during driver off state (opencircuit)

= Open Circuit: ≥200 K Ωimpedancebetween ECU pinand load signaland controllerground

- circuit active at low current = TRUE B


fortime > 3.00 sec


tables-


rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Exhaust GasRecirculation(EGR)Flow Insufficient

P0401 Detects insufficient EGR flow.Actual MAF readings arecompared to desired MAFvalues as an indication of howmuch EGR is flowing.

controller deviation of the exhaust gasrecirculation (EGR) - calculated out ofdesired and actual value

> ( a ) * ( b ) ( B

with EGR controller is active = TRUE (a ) Minimum Controller Deviation(see Look-Up-Table #11)

= -0.15 to -0.04 g/rev and

( b ) Environmental Pressure correctionfactor (see Look-Up-Table #8)

= 0.6 to 1 factor The maximum possible air-mass flow >The air-mass setpoint

= TRUE -

andchange of injection quantity betweenactual and last received value

< 25.00 (mm^3/rev)/sec

for time = 0.25 secandchange of engine speed betweenactual and last received value

< 150.00 rpm/sec

for time = 0.50 secandVGT offset learning is active = FALSE -

maximum setpoint for EGR mass flow(see Look-Up-Table #9)

> 0.34 to 0.44 g/rev

andEngine speed >= 1300.00 rpmEngine speed <= 2000.00 rpmandTorque generating engine fuel injectionquantity

>= 6.00 mm^3/rev

Torque generating engine fuel injectionquantity

<= 30.00 mm^3/rev


> 2.00 %

andthrottle position < 5.00 %andbasic enable conditions met: = see sheet enable

tables-

and



met


ECM Section of 269




-

)for time >= 1.00 sec

Exhaust GasRecirculation(EGR)Flow Excessive

P0402 Detects excessive EGR flow.Actual MAF readings arecompared to desired MAFvalues as an indication of howmuch EGR is flowing.

controller deviation of the exhaust gasrecirculation (EGR) - calculated out ofdesired and actual value

> ( a ) * ( b ) ( B

with EGR controller is active = TRUE - (a ) Maximum Controller Deviation(see Look-Up-Table #10)

= 0.033 to 0.075 g/rev and

( b ) Environmental Pressure correctionfactor

= 1 factor The maximum possible air-mass flow >The air-mass setpoint

= TRUE -

andchange of injection quantity betweenactual and last received value

< 25.00 (mm^3/rev)/sec

for time = 0.25 secandchange of engine speed betweenactual and last received value

< 150.00 rpm/sec

for time = 0.50 secandVGT offset learning is active = FALSE -andmaximum setpoint for EGR mass flow <= 0.35 g/revandmaximum setpoint for EGR mass flow >= -0.02 g/revandEngine speed <= 2000.00 rpmEngine speed >= 1200.00 rpmandTorque generating engine fuel injectionquantity

<= 120.00 mm^3/rev

Torque generating engine fuel injectionquantity

>= 50.00 mm^3/rev


tables-



met


ECM Section of 269




tables-


Exhaust GasRecirculation (EGR)Motor Control Circuit

P0403 Diagnoses the EGR Valve lowside driver circuit for circuitfaults.




- EGR Solenoid Control Circuit = ACTIVE - B

andoffset learning for EGR valve iscompleted

= TRUE -


fortime > 3.00 sec


fortime > 3.00 sec


tables-


tables-


EGR Solenoid Control Circuit = ACTIVE -

andoffset learning for EGR valve iscompleted

= TRUE -



rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



fortime > 3.00 sec


fortime > 3.00 sec


tables-


tables-

Exhaust GasRecirculation(EGR)Position SensorCircuit Low Voltage

P0405 Detects low voltage readingson the EGR position sensorcircuit, indicating an OOR lowcondition on the EGR positionsensor circuit

voltage of EGR position sensor < 0.25 V ignition on = TRUE - B

same as andEGR actuator position < -25 % basic enable conditions met: = see sheet enable

tables-


tables-

Exhaust GasRecirculation(EGR)Position SensorCircuit High Voltage

P0406 Detects high voltage readingson the EGR position sensorcircuit, indicating an OOR highcondition on the EGR positionsensor circuit

voltage of EGR position sensor > 4.80 V ignition on = TRUE - B

same as andEGR actuator position > 127 % basic enable conditions met: = see sheet enable

tables-


tables-


testperformed



testperformed



ECM Section of 269



Exhaust GasRecirculation(EGR)Temperature SensorA Circuit Low Voltage

P040C Detects low voltage readingson the EGR coolertemperature circuit, indicatingan OOR low condition on theEGR cooler temperature 2circuit

EGR temperature sensor 2 voltage < 0.14 V ( B

same as time since engine start > 0.00 secEGR sensor 2 temperature > 1000 °C and

engine coolant temperature < 199.96 °Candambient temperature > -60.04 °Candambient pressure > 20.00 kPaand(setpoint valve position of exhaust-gasrecirculation

> -100.00 %


< 200.00 %

)andEngine Running (see parameterdefinition)

= TRUE -

and(valve position of EGR cooler bypass > -100.00 %andvalve position of EGR cooler bypass < 200.00 %andbasic enable conditions met: = see sheet enable

tables-


tables-



met


ECM Section of 269



Exhaust GasRecirculation(EGR)Temperature SensorA Circuit High Voltage

P040D Detects high voltage readingson the EGR temperaturecooler circuit, indicating anOOR high condition on theEGR cooler temperature 2circuit

EGR temperature sensor 2 voltage > 4.98 V ( B

same as (EGR sensor 2 temperature < -45 °C ambient temperature > -10.04 °C

ortime since engine start > 100.00 sec

)andengine coolant temperature > -60.04 °Candambient pressure > 20.00 kPaand(setpoint valve position of exhaust-gasrecirculation

> -100.00 %


< 200.00 %


= TRUE -

andcurrent injection quantity > 0.00 mm^3/r

evand(valve position of EGR cooler bypass > -100.00 %andvalve position of EGR cooler bypass < 200.00 %))andbasic enable conditions met: = see sheet enable

tables-


tables-



met


ECM Section of 269



Exhaust GasRecirculation(EGR)Temperature SensorCorrelation (EGR 1/EGR 2)

P040F Detects biased EGRtemperature sensors bycomparing the two EGR coolertemp sensor after an engineoff soak time


|(a) - (b)| (see Look-Up-Table #4) > 20 to 3276.7 °C andwith ambient temperature > -7.04 °C

(a) captured EGR sensor 2 temperatureat start

= measuredparameter

- and

and with Engine Running (see parameterdefinition)

= TRUE -

(b) captured EGR sensor 1 temperatureat start

= measuredparameter

- for

or time > 0.10 secandengine post drive/ afterun = FALSE

anddiagnostic performed in current dc = FALSEandbasic enable conditions met: = see sheet enable

tables-


tables-

Exhaust GasRecirculation(EGR)Temperature SensorB Circuit Low Voltage

P041C Detects low voltage readingson the EGR coolertemperature circuit, indicatingan OOR low condition on theEGR cooler temperature 1circuit

voltage of EGR temperature sensor 1 < 0.13 V ( B

same as time since engine start > 0.00 secEGR sensor 1 temperature > 1000 °C and

engine coolant temperature < 199.96 °Candambient temperature > -60.04 °Candambient pressure > 20.00 kPa


smonitor runs



met



met


ECM Section of 269



and(setpoint valve position of exhaust-gasrecirculation

> -100.00 %


< 200.00 %


= TRUE -

and(valve position of EGR cooler bypass > -100.00 %andvalve position of EGR cooler bypass < 200.00 %))andbasic enable conditions met: = see sheet enable

tables-


tables-

Exhaust GasRecirculation(EGR)Temperature SensorB Circuit High Voltage

P041D Detects high voltage readingson the EGR coolertemperature circuit, indicatingan OOR high condition on theEGR cooler temperature 1circuit

voltage of EGR temperature sensor 1 > 4.98 V ( B

same as (EGR sensor 1 temperature < -45 °C time since engine start > 4.96 sec

orambient temperature > -10.04 °C

)andengine coolant temperature > -60.04 °Cambient pressure > 20.00 kPaand(



met


ECM Section of 269



setpoint valve position of exhaust-gasrecirculation

> -100.00 %


< 200.00 %


= TRUE -

andcurrent injection quantity > 0.00 mm^3/r

evand(valve position of EGR cooler bypass > -100.00 %andvalve position of EGR cooler bypass < 200.00 %))

fortime > 0.01 sec


tables-


tables-

NMHC CatalystEfficiency BelowThreshold Bank 1

P0420 Detects insufficient conversionrate in oxidation catalyst.Actual conversion rate iscompared to a conversion ratethreshold as an indication ofhow much HC is converted inthe oxidation catalyst.

Calculated HC conversion rate < 0.25 - Stage 2 Rapid Heat-up Injection Mode

Rapid Heat-up is a catalyst heatingstrategy. Stage 2 refers to stage ofRapid-Heat-Up where both PoI1 andPoI2 are injected which results inexotherm across DOC

= TRUE - B

andmonitor already enabled this drive cycle(i.e. once per trip)

= FALSE -

and(


more than 0.1seconds

monitor runsonce per

driving cyclewith 0.1 s rate

wheneverenable

conditions aremet


ECM Section of 269



engine speed > 500.00 rpmandengine speed <= 2850.00 rpm

orengine speed > 2850.00 rpm

for time < 2,00 sec)and(Coolant temperature at engine start > -7.04 °CandCoolant temperature at engine start <= 35.96 °C)andtime with DOC monitor released < 200 secandintegrated modeled combusted fuel massflow into DOC

> 5.00 g

and


-


tables-

Fuel Level Sensor "A"CircuitRange/Performance

P0461 (a) - (b) >= 149.13 miles Engine Running (see parameterdefinition)

= TRUE - B

with for(a) total vehicle distance = measured

parameter-

time> 60.00 sec

and with and(b) saved value of total vehicle distanceat start of test

= measuredparameter

- fuel volume in tank < 100.00 %

andand basic enable conditions met: see sheet enable

tables-

(c) - (d) < 3.00 L andwith NO Pending or Confirmed DTCs: see sheet inhibit

tables-

Detects an error in the fueltank sensor performance bycomparing the decrease of thefuel level for a certain drivenmileage to a threshold.




met


ECM Section of 269



(c) maximum volume of fuel reached intank during test

= measuredparameter

-

and with(d) minimum volume of fuel reached intank during test

= measuredparameter

-

Fuel Level Sensor 1Circuit Low

P0462 Detects low voltage readingson the fuel level sensor circuit,indicating an OOR lowcondition on the circuit

voltage of fuel level sensor 1 < 0.48 V ignition on = TRUE - B

same as andfuel level > 59.05 L basic enable conditions met: = see sheet enable

tables-

Fuel Level Sensor 1Circuit High

P0463 Detects high voltage readingson the fuel level sensor circuit,indicating an OOR highcondition on the circuit

voltage of fuel level sensor 1 > 2.80 V ignition on = TRUE - B

same as andfuel level < 0.00 L basic enable conditions met: = see sheet enable

tables-

Exhaust GasRecirculation (EGR)Position SensorPerformance

P046C Detects in range EGR valveposition errors by comparingdesired EGR position to actualEGR valve position

controller deviation of EGR valvecalculated out of difference betweendesired and actual value

>= 5.00 % offset learning of EGR actuator active = FALSE - Bfail conditionsexists for 8 smonitor runswith 0.02 s

rate whenever


testperformed



testperformed



ECM Section of 269



or andcontroller deviation of EGR valvecalculated out of difference betweendesired and actual value

<= -5.00 % offset learning in the previous drivingcycle was complete

= TRUE -

andEngine is in the normal state = TRUE -andduty cycle of the Intake Air Heater output < 327.67 %

andbattery voltage >= 11.00 VandThe position control is active = FALSE -andEGR Valve Jammed = FALSE -andEGR Valve Jammed = TRUE -andNO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

Fan 1 Control Circuit P0480 Diagnoses the Cooling Fanlow side driver circuit for circuitfaults.




for

time > 3.00 secandstarter is active cranking = FALSE -

fortime > 3.00 sec

andignition on = TRUE -andbasic enable conditions met: = see sheet enable

tables-


-


met


testperformed



ECM Section of 269



Exhaust GasRecirculation (EGR)Motor Control Circuit 1Low Voltage







for


fortime > 3.00 sec


tables-


-

Exhaust GasRecirculation (EGR)Motor Control Circuit 1High Voltage






for



rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



fortime > 3.00 sec


tables-


-

Exhaust GasRecirculation (EGR)Control Position NotLearned

P049D Detects adaptation values ofEGR valve are not plausible.Compares the differencebetween the maximum andminimum adaptation values toa threshold.

Path 1: offset learning finished = FALSE - B

the difference between the maximumvalue of the read position (a) and theminimum value of the read position (b)

> 5.00 % and

with ((a) maximum learned offset value forEGR valve

= measuredparameter

- engine coolant temperature >= 69.96 °C

and with and(b) minimum learned offset value forEGR valve

= measuredparameter

- engine coolant temperature <= 127.96 °C

or )Path 2: and( (learned offset value for EGR valve in thepresent driving cycle

> 10.00 % battery voltage >= 11.00 V

or andlearned offset value for EGR valve in thepresent driving cycle

< -10.00 % battery voltage <= 655.34 V

) )andEGR sweep has ended - no movementin EGR valve

= TRUE -

andengine post drive/ afterun = TRUE -and

fail conditionsexists for0.005 s


rate wheneverenable

conditions aremet


ECM Section of 269



engine was running during last drivingcycle

= TRUE -


tables

Detects a jammed EGR valveduring opening or closing thevalve.

Path 1:offset learning active = TRUE

-

EGR valve stuck during opening = TRUE andmeans engine post drive/ afterun = TRUE -

( and( ((a) + (b) >= 20.00 % Path 1:with EGR valve is opening = TRUE -

(a) position of EGR valve = measuredparameter

- or

and with Path 2:(b) learned offset value of EGR valvein the previous driving cycle


- EGR valve is closing = TRUE -

) )and(

(a) - (c) <= 0.01 %with

(a) position of EGR valve = measuredparameter

-

and with(c) position of EGR valve of previousprocess cycle


-

))fortime > 5.00 secorPath 2:EGR valve stuck during closing = TRUEmeans(( 110.00 %

(a) * (b) >



rate wheneverenable

conditions aremet


ECM Section of 269



with(a) reference position of the EGRvalve in open position


-

and with(b) factor for EGR valve close position = 0.20 factor

)and(

|(c) - (d)| <= 100.00 %with

(c) position of EGR valve = measuredparameter

-

and with(d) position of EGR valve of previousprocess cycle


-

))fortime > 5.00 sec

Idle Speed Too Low P0506 Detects an idle speedgovernor that is unable toachieve the desired idle speedand the idle speed is too low

engine speed < maximum valueof (a) OR (b - (b *c))

engine speed (see Look-Up-Table #81) >= 850 to 1100 rpm B

with and(a) minimum engine speed = 300.00 rpm (and with engine coolant temperature < 125.96 °C(b) minimum idle speed setpoint = calculated

parameter- and

and with engine coolant temperature > -7.04 °C(c) factor for calculation of enginespeed interval

= 24.00 % )

andidle speed controller active = TRUE -andvehicle speed < 1.86 mphandno other torque demanding functionactive

= TRUE -




met


ECM Section of 269



andsetpoint torque of the speed controller > 0 NMandengine speed > 300.00 rpmandbasic enable conditions met: = see sheet enable

tables-


tables-

Idle Speed Too High P0507 Detects an idle speedgovernor that is unable toachieve the desired idle speedand the idle speed is too high.

engine speed > minimum valueof (a) OR (b + (b* c))

engine speed (see Look-Up-Table #81) >= 850 to 1100 rpm B

with and(a) maximum engine speed = 2500.00 rpm (and with engine coolant temperature < 125.96 °C(b) minimum idle speed setpoint = calculated

parameter- and

and with engine coolant temperature > -7.04 °C(c) factor for calculation of enginespeed interval

= 24.00 % )

andidle speed controller active = TRUE -andvehicle speed < 1.86 mphandno other torque demanding functionactive

= TRUE -

andsetpoint torque of the speed controller > 0 NMandengine speed > 300.00 rpmandbasic enable conditions met: = see sheet enable

tables-


tables-




met


ECM Section of 269



Exhaust GasTemperature (EGT)Sensor 1 Circuit LowVoltage

P0545 Detects low voltage readingson the EGT 1 circuit, indicatingan OOR low condition on theEGT circuit

voltage of the temperature sensorupstream of oxidation catalyst

< 0.55 V NO Pending or Confirmed DTCs: = see sheet inhibittables

- B

same as fortemperature upstream of oxidationcatalyst

< -50 °C time > 0.00 sec


tables-

Exhaust GasTemperature (EGT)Sensor 1 Circuit HighVoltage

P0546 Detects high voltage readingson the EGT 1 circuit, indicatingan OOR high condition on theEGT 1 circuit

voltage of the temperature sensorupstream of oxidation catalyst

> 2.33 V NO Pending or Confirmed DTCs: = see sheet inhibittables

- B

same as fortemperature upstream of oxidationcatalyst

> 1000 °C time > 0.00 sec


tables-



met



met


ECM Section of 269



Idle Control System -Fuel Quantity LowerThan Expected

P054E This diagnostic monitors thefuel injection quantity at lowidle. The ECM compares theactual injection quantity withcalculated thresholds. If theactual injection quantity is lessthan a calibrated threshold, afault will be set.

Current injection quantity < minimumexpected

injection quantity(map)

*factor for

calculating theminimum

threshold out ofthe reference

map

mm^3/rev following conditions for time: > 5.00 sec B

with Current gear unchanged = TRUE -( andCurrent gear in park/neutral = TRUE - Vehicle speed <= 1.86 mphand andminimum expected injection quantity(see Look-Up Table #43)

= 5.4 to 22.96 mm^3/rev Engine operation mode = Normal -

and andfactor for calculating the minimumthreshold out of the reference map

= 1.00 factor Engine speed <= 1300.00 rpm

) andOR Engine speed >= 400.00 rpm

andCurrent injection quantity < minimum

expectedinjection quantity

(map) *

factor forcalculating the

minimumthreshold out ofthe reference

map

mm^3/rev Engine coolant temperature > -20.04 °C

andwith Ambient air temperature > -7.04 °C( andCurrent gear in park/neutral = FALSE - Idle speed controller active = TRUE -and andminimum expected injection quantity(see Look-Up Table #44)

= 9.2 to 41.2 mm^3/rev Fluctuation range of engine speed < 16383.50 rpm

and and



rate wheneverenable

conditions aremet


ECM Section of 269



factor for calculating the minimumthreshold out of the reference map

= 1.00 factor NO Pending or Confirmed DTCs: = see sheet inhibittables

-

) andbasic enable conditions met: = see sheet enable

tables-

Idle Control System -Fuel Quantity HigherThan Expected

P054F This diagnostic monitors thefuel injection quantity at lowidle. The ECM compares theactual injection quantity withcalculated thresholds. If theactual injection quantity isgreater than a calibratedthreshold, a fault will be set.

Current injection quantity > maximumexpected


*factor for

calculating themaximum


map

mm^3/rev following conditions for time: > 5.00 sec B

with Current gear unchanged = TRUE -( andCurrent gear in park/neutral = TRUE - Vehicle speed <= 1.86 mphand andmaximum expected injection quantity(see Look-Up-Table #42)

= 60.2 to 111.8 mm^3/rev Engine operation mode = TRUE -

and andfactor for calculating the maximumthreshold out of the reference map

= 1.00 factor Engine speed <= 1300.00 rpm

) andOR Engine speed >= 400.00 rpm

and



rate wheneverenable

conditions aremet


ECM Section of 269



Current injection quantity > maximumexpected


*factor for

calculating themaximum


map

mm^3/rev Engine coolant temperature > -20.04 °C

with and( Ambient air temperature > -7.04 °CCurrent gear in park/neutral = FALSE - andand Idle speed controller active = TRUE -maximum expected injection quantity(see Look-Up-Table #41)

= 81.2 to 176.8 mm^3/rev and

and Fluctuation range of engine speed < 16383.50 rpmfactor for calculating the maximumthreshold out of the reference map

= 1.00 factor and

) NO Pending or Confirmed DTCs: = see sheet inhibittables

-


tables-

Cruise Control Multi-Function Input "A"Circuit

P0564 Set illegal range indicatesproblem on status of the cruiseswitch information

Switch state provided by Cruise Controlframe

= ILLEGALRANGE

- ignition on = TRUE - Special C

andbasic enable conditions met = see sheet enable

tables-


tables-



rate wheneverenable

conditions aremet


ECM Section of 269



Cruise ControlResume Switch Circuit

P0567 Resume switch state indicatesproblem with the circuit

Resume Switch CAN message in high /active state

= TRUE - ignition on = TRUE - Special C

andinput circuit active = TRUE -andbasic enable conditions met = see sheet enable

tables-


tables-

Cruise Control SetSwitch Circuit

P0568 Set switch state indicatesproblem with the circuit

Set Switch CAN message in high / activestate

= TRUE - ignition on = TRUE - Special C

andinput circuit active = TRUE -andbasic enable conditions met = see sheet enable

tables-


tables-

Cruise Control InputCircuit

P0575 Cruise control CANcommunication monitoring

amount of errors in consecutive frames >= 3.00 counts ignition on = TRUE - Special C

with andnumber of consecutive frames = 10.00 counts input circuit active = TRUE -


tables-


tables-


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Brake Pedal PositionSensor "A" CircuitRange/Performance

P057B Compare maximum delta ofanalog brake pedal sensorwith a threshold

EWMA filtered test result based on thedifference of |(a) - (b)|

<= 0.40 factor following conditions for time: > 4 sec A

where ((a) maximum analog brake sensor rawvoltage during test


V ignition on = TRUE -

(b) minimum analog brake sensor rawvoltage during test


V and

where starter is active cranking = FALSE -difference of the brake sensor voltagecorresponds to a corrected value of(see Look-Up-Table #13)

= 0 to 1 factor for

time > 3.00 secandbattery voltage > 11.00 Vfortime > 3.00 sec)

andgear has been in Park during this drivingcycle

= TRUE -

full test has not been completed thisdriving cycle

= TRUE -

gear selector currently not in Park = TRUE -vehicle speed >= 4.35 mphaccelerator pedal position 1 < 5.00 %andNo Pending or Confirmed DTCs: = see sheet inhibit

tables-


tables-

Brake Pedal PositionSensor "A" Circuit Low

P057C Brake pedal position sensorvoltage below a threshold for acalibrated period of timeindicating an OOR low

Brake pedal position sensor voltage < 0.25 V ignition on = TRUE - A


tables-

monitor runs0.02 s ratewhenever


met



enable


ECM Section of 269




tables-

Brake Pedal PositionSensor "A" CircuitHigh

P057D Brake pedal position sensorvoltage above a threshold fora calibrated period of timeindicating an OOR high

Brake pedal position sensor voltage > 4.75 V ignition on = TRUE - A


tables-


tables-

ROM Memory Fault P0601 Detects a fault in the ROMmemory

ECM detects multiple errors in the ROM-memory by comparing a calculatedchecksum with a check word

= TRUE - engine post drive/ afterun = TRUE - A

Control Module NotProgrammed

P0602 Detects if the ECM isprogrammed.

ECM not programmed = TRUE - ignition on = TRUE - A

andengine pre drive = TRUE -




met


stest

performedonce per drivecycle during

afterrun


s testperformed

testperformedonce per

driving cycleduring ECUinitialization

conditions aremet


ECM Section of 269



Control ModuleInternal Performance

P0606 Monitors and detects theimproper operation of theECM. This is accomplished bymonitoring the output ofvarious hardware moduleswithin the ECM and bycreating parallel redundantcalculations of critical enginemanagement systemparameters.

Error on starting DC/DC converter of onebank piezo power stage

= TRUE - ignition on = TRUE - A

andDC/DC converter is in startup = TRUE -

Monitors and detects theimproper operation of theECM. This is accomplished bymonitoring the output ofvarious hardware moduleswithin the ECM and bycreating parallel redundantcalculations of critical enginemanagement systemparameters.

DC/DC converter of one bank cannot beswitched off

= TRUE - ignition on = TRUE - fail conditionsexists for 0.1smonitor runswith 0.01 srate wheneverenableconditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Monitors and detects theimproper operation of theECM. This is accomplished bymonitoring the output ofvarious hardware moduleswithin the ECM and bycreating parallel redundantcalculations of critical enginemanagement systemparameters.

internal injector driver chip error = TRUE - Engine running = TRUE - fail conditionsexists for 0.1smonitor runswith 0.01 srate wheneverenableconditions aremet

andbasic enable condition met: = see sheet enable

tables-

faults detected in the SPI communication > 485.00 counts ignition on = TRUE -

IC internal andNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

internal supply voltage < 4.2 V ignition on = TRUE -or andinternal supply voltage > 5.25 V NO Pending or Confirmed DTCs: = see sheet inhibit

tables-

fail conditionsexists for atleast 0.64 smonitor runsonce per tripduring pre

drive at leasttwice every0.08s ratewhenever


met


0.08smonitor runsonce per tripduring pre


ECM Section of 269



|(a) - (b)| > 72.00 μsec programmed energizing time for fuelinjection has been read back

= TRUE -

with means(a) parallel redundant calculation ofenergizing time for fuel injection


- programmed energizing time for fuelinjection

>= 0 -

and with and(b) parallel redundant calculation ofprogrammed energizing time for fuelinjection


- measured energizing time for fuelinjection has been read back

= TRUE -

meansmeasured energizing time for fuelinjection

>= 0 -

andengine speed > 1200.00 rpmandrail pressure > 20000.00 kPaandengine test active via diagnosis tester = FALSE -and

Path 1: engine speed > 1200.00 rpm( andparallel redundant calculation of anglefor pilot injection 1 quantity

< -37.99 degrees engine test active via diagnosis tester = FALSE

orparallel redundant calculation of anglefor pilot injection 1 quantity

> 44.98 degrees

)or

during predrive at leasttwice every0.08s ratewhenever


met

fail conditionsexists for atleast 0.05 smonitor runswith 0.01 s

rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



Path 2:(parallel redundant calculation of anglefor main injection quantity

< -37.99 degrees

orparallel redundant calculation of anglefor main injection quantity

> 32.98 degrees

)orPath 3:

(parallel redundant calculation of anglefor post injection quantity 1

< -360.00 degrees

orparallel redundant calculation of anglefor post injection quantity 1

> -67.00 degrees

)orPath 4:

(parallel redundant calculation of anglefor post injection quantity 2

< -183.00 degrees


> 32.98 degrees

)orPath 5:(

parallel redundant calculation of anglefor post injection quantity 3

< -183.00 degrees


> 0.00 degrees

)

( redundant engine speed calculation >= 1200.00 rpmparallel redundant calculation ofenergizing times of the correction valuefor pilot injection quantity (see Look-Up-Table #54)

< -500 to -50 μsec andfail conditionsexists for atleast 0.2 s



ECM Section of 269



or engine test active via diagnosis tester = FALSE -parallel redundant calculation ofenergizing times of the correction valuefor pilot injection quantity (see Look-Up-Table #53)

> 50 to 500 μsec

)

parallel redundant calculation of postinjection 2 quantity

> 120.00 mm^3 engine test active via diagnosis tester = FALSE -

andchange in injection operation moderequested

= TRUE -

parallel redundant calculation ofaveraged torque creating energizing timeper cylinder (see Look-Up-Table #55)

> 200 to 6000 μsec fuel system is in fuel cut off(see parameter definition line #189)

= TRUE -

and foractivation counter (intervention) of thesurge damper

>= 107.00 counts time > 1.00 sec

andredundant engine speed calculation > 2120.00 rpmandgeneral engine speed demand(see parameter definition line #213)

= FALSE -

andexternal torque demand from stabilityECU via CAN

= FALSE -

andexternal torque demand fromtransmission ECU via CAN

= FALSE -

and((

rate wheneverenable

conditions aremet

fail conditionsexists for atleast 0.4 s


rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



cruise control active = FALSE -or(brake pedal status = TRUE -orredundant brake pedal status = TRUE -)

fortime > 0.04 sec

)and(pedal position = 0 %orredundant calculation of pedal position = 0 %for time > 0.02 sec)and(redundant engine speed calculation afterstart detected

> 200.00 rpm

andredundant engine speed calculation atstart

> 1360 rpm

)andengine test active via diagnosis tester = FALSE -

parallel redundant calculation ofaveraged wave correction quantity forpilot injection

>= 7.50 mm^3 redundant engine speed calculation >= 1200.00 rpm

or andparallel redundant calculation ofaveraged wave correction quantity formain injection

>= 7.50 mm^3 engine test is active via diagnosis tester = FALSE -

orparallel redundant calculation ofaveraged wave correction quantity forpost injection 2

>= 7.50 mm^3

or



rate wheneverenable

conditions aremet


ECM Section of 269



parallel redundant calculation ofaveraged wave correction quantity forpost injection 3

>= 7.50 mm^3

( (rail pressure <= 20000.00 kPa parallel redundant calculation of voltage

of rail pressure sensor< 0.19 V

or orrail pressure >= 164800.00 kPa parallel redundant calculation of voltage

of rail pressure sensor> 4.18 V

) )anddelay time > 0.21 secandparallel redundant calculation ofinjections active

= TRUE -

andredundant engine speed calculation > 1000.00 rpmandengine test active via diagnosis tester = FALSE -andconditions for level one signal rangecheck fault detection are met

= TRUE -

internal supply voltage < 4.2 V ignition on = TRUE -orinternal supply voltage > 5.25 V

WDA (watch dog) shut off due toundervoltage

= TRUE - shut off path test active = FALSE -


stest

performedcontinuouslywith 0.01 s

rate




rate wheneverenable

conditions aremet


ECM Section of 269



means andinternal supply voltage < 4.2 V battery voltage > 8.00 V

fortime > 0.01 sec

andWDA (watch dog) line active = TRUE -

WDA (watch dog) shut off due toovervoltage


means andinternal supply voltage > 5.25 V WDA (watch dog) line active = TRUE -

WDA (watch dog) shut off due to internalsecurity error


andWDA (watch dog) line active = TRUE -


rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



WDA (watch dog) shut off because ofcorrupt question-and-answercommunication

= TRUE - ignition on = TRUE -

andWDA (watch dog) line active = TRUE -andshut off path test active = FALSE -

the actual response time from processoris not equal to the requested response-time



tables-

redundant, independent algorithm forplausibility fault of accelerator pedalsignal for safety reasons:

ignition on = TRUE -

Path 1: and|(maximum (a) (b)) - 2 * (maximum (c)(b))|

> 0.29 V engine test active via diagnosis tester = FALSE -

with and(a) voltage accelerator pedal 1 = measured

parameter- Input signal fault present = FALSE -

and with and(b) lower limit for accelerator pedalvoltage

= 0.85 V ADC fault present = FALSE -



rate wheneverenable

conditions aremet


0.08 smonitor runsat least twiceevery 0.08 s

rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



and with(c) voltage accelerator pedal 2 = measured

parameter-

and(voltage accelerator pedal 1 > 1.54 Vorvoltage accelerator pedal 2 > 1.54 V)orPath 2:|(maximum (a) (b)) - 2 * (maximum (c)(b))|

> 0.41 V

with(a) voltage accelerator pedal 1 = measured

parameter-

and with(b) lower limit for accelerator pedalvoltage

0.85 V

and with(c) voltage accelerator pedal 2 = measured

parameter-

and(voltage accelerator pedal 1 <= 1.54 Vorvoltage accelerator pedal 2 <= 1.54 V)

Error during positive test = TRUE - ignition on = TRUE -processor internal and


-



rate wheneverenable

conditions aremet


ECM Section of 269



no response to shut-off path test = TRUE - ignition on = TRUE -processor internal and


-

no response from processor operativesystem


processor internal andNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

ignition on = TRUE -repetitions of injection shut-off path test >= 485.00 counts and

injection shut-off path test = ACTIVE -



rate wheneverenable

conditions aremet




0.485monitor runsat the 0.01 s

rate wheneverenable

conditions aremet


ECM Section of 269



prevention of the execution of the shut-off path test


andinjection shut-off path test = ACTIVE -

too few bytes received by monitoringmodule from CPU


meansbytes received by monitoring modulefrom CPU as response

< 4 Bytes

yrate whenever


met


smonitor runsat least twiceevery 0.08 s

rate wheneverenable

conditions aremet


more than 0.4s

monitor runsat least twiceevery 0.08 s

rate wheneverenable

conditions aremet


ECM Section of 269



ECM detects interruption in the SPIcommunication


processor internal

ECM detects plausibility error of thecommunication between controller andthe monitoring module (2 processors inECU)


processor internal

piezo injector actuator internal feedbackvoltage

< 0.00 V main injection = ACTIVE

orpiezo injector actuator internal feedbackvoltage

> 3.30 V



rate wheneverenable

conditions aremet


more than 0.2s

monitor runsat least twiceevery 0.08 s

rate wheneverenable

conditions aremet


more than 0.1s

monitor runs


ECM Section of 269



Path 1: injection cut off demand from ECMinternal monitoring

= TRUE

engine speed > 1500.00 rpmorPath 2:engine speed > 1600.00 rpm

security torque limitation request due toimplausible air system control requests


security torque limitation request due toimplausible rail pressure request

= TRUE - ignition on = TRUE - fail conditionsexists formore than267 events

testperformed

with 0.01 srate whenever


met


stest

performedcontinuouslywith 0.02 s

fail conditionsexists formore than267 events

testperformed

continuouslywith 0.01 s


ECM Section of 269



security torque limitation request due toimplausible quantity setpoint controlrequests


indicated torque > (a) + (b) + (c) +(d)

- Engine Running = TRUE -

with and(a) modeled inner engine torque = calculated

parameter- basic enable conditions met: = see sheet enable

tables-

and with(b) torque tolerance offset = 11.72 %and with(c) torque of engine speed controller = calculated

parameter-

and with(d) torque of surge damper control = calculated

parameter-

voltage of charging switch > 210.00 V ECM is in startup before injections arereleased

= TRUE

orvoltage of charging switch if buffer of abank is not charged completely, or not atall

> 210.00 V


fail conditionsexists formore than267 events

testperformed




rate wheneverenable

conditions aremet


more than 4events


rate whenever


ECM Section of 269



error at startup of DC/DC converter ofone bank


andDC/DC converter is in startup = TRUE -

DC/DC converter cannot be switched off. = TRUE - ignition on = TRUE -

ECM Electronic out-put drivercircuitry determines if shortcircuit faults exist on injectorcharging bank #0.

Path 1: Engine pre drive = TRUE -

Voltage high of injector bank #0 chargingswitch in case of loaded buffer capacitor

> 210.00 V

orPath 2:Voltage high of injector bank #0 chargingswitch in case of not loaded buffercapacitor

> 210.00 V


met



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



ECM Electronic out-put drivercircuitry determines if shortcircuit faults exist on injectorcharging bank #1.

Path 1: Engine pre drive = TRUE -

Voltage high of injector bank #1 chargingswitch in case of loaded buffer capacitor

> 210.00 V

orPath 2:Voltage high of injector bank #1charging switch in case of not loadedbuffer capacitor

> 210.00 V

Control ModuleAnalog to DigitalPerformance

P060B Electronic ECM circuitrydetermines if ADC is correctlyconverting signals within thecorrect time periods.

time for calibration of ADC >= 0.30 sec ignition on = TRUE - A

voltage at ADC test voltage input < 4.73 V ignition on = TRUE -orvoltage at ADC test voltage input > 4.83 V


stest


0.01 s


testperformed

continuously0.01 s



rate wheneverenable

conditions aremet


ECM Section of 269



Voltage at ADC for acceleration pedalsignal 2

>= 0.25 V ignition on = TRUE -

or andVoltage at ADC for acceleration pedalsignal 2

< 0.00 V (

Status Info of ADC monitoring = No Load TestPulse Active

(released every320 msec)

)

( ignition on = TRUE -ratio metric correction factor < 0.95 factororratio metric correction factor > 1.05 factor)

Internal ControlModule Engine Speed(RPM) Performance

P061C Monitors main and redundantengine speed calculations foragreement. Detects failure inengine speed calculationthrough redundant calculationalgorithm.

|(a) - (b)| >= 400.00 rpm redundant calculated engine speed >= 600.00 rpm B

with and(a) redundant calculated enginespeed


- engine synchronization = TRUE -


parameter-


rate wheneverenable

conditions aremet


testperformed

continuously0.01 s



rate wheneverenable

conditions aremet


ECM Section of 269



Fuel Pre-supply PumpControl Circuit Open

P0627 Diagnoses the Fuel Pre-Supply Pump low side drivercircuit for circuit faults.



- engine post drive/ afterun = FALSE - B

fortime > 1.00 sec


fortime > 3.00 sec


tables-

Fuel Pre-supply PumpControl Circuit LowVoltage






fortime > 1.00 sec


fortime > 3.00 sec


tables-

fail conditionsexists for 0.5smonitor runs



met


smonitor runs



met


ECM Section of 269



Fuel Pre-supply PumpControl Circuit HighVoltage





fortime > 1.00 sec


fortime > 3.00 sec


tables-

Control Module LongTerm MemoryPerformance

P062F Each data block of memory isread for a check sum error andflags if a fault is found.

EEPROM sector reports faults regarding: ignition on = TRUE - A

unable to erase or change wholeEEPROM sector

= TRUE - and

or basic enable conditions met: = see sheet enabletables

-

read order is not successfullyaccomplished for more than amount ofblocks

= 3 counts

oramount of write errors in current block = 3 counts

Sensor ReferenceVoltage "A"Circuit/Open

P0641 Sensor supply voltage 1circuitry determines if faultsrelated to maintaining thesupply voltage level exists.

Reference supply voltage 1 ≤ 4.70 V Ignition on = TRUE - A


smonitor runs



met


stest

performedcontinuouslyat the 0.01 s

rate


stest


ECM Section of 269



or andReference supply voltage 1 ≥ 5.30 V basic enable conditions met: = TRUE -

Sensor ReferenceVoltage "B"Circuit/Open




Sensor ReferenceVoltage "C"Circuit/Open




Internal ControlModule O2 SensorProcessorPerformance Bank 1

P064D A/F sensor O2 signal monitorbased on comparison tointernal ECM circuit

Filtered A/F sensor circuit output withreference to internal ECM calibrationresistor

>= 0.20 V following conditions met for time: >= 0.26 sec B

within time period = 0.10 sec Common conditions:Engine is running = TRUE -

for time > 8.00 secOperation point 1:


conditions aremet

performedcontinuously0.01s rate


stest



stest



ECM Section of 269



(Injection quantity >= 4.00 mm^3/r

evInjection quantity =< 180.00 mm^3/r

evEngine speed >= 500.00 rpmEngine speed =< 4500.00 rpm)

orOperation point 2:




Battery voltage > 11.00 VDPF regeneration is not active = FALSE -

for time > 0.50 secA/F sensor error status bit (seeparameter definition table)

= FALSE -


-


-

A/F sensor O2 signal monitorbased on comparison tointernal ECM circuit

Filtered A/F sensor circuit output withreference to internal ECM calibrationresistor

=< -0.20 V following conditions met for time: >= 0.26 sec

within time period = 0.10 sec Common conditions:Engine is running = TRUE -




ev

fault exists formore than600 sec;

monitor runsat 0.1 s when


met


ECM Section of 269



Engine speed >= 500.00 rpmEngine speed =< 4500.00 rpm)







= FALSE -


-


-

A/F sensor resistancecomparison to internal ECMcalibration resistance

Filtered difference between Internalresistance raw value and internalresistance reference value

>= 0.20 V following conditions met for time: >= 0.26 sec

within time = 0.10 sec Common conditions:Engine is running = TRUE -






(




met


ECM Section of 269



Injection quantity >= 60.00 mm^3/rev

Injection quantity =< 180.00 mm^3/rev

Engine speed >= 3000.00 rpmEngine speed =< 4500.00 rpm)



= FALSE -


-


-

A/F sensor resistancecomparison to internal ECMcalibration resistance

Filtered difference between Internalresistance raw value and internalresistance reference value

=< -0.20 V following conditions met for time: >= 0.26 sec

within time = 0.10 sec Common conditions:Engine is running = TRUE -








evEngine speed >= 3000.00 rpmEngine speed =< 4500.00 rpm




met


ECM Section of 269



)Battery voltage > 11.00 VDPF regeneration is not active = FALSE -


= FALSE -


-


-

A/F sensor internal ECM SPIcontrol monitoring

Initialization register value of SPI chip isdifferent from the value written into SPIchip in previous cycle

= TRUE - Ignition on = TRUE -


-


-

Malfunction IndicatorLamp (MIL) ControlCircuit

P0650 Diagnoses the MalfunctionIndicator Lamp (MIL) low sidedriver circuit for circuit faults.



- circuit active at low current = TRUE - A (no MIL)

andignition on = TRUE -andECU Initialization tasks in progress = FALSE -

fortime > 0.10 sec

andECU Shutdown tasks in progress = FALSE -

fortime > 1.00 sec

andBattery voltage > 10.50 V

fortime > 3.00 sec

fault exists formore than 0.1sec; monitorruns at 0.1 swhen enable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269




tables-

Fan 1 Control CircuitLow

P0691 Diagnoses the Cooling Fanlow side driver circuit for circuitfaults.




fortime > 3.00 sec

andstarter is active cranking = FALSE

fortime > 3.00 sec


tables-


tables-

Fan 1 Control CircuitHigh

P0692 Diagnoses the Cooling Fanlow side driver circuit for circuitfaults.




fortime > 3.00 sec

andstarter is active cranking = FALSE

fortime > 3.00 sec


testperformed



testperformed



ECM Section of 269




tables-


tables-

Chassis ControlModule 1 RequestedMIL Illumination

P26C8 Monitors Serial DataCommunication for requestfrom Fuel Pump ControlModule to illuminate the MIL.

serial data communication from the FuelPump Control Module indicates the FuelPump Control Module has requested aMIL

= TRUE - ignition on = TRUE - B (No MIL)

Fuel Pump Control Modulecontrols the active grilleshutters on the vehicle

for

time > 3.00 secandnew message is received via CAN = TRUE -andbasic enable conditions met: = see sheet enable

tables-


tables-

Engine Oil PressureControl Circuit/Open

P06DA Detects an open circuitcondition of the oil pumppressure selection switchcontrol circuit

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match

= Open circuit:≥ 200 kΩimpedancebetween ECU pinand load

- ignition is on or running = TRUE - C


tables-

andbasic enable conditions are met: = see sheet enable

tables-

fail conditionsexists for 1 smonitor runsonce per tripwith 0.25 s

rate wheneverenable

conditions aremet


testperformed

continuously0.02 s


ECM Section of 269



Engine Oil PressureControl Circuit Low

P06DB Detects a short-to-groundcircuit condition of the oil pumppressure selection switchcontrol circuit


= Short-to-ground: ≤ 0.5 Ωimpedancebetween signaland controllerground



tables-


tables-

Engine Oil PressureControl Circuit High

P06DC Detects a short-to-batterycircuit condition of the oil pumppressure selection switchcontrol circuit


= Short-to-power:≤ 0.5 Ωimpedancebetween signaland controllerpower



tables-


tables-

Transmission ControlModule (TCM)Requested MILIllumination

P0700 Monitors Serial DataCommunication for requestfrom TCM to illuminate theMIL.

serial data communication from the TCMindicates the TCM has requested a MIL

= TRUE - ignition on = TRUE - B (No MIL)

fortime > 3.00 sec


testperformed

continuously0.02 s

fail conditionsexists for 1 smonitor runsonce per tripwith 0.25 s

rate whenever


testperformed

continuously0.02 s


ECM Section of 269



andnew message is received via CAN = TRUE -andbasic enable conditions met: = see sheet enable

tables-


tables-

Brake Switch "B"Circuit

P0703 Rolling counter and protectionvalue evaluation of messagereceived from Body ControlModule

number of messages with validationerrors

>= 3.00 counts ignition on = TRUE - C

in the last number of messages (slidingwindow) received from body controlmodule

= 10.00 counts for time >= 3.00 sec


tables-


tables-

Park/Neutral Position(PNP) Switch CircuitHigh Voltage

P0851 Detects high voltage conditionon the PNP circuit bycomparing the ECM sensedinput to the broadcasted statefrom the TCM over GMLANserial data

ECM (on-board control unit) sensedposition based on PNP switch inputs toECM indicates park or neutral and theGMLAN message from the TCMdisagrees

= TRUE - ( B

battery voltage >= 11.00 Vandbattery voltage <= 655.34 V)andengine speed >= 800.00 rpmandvehicle speed >= 14.92 mphand


met


testperformed


fail conditionsexist for more

than 3000events


rate wheneverenable

conditions aremet


ECM Section of 269



engine torque >= 60.00 Nmandaccelerator pedal position >= 0.00 %and(selected gear position is park = FALSE -orselected gear position is neutral = FALSE -)andbasic enable conditions: = see sheet enable

tables-


tables-

Park/Neutral Position(PNP) Switch CircuitLow Voltage

P0852 Detects low voltage conditionon the PNP circuit bycomparing the ECM sensedinput to the broadcasted statefrom the TCM over GMLANserial data

GMLAN Message for PNP positionindicates park neutral and disagrees withECM (on-board control unit) sensedposition based on PNP switch inputs toECM

= TRUE - ( B

battery voltage >= 11.00 Vandbattery voltage <= 655.34 V)andengine speed <= 7000.00 rpmand(selected gear position is park = TRUE -orselected gear position is neutral = TRUE -)andbasic enable conditions met: = see sheet enable

tables-


tables-

fail conditionsexist for more

than 3000events


rate wheneverenable

conditions aremet


ECM Section of 269



Traction Control InputSignal

P0856 Detects a failure when acertain number of TractionControl System torque requestmessages within a definedmessage group checksum orrolling count values areincorrect

number of messages with validationerrors

>= 8.00 counts ignition on = TRUE - Special C

in the last number of messages (slidingwindow) received from traction controlsystem

= 10.00 counts for time >= 3.00 sec


tables-


tables-

Reductant Pump HighControl Circuit LowVoltage

P1043 Diagnoses the RuductantPump Motor high side drivercircuit for circuit faults.



- ignition on = TRUE - B

andECU Initialization tasks in progress = FALSE -

fortime > 0.10 sec


fortime > 3.00 sec


tables-

ANDNO Pending or Confirmed DTCs = see sheet inhibit

tables-

testperformed



rate wheneverenable

conditions aremet


ECM Section of 269



Reductant Pump HighControl Circuit HighVoltage

P1044 Diagnoses the RuductantPump Motor high side drivercircuit for circuit faults.





fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-

Reductant PurgeValve High ControlCircuit High Voltage

P1046 Diagnoses the ReductantPurge Valve high side drivercircuit for circuit faults.





fortime > 0.10 sec


fortime > 3.00 sec


tables-

AND


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



NO Pending or Confirmed DTCs = see sheet inhibittables

-

Reductant InjectorHigh Control CircuitLow Voltage

P1048 Detects a short circuit toground on the high side of theReductant Injector ControlCircuit

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match. Voltagelow during driver on state (indicates shortto ground)




fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-

Reductant InjectorHigh Control CircuitHigh Voltage

P1049 Detects a short circuit tobattery on the high side of theReductant Injector ControlCircuit

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match. Voltagehigh during driver off state (indicatesshort to power )




fortime > 0.10 sec


fortime > 3.00 sec

and


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269




-


tables-

Fuel Rail PressurePerformance

P1089 Measured rail pressure ischecked against desired railpressure to detect high railpressure conditions in fuel cut-off

rail pressure deviation from setpointcalculated as the absolute value ofdifference between desired and actualvalue

> 2500.00 kPa rail pressure control commanded duringinjection timing correction learning phase

= TRUE - B

andNO Pending or Confirmed DTCs limitingrail pressure set point

= see sheet inhibittables

-

for time > 2.00 secandbasic enable conditions met: = see sheet enable

tables-

Charge Air CoolerTemperature SensorPerformance

P10CF Detects a biased charge aircooler temperature sensordownstream or charge aircooler temperature sensorupstream by comparing therespective values at startup.


andengine-off time is valid = TRUE

|(a) - (b)| (see Look-Up-Table #3) > 25 to 999 °C andwith ambient temperature > -60.04 °C

(a) captured charge air coolerdownstream temperature at start

= measuredparameter

- and

and with engine speed (see Look-Up-Table #81) > 850 to 1100 rpm

(b) captured charge air cooler upstreamtemperature at start

= measuredparameter

- for

time > 0.01 sec


crankrevolutions


rate wheneverenable

conditions aremet





met


ECM Section of 269



andengine post drive/ afterun = FALSE -anddiagnostic performed in current dc = FALSE -andbasic enable conditions met: = see sheet enable

tables-


tables-

Reductant InjectorTemperature -Exhaust GasTemperature 2Correlation

P10D0 |(a) - (b)| (see Look-Up-Table #80) > 30 to 3276.7 °C ignition on = TRUE - B

with and(a) dosing valve coil temperature = calculated

parameter°C state of selective catalytic reduction

system= STANDBY or NO

PRESSURECONTROL

-

and with and(b) oxidation catalyst downstreamtemperature

= measuredparameter

°C active heating phase for dosing valve = FALSE -

andvalve already activated within this drivingcycle

= FALSE -

andbattery voltage > 11.00 Vandambient temperature >= -60.04 °Candengine run time < 3.00 secandengine off time > 28800.00 secandurea pump motor output duty cycle = 0.00 %andMax [(a), (b)] - Min [(a), (b)] <= 15.00 K

where(a) ambient temperature = measured

parameter-

Detects an implausible SCRdosing valve coil temperatureby comparing the temperaturewith a reference temperature


smonitor with

0.1 s ratewhenever


met


ECM Section of 269



(b) oxidation catalyst downstreamtemperature

= measuredparameter

-

andurea dosing valve output duty cycle > 3.00 %andcoil current measurement is valid (e.g. nodosing valve errors present)

= TRUE -


tables-


tables-

O2 SensorPerformance - SignalHigh During ModerateLoad Sensor 1

P11A6 A/Fsensor signal monitoring inpart load mode, whichmonitors a deviation of the rawA/F sensor signal andcalculated sensor signal

difference between measured A/F sensorconcentration and filtered calculated A/Fconcentration -> refer to Column 1 in thetable (see Look-Up-Table #51)

> 0.04 to 0.07 - following conditions met for Integrated airmass:

> 80 g B

Note: Calculated A/F concentration iscalculated as a function of InjectionQuantity and Air Mass per cylinder(which is calculated on MAF sensorand EGR)

Engine speed ->refer to the Column 1in the table (see Look-Up-Table #47)

< 2700 to 4500 rpm

Injection quantity -> refer to the Column1 in the table (see Look-Up-Table #49)

> -1 to 16 mm^3/rev


< 0.4 to 44 mm^3/rev

Air mass per cylinder ->refer to theColumn 1 in the table (see Look-Up-Table #46)

> 0.09 to 0.25 g/rev


< 0.253 to 0.45 g/.rev

DPF regeneration not active = TRUE -Post injection is not active (postinjection only active during cold startcatalyst heating or DPF regeneration)

= TRUE -



rate wheneverenable

conditions aremet


ECM Section of 269




=< 805.96 °C


>= 823.96 °C

Absolute change in actual calculatedO2 concentration

< 0.02 -

for time >= 1.50 secFuel volume in fuel tank >= 0.00 LBattery voltage >= 11.00 VDecel Fuel Cut-Off (DFCO) = FALSE -NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

O2 SensorPerformance - SignalLow During ModerateLoad Bank 1 Sensor 1

P11A9 A/Fsensor signal monitoring inpart load mode, whichmonitors a deviation of the rawA/F sensor signal andcalculated sensor signal

difference between filtered calculatedA/F concentration and measured A/Fsensor concentration -> refer to Column1 in the table (see Look-Up-Table #50)


> 80 g B


Engine speed refer to the column 1(see Look-Up-Table #47)

< 2700 to 4500 rpm


> -1 to 16 mm^3/rev


< 0.4 to 44 mm^3/rev


> 0.09 to 0.25 g/rev


< 0.253 to 0.45 g/.rev


= TRUE -



rate wheneverenable

conditions aremet


ECM Section of 269




>= 805.96 °C


<= 823.96 °C


< 0.02 -

for time >= 1.50 secFuel volume in fuel tank >= 0.00 LBattery voltage >= 11.00 VDecel Fuel Cut-Off (DFCO) = FALSE -NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

NOx SensorPerformance - SignalHigh Bank 1 Sensor 1

P11CB Detects a high deviation of themeasured NOx sensorconcentration from themodeled NOx concentration

EWMA filtered delta high upstream NOxmonitor

< 0.00 factor Duration for averaging upstream NOxsensor signal and NOx model

>= 6.00 sec A

Threshold for high upstream NOxrationality check

= (a) * (b) * ( c ) *(d) * (e)

(a) Base threshold for high upstreamNOx rationality check (see Look-Up-Table #74)

= 0.410034 to1.400024

factor (

(b) correction factor dependent onNOx model

= 1 factor Status of NOx signal of upstream NOxsensor (please see the definition)

= TRUE -

(c) correction factor dependent onengine coolant temperature andtransmission gear

= 1 factor Normal Mode (Particulate FilterRegeneration not active)

= TRUE -

(d ) correction factor dependent onambient pressure (see Look-Up-Table#86)

= 1.0 to 1.4 factor for time 30.00 sec

(e) correction factor dependent onrelative humidity

= 1 factor ambient pressure >= 74.80 kPa

ambient pressure <= 106.00 kPaambient temperature >= -30.04 °Cambient temperature <= 79.96 °C(filtered modeled NOx concentrationpercent positive deviation

<= 0.120117 factor

fault exists formore than 1

event; monitorruns at 0.1 sonce per trip


ECM Section of 269



filtered modeled NOx concentrationpercent positive deviation

>= 0.120117 factor

for time >= 2.00 sec)

for time > 2.00 sectime since start > 0.00 secengine coolant temperature >= 59.96 °Cengine coolant temperature <= 125.96 °CExhaust gas temperature range atUpstream NOx sensor (see Look-Up-Table #76)

>0 0 to 1 factor

Vehicle speed >= 12.43 mphVehicle speed <= 37.29 mph

Enable range for the plausibility checkof Upstream NOx sensor (see Look-Up-Table #70)

≠0 0 to 1 factor

for time > 1.00 secfiltered modeled NOx-concentrationupstream of the SCR

>= 110.00 ppm

filtered modeled NOx-concentrationupstream of the SCR

<= 600.00 ppm

for time > 0.10 sec

)Diagnostic has not completed this drivingcycle

= FALSE -


-


-

EWMA fast initialization mode:filter coefficient for fast initialization = 0.32 factornumber of high upstream NOx monitormeasurements for current driving cycleof fast initialization mode

>= 1.00 counts

number of high upstream NOx monitormeasurements for fast initializationmode

>= 2.00 counts


ECM Section of 269



EWMA Rapid Response mode:EWMA filtered delta high upstreamNOx monitor

> 0.31 factor

(a) - (b) < 0.00 factor(a) threshold of high upstream NOxmonitor


-

(b) measured value of high upstreamNOx monitor


-

filter coefficient for Rapid Responsemode

= 0.38 factor

number of high upstream NOx monitormeasurements for current driving cycleof Rapid Response mode

>= 1.00

Total number of high upstream NOxmonitor measurements for RapidResponse mode

>= 6.00 counts

EWMA stabilized mode:filter coefficient for stabilized mode = 0.22 factornumber of high upstream NOx monitormeasurements for stabilized mode

= 1 counts

NOx SensorPerformance - SignalLow Bank 1 Sensor 1

P11CC Detects a low deviation of themeasured NOx sensorconcentration from themodeled NOx concentration

EWMA filtered delta low upstream NOxmonitor

< 0.00 factor Duration for averaging upstream NOxsensor signal and NOx model

>= 6.00 sec A

Threshold for low upstream NOxrationality check

= (a) * (b) * ( c ) *(d) * (e)

factor Status of NOx signal of upstream NOxsensor (please see the definition)

= TRUE -

(a) Base threshold for high upstreamNOx rationality check (see Look-Up-Table #75)

= -0.670044 to -0.52002

factor Normal Mode (Particulate FilterRegeneration not active)

= TRUE -

(b) correction factor dependent on NOxmodel

= 1 factor for time 30.00 sec

(c ) correction factor dependent onengine coolant temperature andtransmission gear

= 1 factor ambient pressure >= 74.80 kPa


event; monitorruns at 0.1 sonce per trip


ECM Section of 269



(d ) correction factor dependent onambient pressure (see Look-Up-Table#87)

= 0.62 to 1.0 factor ambient pressure <= 106.00 kPa

(e) correction factor dependent onrelative humidity (see Look-Up-Table#69)

= 1.00 factor ambient temperature >= -30.04 °C

ambient temperature <= 79.96 °C((filtered modeled NOx concentrationpercent positive deviation

<= 0.120117 factor

filtered modeled NOx concentrationpercent negative deviation

>= 0.120117 factor


for time > 2.00 sectime since start > 0.00 secCoolant engine down streamtemperature

>= 59.96 °C

Coolant engine down streamtemperature

<= 125.96 °C

Exhaust gas temperature range atUpstream NOx sensor (see Look-Up-Table #76)

>0 0 to 1 factor

Vehicle speed >= 12.43 mphVehicle speed <= 37.29 mph

for time > 1.00 secEnable range for the plausibility checkof Upstream NOx sensor (see Look-Up-Table #70)

≠0 0 to 1 factor

for time > 1.00 secfiltered modeled NOx-concentrationupstream of the SCR

>= 65.00 ppm

filtered modeled NOx-concentrationupstream of the SCR

<= 600.00 ppm

for time > 0.50 secDiagnostic has not completed this drivingcycle

= FALSE -


-


-


ECM Section of 269



EWMA fast initialization mode:filter coefficient for fast initialization = 0.32 factornumber of low upstream NOx monitormeasurements for current driving cycleof fast initialization mode

>= 1.00 counts

number of low upstream NOx monitormeasurements for fast initializationmode

>= 2.00 counts

EWMA Rapid Response mode:EWMA filtered delta low upstream NOxmonitor

> 0.21 factor

(a) - (b) < 0.00 factor(a) measured value of low upstreamNOx monitor


-

(b) threshold of low upstream NOxmonitor


-


= 0.38 factor

number of low upstream NOx monitormeasurements for current driving cycleof Rapid Response mode

>= 1.00

Total number of low upstream NOxmonitor measurements for RapidResponse mode

>= 6.00 counts

EWMA stabilized mode:filter coefficient for stabilized mode = 0.22 factornumber of low upstream NOx monitormeasurements for stabilized mode

= 1 counts

NOx Sensor OffsetLearning at Min Limit -Bank 1 Sensor 1

P11D3 Detects NOx offset value minof the upstream NoX Sensor

average NOx offset value < -90.00 ppm ( B

NOx sensor signal averaged over time = 1.00 sec battery voltage >= 11.00 V

andbattery voltage <= 655.34 Vand


DFCO events;monitor runs

at 0.02 swhen enableconditions are

met


ECM Section of 269



Oxidation Catalyst upstreamtemperature

>= 99.96 °C

andOxidation Catalyst upstreamtemperature

<= 599.96 °C

andEngine running = TRUE -

for time > 20.00 secandUpstream NOx sensor dewpointachieved (please see the definition)

= TRUE -

)for time > 160 sec

following conditions for time: = 1.00 secEGR valve position >= 0.00 %EGR valve position <= 100.00 %NOx sensor measured lambda > 0.00 -

for time >= 0.50 secDFCO (Decel Fuel Cut-Off) active = TRUE -NOx sensor 1 ready status (seeparameter definition)

= TRUE -

Valid NOx signal from CAN is received(no NOx sensor communicationfailures)

= TRUE -

Engine Running (see parameterdefinition)

= TRUE -

for time > 20.00 secengine speed >= 1000.00 rpmengine speed <= 3500.00 rpmintegrated air mass flow (see Look-Up-Table #30)

> 100 to 500 g

NOx Sensor OffsetLearning at Max Limit -Bank 1 Sensor 1

P11D4 Detects NOx Offset value max.of the upstream NoX Sensor

average NOx offset value > 50.00 ppm ( B

NOx sensor signal averaged over time = 1.00 sec battery voltage >= 11.00 V

andbattery voltage <= 655.34 Vand


DFCO events;monitor runs

at 0.02 swhen enableconditions are

met


ECM Section of 269



Oxidation Catalyst upstreamtemperature

>= 99.96 °C


<= 599.96 °C



= TRUE -

)for time > 160 sec

following conditions for time: = 1.00 secEGR valve position >= 0.00 %EGR valve position <= 100.00 %NOx sensor measured lambda > 0.00 -

for time >= 0.50 secDFCO (Decel Fuel Cut-Off) active = TRUE -NOx sensor 1 ready status (seeparameter definition)

= TRUE -

Valid NOx signal from CAN is received(no NOx sensor communicationfailures)

= TRUE -


= TRUE -

for time > 20.00 secengine speed >= 1000.00 rpmengine speed <= 3500.00 rpmintegrated air mass flow (see Look-Up-Table #30)

> 100 to 500 g

NOx SensorPerformance -Sensing ElementStatus Signal Bank 1Sensor 2

P11D7 During the NOx sensor self-diagnostic test, the number ofaborted self-diagnostics ismonitor. If the self-diagnosticis aborted, by NOx sensorindication, a calibrated numberof times the fault is set

status NOx-self-diagnosis = 2(NOx selfdiagnosisaborted)

- General Conditions required beforeShutdown:

B

for number of counts >= 1.00 counts minimum engine run time >= 10.00 sec

fault exists 3times per

driving-cycle;monitor run at

0.1 s rateduring ECM

afterrun


ECM Section of 269



NOx sensor signal is valid (e.g. NoCAN error of NOx CAN messages)

= TRUE -

measured downstream NOx < 200.00 ppmtemperature upstream of the SCRcatalyst

>= 49.96 °C

temperature upstream of the SCRcatalyst

<= 499.96 °C

DPF regeneration active = FALSE -engine speed >= 0.00 rpmengine speed <= 1000.00 rpmbattery voltage >= 11.00 Vbattery voltage <= 655.34 VNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

NOx sensor heater status = TRUE -means

NOx sensor has sent via CAN thatheater temperature setpoint hasbeen reached (i.e. dewpointachieved and no heater faults)

= TRUE -

Afterrun Conditions:NO Pending or Confirmed DTCs: = see sheet inhibit

tables-

ECM operating in Afterrun (please seethe definition)

= TRUE -

vehicle speed = 0measured downstream NOx <= 200.00 ppmDPF regeneration active = FALSE -engine speed >= 0.00 rpmengine speed <= 1000.00 rpmNOx sensor signal is valid (e.g. NoCAN error of NOx CAN messages)

= TRUE -

maximum duration in afterrun <= 150 secnumber of self-diagnostic attempts >= 4.00 countsstatus sensor reaction in afterrun

(sensor is reheated as necessary priorto start of afterrun test execution)

< 50.00 sec

means


ECM Section of 269




= TRUE -

NOx Sensor CurrentPerformance Bank1Sensor 1

P11DB Detects a failure of thefeedback performance ofupstream NoX sensor

Ratio of valid to invalid upstream NOxsensor status time count

> 0.50 ratio Sufficient number of valid and invalidNOx status time (sum of valid and invalidNOx status for diagnostic determination)

>= 20.00 sec B

engine cranking = TRUE -engine speed (see Look-Up-Table #81) > 850 to 1100 rpm

A delay time required for the NOx sensorto give valid response )

> 20.00 sec

Upstream NoX sensor detects a lean A/Fmixture

= TRUE -

Valid NOx signal from CAN is received(no NOx sensor communication failures)

= TRUE -

following conditions for time: > 300.00 secbattery voltage >= 11.00 Vbattery voltage <= 655.34 VSCR upstream temperature >= 99.96 °CSCR upstream temperature <= 599.96 °CLambda signal is in steady statecondition (see Look-Up-Table #28)

<= 0 to 0.5 -

for timeDuration time for lambda steady statecondition )

>= 5.00 sec


-

NOx Sensor CurrentPerformance Bank1Sensor 2

P11DC Detects a failure of thefeedback performance ofdownstream NoX sensor

Ratio of valid to invalid downstream NOxsensor status time count

> 0.50 ratio Sufficient number of valid and invaliddownstreamNOx sensor status time (sumof valid and invalid NOx status fordiagnostic determination)

>= 20.00 sec B

engine cranking = TRUE -engine speed (see Look-Up-Table #81) > 850 to 1100 rpm




met





ECM Section of 269



A delay time required for the NOx sensorto give valid response )

> 20.00 sec

Downstream NoX sensor detects a leanA/F mixture

= TRUE -


= TRUE -

following conditions for time: > 300.00 secbattery voltage >= 11.00 Vbattery voltage <= 655.34 VSCR upstream temperature >= 99.96 °CSCR upstream temperature <= 599.96 °CDownstream Lambda signal is in steadystate condition (see Look-Up-Table#27)

<= 0 to 0.5 -

for timeDuration time for lambda steady statecondition )

>= 5.00 sec


-

Intake Air Flow ValveControl CircuitShorted

P122C Electronic out-put drivercircuitry determines circuitintegrity on the intake air flowvalve.



fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -


tables-

met



rate wheneverenable

conditions aremet


ECM Section of 269



Diesel Intake Air FlowPosition SensorExceeded LearningLimit

P122D Detects adaptation values ofthrottle valve that are notplausible. Compares thedifference between themaximum and minimumadaption values to a threshold.

throttle valve control deviation adaptationcalculated out of difference betweendesired and actual value

< -10.00 % throttle valve controller bypass is active = FALSE - B

or andthrottle valve control deviation adaptationcalculated out of difference betweendesired and actual value

> 10.00 % throttle valve is driven to a mechanicalstop

= FALSE -

andengine Coolant Temperature < 199.96 °Candoffset learning for the throttle valve wassuccessful in the previous driving cycle

= TRUE -

andengine post drive/ afterun = TRUE -andbasic enable conditions met = see sheet enable

tables-


tables-

Detects offset value which arenot plausible at the open andclosed throttle position

Path 1: (

learned throttle valve offset position atopen or closed position

< -20.00 % engine coolant temperature >= -30.04 °C

or andlearned throttle valve offset position atopen or closed position

> 20.00 % engine coolant temperature <= 127.96 °C

or )Path 2: anddifference between the maximum andminimum positions learned at closedposition

> 30.00 % (



drivingcyclewith 0.005 s

rate wheneverenable

conditions aremet



drivingcyclewith 0.005 s

rate wheneverenable

conditions aremet


ECM Section of 269



or battery voltage >= 11.00 VPath 3:difference between the maximum andminimum positions learned at openposition

> 30.00 % and

battery voltage <= 655.34 V)andThrottle Valve is not frozen

consisting of:(temperature downstream charge aircooler

>= 6.06 °C

orEngine coolant temperature >= 6.06 °C

fortime > 10.00 sec

)andengine speed = 0 rpmandengine post drive/ afterun = TRUE -andNO Pending or Confirmed DTCs: see sheet inhibit

tables-

andbasic enable conditions met see sheet enable

tables-

Intake Air Flow ValveControl Circuit 2 LowVoltage

P122E Diagnoses the Throttle Valvehigh side driver circuit forcircuit faults.




fortime > 3.00 sec


fortime > 3.00 sec



rate wheneverenable

conditions aremet


ECM Section of 269




tables-


= ACTIVE -


tables-

Intake Air Flow ValveControl Circuit 2 HighVoltage

P122F Diagnoses the Throttle Valvehigh side driver circuit forcircuit faults.




fortime > 3.00 sec


fortime > 3.00 sec


tables-


= ACTIVE -


tables-



rate wheneverenable

conditions aremet


ECM Section of 269



Injector 1 ControlCircuit Shorted

P1248 Diagnoses the Injector Cylinder#1 high side driver circuit forcircuit faults.




= TRUE - A


P1249 Diagnoses the Injector Cylinder#4 high side driver circuit forcircuit faults.




= TRUE - A


P124A Diagnoses the Injector Cylinder#2 high side driver circuit forcircuit faults.




= TRUE - A



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269




P124B Diagnoses the Injector Cylinder#3 high side driver circuit forcircuit faults.




= TRUE - A

Fuel PressureRegulator 2 HighControl Circuit LowVoltage

P125A Diagnoses the Fuel RailPressure Regulator #2 highside driver circuit for circuitfaults.




fortime > 3.00 sec


tables-


tables-



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Fuel PressureRegulator 2 HighControl Circuit HighVoltage

P125B Diagnoses the Fuel RailPressure Regulator #2 highside driver circuit for circuitfaults.



- ( B

engine speed = 0 rpmorengine post drive/ afterun = TRUE -)and -NO Pending or Confirmed DTCs: = see sheet inhibit

tables-

fortime > 6.00 sec


tables-

Fuel Rail PressurePerformance

P128E Actual rail pressure iscompared to fixed absolutevalue to detect low or high railpressure conditions.

rail pressure (see Look-Up-Table #62) < 0 to 15000 kPa ( A

state machine rail pressure controltransitioning pressure control valve mode

= TRUE -

orstate machine rail pressure controltransitioning to coupled pressure controlmode (rail pressure is controlled bymetering unit and pressure control valve)

= TRUE -

orstate machine rail pressure control equaltransitioning to metering unit pressurecontrol mode

= TRUE -


tables-

and


smonitor runswith 0.1s rate

wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269




-

rail pressure (see Look-Up-Table #67) < 0 to 15000 kPa (state machine rail pressure control equalto pressure control valve

= TRUE -


= TRUE -


tables-


tables

rail pressure (see Look-Up-Table #65) < 0 to 15000 kPa state machine rail pressure control equalto metering unit control mode

= TRUE -


tables-


tables-

rail pressure > 175000.00 kPa (state machine rail pressure controltransitioning pressure control valve mode

= TRUE -

or


s. monitorruns with 0.02

s rate


ECM Section of 269



state machine rail pressure controltransitioning to coupled pressure controlmode (rail pressure is controlled bymetering unit and pressure control valve)

= TRUE -


= TRUE -


tables-


tables-

rail pressure > 175000.00 kPa (state machine rail pressure control equalto pressure control valve

= TRUE -


= TRUE -


tables-


tables-

rail pressure > 175000.00 kPa state machine rail pressure control equalto metering unit control mode

= TRUE -


tables-

and

wheneverenable

conditions aremet


ECM Section of 269




-

Intake ManifoldRunner ActuatorFeedback SignalCircuit Low

P12B0 Variable Swirl Valve positionfeedback signal (PWM) lowindicating and out of range lowfailure

variable swirl valve position sensor dutycycle

<= 5.00 % basic enable conditions met: = see sheet enabletables

- B

Intake ManifoldRunner ActuatorFeedback SignalCircuit High

P12B1 Variable Swirl Valve positionfeedback signal (PWM) lowindicating and out of range lowfailure

variable swirl valve position sensor dutycycle

>= 95.00 %

P1400 Path 1: BPilot Injection 1 is prohibited due toexceeding the allowed number ofinjections (see general description fordetails)

= TRUE - engine operating mode = exhaust / SCRheat-up

state bitmask

which means: or Cold Start Injection Monitoring = ENABLED -

andengine operating mode state transition = FALSE -

Path 2: and= TRUE - engine coolant temperature > -10.00 °C

andengine coolant temperature < 96.00 °C

or

Path 3:= TRUE -


more than 3 smonitor runs

0.1 s ratewhenever


met

Cold Start EmissionReduction ControlSystem

Detects problems resulting inimproper delivery of fuel forcatalyst light off andaftertreatment systempreparation


revstest

performedcontinuously0.01 s rate

Pilot Injection 1 is prohibited due tocollision (overlap) with Main Injection andPilot Injection 2 (see general description

Injector circuit or activation errors(setpoint deviation) occurred when theinjector was being energized for Pilot


ECM Section of 269



or

Path 4:Pilot Injection 2 is prohibited due toexceeding the allowed number ofinjections (see general description fordetails)

= TRUE -

or

Path 5:= TRUE -

or

Path 6:= TRUE -

or

Path 7:= TRUE -

or

Path 8:Post Injection 2 is prohibited due toexceeding the allowed number ofinjections (see general description fordetails)

= TRUE -

Pilot Injection 2 is prohibited due tocollision (overlap) with Pilot Injection 1(see general description for details)

Injector circuit or activation errors(setpoint deviation) occurred when theinjector was being energized for Pilot

Injector circuit or activation errors(setpoint deviation) occurred when theinjector was being energized for Main


ECM Section of 269



or

Path 9:= TRUE -

or

Path 10:= TRUE -

or

Path 11:Post Injection 1 is prohibited due toexceeding the allowed number ofinjections (see general description fordetails)

= TRUE -

or

Path 12:= TRUE -

or

Path 13:= TRUE -Injector circuit or activation errors

(setpoint deviation) occurred when theinjector was being energized for Post

Post Injection 2 is prohibited due tocollision (overlap) with Main Injection andPost Injection 1 (see general description

Injector circuit or activation errors(setpoint deviation) occurred when theinjector was being energized for Post

Post Injection 2 is prohibited due tocollision (overlap) with Post Injection 1(see general description for details)


ECM Section of 269



Exhaust GasRecirculation (EGR)Motor Control CircuitShorted

P1407 Electronic out-put drivercircuitry determines circuitintegrity on the EGR solenoid.


EGR Solenoid Control Circuit = ACTIVE - B


fortime > 3.00 sec


fortime > 3.00 sec


tables-


tables-

Exhaust GasRecirculation SlowResponse-IncreasingFlow

P140B Detects a negative slowresponse by comparingexpected system dynamicswith actual value

average negative gradient of the airmass - calculated by accumulatingcontrol deviation (deviation betweendesired and actual value) over asampling time and dividing result bysampling time

> 0.05 g/rev ( B

Engine speed >= 1400.00 rpmEngine speed <= 2700.00 rpmandinjection quantity >= 40.00 mm^3/r


evandambient pressure > 74.80 kPaandengine coolant temperature > 69.96 °CandEGR control is in closed loop = TRUE -



rate wheneverenable

conditions aremet

fail conditionsexists for 15 smonitor runswith 0.1s rate

wheneverenable

conditions aremet


ECM Section of 269



for time > 1.50 secandEGR control is active = TRUE -

for time > 0.00 secandexhaust gas system regeneration mode = FALSE -

for time > 5.00 secandEngine is running = TRUE -

for time > 0.00 secandActuator position EGR Valve > 1.00 %Actuator position EGR Valve < 51.00 %andEngine speed >= 1500.00 rpmEngine speed <= 2600.00 rpmandinjection quantity >= 52.00 mm^3/r


evanddesired delta air mass flow > -0.50 g/secdesired delta air mass flow < -0.03 g/secanddifference of the air mass < 0 g/revandNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

)for time > 0.10 secandbasic enable conditions met: = see sheet enable

tables-


ECM Section of 269



Exhaust GasRecirculation SlowResponse-DecreasingFlow

P140C Detects a positive slowresponse by comparingexpected system dynamicswith actual value

average positive gradient of the air mass -calculated by accumulating controldeviation (deviation between desired andactual value) over a sampling time anddividing result by sampling time

>= 0.04 g/rev ( B

Engine speed >= 1400.00 rpmEngine speed <= 2700.00 rpmandinjection quantity >= 40.00 mm^3/r


evandambient pressure > 74.80 kPaandengine coolant temperature > 69.96 °CandEGR control is in closed loop = TRUE -for time > 1.50 secandEGR control is active = TRUE -for time > 0.00 secandexhaust gas system regeneration mode = FALSE -

for time > 5.00 secandEngine is running = TRUE -for time > 0.00 secandActuator position EGR Valve > 0.00 %Actuator position EGR Valve < 40.00 %andEngine speed >= 1500.00 rpmEngine speed <= 2600.00 rpmandinjection quantity >= 60.00 mm^3/r


evanddesired delta air mass flow > 0.03 g/sec

fail conditionsexists for 15 smonitor runswith 0.1s rate

wheneverenable

conditions aremet


ECM Section of 269



desired delta air mass flow < 0.70 g/secanddifference of the air mass > 0 g/revandNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

)for time > 0.45 secandbasic enable conditions met: = see sheet enable

tables-

Exhaust GasRecirculation (EGR)Motor Control Circuit 2Low Voltage

P140D Diagnoses the EGR Valvehigh side driver circuit forcircuit faults.





fortime > 3.00 sec


fortime > 3.00 sec


tables-


tables-

Exhaust GasRecirculation (EGR)Motor Control Circuit 2High Voltage

P140E Diagnoses the EGR Valvehigh side driver circuit forcircuit faults.





rate wheneverenable

conditions aremet


rate wheneverenable


ECM Section of 269




fortime > 3.00 sec


fortime > 3.00 sec


tables-


tables-

Exhaust GasRecirculation (EGR)Motor CurrentPerformance

P140F Diagnoses the EGR Valve lowside driver circuit for circuitfaults.





fortime > 3.00 sec


fortime > 3.00 sec


tables-


tables-

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



Closed Loop DieselParticulate Filter(DPF) RegenerationControl At Limit -Stage 2 TemperatureToo Low

P144E Detects insufficient exhausttemperature or controldeviation during DPFregeneration. Temperaturereadings are compared todesired temperature values asan indication of an insufficientexhaust gas temperature.

commanded control value of the outercontrol loop of the temperature controller

>= 0.57 - controller deviation status is activedepending on engine operation point outof (see Look-Up-Table #24)

= 0 to 1 - A

and fordeviation from the temperature setpointfor outer control loop

> maximum of (a)or (b+(c-d))

°C time >= 12.50 sec

( andwith active operation mode of the outer

control loop= TRUE -

(a) limitation of the temperaturethreshold

= 70.00 °C means

and with ((b) temperature threshold value formaximum deviation

= 70 °C temperature upstream of the oxidationcatalyst

> 229.96 °C

and with and(c) desired temperature value of outercontrol loop of the exhaust gastemperature control


- (

and with temperature downstream of theoxidation catalyst

> 219.96 °C

(d) temperature setpoint value ofouter control loop of the exhaust gastemperature control


- and

) (temperature downstream of theoxidation catalyst

< 679.96 °C

andparticulate filter temperature foractivated post injection

< 679.96 °C

)andenvironmental pressure >= 74.80 kPaenvironmental temperature >= -20.04 °Cengine coolant temperature >= 49.96 °Cengine coolant temperature <= 125.96 °C




met


ECM Section of 269



service DPF regeneration commanded(idle regen only commanded through GMtool)

= FALSE -

vehicle speed >= 9.37 mphvehicle speed <= 124.30 mphaccelerator pedal position > 3.00 %

for time > 3.00 secexhaust gas mass flow < 910.27 g/sec

for time >= 21474836.47 secandstable temperature conditions = TRUE -

means(temperature upstream of particulatefilter

> 500.00 °C



tables-


tables-

Closed Loop DieselParticulate Filter(DPF) RegenerationControl At Limit -Stage 2 TemperatureToo High

P144F Detects insufficient exhausttemperature or controldeviation during DPFregeneration. Temperaturereadings are compared todesired temperature values asan indication of an excessiveexhaust gas temperature.

commanded control value of the outercontrol loop of the temperature controller

<= 0.10 - controller deviation status is activedepending on engine operation point outof (see Look-Up-Table #25)

= 0 to 1 - A

and fordeviation from the temperature setpointfor outer control loop

< minimum of (a)and (b-(c-d))

°C time >= 12.50 sec

( andwith active operation mode of the outer

control loop= TRUE -




met


ECM Section of 269



(a) limitation of the temperaturethreshold

= -70.00 K means

and with ((b) temperature threshold value forminimum deviation

= -70 K temperature upstream of the oxidationcatalyst

> 229.96 °C

and with and(c) desired temperature value of outercontrol loop of the exhaust gastemperature control


- (

and with temperature downstream of theoxidation catalyst

> 219.96 °C

(d) temperature setpoint value ofouter control loop of the exhaust gastemperature control


- and

) (temperature downstream of theoxidation catalyst

< 679.96 °C

andparticulate filter temperature foractivated post injection

< 679.96 °C

)andenvironmental pressure >= 74.80 kPaenvironmental temperature >= -20.04 °Cengine coolant temperature >= 49.96 °Cengine coolant temperature <= 125.96 °Cservice DPF regeneration commanded(idle regen only commanded through GMtool)

= FALSE -

vehicle speed >= 9.37 mphvehicle speed <= 124.30 mphaccelerator pedal position > 3.00 %

for time > 3.00 secexhaust gas mass flow < 910.27 g/sec

for time >= 21474836.47 secandstable temperature conditions = TRUE -

means(temperature upstream of particulatefilter

> 500.00 °C



ECM Section of 269




tables-


tables-

Particulate MatterSensor SignalMessage CounterIncorrect

P1472 PM Sensor Control Unit(SCU) CAN communication:SCU signal data length isincorrect

SCU diagnostic signal data length isincorrect

= TRUE - Battery voltage (ECM) >= 11.00 V B

Ignition on = TRUE -for time > 1.20 sec

Particulate MatterSensor CompensationValue Missing/NotReceived

P147F Range check of sensorsensitivity calibration factor(detected failures: calibrationfactor manipulated, wrong ornot transmitted)

Path 1: Ignition on = TRUE - B

Sensitivity Factor adjustment value sentfrom the sensor control unit (SCU) in theengine ECM has been transmitted

= TRUE - SCU is in the state "ready" = TRUE -

Sensor sensitivity calibration factor < 0.75 factor meansOR Battery voltage (ECM) >= 11.00 VSensor sensitivity calibration factor > 1.25 factor

OR

Path 2:


conditions aremet

fault exists formore than 0.1sec; monitorruns at 0.1 sonce per trip


ECM Section of 269



Sensitivity Factor adjustment value sentfrom the sensor control unit (SCU) in theengine ECM has been transmitted

= FALSE -

Time after SCU "ready" until sensorsensitivity calibration factor transmitted

>= 2.00 sec

TCM Engine SpeedRequest SignalMessage CounterIncorrect

P150C Detects implausible enginespeed request informationreceived from the TCM

Path 1: ignition on = TRUE - A

( andnumber of messages with rolling count /protection value errors detected

>= 7.00 counts basic enable conditions met: = see sheet enabletables

-

with andnumber of consecutive frames = 10.00 counts NO Pending or Confirmed DTCs: = see sheet inhibit

tables-

)or

Path 2:(internal calculated checksum value fortransmission is not equal the receivedvalue

= TRUE -

andnumber of fault results > 5.00 counts)or

Path 3:time since last frame with valid protectionvalue was received from transmission

> 0.08 sec

Cruise Control SwitchData Integrity

P155A Set invalid data indicatedproblem on status of the cruiseswitch information

Switch state provided by Cruise Controlframe

= DATA INVALID - ignition on = TRUE - Special C


stest


0.01 s



ECM Section of 269



andinput circuit active = TRUE -

means:(Bus off or error passive on CAN = FALSE -andThe rolling counter and protectionvalue validation is enabled for thisCAN frame

= TRUE -

andFrame enabled. The EMC isauthorized to read the frame

= TRUE -

andProtection value error = FALSE -)


tables-


tables-

Particulate FilterEfficiency BelowThreshold Bank 1

P2002 Monitoring of particulate filterefficiency using particulatesensor (PM sensor)

Path1: Particulate sensor is in the"measurement" state when failure occurs

= TRUE - B

measured and filtered interdigitalelectrode(IDE) current

> 12.00 uA which means

measured and filtered interdigitalelectrode(IDE) current

< 41.00 uA Sensor regeneration complete = TRUE -

when < andintegrated reciprocal of the predictedtrigger time

= 1.00 - PM sensor dewpoint achieved (pleasesee the definition)

= TRUE -

DPF regeneration not active TRUE -or Calculated soot particles mass based on

sensor flow resistance>= 0.00 g

Calculated soot particles mass based onsensor flow resistance

<= 300.00 g

Path2: (measured interdigital electrode(IDE)current

>= 41.00 uA Exhaust gas velocity at particulatesensor position

>= 0.00 m/sec


rate wheneverenable

conditions aremet


event; monitorruns at 0.1 swhen enable

conditions aremet once per

trip


ECM Section of 269



Exhaust gas velocity at particulatesensor position

<= 50.00 m/sec

then forIntegrated reciprocal of the predictedtrigger time

<= 1.00 - time >= 5.00 sec

when )waiting time for particulate sensorregeneration has elapsed

= 60.00 sec (

Exhaust gas pressure >= 75.00 kPaExhaust gas pressure <= 135.00 kPa

Note: Two sensor regenerationperformed following Path 2 test toconfirm sensor not electrically shorted(see general description for flowchartprocess for Path 2)

for

time >= 10.00 sec)(Exhaust gas temperature >= 64.96 °CExhaust gas temperature <= 399.96 °C

fortime >= 5.00 sec

)(Engine running = TRUE -(NOx sensor downstream concentration < 200.00 ppmtemperature of particulate matter sensor < 249.96 °C

)andNOx sensor downstream concentration < 1500.00 ppm

Intake ManifoldRunner ControlCircuit/Open Bank 1

P2008 Variable Swirl Valve actuatoropen circuit



- basic enable conditions met: = see sheet enabletables

- Bfail conditionsexists for


0.1 s ratewhenever

enabledi i


ECM Section of 269



Intake ManifoldRunner Control CircuitLow Bank 1

P2009 Variable Swirl valve actuatorshort circuit to ground





- B

Intake ManifoldRunner Control CircuitHigh Bank 1

P2010 Variable Swirl valve actuatorshort circuit to battery




- B

conditions aremet



0.1 s ratewhenever


met



0.1 s ratewhenever


met


ECM Section of 269



Intake ManifoldRunner PerformanceBank 1

P200A Monitors the commandedvariable swirl valve positionversus actual measured PWMposition for a negativedeviation

difference of the commanded variableswirl valve position from the actualmeasured variable swirl valve position

< -10.00 % basic enable conditions met: = see sheet enabletables

- B


-

Monitors the commandedvariable swirl valve positionversus actual measured PWMposition for a positive deviation

difference of the commanded variableswirl valve position from the actualmeasured variable swirl valve position

> 10 % basic enable conditions met: = see sheet enabletables

-


-



0.1 s ratewhenever


met



0.1 s ratewhenever


met


ECM Section of 269



Monitors the commandedvariable swirl valve positionresponse time, in the afterrun,from an intrusivelycommanded closed to openposition

time required for variable swirl valve toreached open position

> 2.00 sec engine off time >= 5.00 sec

where battery voltage >= 11.00 Vvariable swirl valve open position < 33.20 % battery voltage <= 655.34 V


-


-

Monitors the commandedvariable swirl valve positionresponse time, in the afterrun,from an intrusivelycommanded open to closedposition

time required for variable swirl valve toreached closed position

> 2.00 sec engine off time >= 5.00 sec

where battery voltage >= 11.00 Vvariable swirl valve open position > 80.80 % battery voltage <= 655.34 V


-


-



0.1 s ratewhenever


met



0.1 s ratewhenever


met


ECM Section of 269



Monitors the commandedvariable swirl valve positionresponse time, in the afterrun,from an intrusivelycommanded value (11%)which checks the linkageintegrity of the variable swirlvalve

variable swirl valve position < 75.00 % engine off time >= 5.00 sec

or battery voltage >= 11.00 Vvariable swirl valve position > 88.00 % battery voltage <= 655.34 V


-


-

Exhaust GasTemperature (EGT)Sensor 2 Circuit LowVoltage

P2032 Detects low voltage readingson the EGT 2 circuit, indicatingan OOR low condition on theEGT 2 circuit

temperature sensor voltage downstreamof oxidation catalyst


same as andtemperature downstream of oxidationcatalyst

< - 50 °C basic enable conditions met: = see sheet enabletables

-



0.1 s ratewhenever


met



met


ECM Section of 269




P2033 Detects high voltage readingson the EGT 2 circuit, indicatingan OOR high condition on theEGT 2 circuit

temperature sensor voltage downstreamof oxidation catalyst


same as andtemperature downstream of oxidationcatalyst

> 1000 °C basic enable conditions met: = see sheet enabletables

-

Reductant LevelSensor

P203B Reductant level plausibilitycheck error from CAN

CAN message "Reductant LevelPlausibility Check Error" from reductanttank level evaluation module

= TRUE - ignition on = TRUE - B

which means and( basic enable conditions met: = see sheet enable

tables-

( measured tank level sensor 2 voltageafter 1.5 ms since a test impulse wasapplied )

= ( 0.0 to 1.7 ) V and


= ( 1.71 to 3.56 ) V NO Pending or Confirmed DTCs: = see sheet inhibittables

-

)or

(( measured tank level sensor 3 voltageafter 1.5 ms since a test impulse wasapplied )

= ( 0.0 to 1.7 ) V


= ( 1.71 to 3.56 ) V

)or

(



met


testperformed

continuously 1s rate

wheneverenable

conditions aremet


ECM Section of 269




= ( 0.0 to 1.7 ) V


= ( 1.71 to 3.56 ) V

)

Reductant LevelSensor 1 Circuit Low

P203C CAN message: Discrete levelsensor level 1 short to grounderror

Reductant Tank Level 1 Error Status = 1 - ignition on = TRUE - B

( tank level sensor 1 voltage directlymeasured after a test impulse wasapplied )

< ( 0.17 ) V battery voltage > 8 V


-

Reductant LevelSensor 1 Circuit High

P203D Path 1: A

CAN message: Discrete levelsensor 1 open load error

Reductant Tank Level 1 Error Status = 3 - ignition on = TRUE -


> ( 3.56 ) V battery voltage > 8 V


< ( 4.74 ) V basic enable conditions met: = see sheet enabletables

-


more than 3sec.


rate wheneverenable

conditions aremet


more than 3sec



met


ECM Section of 269



Path 2:CAN message: Discrete levelsensor 1 short to battery error





-

Reductant InjectorControl Circuit

P2047 Detects an open circuit or anovertemperature condition inthe Reductant Injector ControlCircuit

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match. Voltagelow during driver off state (indicates opencircuit)




fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-


more than 3sec



met


rate wheneverenable

conditions aremet


ECM Section of 269



Reductant InjectorControl Circuit LowVoltage

P2048 Detects a short circuit toground in the ReductantInjector Control Circuit

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match. Voltagelow during driver off state (indicates short-to-ground)





fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-

Reductant InjectorControl Circuit HighVoltage

P2049 Detects a short circuit tobattery in the ReductantInjector Control Circuit

The ECM detects that the commandedstate of the driver and the actual state ofthe control circuit do not match. Voltagehigh during driver on state (indicatesshort to power)




fortime > 0.10 sec


fortime > 3.00 sec


tables-

AND


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269




-

Reductant PressureSensor CircuitRange/Performance

P204B Unfiltered reductant pressureis compared to a thresholdwhile the SCR system is in NoPressure Control state

Pressure sensor signal change duringNo Pressure Control state

> 50.00 kPa Reductant filling state in the pressure line <= 0.00 % B

andstatus of SCR control state (please seethe definition)

= No PressureControl

-

andState of the defrosting check of pressureline (please see the definition)

= TRUE -

andambient pressure > 0.00 kPaandambient temperature > -6.64 °CandNO Pending or Confirmed DTCs: = see sheet inhibit

tables -


tables-

Reductant PressureSensor Circuit Low

P204C Measured reductant pumppressure sensor signal lowvoltage

Reductant pump pressure sensor signal < 0.41 V ignition on = TRUE - A

same as: NO Pending or Confirmed DTCs: = see sheetinhibit tables

-

reductant pump pressure < 0 kPa basic enable conditions met: = see sheet enabletables

-


more than 0.6sec


rate wheneverenable

conditions aremet

fail conditionsexists formore than0.050 s.


rate wheneverenable

conditions aremet


ECM Section of 269



Reductant PressureSensor Circuit High

P204D Measured reductant pumppressure sensor signal highvoltage

Reductant pump pressure sensor signal > 4.80 V ignition on = TRUE - B

same as: NO Pending or Confirmed DTCs: = see sheetinhibit tables

-

reductant pump pressure > 800.00 kPa basic enable conditions met: = see sheet enabletables

-

Reductant SystemPerformance Bank 1

P204F Unsuccessful reductantpressure build up

Reductant Pump Module Pressure <= 375.00 kPa status of SCR control sub state (pleasesee the definition)

= PRESSUREBUILDUP

- A

ANDstatus byte in substatePRESSUREBUILDUP

= RUNNING

ANDReductant Defrost check(please see the definition)

= 1.00 -

ANDambient pressure > 0.00 kPaANDambient temperature > -30.04 °CANDnumber of pressure build-up attempts inpressure buildup and ventilation states

>= 20 counts

ANDDwell time in Pressure Build up substate >= 15.00 sec

ANDDwell time in ventilation substate >= 0.30 secANDUrea heater release reason ≠ COMPONENT

PROTECTION-

AND


more than 5sec.


rate wheneverenable

conditions aremet


eventmonitor runs



met


ECM Section of 269




-

ANDbasic enable conditions met: = see sheet enable

tables-

Reductant TankTemperature SensorPerformance

P205B Path 1: B

The temperature differencebetween reductant tanktemperature and diesel fueltemperature are compared toan upper threshold aftersufficient engine-off duration

(a) - (b) > 35.06 °C ignition on = TRUE -

where status of SCR control state (please seethe definition)

= No Pressurecontrol

-

(a) Reductant tank temperature = measuredparameter

- Engine off Time > 28800.00 sec

(b) fuel temperature = measuredparameter

- time since start > 600.00 sec

Max [(a), (b), (c)] - Min [(a), (b), (c)] <= 14.96 °Cwhere(a) Oxidation Catalyst upstreamtemperature

= measuredparameter

-

(b) Oxidation Catalyst downstreamtemperature

= measuredparameter

-

(c ) Particulate filter downstreamtemperature

= measuredparameter

-


-


-

\Path 2:OR ignition on = TRUE -



more than 0.5sec


rate wheneverenable

conditions aremet


ECM Section of 269



The temperature differencebetween reductant tanktemperature and diesel fueltemperature are compared toa lower threshold aftersufficient engine-off duration

(a) - (b) < -35.04 °C status of SCR control state (please seethe definition)

= No Pressurecontrol

-

where Engine off Time > 28800.00 sec(a) Reductant tank temperature = measured

parameter- time since start > 600.00 sec

(b) fuel temperature = measuredparameter

- Max [(a), (b), (c)] - Min [(a), (b), (c)] <= 14.96 °C

where(a) Oxidation Catalyst upstreamtemperature

= measuredparameter

-

(b) Oxidation Catalyst downstreamtemperature

= measuredparameter

-

(c ) Particulate filter downstreamtemperature

= measuredparameter

-


-


-

Reductant TankTemperature SensorCircuit Low

P205C Detects an out of range lowreading of the Reductant TankTemperature Sensor via CANMessage

Raw value of the CAN message for theReductant Tank Temperature

< 1.00 hex basic enable conditions met: = see sheet enabletables

- A

Corresponds to a temperature of <= -55.0 °C andCorresponds to a resistance of >= 1200 kOhm No rolling count or protection value

errors. (sliding window errors) in the CANframe

= TRUE -

Corresponds to a voltage of >= 5.0 V

more than0.5 sec


rate wheneverenable

conditions aremet

fault exists formore than 6sec; monitorruns at 1 swhenever


met


ECM Section of 269



Reductant TankTemperature SensorCircuit High

P205D Detects an out of range highreading of the Reductant TankTemperature Sensor via CANMessage or an invalid(initialization) value of theReductant Tank TemperatureCAN message


> 1022.00 dec basic enable conditions met: = see sheet enabletables

- B

Corresponds to a temperature of >= 160.0 °C andCorresponds to a resistance of <= 0.153 kOhm No rolling count or protection value

errors. (sliding window errors) in the CANframe

= TRUE -

Corresponds to a voltage of <= 0.270 V


= 0x3FF1023

hexdec

Exhaust TemperatureSensor 1 Performance

P2080 Detects a fault in the exhausttemperature sensor 1performance by comparing theheat quantity on the sensorposition to a threshold.

integrated heat quantity of exhaust gastemperature sensor 1

< (a) / (b) * (c) / (d)* (e) * (f)

- exhaust gas system regeneration mode = FALSE B

or forintegrated heat quantity of exhaust gastemperature sensor 1

> (a) / (b) * (c) / (d)* (e) * (g)

- time > 120.00 sec

with and(a) exhaust gas mass flow = calculated


and with and(b) factor 3.60 g/sec (and with exhaust-gas temperature sensor 1 > -20.04 °C(c) heat capacity = 1200.00 J/Kg/°C andand with exhaust-gas temperature sensor 1 < 499.96 °C(d) factor = 1000 kW/°C )and with and(e) correction factor for heat flowquantity depending on exhaust gasmass flow for temperature sensor 1

= 1.00 factor change in exhaust-gas temperaturesensor 1

< 20.00 °C

for

fault exists formore than 6sec; monitorruns at 1 swhenever


met

fail conditionsexists for 3smonitor runs



met


ECM Section of 269



and with time = 10.00 sec(f) minimum permissible temperaturedeviation for exhaust gas temperaturesensor 1

= -120.00 °C and

and with engine operation point suitable fordiagnostic

=255 255 -

(g) maximum permissible temperaturedeviation for exhaust gas temperaturesensor 1

= 100.00 °C for

time >= 0.05 secandchange in modeled exhaust-gastemperature sensor 1

> 20.00 °C

and(heat quantity for exhaust gastemperature sensor 1

> 20.00 kJ

andheat quantity for exhaust gastemperature sensor 1

< 40.00 kJ

)andengine has been in normal mode for time >= 120.00 sec

orengine has been in exhaust warm-upmode for time

>= 120.00 sec


tables-


tables-


P2084 Detects a fault in the exhausttemperature sensor 2performance by comparing theheat quantity on the sensorposition to a threshold.


< (a) / (b) * (c) / (d)* (e) * (f)

exhaust gas system regeneration mode = FALSE B

or for





ECM Section of 269




> (a) / (b) * (c) / (d)* (e) * (g)

time > 240.00 sec



and with and(b) factor = 3.60 g/sec (and with exhaust-gas temperature sensor 2 > -20.04 °C(c) heat capacity = 1200.00 J/Kg/°C andand with exhaust-gas temperature sensor 2 < 499.96 °C(d) factor = 1000 kW/°C )and with and(e) correction factor for heat flowquantity depending on exhaust gasmass flow for temperature sensor 2


< 30.00 °C

forand with time = 10.00 sec(f) minimum permissible temperaturedeviation for exhaust gas temperaturesensor 2

= -140.00 K and


= 255 -


= 100.00 K for

time >= 0.05 secandchange in modeled exhaust-gastemperature sensor 2

> 20.00 °C


> 20.00 kJ


< 40.00 kJ



>= 120.00 sec

met


ECM Section of 269




tables-


tables-


P242B Detects a fault in the exhausttemperature sensor 3performance by comparing theheat quantity on the sensorposition to a threshold.


< (a) / (b) * (c) / (d)* (e) * (f)

exhaust gas system regeneration mode = FALSE B

or forintegrated heat quantity of exhaust gastemperature sensor 3

> (a) / (b) * (c) / (d)* (e) * (g)

time > 240.00 sec



and with and(b) factor = 3.60 g/sec (and with exhaust-gas temperature sensor 3 > -20.04 °C(c) heat capacity = 1200.00 J/Kg/°C andand with exhaust-gas temperature sensor 3 < 499.96 °C(d) factor = 1000 kW/°C )and with and(e) correction factor for heat flowquantity depending on exhaust gasmass flow for temperature sensor 3


< 30.00 °C

forand with time = 10.00 sec(f) minimum permissible temperaturedeviation for exhaust gas temperaturesensor 3

= -120.00 K and


= 255 -


= 100.00 K for

time >= 0.05 secand




met


ECM Section of 269



change in modeled exhaust-gastemperature sensor 3

> 15.00 °C


> 20.00 kJ


< 40.00 kJ



>= 120.00 sec


tables-


tables-

Reductant PumpControl Circuit

P208A Diagnoses the ReductantPump Motor low side drivercircuit for circuit faults.







fortime > 0.10 sec


fortime > 3.00 sec


tables-



rate wheneverenable

conditions aremet


ECM Section of 269




tables-

Reductant PumpPerformance

P208B The ECM detects that thecommanded state of theReductant Pump driver andthe actual state of the controlcircuit do not match.

timer for functional acknowledgement ofthe reductant pump motor

> 4 sec ( B

timer for functional acknowledgement ofthe reductant pump motor

<= 6 sec Reductant Pump Warm-up status = FALSE -

where the Warm-up state is defined as:

(No Pressure control state (please seethe definition)

= TRUE -

SCR Engine State (please see thedefinition)

= ON -

((Remaining defrosting time of thetank

> 0 sec

Remaining defrosting time of thetank

<= 120 sec

)ORReductant Defrost check (pleasesee the definition)

= TRUE -

)))(ambient temperature > -100.00 deg C)basic enable conditions met: = see sheet enable

tables-

fault exists formore than 0.3

s;monitor runs

at 0.1 swhenever


met


ECM Section of 269



Reductant PumpControl Circuit HighVoltage

P208D Diagnoses the ReductantPump Motor low side drivercircuit for circuit faults.





fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-

Reductant PurgeValve Control Circuit

P20A0 Diagnoses the ReductantPurge Valve low side drivercircuit for circuit faults.





fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



Reverting ValvePerformance

P20A1 This diagnostic checks thereverting valve performanceduring operation by detecting alack of reduction of thereductant pressure

Difference between reductant pumppressure at beginning and end ofpressure reduction phase

< 0.00 kPa ( A

Reductant Dosing System state pressurereduction

= TRUE -

Reductant Dosing System pump relativepressure to initiate test

>= 350.00 kPa

)AND((Time attempting to reduce dosingpressure

>= 20.00 sec

ANDReductant Dosing System pump relativepressure after attempting to reducepressure

> 100.00 kPa

)ORReductant Dosing System pumprelative pressure after attempting toreduce pressure

<= 100.00 kPa

)(ambient pressure > 0.00 kPaambient temperature > -40.04 °C)NO Pending or Confirmed DTCs = see sheet inhibit

tables-


-


event monitorruns with 0.1

s ratewhenever


met


ECM Section of 269



Reductant PurgeValve Control CircuitLow Voltage







fortime > 0.10 sec


fortime > 3.00 sec


tables-


tables-

Reductant PurgeValve Control CircuitHigh Voltage






fortime > 0.10 sec


fortime > 3.00 sec


tables-

AND

fail conditionsexists for 2 smonitor runswith 0.01 secrate whenever


met

fail conditionsexists for 3 smonitor runswith 0.01 secrate whenever


met


ECM Section of 269




-

Exhaust GasTemperature (EGT)Sensors 1-2 notplausible

P20E2 Detects biased exhausttemperature sensors bycomparing the upstream anddownstream oxidation catalysttemperature sensors after acalibrated engine off soak time



(a) captured oxidation catalystdownstream temperature at start

= measuredparameter

- and


= TRUE -

(b) captured oxidation catalystupstream temperature at start asreference temperature

= measuredparameter

- for

time > 0.10 secandengine post drive/ afterun = FALSE -anddiagnostic performed in current dc = FALSE -andbasic enable conditions met: = see sheet enable

tables-


tables-

Exhaust GasTemperature Sensor2/3 Correlation Bank 1

P20E4 Detects biased exhausttemperature sensors bycomparing the upstream anddownstream particulate filtertemperature sensors after acalibrated engine off soak time




rate wheneverenable

conditions aremet



rate wheneverenable


ECM Section of 269




(a) captured particle filter downstreamtemperature at start

= measuredparameter

- and


= TRUE -

(b) captured particle filter upstreamtemperature at start as referencetemperature

= measuredparameter

- for

time > 0.10 secandengine post drive/ afterun = FALSE -anddiagnostic performed in current dc = FALSE -andbasic enable conditions met: = see sheet enable

tables-


tables-

Reductant PressureToo Low

P20E8 Compare Reductant tankpressure with lower thresholdsunder metering control

Reductant Pump Module Pressure < 420.00 kPa B

status of SCR control sub state (pleasesee the definition)

= Metering control -

ANDstatus byte in substate METERINGCONTROL

= Running

ANDDwell time in Metering control substate > 2.00 secANDambient pressure > 0.00 kPaANDambient temperature > -30.04 °CANDNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

AND

conditions aremet


60.0 smonitor runs



met


ECM Section of 269




-

Reductant PressureToo High

P20E9 Path 1: B

Compare Reductant tankpressure with upper thresholdunder metering control

Reductant Pump Module Pressure > 650.00 kPa status of SCR control sub state (pleasesee the definition)


ANDstatus byte in substate METERINGCONTROL

= Running -

ANDDwell time in Metering control substate > 2.00 secANDambient pressure > 0.00 kPaANDambient temperature > -30.04 °CANDNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

ANDbasic enable conditions met: = see sheet enable

tables-

Path 2:OrReductant tank pressure high Unfiltered Reductant Pump Module

Pressure>= 795.00 kPa ambient pressure > 0.00 kPa

ANDambient temperature > -30.04 °CANDbasic enable conditions met: = see sheet enable

tables-


more than 10s


wheneverenable

conditions aremet





met


ECM Section of 269



SCR NOx CatalystEfficiency BelowThreshold Bank 1

P20EE Compare EWMA filtered NOxconversion efficiency of SCRcatalyst with a threshold value

EWMA filtered delta SCR catalystefficiency of (a) - (b)

< 0.00 factor NO Pending or Confirmed DTCs: = see sheetinhibit tables

- A

where for time > 10.00 sec(a) measured SCR catalyst efficiency = measured

parameterfactor and

(b) offset-corrected modeled SCRcatalyst efficiency (please see thegeneral description for details) (seeLook-Up-Table #68)

= -0.273 to -0.17 factor Status of NOx signal of upstream NOxsensor (please see the definition)

= Active -

for time > 120.00 secStatus of NOx signal of downstream NOxsensor (please see the definition)

= Active -

for time > 120.00 sec

(Release of dosing strategy (please seethe definition)

= TRUE -

for time >= (a) + (b) sec(a) Turn on delay time 1 of statusmetering strategy

= 180.00 sec

(b) Turn on delay time 2 of statusmetering strategy

= 20.00 sec

)and(Status for disabling SCR Efficiencymonitoring following an SCR Adaptationcompletion (please see the definition)

= FALSE -

for time > (a) + (b) sec(a) Debounce time after pre controlleddosing over

= 0.50 sec

(b) delay time the status of disablingSCR Efficiency monitoring

= 220.00 sec

orintegrated upstream NOx >= 1.50 g)

(


more than 1event


rate wheneverenable

conditions aremet


ECM Section of 269



Status of pre controlled dosing (pleasesee the definition)

= FALSE -

for time > (a) + (b)(a) Debounce time after pre controlleddosing off

= 0.50 sec

(b) Delay time after pre controlleddosing off

= 220.00 sec

orintegrated upstream NOx >= 1.50 g)and(Decrease of Reductant load level (pleasesee the definition)

= FALSE -

for time > 300.00 sec)and(Average slow filtered NOx mass flowupstream SCR

<= 0.09 g/sec

for time > 0.50 secMonitor disable time based on averageNOx mass flow and the time (see Look-Up-Table #79)

> 0 to 60 sec

)andfor time with > 12.00 sec

((SCR temperature gradient (see Look-Up-Table #77)

< 1.36 to 3.96 °C

SCR temperature gradient (see Look-Up-Table #78)

> -4.04 to -2.04 °C

filtered SCR catalyst temperature <= 350.06 °Cfiltered SCR catalyst temperature >= 215.06 °C)normalized HC load in SCR catalyst > 4.00 factorambient pressure >= 75.00 kPaambient temperature >= -11.04 °CDPF Regeneration in progress = FALSE -integrated upstream NOx during SCRadaptation plausibility check active

>= 2.00 g


ECM Section of 269



Status of the SCR adaptationplausibility check active (please see thedefinition)

= FALSE -


SCR NOx Catalyst Efficiency BelowThreshold Bank 1 was performed for thecurrent driving cycle

= FALSE -

(engine speed >= -16384.00 rpmengine speed <= 16383.50 rpm

for time > 0.00 sec)SCR estimated current Reductant load(see Look-Up-Table #72)

>= 0.196 to 1.394 g

SCR estimated current Reductant load(see Look-Up-Table #71)

<= 0.23 to 1.64 g

(Status of the SCR adaptation plausibilitycheck active (please see the definition)

= FALSE -

withfor time > 120.00 sec

)Integrated NOx mass upstream SCR(see Look-Up-Table #73)

> 0.65 to 5.5 g

for time > 0.00 sec

Average SCR Temperature <= 350.06 °CAverage SCR Temperature >= 220.06 °CFiltered and delayed upstream NOx rawemission

<= 800.00 ppm

Filtered and delayed upstream NOx rawemission

>= 40.00 ppm

Filtered and delayed NOx raw emissionmass flow upstream of SCR

<= 0.08 g/sec

Filtered and delayed NOx raw emissionmass flow upstream of SCR

>= 0.00 g/sec

Filtered exhaust gas mass flow <= 63.88 g/secFiltered exhaust gas mass flow >= 10.00 g/secMAP for valid engine operation points forSCR efficiency monitoring

= 1 factor

for time > 1.20 sec


ECM Section of 269



Inverse calculated accelerator pedalvalue

> 5.00 %

for time > 0.00 secbasic enable conditions met: = see sheet enable

tables-

EWMA fast initialization mode:filter coefficient for fast initialization = 0.40 factornumber of SCR NOx efficiencymeasurements for current driving cycleof code clear mode

>= 1.00 counts

Total number of SCR NOx efficiencymeasurements for Code clear mode

>= 2.00 counts

EWMA Rapid Response mode:EWMA filtered delta SCR catalystefficiency

> 0.20 factor

(a) - (b) < 0.00 factor(a) measured SCR catalyst efficiency = measured

parameter-

(b) offset-corrected modeled SCRcatalyst efficiency (please see thegeneral description for details)


-

offset-corrected modeled SCR catalystefficiency (please see the generaldescription for details)

> 0.00 factor


= 0.36 factor

number of SCR NOx efficiencymeasurements for current driving cycleof Rapid Response mode

>= 1.00 counts

Total number of SCR NOx efficiencymeasurements for Rapid Responsemode

>= 6.00 counts

EWMA filtered value too small in FastInit. And Rapid Response modes:

EWMA filtered delta SCR catalystefficiency of (a) - (b)

< 0.00 factor

(a) measured SCR catalyst efficiency = measuredparameter

-


ECM Section of 269



(b) offset-corrected modeled SCRcatalyst efficiency (please see thegeneral description for details)


-

EWMA stabilized mode:filter coefficient for stabilized mode = 0.16 factornumber of SCR efficiencymeasurements for stabilized mode

= 1 counts

Accelerator PedalPosition (APP) Sensor1 Circuit Low Voltage

P2122 Detects low voltage readingson the APP circuit, indicatingan OOR low condition on theAPP 1 circuit

voltage of acceleration pedal sensor 1 <= 0.74 V ignition on = TRUE - A

same as andacceleration pedal position <= -6.6 % basic enable conditions met: = see sheet enable

tables-


tables-

Accelerator PedalPosition (APP) Sensor1 Circuit High Voltage

P2123 Detects high voltage readingson the APP circuit, indicatingan OOR high condition on theAPP 1 circuit

voltage of acceleration pedal sensor 1 >= 4.78 V ignition on = TRUE - A

same as andacceleration pedal position >= 125.6 % basic enable conditions met: = see sheet enable

tables-


tables-



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


ECM Section of 269



Accelerator PedalPosition (APP) Sensor2 Circuit Low Voltage

P2127 Detects low voltage readingson the APP circuit, indicatingan OOR low condition on theAPP 2 circuit

voltage of acceleration pedal sensor 2 <= 0.28 V ignition on = TRUE - A

same as andacceleration pedal position <= -13.9 % basic enable conditions met: = see sheet enable

tables-


tables-

Accelerator PedalPosition (APP) Sensor2 Circuit High Voltage

P2128 Detects high voltage readingson the APP circuit, indicatingan OOR high condition on theAPP 2 circuit

voltage of acceleration pedal sensor 2 >= 2.39 V ignition on = TRUE - A

same as andacceleration pedal position >= 115.1 % basic enable conditions met: = see sheet enable

tables-


tables-

Accelerator PedalPosition (APP) Sensor1-2 Correlation

P2138 Detects in range pedalpositions errors by comparingvoltages on each sensor.

|maximum value ((a/b) or (c)) - maximumvalue ((c) or (d))|(see Look-Up-Table #12)

> 0.12 to 0.18 V ignition on = TRUE - A

with and(a) voltage of acceleration pedalposition sensor 1

= measuredparameter

V basic enable conditions met: = see sheet enabletables

-

and with and



rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet


smonitor runs

with 0.01 ratewhenever



ECM Section of 269



(b) factor between sensor raw values = 2.00 - NO Pending or Confirmed DTCs: = see sheet inhibittables

-

and with(c) minimum voltage = 0.45 Vand with(d) redundant voltage of accelerationpedal (from pedal position sensor 2)


-

Injector PositiveVoltage Control CircuitGroup 1

P2146 ECM Electronic out-put drivercircuitry determines if faults(open/short/no load) exist oninjector charging bank #1.

Voltage high during driver off state(indicates short to power, short toground, or open circuit)


Open Circuit: ≥200 K Ωimpedancebetween ECU pinand load signaland controllerground

Short to ground: ≤ 0.5 Ωimpedancebetween signaland controllerground


= TRUE - A

andfuel system status = no fuel cut off -

met



rate wheneverenable

conditions aremet


ECM Section of 269



Injector PositiveVoltage Control CircuitGroup 2

P2149 ECM Electronic out-put drivercircuitry determines if faults(open/short/no load) exist oninjector charging bank #2.

Voltage high during driver off state(indicates short to power, short toground, or open circuit)


Open Circuit: ≥200 K Ωimpedancebetween ECU pinand load signaland controllerground

Short to ground: ≤ 0.5 Ωimpedancebetween signaland controllerground


= TRUE - A

andfuel system status = no fuel cut off -

Reductant tank heatershort circuit

P214F a >= b = TRUE - ignition switch on = TRUE - B

with and(a) maximum conductance of the ureatank heater

= measuredparameter

1/Ohm urea tank heater powerstage on = TRUE -

and with and(b) maximum tolerance threshold of theconductance for the urea tank heater

= 0.62 1/Ohm battery voltage >= 11.00 V

andbattery voltage <= 655.34 V



rate wheneverenable

conditions aremet

Detects a tank heater shortcircuit by detecting highconductance in the heater


monitor runsonce per tripwith 0.001 s

rate wheneverenable

conditions aremet


ECM Section of 269



andengine off time >= 12.00 secandurea tank temperature <= 41.96 °Cand(

conductance of the urea tank heater issteady or falling

= TRUE -

fortime > 20.00 sec

orheater activation time >= 50.00 sec)


tables-


tables-

Intake Air TempSensor (IAT) 1 / 2Correlation

P2199 Detects biased HumidityTemperature Sensor or MAFIntake Air Temperature Sensorby comparing the measuredtemperatures at start.


andengine off time is valid = TRUE -

|(a) - (b)| (see Look-Up-Table #2) > 20 to 999 °C andwhere ambient air temperature > -60.04 °C(a) captured intake air temperature atstart

= measuredparameter

- and

and ignition on (see parameter definition) = TRUE -(b) captured humidity temperature atstart

= measuredparameter

- for

time > 0.01 secandengine post drive/ afterun = FALSE -anddiagnostic performed in current drivecycle

= FALSE -





met


ECM Section of 269




tables-


tables-


P21AA CAN message: Discrete levelsensor level 2 short to grounderror





-


P21AB Path 1: A







-

Path 2:


more than 3sec.


rate wheneverenable

conditions aremet


more than 3sec



met

fail conditions


ECM Section of 269



CAN message: Discrete levelsensor 2 short to battery error





-


P21AF CAN message: Discrete levelsensor level 3 short to grounderror





-


P21B0 Path 1: A







-

exists formore than 3

secmonitor runswith 1 s ratewhenever


met


more than 3sec.


rate wheneverenable

conditions aremet


more than 3sec



met


ECM Section of 269



Path 2:CAN message: Discrete levelsensor 3 short to battery error





-

Reductant tank heateropen circuit

P21DD a <= b = TRUE - ignition switch on = TRUE - B

with and(a) maximum conductance of the ureatank heater

= measuredparameter

1/Ohm urea tank heater powerstage on = TRUE -

and with and(b) minimum tolerance threshold of theconductance for the urea tank heater


andbattery voltage <= 655.34 Vandengine off time >= 300.00 secandurea tank temperature <= 41.96 °Cand(

conductance of the urea tank heater issteady or falling

= TRUE -

fortime > 400.00 sec

orheater activation time >= 50.00 sec


more than 3sec



met

Detects a tank heater opencircuit by detecting lowconductance in the heater



rate wheneverenable

conditions aremet


ECM Section of 269




tables-


tables-

NOx Sensor CircuitBank 1 Sensor 1

P2200 Detects a failure when opencircuit status message fromNOx sensor is receivedcontinuously for a time period

Open circuit NOx signal error = TRUE - following conditions for time > 10.00 sec A

battery voltage >= 11.00 Vbattery voltage <= 655.34 VSCR upstream temperature >= 99.96 °CSCR upstream temperature <= 599.96 °CEngine Running = TRUE -

for time >= 20.00 secCan Bus Initialized ( CAN Bus is Active)

= TRUE -

consisting of:ignition on = TRUE -

for time >= 3 secbattery voltage > 9.8 Vbattery voltage < 655.34 V

Upstream NOx sensor dewpointachieved (please see the definition)

= TRUE -


-


-

Detects a failure when shortcircuit status message fromNOx sensor is receivedcontinuously for a time period

Short Circuit NOx signal error = TRUE - following conditions for time > 10.00 sec

battery voltage >= 11.00 Vbattery voltage <= 655.34 V


more than 13sec.


rate wheneverenable

conditions aremet


more than 13sec.


rate whenever


ECM Section of 269



SCR upstream temperature >= 99.96 °CSCR upstream temperature <= 599.96 °CStatus of Start stop condition. ( QuickKey Cycle Delay ) ( 20 sec )

= TRUE -

Engine Running = TRUE -for time >= 20.00 sec

Can Bus Initialized ( CAN Bus is Active)

= TRUE -




= TRUE -


-


-

N0x Sensor CircuitHigh Bank 1 Sensor 1

P2203 Detects an out of range highfault of the upstream NoXSensor

NOx sensor signal (raw informationreceived via CAN from NOx sensor)

> 2400.00 ppm NOx sensor 1 ready status (seeparameter definition)

= TRUE - B


= TRUE -


= TRUE -

for time > 20.00 secN0x Sensor CircuitLow Bank 1 Sensor 1

P2202 Detects an out of range lowfault of the upstream NoXSensor

NOx sensor signal (raw informationreceived via CAN from NOx sensor)

< -90.00 ppm and

Injection Quantity > 4.00 mm^3/rev

orUpstream NOx sensor dewpointachieved (please see the definition)

= TRUE -



met


conditions aremet


ECM Section of 269



NOx Sensor HeaterControl Circuit Bank 1Sensor 1

P2205 Detects a failure when opencircuit status message fromNOx sensor heater is receivedcontinuously for a time period

Open Circuit NOx Heater signal error = TRUE - following conditions for time > 10.00 sec A

battery voltage >= 11.00 Vbattery voltage <= 655.34 VSCR upstream temperature >= 99.96 °CSCR upstream temperature <= 599.96 °CStatus of Start stop condition. ( QuickKey Cycle Delay ) ( 20 sec )

= TRUE -

Engine Running = TRUE -for time >= 20.00 sec

Can Bus Initialized ( CAN Bus is Active)

= TRUE -




= TRUE -


-


-

Detects a failure when shortcircuit status message fromNOx sensor heater is receivedcontinuously for a time period

Short Circuit NOx heater signal error = TRUE - following conditions for time > 10.00 sec

battery voltage >= 11.00 Vbattery voltage <= 655.34 VSCR upstream temperature >= 99.96 °CSCR upstream temperature <= 599.96 °CStatus of Start stop condition. ( QuickKey Cycle Delay ) ( 20 sec )

= TRUE -

Engine Running = TRUE -


more than 13sec.


rate wheneverenable

conditions aremet


more than 13sec.


rate wheneverenable

conditions aremet


ECM Section of 269




= TRUE -




= TRUE -


-


-

NOx HeaterPerformance Bank 1Sensor 1

P2209 Monitoring of the upstreamNOx sensor signal readiness

Upstream NOx sensor heatertemperature has reached setpoint

= FALSE - ( B

battery voltage >= 1.00 Vandbattery voltage <= 655.34 VandOxidation Catalyst upstreamtemperature

>= 99.96 °C


<= 599.96 °C



= TRUE -

)for time > 160 sec


tables-

No Pending or Confirmed DTC = see sheet inhibittables

-

fault exists formore than 1event when

dewpoint endis reached;

monitor runsat 0.02 s

when enableconditions are

met


ECM Section of 269



Reductant pressureline heater open circuit

P221C a <= b = TRUE - ignition switch on = TRUE - B

with and(a) conductance of the urea pressureline heater

= measuredparameter

1/Ohm urea pressure line heater powerstage on = TRUE -

and with and(b) minimum tolerance threshold of theconductance for the urea pressure lineheater


andbattery voltage <= 655.34 Vandengine off time >= 300.00 secandheater activation time >= 11.50 secandbasic enable conditions met: = see sheet enable

tables-


tables-

Reductant pressureline heater short circuit

P221D a >= b = TRUE - ignition switch on = TRUE - B

with and(a) conductance of the urea pressureline heater

= measuredparameter

1/Ohm urea pressure line heater powerstage on = TRUE -

and with and(b) maximum tolerance threshold of theconductance for the urea pressure lineheater


andbattery voltage <= 655.34 Vandengine off time >= 300.00 secandheater activation time >= 11.50 secand

Detects a pressure line heateropen circuit by detecting lowconductance in the heater




met

Detects a pressure line heatershort circuit by detecting highconductance in the heater




met


ECM Section of 269




-


tables-

Reductant supplymodule heater opencircuit

P221E a <= b = TRUE - ignition switch on = TRUE - B

with and(a) maximum conductance of thesupply module heater

= measuredparameter

1/Ohm supply module heater powerstage on = TRUE -

and with and(b) minimum tolerance threshold of theconductance for the supply moduleheater


andbattery voltage <= 655.34 Vandengine off time >= 300.00 secand(

conductance of the urea supply moduleheater is steady or falling

= TRUE -

fortime > 50.00 sec



tables-


tables-

Reductant supplymodule heater shortcircuit

P221F a >= b = TRUE - ignition switch on = TRUE - B

with and

Detects a supply moduleheater open circuit bydetecting low conductance inthe heater



rate wheneverenable

conditions aremet

Detects a supply moduleheater short circuit bydetecting high conductance inthe heater


monitor runs


ECM Section of 269



(a) maximum conductance of thesupply module heater

= measuredparameter

1/Ohm supply module heater powerstage on = TRUE -

and with and(b) maximum tolerance threshold of theconductance for the supply moduleheater


andbattery voltage <= 655.34 Vandengine off time >= 300.00 secand(

conductance of the urea supply moduleheater is steady or falling

= TRUE -

fortime > 50.00 sec



tables-


tables-

Barometric PressureSensor "A" Circuit Low

P2228 Detects low voltage readingson the ECM internal BAROcircuit, indicating an OOR lowcondition on the BARO circuit.

voltage of barometric pressure sensor <= 1.97 V ignition on = TRUE - B

same as andambient pressure <= 50.00 kPa NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


tables-

once per tripwith 0.001 s

rate wheneverenable

conditions aremet


smonitor runs

0.1 s ratewhenever


met


ECM Section of 269



Barometric PressureSensor "A" CircuitHigh

P2229 Detects high voltage readingson the ECM internal BAROcircuit, indicating an OOR highcondition on the BARO circuit.

voltage of barometric pressure sensor > 4.54 V ignition on = TRUE - B

same as andambient pressure >= 115.00 kPa NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


tables-

O2 Sensor PositiveCurrent ControlCircuit/Open Bank 1Sensor 1

P2237 Monitoring the A/F sensorpositive current control circuit(IP circuit) for open circuitfailures

Measured O2 concentration < 0.01 - Ignition on = TRUE - B

DPF regeneration active = FALSE -Decel Fuel Cut-Off (DFCO) active = FALSE -Calculated O2 concentration > 0.07 -No Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

O2 Sensor ReferenceVoltage Circuit/OpenBank 1 Sensor 1

P2243 Monitoring the A/F sensorreference voltage circuit (UNcircuit) for open circuit failures

A/F sensor resistance signal voltage > 3.00 V Ignition on = TRUE - B

and (A/F sensor raw voltage < -1.30 V duty cycle value during sensor heat-up >= 90.25 %or for time >= 19.50 secA/F sensor raw voltage > 3.22 V or


> 804.96 °C

and


smonitor runs

0.1 s ratewhenever


met


conditions aremet


conditions aremet


ECM Section of 269



Status bit for valid A/F sensor innerResistance (see parameter definitiontable)

= TRUE -

)Decel Fuel Cut-Off Active (DFCO) = FALSE -Battery voltage > 11.00 VA/F sensor error status bit (seeparameter definition table)

= FALSE -

No permanent heater control deviationerror present (P0053)

= TRUE

andStatus bit indicates if the ramp up for theA/F sensor heater is released [True =heater ramp up is released, False =heater ramp up is deactivated]

= TRUE

for time > 37.00 secorA/F sensor temperature > 805.96 °CA/F sensor temperature < 823.96 °CNo Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

O2 Sensor NegativeCurrent ControlCircuit/Open Bank 1Sensor 1

P2251 Monitoring the A/F sensornegative current control circuit(VM circuit) for open circuitfailures

A/F sensor resistance signal voltage > 3.00 V Ignition on = TRUE - B

and (A/F sensor raw voltage > -0.20 V duty cycle value during sensor heat-up >= 90.25 %or for time >= 19.50 secA/F sensor raw voltage < 0.20 V or


> 804.96 °C


= TRUE -

)Decel Fuel Cut-Off Active (DFCO) = FALSE -Battery voltage > 11.00 V


conditions aremet


ECM Section of 269




= FALSE -

No permanent heater control deviationerror present (P0053)

= TRUE

andStatus bit indicates if the ramp up for theA/F sensor heater is released [True =heater ramp up is released, False =heater ramp up is deactivated]

= TRUE

for time > 37.00 secorA/F sensor temperature > 805.96 °CA/F sensor temperature < 823.96 °CNo Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

Turbo Boost SystemPerformance

P2263 Detects if the Turbocharger isseverely over or underboosting based on controldeviation

Path 1: following conditions for time: > 0.50 sec A


> (g) * (h) - ( = FALSE -

with VNT turbo charger offset adaptationactive

= FALSE -

(g) the upper limit (see Look-Up-Table#60)

= 35.0 to 85.0 kPa and

(h) correction factor (see Look-Up-Table #85)

= 0.85 to 1.0 factor turbo charger (VNT) wiping is active = FALSE -


< 5.00 kPa


ev


testperformed



ECM Section of 269



injection Quantity <= 170.00 mm^3/rev

andengine Speed >= 2250.00 rpmengine Speed <= 4000.00 rpmandparticulate filter regeneration = FALSE -andNO Pending or Confirmed DTCs: see sheet inhibit

tables-


tables

Path 2: following conditions for time: > 0.50 seccontrol deviation of the boost pressurecalculated out of difference betweendesired and actual value

< (i) * (j) - (

with VNT turbo charger offset adaptationactive

= FALSE -

(i) the upper limit (see Look-Up-Table#59)

= -55.0 to -25.0 kPa and

(j) correction factor (see Look-Up-Table #84)

= 1.00 to 1.25 factor turbo charger (VNT) wiping is active = FALSE -


< 7.50 kPa



evandengine Speed >= 2250.00 rpmengine Speed <= 4000.00 rpmand

particulate filter regeneration = FALSE -


testperformed



ECM Section of 269




tables-


tables

Barometric Pressure(BARO) Sensor 2Circuit Performance

P227B Correlation at low engineoperating speeds of thebarometric pressure sensor 1and barometric pressuresensor 2 for sensorperformance failures

| BARO 2 pressure - BARO1 pressure | > 7.50 kPa engine speed < 1500 rpm B


tables-


tables-

Barometric Pressure(BARO) Sensor 2Circuit Low

P227C Monitoring the barometricpressure sensor 2 circuit forthe short circuit to groundindicating an OOR low

barometric pressure sensor 2 circuitvoltage

< 1.96 V Ignition on = TRUE - B

Note: BARO 2 signal usedfor Humidity Sensor signalcorrection

same as and

barometric pressure 2 < 50.00 kPa basic enable conditions met: = see sheet enabletables

-


rate wheneverenable

conditions aremet




met


ECM Section of 269



Barometric Pressure(BARO) Sensor 2Circuit High

P227D Monitoring the barometricpressure sensor 2 circuit forshort circuit to battery andopen circuit indicating an OORhigh

barometric pressure sensor 2 circuitvoltage

> 4.50 V Ignition on = TRUE -- B

Note: BARO 2 signal usedfor Humidity Sensor signalcorrection

same as and

barometric pressure 2 > 115.00 kPa basic enable conditions met: = see sheet enabletables

-

Fuel PressureRegulator 2 ControlCircuit






fortime > 3.00 sec


tables-


tables-




met



rate wheneverenable

conditions aremet


ECM Section of 269



Electronic power stage circuitrydetermines over temperature on the fuelpressure regulator 2 control circuit.

ignition on = TRUE -


fortime > 3.00 sec


tables-


tables-

Fuel PressureRegulator 2 ControlCircuit Low Voltage







fortime > 3.00 sec


tables-


tables-

Fuel PressureRegulator 2 ControlCircuit High Voltage







rate wheneverenable

conditions aremet



rate wheneverenable

conditions aremet



rate wheneverenable


ECM Section of 269




fortime > 3.00 sec


tables-


tables-

O2 Sensor Out ofRange DuringDeceleration Bank 1Sensor 1

P2297 A/Fsensor signal monitoring inDFCO, which monitors adeviation of the raw A/Fsensor signal and calculatedsensor signal.

difference between filtered calculatedA/F concentration and measured A/Fsensor concentration -> refer to Column2 in the table (see Look-Up-Table #50)


> 80 g B



< 2700 to 4500 rpm


> -1.0 to 16 mm^3/rev


< 0.4 to 44 mm^3/rev

Air mass per cylinder ->refer to theColumn 12in the table (see Look-Up-Table #46)

> 0.09 to 0.25 g/rev


< 0.25 to 0.45 g/rev


= TRUE -


=< 805.96 °C


>= 823.96 °C



rate wheneverenable

conditions aremet

conditions aremet


ECM Section of 269




< 0.02 -

for time >= 1.50 secFuel volume in fuel tank >= 0.00 lBattery voltage >= 11.00 VDecel Fuel Cut-Off (DFCO) = TRUE -NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

A/Fsensor signal monitoring inDFCO, which monitors adeviation of the raw A/Fsensor signal and calculatedsensor signal.

difference between measured A/F sensorconcentration and filtered calculated A/Fconcentration -> refer to Column 2 in thetable (see Look-Up-Table #51)


> 80 g



< 2700 to 4500 rpm


> -1.0 to 16 mm^3/rev


< 0.4 to 44 mm^3/rev

Air mass per cylinder ->refer to theColumn 12in the table (see Look-Up-Table #46)

> 0.09 to 0.25 g/rev


< 0.25 to 0.45 g/rev


= TRUE -


=< 805.96 °C


>= 823.96 °C



rate wheneverenable

conditions aremet


ECM Section of 269




< 0.02 -

for time >= 1.50 secFuel volume in fuel tank >= 0.00 lBattery voltage >= 11.00 VDecel Fuel Cut-Off (DFCO) = TRUE -NO Pending or Confirmed DTCs: = see sheet inhibit

tables-


-

NOx Sensor CircuitBank 1 Sensor 2

P229E Detects a failure when opencircuit status message fromdownstream NOx sensor isreceived continuously for atime period

Open circuit downstream NOx signalerror

= TRUE - following conditions for time > 10.00 sec A

battery voltage >= 11.00 Vbattery voltage <= 655.34 VSCR downstream temperature >= 99.96 °CSCR downstream temperature <= 599.96 °CEngine Running = TRUE -


= TRUE -



Downstream NOx sensor dewpointachieved (please see the definition)

= TRUE -

no pending or confirmed faults = see sheet inhibittables

-


-

Downstream NOx sensor shortcircuit error via the CANmessage

Short circuit NOx signal error ofdownstream NOx sensor via CANmessage

= TRUE - following conditions for time > 10.00 sec


more than 13s


wheneverenable

conditions aremet


more than 13


ECM Section of 269





= TRUE -




= TRUE -


-


-

NOx Sensor CircuitRange/PerformanceBank 1 Sensor 2

P229F Compares Delta NOxconcentration of downstreamNOx sensor with a threshold

Maximum deviation of downstream NOxconcentration from the state machine_5

< 3.00 ppm NO Pending or Confirmed DTCs: = See sheetinhibit table

- B

Status of NOx signal of upstream NOxsensor (please see the definition)

= TRUE -

for time > 0.00 secStatus of NOx signal of downstream NOxsensor (please see the definition)

= TRUE -

for time > 0.00 secexhaust gas mass flow >= 2.78 g/secengine speed > 200.00 rpm

for time > 10.00 secStatus of the SCR adaptation plausibilitycheck active (please see the definition)

= FALSE -

for time > 0.00 secSCR catalyst average temperature >= 180.06 °CSCR catalyst average temperature <= 285.06 °CSCR catalyst average temperature >= 380.06 °CSCR catalyst average temperature <= 700.06 °C

smonitor runs



met


more than 1event

monitor runswith 0.01s

rate wheneverenable

conditions aremet


ECM Section of 269



(State machine_0 : starting state andwaiting for low upstream NOx massflow / concentration

(Filtered upstream NOx mass flow < 0.03 g/secFiltered NOx concentration < 260.00 ppmExhaust mass flow message < 40.28 g/sec

for time < 2.00 sec)

State machine_1 : low upstream NOxmass flow /concentration reached

(Old State machine_0 : starting stateand waiting for low upstream NOx massflow / concentration

= TRUE -

for time >= 2.00 secFiltered upstream NOx mass flow < 0.03 g/secFiltered NOx concentration < 260.00 ppmExhaust mass flow message < 40.28 g/seccaptured minimum downstream NOxconcentration in State machine_1

= Measuredparameter

ppm

)State machine_2 : start Upstream NOxpeak

(Old State machine_1 : low upstreamNOx mass flow /concentration reached

= TRUE -

(Filtered upstream NOx mass flow > 0.03 g/secorFiltered NOx concentration > 260.00 ppmorExhaust mass flow message > 40.28 g/sec)

for time < 1.50 sec))

State machine_3 : Upstream NOx peakdetection


ECM Section of 269



(Old State machine_2 : start UpstreamNOx peak

= TRUE -

for time >= 1.50 secFiltered upstream NOx mass flow >= 0.04 g/secFiltered NOx concentration >= 360.00 ppmExhaust mass flow message >= 61.12 g/sec


State machine_4 : delay fordownstream NOx peak evaluation

(Old State machine_3 : Upstream NOxpeak detection

= TRUE -

for time >= 1.20 secAbsolute deviation of downstream NOxconcentration: | (a) - (b) |

= Measuredparameter

ppm

and with(a) Filtered downstream NOxconcentration

= Measuredparameter

ppm

(b) captured minimum downstreamNOx concentration in Statemachine_1

= Measuredparameter

ppm

for time > 50 sec)

State machine_5 : end of downstreamNOx peak and evaluation

(Old State machine_4 : delay fordownstream NOx peak evaluation

= TRUE -

for time >= 50 secMaximum deviation of downstreamNOx concentration among differentstates of state machine

= 3.00 ppm

Average upstream NOx mass flow instate machine_3 and _4

>= 0.04 g/sec

Average upstream NOx concentrationin state machine_3 and _4

>= 320.00 ppm


-

))


ECM Section of 269




-

NOx Sensor CircuitHigh Bank 1 Sensor 2

P22A1 Detects an out of range highfault of the downstream NoXSensor

Downstream NOx sensor signal (rawinformation received via CAN from NOxsensor)

> 2400.00 ppm Downstream NOx sensor ready status(see parameter definition)

= TRUE - B


= TRUE -

NOx Sensor CircuitLow Bank 1 Sensor 2

P22A0 Detects an out of range lowfault of the downstream NoXSensor

Downstream NOx sensor signal (rawinformation received via CAN from NOxsensor)

< -90.00 ppm Engine Running (see parameterdefinition)

= TRUE -

for time > 20.00 secandInjection Quantity > 4.00 mm^3/r

evorDownstream NOx sensor dewpointachieved (please see the definition)

= TRUE -


NOx Heater ControlCircuit Bank 1 Sensor2

P22A3 Downstream NOx sensorheater open circuit error viathe CAN message

Open circuit heater error of downstreamNOx sensor via CAN message

= TRUE - following conditions for time > 10.00 sec A



= TRUE -




conditions aremet


more than 13s


wheneverenable

conditions aremet


ECM Section of 269




= TRUE -


-


-

Downstream NOx sensorheater short circuit error viathe CAN message

Short circuit heater error of downstreamNOx sensor via CAN message

= TRUE - following conditions for time > 10.00 sec



= TRUE -




= TRUE -


-


-

NOx HeaterPerformance Bank 1Sensor 2

P22A7 Monitoring of the downstreamNoX sensor signal readiness

Downstream NOx sensor heatertemperature has reached setpoint

= FALSE - ( B

battery voltage >= 11.00 Vandbattery voltage <= 655.34 VandSCR downstream temperature >= 99.96 °Cand


more than 13s


wheneverenable

conditions aremet

fault exists formore than 1event when

dewpoint endis reached;

monitor runsat 0.02 s

when enableconditions are


ECM Section of 269



SCR downstream temperature <= 599.96 °CandEngine running = TRUE -

for time > 20.00 secandDownstream NOx Sensor dewpointachieved (please see the definition)

= TRUE -

)for time > 150 sec


tables-

No Pending or Confirmed DTCs = see sheet inhibittables

-

NOx SensorPerformance - SlowResponse High to LowBank 1 Sensor 1

P22FA Compare sensor responsetime with a threshold or ifsensor signal does not reach60% of initial vale within athreshold time

Upstream NOx response time between30% and 60% of the initial value

> 1.80 sec engine speed >= 1320.00 rpm B

or Combusted injection quantity >= 60.00 mm^3/rev

Upstream NOx concentration > 60% NOxconcentration of

initial value

- Combusted injection quantity <= (a) + 20 mm^3/rev

for time >= 4.00 sec (a) initial injection quantity for upstreamNOx sensor dynamic response

= measuredparameter

-

(b) upper injection quantity limit forupstream NOx sensor dynamicresponse

= 36.00 mm^3/rev

Combusted injection quantity >= (a) - 20 mm^3/rev

(a) initial injection quantity for upstreamNOx sensor dynamic response

= measuredparameter

-

(b) lower injection quantity limit forupstream NOx sensor dynamicresponse

= 36.00 mm^3/rev

for time > 1.20 secUpstream NOx concentration >= 80.00 ppm


events;monitor runs

at 0.02 swhen enable

conditions aremet

met


ECM Section of 269



Operating condition change from fuelingto DFCOCombusted injection quantity <= 0.00 mm^3/r

evfor time >= 1.60 sec


-

NOx SensorPerformance -Sensing ElementBank 1 Sensor 2

P22FE NOx sensor self-diagnosis,which occurs within the NOxsensor and reported to theECM , which runs in the ECMafterrun, and measures thesensor drift by comparing to areference point.

average stored NOx sensor self-diagnostic result

> 150.00 % General Conditions required beforeShutdown:

B

average stored NOx sensor self-diagnostic result

< 50.00 % minimum engine run time >= 10.00 sec

NOx sensor signal is valid (e.g. NoCAN error of NOx CAN messages)

= TRUE -

measured downstream NOx < 200.00 ppmtemperature upstream of the SCRcatalyst

>= 49.96 °C

temperature upstream of the SCRcatalyst

<= 499.96 °C

DPF regeneration active = FALSE -engine speed >= 0.00 rpmengine speed <= 1000.00 rpmbattery voltage >= 11.00 Vbattery voltage <= 655.34 VNO Pending or Confirmed DTCs: = see sheet inhibit

tables-

NOx sensor heater status = TRUE -means


= TRUE -

Afterrun Conditions:

fault exists 3times per

driving-cycle;monitor run at

0.1 s rateduring ECM

afterrun


ECM Section of 269




-

ECM operating in Afterrun (please seethe definition)

= TRUE -

vehicle speed = 0measured downstream NOx <= 200.00 ppmDPF regeneration active = FALSE -engine speed >= 0.00 rpmengine speed <= 1000.00 rpmNOx sensor signal is valid (e.g. NoCAN error of NOx CAN messages)

= TRUE -

maximum duration in afterrun <= 150 secnumber of self-diagnostic attempts >= 4.00 countsstatus sensor reaction in afterrun

(sensor is reheated as necessary priorto start of afterrun test execution)

< 50.00 sec

meansNOx sensor has sent via CAN thatheater temperature setpoint hasbeen reached (i.e. dewpointachieved and no heater faults)

= TRUE -

Exhaust GasTemperature Too HighBank 1

P2428 Detects excessive exhaust gastemperatures in order toprotect the diesel particulatefilter

One of the following five conditions: = TRUE - Basic enable conditions met: = see sheet enabletables

- A

with and(a) oxidation catalyst upstreamtemperature

> 799.96 °C NO Pending or Confirmed DTCs: = see sheet inhibittables

-

or(b) oxidation catalyst downstreamtemperature

> 899.96 °C

or(c) particulate filter downstreamtemperature

> 799.96 °C

or


testperformed



ECM Section of 269



(d) difference between oxidationcatalyst downstream temperature andthe oxidation catalyst upstreamtemperature

> 600.00 °C

or(e) difference between particulate filterdownstream temperature and oxidationcatalyst downstream temperature

> 400.00 °C

Exhaust GasTemperature (EGT)Sensor 3 SensorCircuit Low Voltage

P242C Detects low voltage readingson the EGT 3 circuit, indicatingan OOR low condition on theEGT 3

particulate filter downstream temperaturesensor voltage


same as andparticulate filter downstreamtemperature

< -50.04 °C basic enable conditions met: = see sheet enabletables

-


P242D Detects high voltage readingson the EGT 3 circuit, indicatingan OOR high condition on theEGT 3

particulate filter downstream temperaturesensor voltage


same as andparticulate filter downstreamtemperature

> 999.6 °C basic enable conditions met: = see sheet enabletables

-




met




met


ECM Section of 269



Diesel ParticulateFilter DifferentialPressure SensorPerformance

P2453 Checks for range faults of theDPF differential pressuresensor.

Absolute differential pressure of particlefilter

> 3.20 kPa Engine control unit in after-run state = TRUE - B


tables-

andbasic enable conditions met see sheet enable

tables-

Comparison of change inexhaust gas volume to theresulting change in themeasured differential pressuresensor reading

( Exhaust gas volume flow >= 40.00 m^3/h

Exhaust gas volume flow change > 100.00 m^3/h/sec and

and Exhaust gas volume flow <= 60.00 m^3/hPressure difference change (see Look-Up-Table #26)

< 0.5 to 1.5 kPa/sec and

) (Engine Speed >= 600.00 rpm)

fortime > 5.00 sec


tables-

basic enable conditions met = see sheet enabletables

-


0,2smonitor runswith 0.001 s

rate wheneverenable

conditions aremet

fail conditionsexists for 3smonitor runswith 0.001 s

rate wheneverenable

conditions aremet


ECM Section of 269



Diesel ParticulateFilter DifferentialPressure SensorCircuit Low Voltage

P2454 Detects low voltage readingson the DPF differentialpressure sensor circuit,indicating an OOR lowcondition on the circuit

voltage of differential pressure sensor < 0.35 V ignition on = TRUE - B

same as anddifferential pressure < -3.75 kPa basic enable conditions met: = see sheet enable

tables-


tables-

Diesel ParticulateFilter DifferentialPressure SensorCircuit High Voltage

P2455 Detects high voltage readingson the DPF differentialpressure sensor circuit,indicating an OOR highcondition on the circuit

voltage of differential pressure sensor > 4.50 V ignition on = TRUE - B

same as anddifferential pressure > 100.00 kPa basic enable conditions met: = see sheet enable

tables-


tables-

Exhaust GasRecirculation (EGR)Cooler Performance

P2457 Performs a check of the EGRcooler performance bymonitoring the EGR efficiencyand comparing it to a thresholdvalue

EGR cooler efficiency < 0.75 - following conditions for time >= 120.00 sec B

(engine speed >= 1000.00 rpmandengine speed <= 3000.00 rpm)and(


smonitor runs



met


stest



testperformed



ECM Section of 269



injection quantity >= 9.88 mm^3/rev

andinjection quantity <= 120.00 mm^3/r

ev)and(recirculated exhaust-gas mass flowdownstream of the EGR cooler

>= 6.94 g/sec

andrecirculated exhaust-gas mass flowdownstream of the EGR cooler

<= 27.78 g/sec

)andEGR controller is active = TRUE -and((a) - (b) >= 60.00 K

with(a) filtered temperature upstream ofEGR-coolerand with(b) engine temperature

)and((a) - (b) <= 3276.70 °C

with(a) filtered temperature upstream ofEGR-cooler

= measuredparameter

-

and with(b) engine temperature = measured

parameter-

)andengine coolant temperature >= 69.96 °Candengine coolant temperature <= 125.96 °Cand(actual valve position of exhaust-gasrecirculation

>= 5 %


ECM Section of 269



andactual valve position of exhaust-gasrecirculation

<= 100.00 %

)and(control value provided for EGR coolingbypass

>= -400.00 %

andcontrol value provided for EGR coolingbypass

<= 5.00 %

fortime > 10.00 sec

)andambient pressure >= 74.80 kPaand(ambient temperature >= -7.04 °Candambient temperature <= 3003.56 °C)andDPF regeneration not active = TRUE -anddiagnostic performed in current DriveCycle

= FALSE -


tables-


tables-

Diesel ParticulateFilter RegenerationFrequency

P2459 Detects a DPF that isregeneration too frequently bycomparing a threshold to asoot model.

soot mass in the particulate filter(measured used for determining DPFregeneration trigger)

> ((a) - (b)) + ((c) *(d))

g particulate filter regeneration - transitionfalse to true

= TRUE - B

with and


more than 1event

monitor runs


ECM Section of 269



(a) engine out soot mass flow in theexhaust-gas (function of vehicle speedonly)

= measuredparameter

- last particulate filter regenerationsuccessful

= TRUE -

and with or(b) soot mass at the end of previousDPF regeneration


- particulate filter regeneration must havebeen completed

= TRUE -

and with and(c) factor for calculation of a soot massvalue offset depending on thesimulated maximal base soot mass(see Look-Up-Table #61)

= 0 to 1040 g basic enable conditions met: = see sheet enabletables

-

and with and(d) factor for determination of correctionfactor for ash in the particulate filter

= 1 factor NO Pending or Confirmed DTCs: = see sheet inhibittables

-

EGR Cooler BypassControl Circuit/OpenBank 1

P245A Monitoring the EGR coolerbypass control circuit for opencircuit failures andovertemperature circuit failures





tables-


tables-

0.1 s ratewhenever


met


rate wheneverenable

conditions aremet


ECM Section of 269



EGR Cooler BypassControl Circuit LowBank 1

P245C Monitoring the EGR coolerbypass control circuit for circuitlow failures





tables-


tables-

EGR Cooler BypassControl Circuit HighBank 1

P245D Monitoring theEGR coolerbypass control circuit for circuithigh failures





tables-


tables-

Diesel ParticulateFilter - SootAccumulation

P2463 Detects high levels of soot inthe DPF as indicated by thesoot model

Soot mass in the particulate filter > 32.00 g ignition on = TRUE - A

and


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


testperformed


ECM Section of 269



basic enable conditions met:=

see sheet enabletables

-

andNO Pending or Confirmed DTCs:

=see sheet inhibit

tables-

Closed loopReductant InjectionControl at Limit-Flowtoo high

P249D Detects an out of range high ofthe long term Reductantquantity adaption factor

long term adaptation factor of Reductantquantity

> 1.45 factor long term adaption triggered = TRUE - B


-


-

Closed loopReductant InjectionControl at Limit-Flowtoo low

P249E Detects an out of range low ofthe long term Reductantquantity adaption factor

long term adaptation factor of Reductantquantity

< 0.55 factor long term adaption triggered = TRUE - B


-


-



s; monitorruns at 0.1 s

wheneverenable

conditions aremet


s;monitor runs

at 0.1 swhenever


met


ECM Section of 269



EGR Cooler BypassControl Stuck Bank 1

P24A5 Monitoring of the absolutechange in temperaturedownstream of the EGR coolerafter a change in bypass valveposition.

The first temperaturedifference is measured whenthe ECB valve is intrusivelycommanded closed for aperiod of time and the secondtemperature difference ismeasured when the ECB valveis commanded open for aperiod of time

Change in temperature downstream ofEGR cooler

< 2.20 °C absolute value of filtered engine torquegradient

< 3276.70 Nm/sec B

for time 0.20 secengine speed >= 575.00 rpmengine speed <= 1075.00 rpmEGR flow rate > 23.00 -

for time > 0.20 secvehicle speed < 1.86 mphDPF regeneration mode active = FALSE -engine coolant temperature >= 69.96 °Cengine coolant temperature <= 125.96 °Cfiltered signal of the exhaust gastemperature

> 149.96 °C

time between monitoring attempts > 60.00 secdiagnostic completed this dc = FALSE -basic enable conditions met: = see sheet enable

tables-

No Pending or Confirmed DTCs = see sheet inhibittables

-

Particulate MatterSensor CircuitRange/Performance

P24AF PM Sensor bypass currentrationality check

Measured particulate sensor InterdigitalElectrode (IDE) current after sensorregeneration

> 5.00 μA PM Sensor temperature > 200.00 °C B

andPM Sensor temperature < 425.00 °CParticulate sensor regeneration iscompleted

= TRUE -


more than 0.1sec


rate wheneverenable

conditions aremet


conditions aremet


ECM Section of 269



Battery voltage (ECM) >= 11.00 VIDE supply voltage >= 41.55 VandIDE supply voltage <= 49,72 VIgnition on = TRUE -

for time > 3.00 sec

Particulate MatterSensor Heater ControlCircuitRange/Performance

P24B4 The PM sensor protection tubemonitor uses the cooling effectof exhaust gas flow insideprotection tube duringprotection heating, to ensurethe exhaust gas is reachingthe sensor. If the change inheater voltage is less than athreshold a fault is set

(detected failures: protectiontube plugged or manipulated,or sensor removed fromexhaust stream)

accumulated change in heater voltage < 100.00 % Accumulated change in exhaust gasvelocity

> 30.00 m/sec B

with (accumulated change in heater voltage = ((a) / (b)) * (100) - Absolute, filtered and temperature

compensated exhaust gas acceleration> 0.65 m/sec^

2

where and (a) change in the heater voltage = measured

parameter- Absolute, filtered and temperature

compensated exhaust gas acceleration< 6.51 m/sec^

2

and with )(b) minimum change in the heatervoltage

= 1.10 V for time > 0.90 sec

Diagnosis by the local unit is released = TRUE -means

(PM sensor temperature > 190.00 °CandPM sensor temperature < 210.00 °C)

fault exists formore than 0.1sec; monitorruns at 0.1 sonce per trip


ECM Section of 269



Time has elapsed since diagnosis bythe local unit is released

>= 15.00 sec

Protection heating is active = TRUE -meansPM sensor heater target temperature = 200 degCPM sensor dewpoint achieved (pleasesee the definition)

= FALSE -

Initialization values have beentransferred (i.e. CAN communication withECM established)

= TRUE -

Sensor temperature at engine start > -10.04 °CandSensor temperature at engine start < 249.96 °CExhaust gas temperature > -10.04 °CandExhaust gas temperature < 179.96 °CPM sensor temperature start temperature > -10.04 °C

andPM sensor temperature start temperature < 99.96 °C

Battery voltage (ECM) >= 11.00 V

Particulate MatterSensor HeaterResistance

P24B7 Rationality check of heaterresistance (heater aged),executed once after Power-upof the powertrain main relay

A functional error of the heater selfdiagnosis of the particulate sensor isdetected in the sensor control unit

= TRUE - Functional heater self diagnosis is tested = TRUE - B

means meansElectric heater resistance based ontemperature as measured bytemperature meander (see Look-Up-Table #33)

> 2.93 to 4.13 Ohm (

or Battery voltage (ECM) >= 11.00 VElectric heater resistance based ontemperature as measured bytemperature meander (see Look-Up-Table #34)

< 1.09 to 1.81 Ohm PM sensor temperature >= -30.00 °C

andPM sensor temperature <= 150.00 °C(a) - (b) < 150.00 °C


conditions aremet


ECM Section of 269



with(a) maximum PM sensor temperature = calculated

parameter-

and with(b) minimum PM sensor temperature = calculated

parameter-

)

Debouncing time for the functional heaterself diagnosis

> 0.00 sec

ECM/PCM PowerInput Signal

P2505 Detects an interrupted supplyvoltage of the engine off timecircuit (permanent batteryvoltage supply line to ECM)

permanent supply voltage is interruptedvia open circuit



tables-

ECM Power RelayCircuit Performance

P2510 Detects stuck power relay thatis not responding to ECMcommands to power down or arelay that is opening too earlyin power down. Stuck on isdetermined by timer valueslonger than possible if relayopened at end of after run.

counter value out of EEPROM for openthe main relay

> 2.00 counts ignition on = TRUE - B

andengine pre drive = TRUE -


more than 1event


driving cyclewith 0.01 s

rate wheneverenable

conditions aremet


smonitor runs


duringpredrive with0.02 s ratewhenever

enable


ECM Section of 269



andbasic enable conditions met: = 256.00 -

Opening too soon is indicatedby a lack of EEPROM write atthe last after run.

sticky main relay is detected = TRUE - ignition off = TRUE -

means andtime after request to open the mainrelay

> 2.00 sec engine pre drive = FALSE -

andbattery voltage > 0.50 Vandbasic enable conditions met: = see sheet enable

tables-


tables-

Torque ManagementRequest Input Signal"A"

P2544 Detects implausible torquerequest information receivedfrom the TCM

Path 1: ignition on = TRUE - B

number of messages with rolling count /protection value errors detected

>= 7.00 - and

with basic enable conditions met: = see sheet enabletables

-

number of consecutive frames = 10.00 - andor NO Pending or Confirmed DTCs: = see sheet inhibit

tables-

Path 2:internal calculated checksum value fortransmission is not equal the receivedvalue

= TRUE -

andnumber of fault results > 15.00 -

fail conditionsexist for 0.005

stest


conditions aremet


smonitor runs


duringpredrive with0.02 s ratewhenever


met


ECM Section of 269



Turbocharger BoostControl PositionSensor Circuit LowVoltage

P2564 Detects low voltage readingson the turbo boost controlposition sensor circuit,indicating an OOR lowcondition on the circuit

voltage of boost pressure position sensor < 0.23 V ignition on = TRUE - B

same as andboost pressure position < 4,6 % basic enable conditions met: = see sheet enable

tables-


tables-

Turbocharger BoostControl PositionSensor Circuit HighVoltage

P2565 Detects high voltage readingson the turbo boost controlposition sensor circuit,indicating an OOR highcondition on the circuit

voltage of boost pressure position sensor > 4.68 V ignition on = TRUE - B

same as andboost pressure position > 93,5 % basic enable conditions met: = see sheet enable

tables-


tables-

Turbocharger BoostControl PositionSensor "A" CircuitRange/Performance -Stuck Low

P2598 Detects in range Turbo vaneposition errors by comparingdesired vane position to actualvane position

turbo charger control deviation calculatedout of difference between desired andactual value

> 10.00 % engine running = TRUE - A

andvalve not jammed = FALSE -and


stest



stest



rate wheneverenable

conditions aremet


ECM Section of 269



Turbocharger BoostControl PositionSensor "A" CircuitRange/Performance -Stuck High

P2599 Detects in range Turbo vaneposition errors by comparingdesired vane position to actualvane position

turbo charger control deviation calculatedout of difference between desired andactual value

< -10.00 % engine speed >= 500.00 rpm

andsystem not faulty = TRUE -andadaption not active = FALSE -andoffset learned since last clearing of faultcode memory

= TRUE -

andengine running = TRUE -

fortime > 1.00 sec

and(Engine temperature enable condition >= 69.96 °CandEngine temperature enable condition <= 125.96 °C)and(Air temperature enable condition >= -15.04 °CandAir temperature enable condition <= 199.86 °C)andGovernor Deviation Diagnosis notdisabled

= TRUE -

and(brake position sensor voltage < 1.20 V

fortime (see Look-Up-Table #35) > 5 to 15 sec


tables-


tables-


ECM Section of 269



Unmetered Fuel -Forced EngineShutdown

P25BD Detects engine overspeed inthe event that there is an errorin the ECM or engine damagehas occurred which is resultingin the engine speed increasingbeyond desired control limits.Upon failure detection, theengine will be shutdown byclosing the diesel intake airvalve and disabling the fuelinjectors

current engine speed > 5400.00 rpm ignition on = TRUE - A


tables-


tables-

Control Module PowerOff TimerPerformance

P262B Detects a failure in the engineoff timer if during the after runthe internal SW timer and theEOT do not correlate. Afailure is detected when therespective timers are startedafter a calibration time thenboth are stopped, if thedifference between thecalculated times exceeds acalibrated threshold a fault isset.

Path 1: time since engine post drive/ afterun < 20.00 sec B

acquired engine off time < (a) * (b) - andor engine post drive/ afterun = TRUE -Path 2: andacquired engine off time > (c) * (b) - basic enable conditions met: = see sheet enable

tables-

(

fail conditionsexists for .01

s testperformed

continuously


smonitor runs

once perdriving cyclewith 0.01 s

rate wheneverenable

conditions aremet


ECM Section of 269



where(a) lower tolerance factor = 0.94 factorand(b) evaluation time period = 20.00 secand(b) upper tolerance factor = 1.06 factor

)

MIL Control CircuitLow

P263A Diagnoses the MalfunctionIndicator Lamp (MIL) low sidedriver circuit for circuit faults.



- circuit active at low current = TRUE - A (no MIL)

andignition on = TRUE -andECU Initialization tasks in progress = FALSE -

fortime > 0.10 sec

andECU Shutdown tasks in progress = FALSE -

fortime > 1.00 sec


fortime > 3.00 sec


tables-

MIL Control CircuitHigh

P263B Diagnoses the MalfunctionIndicator Lamp (MIL) low sidedriver circuit for circuit faults.



- lamp is commanded off A (no MIL)

and


rate wheneverenable

conditions aremet


rate wheneverenable

conditions aremet


ECM Section of 269



ignition on = TRUEandECU Initialization tasks in progress = FALSE

fortime > 0.10 sec

andECU Shutdown tasks in progress = FALSE

fortime > 1.00 sec


fortime > 3.00 sec


tables-

Fuel Supply HeaterControl Circuit/Open

P2687 Diagnoses the Fuel FilterHeater low side driver circuitfor open circuit faults.



- engine post drive/ afterun = FALSE B

fortime > 1.00 sec


fortime > 3.00 sec

andengine speed (see Look-Up-Table #81) > 850 to 1100 rpm

fortime > 0.10 sec


tables-




met


ECM Section of 269



Fuel Supply HeaterControl Circuit Low

P2688 Diagnoses the Fuel FilterHeater low side driver circuitfor short circuit to groundfaults.





fortime > 1.00 sec


fortime > 3.00 sec


fortime > 0.10 sec


tables-

Fuel Supply HeaterControl Circuit High

P2689 Diagnoses the Fuel FilterHeater low side driver circuitfor short circuit to batteryfaults.




fortime > 1.00 sec


fortime > 3.00 sec


fortime > 0.10 sec

and




met




met


ECM Section of 269




-

Cylinder 1 InjectorData Incompatible

P268C Detects a unprogrammedInjector Calibration Data (IQA)in ECM

Path 1: engine pre drive = TRUE - B

the checksum of the injector adjustmentcode value is plausible

= FALSE - and


-


P268E Detects a unprogrammedInjector Calibration Data (IQA)in ECM



= FALSE - and


-


P268F Detects a unprogrammedInjector Calibration Data (IQA)in ECM



= FALSE - and

fail conditionsexist for 1 smonitor runs


duringpredrive with

1 s rate



duringpredrive with

1 s rate




ECM Section of 269




-


P268D Detects a unprogrammedInjector Calibration Data (IQA)in ECM



= FALSE - and


-

O2 Sensor CircuitRange/PerformanceBank 1 Sensor 1

P2A00 Monitoring the measured A/Fsensor voltage for higher thanexpected values, indicating anOOR high failure

filtered A/F sensor voltage >= 4.70 V modeled exhaust-gas pressure < 250.00 kPa B

The calibration scheduler has requesteda calibration sequence during signalacquisition

=TRUE -

A/F sensor temperature (based onsensor internal resistance) >= 804.96 °C


=TRUE -

and

duringpredrive with

1 s rate



duringpredrive with

1 s rate


conditions aremet


ECM Section of 269



A/F sensor error status bit (seeparameter definition table) = FALSE -

andTemperature of lambda sensor < 823.96 °Cand °CTemperature of lambda sensor > 805.96 °C


-


-

Reductant DeliveryPerformance monitor

P2BAA Compared EWMA filteredpressure drop with thethreshold

EWMA filtered pressure drop < 365.00 kPa A

Modeled SCR catalyst temperature >= 199.96 °CModeled SCR catalyst temperature <= 399.96 °CTemperature gradient of SCR >= -40.00 °C/secTemperature gradient of SCR <= 40.00 °C/sec

for time > 0.20 secExhaust mass flow > 0.56 g/secExhaust mass flow <= 13.89 g/sec( a) - ( b ) > -0.30 g

( a ) Desired NH3 load level = calculatedparameter

-

( b ) estimated NH3 load level = calculatedparameter

-

Estimated NH3 load level < 3.00 gStatus of the SCR adaptation plausibilitycheck active (please see the definition)

= FALSE -

DPF Regen not active = TRUE -Reductant dosing off request = FALSE -SCR control sub state (please see thedefinition)

= COSCR_METERINGCONTROL

Dosed reductant amount of currentdriving cycle

>= 7.00 g

Dosed reductant amount of currentdriving cycle

<= 100.00 g

Dwell time in Metering control substate <= 42949672.95 secamplitude of SCR pressure signal >= 0.00 kPaamplitude of SCR pressure signal <= 100.00 kPa


event; monitorruns at 0.1 s


ECM Section of 269



State of Reductant injection valveComponent Protection (please seedefinition)

= FALSE -

vehicle speed < 4.38 mphfor time > 4.00 sec

NO Pending or Confirmed DTCs = see sheetinhibit tables

-


-

EWMA fast initialization mode:EWMA filter coefficient for FastInitialization mode

= 0.28 factor

Maximum number of pressure drop perdriving cycle in Fast Initialization mode

>= 3.00 counts

Total number of pressure drop for FastInitialization mode

= 4.00 counts

EWMA Rapid Response mode:Pressure difference: (a) - (b) > -12.00 kPa(a) measured pressure drop = measured

parameter-

(b) EWMA filtered pressure drop = calculatedparameter

-

EWMA filter coefficient for Responseto Step Change mode

= 0.20 factor

Maximum number of pressure drop perdriving cycle in Response to StepChange mode

>= 3.00 count

Total number of pressure dropmeasurement for Response to StepChange mode

8.00 count

EWMA stabilized mode:EWMA filter coefficient for stabilizedmode

= 0.20 factor

Total number of pressure drop forstabilized mode

= 1.00 counts


ECM Section of 269



Control ModuleCommunication Bus"A" Off

U0073 ECM CAN Bus A offmonitoring

CAN A Bus-Off reported by CANhardware



tables-

Control ModuleCommunication Bus"B" Off

U0074 ECM CAN Bus B offmonitoring (sensor CANnetwork)

CAN B Bus-Off reported by CANhardware



tables-

Lost Communicationswith TransmissionControl Module

U0101 Detects loss of communicationbetween ECM (on-boardcontrol unit) and TCM(transmission control module)

time since last message fromtransmission control module wasreceived

> 0.60 sec ignition on = TRUE - B

for time >= 3.00 secandbattery voltage >= 9.00 Vandbattery voltage <= 655.34 Vandbasic enable conditions met: = see sheet enable

tables-


tables-

fail conditionsexists for 5 s.

testperformed


rate.

fail conditionsexists for 5 s.

testperformed


rate.


testperformed



ECM Section of 269



Lost Communicationswith Glow PlugControl Module

U0106 Detects loss of communicationbetween ECM (on-boardcontrol unit) and GPCM (GlowPlug Control Module)

time since last message from glow plugcontrol module was received



tables-


tables-

Lost CommunicationWith Chassis ControlModule "A"

U012A Detects loss of communicationbetween ECM (on-boardcontrol unit) and Fuel PumpControl Module

time since last message from fuel pumpcontrol module was received



tables-


tables-

Lost Communicationwith ReductantControl Module

U010E CAN frame not received aftera calibrated number of times

Counts up when message frame is notreceived in the time out interval

> 40.00 counts CAN Bus is Active = TRUE - A


testperformed



testperformed



more than 5


ECM Section of 269



Can Bus Initialized ( CAN Bus is Active )

consisting of:ignition = TRUE -

fortime > 5.00 sec

battery voltage < 655.34 Vbattery voltage > 9.00 V

CAN frame rolling counter andprotection value verificationusing a sliding windowevaluation

DLS1 Sliding Window error counter >= 8.00 counts CAN Bus is Active = TRUE -

Check of level sensor within a number of message frames = 9.00 counts Can Bus Initialized ( CAN Bus is Active )


fortime > 5.00 sec




Check of temperature sensor within a number of message frames = 9.00 counts Can Bus Initialized ( CAN Bus is Active )


fortime > 5.00 sec


monitor runswith 1 s rate


secmonitor runs

with 0.1 s rate


ECM Section of 269





Check of error states within a number of message frames = 9.00 counts Can Bus Initialized ( CAN Bus is Active )


fortime > 5.00 sec


Engine Out NOxSensor CAN Message

#1

U029D Engine out NOx sensor CANmessage #1 frame notreceived after a calibratednumber of times





fortime > 5.00 sec



Sliding window error counter >= 4.00 counts CAN Bus is Active = TRUE -

Check of engine out NOxconcentration

within a number of message frames = 10.00 counts Can Bus Initialized ( CAN Bus is Active )


fortime > 5.00 sec



more than 20sec


rate

monitor runswhenever


met



ECM Section of 269





Check of engine out NOxsensor status



fortime > 5.00 sec



#2

Engine out NOx sensor CANmessage #2 frame notreceived after a calibratednumber of times


> 5.00 counts CAN Bus is Active = TRUE -



fortime > 5.00 sec




Check of engine out NOxsensor error status



fortime > 5.00 sec

battery voltage < 655.34 V



met


more than 20sec


rate



met


ECM Section of 269





#3






fortime > 5.00 sec




Check of engine out NOxsensor oxygen concentration



fortime > 5.00 sec



#4






for


more than 20sec


rate



met


more than 20sec


rate


ECM Section of 269



time > 5.00 secbattery voltage < 655.34 Vbattery voltage > 9.00 V



Check of engine out NOxsensor heater resistance



fortime > 5.00 sec



#5






fortime > 5.00 sec


Post Catalyst NOxSensor CAN Message

#1

U029E Post catalyst NOx sensor CANmessage #1 frame notreceived after a calibratednumber of times




consisting of:


more than 20sec



more than 21sec


rate



met


ECM Section of 269



ignition = TRUE -fortime > 5.00 sec




Check of post catalyst NOxconcentration



fortime > 5.00 sec




Check of post catalyst NOxsensor status



fortime > 5.00 sec

battery voltage < 5.00 secbattery voltage > 655.34 V

9.00 V


#2

Post catalyst NOx sensor CANmessage #2 frame notreceived after a calibratednumber of times





met



met


more than 21sec


ECM Section of 269





fortime > 5.00 sec




Check of post catalyst NOxsensor error status



fortime > 5.00 sec



#3






fortime > 5.00 sec



rate



met


more than 21sec


rate


ECM Section of 269





Check of post catalyst NOxsensor oxygen concentration



fortime > 5.00 sec



#4






fortime > 5.00 sec




Check of post catalyst NOxsensor heater resistance



fortime > 5.00 sec




met



met


more than 21sec


rate


ECM Section of 269




#5






fortime > 5.00 sec


Lost CommunicationWith PM Sensor

U02A3 PM Sensor Control Unit(SCU) CAN communication:SCU signal not received; SCUdetects missing CAN-communication or SCU ready-signal not received

SCU sensor signal timeout (no messagereceived)


OR Ignition on = TRUE -SCU detects missing CAN-communication (i.e. no signal received bySCU but SCU still sends a signal)

= TRUE - for time > 1.20 sec


more than 21sec



conditions aremet


ECM Section of 269


Particulate MatterSensor Circuit

P24AE Range check on IDE-supplyvoltage for higher and lowerthreshold (short to ground,short to battery plus) andrange check on IDE-supplyvoltage for higher threshold(IDE+ short to battery plus)


IDE supply voltage is on = TRUE - for time 3.00 secand Battery voltage (ECM) >= 11.00 V

IDE supply voltage >= 49.72 V Battery voltage (ECM) <= 6553.40 Vor Battery voltage (SCU) > 9.00 VIDE supply voltage <= 41.55 V

or

Path 2:(IDE supply voltage is on = FALSE -andIDE supply voltage >= 2.00 V)

or

Path 3:IDE supply voltage is on = TRUE -andADC voltage for IDE current (SCUinternal value)

< 0.3 V

or

Path 4:ADC voltage for IDE current (SCUinternal value)

>= 4.70 V


conditions aremet


15 OBDG04 PM Sensor Summary Tables

PM Sensor Section Page 1 of 8



Comparison IDE-current athigh temperature (whensensor regeneration occurs)with threshold(detected failures: open circuitIDE+, short to ground IDE-,open circuit IDE-, IDEremoved)

Measured IDE-current @ 785°C sensortemperature

< 2.00 μA Functional IDE self diagnosis is tested = TRUE -

OR meansMeasured IDE current change (whentemperature changed from highertemperature to lower temperature)

< 0.094 μA (

PM Sensor temperature (for absolutecurrent threshold)

> 770.00 °C

andPM Sensor temperature (for absolutecurrent threshold)

< 800.00 °C

Battery voltage (ECM) >= 11.00 V)

Sensor regeneration is active = TRUE -withPM Sensor temperature (for change intemperature)

> 770.00 °C

andPM Sensor temperature (for change intemperature)

< 800.00 °C

PM Sensor temperature (for change intemperature)

> 580.00 °C

andPM Sensor temperature (for change intemperature)

< 670.00 °C

Particulate MatterSensor Circuit High

P24B1 Negative Interdigtal Electrode(IDE) electric fault whensupply voltage is off (Rangecheck high)

measured ADC (analog to digitalconverter) voltage for IDE current (SCUinternal value)

>= 4.10 V Particulate sensor is in the "standby"state

= TRUE - B

for time >= 2.00 sec meansParticulate sensor is not in the"measure" or "regeneration" state

= TRUE -

Battery voltage (ECM) >= 11.00 V


conditions aremet


conditions aremet





Battery voltage (ECM) <= 6553.40 VSupply voltage is off = TRUE -Ignition on = TRUE -

for time > 3.00 sec

Range check high when IDE-supply voltage is on during PM-measurement.

Note: A sucessive sensorregeneration is needed tocheck whether the current hasbeen caused by soot on theIDE.

measured ADC (analog to digitalconverter) voltage for IDE current (SCUinternal value)

>= 4.10 V Particulate sensor is in the"measurement" state when failure occurs

= TRUE -

for time >= 2.00 sec Particulate sensor plausibility check isterminated

= TRUE -

meansOne sucessful sensor-Regeneration iscompleted

= TRUE -

Battery voltage (ECM) >= 11.00 VSupply voltage is on = TRUE -Ignition on = TRUE -

for time > 3.00 sec

Particulate MatterSensor Heater ControlCircuit/Open

P24B3 Heater voltage check in thestate "heater on" (as detectedby μC-in-port)

Electrical error of the heater selfdiagnosis of the particulate sensor isdetected in the state "heater on"


means Heater on = TRUE -Heater voltage (detected by μC-digital-in-port )

< 3.00 V with

Heater duty cycle > 0.00 %Ignition on = TRUE -

for time > 3.00 sec


conditions aremet


conditions aremet





Particulate MatterSensor Heater ControlCircuit High

P24B6 PM Sensor heater voltage (asdetected by μC-in-port) andheater current check in thestate "heater off"

Electrical error of the heater selfdiagnosis of the particulate sensor isdetected in the state "heater off"


means Heater off = TRUE -( withHeater voltage (detected by μC-digital-in-port )

> 7.00 V Heater duty cycle <= 0.00 %

OR Ignition on = TRUE -Heater current > 0.20 A for time > 3.00 sec

Particulate MatterSensor TemperatureCircuit

P24C6 Range check of meandertemperature raw signal:comparison voltage ofmeander temperature signalwith maximum and minimumthreshold

Voltage of PM sensor temperature signal > 3.00 V Ignition on = TRUE - B

or for time > 3.00 secVoltage of PM sensor temperature signal < 0.30 V Battery voltage (ECM) >= 11.00 V

or Exhaust gas temperature >= -40.04 °CTemperature as measured by PM sensortemeprature

> 920.00 °C and

Exhaust gas temperature <= 799.96 °C

Particulate MatterSensor TemperatureCircuitRange/Performance

P24C7 The PM Sensor temperaturesensor is monitored fortemeprature deviationscompared to a modeledexhaust temperature.

difference of the measured PM sensortemperature and the modeled exhaustgas temperature (see Look-Up-Table #2)

> 69.96 to 194.96 °C Sensor in a measurement phase = TRUE - B

or with


conditions aremet


conditions aremet


conditions aremet





difference of the measured PM sensortemperature and the modeled exhaustgas temperature (see Look-Up-Table #1)

< -155.04 to -30.04 °C Time after the end of sensorregeneration

> 180 sec

vehicle speed >= 15.54 mphandvehicle speed <= 155.38 mphBarometric pressure > 75.00 kPaEngine running (please see thedefinition)

= TRUE -

exhaust model temperature at PM sensor > -40.04 °C

andexhaust model temperature at PM sensor < 399.96 °C

(|(a) - (b)| <= 29.96 °C

for time since stationary modeledtemperature in the driving mode isdetected

>= 90 sec

with(a) exhaust gas temperature model = calculated

parameter-

and with(b) frozen exhaust gas modeltemperature value at beginning ofenable conidition release


-

)

Plausibility check of PMsensor temperature valueupon start-up after a calibratedsoaking time:

stuck high check (temperaturecross check of PMtemperature with 3 referencesensors after cold start)

difference of the measured PM sensortemperature at start and the averagevalue of the reference exhaust gastemperature sensors

> 45.46 °C PM sensor start temperature available = TRUE - fault exists formore than 0.1sec; monitorruns at 0.1 sonce per trip





where reference temperatures means(a) DOC upstream temperature = measured

parameter- Raw value of start temperature of

particulate sensor>= -40.00 °C

(b) DOC downstream temperature = measuredparameter

- Particulate sensor can be reached viaCAN

= TRUE -

(c) SCR upstream temperature = measuredparameter

- Barometric pressure > 75.00 kPa

Cold start detection = TRUE -means

(Engine ECU shut-off time is reportedas valid (see P2505 or P2610 fordetails on ECU / Engine-Off Time

= TRUE -

Shut-off time of the particulate sensorcontrol unit

> 21600 sec

)Temperature range check of thereference sensors is set

= TRUE -

means(Temperature before Oxi-Catalyst >= -40.04 °CandTemperature before Oxi-Catalyst <= 79.96 °CTemperature before particulate filter >= -40.04 °CandTemperature before particulate filter <= 79.96 °CTemperature before SCR-Catalyst >= -40.04 °CandTemperature before SCR-Catalyst <= 79.96 °C)

Particulate MatterSensor SupplyVoltage Circuit Low

P24D0 PM Sensor Sensor ControlUnit (SCU) battery supplyplausibility check whichcompares the difference involtages as measured by ECMand SCU with threshold


Battery voltage (ECM) > 15.00 V for time > 3.00 sec


conditions aremet





and Initialization values have beentransferred (i.e. CAN communication withECM established)

= TRUE -

difference of SCU voltage and ECMmeasured voltage

> 1.10 V Sensor is in the state "ready" = TRUE -

or meansdifference of ECM measured voltageand SCU voltage

> 3.00 V Battery voltage (ECM) >= 11.00 V

Battery voltage (ECM) <= 6553.40 Vor

Path 2:Battery voltage (ECM) < 11.70 Vand


> 3.00 V

ordifference of ECM measured voltageand SCU voltage

> 1.90 V

or

Path 3:Battery voltage (ECM) >= 11.70 VandBattery voltage (ECM) <= 15.00 Vand


> 2.10 V


> 2.60 V





Plausibility check of the PMSensor Sensor Control Unit(SCU) battery supply duringsensor regeneration:comparison the difference involtages as measured by ECUand SCU with voltagedependent threshold

Path 1: Ignition on = TRUE -

Battery voltage (ECM) > 15.00 V for time = 3.00 secand Initialization values have been

transferred (i.e. CAN communication withECM established)

= TRUE -


> 1.10 V Sensor is in the state "ready" = TRUE -

or meansdifference of ECM measured voltageand SCU voltage

> 3.00 V Battery voltage (ECM) = 11.00 V

Battery voltage (ECM) <= 6553.40 Vor Heater duty cycle of PM Sensor > 23.00 %

Path 2:Battery voltage (ECM) > 11.70 Vand


> 3.00 V


> 1.90 V

or

Path 3:Battery voltage (ECM) >= 11.70 VandBattery voltage (ECM) <= 15.00 Vand


> 2.10 V


> 2.60 V


conditions aremet



Component / State or Status Description of State or StatusSystem Sub-Grouping found in 15OBDG05

ECM Operating States Engine Pre-Drive processor operating normally = TRUE -ignition on = FALSE -processor powerup boot initialization = complete -

orkey off bookkeeping cleanup = complete -( accessory, post-wake-up, pre-sleep)

Engine Running ignition on = TRUE -(see Look-Up table #81) engine speed >= 200.00 rpm

engine speed was at start > 850 rpm

Engine Post-Drive/ Afterun processor operating normally = TRUE -also includes ignition on = FALSE -

"engine stopping" key off bookkeeping cleanup = in process -during engine spin down

Engine Operating Modes Exhaust Operating Mode Normal Mode

Particulate Filter Regeneration Mode

Particulate Filter Regen Service Mode

Defined by:Enable

Conditions

15 OBDG04 ECM Parameter Definition Tables

ECM Parameter Definition Tables Page 1 of 67


Defined by:Enable

Conditions

Exhaust Gas Recirculation (EGR) Exhaust Gas Recirculation (EGR) EGR controller is active

Control is enabled continuously with exceptionsfor failures detectedEGR controller is active

OverrunLong IdleTransmission Gear ShiftCold Startextreme temperature or pressureCritical Regeneration Modes

Overrun

Gear Shifting

Overlong Idle

permanent control deviation

Demand of the drift compensation

System error

Error exhaust gas recirculation valve

Error throttle valve

Engine Brake Status

Atmospheric pressure too low

Battery voltage too low




Defined by:Enable

ConditionsSwitch-off coordinator

Environmental temperature too low

Environmental temperature too high

Engine temperature too low

Engine temperature too high

Cold start

Injection quantity too large

Operating-mode coordinator

Rich Idle

External control intervention

Rich Idle Regen

Environmental Temperature too low inRegeneration

EGR Stroking

EGR controller is active in Overrun(warm exhaust system)

EGR controller is active in Overrun(Cold exhaust system)

AFS Faults

Request via SCR monitoring (NOxsensor plausibility check)




Defined by:Enable

ConditionsAtmospheric Pressure too low inRegeneration

Engine Temperature too low inRegeneration

Engine Temperature too high inRegeneration

Engine Position Management Engine Position Sync Complete synchronization completedconsisting of:

crankshaft sensor pulses receivedcamshaft sensor pulse received

and aligned properlyor sync via crank only invoked

then crankshaft rotations >= 4.00 counts

Fuel System Fuel System is in Fuel Shut Off engine running = TRUE -also known as required actual engine torque < 1.00 Nm

Decel Fuel Shut Off or Over-Run

Status of Diesel Fuel Refill Detection ((Filtered total fuel volume available > (a) + (b) -

with(a) Amount of fuel volume change thatindicates a refueling event occurred

= 25.26 %

and




Defined by:Enable

Conditions(b) captured remaining diesel fuelvolume under the following conditions

= measuredparameter

-

(Vehicle speed <= 1.24 mph

for time > 4.00 sec)and(Vehicle speed <= 1.24 mph

for time > 30.00 sec))orat initialization of Diesel fuel level = TRUE -

Rail Pressure Control -Operating States

Rail Control at ECM Start reset condition = TRUE -

orNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

Rail Pre-Control (Just after start) Rail Control at ECU Start = TRUEandengine speed <= 400.00 rpmand(rail pressure >= 50000 kPaor




Defined by:Enable

Conditions(a) - (b) < 1000 kPa

and with(a)Fuel Rail Pressure Setpoint = measured

parameter-

and(b)Maximum Rail Pressure for last10ms

= measuredparameter

-

)

Rail Control - PCV Closed Loop ControlOnly

(

Rail Pressure Precontrol (Just after start) = TRUE -

PCV = Pressure Control Valve andNumber of Crankshaft revolutions sinceentering Rail Pressure Precontrol

>= 10.00 revs

)or(state machine rail pressure controltransitioning pressure control valve mode

= TRUE -

andsetpoint volume flow of the metering unitout of rail pressure control (see Look-Up-Table #7)

> 20000 to 33080 mm3/sec

)or




Defined by:Enable

Conditions(Fuel system pressure and high pressurepump outlet

< 0.00 kPa

andengine status = RUNNING -)

Rail Control - Metering Unit Closed LoopControl

state machine rail pressure control equaltransitioning to metering unit pressurecontrol mode

= TRUE -

andController for PCV not wound-up (largecorrective control)

= TRUE -

Rail Control - Metering Unit + PCVClosed Loop Control

state machine rail pressure controltransitioning to coupled pressure controlmode (rail pressure is controlled bymetering unit and pressure control valve)

= TRUE -

and(a) + (b) (see Look-Up-Table #8) < 9 to 26 mm^3/re

vand with(a)Torque Generating fuel injectionquantity


-

and




Defined by:Enable

Conditions(b)Non-Torque generating fuel injectionquantity


-

Switchover Between Metering Unit + PCVClosed Loop Control to Metering UnitClosed Loop Control only

(


= TRUE -

orstate machine rail pressure controltransitioning pressure control valve mode

= TRUE -

)and(a) + (b) < (c) + (d) -

(a)Torque Generating fuel injectionquantity


-

(b)Non-Torque generating fuel injectionquantity


-

(c) (see Look-Up-Table #8) = 9 to 26 mm^3/rev

(d) = 2.00 mm^3/rev

andNO Pending or Confirmed DTCs: = see sheet

inhibit tables-




Defined by:Enable

Conditionsor(state machine rail pressure control equalto metering unit control mode

= TRUE -


= TRUE -

)andNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

(Fuel system pressure and high pressurepump outlet

< 0.00 kPa

andengine status = RUNNING -))andNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

)

Switchover between PCV or MeteringUnit closed loop control to Metering Unit+ PCV Closed Loop Control

(




Defined by:Enable

Conditionsstate machine rail pressure control equalto pressure control valve

= TRUE -


= TRUE -

orstate machine rail pressure controltransitioning pressure control valve mode

= TRUE -


= TRUE -

)and((exhaust gas system regeneration mode != REGEN -

)andNO Pending or Confirmed DTCs: = see sheet

inhibit tables-




Defined by:Enable

ConditionsSwitchover Between Metering Unit + PCVClosed Loop Control to PCV Closed LoopControl only

(

state machine rail pressure controlequals coupled pressure control (railpressure is controlled by metering unitand pressure control valve)

= TRUE -

orstate machine rail pressure controltransitioning to coupled pressure controlmode (rail pressure is controlled bymetering unit and pressure control valve)

= TRUE -

)and(a) + (b) (see Look-Up-Table #8) < 9 to 26 mm^3/re

vwith(a)Torque Generating fuel injectionquantity


-

and(b)Non-Torque generating fuel injectionquantity


-

Idle Speed Control Idle Speed Controller Active no overrides for:"normal" low idle speed governor Gear-Shift Harmonization

Intrusive Diagnosis Action




Defined by:Enable

Conditions

A/F Sensor A/F sensor error status bit A/F SPI communication error A/F SPI communication error = TRUE -A/F Sensor heater powerstage error HO2S Heater Control Circuit Bank 1

Sensor 1 Circuit High= TRUE -

orHO2S Heater Control Circuit Bank 1Sensor 1 Circuit Low

= TRUE -

orHO2S Heater Control Circuit Bank 1Sensor 1 Circuit

= TRUE -

A/F sensor short circuit to battery ofsensor lines or A/F sensor short circuit toground of sensor lines error detected

A/F sensor short circuit to battery ofsensor lines

= TRUE -

orA/F sensor short circuit to ground ofsensor lines

= TRUE -

Open load detected at sensor lines UN(A/F sensor nernst cell) or VG (A/Fsensor virtual ground)

A/F Sensor Reference VoltageCircuit/Open Bank 1 Sensor 1

= TRUE -

orA/F Sensor Negative Current ControlCircuit/Open Bank 1 Sensor 1

= TRUE -

A/F sensor signal range check error A/F sensor Circuit Range/PerformanceBank 1 Sensor 1

= TRUE -




Defined by:Enable

ConditionsA/F signal calibration error A/F sensor calibration resistor circuit

output high= TRUE -

orA/F sensor calibration resistor circuitoutput low

= TRUE -

A/F sensor calibration error of resistancesignal

A/F sensor calibration resistance max = TRUE -

orA/F sensor calibration resistance min = TRUE -

A/F sensor heater control deviation error A/F sensor Heater Resistance Bank1Sensor 1 high

= TRUE -

orA/f sensor Heater Resistance Bank1Sensor 1 low

= TRUE -

A/F sensor open load at input pumpcurrent line

A/F Sensor Positive Current ControlCircuit/Open Bank 1 Sensor 1

= TRUE -

A/F sensor plausibility error at differentengine conditions

A/F Sensor Performance - Signal Highduring Deceleration Bank 1 Sensor 1

= TRUE -

orO2 Sensor Performance - Signal lowduring Deceleration Bank 1 Sensor 1

= TRUE -

orO2 Sensor Performance - Signal Highduring Moderate Load Sensor 1

= TRUE -

orA/F Sensor Performance - Signal Lowduring Moderate Load Bank 1 Sensor 1

= TRUE -

A/F sensor dynamic error A/F Sensor Circuit Slow Response Bank1 Sensor 1

= TRUE -




Defined by:Enable

Conditions

Status bit for valid A/Fsensor inner Resistance

Status bit for valid A/F sensor innerResistance

No Permanent wire errors are present(Short circuit to battery, short circuit toground and open load)

= TRUE -

No permanent Resistance calibrationvalue error

= TRUE -

No Errors in CJ125 SPI communicationand no low battery voltage detected byCJ125

= TRUE -

Dewpoint Detection A/F Sensor Dewpoint Reached Integrated heat quantity (see Look-Up-Table #1)

>= 130 to 600 kJ

andNO Pending or Confirmed DTCs: (relatedto A/F sensor heater circuit or A/F sensorcircuit used for sensor internal resistancecalculation)

= see sheetinhibit tables

-

Upstream NOx Sensor Status of NOx signal of upstream NOxsensor




Defined by:Enable

Conditions(following condition met for time: > 30.00 sec

(Integrated heat quantity (see Look-Up-Table #1)

>= 130 to 600 kJ

NOx status signal received via CANmessage (Please see the definition)

= TRUE -

for time > 1 seccalculated lambda value based on airmass flow and injection quantity

> 0.90 -

for time > 2 secengine speed > 200.00 rpmfor time > 20.00 secNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

))

Upstream NOx sensor dewpoint achieved Integrated heat quantity (see Look-Up-Table #1)

>= 130 to 600 kJ

Downstream NOx Sensor Status of NOx signal of downstream NOxsensor

(following condition met for time: > 30.00 sec

(




Defined by:Enable

ConditionsIntegrated heat quantity (see Look-Up-Table #3)

>= 310 to 1460 kJ

NOx status signal received via CANmessage (Please see the definition)

= TRUE -

for time > 1 seccalculated lambda value based on airmass flow and injection quantity

> 0.90 -

for time > 2 secengine speed > 200.00 rpmfor time > 20.00 secNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

))

Downstream NOx sensor dewpointachieved

Integrated heat quantity (see Look-Up-Table #3)

>= 310 to 1460 kJ

Enabling Downstream NOx sensor heaterdiagnosis

(SCR Catalyst downstream temperature >= 99.96 °C

SCR Catalyst downstream temperature <= 599.96 °C

battery voltage >= 11.00 V




Defined by:Enable

Conditionsbattery voltage <= 655.34 V

andIntegrated heat quantity (see Look-Up-Table #3)

>= 310 to 1460 kJ

for time > 30.00 sec)and

for time > 0.5 secNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

PM Sensor PM sensor dewpoint achieved Integrated heat quantity (see Look-Up-Table #3)

>= 310 to 1460 kJ

Regeneration of the DieselParticulate Filter

Status thermal regeneration active

Reduced particle mass flow in simulationby thermal regeneration(a) * (b) * ( c) > 0 -

with(a) Correction factor for thermal sootburn-out dependent on lambda andoxygen mass flow (see Look-Up-Table#5)

= 0 to 1.619995 factor




Defined by:Enable

Conditions(b) Effect of temperature onregenerated particle mass (see Look-Up-Table #6)

= 0 to 0.949951 -

( c) Basis value of produced soot massflow dependent on actual soot mass(see Look-Up-Table #4)

= 0.013 to 0.054 g/sec

Release of dosing of the dosing strategy

status of SCR control state (please seethe definition)

= MeteringControl

-

Reductant dosing is released = TRUE -Deactivation of dosing to execute theNOx Offset test (Please see thedefinition)

= FALSE -

since start for time >= 0.00 secgradient of exhaust gas temperature <= -100 °C/sec

since start for time >= 42949672.95 secAverage temperature inside the SCRcatalyst:

> 159.96 °C

SCR catalyst wall temperature > 3003.56 °CVehicle speed >= 203.648228713

487mph

engine speed > 550.00 rpmNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

SCR System NOx Control SystemReductant Dosing StrategyActive State




Defined by:Enable

Conditionsignition = on -

State of Reductant Pressure ControlSystem: Standby

Dwell time in the state of standby < 2.10 sec

NO Pending or Confirmed DTCs: = see sheetinhibit tables

-

State of Reductant Pressure ControlSystem: No Pressure control

Old SCR control state (please see thedefinition)

= Stand by -

ignition = on -Dwell time in the state of standby >= 2.10 secDwell time in the state of no pressurecontrol

< 2.00 sec


-

State of Reductant Pressure ControlSystem: Pressure control

Old SCR control state (please see thedefinition)

= NO PressureControl

-

ignition = on -engine speed > 600.00 rpmDwell time in the state of no pressurecontrol

>= 2.00 sec

exhaust gas temperature Upstream SCR >= 179.96 °C

(Reductant Defrost check (please see thedefinition)

= TRUE -

NOx Control SystemReductant Dosing PressureControl System States




Defined by:Enable

ConditionsorThe component protection release of theheater control (please see the definition)

= TRUE -

orPreliminary release of the heater controlfor themain state machine (please see thedefinition)

= TRUE -

)NO Pending or Confirmed DTCs: = see sheet

inhibit tables-

State of Reductant Pressure ControlSystem: Refilling Reductant in pressureline (substate of Pressure control)

SCR control state (please see thedefinition)

= PressureControl

-

(Reductant filling state in the pressure line < 70.00 %

andReductant Pump Module Pressure < 95.00 kPa)Set-point duty cycle for Reductant dosingvalve

= 100.00 %

Set-point duty cycle for the ReductantPump pressure Motor actuator

= 60.00 %




Defined by:Enable

ConditionsNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

State of Reductant Pressure ControlSystem: Pressure build up (substate ofPressure control)


= PressureControl

-

(Reductant filling state in the pressure line >= 70.00 %

orReductant Pump Module Pressure >= 95.00 kPafor time > 0.50 sec)

Reductant Pump Module Pressure < 375.00 kPaSet-point duty cycle for Reductant dosingvalve

= 0% %


= 40.00 %


-

State of Reductant Pressure ControlSystem: Ventilation (substate of Pressurecontrol)


= PressureControl

-

Reductant Pump Module Pressure < 375.00 kPa




Defined by:Enable

ConditionsDwell time in Pressure Build up substate > 15.00 sec

system pressurizes in pressure buildupand ventilation states

< 10.00 counts

Set-point duty cycle for Reductant dosingvalve

= 0.00 %


= 40.00 %

Dwell time in the sub state ventilation < 0.30 secNO Pending or Confirmed DTCs: = see sheet

inhibit tables-

State of Reductant Pressure ControlSystem: Metering control (substate ofPressure control)


= PressureControl

-

Reductant Pump Module Pressure >= 375.00 kPaSet-point duty cycle for Reductant dosingvalve

= 0 %


-

State of Reductant Pressure ControlSystem: Pressure reduction

ignition = off -

dwell time in the state of pressurereduction

< 20.00 sec




Defined by:Enable

ConditionsActivation state of Reductant revertingvalve power stage

= On -

Set-point duty cycle for Reductant dosingvalve

= 0 %


= 0.00 %


-

SCR Engine State requiredfor operation

SCR Engine State Ignition = TRUE -

engine speed > 600.00 rpm

Reductant Dosing Strategybased on DPF load

Status fill level decrease (please see thedefinition)

Particulate Filter Regeneration demandon

= TRUE -

orReductant fill level of the SCR catalystlowed to the target value under Particlefilter Regeneration request(a) - (b) >= 0 -

(a) Nominal value of Reductant fill levelin the catalyst




Defined by:Enable

Conditions(b) Estimated current Reductant load = calculated

parameter-

( c) Reductant Dosing quantity limitation = 0.90 factor

orSCR catalyst temperature too high toconvert Reductant under Particle filterRegeneration requestAverage temperature inside the SCRcatalyst:

> 3003.56 °C

Reductant Heater andDefrost System ControlStates and Status

Reductant Defrost check status of reductant tank heatertemperature (please see the definition)

= TRUE -

State of the defrosting check of pressureline (please see the definition)

= TRUE -

State of the defrosting check of supplymodule (please see the definition)

= TRUE -

(duration, for which the conditions for ahydraulic release reset of pressure lineheater circuit are satisfied

<= 600.00 sec

ambient temperature > -7.14 °CRelease heater pressure line = FALSE -




Defined by:Enable

Conditionsandduration, for which the conditions for ahydraulic release reset of supply moduleheater circuit are satisfied

<= 600.00 sec

ambient temperature > -7.14 °CRelease heater supply module = FALSE -)

Status of reductant tank heatertemperature

status of reductant tank heatertemperature (please see the definition)

Reductant tank heat temperature atStandby state

> -8.04 °C

orEngine off Time > 2147483647.00 secReductant tank heat temperature atStandby state

> 3003.56 °C

State of the defrosting check of pressureline

State of the defrosting check ofpressure line (please see thedefinition)

time since pressure line heating onunder pressure line defrost mode

>= 0 to 2200 sec

orstatus of SCR control state (please seethe definition)


-




Defined by:Enable

ConditionsPressure line defrost timer = 0 secorignition = on secengine speed > 600.00 rpm(Pressure line defrost check in lastdriving cycle

= TRUE -

status of SCR control state (please seethe definition)


-

Engine off Time (see Look-Up-Table#21)

< 120 to 900 sec

NO Pending or Confirmed DTCs: = TRUE -

State of the defrosting check of supplymodule


time since supply module heating onunder supply module defrost mode

>= 0 to 2200 sec

orstatus of SCR control state (please seethe definition)


-

Supply module defrost timer = 0 secorignition = on secengine speed > 600.00 rpm(Pressure line defrost check in lastdriving cycle

= TRUE -




Defined by:Enable

Conditionsstatus of SCR control state (please seethe definition)


-

Engine off Time (see Look-Up-Table#20)

< 120 to 900 sec

NO Pending or Confirmed DTCs: = TRUE -

The component protection release of theheater control

Current time for heating / not heating ofheater circuit 1 (tank)

>= 32767 sec

Reductant Defrost check (please see thedefinition)

= FALSE -

Preliminary release of the heater controlfor the main state machine

Preliminary release of the heater controlfor themain state machine (please see thedefinition)(Current time for heating / not heating ofheater circuit 1 (tank)

>= 0 to 3276 sec

status of reductant tank heater defrost = FALSE -status of reductant tank heatertemperature (please see the definition)

= FALSE -

State of the defrosting check of pressureline (please see the definition)

= TRUE -


= TRUE -




Defined by:Enable

Conditions)or(ignition = on secengine speed > 600.00 rpmEngine off Time <= 0.00 secState of the defrosting check of pressureline (please see the definition)

= TRUE -


= TRUE -

andif the following conditions were met inprevious driving cycle

= TRUE -

(ignition = on secengine speed > 600.00 rpmEngine off Time <= 0.00 secState of the defrosting check of pressureline (please see the definition)

= TRUE -


= TRUE -

))

Release of tank heater circuit (




Defined by:Enable

ConditionsRequested defrosting time for Reductanttank heater (see Look-Up-Table #24)

>= 10 to 4170 sec

orRequested heating time for Reductanttank heater (see Look-Up-Table #17)

>= 0 to 300 sec

)

or((Requested defrosting time for Reductanttank heater (see Look-Up-Table #24)

>= 10 to 4170 sec


>= 0 to 300 sec

)and(Requested defrosting time for pressureline heater (see Look-Up-Table #18)

>= 0 to 2200 sec

orRequested heating time for pressure lineheater (see Look-Up-Table #22)

>= 0 to 180 sec

))

or((




Defined by:Enable

ConditionsRequested defrosting time for Reductanttank heater (see Look-Up-Table #24)

>= 10 to 4170 sec


>= 0 to 300 sec

)and(Requested defrosting time for supplymodule heater (see Look-Up-Table #19)

>= 0 to 2200 sec

orRequested heating time for supplymodule heater (see Look-Up-Table #23)

>= 0 to 180 sec

))


>= 10 to 4170 sec


>= 0 to 300 sec

)and(




Defined by:Enable

ConditionsRequested defrosting time for pressureline heater (see Look-Up-Table #18)

>= 0 to 2200 sec


>= 0 to 180 sec


>= 0 to 2200 sec


>= 0 to 180 sec

))

andNO Pending or Confirmed DTCs: = TRUE -

Release of pressure line heater circuit (Requested defrosting time for pressureline heater (see Look-Up-Table #18)

>= 0 to 2200 sec


>= 0 to 180 sec




Defined by:Enable

Conditions)

or((Requested defrosting time for pressureline heater (see Look-Up-Table #18)

>= 0 to 2200 sec


>= 0 to 180 sec


>= 0 to 2200 sec


>= 0 to 180 sec

))


inhibit tables-

Release of tank heater circuit (




Defined by:Enable

ConditionsRequested defrosting time for supplymodule heater (see Look-Up-Table #19)

>= 0 to 2200 sec


>= 0 to 180 sec

)


>= 10 to 4170 sec


>= 0 to 300 sec


>= 0 to 2200 sec


>= 0 to 180 sec

))

or




Defined by:Enable

Conditions((Requested defrosting time for pressureline heater (see Look-Up-Table #18)

>= 0 to 2200 sec


>= 0 to 180 sec


>= 0 to 2200 sec


>= 0 to 180 sec

))or((Requested defrosting time for Reductanttank heater (see Look-Up-Table #24)

>= 10 to 4170 sec


>= 0 to 300 sec

)and(




Defined by:Enable

ConditionsRequested defrosting time for pressureline heater (see Look-Up-Table #18)

>= 0 to 2200 sec


>= 0 to 180 sec


>= 0 to 2200 sec


>= 0 to 180 sec

))


inhibit tables-

Status of the battery voltage being in thevalid working range for Reductant tankheater


for time > 2.00 sec




Defined by:Enable

Conditions

Status of the battery voltage being in thevalid working range for pressure lineheater


for time > 2.00 sec

Status of Reductant Tank HeaterRelease

(status of reductant tank heatertemperature (please see the definition)

= TRUE -

Waiting time after tank heater releaseexpired

> 0 sec

)

or((Waiting time before tank heater released < 32767.00 sec

started withstatus of reductant tank heatertemperature (please see the definition)

= FALSE -

)and




Defined by:Enable

Conditions(status of reductant tank heatertemperature (please see the definition)

= TRUE -


> 0 sec

))

or((Waiting time before tank heater released > 32767.00 sec

started withstatus of reductant tank heatertemperature (please see the definition)

= FALSE -

)and(status of reductant tank heatertemperature (please see the definition)

= TRUE -


> 0.00 sec

))

Reductant Tank LevelSystem States and Status

status of Reductant tank level Tank level > full (100%) = Full -

Warning (66.67%) < tank level < full(100%)

= OK -




Defined by:Enable

ConditionsRestriction (33.33%) < tank level <Warning (66.67%)

= Warning -

Empty < tank level < Restriction (33.33%) = Restriction -

Tank level < = 0.1% = Empty -

Status of Reductant tank level reset whenrefilling is detected (please see thedefinition)

(

time since potential Reductant refilldetection is set

>= 8.00 sec

and with(Derivation of the PT1 filtered level signal(DT1)

>= 1.00 %/sec

ignition = on -engine speed > 600.00 rpmVehicle speed >= 6.22 mphtime since engine started <= (a) * (b)(a) Time period for a positive slope todetect refueling

= 8.00 sec

(b) Factor for the extension of thedetection time for refueling

= 3.00 factor

since the following conditions met: = TRUE -(Falling edge of ignition = TRUE -or




Defined by:Enable

ConditionsReductant Refill enabling conditions resettimers

= TRUE -

)))

or(time since potential Reductant refilldetection is set

>= 4.00 sec

and with(Derivation of the PT1 filtered level signal(DT1)

>= 1.00 %/s

filter release for Reductant tank levelcalculation at T15 on (Please see thedefinition)

= TRUE -

and with(Frozen state is active during a certainwarning level (please see the definition)

= TRUE -

and with(Reductant tank Temperature >= -100.04 °CorReductant low warning level (Please seethe definition)

>= 0.00 level

)))




Defined by:Enable

ConditionsStatus of Reductant Tank Level Release status of reductant tank level release

(please see the definition)Status of Filter release for reductant tanklevel calculation (please see thedefinition)

= TRUE -

and((ambient temperature >= -100.04 °C((status of reductant tank heatertemperature (please see the definition)

= FALSE -

Waiting time before tank heater released < 32767.00 sec

andstatus of reductant tank heatertemperature (please see the definition)

= TRUE -


> 0 sec

)or(status of reductant tank heatertemperature (please see the definition)

= FALSE -

Waiting time before tank heater released >= 32767.00 sec

andstatus of reductant tank heatertemperature (please see the definition)

= TRUE -


>= 0.00 sec




Defined by:Enable

Conditions))orFrozen state is active during a certainwarning level (please see the definition)

= TRUE -

)Vehicle speed >= 6.22 mph)orfilter release for Reductant tank levelcalculation at T15 on (Please see thedefinition)

= TRUE -

Status of Filter release for reductant tanklevel calculation

Reductant tank Temperature >= -100.04 °CorReductant low warning level (Please seethe definition)

>= 0.00 -

NO Pending or Confirmed DTCs: = TRUE -orFrozen state is active during a certainwarning level (please see the definition)

= TRUE -




Defined by:Enable

ConditionsFilter release for Reductant tank levelcalculation at Ignition on

ignition = on

Engine on timer is expired (please seethe definition)

= False

Vehicle speed >= 0.62 mphReductant low warning level (Please seethe definition)

>= 49.00 level

and with((Raw Reductant tank level >= 33.3 %and with(Remaining Reductant quantity (a) - (b): < (a) - (b)

(a) Tank level for reserve mode(Restriction level) in [g]

= 1870.00 g

(b) Tank level threshold range belowRestriction threshold for T15 refilldetection release

= 0.00 g

)

orRaw Reductant tank level >= 66.7 %and with(Remaining Reductant quantity (a) - (b): < (a) - (b)

(a) Tank level for reserve mode(Warning level) in [g]

= 5060.00 g

(b) Tank level threshold range belowWARNING threshold for T15 refilldetection release

= 0.00 g




Defined by:Enable

Conditions)

orRaw Reductant tank level >= 100 %and with(Remaining Reductant quantity (a) - (b): >= (a) - (b)

(a) Tank level for reserve mode(Warning level) in [g]

= 5060.00 g

(b) Tank level threshold range belowWARNING threshold for T15 refilldetection release

= 0.00 g

))

Status of Refill detection of Reductanttank

Status of Refill detection of Reductanttank (please see the definition)Reductant tank level changed = TRUE -((Captured Reductant tank level at lasttank level change

= Empty -

orCaptured Reductant tank level at lasttank level change

= Restriction -

)and(one or more of following conditions aremet




Defined by:Enable

Conditionsstatus of Reductant tank level (pleasesee the definition)

= Warning -

orstatus of Reductant tank level (pleasesee the definition)

= OK -

orstatus of Reductant tank level (pleasesee the definition)

= Full -

))or((Captured Reductant tank level at lasttank level change

= Warning -

orCaptured Reductant tank level at lasttank level change

= OK -

)and(status of Reductant tank level (pleasesee the definition)

= Full -

)or(Captured Reductant tank level at lasttank level change

= OK -

status of Reductant tank level (pleasesee the definition)

= Full -

))




Defined by:Enable

Conditions

Engine on timer is expired time since engine started >= (a) * (b) sec(a) calibrated rise timer 12 sec(b) factor 20 -

and with((ignition = on -engine speed > 600.00 rpmVehicle speed >= 6.22 mph)or(Vehicle speed >= 6.22 mphNO Pending or Confirmed DTCs: = TRUE -for time > 1.00 sec))and with timer reset conditions

(Falling edge of ignition = TRUE -orReductant Refill enabling conditionsreset timers

= TRUE -

)

Reducant Tank Level LowWarning States

Normal_Operation_OK: 0 decimal,normal operation

Reductant tank level = Full -

and with




Defined by:Enable

Conditions(Warning level <= 49 -or(Previous warning level > 49 -vehicle speed <= 98.18 mph))

orReductant Quality state > 0 -

Warning_Leve1: 1 decimal, Warninglevel 1

Reductant tank level < Full -

Remaining mileage > 1500.00 milesand with(Warning level <= 49 Warning

level indecimal

or(Previous warning level > 49 Warning

level indecimal

vehicle speed <= 98.18 mph))and with




Defined by:Enable

ConditionsReductant Quality state = 0 -

Warning_Level2: 2 decimal, Warninglevel 2


Remaining mileage <= 1500.00 milesand with(Warning level <= 49 Warning

level indecimal


level indecimal

vehicle speed <= 98.18 mph))and withReductant Quality state = 0 -



Remaining mileage > 800.00 milesand with(




Defined by:Enable

ConditionsWarning level = 2 Warning

level indecimal

orWarning level = 16 Warning

level indecimal

)and withinitialization phase after Reductant refillevent is active

= TRUE -

Reductant Quality state = 0 -



Remaining mileage <= 800.00 milesand with(Warning level <= 49 Warning

level indecimal


level indecimal

vehicle speed <= 98.18 mph))




Defined by:Enable

Conditionsand withReductant Quality state = 0 -


((

Reductant tank level < Full -Remaining mileage <= 575.00 milesand with(Warning level <= 49 Warning

level indecimal


level indecimal

vehicle speed <= 98.18 mph)))or(Warning level = 48 Warning

level indecimal

initialization phase after Reductant refillevent is active

= TRUE -

))




Defined by:Enable

Conditionsand withReductant Quality state = 0 -


((

Warning level = 49 Warninglevel indecimal


= TRUE -

)or(Warning level < 49 Warning

level indecimal

Failed Reductant system pressure buildup

= 1 -

))and withReductant Quality state = 0 -

Warning_Level8: 80 decimal,Vehiclespeed restriction mild





Defined by:Enable

Conditionsinitialization phase after Reductant refillevent is active

= TRUE -

and withReductant Quality state = 0 -

Warning_Level10: 112 decimal,Vehiclespeed restriction aggressive



= TRUE -


Warning_Level12: 144 decimal, Vehiclespeed restriction severe



= TRUE -


Warning_Level14: 176 decimal, Vehiclespeed restriction final





Defined by:Enable

Conditionsinitialization phase after Reductant refillevent is active

= TRUE -


Reductant frozen SystemStates

Frozen state is active during a certainwarning level

ignition = On

for time > 5.00 secReductant tank Temperature <= -9.04 °CReductant low warning level (Please seethe definition)

>= 96.00 level

Status of Reductant tank as frozen(Engine off Time > 14400.00 secReductant tank Temperature < -11.04 °C)or(Engine off Time <= 7200.00 sectime since the following conditions aremet

<= 7200.00 sec

(status of reductant tank heater defrost = On or Defrost -Vehicle speed > 6.22 mph




Defined by:Enable

ConditionsStatus of urea tank as frozen (please seethe definition)

= TRUE -

))

SCR System Pressure State Status of Low Reductant Pump Pressure -Under Reductant warning level 3 - Mainstate 0x30

Reductant low warning level (Please seethe definition)

>= 64.00 -

number of pressure build-up attempts >= 2.00 countsand(status of SCR control sub state (pleasesee the definition)

= Pressure Buildup

-

Reductant Pump Module Pressure < 375.00 kPaDwell time in Pressure Build up substate > 15.00 sec

system pressurizes in pressure buildupand ventilation states

>= 10.00 counts

Reductant Defrost check (please see thedefinition)

= TRUE -

)

SCR System Diagnosis SCR System Long TermAdaptation Release States

Long-term Adaption Triggered

underdosing detected (please see thedefinition)

= TRUE -




Defined by:Enable

ConditionsORoverdosing detected (please see thedefinition)

= TRUE -

Underdosing detectedDifference between the NOx mass of thesensor and of the model during firstfunctional evaluation (see Look-Up-Table#13)

>= 0.4 to 0.45 g

ORDifference between the NOx mass of thesensor and of the model during secondfunctional evaluation (see Look-Up-Table#14)

>= 0.08 to 0.09 g

ORDifference between the NOx mass of thesensor and of the model during thirdfunctional evaluation (see Look-Up-Table#15)

>= -0.1 to -0.07 g

Overdosing detectedDifference between the NOx mass of thesensor and of the model during firstfunctional evaluation (see Look-Up-Table#10)

<= -0.55 to -0.38 g

OR




Defined by:Enable

ConditionsDifference between the NOx mass of thesensor and of the model during secondfunctional evaluation (see Look-Up-Table#11)

<= -0.39 to -0.3 g

ORDifference between the NOx mass of thesensor and of the model during thirdfunctional evaluation (see Look-Up-Table#12)

<= -0.27 to -0.2 g

Status of the SCR adaptation plausibilitycheck active

(

Status of NOx signal of downstream NOxsensor (please see the definition)

= True

NOx concentration downstream SCRcatalyst

> 15.00 ppm

for time > 0.50 sec

Estimated SCR catalyst efficiency > 0.70 factorfor time > 1.00 sec

NOx concentration deviation betweensensor reading and modeled NOxconcentration downstream SCR catalyst

> measuredparameter

-

for time > 0.50 sec




Defined by:Enable

Conditions(Time since when the Reductant loadlevel adaptation and the plausibility havebeen locked

>= 240.00 sec

orTime since when the Reductant loadlevel adaptation and the plausibility havebeen locked

>= 120.00 sec

Integrated NOx mass since Reductantload level adaptation and plausibility havebeen locked

>= 1.20 g

)

Difference between nominal andestimated Reductant

< 0.10 g


>= -1.00 g

Filtered Upstream NOx mass flow >= 0.00 g/secFiltered Upstream NOx mass flow <= 0.05 g/sec(Upstream NOx mass flow difference : (a) -(b)

>= -0.05 g/sec

Upstream NOx mass flow difference : (a) -(b)

<= 0.04 g/sec

and with(a) Filtered Upstream NOx mass flow(b) Filtered actual upstream NOx massflow

)




Defined by:Enable

ConditionsStatus of pre controlled dosing (pleasesee the definition)

= False


< 0.05 g


>= -1.00 g

for time > 0.20 sec

HC load in SCR catalyst <= 1.20 factoroverall aging factor of the SCR catalyst >= 0.00 factor


Temperature gradient of SCR >= -327.68 °C/secTemperature gradient of SCR <= 327.67 °C/sec

for time > 0.20 sec

Integrated NOx mass flow after enginestart

>= 0.00 g

Release of Reductant dosing = active

engine operating condition based onengine speed and injection quantity

> 0 factor

(Difference between nominal andestimated Reductant

> -0.05 g

Reductant mass flow (see Look-Up-Table#9)

> 0 to 0.04 g

Elapsed time of the fill level timer > 20.00 sec)




Defined by:Enable

Conditions

State of the NH3 (Ammonia) slipdetection

Reductant concentration downstreamSCR

< 30.00 ppm

and(a) - (b) < 0.00 g/sec

(a) Filtered NOx mass flow downstreamSCR measured by the sensor

= measuredparameter

-

(b) Filtered and delayed NOx rawemission mass flow upstream of SCR

= measuredparameter

-

Deactivation of dosing to execute theNOx Offset test

SCR catalyst temperature > 49.96 °CSCR catalyst temperature < 349.96 °Ctime > 60.00 sec

andCurrently dosed Reductant mass flow <= 0.05 g/sectime > 300.00 sec

andFeed ratio(a ) / (( b) * ( c)) <= 0.10 ratio




Defined by:Enable

Conditions(a) Currently dosed Reductant massflow

= measuredparameter

-

(b) NOx raw emission mass flow = measuredparameter

-

( c) Stoichiometric conversion factorNOx to Reductant


-


andEstimated current Reductant load <= 1.30 gtime > 30.00 sec

Release plausibility of Reductant LoadRelease plausibility timer active >= 240.00 secor(Release plausibility timer active >= 120.00 secIntegrated NOx raw emission since filllevel adaptation and plausibility havebeen locked

>= 1.20 g

)

Status for disabling the SCR Efficiencymonitor following an SCR Adaptationcycle completion

Maximum dosing quantity < 0.60 g/sec




Defined by:Enable

Conditions

or(a) - (b) > 0

(a) Reductant Dosing quantity = measuredparameter

-

(b) Maximum Reductant Dosingquantity


-

or(a) - (b) > 0

(a) Reductant Desired value = calculatedparameter

-

(b) Reductant Dosing quantity limitationdue to frozen tank


-

Request for pre controlled dosing

Filtered exhaust gas mass flow > (a) * (b) -(a) Correction factor for the upperhysteresis threshold for filtered exhaust-gas mass flow, dependent on HC-contamination

= 1 factor

(b) Upper hysteresis threshold forfiltered exhaust-gas mass flow,dependent on thermal ageing

= 910.17 g/sec

and




Defined by:Enable

ConditionsFiltered NOx mass flow upstream SCR > (a) * (b) -

(a) Correction factor for the upperhysteresis threshold for filtered exhaust-gas mass flow, dependent on HC-contamination SCR

= 1 factor

(b) Upper hysteresis threshold forfiltered exhaust-gas mass flow,dependent on thermal ageing SCR

= 0.02 g/sec

andEngine coolant temperature < (a) + (b)

(a) Lower hysteresis threshold forengine temperature

= 2999.96 °C

(b) Offset for lower hysteresis switch onthreshold for engine temperature

= 0.00 °C

Engine coolant temperature > 3003.56 °C

andambient pressure > (a) + (b)

(a) Upper hysteresis threshold forenvironment pressure

= 74.00 kPa

(b) Offset for upper hysteresis switch onthreshold for environment pressure

= 27.00 kPa

orambient pressure < 73.50 kPa

andIntake air temperature > (a) + (b)

(a) Lower hysteresis switch onthreshold for inlet air temperature

= -10.04 °C




Defined by:Enable

Conditions(b) Offset for upper hysteresis switch onthreshold for inlet air temperature

= 403.00 °C

orIntake air temperature < -50.04 °C

)

and(ambient temperature >= -9.04 °Cambient pressure >= 74.80 kPaSelected temperature used for lockingpre controlled mode

>= -3549.94 °C

Selected temperature used for lockingpre controlled mode

<= 369.96 °C

engine operation in normal mode = TRUE -

SCR NOx Catalyst Efficiency check wasperformed this drive cycle

= FALSE -

Incorrect Reductant Composition checkwas performed this drive cycle

= FALSE -

NO Pending or Confirmed DTCs: = TRUE -)

(((k) + (l) + ( m) > 0.00

(k) = (a) * (b)




Defined by:Enable

Conditions(a) entry condition for pre controlleddosing at sea level

= 0 -

(b) Altitude multiplier factor for sea level = measuredparameter

-

(l) = ( c) * (d) * (e)( c) entry condition for online dosing atMid level

= 0 -

(d) Multiplier to Mid Level enable speedload map

= 1 factor

(e) Altitude multiplier factor for mediumaltitude

= measuredparameter

-

(m) = ( f) * (g) * (h)(f) Entry condition for online dosing atHi level

= 0 -

(g) Multiplier to Hi Level enable speedload map

= 1 factor

(h) Altitude multiplier factor for highaltitude

= measuredparameter

-

)andLow pass filtered upstream NOx sensorsignal

> 0 ppm

)




Defined by:Enable

ConditionsReductant Tank HeaterPerformance DiagnosisStatus

start temperature is captured in EERPOMif monitoring is active over several drivingcycles

continuation of previously started tanktemperature performance monitoringcycle (see definition)

= 1.56 °C

or(

start temperature is captured in EERPOMif monitoring is not active over severaldriving cycles

continuation of previously started tanktemperature performance monitoringcycle (see definition)

= FALSE -

(ignition on for time > 60.00 secor = TRUEice detection by tank temperaturedifference:

(a) - (b) <= -0.54 °C(a) filtered current tank temperature = measured

parameter-

(b) tank temperature captured at thebeginning of current monitoring cycle

= measuredparameter

-

))or(a) - (b) <= -0.54 °C

(a) filtered current tank temperature = measuredparameter

-

(b) tank temperature captured at thebeginning of current monitoring cycle

= measuredparameter

-

ormonitoring was performed in previousdriving cycle

= TRUE -




Defined by:Enable

Conditions

continuation of previously started tanktemperature performance monitoringcycle

temperature difference: (a) - (b) <= 1.56 °C


-

(b) tank temperature of the previousdriving cycle

= measuredparameter

-

temperature difference: (a) - (b) <= 0 °C(a) tank temperature of the previousdriving cycle

= measuredparameter

-

(b) filtered current tank temperature = measuredparameter

-

temperature difference: (a) - (b) >= 0 °C(a) tank temperature of the previousdriving cycle

= measuredparameter

-

(b) start tank temperature of currentmonitoring cycle from EEPROM (seedefinition)

= measuredparameter

-

Engine off Time <= 2000.00 secThis monitor was complete in the lastdriving cycle

= FALSE

ice detection by tank temperaturedifference:(a) - (b) > -0.54 °C


-




Defined by:Enable

Conditions(b) tank temperature captured at thebeginning of current monitoring cycle

= measuredparameter

-

State of Reductant injection valveComponent Protection

((

status of SCR control sub state (pleasesee the definition)


and with(PM Filter Regeneration = not active -Reluctant dosing valve modeledtemperature (see Look-Up-Table #16)

> 119.96 to134.96

°C

)or(PM Filter Regeneration = active -Reluctant dosing valve modeledtemperature

> 119.96 °C

))or(status of SCR control sub state (pleasesee the definition)

≠ Metering control -

and with(PM Filter Regeneration = not active -




Defined by:Enable

ConditionsModeled Reductant injection valve tiptemperature based on its coiltemperature (see Look-Up-Table #16)

> 119.96 to134.96

°C

)or(PM Filter Regeneration = active -Modeled Reductant injection valve tiptemperature based on its coiltemperature

> 119.96 °C

)))

Turbo Charger Turbocharger (VNT) wiping active The Variable Nozzle TurbochargerControl has an intrusive mode where:VNT wiping is a sweep of the vaneposition control throughout its range ofmotion which is used to:avoid a binding of the VNT vanes due tosoot accumulation during long idleoperation with a cold engine.



Table no. Fault Codes Label (Internal Manufacturer Reference)

1 P0101 AFS_rAirThresLo_MAP

Injection Qty (mm^3/rev) / Ambient Pressure (kPa) 0 95 110 180 250 300 400 5002 0.85 0.85 0.85 0.85 0.8 0.8 0.8 0.84 0.85 0.85 0.85 0.85 0.8 0.8 0.8 0.8

70 0.85 0.85 0.85 0.85 0.8 0.8 0.8 0.880 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8

100 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8120 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8140 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8200 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8

2 P2199 Air_tDiffMaxHiTAFS_CUR

Engine Off Time (sec) 600 700 800 900 1000 2000 3000 4000 5000 8000 17999 18000 28799 28800 30000 32000Delta Temperature (°C) 999 999 999 999 999 999 999 999 999 999 999 999 999 20 20 20

3 P10CF Air_tDiffMaxHiTCACDs_CUR


4 P040F Air_tDiffMaxHiTEGRClr2Ds_CUR

Engine Off Time (sec) 600 700 800 900 1000 2000 3000 4000 5000 8000 10000 15000 20000 25000 28800 30000Delta Temperature (°C) 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 3276.7 20 20

8 P0401 AirCtl_facEnvPresMinDvt_CUR

Ambient Pressure (kPa) 70 77 80 85 90 95 100 110Correction Factor (factor) 0.6 0.6 0.625 0.7 0.8 1 1 1

9 P0401 AirCtl_mEGRMinDvtLim_CUR

Ambient Pressure (kPa) 67 75 76 77 80 82 85 88 91 95 98 101EGR Commanded Air Mass (g/rev) 0.34 0.34 0.34 0.34 0.34 0.34 0.344 0.368 0.384 0.406 0.424 0.44

15 OBDG04 ECM Calibration Look-Up Tables

ECM Calibration Look-Up Tables Page 1 of 22


10 P0402 AirCtl_mMaxDvt_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 1000 1200 1400 1500 1600 1800 2000 220010 0.033 0.033 0.033 0.033 0.033 0.033 0.033 0.03320 0.033 0.033 0.033 0.033 0.033 0.033 0.033 0.03330 0.033 0.033 0.050 0.033 0.033 0.033 0.033 0.03340 0.033 0.033 0.050 0.033 0.033 0.033 0.033 0.03360 0.033 0.033 0.045 0.033 0.040 0.060 0.075 0.07580 0.035 0.035 0.035 0.035 0.040 0.060 0.075 0.07590 0.040 0.040 0.040 0.040 0.040 0.060 0.075 0.075

100 0.060 0.060 0.060 0.060 0.060 0.060 0.075 0.075

11 P0401 AirCtl_mMinDvt_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 1000 1300 1400 1500 1600 1800 1900 20002 -0.040 -0.050 -0.050 -0.050 -0.050 -0.050 -0.075 -0.1506 -0.040 -0.050 -0.050 -0.050 -0.050 -0.050 -0.075 -0.150

10 -0.040 -0.050 -0.050 -0.050 -0.050 -0.050 -0.075 -0.15015 -0.040 -0.050 -0.050 -0.050 -0.050 -0.050 -0.075 -0.15020 -0.040 -0.048 -0.050 -0.050 -0.050 -0.075 -0.075 -0.15025 -0.040 -0.040 -0.053 -0.053 -0.053 -0.075 -0.075 -0.15030 -0.040 -0.040 -0.075 -0.075 -0.075 -0.075 -0.075 -0.15040 -0.040 -0.040 -0.150 -0.150 -0.150 -0.150 -0.150 -0.150

12 P2138 APP_uSync_CUR

Accel Pedal Voltage (V) 0.500 2.100 2.100Pedal Deviation (V) 0.120 0.180 0.180

13 P057B Brk_facEWMASlowTest_CUR

Brake Position Sensor Voltage (V) 0 0.0346 0.035 0.04 0.045 0.051 0.0512 5factor (-) 0 0 0 0 0 0 1 1

14 P026A CAClg_dmThresHi_CUR




Vehicle Speed (mph) 24.85 74.56Air Mass Flow (g/sec) 55.556 277.78

15 P011B CEngDsT_tDiffMaxHi_CUR


17 P0336 EpmCrS_facGapPlausHigh_CA

- 8 5.81 3.38 3.38

18 P0336 EpmCrS_facIncPlausHigh_CA

- 2 1.81 1.5 1.5

19 P02CD, P02CF, P02D1, P02D3 ETClb_pRailSet_CA

Rail Pressure Setpoint (kPa) 0 30000 80000

20 P02CD, P02CF, P02D1, P02D3 ETClb_tiET_MAX_CA

Injector Energizing Time (μsec) 0 547.2 304.4

21 P02CD, P02CF, P02D1, P02D3 ETClb_tiET_MIN_CA

Injector Energizing Time (μsec) 0 137.2 107.2



Table no. Fault Codes Label (Internal Manufacturer Reference)22 P02CD, P02CF, P02D1, P02D3 ETClb_tiETFbOfsMax_CA

Injector Energizing Time (μsec) 0 16 12

23 P02CD, P02CF, P02D1, P02D3 ETClb_tiETFbOfsMin_CA

Injector Energizing Time (μsec) 0 16 12

24 P144E ETCtl_stPOpCtVOLopMax_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 850 1000 2000 350010 0 0 0 016 0 1 1 140 1 1 1 1

160 1 1 1 1

25 P144F ETCtl_stPOpCtVOLopMin_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 900 1000 2000 350010 0 0 0 016 0 1 1 140 1 1 1 1

160 1 1 1 1

26 P2453 Exh_dpMinPosPPFltDiff_CUR

Exhaust Gas Volume Flow Change (m^3/h/sec) 100 500Differential Pressure Change Threshold (kPa/sec) 0.5 1.5

27 P11DC Exh_facLamStatNoCat2Ds_CUR

- 1 1.5 2 5 7 9 10 15 20 25 30- 0 0 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5




28 P11DB Exh_facLamStatNSCDs_CUR

- 1 1.5 2 5 7 9 10 15 20 25 30- 0 0 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5

30 P11D3, P11D4 Exh_mAirAdapActvNSCDs_CUR

Upstream Measure NOx at DFCO Start (ppm) 0 20 50 100 200 300 400 500 600 700 800 900 1000 1200 1400 1600Integrated Air Mass Flow (g) 100 100 125 150 250 300 300 350 350 400 400 500 500 500 500 500

31 P20E2 Exh_tDiffMaxHiTOxiCatDs_CUR


32 P20E4 Exh_tDiffMaxHiTPFltDs_CUR


33 P24B 7 -

PM Sensor Temperature (°C) -30.00 19.98 69.98 119.98 150.00Heater Resistance (Ohm) 2.93 3.26 3.60 3.93 4.13

34 P24B 7 -

PM Sensor Temperature (°C) -30.00 19.98 69.98 119.98 150.00Heater Resistance (Ohm) 1.09 1.29 1.49 1.69 1.81

35 P2598, P2599 TrbCh_tiEnaMonDlyBrk_CUR

Ambient Pressure (kPa) 50.00 59.80 59.90 60.00 65.00 70 76 84 96 100Delay Time (sec) 15.00 15.00 15.00 15.00 15.00 10 10 5 5 5




37 P0263, P0266, P0269, P0272 FBC_qLimNeg_MAP

ECT (°C) / Inj. Qty (mm^3/rev) 0 4 28 200 202 204 206 208-40.04 0 0 -24 -24 -24 -24 -24 -24-15.04 0 0 -24 -24 -24 -24 -24 -24

9.96 0 0 -24 -24 -24 -24 -24 -2434.96 0 0 -24 -24 -24 -24 -24 -2459.96 0 0 -24 -24 -24 -24 -24 -2484.96 0 0 -24 -24 -24 -24 -24 -24

109.96 0 0 -24 -24 -24 -24 -24 -24134.96 0 0 -24 -24 -24 -24 -24 -24

38 P0263, P0266, P0269, P0272 FBC_qLimPos_MAP

ECT (°C) / Inj. Qty (mm^3/rev) 0 4 28 200 202 204 206 208-40.04 0 0 24 24 24 24 24 24-15.04 0 0 24 24 24 24 24 24

9.96 0 0 24 24 24 24 24 2434.96 0 0 24 24 24 24 24 2459.96 0 0 24 24 24 24 24 2484.96 0 0 24 24 24 24 24 24

109.96 0 0 24 24 24 24 24 24134.96 0 0 24 24 24 24 24 24

39 P026D FMO_qFlSysThresMax_MAP

Injection Qty (mm^3/rev) / Air Mass per Cylinder (g/rev) 0.135 0.15 0.175 0.2 0.225 0.25 0.275 0.312 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.214 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.616 1 1 1 1 1 1 1 118 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.820 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.422 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.424 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.426 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4




40 P026C, P026D FMO_stOutObsvr_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 500 1000 1500 2000 2500 3000 3500 4000 4500 50004 0 0 0 0 0 0 0 0 0 0

12 1 1 1 1 1 1 1 1 1 124 1 1 1 1 1 1 1 1 1 136 1 1 1 1 1 1 1 1 1 148 1 1 1 1 1 1 1 1 1 160 1 1 1 1 1 1 1 1 1 172 1 1 1 1 1 1 1 1 1 184 1 1 1 1 1 1 1 1 1 1

100 1 1 1 1 1 1 1 1 1 1120 1 1 1 1 1 1 1 1 1 1

41 P054F InjCtl_qDesGearMonMax_MAP

ECT (°C) / Engine Speed (rpm) 0 400 600 825 1050 5000-20.04 176.8 176.8 176.8 176.8 176.8 176.8-10.04 133.8 133.8 133.8 133.8 133.8 133.8

-0.04 132.4 132.4 132.4 132.4 132.4 132.419.96 106.2 106.2 106.2 106.2 106.2 106.239.96 85.8 85.8 85.8 85.8 85.8 85.869.96 81.2 81.2 81.2 81.2 81.2 81.2

42 P054F InjCtl_qDesNeutrGearMonMax_MAP

ECT (°C) / Engine Speed (rpm) 0 400 600 825 1050 5000-20.04 111.8 111.8 111.8 111.8 111.8 111.8

-0.04 93.4 93.4 93.4 93.4 93.4 93.49.96 79.2 79.2 79.2 79.2 79.2 79.2

39.96 70.6 70.6 70.6 70.6 70.6 70.669.96 66 66 66 66 66 6684.96 60.2 60.2 60.2 60.2 60.2 60.2

43 P054E InjCtl_qDesNeutrGearMonMin_MAP



Table no. Fault Codes Label (Internal Manufacturer Reference)ECT (°C) / Engine Speed (rpm) 0 400 600 825 1050 5000

-20.04 22.6 22.6 22.6 22.6 22.6 22.60.04 16.4 16.4 16.4 16.4 16.4 16.49.96 11.6 11.6 11.6 11.6 11.6 11.6

39.96 8.8 8.8 8.8 8.8 8.8 8.869.96 7.2 7.2 7.2 7.2 7.2 7.284.93 5.4 5.4 5.4 5.4 5.4 5.4

44 P054E InjCtl_qDesGearMonMin_MAP

ECT (°C) / Engine Speed (rpm) 0 400 600 825 1050 5000-20.04 41.2 41.2 41.2 41.2 41.2 41.2

-0.04 26.8 26.8 26.8 26.8 26.8 26.89.96 26.4 26.4 26.4 26.4 26.4 26.4

19.96 17.6 17.6 17.6 17.6 17.6 17.639.96 10.8 10.8 10.8 10.8 10.8 10.869.96 9.2 9.2 9.2 9.2 9.2 9.2

45 P11A6, P11A9, P2297 LSU_mAirMax_C

Column Number (-) 0 1 2Air Mass per Cylinder (g/rev) 0.2525 0.275 0.45

46 P11A6, P11A9, P2297 LSU_mAirMin_C

Column Number (-) 0 1 2Air Mass per Cylinder (g/rev) 0.25 0.09 0.1

47 P11A6, P11A9, P2297 LSU_nMax_C

Column Number (-) 0 1 2Engine Speed (rpm) 2800 2700 4500

48 P11A6, P11A9, P2297 LSU_qMax_C

Column Number (-) 0 1 2



Table no. Fault Codes Label (Internal Manufacturer Reference)Injection Quantity (mm^3/rev) 44 36 0.4

49 P11A6, P11A9, P2297 LSU_qMin_C

Column Number (-) 0 1 2Injection Quantity (mm^3/rev) 16 8 -1

50 P11A9, P2297 LSU_rO2NegDvt_C

Column Number (-) 0 1 2Difference between Calculated and Mesaured O2 (-) 0.07 0.07 0.06

51 P11A6, P2297 LSU_rO2PosDvt_C

Column Number (-) 0 1 2Difference between Calculated and Mesaured O2 (-) 0.07 0.07 0.04

52 P0300, P0301, P0302, P0303, P0304 MisfDet_dnThresIdl_CUR

Injection Quantity (mm^3/rev) 8.64 26.1 45 75.24Crankshaft Angular Acceleration (s^(-2)) -2.5234 -3.9609 -5.0391 -5.7578

53 P0606 MoFInjQnt_tiZFCETMax_CUR

Rail Pressure (kPa) 30400 70400 80000 90400 120000 130400Energizing Time (μsec) 500 300 275.2 250 158 50

54 P0606 MoFInjQnt_tiZFCETMin_CUR

Rail Pressure (kPa) 30400 70400 80000 90400 120000 130400Energizing Time (μsec) -500 -300 -274.8 -250 -158 -50

55 P0606 MoFOvR_tiLimET_CUR



Table no. Fault Codes Label (Internal Manufacturer Reference)Engine Speed (rpm) 0 2080 2120 4000Energizing Time (μsec) 6000 6000 200 200

57 P0299 PCR_pMaxDvt_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 1000 1500 1750 2000 2500 3000 3500 400060 35 35 35 40 40 34 40 3570 35 35 37.5 40 50 50 40 3580 37 37 38 48 56 59 45 35

100 40 40 40 49 60 60 60 42120 45 45 45 55 60 60 60 50140 33 33 40 49 60 52.5 60 60160 46 46 46 54 57 60 60 60170 47 47 47 45 57 60 60 60

58 P0234 PCR_pMinDvt_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 2000 2200 2400 2600 2800 3000 3500 4000100 -25 -25 -25 -25 -25 -25 -25 -25110 -25 -25 -25 -25 -25 -25 -25 -25120 -25 -25 -25 -25 -25 -25 -25 -25130 -25 -25 -25 -25 -25 -25 -25 -25140 -25.5 -25.5 -25.5 -25.5 -25.5 -25.5 -25.5 -25.5150 -26 -26 -26 -26 -26 -26 -26 -26160 -27 -27 -27 -27 -27 -27 -27 -27170 -27 -27 -27 -27 -27 -27 -27 -27

59 P2263 PCR_pOvrBstDvt_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 1500 2000 2250 2500 2750 3000 3500 5500100 -40 -40 -40 -40 -40 -40 -40 -40110 -40 -40 -40 -40 -40 -40 -40 -40120 -40 -40 -42 -41 -40.5 -42 -44.5 -45130 -40 -40 -43 -42 -42 -42 -40.5 -40140 -40 -40 -44 -43 -43 -43 -43 -37150 -40 -40 -40.5 -44 -40 -40.5 -40 -34160 -40 -40 -38 -35 -35 -34 -31.5 -34



Table no. Fault Codes Label (Internal Manufacturer Reference)170 -40 -40 -30 -30 -30 -30 -30 -30

60 P2263 PCR_pUndrBstDvt_MAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 2000 2250 2500 2750 3000 3500 4000 4500100 100 100 100 100 100 100 100 100110 100 100 100 100 100 100 100 100120 100 100 102.5 105 107.5 105 100 100130 100 102.5 105 105 107.5 105 100 100140 100 102.5 105 105 107.5 105 100 100150 100 102.5 105 105 105 105 100 100160 100 102.5 105 105 105 105 100 100170 100 100 100 100 100 100 100 100

61 P2459 PFlt_mSotThresRgnFreq_CUR

Soot Mass at End of Regen (g) 0 4 8 20 24 26Soot Mass (g) 0 24.6 49.1 122.8 147.4 159.6

62 P128E Rail_pCPCFltMin_CUR

Engine Speed (rpm) 0 200 400 600 700 725 775 850 900 1000 1200 1650 2000 3000 4000 5000Rail Pressure (kPa) 0 0 0 0 0 0 15000 15000 15000 15000 15000 15000 15000 15000 15000 15000

63 P0087 Rail_pMeUnDvtMax_CUR


64 P0088 Rail_pMeUnDvtMin_CUR

Engine Speed (rpm) 0 200 400 600 700 725 775 850 900 1000 1200 1650 2000 3000 4000 5000Rail Pressure (kPa) -80000 -80000 -80000 -80000 -80000 -80000 -18000 -18000 -18000 -18000 -18000 -18000 -18000 -18000 -18000 -18000

65 P128E Rail_pMeUnFltMin_CUR





66 P0087 Rail_pPCVDvtMax_CUR


67 P128E Rail_pPCVFltMin_CUR


68 P20EE SCRChk_facEtaEstOfs1_MAP

Filtered Exh Mass Flow (g/s) / SCR Upstream Temp (°C) 149.96 199.96 229.96 249.96 269.96 289.96 309.96 359.9611.11 -0.187 -0.187 -0.187 -0.161 -0.2 -0.206 -0.206 -0.20616.67 -0.187 -0.187 -0.187 -0.161 -0.22 -0.206 -0.206 -0.20622.22 -0.198 -0.198 -0.198 -0.171 -0.24 -0.206 -0.206 -0.20627.78 -0.235 -0.235 -0.235 -0.22 -0.24 -0.195 -0.188 -0.18833.33 -0.273 -0.273 -0.273 -0.23 -0.225 -0.185 -0.178 -0.17841.67 -0.294 -0.294 -0.294 -0.25 -0.22 -0.175 -0.172 -0.17250.00 -0.294 -0.294 -0.294 -0.26 -0.22 -0.173 -0.17 -0.1769.45 -0.294 -0.294 -0.294 -0.26 -0.22 -0.172 -0.17 -0.17

69 P11CC SCRChk_facRatHumMinNOxUs_CUR

Relative Humidity (%) 0 30.0049 40.0024 50 59.9976 75 90.002 100Correction Factor (factor) 1 1 1 1 1 1 1 1

70 P11CB, P11CC SCRChk_idcPOpMinNOxUsPlaus_GMAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 600 800 1000 1320 1400 1600 1800 2000 2200 2600 2800 3000 3200 4000 5000 1000010 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0



Table no. Fault Codes Label (Internal Manufacturer Reference)20 0 0 0 1 1 1 1 1 1 1 1 0 0 0 0 026 0 0 0 1 1 1 1 1 1 1 1 0 0 0 0 032 0 0 0 1 1 1 1 1 1 1 1 0 0 0 0 038 0 0 0 0 0 1 1 1 1 1 0 0 0 0 0 044 0 0 0 0 0 1 1 1 1 1 0 0 0 0 0 050 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 060 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 080 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

71 P20EE SCRChk_mEstNH3LdMax_CUR

SCR Temperature (°C) 149.96 199.96 249.96 299.96 349.96 399.96 449.96 499.96Ammonia Load (g) 1.31 1.51 1.64 1.45 1.05 0.65 0.4 0.23

72 P20EE SCRChk_mEstNH3LdMin_CUR

SCR Temperature (°C) 149.96 199.96 249.96 299.96 349.96 399.96 449.96 499.96Ammonia Load (g) 1.114 1.284 1.394 1.233 0.893 0.553 0.34 0.196

73 P20EE SCRChk_mNOxUsMin1_MAP

Exhaust Gas Mass Flow (g/sec) / SCR Temperature (°C) 149.96 199.96 229.96 259.96 289.96 319.96 359.96 599.9611.11 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.6516.67 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.6522.22 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.727.78 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.7733.33 1.03 1.03 1.03 1.03 1.03 1.03 1.03 1.0341.67 1.55 1.55 1.55 1.55 1.59 1.64 1.64 1.6450.00 2.28 2.28 2.28 2.28 2.44 2.6 2.6 2.669.45 4.4 4.4 4.4 4.4 4.95 5.5 5.5 5.5

74 P11CB SCRChk_rNOxDiffThresBasMaxUs_GMAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 800 1250 1400 1600 2000 2250 2500 3000 3200 400010 0.57 0.57 0.57 0.76 1.14 1.40 1.30 1.30 1.30 1.3014 0.57 0.57 0.57 0.76 1.09 1.40 1.30 1.30 1.30 1.3020 0.57 0.57 0.57 0.76 0.99 1.30 1.15 1.22 1.22 1.22



Table no. Fault Codes Label (Internal Manufacturer Reference)26 0.57 0.57 0.57 0.62 0.82 0.90 0.91 1.03 1.03 1.0332 0.53 0.53 0.53 0.46 0.66 0.80 0.76 0.88 0.88 0.8838 0.44 0.44 0.44 0.41 0.62 0.75 0.71 0.83 0.83 0.8344 0.42 0.42 0.42 0.42 0.59 0.65 0.68 0.80 0.80 0.8050 0.42 0.42 0.42 0.42 0.59 0.62 0.61 0.80 0.80 0.8060 0.42 0.42 0.42 0.42 0.59 0.62 0.61 0.80 0.80 0.8080 0.42 0.42 0.42 0.42 0.59 0.62 0.61 0.80 0.80 0.80

75 P11CC SCRChk_rNOxDiffThresBasMinUs_GMAP

Injection Qty (mm^3/rev) / Engine Speed (rpm) 800 1250 1400 1600 2000 2250 2500 3000 3200 400010 -0.60 -0.6 -0.6 -0.5699 -0.58 -0.52 -0.52 -0.52 -0.52 -0.5214 -0.60 -0.6 -0.6 -0.5699 -0.58 -0.52 -0.52 -0.52 -0.52 -0.5220 -0.60 -0.6 -0.6 -0.5699 -0.58 -0.52 -0.52 -0.52 -0.52 -0.5226 -0.61 -0.61 -0.61 -0.62 -0.63 -0.58 -0.58 -0.5601 -0.5601 -0.560132 -0.62 -0.62 -0.62 -0.64 -0.65 -0.6 -0.6 -0.58 -0.58 -0.5838 -0.62 -0.62 -0.62 -0.64 -0.66 -0.62 -0.62 -0.59 -0.59 -0.5944 -0.63 -0.63 -0.63 -0.64 -0.67 -0.63 -0.63 -0.6 -0.6 -0.650 -0.63 -0.63 -0.63 -0.64 -0.67 -0.64 -0.64 -0.6 -0.6 -0.660 -0.63 -0.63 -0.63 -0.64 -0.67 -0.64 -0.64 -0.6 -0.6 -0.680 -0.63 -0.63 -0.63 -0.64 -0.67 -0.64 -0.64 -0.6 -0.6 -0.6

76 P11CB, P11CC SCRChk_stExhTempRlsUsPlaus_CUR

Exhaust Gas Temp @ NOx Sensor (°C) 179.96 199.96Enable Condition (1 = Enable) (-) 0 1

77 P20EE SCRChk_tDeltaTempSCRMax_CUR

Filtered SCR Temp (°C) 179.96 229.96 249.96 279.96 299.96 309.96 319.96 399.96Delta SCR Temp (°C) -3.04 -3.04 -3.44 -4.04 -2.84 -2.54 -2.34 -2.04

78 P20EE SCRChk_tDeltaTempSCRMin_CUR

Filtered SCR Temp (°C) 179.96 229.96 249.96 279.96 299.96 309.96 319.96 399.96Delta SCR Temp (°C) -3.04 -3.04 -3.24 -3.64 -2.54 -2.24 -2.04 -2.04




79 P20EE SCRChk_tiAddDisbl_MAP

Nox Peak Duration (s) / Nox Mass Flow (g/s) 0 0.08 0.1 0.15 0.2 0.3 0.4 1.650 0 0 5 5 5 5 5 51 0 0 5 5 5 5 5 52 0 0 5 5 5 5 5 55 0 0 5 10 10 10 10 10

10 0 0 10 20 20 20 20 2060 0 0 30 60 60 60 60 60

120 60 60 60 60 60 60 60 601000 60 60 60 60 60 60 60 60

80 P10D0 SCRPOD_tMaxDiff_CUR

Engine Off Time (sec) 0 299 300 28799 28800 32000 32500 32767Delta Temperature (°C) 3276.7 3276.7 3276.7 3276.7 30 30 30 30

81 Engine Running StSys_nStrtCutOut_MAP

BARO Pressure (kPa) / ECT at Start (°C) -40.04 -20.04 -10.04 -0.04 29.96 38.96 39.96 59.9657.7 1100 1100 1000 1000 1000 1000 850 85061.6 1100 1100 1000 1000 1000 1000 850 85065.8 1100 1100 1000 1000 1000 1000 850 85070.1 1100 1100 1000 1000 1000 1000 850 85074.5 1100 1100 1000 1000 1000 1000 850 85079.5 1100 1100 1000 1000 1000 1000 850 850

83 1100 1100 1000 1000 1000 1000 850 850101.3 1100 1100 1000 1000 1000 1000 850 850

82 P01CB, P01CC, P01CD, P01CE, P01CF, P01D0, P01D1,P01D2, P02CD, P02CF, P02D1, P02D3

ZFC_stGearRls_CA

Gear (-) 0 1 2 3 4 5 6 7 8(-) 0 0 0 1 1 1 1 0 0



Table no. Fault Codes Label (Internal Manufacturer Reference)83 P01CB, P01CC, P01CD, P01CE, P01CF, P01D0, P01D1,

P01D2, P02CD, P02CF, P02D1, P02D3 ZFC_tiCldCham_CUR

ECT (°C) -7.04 -5.04 0.96 5.96 13.96 18.96 24.96 29.96 37.96 49.96 59.96 69.96Time (sec) 7 8 10 11 15 17 20 20 20 20 20 20

84 P2263 PCR_facOvrBstDvt_CUR

BARO Pressure (kPa) 70 75 80 85 90 95 100 125Correction Factor (-) 1.25 1.25 1.25 1.20 1.00 1.00 1.00 1.00

85 P2263 PCR_facUndrBstDvt_CUR

BARO Pressure (kPa) 70 75 80 85 90 95 100 125Correction Factor (-) 0.85 0.85 0.90 0.95 1.00 1.00 1.00 1.00

86 P11CB SCRChk_facEnvPCorMaxNOxUs_CUR

BARO Pressure (kPa) 70 75 80 85 90 95 100 110 120Correction Factor (-) 1.40 1.40 1.75 1.72 1.40 1.00 1.00 1.00 1.00

87 P11CC SCRChk_facEnvPCorMinNOxUs_CUR

BARO Pressure (kPa) 70 75 80 85 90 95 100 110 120Correction Factor (-) 0.62 0.62 0.70 0.72 0.85 1.00 1.00 1.00 1.00

end S1-15OBDG05 - Calibration Tables

S2-15OBDG05_PM_Sensor - Calibration Tables





1 P24C7 Exh_tPPDsTempMeaDifNeg_CUR

Exhaust Temperature Average (deg C) -0.04 49.96 139.96 159.96 179.96 239.96 299.96 399.96Diagnostic Threshold (deg C) -30.04 -30.04 -70.04 -75.04 -80.04 -95.04 -110.04 -155.04

2 P24C7 Exh_tPPDsTempMeaDifPos_CUR

Exhaust Temperature Average (deg C) -0.04 49.96 139.96 159.96 179.96 239.96 299.96 399.96Diagnostic Threshold (deg C) 69.96 69.96 109.96 114.96 119.96 134.96 149.96 194.96

end S1-15OBDG05_PM_Sensor - Calibration Tables

Calibration Parameter Definition - Calibration TablesStatus and State Calibration Tables

Table no. Status or State Label (Internal Manufacturer Reference)

1 A/F Sensor Dewpoint Reached,Status of NOx signal of upstream NOx sensor,Upstream NOx sensor dewpoint achieved

DewDet_wThresLSU0_MAP

ECT at Start (°C) / Modeled Exhaust Wall Temp (°C) -40.14 -30.04 -20.04 -10.04 -0.04 9.96 19.96 29.96-40.14 600 600 600 600 600 600 600 600



Table no. Fault Codes Label (Internal Manufacturer Reference)-30.04 600 600 600 600 600 600 600 600-20.04 600 600 570 570 570 570 570 570-10.04 600 600 570 530 530 530 530 530

-0.04 600 600 570 530 370 370 370 3709.96 600 600 570 530 370 300 300 300

19.96 600 600 570 530 370 300 130 13029.96 600 600 570 530 370 300 130 130

3 Status of NOx signal of downstream NOx sensor,Downstream NOx sensor dewpoint achieved,Enabling Downstream NOx sensor heater diagnosis,PM sensor dewpoint achieved

DewDet_wThresLSU2_MAP

ECT at Start (°C) / Modeled Exhaust Wall Temp (°C) -40.14 -30.04 -20.04 -10.04 -0.04 9.96 19.96 29.96-40.14 1460 1460 1460 1460 1460 1460 1460 1460-30.04 1460 1460 1460 1460 1460 1460 1460 1460-20.04 1460 1460 1380 1380 1380 1380 1380 1380-10.04 1460 1460 1380 1300 1300 1300 1300 1300

-0.04 1460 1460 1380 1300 1200 1200 1200 12009.96 1460 1460 1380 1300 1200 560 560 560

19.96 1460 1460 1380 1300 1200 560 310 31029.96 1460 1460 1380 1300 1200 560 310 310

4 Status thermal regeneration active PFltLd_dmSotSimRgnBas_CUR

Produced Soot (g) 0 4 6.5 7.5 8 12.5 18 20 22 25 50 100Soot Mass flow (g/sec) 0.01 0.01 0.01 0.02 0.02 0.03 0.04 0.05 0.05 0.05 0.05 0.05

5 Status thermal regeneration active PFltLd_facO2SimRgn_MAP

Exhaust Mass Flow (g/s) / Lambda (-) 0.9 1 1.05 1.1 1.2 1.4 1.8 30.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.000.42 0.00 0.00 0.26 0.39 0.52 0.52 0.52 0.521.39 0.00 0.00 0.47 0.70 0.94 0.94 0.94 0.942.78 0.00 0.00 0.60 0.90 1.20 1.20 1.20 1.204.17 0.00 0.00 0.74 1.11 1.48 1.48 1.48 1.485.56 0.00 0.00 0.76 1.13 1.51 1.51 1.51 1.51



Table no. Fault Codes Label (Internal Manufacturer Reference)6.95 0.00 0.00 0.76 1.14 1.53 1.53 1.53 1.539.72 0.00 0.00 0.81 1.22 1.62 1.62 1.62 1.62

6 Status thermal regeneration active PFltLd_facTempSimRgn_CUR

Particulate Filter Surface Temp (°C) 499.96 524.96 549.96 569.96 579.96 589.96 599.96 624.96 649.96 699.96Temperature Factor (-) 0 0.13989 0.22473 0.35376 0.52844 0.67993 0.8 0.9 0.9 0.95

7 Rail Control - PCV Closed Loop Control Only Rail_dvolMeUnCtlUpLim_CUR

Engine Speed (rpm) 500 750 1400 1700 1950 2804 3054 3304 5000 5001 5002 5003 5004 5005 5006 5007Rail Volume Flow (mm^3/sec) 20000 20000 20000 21000 22700 30370 32580 33080 33080 33080 33080 33080 33080 33080 33080 33080

8Rail Control - Metering Unit + PCV Closed Loop Control

Rail_qMeUnCtlType_CUR

Engine Speed (rpm) 850 1025 1200 1300 1500 1700 1900 2100Injection Qty (mm^3/rev) 9 14 20 24 26 24 21 20

9 Status of the SCR adaptation plausibility check active SCRAd_mNH3MinTrg_MAP

SCR Modeled Efficieny (- )/ SCR Temp (°C) -0.04 99.96 299.86 299.96 399.96 499.960 0 0 0 0.04 0.04 0.04

0.2 0 0 0 0.04 0.04 0.040.4 0 0 0 0.04 0.04 0.040.6 0 0 0 0.04 0.04 0.040.8 0 0 0 0.04 0.04 0.04

1 0 0 0 0.04 0.04 0.04

10 Overdosing detected SCRAd_mNOxOvrMetPh1_CUR

SCR Avg. Temp (°C) 249.96 299.96 349.96 399.96Nox Mass (g) -0.55 -0.45 -0.4 -0.38








13 Underdosing detected SCRAd_mNOxUndrMetPh1_CUR

SCR Avg. Temp (°C) 249.96 299.96 349.96 399.96Nox Mass (g) 0.45 0.42 0.4 0.4


SCR Avg. Temp (°C) 249.96 299.96 349.96 399.96Nox Mass (g) 0.09 0.08 0.08 0.08



16 State of Reductant injection valve Component Protection UDC_tUDosVlvCoPrActv_MAP

Vehicle Speed (mph) / Exhaust Gas Temp (°C) 199.96 299.96 399.96 499.96 599.960 134.96 134.96 129.96 119.96 119.96

31.25 124.96 124.96 124.96 119.96 119.96125 119.96 119.96 119.96 119.96 119.96

17 Release of tank heater circuit UHC_tiC1On_CUR

Reductant Tank Temp. (°C) -30.04 -7.04 -6.04 -0.04



Table no. Fault Codes Label (Internal Manufacturer Reference)Reductant Heater Time (sec) 300 300 0 0

18 Release of tank heater circuit UHC_tiDfrstC2_CUR

Reductant Tank Temp. (°C) -45.04 -30.04 -25.04 -18.04 -9.04 -8.04 -6.04Reductant Heater Time (sec) 2200 1800 1600 1200 600 300 0

19 Release of tank heater circuit UHC_tiDfrstC3_CUR

Reductant Tank Temp. (°C) -45.04 -30.04 -25.04 -18.04 -9.04 -8.04 -6.04Reductant Heater Time (sec) 2200 1800 1600 1200 600 300 0

20 State of the defrosting check of supply module UHC_tiEngOffC3FrzLim_CUR

Reductant Tank Temp. (°C) -30.04 -25.04 -20.04 -15.04 -11.04 -5.04Engine Off Time (sec) 120 120 120 180 550 900

21 State of the defrosting check of pressure line UHC_tiEngOffFrzLim_CUR

Reductant Tank Temp. (°C) -30.04 -25.04 -20.04 -15.04 -11.04 -5.04Engine Off Time (sec) 120 120 120 180 550 900

22 Release of tank heater circuitRelease of pressure line heater circuit

UHC_tiOnC2_CUR

Reductant Tank Temp. (°C) -60.04 -7.04 -6.04 9.96Reductant Heater Time (sec) 180 180 0 0

23 Release of tank heater circuitRelease of pressure line heater circuit

UHC_tiOnC3_CUR

Reductant Tank Temp. (°C) -60.04 -7.04 -6.04 9.96Reductant Heater Time (sec) 180 180 0 0

24 Release of tank heater circuit UHC_tiC1DfrstFirstCyc_MAP




Ambient Air Temp (°C) / Reductant Tank Temp (°C) -45.04 -30.04 -25.04 -18.04 -9.04 -8.04 -6.04-45.04 4170 3270 2670 1800 1200 600 10-25.04 4170 3270 2670 1800 1200 600 10-18.04 4170 3270 2670 1800 1200 600 10

-9.04 4170 3270 2670 1800 1200 600 10-8.04 4170 3270 2670 1800 1200 600 10-5.04 4170 3270 2670 1800 1200 600 109.96 4170 3270 2670 1800 1200 600 10

19.96 4170 3270 2670 1800 1200 600 10



Active DTCP0016 - Crankshaft to Camshaft

CorrelationP0315 - Crankshaft Position System

Variation Not Learned

P0030 - HO2S Heater ControlCircuit Bank 1 Sensor 1

P0133 - O2 Sensor Circuit SlowResponse Bank 1 Sensor 1

P11A6 - HO2S Performance - SignalHigh During Moderate Load Sensor 1

P11A9 - O2 Sensor Performance -Signal Low During Moderate Load

Bank 1 Sensor 1

P2237 - O2 Sensor Positive CurrentControl Circuit/Open Bank 1 Sensor

1

P2243 - O2 Sensor ReferenceVoltage Circuit/Open Bank 1 Sensor

1

P2251 - O2 Sensor Negative CurrentControl Circuit/Open Bank 1 Sensor

1

P2A00 - O2 Sensor CircuitRange/Performance Bank 1 Sensor 1

P0031 - HO2S Heater ControlCircuit Low Bank 1 Sensor 1




Bank 1 Sensor 1


1


1


1


P0032 - HO2S Heater ControlCircuit High Bank 1 Sensor 1




Bank 1 Sensor 1


1


1


1


P0047 - Turbocharger BoostControl Circuit Low Voltage


P0234 - Turbocharger EngineOverboost

P0299 - Turbocharger EngineUnderboost

P0401 - Exhaust Gas RecirculationFlow Insufficient

P0402 - Exhaust Gas RecirculationFlow Excessive



Bank 1 Sensor 1

P2002 - Diesel Particulate Filter(DPF) Low Efficiency


1


P0048 - Turbocharger BoostControl Circuit High Voltage








Bank 1 Sensor 1



1


P007C - CAC Temperature SensorCircuit Low Voltage

P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P01CB - Cylinder 1 Injection TimingRetarded

P01CC - Cylinder 1 Injection TimingAdvanced

P01CD - Cylinder 2 Injection TimingRetarded

P01CE - Cylinder 2 Injection TimingAdvanced

P01CF - Cylinder 3 Injection TimingRetarded

P01D0 - Cylinder 3 Injection TimingAdvanced

P01D1 - Cylinder 4 Injection TimingRetarded



P026C - Injection Quantity Too Low P026D - Injection Quantity Too High P0299 - Turbocharger EngineUnderboost

P007D - CAC Temperature SensorCircuit High Voltage













P168A P168B



P168A P168B

P0087 - Fuel Rail/SystemPressure - Too Low Bank 1


P0088 - Fuel Rail Pressure TooHigh


P0091 - Fuel Pressure Regulator 1Control Circuit Low


P0092 - Fuel Pressure Regulator 1Control Circuit High


P0102 - Mass Air Flow SensorCircuit Low

P0128 - Engine Coolant TemperatureBelow Thermostat Regulating

Temperature






P0420 - NMHC Catalyst EfficiencyBelow Threshold Bank 1



Bank 1 Sensor 1


1

P2459 - Diesel Particulate FilterRegeneration Frequency

P24B4 - Particulate Matter SensorHeater Control CircuitRange/Performance

P0107 - Manifold AbsolutePressure (MAP) Sensor Circuit

Low Voltage

P01CB - Cylinder 1 Injection TimingRetarded














High Voltage














P0112 - Intake Air TemperatureSensor 1 Circuit Low


Temperature



P040F - Exhaust Gas Recirculation(EGR) Temperature Sensor 1-2

Correlation


P20E2 - Exhaust Gas Temperature(EGT) Sensors 1-2 not plausible

P0113 - Intake Air TemperatureSensor 1 Circuit High


Temperature




Correlation



P0117 - Engine CoolantTemperature Sensor Circuit Low


Temperature










P0263 - Cly 1 Balance System P0266 - Cly 2 Balance System P0269 - Cly 3 Balance System P0272 - Cly 4 Balance System

P0118 - Engine CoolantTemperature Sensor Circuit High


Temperature










P0263 - Cly 1 Balance System P0266 - Cly 2 Balance System P0269 - Cly 3 Balance System P0272 - Cly 4 Balance System


P0300 - Engine Misfire Detected P0301 - Cylinder 1 Misfire Detected P0302 - Cylinder 2 Misfire Detected P0303 - Cylinder 3 Misfire Detected P0304 - Cylinder 4 Misfire Detected P0401 - Exhaust Gas RecirculationFlow Insufficient



P0506 - Idle Speed Low P0507 - Idle Speed High


P0300 - Engine Misfire Detected P0301 - Cylinder 1 Misfire Detected P0302 - Cylinder 2 Misfire Detected P0303 - Cylinder 3 Misfire Detected P0304 - Cylinder 4 Misfire Detected P0401 - Exhaust Gas RecirculationFlow Insufficient




P011B - Engine CoolantTemperature/Intake Air

Temperature Correlation


P0128 - Engine CoolantTemperature Below Thermostat

Regulating Temperature

P01F0 - Coolant TemperatureDropped Below Diagnostic Monitoring

Temperature

P0131 - HO2S Bank 1 Sensor 1circuit low

P0132 - HO2S Bank 1 Sensor 1circuit high




Bank 1 Sensor 1



1


1


1







Bank 1 Sensor 1



1


1


1




P0171 - System Too Lean Bank 1 P11CB - NOx Sensor Performance -Signal High Bank 1 Sensor 1

P11CC - NOx Sensor Performance -Signal Low Bank 1 Sensor 1


P0172 - System Too Rich Bank 1 P11CB - NOx Sensor Performance -Signal High Bank 1 Sensor 1



P0182 - Fuel Temperature Sensor1 Circuit Low









P0183 - Fuel Temperature Sensor1 Circuit High









P0192 - Fuel Rail Pressure SensorCircuit Low










P0193 - Fuel Rail Pressure SensorCircuit High










P01CB - Cylinder 1 InjectionTiming Retarded


P01CC - Cylinder 1 InjectionTiming Advanced


P01CD - Cylinder 2 InjectionTiming Retarded


P01CE - Cylinder 2 InjectionTiming Advanced


P01CF - Cylinder 3 InjectionTiming Retarded


P01D0 - Cylinder 3 InjectionTiming Advanced


P01D1 - Cylinder 4 InjectionTiming Retarded




P0201 - Injector 1 Control Circuit P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P01CB - Cylinder 1 Injection TimingRetarded








P026C - Injection Quantity Too Low P026D - Injection Quantity Too High










Inhibited DTCs

15 OBDG04 ECM Diagnostic Inhibit Tables

ECM Diagnostic Inhibit Tables Page 1 of 5

Active DTC Inhibited DTCs





















P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P026C - Injection Quantity Too Low P026D - Injection Quantity Too High P11A6 - HO2S Performance - SignalHigh During Moderate Load Sensor 1


Bank 1 Sensor 1

P11CB - NOx Sensor Performance -Signal High Bank 1 Sensor 1




1



P026C - Injection Quantity TooLow




P026D - Injection Quantity TooHigh






P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P026C - Injection Quantity Too Low P026D - Injection Quantity Too High P11A6 - HO2S Performance - SignalHigh During Moderate Load Sensor 1


Bank 1 Sensor 1





1



P02E7 - Diesel Intake Air FlowPosition Sensor Circuit Range

Performance



P02E8 - Diesel Intake Air FlowPosition Sensor Circuit Low











P02E9 - Diesel Intake Air FlowPosition Sensor Circuit High

















P02EB - Intake Air Flow ValveControl Motor Current Performance





P0300 - Engine Misfire Detected P2002 - Diesel Particulate Filter(DPF) Low Efficiency

P0301 - Cylinder 1 MisfireDetected








P0335 - Crankshaft PositionSensor Circuit

P0016 - Crankshaft to CamshaftCorrelation

P0102 - Mass Air Flow Sensor CircuitLow









P0315 - Crankshaft Position SystemVariation Not Learned


P0336 - Crankshaft PositionSensor Performance


P0102 - Mass Air Flow Sensor CircuitLow











P0340 - Camshaft Position SensorCircuit



P0341 - Camshaft Position SensorPerformance



P0401 - Exhaust GasRecirculation Flow Insufficient












Bank 1 Sensor 1



P0402 - Exhaust GasRecirculation Flow Excessive












Bank 1 Sensor 1





1


P249D - Closed Loop ReductantInjection Control At Limit - Flow Too

Low

P249E - Closed Loop ReductantInjection Control At Limit - Flow Too

High





1



Low


High



P0405 - Exhaust GasRecirculation Position Sensor

Circuit Low






Circuit High





P040C - Exhaust GasRecirculation (EGR) Temperature

Sensor 2 Circuit Low Voltage


Correlation

P040D - Exhaust GasRecirculation (EGR) Temperature

Sensor 2 Circuit High Voltage


Correlation



Low


HighP0545 - Exhaust Gas Temperature

(EGT) Sensor 1 Circuit LowVoltage




P2428 - Exhaust Gas HighTemperature


P0546 - Exhaust Gas Temperature(EGT) Sensor 1 Circuit High

Voltage






P057C - Brake Pedal PositionSensor Circuit High Voltage

P057D - Brake Pedal Position SensorCircuit Low Voltage

P057D - Brake Pedal PositionSensor Circuit Low Voltage

P057C - Brake Pedal Position SensorCircuit High Voltage

P0641 - 5 Volt Reference 1 Circuit P01CB - Cylinder 1 Injection TimingRetarded










P0462 - Fuel Level Sensor CircuitLow

P0532 - Air Conditioning RefrigerantPressure Sensor Circuit Low

P0533 - Air Conditioning RefrigerantPressure Sensor Circuit High

P2127 - Accelerator Pedal PositionSensor 2 Circuit Low

P2128 - Accelerator Pedal Position(APP) Sensor 2 Circuit High Voltage

P2138 - Accelerator Pedal Position(APP) Sensor 1-2 Correlation

P2454 - Diesel Particulate FilterDifferential Pressure Sensor Circuit

Low Voltage


High VoltageP064C - Glow Plug Control

Module PerformanceP11DB - NOx Sensor CurrentPerformance Bank 1 Sensor 1

P2209 - N0x Heater PerformanceBank 1 Sensor 1

P0651 - 5 Volt Reference 2 Circuit P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P01CB - Cylinder 1 Injection TimingRetarded










P0697 - 5 Volt Reference 3 Circuit P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P01CB - Cylinder 1 Injection TimingRetarded












P2123 - Accelerator Pedal PositionSensor 1 Circuit High





P0851 - Park/Neutral Position(PNP) Switch Circuit Low Voltage

P0852 - Park/Neutral Position (PNP)Switch Circuit High Voltage




P0852 - Park/Neutral Position(PNP) Switch Circuit High Voltage

P0851 - Park/Neutral Position (PNP)Switch Circuit Low Voltage

P11D3 - Nox Sensor OffsetLearning at Min Limit - Bank 1

Sensor 1


Low


HighP11D4 - Nox Sensor Offset

Learning at Max Limit - Bank 1Sensor 1


Low


High

P11DB - NOx Sensor CurrentPerformance Bank 1 Sensor 1


Low


High

P11DC - NOx Sensor CurrentPerformance Bank 1 Sensor 2


Low


HighP12B0 - Intake Manifold RunnerActuator Feedback Signal Circuit

Low


P12B1 - Intake Manifold RunnerActuator Feedback Signal Circuit

High


P140B - Exhaust GasRecirculation Slow Response-

Increasing Flow




Low


HighP140C - Exhaust Gas

Recirculation Slow Response-Decreasing Flow




Low


HighP140F - Exhaust Gas

Recirculation (EGR) Motor CurrentPerformance






P147F - Particulate Matter SensorCompensation Value Missing/Not

Received


P163C - Glow Plug ControlModule Primary Circuit



P2009 - Intake Manifold RunnerControl Circuit Low Bank 1


P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P0234 - Turbocharger EngineOverboost






Bank 1 Sensor 1




P2010 - Intake Manifold RunnerControl Circuit High Bank 1


P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P0234 - Turbocharger EngineOverboost






Bank 1 Sensor 1




P2032 - Exhaust Gas Temperature(EGT) Sensor 2 Circuit Low

Voltage





P2033 - Exhaust Gas Temperature(EGT) Sensor 2 Circuit High

Voltage





P2048 - Reductant Injector ControlCircuit Low Voltage

P1048 - Reductant Injector HighControl Circuit Low Voltage

P2049 - Reductant Injector ControlCircuit High Voltage

P1049 - Reductant Injector HighControl Circuit High Voltage

P204B - Reductant PumpPressure Sensor Performance

P204F - Reductant SystemPerformance Bank 1 (cannot build

pump pressure)

P20E8 - Reductant Pressure TooLow

P204C - Reductant PumpPressure Sensor Circuit Low

P204B - Reductant Pump PressureSensor Performance

P20A1 - Reductant Purge ValvePerformance

P204D - Reductant PumpPressure Sensor Circuit High

P204B - Reductant Pump PressureSensor Performance


P205C - Reductant TankTemperature Sensor Circuit Low

P214F - Reductant Heater 1 CurrentToo High

P21DD - Reductant Heater 1 CurrentToo Low

P208D - Reductant Pump ControlCircuit High Voltage


pump pressure)



P20A0 - Reductant Purge ValveControl Circuit


pump pressure)



P20A2 - Reductant Purge ValveControl Circuit Low Voltage


pump pressure)



P20A3 - Reductant Purge ValveControl Circuit High Voltage


pump pressure)



P20B9 - Reductant Heater 1Control Circuit



P20BB - Reductant Heater 1Control Circuit Low



P20BC - Reductant Heater 1Control Circuit High



P20C0 - Reductant Heater 2Control Circuit High



P20E2 - Exhaust GasTemperature (EGT) Sensors 1-2

not plausible





Temperature


P2123 - Accelerator Pedal PositionSensor 1 Circuit High


Temperature




Temperature


P2128 - Accelerator Pedal Position(APP) Sensor 2 Circuit High

Voltage


Temperature




TemperatureP2146 - Injector Positive Voltage

Control Circuit Group 1P01CB - Cylinder 1 Injection Timing

RetardedP01CC - Cylinder 1 Injection Timing

AdvancedP01CD - Cylinder 2 Injection Timing

RetardedP01CE - Cylinder 2 Injection Timing

AdvancedP01CF - Cylinder 3 Injection Timing

RetardedP01D0 - Cylinder 3 Injection Timing

AdvancedP01D1 - Cylinder 4 Injection Timing


AdvancedP2149 - Injector Positive Voltage

Control Circuit Group 2P01CB - Cylinder 1 Injection Timing

RetardedP01CC - Cylinder 1 Injection Timing

AdvancedP01CD - Cylinder 2 Injection Timing

RetardedP01CE - Cylinder 2 Injection Timing

AdvancedP01CF - Cylinder 3 Injection Timing


AdvancedP01D1 - Cylinder 4 Injection Timing


AdvancedP2146 - Injector Positive Voltage

Control Circuit Group 1




P2199 - Intake Air TemperatureSensor 1/2 Correlation


Temperature


P2200 - N0x Sensor Circuit Bank1 Sensor 1



P2202 - N0x Sensor Circuit LowBank 1 Sensor 1


Low


High

P2203 - N0x Sensor Circuit HighBank 1 Sensor 1


Low


HighP2205 - N0x Heater Control Circuit

Bank 1 Sensor 1P11DB - NOx Sensor CurrentPerformance Bank 1 Sensor 1




Low


HighP220A - N0x Sensor Supply

Voltage Out Of Range Bank 1Sensor 1



P220B - N0x Sensor SupplyVoltage Out Of Range Bank 1

Sensor 2



P2228 - Barometric PressureSensor Circuit Low







Bank 1 Sensor 1





1



P2229 - Barometric PressureSensor Circuit High







Bank 1 Sensor 1





1



P2237 - O2 Sensor PositiveCurrent Control Circuit/Open Bank

1 Sensor 1




Bank 1 Sensor 1



1


1


P2243 - O2 Sensor ReferenceVoltage Circuit/Open Bank 1

Sensor 1






Bank 1 Sensor 1


1


1


P2251 - O2 Sensor NegativeCurrent Control Circuit/Open Bank

1 Sensor 1






Bank 1 Sensor 1


1


1


P2263 - Turbo Boost SystemPerformance




P2295 - Fuel Pressure Regulator 2Control Circuit Low Voltage









P229F - NOx Sensor PerformanceBank 1 Sensor 2



Low


High

P22A7 - NOx Heater PerformanceBank 1 Sensor 2


Low


HighP242C - Exhaust Gas

Temperature (EGT) Sensor 3Circuit Low Voltage



P242D - Exhaust GasTemperature (EGT) Sensor 3

Circuit High Voltage




Low Voltage


High Voltage



High Voltage


Low Voltage




P245C - Exhaust GasRecirculation (EGR) Cooler

Bypass Valve Control Circuit 1Low Voltage

P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P026C - Injection Quantity Too Low P026D - Injection Quantity Too High P0401 - Exhaust Gas RecirculationFlow Insufficient



P245D - Exhaust GasRecirculation (EGR) Cooler

Bypass Valve Control Circuit 1High Voltage

P0171 - System Too Lean Bank 1 P0172 - System Too Rich Bank 1 P026C - Injection Quantity Too Low P026D - Injection Quantity Too High P0401 - Exhaust Gas RecirculationFlow Insufficient



P2463 - Diesel Particulate Filter -Soot Accumulation



P24AF - Particulate Matter SensorCircuit Range/Performance


P24B3 - Particulate Matter SensorHeater Control Circuit/Open




P24B6 - Particulate Matter SensorHeater Control Circuit High


P24B7 - Particulate Matter SensorHeater Resistance


P24C6 - Particulate Matter SensorTemperature Circuit


P2564 - Turbocharger BoostControl Position Sensor Circuit

Low







High






P2598 - Turbocharger BoostControl Position Sensor "A" CircuitRange/Performance - Stuck Low



P2599 - Turbocharger BoostControl Position Sensor "A" CircuitRange/Performance - Stuck High





P2A00 - O2 Sensor CircuitRange/Performance Bank 1

Sensor 1




Bank 1 Sensor 1


1


1


1




U0073 - CAN A BUS OFF P0851 - Park/Neutral Position (PNP)Switch Circuit Low Voltage


U0101 - Lost CommunicationsWith Transmission Control System

P0851 - Park/Neutral Position (PNP)Switch Circuit Low Voltage


Fuel Level less than 10% P0087 - Fuel Rail Pressure Too Low P0088 - Fuel Rail Pressure Too High P0191 - Fuel Rail Pressure SensorPerformance P0263 - Cly 1 Balance System P0266 - Cly 2 Balance System P0269 - Cly 3 Balance System P0272 - Cly 4 Balance System P0300 - Engine Misfire Detected P0301 - Cylinder 1 Misfire Detected P0302 - Cylinder 2 Misfire Detected P0303 - Cylinder 3 Misfire Detected P0304 - Cylinder 4 Misfire Detected P128E - Fuel Rail Pressure

PerformanceP2263 - Turbo Boost System

Performance



DTC

P0016 - Crankshaft toCamshaft Correlation

engine not in afterrun mode (definedas engine speed greater than 0 rpm)

engine is not in standby state(standby state occurs after ECMinitialization or following after-run)

engine is running which means theengine speed is greater than 600 to

850 rpm

engine is not in ready state (which isactive when the ignition is on orfollowing a stall of the engine)

P0030 - HO2S Heater ControlCircuit Bank 1 Sensor 1

Engine not in cranking mode (definedas engine speed greater than 90 rpm)


battery voltage is above 11 V for atleast 3s

P0031 - HO2S Heater ControlCircuit Low Bank 1 Sensor 1




P0032 - HO2S Heater ControlCircuit High Bank 1 Sensor 1




P0045 - Turbocharger BoostControl Circuit





850 rpm

P0047 - Turbocharger BoostControl Circuit Low Voltage





850 rpm

P0048 - Turbocharger BoostControl Circuit High Voltage





850 rpm

P0053 - HO2S HeaterResistance Bank 1 Sensor 1

P007C - CAC TemperatureSensor Circuit Low Voltage





engine Run Time is greater than 10seconds (Engine not in crankingmode (defined as engine speed

greater than 90 rpm) to indicate theengine is running)


850 rpm


P007D - CAC TemperatureSensor Circuit High Voltage








850 rpm


P0087 - Fuel Rail/SystemPressure - Too Low Bank 1

ambient air temperature is above -7deg C ambient pressure is above 74.8kPa


P0088 - Fuel Rail Pressure TooHigh



P0090 - Fuel PressureRegulator 1 Control

Circuit/Open





850 rpm

P0091 - Fuel PressureRegulator 1 Control Circuit Low





850 rpm

P0092 - Fuel PressureRegulator 1 Control Circuit High





850 rpm









850 rpm


Additional Basic Enable Conditions

15 OBDG04 ECM Diagnostic Enable Tables

ECM Diagnostic Enable Tables Page 1 of 17

DTC Additional Basic Enable Conditions









850 rpm


P00C9 - Fuel PressureRegulator Solenoid SupplyVoltage Control Circuit Low





850 rpm

P00CA - Fuel PressureRegulator Solenoid SupplyVoltage Control Circuit High





850 rpm

P00EA - Intake Air Temperature(IAT) Sensor 3 Circuit Low

Voltage








850 rpm


P00EB - Intake Air Temperature(IAT) Sensor 3 Circuit High

Voltage








850 rpm


P00F4 - Humidity Sensor CircuitLow








850 rpm


P00F5 - Humidity Sensor CircuitHigh








850 rpm


P00F6 - Humidity Sensor CircuitIntermittent/Erratic








850 rpm


P0101 - Mass Air Flow SensorPerformance








850 rpm


P0102 - Mass Air Flow SensorCircuit Low








850 rpm


P0103 - Mass Air Flow SensorCircuit High








850 rpm



Low Voltage






850 rpm



High Voltage






850 rpm










850 rpm










850 rpm


P0117 - Engine CoolantTemperature Sensor Circuit

Low





P0118 - Engine CoolantTemperature Sensor Circuit

High


P011B - Engine CoolantTemperature/Intake Air

Temperature Correlation





850 rpm

P0128 - Engine CoolantTemperature Below Thermostat

Regulating Temperature





850 rpm
















850 rpm


P0171 - System Too Lean Bank1

System is not in active regenerationmode

P0172 - System Too Rich Bank1


P0182 - Fuel TemperatureSensor 1 Circuit Low








850 rpm


P0183 - Fuel TemperatureSensor 1 Circuit High








850 rpm


P0191 - Fuel Rail PressureSensor Performance



P0192 - Fuel Rail PressureSensor Circuit Low



P0193 - Fuel Rail PressureSensor Circuit High



P01CB - Cylinder 1 InjectionTiming Retarded



P01CC - Cylinder 1 InjectionTiming Advanced



P01CD - Cylinder 2 InjectionTiming Retarded






P01CE - Cylinder 2 InjectionTiming Advanced



P01CF - Cylinder 3 InjectionTiming Retarded






P01D1 - Cylinder 4 InjectionTiming Retarded






P01F0 - Coolant TemperatureDropped Below Diagnostic

Monitoring Temperature





850 rpm






ambient air temperature is above -7deg C ambient pressure is above 74.8kPa battery voltage is above 11 V for at

least 3s




850 rpm


P026A - CAC EffiecientcyBelow Threshold





least 3s




850 rpm


P026C - Injection Quantity TooLow

ambient air temperature is above -7deg C ambient pressure is above 74.8kPa System is not in active regeneration

mode

P026D - Injection Quantity TooHigh

ambient air temperature is above -7deg C ambient pressure is above 74.8kPa System is not in active regeneration

mode






least 3s




850 rpm


P02E2 - Intake Air Flow ValveControl Circuit 1 Low Voltage



P02E3 - Intake Air Flow ValveControl Circuit 1 High Voltage



P02E7 - Diesel Intake Air FlowPosition Sensor Circuit Range

Performance








850 rpm


P02E8 - Diesel Intake Air FlowPosition Sensor Circuit Low








850 rpm


P02E9 - Diesel Intake Air FlowPosition Sensor Circuit High








850 rpm





P02EB - Intake Air Flow ValveControl Motor Current

Performance



P0300 - Engine MisfireDetected










P0335 - Crankshaft PositionSensor Circuit




850 rpm


P0336 - Crankshaft PositionSensor Performance




850 rpm

P0340 - Camshaft PositionSensor Circuit




850 rpm

P0341 - Camshaft PositionSensor Performance




850 rpm

P037A - Glow Plug/HeaterIndicator Control Circuit Low





850 rpm

P037B - Glow Plug/HeaterIndicator Control Circuit High





850 rpm

P0401 - Exhaust GasRecirculation Flow Insufficient





least 3s





850 rpm

engine is not in ready state (which isactive when the ignition is on or following

a stall of the engine)

P0402 - Exhaust GasRecirculation Flow Excessive





least 3s





850 rpm




Circuit Low








850 rpm



Circuit High








850 rpm





P040C - Exhaust GasRecirculation (EGR)

Temperature Sensor 2 CircuitLow Voltage








850 rpm


P040D - Exhaust GasRecirculation (EGR)

Temperature Sensor 2 CircuitHigh Voltage








850 rpm


P040F - Exhaust GasRecirculation (EGR)

Temperature Sensor 1-2Correlation





850 rpm


P041C - Exhaust GasRecirculation (EGR)

Temperature Sensor 1 CircuitLow Voltage








850 rpm


P041D - Exhaust GasRecirculation (EGR)

Temperature Sensor 1 CircuitHigh Voltage








850 rpm


P0420 - NMHC CatalystEfficiency Below Threshold

Bank 1




Manufacturer Enable Counter is zero(value of 0 means ECM is locked and

out of assembly plant mode)


least 3s




850 rpm



P0461 - Fuel Level SensorPerformance








850 rpm


P0462 - Fuel Level SensorCircuit Low








850 rpm


P0463 - Fuel Level SensorCircuit High








850 rpm


P0489 - Exhaust GasRecirculation (EGR) Motor

Control Circuit 1 Low Voltage




Control Circuit 1 High Voltage



P0506 - Idle Speed Low




P0507 - Idle Speed High




P0545 - Exhaust GasTemperature (EGT) Sensor 1

Circuit Low Voltage






850 rpm








850 rpm

P054E - Idle Control System -Fuel Quantity Lower Than

Expected




ambient air temperature is above -7deg C


850 rpm





P054F - Idle Control System -Fuel Quantity Higher Than

Expected




ambient air temperature is above -7deg C


850 rpm


P0564 - Cruise Control Multi-Function Input "A" Circuit










850 rpm


P0567 - Cruise Control ResumeSwitch Circuit










850 rpm


P0568 - Cruise Control SetSwitch Circuit










850 rpm


P0575 - Cruise Control InputCircuit








850 rpm


P057C - Brake Pedal PositionSensor Circuit High Voltage


P057D - Brake Pedal PositionSensor Circuit Low Voltage


P0627 - Fuel Pump RelayControl Circuit




850 rpm

P0628 - Fuel Pump RelayControl Circuit Low




850 rpm

P0629 - Fuel Pump RelayControl Circuit High


P064C - Glow Plug ControlModule Performance



P0671 - Glow Plug 1 ControlCircuit












P0691 - Fan 1 Control CircuitLow





P0692 - Fan 1 Control CircuitHigh


P069E - Fuel Pump ControlModule Requested MIL

Illumination


P0700 - Transmission ControlModule Requested Malfunction

Indicator Lamp Illumination


P0851 - Park/Neutral Position(PNP) Switch Circuit Low

Voltage


P0852 - Park/Neutral Position(PNP) Switch Circuit High

Voltage


P1043 - Reductant Pump HighControl Circuit Low Voltage







850 rpm


P1046 - Reductant Purge ValveHigh Control Circuit High

Voltage







850 rpm


P1048 - Reductant Injector HighControl Circuit Low Voltage








850 rpm


P1049 - Reductant Injector HighControl Circuit High Voltage








850 rpm


P10CF - Charge Air CoolerTemperature - Intake Air

Temperature (IAT) Sensor 3Correlation





850 rpm


P10D0 - Reductant InjectorTemperature - Exhaust GasTemperature 2 Correlation



850 rpm

P11A6 - HO2S Performance -Signal High During Moderate

Load Sensor 1








850 rpm


P11A9 - O2 SensorPerformance - Signal Low

During Moderate Load Bank 1Sensor 1








850 rpm


P11CB - NOx SensorPerformance - Signal High Bank

1 Sensor 1







least 3s




engine is running which means theengine speed is greater than 600 to 850

rpm


P11CC - NOx SensorPerformance - Signal Low Bank

1 Sensor 1







least 3s




engine is running which means theengine speed is greater than 600 to 850

rpm


P11D3 - Nox Sensor OffsetLearning at Min Limit - Bank 1

Sensor 1





P11D4 - Nox Sensor OffsetLearning at Max Limit - Bank 1

Sensor 1


P11D7 - Nox SensorPerformance - Sensing ElementStatus Signal Bank 1 Sensor 2




least 3s















850 rpm


P11DC - NOx Sensor CurrentPerformance Bank 1 Sensor 2











850 rpm


P122C - Intake Air Flow ValveControl Circuit Shorted



P122E - Intake Air Flow ValveControl Circuit 2 Low Voltage



P122F - Intake Air Flow ValveControl Circuit 2 High Voltage



P125A - Fuel PressureRegulator 2 High Control Circuit

Low Voltage





850 rpm

P12B0 - Intake Manifold RunnerActuator Feedback Signal

Circuit Low




P12B1 - Intake Manifold RunnerActuator Feedback Signal

Circuit High





Control Circuit Shorted



P140B - Exhaust GasRecirculation Slow Response-

Increasing Flow





least 3s





850 rpm



P140C - Exhaust GasRecirculation Slow Response-

Decreasing Flow





least 3s





850 rpm



P140D - Exhaust GasRecirculation (EGR) Motor

Control Circuit 2 Low Voltage



P140E - Exhaust GasRecirculation (EGR) Motor

Control Circuit 2 High Voltage



P140F - Exhaust GasRecirculation (EGR) Motor

Current Performance






P144E - Closed Loop DieselParticulate Filter (DPF)

Regeneration Control At Limit -Stage 2 Low Temperature







850 rpm


P144F - Closed Loop DieselParticulate Filter (DPF)

Regeneration Control At Limit -Stage 2 High Temperature







850 rpm


P150C - TCM Engine SpeedRequest Signal Message

Counter Incorrect


P155A - Cruise Control SwitchState Undetermined




Status of the Reductant Tank is notFrozen which means the ambient air

temperature is >= -7°C and thereductant tank temperature is >= -7°C


P161A - Glow Plug ControlModule Not Programed



P163C - Glow Plug ControlModule Primary Circuit



P163D - Glow Plug ControlModule Secondary Circuit




P167C - Glow Plug ControlModule Temperature / Intake Air

Temperature Sensor 1Correlation



P16AD - Glow Plug ControlModule Temperature Sensor

Circuit Low Voltage



P16AE - Glow Plug ControlModule Temperature Sensor




P2008 - Intake Manifold RunnerControl Circuit/Open Bank 1


P2009 - Intake Manifold RunnerControl Circuit Low Bank 1


P2010 - Intake Manifold RunnerControl Circuit High Bank 1



Circuit Low Voltage






850 rpm








850 rpm

P203B - Reductant LevelSensor 1 Performance










850 rpm





P203C - Reductant LevelSensor 1 Circuit Low








850 rpm


P203D - Reductant LevelSensor 1 Circuit High








850 rpm


P2047 - Reductant InjectorControl Circuit








850 rpm


P2048 - Reductant InjectorControl Circuit Low Voltage








850 rpm


P2049 - Reductant InjectorControl Circuit High Voltage








850 rpm


P204B - Reductant PumpPressure Sensor Performance


P204C - Reductant PumpPressure Sensor Circuit Low








850 rpm


P204D - Reductant PumpPressure Sensor Circuit High


P204F - Reductant SystemPerformance Bank 1 (cannot

build pump pressure)

SCR Reductant Level not inrestriction or empty level state (seeparameter definitions for reductant

level warning definition)








850 rpm


P205B - Reductant TankTemperature Sensor

Performance








850 rpm


P205C - Reductant TankTemperature Sensor Circuit

Low








850 rpm


P205D - Reductant TankTemperature Sensor Circuit

High








850 rpm


P2080 - Exhaust TemperatureSensor 1 Performance








850 rpm


P2084 - Exhaust TemperatureSensor 2 Performance








850 rpm


P208A - Reductant PumpControl Circuit







P208B - Reductant PumpPerformance










P208D - Reductant PumpControl Circuit High Voltage







850 rpm


P20A0 - Reductant Purge ValveControl Circuit







850 rpm




P20A2 - Reductant Purge ValveControl Circuit Low Voltage







850 rpm


P20A3 - Reductant Purge ValveControl Circuit High Voltage





850 rpm


P20B9 - Reductant Heater 1Control Circuit



P20BB - Reductant Heater 1Control Circuit Low



P20BC - Reductant Heater 1Control Circuit High



P20BD - Reductant Heater 2Control Circuit



P20BF - Reductant Heater 2Control Circuit Low






P20C1 - Reductant Heater 3Control Circuit



P20C3 - Reductant Heater 3Control Circuit Low






P20E2 - Exhaust GasTemperature (EGT) Sensors 1-

2 not plausible





P20E4 - Exhaust GasTemperature Sensor 2/3

Correlation Bank 1








P20E8 - Reductant PressureToo Low










850 rpm


P20E9 - Reductant PressureToo High



Engine not in afterrun mode (definedas engine speed greater than 0 rpm)




Engine Run Time is greater than 10seconds (Engine not in crankingmode (defined as engine speed


Engine is running which means theengine speed is greater than 600 to

850 rpm


P20EE - SCR Nox CatalystEfficiency Below Threshold

Bank 1








850 rpm


P214F - Reductant Heater 1Current Too High








850 rpm


P2199 - Intake Air TemperatureSensor 1/2 Correlation





850 rpm

P21AA - Reductant LevelSensor 2 Circuit Low








850 rpm


P21AB - Reductant LevelSensor 2 Circuit High








850 rpm


P21AF - Reductant LevelSensor 3 Circuit Low








850 rpm


P21B0 - Reductant LevelSensor 3 Circuit High








850 rpm


P21DD - Reductant Heater 1Current Too Low








850 rpm


P2200 - N0x Sensor CircuitBank 1 Sensor 1










850 rpm


P2202 - N0x Sensor Circuit LowBank 1 Sensor 1










850 rpm


P2203 - N0x Sensor CircuitHigh Bank 1 Sensor 1










850 rpm


P2205 - N0x Heater ControlCircuit Bank 1 Sensor 1










850 rpm


P2209 - N0x HeaterPerformance Bank 1 Sensor 1










850 rpm


P220A - N0x Sensor SupplyVoltage Out Of Range Bank 1

Sensor 1






P220B - N0x Sensor SupplyVoltage Out Of Range Bank 1

Sensor 2



P221C - Reductant Heater 2Current Too Low








850 rpm


P221D - Reductant Heater 2Current Too High








850 rpm


P221E - Reductant Heater 3Current Too Low








850 rpm


P221F - Reductant Heater 3Current Too High








850 rpm


P2228 - Barometric PressureSensor Circuit Low








850 rpm


P2229 - Barometric PressureSensor Circuit High








850 rpm


P2237 - O2 Sensor PositiveCurrent Control Circuit/Open

Bank 1 Sensor 1




P2243 - O2 Sensor ReferenceVoltage Circuit/Open Bank 1

Sensor 1




P2251 - O2 Sensor NegativeCurrent Control Circuit/Open

Bank 1 Sensor 1




P2263 - Turbo Boost SystemPerformance





850 rpm

P2294 - Fuel PressureRegulator 2 Control Circuit





850 rpm

P2295 - Fuel PressureRegulator 2 Control Circuit Low

Voltage





850 rpm

P2296 - Fuel PressureRegulator 2 Control Circuit High

Voltage





850 rpm

P2297 - O2 Sensor Out ofRange During Deceleration

Bank 1 Sensor 1










850 rpm


P229E - NOx Sensor CircuitBank 1 Sensor 2










850 rpm





P229F - NOx SensorPerformance Bank 1 Sensor 2







least 3s




850 rpm



P22A0 - NOx Sensor CircuitLow Bank 1 Sensor 2









850 rpm


P22A1 - NOx Sensor CircuitHigh Bank 1 Sensor 2










850 rpm


P22A3 - NOx Heater ControlCircuit Bank 1 Sensor 2










850 rpm


P22A7 - NOx HeaterPerformance Bank 1 Sensor 2










850 rpm


P22FA - NOx Sensor 1Performance - Slow Response

High to Low











850 rpm


P22FE - NOx SensorPerformance - Sensing Element

Bank 1 Sensor 2




least 3s









850 rpm


P242B - Exhaust TemperatureSensor 3 Performance






850 rpm

P242C - Exhaust GasTemperature (EGT) Sensor 3

Circuit Low Voltage






850 rpm

P242D - Exhaust GasTemperature (EGT) Sensor 3







850 rpm

P2453 - Diesel Particulate FilterDifferential Pressure Sensor

Performance








850 rpm



Circuit Low Voltage








850 rpm











850 rpm


P2457 - Exhaust Gas (EGR)Cooler Performance


ambient pressure is above 74.8kPa battery voltage is above 11 V for atleast 3s




850 rpm


P2459 - Diesel Particulate FilterRegeneration Frequency ambient pressure is above 74.8kPa




P245A - Exhaust GasRecirculation (EGR) CoolerBypass Valve Control Circuit



P245C - Exhaust GasRecirculation (EGR) Cooler

Bypass Valve Control Circuit 1Low Voltage



P245D - Exhaust GasRecirculation (EGR) Cooler

Bypass Valve Control Circuit 1High Voltage



P2463 - Diesel Particulate Filter -Soot Accumulation







850 rpm


P249D - Closed LoopReductant Injection Control At

Limit - Flow Too Low










850 rpm


P249E - Closed LoopReductant Injection Control At

Limit - Flow Too High










850 rpm


P24A5 - EGR Cooler BypassControl Stuck Bank 1








850 rpm


P24B3 - Particulate MatterSensor Heater Control

Circuit/Open


P24B6 - Particulate MatterSensor Heater Control Circuit

High



Low






850 rpm



High






850 rpm


P2598 - Turbocharger BoostControl Position Sensor "A"

Circuit Range/Performance -Stuck Low






850 rpm


P2599 - Turbocharger BoostControl Position Sensor "A"

Circuit Range/Performance -Stuck High






850 rpm


P262B - Control Module PowerOff Timer Performance



P263A - MIL Control Circuit Low engine not in afterrun mode (definedas engine speed greater than 0 rpm)




850 rpm

P263B - MIL Control CircuitHigh





850 rpm




P2687 - Fuel Supply HeaterControl Circuit/Open


P2688 - Fuel Supply HeaterControl Circuit Low


P2689 - Fuel Supply HeaterControl Circuit High


P268C - Cylinder 1 InjectorData Incorrect



P268D - Cylinder 2 InjectorData Incorrect



P268E - Cylinder 3 InjectorData Incorrect



P268F - Cylinder 4 Injector DataIncorrect



P2A00 - O2 Sensor CircuitRange/Performance Bank 1

Sensor 1




P2BAA - NOx Exceedence -Low Reagent Consumption










850 rpm


U0073 - CAN A BUS OFF engine not in afterrun mode (definedas engine speed greater than 0 rpm)



U0074 - CAN B BUS OFF engine not in afterrun mode (definedas engine speed greater than 0 rpm)



U0101 - Lost CommunicationsWith Transmission Control

System




U0109 - Lost CommunicationWith Fuel Pump Control Module

"A"






GENERAL MOTORS CONFIDENTIAL

Component/System

FaultCode

Monitor StrategyDescription

MalfunctionCriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllumination

MechanicalActuatorPerformance(Functionality)

P059F Comparecommandedshutter positionto sensedposition

Failure to achieve commandedposition

Two (2) consecutiveintrusive tests fail toachieve commandedposition.

Intrusive tests aretriggered immediatelyfollowing any failure toachieve a commandedposition.

1. Power mode 1. Run/Crank Frequency:1 sample afterevery shuttermovement.

Intrusive testrequested if shuttermovement iscommanded andposition feedbackdiffers after 19.5seconds; otherwisereport pass.

Duration of intrusivetest is shuttermovement related(40 to 120 seconds)

DTC Type B2 trips

2. Shutter Control 2. Enabled3. Ignition Run/Crank Voltage 3. 11V < voltage < 32V

Control ModuleRead OnlyMemory (ROM)

P0601 This DTC will bestored if anysoftware orcalibration checksum is incorrect

Calculated Checksum (CRC16) ≠ stored checksum forany of the parts (boot,software, applicationcalibration, systemcalibration)

Ignition Run or Crank

1 failure if it occursduring the first ROMtest of the ignitioncycle, otherwise 5failures

DTC Type A1 trip

ORFrequency:Runs continuouslyin the background

HS Comm enabledControl ModuleNot Programmed

P0602 Indicates that theFSCM needs tobe programmed

This DTC is set via calibration,when

KeMEMD_b_NoStartCal = TRUEIgnition Run or Crank

Runs once at powerup

DTC Type A1 trip

ORIgn1 Accessory mode enabled

REVISED: 86.1844(d)(9)-PARMS-1

15 OBDG04 CCM/FSCM Summary Tables

CCM/FSCM Section Page 1 of 4


Component/System

FaultCode


MalfunctionCriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllumination

Control ModuleLong TermMemory Reset

P0603 Non-volatilememorychecksum errorat controllerpower-up

Checksum at power-up ≠ checksum atpower-down


1 failure

Frequency:Once at power-up

DTC Type A1 trip


Control ModuleRandom AccessMemory (RAM)

P0604 Indicates thatcontrol module isunable tocorrectly writeand read data toand from RAM

Data read ≠ Data written


1 failure if it occursduring the first RAMtest of the ignitioncycle, otherwise 5failures

DTC Type A1 trip

OR Frequency:Ign1 Accessory mode enabled Runs continuously

in the background.

Control ModuleInternalPerformance

1. MainProcessorConfigurationRegister Test

P0606

1. Register contents- All I/O configuration registerfaults - 1. <> correct value. 1. Ignition 1. Run or Crank

Tests 1 and 21 failureFrequency:Continuously(12.5ms)

DTC Type A1 trip

OR2. Ign1 Accessory mode 2. enabled

2. Processor clocktest

2. - Processor clock fault - a. EE latch flag set inEEPROM OR

2. a. == 0x5A5A

3. For all I/O configuration registerfaults:•KeMEMD_b_ProcFltCfgRegEnbl 3. TRUE

Test 33 failures out of 15samples

1 sample/12.5 msb. RAM latch flag. b. == 0x5A 4 . For Processor Clock Fault:

•KeMEMD_b_ProcFltCLKDiagEnbl

4. TRUE

This DTCindicates theECU hasdetected aninternalprocessor faultor externalwatchdog fault(PID 2032discriminates thesource of thefault )





Component/System

FaultCode


MalfunctionCriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllumination

3. Externalwatchdog test

3. - External Watchdog Fault -Software control of fuel pumpdriver

3. = Control Lost 5. For External Watchdog Fault:•KeFRPD_b_FPExtWDogDiagEnbl

5. TRUE6. For External Watchdog Fault:•Control Module ROM(P0601)

6. not active7. For External Watchdog Fault:•Control Module RAM(P0604)

7. not activeControl ModuleLong TermMemory(EEPROM)Performance

P062F Indicates that theNVM Error flaghas not beencleared

Last EEPROM write Did not complete


1 test failureOnce on controllerpower-up

DTC Type B2 trips


Active Grille AirShutter Actuator 1Signal MessageCounter Incorrect

P151E Detects loss ofcommunicationcondition hasoccurredbetween ECUand Active GrillAir Shutter 1actuator

PWM Message Undetected 1. Power mode 1. Run/Crank Frequency: 100ms

150 failures out of167 samples

DTC Type B2 trips

2. Ignition Run/Crank Voltage 2. 11V < voltage < 32V

Ignition 1 SwitchCircuit LowVoltage

P2534 This DTC detectsif the Ignition1Switch circuit isshorted to low oropen

Ignition 1 voltage <= 6 V Engine Running180 failures out of200 samples

1 sample/25.0 ms

DTC Type A1 trip





Component/System

FaultCode


MalfunctionCriteria

ThresholdValue

SecondaryParameters

EnableConditions

TimeRequired

MILIllumination

Ignition 1 SwitchCircuit HighVoltage

P2535 Detects if theIgnition1 Switchcircuit is shortedto vehicle supplyvoltage

Ignition 1 voltage > 11.7 V Ignition Run_Crank terminal Off180 failures out of200 samples

1 sample/25.0 ms

DTC Type A1 trip

Control ModuleCommunicationBus “A” Off

U0073 Detects that aCAN serial databus shortedcondition hasoccurred to forcethe CAN devicedriver to enter abus-off state

Bus Status Off Power mode Run/Crank 5 failures out of 5samples ( 5seconds)

DTC Type B2 trips

LostCommunicationWith ECM/PCM“A”

U0100 Detects that CANserial datacommunicationhas been lostwith the ECM

Message $0C9 Undetected 1. Power mode 1. Run/Crank 12 failures out of 12samples (12seconds)

DTC Type B2 trips

2. Ignition Run/Crank Voltage 2. 11V<voltage<32V3. U0073 3. not active





Glow Plug ControlModulePerformance

P064C Electronic circuitrydetermines fault with GPswitch

Glow Plug Currentand

Glow plug is commandedand

voltage at glow plug

<

=

=

6.6

On

0

amps

volts

glow plugs are commanded on

DTCs P163C, P0671-P0678

= True

Not set

failconditionsexists for 3.5seconds.monitor runswith 0.5 sratewheneverenableconditionsare met.

B

Checksum error betweencalculated and stored valuesare compared

ROM error: Checksums match = NO Module power On failconditionsexists for 4.5s.monitor runswith 1.5 sratewheneverenableconditionsare met.

Compariarson of read writevalues

RAM error: Read write values match = NO Module power On failconditionsexists for 3.2seconds.monitor runswith 0.2 sratewheneverenableconditionsare met.

Checksum error betweencalculated and stored values

EEPROM error: Checksums match = NO Module power On failconditionsexists for 3.2seconds.monitor runswith 0.2 sratewheneverenableconditionsare met.

Logic and Value ConditionsThreshold Enable

15 OBDG04 GPCM Summary Tables

GPCM Section Page 1 of 10

Component / Fault Monitor Strategy Primary Malfunction Secondary Time MILSystem Code Description Criteria Parameters Required Illum.Logic and Value Conditions

Threshold Enable

measured voltage of chargepump is determined to beout of tolerance

Charge Pump Under voltage <= Battery voltageat GPCM + 7

volts Battery voltage at GPCM > 6 volts failconditionsexists for3.13seconds.monitor runswith 0.13 sratewheneverenableconditionsare met

measured voltage of chargepump is determined to beout of tolerance

Charge Pump Over voltage >= Battery voltageat GPCM + 18

volts Battery < 19.9 volts failconditionsexists for3.16seconds.monitor runswith 0.16 sratewheneverenableconditionsare met

Elecrtonic circuitrydetermines that the reversepolarity protection voltagedrop is in range

GPCM reverse polarity switch "highvoltage drop"

Path 1 [Battery voltage at GPCM - meanglow plug voltage value]

Path 2 (Battery voltage at GPCM - meanglow plug voltage value with charge pump

off) - (Battery - mean glow plug voltagevalue with charge pu

>

<

2.3

0.300

volts

volts

glow plugs are commandedBattery voltage at GPCM

GP currentGP current

P0671,P0672, P0675, P0676Battery voltage at GPCM stable for

30ms

=>><=<

On 6 660

Not set2

voltsampsamps

volts

Path1: failconditionsexists for 9seconds.monitor runswith 6 s ratewheneverenableconditionsare met.Path2: failconditionsexists for 13seconds.monitor runswith 10 sratewheneverenableconditionsare met.

Internal and externalWatchdogs are monitoredfor interuptionMonitor for undefinedinstruction code interuptMonitor for osolation stopdetection

GPCM running reset: number of runningresets

orundefined instruction code detected

orOsolation stop detection

> 9 events in a row none failconditionsexists for 5seconds.monitor runswith 2 s ratewheneverenableconditionsare met.




Threshold Enable

GMLAN Battery voltage fromECM is compared to GPCMinternal measured batteryvoltage

difference between internal and externalvalue of battery voltage too high

abs[GPCM internal measured batteryvoltage - GMLAN Battery voltage]

'> 3 voltsglow plugs are commanded

GMLAN battery signalglow command messageBattery voltage at GPCM

RPMRPM

===>

<=>=

Onvalidvalid

610

400

volts

failconditionsexists for3.19seconds.monitor runswith 0.19 sratewheneverenableconditionsare met

measure temperature of theSBC

system basic chip (SBC) overtemperature: temperature of the high

side switch inside the SBC

> 155 deg C Internal GPCM temperature < 100 deg C failconditionsexists for3.13seconds.monitor runswith 0.13 sratewheneverenableconditionsare met

Electronic circuitry detects afailure in the NOx sensorpower supply

NOx sensor power supply fault:Path1: DC/DC booster current.

ForPath 2: DC/DC booster current.

Path 3: voltage at main switch

Path 4: (DC/DC Booster voltage - GPCMbattery voltage)

> >>

=

=

25640

60 (by hardwareprotection (time

varies withtemperature))

0

± 3

ampsmsecamps

volts

volts

Battery voltage at the GPCM

Battery voltage at the GPCM

>

=

6

8 to 14

volts

volts

failconditionsexists for 9seconds.monitor runswith 6 s ratewheneverenableconditionsare met.

Checksum error betweencalculated and stored values

DEF heater current not calibrated.:Checksums match

= No Ignition on failconditionsexists for 3.2seconds.monitor runswith 0.2 sratewheneverenableconditionsare met.




Threshold Enable

DEF heater power switch iscommanded on. Output

voltage feedback signal ismissing.

DEF output voltage feedback signal < 2.5 volts DEF heater is commandedBattery voltage at GPCM

over temperature condition

=>=

on7.0

falsevolts

failconditionsexists for 6.3seconds.monitor runswith 3.3 sratewheneverenableconditionsare met.

Glow Plug 1through 4 CircuitFault

P0671-P0674

glow plug open: electroniccircuitry determines a fault

exists on GP circuit

Glow Plug Currentand

voltage at glow plug pin

<

>

4.00and6.0

amps

volt

Ignition- glow plugs are commanded on

P163D,P163CSupply voltage

=>

>

On5not set6

secs

volts


B

glow plug short: electroniccircuitry determines a fault

exists on GP circuit

Path 1: Glow Plug Current

Path 2: Hardware over current

>

>

60

80

amps

amps

Ignitionglow plug command

over temperature conditionover voltage condition

abs[Battery supply at GPCM - IGNvoltage at GPCM]

====

<

ononfalsefalse

6.0 volts

Path1: failconditionsexists for1.13seconds.monitor runswith 0.13 sratewheneverenableconditionsare met.Path2: failconditionsexists for1.26seconds.monitor runswith 0.26 sratewheneverenableconditionsare met




Threshold Enable

glow plug high resistance:electronic circuitry

determines a fault exists onGP circuit

Glow Plug ResistanceAND

Glow Plug Current

>

>=

1.83

4.00

ohm

amps

Ignition on Battery voltage at GPCM

glow plugs are commanded onover temperature condition

over voltage conditionabs[Battery supply at GPCM - IGN

voltage at GPCM]

=>==

<

on7.0onfalsefalse7.0

volts

volts


Glow plug low resistance:electronic circuitry

determines a fault exists onGP circuit

Path 1: Glow Plug Resistance

Path 2: Glow Plug Resistance

<

<

250

400

mOhm

mOhm


over voltage condition-abs[Battery supply at GPCM - IGN voltage at

GPCM]glow plugs "on" duration


over voltage condition-abs[Battery supply at GPCM - IGN voltage at

GPCM]glow plugs "on" duration

===>

>

===>

>

onfalsefalse

7.0glow plugs "on" formore then500 ms

onfalsefalse

7.0glow plugs "on" formore then 20 sec

volts

volts

failconditionsexists for1.16seconds.monitor runswith 0.16 sratewheneverenableconditionsare met.

LostCommunicationWith Glow PlugControl Module

U0106 GMLAN CommunicationECM -> GPCM: ECMmonitors serial data fromGPCM for U0106. ErrorMessage indicating GPCM isnot receiving major GMLANsignals.

Timeout of message $C9or

Timeout of message $4C1or

Timeout of message $4F1

>

>

>

0.100

0.200

0.300

sec

sec

sec

Ignition 1battery voltage at GPCM

>>

3.97.0

volts failconditionsexists for 11seconds.monitor runswith 10 sratewheneverenableconditionsare met.

B

Glow Plug ControlModule NotProgramed

P161A ECM monitors serial datafrom GPCM for P161A.GPCM is configured asservice part by calibrationparameter

Glow Plug Control Module determinessettings of configuration parameterlocated in calibration data set

IGNITION = ON failconditionsexists for 3.2seconds.monitor runswith 0.2 sratewheneverenableconditionsare met.

A




Threshold Enable

Glow Plug ModulePrimary Circuit

P163C Electronic GPCM circuitrydetermines the voltagesupply to GPCM is out ofrange

PATH 1: voltage supply to GPCM

or

PATH 2: (IGN - voltage supply toGPCM)

or

PATH 3: (ECM reported voltage via CAN -voltage supply to GPCM)

<

>

>

6.0

+/-5

+/-3

volt

volt

volt

GPCM Ignition voltage

or

GPCM voltage supplyGPCM Ignition voltage

or

GPCM supply voltageEngine speed

><

><

>>

9.016

6.04.0

610< rpm >400

voltvolt

voltvolt

voltrpm


B

Glow Plug ModuleSecondary Circuit

P163D Electronic GPCM circuitrydetermines serveral signalvoltage levels to GPCM areout of range

Path 1: Key state (Ign 1)

or

Path 2: Electronic circuitry determinesvoltage at glow plug pin

or

Path 3: [GPCM ground - GP ground]

=

>

>

OFF

6.0

1.5

volt

volts

Path 1 glow plug activation request fromECM

or

Path 2 GP commanded

or

Path 3 GP commandedDTCs not setIAH dutycycle

=

=

=

=

ON

or

Off

or

ONP0671,P06750 or 100 %


B

Reductant Heater1 Control Circuit

P20B9 ECM monitors serial datafrom GPCM for P20B9Error Message indicatingGPCM detects reductantheater not connected toGPCM or an interruption

reductant heater currentand

voltage at heater pin

<

>

0.2and3.0

amp

volt

DTCs not set:reductan heater commanded:

GPCM temperatureGPCM battery supply voltage

=<>

P20BBON1237.0

°Cvolt


A

Reductant Heater1 Control CircuitLow voltage

P20BB ECM monitors serial datafrom GPCM for P20BBError Message indicatingGPCM detects reductantheater output shorted toground or an overloadcondition

Path 1: Reductant Heater Plug Current

or

Path 2: load at output (detected byhardware)

Path 3: hardware over currentPath 4: hardware over temperature

condition

>

<

>>

21

or

0.047

27175

amp

ohm

amp°C

reductan heater commanded:GPCM temperature

GPCM supply voltage KL30

or



=<>

or

=<>

ON1237.0

or

ON1237.0

°Cvoltvolt

or

°Cvolt

failconditionsexists for 1.5seconds.monitor runswith 1 s ratewheneverenableconditionsare met.

A




Threshold Enable

Reductant Heater1 Control CircuitHigh voltage

P20BC ECM monitors serial datafrom GPCM for P20BCError Message indicatingGPCM detects reductantheater to be shorted tobattery

hardware (power stage) determinesvoltage at reductant heater output pin

> Vbatt - 0.8 volt reductan heater commanded: = OFF failconditionsexists for 2.5seconds.monitor runswith 2 s ratewheneverenableconditionsare met.

A


P20BD ECM monitors serial datafrom GPCM for P20BDError Message indicatingGPCM detects reductantheater not connected toGPCM or an interruption



<

>

0.2

3.0

amp

volt



=<>

P20BFON1237.0

°Cvolt


A


P20BF ECM monitors serial datafrom GPCM for P20BFError Message indicatingGPCM detects reductantheater output shorted toground or an overloadcondition


or



condition

>

<

>>

21

or

0.047

27175

amp

ohm

amp°C



or



=<>

or

=<>

ON1237.0

or

ON1237.0

°Cvoltvolt

or

°Cvolt


A


P20C0 ECM monitors serial datafrom GPCM for P20C0Error Message indicatingGPCM detects reductantheater to be shorted tobattery


> Vbatt - 0.8 volts reductan heater commanded: = OFF failconditionsexists for 2.5seconds.monitor runswith 2 s ratewheneverenableconditionsare met.

A




Threshold Enable


P20C1 ECM monitors serial datafrom GPCM for P20C1Error Message indicatingGPCM detects reductantheater not connected toGPCM or an interruption



<

>

0.2and3.0

amp

volt



=<>

P20C3ON1237.0

°Cvolt


A


P20C3 ECM monitors serial datafrom GPCM for P20C3Error Message indicatingGPCM detects reductantheater output shorted toground or an overloadcondition


or



condition

>

<

>>

21

or

0.047

27175

amp

ohm

amp°C



or



=<>

or

=<>

ON1237.0

or

ON1237.0

°Cvoltvolt

or

°Cvolt


A


P20C4 ECM monitors serial datafrom GPCM for P20C4Error Message indicatingGPCM detects reductantheater to be shorted tobattery


> Vbatt - 0.8 volts reductan heater commanded: = OFF failconditionsexists for 2.5seconds.monitor runswith 2 s ratewheneverenableconditionsare met.

A

Nox Sensor Supplyvoltage CircuitBank 1 Sensor 1

P220A ECM monitors serial datafrom GPCM for P220AError Message indicatingGPCM detects DC/DCbooster output shorted toground or shorted to battery

PATH 1:GPCM Electronic circuitrydetermines voltage at DC/DC booster

output pin

or

PATH 2: DC/DC booster output currentduration

or


>

>>

>>

5.0

5.00.010

37.50.000020

volt

ampsec

ampsec

status DC/DC booster

or


or

status Dc/DC booster

=

=

=

OFF,power upprocedure hasstarted afterreset

ON

ON


B




Threshold Enable

Nox Sensor Supplyvoltage CircuitBank 1 Sensor 2

P220B ECM monitors serial datafrom GPCM for P220BError Message indicatingGPCM detects DC/DCbooster output shorted toground or shorted to battery

PATH 1:Electronic circuitry determinesvoltage at DC/DC booster output pin

or


or


>

>>

>>

5.0

5.00.010

37.50.000020

volt

ampsec

ampsec


or


or

status Dc/DC booster

=

=

=

OFF,power upprocedure hasstarted afterreset

or

ON

or

ON


B

Glow Plug ControlModuleTemperatureSensor Circuit Lowvoltage

P16AD ECM monitors serial datafrom GPCM for P16ADError Message indicatingGPCM detects GPCMtemperature sensore voltageout of range low

PATH 1: GPCM temperature sensorvoltage

PATH 2: GPCM temperature sensorvoltage

<

<

0.210

0.615

volts

volts

Engine Off Timer (GMLAN) andIntake Air Temperature (GMLAN)

or

Engine Coolant Temperature (GMLAN)and

Intake Air Temperature (GMLAN)

( Engine Off Timer (GMLAN) or Intake Air Temperature (GMLAN) )

and( Engine Coolant Temperature

(GMLAN) orIn

>=>=

>>

<<

<=<=

28800-7

70-10

28800-7

60-10

sec°C

°C°C

sec°C

°C°C

failconditionsexists for1.81seconds.monitor runswith 1.31 sratewheneverenableconditionsare met.

B

Glow Plug ControlModuleTemperatureSensor CircuitHigh voltage

P16AE ECM monitors serial datafrom GPCM for P16AEError Message indicatingGPCM detects GPCMtemperature sensore voltageour of range high

GPCM temperature sensor voltage > 4,94 volts Engine Off Timer (GMLAN) andIntake Air Temperature (GMLAN)

or

Engine Coolant Temperature (GMLAN)and

Intake Air Temperature (GMLAN)

>=>=

>>

28800-7

70-10

sec°C

°C°C


B




Threshold Enable

Glow Plug ControlModule Temperature-Engine Intake AirTemperature NotPlausible

P16A8 ECM monitors serial data fromGPCM for P16A8Error Message indicating GPCMdetects GPCM temperature andengine intake air temperature(GMLAN) are not plausible

Tenperature difference between internaltemperature of GPCM and engine intake air

temperature (GMLAN)

> absolute 20 °C Engine Off Timer (GMLAN) andIntake Air Temperature (GMLAN) and

>=>

28800-7

sec°C


B



ecm section page 1 of 269 · engine coolant temperature >= 59.96 °c and engine coolant...

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