Table of Contents - JustAnswer€¦ · Hard Start/No Start Diagnostic Procedures F-Super Duty 4-2...

Table of Contents

Contents PAGE

Hard Start/No Start Diagnostic Procedures .................................................................................................................................. 4-21. Visual Engine/Chassis Inspection ...................................................................................................................................... 4-42. Check Engine Oil Level ...................................................................................................................................................... 4-53. Glow Plug System Operation .............................................................................................................................................. 4-74. Intake/Exhaust Restriction Test ........................................................................................................................................ 4-105. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test .................................................................................. 4-116. Retrieve Continuous Diagnostic Trouble Codes (DTCs) .................................................................................................. 4-117. Fuel Volume Control Valve and Fuel Pressure Control Valve Adaptive Learning Parameter Reset ................................ 4-128. Key On Engine Off (KOEO) Fuel Injector Electrical Self-Test .......................................................................................... 4-129. Bleed The High Pressure Fuel System ............................................................................................................................. 4-1310. Sufficient Clean Fuel Test ............................................................................................................................................... 4-1411. Electric Fuel Pump Pressure Test .................................................................................................................................. 4-1512. Fuel Conditioning Module Inlet Restriction Test ............................................................................................................. 4-1713. Bleed The High Pressure Fuel System Test — Low Pressure Fuel System Validated .................................................. 4-1814. Combustion Gas In The Fuel Rail Test ........................................................................................................................... 4-1915. Check Vehicle Power (VPWR) During Cranking Test .................................................................................................... 4-2016. Check The CKP And CMP Signal While Cranking Test ................................................................................................. 4-2017. Monitor The FRP While Cranking Test ........................................................................................................................... 4-2118. Glow Plug Mist Test — No Start ..................................................................................................................................... 4-2219. Fuel Injector Return Port Leak Test — No Start ............................................................................................................. 4-2320. Monitor FRP Sensor No Start Test ................................................................................................................................. 4-2421. Power Balance Test ........................................................................................................................................................ 4-2422. High Pressure Fuel System Test With Valve Covers Off Running ................................................................................. 4-2623. Inverse Fuel Injector Leak Test ...................................................................................................................................... 4-2724. High Pressure Fuel Injection Pump Leak Test ............................................................................................................... 4-2825. High Pressure Fuel System Test .................................................................................................................................... 4-2926. Fuel System Leak Test ................................................................................................................................................... 4-3027. High Pressure Fuel System Test With Valve Covers Off Cranking ................................................................................ 4-3128. Fuel System Debris Check ............................................................................................................................................. 4-31

Performance Diagnostic Procedures .......................................................................................................................................... 4-331. Visual Engine/Chassis Inspection .................................................................................................................................... 4-342. Check Engine Oil Level .................................................................................................................................................... 4-353. Sufficient Clean Fuel Test ................................................................................................................................................. 4-374. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test .................................................................................. 4-395. Retrieve Continuous Diagnostic Trouble Codes (DTCs) .................................................................................................. 4-396. KOEO Injector Electrical Self-Test .................................................................................................................................... 4-397. Carry Out The Key On Engine Running (KOER) On-Demand Self-Test .......................................................................... 4-418. Power Balance Test .......................................................................................................................................................... 4-419. High Pressure Fuel System Test ...................................................................................................................................... 4-4310. Intake Restriction Test .................................................................................................................................................... 4-4411. Exhaust Gas Recirculation (EGR) System Test ............................................................................................................. 4-4512. Exhaust Restriction Test ................................................................................................................................................. 4-4713. Electric Fuel Pump Pressure .......................................................................................................................................... 4-4814. Fuel Conditioning Module Inlet Restriction Test ............................................................................................................. 4-4915. Boost Pressure Test ....................................................................................................................................................... 4-5016. Crankcase Pressure Test ............................................................................................................................................... 4-51

Diagnostic Trouble Code (DTC) Charts and Descriptions .......................................................................................................... 4-54

SECTION 4: Diagnostic Subroutines

2008 Powertrain Control/Emissions Diagnosis, 6.4L Diesel 5/2009

Hard Start/No Start Diagnostic ProceduresF-Super Duty

4-2 Diagnostic Subroutines

Hard Start/No Start Diagnostic Procedures


Diagnostic Subroutines 4-3



1. Visual Engine/Chassis Inspection

Purpose:

NOTE:




For a hard start/no start concern with the engine oil temperature (EOT) below 15°C (60°F) carry out the Glow Plug System Operation Testfirst.

The purpose of this test is to check the general condition of the engine and look for obvious causes of a hard start or no start condition.

Visual Engine/Chassis Inspection

NOTE:The camshaft position (CMP) sensor, crankshaft position (CKP) sensor and the powertrain control module (PCM) connectors are the mostcritical electronic components to inspect in no start situations.

• Verify there are no fluid or pressure leaks.

• Inspect all wire connections for damage.

• Inspect the manifold absolute pressure (MAP) sensor, intake air temperature 2 (IAT2) sensor, charge air cooler (CAC) and intake forleaks.

• Check for aftermarket performance products.

Fuel Oil Coolant Electrical Hoses Leaks

Method Check

Visual

Recommended Procedure:Inspect the fuel system, including the fuel tank and the fuel lines for kinks, bends or leakage. Inspect for coolant leaks at the radiator and theheater hoses and check the coolant level. Inspect the MAP sensor, IAT2 sensor, and the CAC for leaks. Inspect wiring for correct routing andmake sure no rubbing or chafing has occurred. Inspect the engine harness, PCM, and sensor connectors to make sure they are completelyseated and in good condition. Check for aftermarket performance products. If aftermarket performance products are present, return to originalequipment manufacturers (OEM) components as necessary.

Possible Causes:

• Loose or leaking fuel supply lines cause the fuel system to lose its prime

• Kinked or blocked fuel supply lines

• Fuel leaks contribute to no start conditions

• Coolant leaks indicate engine problems

• Electronic connectors may be damaged or not correctly installed causing a no start condition

• Leak around MAP sensor

• Leak around IAT2 sensor

• Restricted or open CAC hose

Tools Required:Inspection light

2. Check Engine Oil Level

WARNING:Smoking or open flame of any type must not be present when working near fuel or fuel vapor. Failure to follow these instructionsmay result in personal injury.

NOTICE:Only use ultra low sulfur diesel fuel that is 5% or less biodiesel with this vehicle. Use of any other fuel type may damage the vehicleor cause an emission concern. Refer to the Owner's Literature for more information.

NOTE:If directed here from a pinpoint test, return to the pinpoint test after carrying out this procedure.




NOTE:If the engine oil has diesel fuel contamination, the engine oil appears thin and watery, and has a diesel fuel odor. If the engine oil has coolantcontamination, the engine oil appears milky white and has an ethylene glycol odor.

Purpose:The purpose of this test is to verify the correct engine oil quality and level.

Check Engine Oil Level


• Check for contaminants (fuel, coolant).

• Correct grade/viscosity.

• Miles/hours on engine oil, correct level.

Method Check

Visual

Recommended Procedure:Check for aftermarket performance products. If aftermarket performance products are present, return to original equipment manufacturers(OEM) components as necessary. Aftermarket performance products affect the correct operation of the regeneration process which may affectengine oil level.

Due to the size of the engine oil system, it is critical when checking the engine oil level, to make sure the vehicle is parked on a level surfaceand the engine has been turned off for at least 10 minutes to make sure that the engine oil in the upper parts of the engine has returned to theoil pan.

Check for the correct engine oil level using the oil level indicator with the vehicle on level ground.

If the engine oil level on the oil level indicator is overfull, it is possible the engine was incorrectly repaired or fuel or coolant is diluting theengine oil and filling the crankcase. Recheck the engine oil level. Remove and clean the oil level indicator. Reinsert the oil level indicator intothe oil level indicator tube until only the oil level indicator handle touches the top of the oil level indicator tube.

Oil Level Indicator Offset

If directed to this test from a pinpoint test and the engine oil level is correct, return to the pinpoint test.

If not directed to this test from a pinpoint test and the engine oil level is correct, continue to Step 3 Glow Plug System Operation, in this sectionto continue diagnosis.

If the engine oil level is overfull, check the CAC for contamination. If the CAC has engine oil, coolant, fuel or metal contamination, a thoroughcleaning of the CAC system is necessary. Refer to the Workshop Manual section 303-12 for correct cleaning procedures. Clean and mark theoil level indicator.




Engine Oil Level Indication

Check for recent fuel system repairs which may have caused fuel leaks into the engine crankcase. If a fuel system repair was made and theengine oil was not changed, change the engine oil, mark the oil level indicator and carry out the Fuel System Leak Test in this section tocontinue diagnosis.

Check the maintenance records for engine idle time, mileage and vehicle usage since the last engine oil change. Oil that has had extendeddrain intervals has increased viscosity (becomes thicker) and makes engine cranking more difficult and starting less reliable at temperaturesbelow freezing. Refer to the lube oil chart in the Workshop Manual or Owner's Literature for the correct engine oil selection for temperatureconditions. If records indicate insufficient engine oil changes, change the engine oil, mark the oil level indicator and carry out the Fuel SystemLeak Test in this section to continue diagnosis.

Check for biodiesel fuel of greater than 5% or high sulphur diesel fuel. Biodiesel fuel concentration of greater than 5% or use of high sulphurcontent fuel can cause increased fuel dilution.

If the engine oil level is overfull, GO to Pinpoint Test AB to continue diagnosis.

Possible Causes:

• Engine oil level low — engine oil leak, engine oil consumption, incorrect repair

• Engine oil level high — incorrect repair, fuel dilution

• Engine oil contamination with coolant — engine oil cooler, front cover porosity, head gasket, porosity

• Engine oil contamination with diesel fuel — fuel injector leak, high pressure fuel injection pump leak

Tools Required:None

3. Glow Plug System Operation

NOTE:The wait to start indicator on time (1-10 seconds) is independent from glow plug on time.

Purpose:The purpose of this test is to verify the glow plug system operation.

Glow Plug System Operation

• Glow Plug Control Module (GPCM) Operation

— Glow plug on time is dependent on engine oil temperature and altitude. The GPCM commands the glow plugs on for 1 to 120 seconds.The GPCM does not operate if the engine oil temperature is above 55°C (131°F).

— Connect the scan tool. Access and retrieve the KOEO and continuous DTCs. If GPCM DTCs are present, GO to Pinpoint Test AF.

— Verify B+ voltage is supplied to the GPCM.

— Access and monitor the GPLTM and ECT PIDS to verify sufficient glow plug ON time.

— Turn the ignition to the ON position and measure the glow plug voltage during the ON time.




On Time Specification Measurement

1 to 120 seconds B+

• Glow Plug Resistance— Disconnect the glow plug bus bar connector.

— Measure the resistance between the glow plug bus bar connector, component side and battery ground.

— Disconnect the GPCM.

— Measure the resistance between the GPCM connector, harness side and the glow plug bus bar connector, harness side.

Glow PlugNumber

Glow Plug to Ground (0.1 to 2 ohms) Glow Plug Bus Bar Connector to GPCM Connector(less than 5 ohms)

1

3

5

7

2

4

6

8

Recommended Procedure:

NOTE:Check for poor connections or loose fitting pins.

NOTE:Incorrect measurements result if all glow plug connectors are not disconnected.

The glow plug monitor self-test is a KOER functional test of the glow plug system. The self-test is carried out on-demand with the enginerunning and the A/C off. The PCM activates the GPCM which monitors the glow plugs. The pedal may be used to increase the engine speedto increase voltage if needed. To detect a concern, the self-test requires a concern to be present at the time of testing.




Item Part Number Description

1 — GPCM

2 — Black connector

3 — Green connector

4 — Cylinder 5 glow plug








12 — VBAT

13 — Glow plug enable (GPE)

14 — Diagnostic communication

15 — VPWR

Possible Causes:

• GPCM power circuits




• Glow plugs

• Glow plug bus bar

• GPCM

• Circuitry

Tools Required:

• Digital Multimeter (DMM)

• Scan tool

4. Intake/Exhaust Restriction Test

Purpose:This purpose of this test is to determine if an intake air or exhaust restriction is contributing to a no start or hard start condition. If the enginestarts with a high intake air or exhaust restriction, a considerable amount of black/blue smoke is produced.

Intake/Exhaust Restriction

• Inspect the air filter and inlet ducts.

• Inspect the exhaust system.

• Check for illumination of the air filter restriction indicator.

Method Check

Visual

Recommended Procedure:Inspect the air cleaner inlet and ducting to verify no blocks or collapsed ducting. Inspect the air cleaner housing and filter for correctinstallation. Inspect the air filter restriction gauge to make sure the indicator is in the normal operating range. Inspect the exhaust system fordamaged or blocked pipes.

Air Filter Restriction Gauge

Possible Causes:




NOTE:Reset the air filter restriction gauge after repairing a restriction concern.

• Snow or foreign material restricting the airflow at the air inlet

• Misrouted air cleaner ducting

• On engines recently repaired, rags or cap plugs may have been inadvertently left in an air inlet pipe

• Tailpipe or muffler may have collapsed or been damaged

Tools Required:None

5. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test

Purpose:The purpose of this test is to determine if the PCM has detected any concerns that would cause a hard start or no start condition.

Carry Out The KOEO On-Demand Test

• Use the scan tool. Diagnostic trouble codes (DTCs) set during this test are current concerns.

Diagnostic Trouble Codes


NOTE:To verify that the DTC is a hard fault, clear continuous DTCs first (be sure to record all DTCs and freeze frame information before clearing).Repeat the KOEO on-demand self-test. If the DTC is set again, a hard fault has occurred.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it mustbe turned off to carry out the self-test.

• Carry out the necessary vehicle preparation and a visual inspection. Refer to Section 2, Quick Test Operation.

• Refer to the scan tool operating manual for instructions.

• Ignition ON, engine OFF.

• Follow the operating instructions from the diagnostic menu.

• Carry out a KOEO on-demand self-test.

• Record the DTCs and freeze frame information and refer to the appropriate pinpoint test.

Possible Causes:The most likely PCM detectable concerns that cause a hard start or no start condition are:

• CMP sensor inactive concern

• CKP sensor inactive concern

Tools Required:Scan tool

6. Retrieve Continuous Diagnostic Trouble Codes (DTCs)

Purpose:The purpose of this test is to determine if the PCM has detected any historical or intermittent concern conditions that would cause a hardstart/no start symptom. The condition that caused a continuous DTC may no longer exist.

Retrieve Continuous DTCs




• Use the scan tool. DTCs retrieved during this test are historical concerns.


Recommended Procedure:Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a PTO system or auxiliary idle control, it must be turned off tocarry out the self-test.





• Record the continuous DTCs and freeze frame information and carry out the appropriate pinpoint test for continuous DTC diagnostics.

• Clear the continuous DTCs after a repair.


7. Fuel Volume Control Valve and Fuel Pressure Control Valve Adaptive Learning Parameter Reset

Purpose:If no DTCs are set the PCM stores learned fuel volume control valve and fuel pressure control valve adaptive learning parameters. Reset thefuel volume control valve and fuel pressure control valve adaptive learning parameters and attempt to start the engine.

Fuel Volume Control Valve and Fuel Pressure Control Valve Adaptive Learning Parameter Reset

• Use the scan tool. Clear the fuel injector adaptive tables.

• Start the engine.

Clear Fuel Injector AdaptiveTables

YES/NO

Engine Start YES/NO

Recommended Procedure:Connect the scan tool.




• Clear Fuel Injector Adaptive Tables.

Start the engine. If the engine starts and the concern is fixed, verify that the adaptive learning parameter reset fixed the concern. It is possiblethe adaptive learning parameters were not reset after a new high pressure fuel injection pump was installed.


8. Key On Engine Off (KOEO) Fuel Injector Electrical Self-Test

NOTE:If unable to carry out KOEO Fuel Injector Electrical Self-Test, disconnect the PCM connector and check the fuel injector for shorts or opens.

Purpose:




The purpose of this test is to determine if the fuel injectors are functioning.

KOEO Fuel Injector Electrical Self-Test

• Use the scan tool. Fuel injector DTCs are displayed after the self-test is completed.

Fuel Injector Diagnostic TroubleCodes

Cylinder and Fuel Injector Location

Recommended Procedure:This test determines if there are any concerns with the operation of the fuel injector circuits. If a concern is detected, a DTC outputs on thedata link at the end of the test when requested by a scan tool. Only a hard fault DTC is displayed.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a PTO system or auxiliary idle control, it must be turned off tocarry out the self-test.





• Carry out the KOEO Fuel Injector Electrical Self-Test.

• Record the DTCs and refer to the appropriate pinpoint test to continue diagnosis.

Possible Causes:

• Open or short fuel injector circuit

• Fuel injector connector

• Fuel injector


9. Bleed The High Pressure Fuel System

Purpose:Bleed the high pressure fuel system to check if the hard start/no start condition is being caused by air in the fuel system.




Bleed The High Pressure Fuel System

• Bleed the high pressure fuel system. Refer to the Workshop Manual Section 310-00, Fuel System, Fuel System Bleeding — HighPressure, Diesel Engine.

• If the fuel is aerated after completing the fuel system bleeding procedure, repeat the fuel system bleed procedure.

Fuel Aerated YES/NO

Engine Start YES/NO

Recommended Procedure:Bleed the high pressure fuel system. Refer to the Workshop Manual Section 310-00, Fuel System, Fuel System Bleeding — High Pressure,Diesel Engine.

If the fuel is aerated after completing the Fuel System Bleeding procedure, repeat the Fuel System Bleed procedure.

If the vehicle starts and runs while the bleed procedure is carried out and fuel is not aerated, the vehicle may have run out of fuel or the fuelfilters may have been changed recently. Carry out the High Pressure Fuel System Test in this section to verify correct operation.

If the vehicle does not start or the fuel is aerated, carry out the Sufficient Clean Fuel Test in this section to continue diagnosis.


10. Sufficient Clean Fuel Test


Purpose:The purpose of this test is to verify the fuel quality and sufficient fuel to start the engine.

Sufficient Clean Fuel Test

• Check for illumination of the water in fuel (WIF) indicator.

• Drain a fuel sample from the fuel conditioning module.

Method Check

Visual

Recommended Procedure:Open the drain valve integrated in the fuel conditioning module and drain fuel into a clear 1 liter container. Close the drain valve. The flow outof the drain valve should be steady and should produce at least 1 liter/1 quart of fuel within 2 minutes. If the volume of the fuel collected within2 minutes is short of the required 1 liter/1 quart there may be insufficient amount of fuel in the tank and the fuel level may not be correctlyindicated on the fuel level gauge. If a fuel level indication concern is suspected, refer to the Workshop Manual Section 413-01 to continuediagnosis.

Observe the WIF indicator. If the indicator is illuminated, the fuel may be contaminated with water.

Inspect the fuel in the container. It should be clear, not cloudy. It also should be free of water and contaminants. Dyed red or blue fuelindicates off-highway fuel.

The fuel sample should not indicate evidence of waxing or gelling. Waxing or gelling in some fuels in cold weather could clog fuel filters andthe fuel pump and cause restrictions in the fuel or low fuel pressure.

Some sediment and water may be present in the fuel sample if the fuel filter has not been replaced for a prolonged period of time or if thesediment and water have not been drained recently. If that is the case, a second sample may be required to determine fuel quality.




Fuel Conditioning Module Drain Valve

Possible Causes:

• Biodiesel-water separation, seal degradation, corrosion

• Corrosion to fuel system components

• No fuel in the tank

• Fuel supply line broken or crimped

• Fuel jelled

• Fuel quality

• Pickup tube screen in tank restricted

• Restricted fuel filters

Cloudy fuel indicates that the fuel may not be a suitable grade for cold temperatures.

Excessive water or contaminants may indicate that the tank and fuel system may need to be flushed and cleaned.

Tools Required:Clear container — approximately 0.95 L (1 quart)

11. Electric Fuel Pump Pressure Test

NOTE:The fuel pump runs for approximately 30 seconds at initial ignition on and then the pressure decreases.

Purpose:The purpose of this test is to verify there is sufficient fuel pressure for starting.

Electric Fuel Pump Pressure Test

• Verify there is fuel in the tank.

• Check the fuel pump power and ground circuits.

• Measure the fuel pressure using the Fuel Line Adapter 310-159 or equivalent.

NOTE:If using a scan tool for the fuel pump pressure test, the scan tool value may vary by 10% on the 20.7 kPa (3 psi) specification.




Instrument Specification Measurement

0-200 kPa (0-30 psi) gauge 20.7-55.2 kPa (3-8 psi)

Recommended Procedure:Verify there is fuel in the tank and battery voltage at the fuel pump. With the ignition ON and engine OFF use a digital multimeter (DMM), andmeasure the voltage between the fuel pump power and ground circuits. Battery voltage is present for approximately 30 seconds after theignition is turned to the ON position. If no voltage is present, GO to Pinpoint Test MA to continue diagnosis.

Disconnect the fuel line on the outlet side of the fuel conditioning module. Install the Fuel Line Adapter 310-159 or equivalent and theMagnehelic Gauge® 0-200 kPa (0-30 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent). Measure the fuel pressure withthe ignition in the ON position and the engine OFF. If fuel pressure is below 20.7 kPa (3 psi), go to the next step to verify no restriction.

If the engine stalls while driving, carry out the Electric Fuel Pump Pressure Test in the Performance Diagnostic Procedures to continuediagnosis.




Possible Causes:

• Dirty or restricted fuel filters

• Fuel pump relay

• Inertia switch

• Leak in the low pressure supply line

Tools Required:Magnehelic Gauge® 0-200 kPa (0-30 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Fuel Line Adapter 310-159 or equivalent

12. Fuel Conditioning Module Inlet Restriction Test

Purpose:The purpose of this test is to isolate the cause of low fuel pressure.

Fuel Conditioning Module Inlet Restriction

Measure the restriction at the fuel pump inlet.


0-30 in-Hg Vacuum Gauge 6 in-Hg maximum

Recommend Procedure:Disconnect the fuel line to the inlet side of the fuel conditioning module. Install the Fuel Line Adapter 310-159 or equivalent and the VacuumGauge 0-30 in-Hg vacuum. Measure the restriction at wide open throttle (WOT) (maximum engine speed out of gear with the brakes set andthe wheels blocked). If restriction is greater than 6 in-Hg, there is a restriction between the fuel pump and the fuel tank. If the restriction is lessthan 6 in-Hg, inspect both fuel filters. If the filters are OK, install a new fuel conditioning module. Refer to the Workshop Manual Section303-04, Fuel Charging and Controls.




Possible Causes:

• Fuel line restriction

• Fuel filters

• Fuel conditioning module

Tools Required:Fuel Line Adapter 310-159 or equivalent

Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

13. Bleed The High Pressure Fuel System Test — Low Pressure Fuel System Validated

Purpose:Bleed the high pressure fuel system after validating the low pressure fuel system is providing the fuel volume and flow required by the highpressure fuel system.

Bleed The High Pressure Fuel System Test — Low Pressure Fuel System Validated

• Bleed the high pressure fuel system. Refer to the Workshop Manual Section 310-00, Fuel System, Fuel System Bleeding — HighPressure, Diesel Engine.

• If the fuel is aerated after completing the fuel system bleeding procedure, carry out the Combustion Gas In The Fuel Rail Test in thissection to continue diagnosis.

Fuel Aerated YES/NO

Engine Start YES/NO

Recommended Procedure:Bleed the high pressure fuel system. Refer to the Workshop Manual Section 310-00, Fuel System, Fuel System Bleeding — High Pressure,Diesel Engine.

If the vehicle does not start, the fuel stays aerated and the correct fuel flow and volume in the low pressure fuel system has been validated,check the secondary fuel filter. Repair as necessary. If the fuel continues to stay aerated, carry out the Combustion Gas In The Fuel Rail Testin this section to continue diagnosis.




If the vehicle starts, the fuel stays aerated and does not stall after the bleed tool is removed, carry out the High Pressure Fuel System Test inthis section to continue diagnosis. If the vehicle stalls during the High Pressure Fuel System Test, carry out the Combustion Gas In The FuelRail Test in this section to continue diagnosis.

If the vehicle still has a hard start or no start condition and the fuel is not aerated, carry out the Check Vehicle Power During Cranking Test inthis section to continue diagnosis.


14. Combustion Gas In The Fuel Rail Test

Purpose:The purpose of this test is to check if any combustion gas leaks past the combustion gasket.

Combustion Gas In the Fuel Rail Test

Bank 1 Bank 2

Cylinder 1 (YES/NO) Cylinder 2 (YES/NO)





NOTE:The compression pulses in the latex balloon indicate the combustion gas is leaking into the fuel rail.

NOTE:Additional DTCs may result during this procedure.

• Disconnect the low pressure fuel pump electrical connector.

• Disconnect the fuel injector return line at the check valve located near the left cylinder head. Refer to the Workshop Manual Section303-04, Fuel Charging and Controls.

• Install a latex balloon over the fuel return line and secure with a tie strap.

• Remove the glow plugs from cylinder numbers 2 through 8, leaving the cylinder number 1 glow plug installed. Crank the engine andobserve the latex balloon for compression pulses. Refer to the Workshop Manual Section 303-07, Glow Plug system.

• If no compression pulses are present, remove the cylinder number 1 glow plug and install the glow plug in cylinder number 2. Crank theengine and observe the latex balloon for compression pulses.

• Repeat the test moving the glow plug to cylinder numbers 3 through 8 and continue testing all cylinders. Record the cylinder numbersthat indicate compression pulses in the latex balloon.

• For cylinders that leak combustion gas into the fuel return line as indicated by compression pulses in the latex balloon, remove the fuelinjector and install new O-rings, combustion gasket and fuel injector hold down clamp assemblies. Refer to the Workshop Manual Section303-04, Fuel Charging and Controls.

Carry out the Combustion Gas In The Fuel Rail Test in this section to verify the repair. After the repair is verified, carry out the High PressureFuel System Test in this section.

Possible Causes:

• Fuel injector combustion gasket

• Fuel injector O-rings

• Fuel injector loose

• Fuel injector

Tools Required:




• Latex balloons

• Tie straps

15. Check Vehicle Power (VPWR) During Cranking Test

Purpose:The purpose of this test is to verify PCM power during cranking.

Scan Tool — Data List Monitoring

NOTE:The 8 volt specification represents the minimum battery voltage required for engine starting. Greater than average crank times areencountered if the battery voltage is less than 9.5 volts. If excessive crank time is a concern, verify battery voltage is greater than 9.5 volts.

NOTE:An outside power source may be needed for the scan tool.

• The scan tool may reset below 9.5 volts.

• Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

Parameter Specification Measurement

VPWR 8 volts minimum

If a low voltage condition is present, check the battery, charging system or power and ground circuits to the PCM.


• Connect the scan tool.


• Access and monitor the VPWR PID while cranking the engine.

Possible Causes:

• Battery cables

• Low battery voltage

• Charging system

• Power and ground circuits to the PCM

• PCM relay

GO to Pinpoint Test A to diagnose a voltage concern.


16. Check The CKP And CMP Signal While Cranking Test

Purpose:The purpose of this test is to verify the CMP and CKP sensors and circuits are functioning.



• Select the parameters indicated from the scan tool parameter list and monitor while cranking the engine.

NOTE:An outside power source may be needed for the scan tool.





RPM 150 RPM minimum

SYNC YES

Low RPM may be caused by starting or charging system concerns. No RPM indicated while cranking may indicate a CKP concern.




• Access and monitor the RPM PID while cranking the engine.

If RPM is above 150 RPM, GO to Pinpoint Test V and diagnose the CMP sensor. If RPM is 0 RPM, GO to Pinpoint Test D and diagnose theCKP sensor. Refer to Section 6, Typical Diagnostic Reference Values for normal operating values.

Possible Causes:

• Weak battery or starter

• Circuitry

• CKP sensor

• CMP sensor


17. Monitor The FRP While Cranking Test

Purpose:The purpose of this test is to determine if the high pressure fuel system generates minimum fuel pressure to sustain starting.



• Select the parameters indicated from the scan tool parameter list and monitor the fuel pressure.


FRP Ignition ON 0.49 volts 0 MPa (0 psi)

FRP Cranking 27.58 MPa (4,000 psi) minimum

A reading above the FRP sensor specification indicates high fuel rail pressure with the engine OFF.

Check for exhaust gas in the fuel rail, air in the fuel rail, a biased FRP sensor or an electrical concern.

A reading below the minimum FRP sensor specification indicates low fuel rail pressure during crank.

Check the fuel rails and high pressure fuel lines for leaks.




• Access and monitor the FRP volts PID.

• Record the FRP sensor value with the engine OFF.

• Access and monitor the FRP pressure PID.

• Record the FRP sensor value while the engine is cranking.




Fuel pressure greater than 0.49 volts 0 MPa (0 psi) with the ignition ON, pressure may read high due to exhaust gas in the fuel rail, air in thefuel rail, a biased FRP sensor or an electrical concern. If no concerns are found and the engine does not start, carry out the Glow Plug MistTest — No Start in this section to continue diagnosis. If the engine has a hard start condition, carry out the Power Balance Test in this sectionto continue diagnosis.

Fuel pressure less than 27.58 MPa (4,000 psi) during cranking indicates that the fuel pressure is too low to sustain engine starting. Check thefuel injectors, high pressure fuel injection pump, high pressure fuel supply line to the fuel rails and left and right bank fuel rails for leaks. If anyleaks are present, repair as necessary.

Possible Causes:

• High pressure fuel injection pump

• Fuel volume control valve or circuitry

• Fuel pressure control valve or circuitry

• Fuel injectors


18. Glow Plug Mist Test — No Start

Purpose:

WARNING:Contact with exposed fuel injector wiring, if energized, may result in electric shock. Use care when working on or around energizedfuel injector wiring. Fuel injector wiring supplies high voltage to operate the fuel injectors. Failure to follow this instruction mayresult in serious personal injury.

The purpose of this test is to find a fuel injector with a leaking nozzle for a no start condition.

For a hard start condition, continue to the Power Balance Test in this section to continue diagnosis.

Glow Plug Mist Test — No Start

Glow Plug Mist Test — No Start

Bank 1 Bank 2






NOTE:This test is intended to diagnose a leaking fuel injector tip for vehicles with a no start condition only. If the engine runs, do not carry out thistest, a fuel injector may be misdiagnosed as the leak may be to small to be visually detected. Excessive engine oil in a cylinder can mislead tomultiple fuel injectors being suspected for leaks.

• Disconnect the 15-pin inline connector on the left hand valve cover harness.

• Disconnect the 15-pin inline connector on the right hand valve cover harness.

• Remove all glow plugs.

• Crank the engine 15 seconds 2 times to clear the cylinders.

• Crank the engine 15 seconds while checking for a mist from the glow plug holes.




If a mist is visible from one glow plug hole, install a new fuel injector at the cylinder in question and repeat the test to verify the repair. Verifythe engine oil level and quality after the repair, change the engine oil and check the charge air cooler (CAC) for contamination. Refer to theWorkshop Manual Section 303-12, Charge Air Cooler Repairs, for the correct cleaning procedures.

If a mist is visible from all glow plug holes or one bank of glow plug holes then carry out the Inverse Fuel Injector Leak Test in this section tocontinue diagnosis.

If no mist is visible from any glow plug holes, carry out the Fuel Injector Return Port Leak Test - No Start in this section to continue diagnosis.

Possible Causes:

• Fuel injectors

Tools Required:None

19. Fuel Injector Return Port Leak Test — No Start

Purpose:


WARNING:Before working on or disconnecting any of the fuel tubes or fuel system components, relieve the fuel system pressure to preventaccidental spraying of fuel. Fuel in the fuel system remains under high pressure, even when the engine is not running. Failure tofollow this instruction may result in serious personal injury.

This screening test is only for a no start condition with the correct engine oil level. If the engine runs, do not carry out this test. The purpose ofthis test is to check for leaks from the fuel injector return port. The result only verifies that there is a leak on the fuel return port from the fuelinjector, not which bank or fuel injector is affected.

For a hard start condition, continue to the Power Balance Test in this section to continue diagnosis.

Fuel Injector Return Port Leak Test — No Start

Fuel Flow Return YES/NO


• Remove the fuel cooler to bracket fasteners, remove the exhaust back pressure (EBP) tube and the return/supply line bracket to getaccess to the cylinder head/fuel injector fuel return line.

• Disconnect the fuel return line at the check valve before the fuel return at the fuel cooler. The check valve maintains fuel flow from thehigh pressure fuel injection pump fuel return line to the fuel cooler.

• Connect one end of a clear hose to the cylinder head fuel return lines and the place the other end into a container.



• Crank the engine for 15 seconds 2 times.

• If there is no fuel return flow, carry out the Monitor FRP Sensor No Start Test in this section to continue diagnosis.

• If there is fuel return flow, the return port is leaking, carry out the Inverse Fuel Injector Leak Test in this section to continue diagnosis ofwhich fuel injector is leaking.

Tools Required:Clear hose




20. Monitor FRP Sensor No Start Test

Purpose:

NOTICE:This test is only to be carried out if the vehicle has a no start condition, the engine oil level is correct and the fuel injectors areconfirmed to not have any fuel injector nozzle leaks. If any of these conditions are present while this test is being carried out,cylinder damage may occur. If the engine runs, do not carry out this test. For a hard start condition, continue to the Power BalanceTest in this section to continue diagnosis.

The purpose of this test is to determine if the required fuel pressure to start the vehicle is present and the FRP sensor is reading correctly.

Monitor FRP Sensor No Start Test

• Access and monitor the FRP PID while cranking the engine.

• Disconnect the FRP sensor electrical connector.

• Crank the engine.

FRP Below 20 MPa (2,900 PSI)Cranking

YES/NO

Engine Start YES/NO




• Access and monitor the FRP PID while cranking the engine.

• If the FRP is greater than 20 MPa (2,900 psi), do not continue with this test, GO to Pinpoint Test ME.

• If the FRP is below 20 MPa (2,900 psi), continue with this test.

• Disconnect the FRP sensor electrical connector.

• Crank the engine.

• If the engine starts, the FRP value is equal to or greater than 20 MPa (2,900 psi). Connect the FRP sensor electrical connector andattempt to start the engine. If the engine does not start with the FRP sensor reconnected, install a new FRP sensor and bleed the fuelsystem. Refer to the Workshop Manual Section 310-00, Fuel System, Fuel System Bleeding — High Pressure, Diesel Engine.

• If the engine does not start, reassemble the engine and bleed the fuel system. Refer to the Workshop Manual Section 310-00, FuelSystem, Fuel System Bleeding — High Pressure, Diesel Engine. GO to Pinpoint Test ME.


21. Power Balance Test

Purpose:

NOTE:Before carrying out the power balance test, allow the engine to stabilize at the temperature necessary to recreate the symptom. Access thePCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate original conditions thatcaused the symptom. Refer to Section 2, Freeze Frame Data for more information.

NOTE:The contributing power cylinders that immediately follow the non-contributing power cylinders in the firing order may be affected. The affectedpower cylinders may not be able to fully recover the crankshaft speed, causing them to display below average contributing power cylindersand to be incorrectly identified as the non-contributing power cylinder. Therefore, only the cylinders that deviate the most from the averageshould be identified as the non-contributing power cylinder. Single or inconsistent non-contributing power cylinder traces may be caused by anatural variation in the crankshaft speed and should be ignored.

The purpose of this test is to determine if the fuel injectors are operating correctly by observing individual cylinder contribution while carryingout the power balance test.




Power Balance Test

NOTE:Disregard any DTCs set as a result of the Power Balance Test.

• Use the scan tool to carry out the Power Balance Test.

• Monitor individual cylinder contribution and record the consistently non-contributing power cylinders.

Non - Contributing PowerCylinders At Engine Idle Speed

Non - Contributing PowerCylinders Off Engine Idle Speed

or Under Load

Recommended Procedure:Cylinder and Fuel Injector Location

At Engine Idle Speed Test

NOTE:The cylinder contribution test or enhanced power balance test must be carried out while the vehicle is stationary and not in motion. At no timeshould manual input through the accelerator pedal occur during these tests. Do not carry out this test while driving.

NOTE:This procedure is to be carried out at engine idle speed. Concerns that are experienced at off engine idle speed or under load conditions areaddressed in the Off Engine Idle Speed or Under Load Test.


• Ignition ON, engine Running.

• Access the Power Balance Test.

• Evaluate each cylinders performance and compare to specification plus or minus 15 RPM.

• If the performance of all cylinders are within plus or minus 15 RPM, select the manual fuel injector balance test on the scan tool andevaluate each cylinders performance while comparing to specification plus or minus 15 RPM. If the performance of all cylinders are withinplus or minus 15 RPM, no concern is present.

• If the performance of any cylinders are not within plus or minus 15 RPM, record the consistently non-contributing power cylinders andcarry out the Off Engine Idle Speed or Under Load Test in this section to continue diagnosis.

Off Engine Idle Speed or Under Load Test




NOTE:This procedure is to be carried out for concerns that are experienced at off engine idle speed or under load.

NOTE:Disregard any DTCs set as a result of the Power Balance test.



• Access the FRP_DSD PID and increase the fuel pressure to between 105-113 MPa (15,000 to 16,000 psi).



• Select the manual fuel injector balance test on the scan tool. Evaluate each cylinders performance while comparing to specification plusor minus 15 RPM.

• Record the consistently non-contributing power cylinders.


22. High Pressure Fuel System Test With Valve Covers Off Running

Purpose:The purpose of this test is to inspect for leaks under the valve covers at the fuel lines, connections, FRP sensor and fuel injector body.

High Pressure Fuel System Test With Valve Covers Off Running

• Carry out the High Pressure Fuel System Test on the scan tool. Check the fuel lines, fuel line connections and fuel injectors for leaks,cracks and correct installation during the test.

Fuel System Leaks YES/NO


NOTE:This test is only carried out when there is an engine oil level overfull condition due to fuel contamination.


• Remove the right hand and left hand valve covers. Refer to the Workshop Manual Section 303-01, Engine, Valve Cover.

• Use a black light under the valve covers to check for residual black light dye (luminescence) which is present in new engines.

• If there are signs of black light dye (luminescence) under the valve covers, use shop air to clean off the fuel injectors paying closeattention to jam nut on tops of the fuel injectors and fuel line connections. Once cleaned, check the areas again with the black light tomake sure the areas are clean as well as areas under the fuel lines, fuel injectors and fuel line connections. Add 1-2 packages (30-50mL) of black light dye (luminescence) to the fuel filter housing.

• If there is no signs of black light dye (luminescence), add black light dye (luminescence) to the fuel filter housing.


• Carry out the High Pressure Fuel System Test on the scan tool with the valve covers removed. Check the fuel lines, fuel line connectionsand fuel injectors for leaks or cracks during the test using the black light. If a concern is present , repair as necessary. Pay close attentionto the tops of the fuel injectors and fuel line connections. If a concern is present, it may take up to 10 minutes for any black light dye(luminescence) to become visible.

• Check the CAC for contamination. If the CAC has engine oil, coolant, fuel or metal contamination, a thorough cleaning of the CACsystem is necessary. Refer to the Workshop Manual section 303-12 for correct cleaning procedures.

• Check the turbocharger bearings. Refer to the Workshop Manual section 303-04, Turbocharger, Bearing Clearance Check.

• If no leaks are present, carry out the Inverse Fuel Injector Leak Test in this section to continue diagnosis.





23. Inverse Fuel Injector Leak Test

Purpose:


WARNING:Before working on or disconnecting any of the fuel tubes or fuel system components, relieve the fuel system pressure to preventaccidental spraying of fuel. Fuel in the fuel system remains under high pressure, even when the engine is not running. Failure tofollow this instruction may result in serious personal injury.

NOTICE:If the fuel system is not bled, a fuel injector may be incorrectly diagnosed.

The purpose of this test is to check for leaks from the fuel injector at the nozzle or the return port.

Inverse Fuel Injector Leak Test


• Carry out the Inverse Fuel Injector Leak Test.

Bank 1 Bank 2





• Ignition in the OFF position.


• Release the fuel pressure. Refer to the Workshop Manual Section 310-00 Fuel System, for the Fuel System Pressure Release — DieselEngine procedure.



• Disconnect all the fuel injector connectors. Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls.

• Remove all the fuel injector supply tubes, fuel injector hold down clamp assemblies and the fuel injectors. Refer to the Workshop ManualSection 303-04, Fuel Charging and Controls.

• Assemble all fuel injectors except the cylinder number 1 fuel injector to the fuel rail using the original fuel injector supply tubes. Positionthe fuel injectors so the fuel nozzle and drain hole are visible and the nozzle is directed towards the valvetrain.

• Connect the open end of the hose from the Air Purge Adapter 310-184 to the fuel injector supply tube, put the other end of the hose in afuel container and crank the engine for 15 seconds. Attach the cylinder number 1 fuel injector to the fuel injector supply tube with the fuelinjector positioned so the fuel nozzle and drain hole are visible.

• Disconnect the cylinder number 2 fuel injector from the fuel injector supply tube and put the other open end of the tube in a fuel containerand crank the engine for 15 seconds. Attach the cylinder number 2 fuel injector to the fuel injector supply tube with the fuel injectorpositioned so the fuel nozzle and drain hole are visible. This must be done or a leaking fuel injector may not be detected.

• Install the Fuel Injector Cups 303-1261 or equivalent to the fuel injectors to contain any side spray from the fuel nozzles.


• Crank the engine for 10 seconds. Check for fuel injectors that are leaking fuel from the fuel nozzles or drain holes.





• Install a new fuel injector for any identified fuel injectors that are leaking fuel from the fuel nozzles or drain holes. Refer to the WorkshopManual Section 303-04, Fuel Charging and Controls.

• Remove the Fuel Injector Cups 303-1261 or equivalent from the ends of the fuel injectors.

• Install all the fuel injectors. Install new fuel injector supply tubes, O-rings and combustion washers for all fuel injectors that were removed.Refer to the Workshop Manual Section 303-04, Fuel Charging and Controls.

• Reassemble the engine.

• Bleed the high pressure fuel system. Refer to the Workshop Manual Section 310-00 Fuel System for the Fuel System Bleeding — HighPressure, Diesel Engine procedure.

• For a no start condition with no leaks present and the engine oil level is correct, carry out the Monitor FRP Sensor No Start Test in thissection to continue diagnosis.

• For a hard start condition with no leaks present and the engine oil level is correct, check for electrical harness chafes. GO to PinpointTest ME.

• If entering this test from pinpoint test AB, no leaks are present and the engine oil level did not increase, there is no fuel system concern.Refer to Section 3, No Diagnostic Trouble Codes (DTCs) Present Symptom Chart Index and follow the diagnosis for Exhaust SystemConcerns.

• If no leaks are present and the engine oil level increased when carrying out the High Pressure Fuel System Test and Fuel System LeakTest, install a new high pressure fuel injection pump. Clear the fuel injector adaptive tables using the scan tool.

Possible Causes:

• Damaged fuel injector

• Leaking fuel injector nozzle or fuel injector

• Fuel lines

• Fuel rail

Tools Required:

• Scan tool

• Air Purge Adapter 310-184

• Fuel Injector Cups 303-1261 or equivalent

24. High Pressure Fuel Injection Pump Leak Test

Purpose:The purpose of this test is to determine if the high pressure fuel injection pump is leaking.

High Pressure Fuel Injection Pump Leak Test

• Carry out the High Pressure Fuel Injection Pump Leak Test.

Fuel Drain From Oil Drain PlugHole

YES/NO


NOTICE:Do not start the engine. Damage to the engine may occur.


• Drain the engine oil. Do not install the oil drain plug.

• Install a battery charger to maintain battery voltage during this test.

• Turn the ignition to the ON position. Allow the low pressure fuel pump to run until it stops.

• Cycle the ignition to the OFF position then to the ON position after the low pressure pump stops. Repeat this step 10 times.

• Visually check for fuel leaking during this test. Fuel drains from the oil drain plug hole if the high pressure fuel injection pump is leaking.

• If visible fuel leaks are present, install a new high pressure fuel injection pump. Refer to the Workshop Manual Section 303-04, FuelCharging and Controls, Fuel Injection Pump High Pressure. Check the intake air system and related components for engine oil residue




caused from the engine oil overfull condition and repair as necessary. Check the turbocharger bearings. Refer to the Workshop ManualSection 303-04, Turbocharger, Bearing Clearance Check. Clear the fuel injector adaptive tables using the scan tool.

• If no visible fuel leaks are present and the engine oil level was overfull in the Check Engine Oil Level test, install the oil drain pan plugand fill the engine with 14.19 liters (15 quarts) of the correct engine oil.

• For a no start condition, carry out the Glow Plug Mist Test — No Start in this section to continue diagnosis.

• For a hard start condition, carry out the Power Balance Test in this section to continue diagnosis.

Possible Causes:


• Fuel pressure control valve

• Fuel volume control valve

• High pressure fuel system leak


25. High Pressure Fuel System Test

NOTE:Disregard any DTCs set as a result of the High Pressure Fuel System Test.

NOTE:Carry out the Electric Fuel Pump Pressure Test before carrying out the High Pressure Fuel System Test.

Purpose:The purpose of this test is to determine if the high pressure fuel system is able to reach and maintain the requested desired fuel pressure for acalibrated amount of time. This procedure may be used to assist in diagnosing hard start/no start or driveability concerns. This test can also berun to check for engine oil level increase due to leaks.

High Pressure Fuel System Test

NOTE:Depending on the engine state the fuel rail pressure may vary at idle from 34.47 MPa (5,000 PSI) to 51.71 MPa (7,500 PSI).

• Use the scan tool to carry out the High Pressure Fuel System Test.

• Visually check for engine compartment fuel leaks during this test.

Commanded Pressure Measured Pressure Specification Measured Variation

34.47 MPa (5,000 PSI) +/- 2.0 MPa (+/- 290 PSI)

68.95 MPa (10,000 PSI) +/- 2.0 MPa (+/- 290 PSI)

103.42MPa (15,000 PSI) +/- 3.0 MPa (+/- 435 PSI)

137.90 MPa (20,000 PSI) +/- 3.0 MPa (+/- 435 PSI)

169.96 MPa (24,650 PSI) +/- 3.0 MPa (+/- 435 PSI)


NOTE:Follow the scan tool directions when carrying out the high pressure fuel system test.

This test determines if the high pressure fuel system is able to maintain the requested fuel pressure for a calibrated amount of time.

• Turn off all accessories. If the vehicle is equipped with a PTO system or auxiliary idle control, it must be turned off to carry out the highpressure fuel system test.






• Carry out the High Pressure Fuel System Test.

• Wait a minimum of 10 minutes and recheck the engine oil level.

• If the measured variation is outside of the specifications, no visible fuel leaks are present, and the engine oil level was correct in theCheck Engine Oil Level test, GO to Pinpoint Test ME.

• If the measured variation is outside of the specifications, no visible fuel leaks are present, and the engine oil level was overfull in theCheck Engine Oil Level test, carry out the Fuel System Leak Test in this section to continue diagnosis.

• If the measured variation is outside of the specifications or the engine oil level has increased during this test, carry out the High PressureFuel System Test With Valve Covers Off Running in this section to continue diagnosis.


26. Fuel System Leak Test

Purpose:The purpose of this test is to check for fuel injector leakage. This test can also be run to check for an engine oil level increase due to leaks.

Fuel System Leak Test

• Carry out the Fuel System Leak Test.

Method Check

Visual


NOTICE:While carrying out this procedure, at the first sign of a fuel leak immediately abort the test. Refer to the scan tool manufacturersmanual for instructions.

NOTE:Verify the high pressure fuel system has no trapped air before continuing with this procedure. For additional information, refer to the WorkshopManual Section 310-00, Fuel System.

NOTE:Do not carry out this test unless directed here from another procedure or DTC.


• Bleed the high pressure fuel system. Refer to the Workshop Manual Section 310-00 Fuel System for the Fuel System Bleeding — HighPressure, Diesel Engine procedure. If air bubbles are present, complete the Fuel System Bleeding — High Pressure, Diesel Engine andretest. If the concern or DTC is still present continue with this test.

• Ignition ON, engine running.

• Access the PCM and monitor the RPM, FRP and FRP_DSD PIDs.

• Access the PCM and command the RPM to 1,500.

• Access the PCM and command the FRP_DSD to 169.96 MPa (24,650 PSI).

• Maintain the RPM and FRP_DSD for 10 minutes.


• Allow the engine to remain OFF for 10 minutes.

• Check for the correct engine oil level using the oil level indicator with the vehicle on level ground.

• If entering this test directly from the Check Engine Oil Level test and the engine oil level increased, GO to Pinpoint Test AB to continuediagnosis.




• If the engine oil level increased, carry out the High Pressure Fuel System Test With Valve Covers Off Running in this section to continuediagnosis.

• If the engine oil level did not increase in this test and did not increase in the High Pressure Fuel System Test, refer to Section 3, NoDiagnostic Trouble Codes (DTCs) Present Symptom Chart Index and follow the diagnosis for Exhaust System Concerns.

Tools Required:

• Scan tool

27. High Pressure Fuel System Test With Valve Covers Off Cranking

Purpose:The purpose of this test is to inspect for leaks under the valve covers at fuel lines, FRP sensor and fuel injector body.

High Pressure Fuel System Test With Valve Covers Off Cranking

• Check the fuel lines, fuel line connections and fuel injectors for leaks, cracks and correct installation during the test.

Fuel System Leaks YES/NO



• Use a black light under the valve covers to check for residual black light dye (luminescence) which is present in new engines.

• If there are signs of black light dye (luminescence) under the valve covers, use shop air to clean off the fuel injectors paying closeattention to jam nut on tops of the fuel injectors and fuel line connections. Once cleaned, check the areas again with the black light tomake sure the areas are clean as well as areas under the fuel lines, fuel injectors and fuel line connections. Add 1-2 packages (30-50mL) of black light dye (luminescence) to the fuel filter housing.

• If there is no sign of black light dye (luminescence), add black light dye (luminescence) to the fuel filter housing.

• If the engine does not start, crank the engine for 15 seconds and check the fuel lines, fuel line connections and fuel injectors for leaks orcracks during the test using the black light. If a concern is present, repair as necessary. Pay close attention to the tops of the fuelinjectors and fuel line connections. If a concern is present, it may take up to 10 minutes for any black light dye (luminescence) to becomevisible.

• If the engine starts, start the engine and carry out the High Pressure Fuel System Test on the scan tool with the valve covers removed.Check the fuel lines, fuel line connections and fuel injectors for leaks or cracks during the test using the black light. If a concern ispresent, repair as necessary. Pay close attention to the tops of the fuel injectors and fuel line connections. If a concern is present, it maytake up to 10 minutes for any black light dye (luminescence) to become visible.

• Check the turbocharger bearings. Refer to the Workshop Manual section 303-04, Turbocharger, Bearing Clearance Check.

• If no concern is present, carry out the Fuel Injector Return Port Leak Test — No Start in this section to continue diagnosis.

Possible Causes:

• Fuel leaks

Tools Required:None

28. Fuel System Debris Check

Purpose:This test determines if there is debris in the high pressure fuel system requiring the replacement of the entire high pressure fuel system (fuelrails/fuel lines/fuel injectors) when a new high pressure fuel injection pump is installed. To be carried out if the high pressure fuel injectionpump did not have a solenoid concern, no electrical concerns and no leaks found.

Fuel System Debris Check

• Carry out the Fuel System Debris Check.




Fuel System Debris YES/NO


NOTICE:Do not cut the secondary fuel filter open to determine if there is debris in the fuel system. The purpose of the fuel filter is to collectdebris and may be indicating that it is correctly functioning.

• Raise the rear tires of the vehicle 6 to 8 inches.

• Disconnect the cylinder number 1 fuel injector from the jumper tube, connect a rubber hose, crank engine over and drain the fuel througha coffee filter or paint strainer.

• Disconnect the cylinder number 2 fuel injector from the jumper tube, connect a rubber hose, crank engine over and drain the fuel througha coffee filter or paint strainer.

• If there is metallic material in the fuel, install a new high pressure fuel injection pump, a new fuel cooler, new fuel injectors, new LH andRH high pressure fuel system rails, new primary and secondary fuel filters, new fuel rail pressure (FRP) sensor, new high pressure fuellines, new low pressure fuel supply line and new secondary fuel filter housing.

• If there is no metal debris, rust or corrosion present in the fuel conditioning module, clean any fuel residue and reinstall. Install a new fuelconditioning module if metal debris, rust or corrosion is present.

• Flush the low pressure fuel return lines until they are free of any metal debris. Install all new low pressure fuel return lines if rust orcorrosion is present.

• Inspect the fuel tank for metal debris and flush any metal debris found.

Possible Causes:

• Water in fuel

• Gasoline

Tools Required:Coffee filter or paint strainer




Performance Diagnostic ProceduresF-Super Duty


Performance Diagnostic Procedures


1. Visual Engine/Chassis Inspection

Purpose:The purpose of this test is to check the general condition of the engine and chassis.




Visual Engine/Chassis Inspection

• Verify there are no fluid or pressure leaks.

• Inspect all wire connections for damage.

• Inspect the manifold absolute pressure (MAP) sensor, intake air temperature 2 (IAT2) sensor, charge air cooler (CAC), and intake forleaks.

Fuel Oil Coolant Electrical Hoses Leaks

Method Check

Visual


• Inspect for a leak around the MAP sensor.

• Inspect for a leak around the IAT2 sensor.

• Inspect the fuel system, including the fuel tank, fuel pump, fuel filter housing and fuel lines, for kinks, bends or leakage.

• Inspect for coolant leaks at the radiator and coolant hoses. Check the coolant level.

• Inspect wiring for correct routing, and verify no rubbing or chafing has occurred.

• Inspect all sensors, and verify the connectors are properly secured.

• Inspect the CAC hoses for leaks.

Possible Causes:

• Loose or leaking fuel lines

• Kinked or blocked fuel lines

• Fuel or oil leaks

• Coolant leaks

• Restricted or open CAC hose

• Incorrect connections

Tools Required:Inspection light

2. Check Engine Oil Level

WARNING:Smoking or open flame of any type must not be present when working near fuel or fuel vapor. Failure to follow these instructionsmay result in personal injury.


NOTE:If directed here from a pinpoint test, return to the pinpoint test after carrying out this procedure.

NOTE:If the engine oil has diesel fuel contamination, the engine oil appears thin and watery, and has a diesel fuel odor. If the engine oil has coolantcontamination, the engine oil appears milky white and has an ethylene glycol odor.

Purpose:The purpose of this test is to verify the correct engine oil quality and level.




Check Engine Oil Level


• Check for contaminants (fuel, coolant).

• Correct grade/viscosity.

• Miles/hours on engine oil, correct level.

Method Check

Visual

Recommended Procedure:Check for aftermarket performance products. If aftermarket performance products are present, return to original equipment manufacturers(OEM) components as necessary. Aftermarket performance products affect the correct operation of the regeneration process which may affectengine oil level.

Due to the size of the engine oil system, it is critical when checking the engine oil level, to make sure the vehicle is parked on a level surfaceand the engine has been turned off for at least 10 minutes to make sure that the engine oil in the upper parts of the engine has returned to theoil pan.

Check for the correct engine oil level using the oil level indicator with the vehicle on level ground.

If the engine oil level on the oil level indicator is overfull, it is possible the engine was incorrectly repaired or fuel or coolant is diluting theengine oil and filling the crankcase. Recheck the engine oil level. Remove and clean the oil level indicator. Reinsert the oil level indicator intothe oil level indicator tube until only the oil level indicator handle touches the top of the oil level indicator tube.

Oil Level Indicator Offset

If directed to this test from a pinpoint test and the engine oil level is correct, return to the pinpoint test.

If not directed to this test from a pinpoint test and the engine oil level is correct, continue to Step 3 Sufficient Clean Fuel Test, in this section tocontinue diagnosis.

If the engine oil level is overfull, check the CAC for contamination. If the CAC has engine oil, coolant, fuel or metal contamination, a thoroughcleaning of the CAC system is necessary. Refer to the Workshop Manual section 303-12 for correct cleaning procedures. Clean and mark theoil level indicator.




Engine Oil Level Indication

Check for recent fuel system repairs which may have caused fuel leaks into the engine crankcase. If a fuel system repair was made and theengine oil was not changed, change the engine oil, mark the oil level indicator and carry out the Fuel System Leak Test in this section tocontinue diagnosis.

Check the maintenance records for engine idle time, mileage and vehicle usage since the last engine oil change. Oil that has had extendeddrain intervals has increased viscosity (becomes thicker) and makes engine cranking more difficult and starting less reliable at temperaturesbelow freezing. Refer to the lube oil chart in the Workshop Manual or Owner's Literature for the correct engine oil selection for temperatureconditions. If records indicate insufficient engine oil changes, change the engine oil, mark the oil level indicator and carry out the Fuel SystemLeak Test in this section to continue diagnosis.

Check for biodiesel fuel of greater than 5% or high sulphur diesel fuel. Biodiesel fuel concentration of greater than 5% or use of high sulphurcontent fuel can cause increased fuel dilution.

If the engine oil level is overfull, GO to Pinpoint Test AB to continue diagnosis.

Possible Causes:

• Engine oil level low — engine oil leak, engine oil consumption, incorrect repair

• Engine oil level high — incorrect repair, fuel dilution

• Engine oil contamination with coolant — engine oil cooler, front cover porosity, head gasket, porosity

• Engine oil contamination with diesel fuel — fuel injector leak, high pressure fuel injection pump leak

Tools Required:None

3. Sufficient Clean Fuel Test


Purpose:The purpose of this test is to verify the fuel quality.

Sufficient Clean Fuel Test

• Check for illumination of the water in fuel (WIF) indicator.

• Drain a fuel sample from the fuel conditioning module.

Method Check

Visual




Recommended Procedure:Open the drain valve integrated in the fuel conditioning module and drain fuel into a clear 1 liter container. Close the drain valve. The flow outof the drain valve should be steady and should produce at least 1 liter/1 quart of fuel within 2 minutes. If the volume of the fuel collected within2 minutes is short of the required 1 liter/1 quart there may be insufficient amount of fuel in the tank and the fuel level may not be correctlyindicated on the fuel level gauge. If a fuel level indication concern is suspected, refer to the Workshop Manual Section 413-01 to continuediagnosis.

Observe the WIF indicator. If the indicator is illuminated, the fuel may be contaminated with water.

Inspect the fuel in the container. It should be clear, not cloudy. It also should be free of water and contaminants. Dyed red or blue fuelindicates off-highway fuel.

The fuel sample should not indicate evidence of waxing or gelling. Waxing or gelling in some fuels in cold weather could clog fuel filters andthe fuel pump and cause restrictions in the fuel or low fuel pressure.

Some sediment and water may be present in the fuel sample if the fuel filter has not been replaced for a prolonged period of time and/or if thesediment and water have not been drained recently. If that is the case, a second sample may be required to determine fuel quality.

Fuel Conditioning Module Drain Valve

Possible Causes:

• Biodiesel-water separation, seal degradation, corrosion

• Corrosion to fuel system components

• No fuel in the tank

• Fuel supply line broken or crimped

• Fuel jelled

• Fuel quality

• Pickup tube screen in tank restricted

• Restricted fuel filters

Cloudy fuel indicates that the fuel may not be a suitable grade for cold temperatures.

Excessive water or contaminants may indicate that the tank and fuel system may need to be flushed and cleaned.

Tools Required:Clear container — approximately 0.95 L (1 quart)




4. Carry Out The Key On Engine Off (KOEO) On-Demand Self-Test

Purpose:The purpose of this test is to determine if the powertrain control module (PCM) has detected concerns that would cause a performanceconcern.

Carry Out The KOEO On-Demand Self-Test

• Use the scan tool. Diagnostic trouble code (DTCs) set during this test are current faults.


Recommended Procedure:Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it mustbe turned off to carry out the self-test.

• Carry out the necessary vehicle preparation and a visual inspection. Refer to Section 2,Quick Test Operation.




• Carry out a KOEO on-demand self-test.

• Record the DTCs, freeze frame information, and refer to the appropriate pinpoint test to continue diagnosis.


5. Retrieve Continuous Diagnostic Trouble Codes (DTCs)

Purpose:The purpose of this test is to determine if the PCM has detected any historical or intermittent fault conditions that would cause a performanceconcern. The condition that caused a continuous DTC may no longer exist.

Retrieve Continuous DTCs


Recommended Procedure:Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a power take-off (PTO) system or auxiliary idle control, it mustbe turned off to carry out the self-tests.




• Follow the operating instructions from the menu.

• Record the continuous DTCs and freeze frame information from the PCM and the transmission control module (TCM) and refer to theappropriate pinpoint test for continuous DTC diagnostics.

• Clear the continuous DTCs after a repair is made.


6. KOEO Injector Electrical Self-Test

Purpose:




NOTE:Before carrying out the KOEO injector electrical self-test, allow the engine to stabilize at the temperature necessary to recreate the symptom.Access the PCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate originalconditions that caused the symptom. Refer to Section 2, Freeze Frame Data for more information.

The purpose of this test is to determine if the injectors are functioning.

KOEO Injector Electrical Self-Test

• Use the scan tool. Injector DTCs will be transmitted after the self-test is completed.

Injector Trouble Codes

Cylinder and Fuel Injector Location

Recommended Procedure:This test determines if the injectors and circuits are correctly operating. If an electrical concern is present, a DTC sets and outputs on the datalink at the end of the test when requested by a scan tool.

• Turn off all accessories. If the vehicle is equipped with a PTO system or auxiliary idle control, it must be turned off to carry out the self-tests.




• Carry out the KOEO Injector Electrical Self-Test.

• Ignition in OFF position.

• Record the DTCs and carry out the appropriate pinpoint test.

Possible Causes:

• Open or shorted injector circuit

• Injector connector

• Injector





7. Carry Out The Key On Engine Running (KOER) On-Demand Self-Test

Purpose:The purpose of this test is to determine if the PCM has detected any fault conditions that would cause a performance concern while the engineis running. The KOER self-test carries out step tests on the high and low fuel pressure systems and the exhaust pressure system.

Step tests are PCM controlled tests where the PCM commands a specific exhaust pressure or fuel rail pressure (FRP) and then measures theresult. If a predetermined threshold is not reached, a DTC is generated. This test can be carried out at any engine temperature.

Carry Out The KOER On-Demand Self-Test

• The self-test verifies the FRP, exhaust gas recirculation (EGR), and turbocharger systems performance.



NOTE:The engine runs rough during this test.

Connect the scan tool. Turn off all accessories. If the vehicle is equipped with a PTO system or auxiliary idle control, it must be turned off tocarry out the self-test.

• Carry out the necessary vehicle preparation and visual inspection. Refer to Section 2, Quick Test Operation.




• Carry out a KOER On Demand Self-Test.

• Record the DTCs and refer to the appropriate pinpoint test.


8. Power Balance Test

Purpose:

NOTE:Before carrying out the power balance test, allow the engine to stabilize at the temperature necessary to recreate the symptom. Access thePCM and record the freeze frame data. The freeze frame data contains information which can be used to recreate original conditions thatcaused the symptom. Refer to Section 2, Freeze Frame Data for more information.

NOTE:The contributing power cylinders that immediately follow the non-contributing power cylinders in the firing order may be affected. The affectedpower cylinders may not be able to fully recover the crankshaft speed, causing them to display below average contributing power cylindersand to be incorrectly identified as the non-contributing power cylinder. Therefore, only the cylinders that deviate the most from the averageshould be identified as the non-contributing power cylinder. Single or inconsistent non-contributing power cylinder traces may be caused by anatural variation in the crankshaft speed and should be ignored.

The purpose of this test is to determine if the fuel injectors are operating correctly by observing individual cylinder contribution while carryingout the power balance test.

Power Balance Test

NOTE:Disregard any DTCs set as a result of the Power Balance Test.

• Use the scan tool to carry out the Power Balance Test.




• Monitor individual cylinder contribution and record the consistently non-contributing power cylinders.

Non - Contributing PowerCylinders At Engine Idle Speed

Non - Contributing PowerCylinders Off Engine Idle Speed

or Under Load

Recommended Procedure:Cylinder and Fuel Injector Location

At Engine Idle Speed Test

NOTE:The cylinder contribution test or enhanced power balance test must be carried out while the vehicle is stationary and not in motion. At no timeshould manual input through the accelerator pedal occur during these tests. Do not carry out this test while driving.

NOTE:This procedure is to be carried out at engine idle speed. Concerns that are experienced at off engine idle speed or under load conditions areaddressed in the Off Engine Idle Speed or Under Load Test.





• If the performance of all cylinders are within plus or minus 15 RPM, select the manual fuel injector balance test on the scan tool andevaluate each cylinders performance while comparing to specification plus or minus 15 RPM. If the performance of all cylinders are withinplus or minus 15 RPM, no concern is present.

• If the performance of any cylinders are not within plus or minus 15 RPM, record the consistently non-contributing power cylinders andcarry out the Off Engine Idle Speed or Under Load Test in this section to continue diagnosis.

Off Engine Idle Speed or Under Load Test

NOTE:This procedure is to be carried out for concerns that are experienced at off engine idle speed or under load.

NOTE:Disregard any DTCs set as a result of the Power Balance test.






• Access the FRP_DSD PID and increase the fuel pressure to between 105-113 MPa (15,000 to 16,000 psi).



• Select the manual fuel injector balance test on the scan tool. Evaluate each cylinders performance while comparing to specification plusor minus 15 RPM.

• Record the consistently non-contributing power cylinders.


9. High Pressure Fuel System Test

NOTE:Carry out the Electric Fuel Pump Pressure test before carrying out the High Pressure Fuel System test.

Purpose:The purpose of this test is to determine if the high pressure fuel system is able to reach and maintain the requested desired fuel pressure for acalibrated amount of time. This procedure may be used to assist in diagnosing hard start/no start or driveability concerns.

High Pressure Fuel System Test

NOTE:Depending on the engine state the fuel rail pressure may vary at idle from 34.47 MPa (5,000 PSI) to 51.71 MPa (7,500 PSI).

• Use the scan tool to carry out the High Pressure Fuel System test.


Commanded Pressure Measured Pressure Specification Measured Variation

34.47 MPa (5,000 PSI) +/- 2.0 MPa (+/- 290 PSI)

68.95 MPa (10,000 PSI) +/- 2.0 MPa (+/- 290 PSI)

103.42MPa (15,000 PSI) +/- 3.0 MPa (+/- 435 PSI)

137.90 MPa (20,000 PSI) +/- 3.0 MPa (+/- 435 PSI)

169.96 MPa (24,650 PSI) +/- 3.0 MPa (+/- 435 PSI)


NOTE:Follow the scan tool directions when carrying out the high pressure fuel system test.

This test determines if the high pressure fuel system is able to maintain the requested fuel pressure for a calibrated amount of time.

• Turn off all accessories. If the vehicle is equipped with a PTO system or auxiliary idle control, it must be turned off to carry out the highpressure fuel system test. Refer to the scan tool operating manual for instructions.

• Ignition in OFF position.

• Carry out the high pressure fuel system test.


• If visible fuel leaks are present, refer to the Workshop Manual Section 303-04 Fuel Charging And Controls.

• If the measured variation is outside of the specifications and no visible fuel leaks are present, GO to Pinpoint Test ME.

Possible Causes:





• Fuel pressure control valve

• Fuel volume control valve

• High pressure fuel system leak

• Fuel injectors


10. Intake Restriction Test

Purpose:This purpose of this test is verify an intake air or exhaust restriction is not contributing to a low power condition. If the engine does have a highintake air restriction, a considerable amount of black or blue smoke may be produced.

Intake Restriction

• Check air filter restriction gauge and indicator.

• Measure the vacuum on clean side of intake air system at wide open throttle (WOT) with a Magnehelic Gauge® 0-60 in-H2O Bar (part of

DSL ENG Pressure Test Kit 014-00761 or equivalent).


Magnehelic Gauge® / Filter RestrictionGauge

2-25 in-H2O

Recommended Procedure:Inspect the air cleaner inlet and ducting to make sure it is not blocked or collapsed. Inspect the air cleaner housing and filter for properinstallation.

Inspect for any indication of water intrusion into air cleaner and filter.

If necessary, use DSL ENG Pressure Test Kit 014-00761 or equivalent to install a Magnehelic Gauge® on the port on the air cleaner andmeasure restriction at high idle.




Air Filter Restriction Gauge

Possible Causes:

• Snow or other foreign material may restrict airflow at the air inlet

• Misrouted air cleaner ducting

• On engines recently repaired, rags or cap plugs may have been inadvertently left in an air inlet pipe

Tools Required:Magnehelic Gauge® 0-60 in-H

2O Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

11. Exhaust Gas Recirculation (EGR) System Test

Purpose:The purpose of this test is to check the EGR valve travel positions.

EGR Position


• Use the scan tool to command the EGRVPDES PID.

• Monitor the EGRVP PID to calculate travel.

EGR Valve Position Sensor Approximate Values

EGRVPDES PID EGRVP PID

0% 1.1 V

10% 1.39 V

20% 1.66 V

30% 1.98 V

40% 2.27 V

50% 2.53 V




EGR Valve Position Sensor Approximate Values(Continued)

EGRVPDES PID EGRVP PID

60% 2.78 V

70% 3.07 V

80% 3.4 V

90% 3.72 V

100% 3.99 V

Instrument Specification Actual

Scan Tool 0% (Closed)0.4 - 1.5 volts

____ Closed

100% (Open)3.3 - 4.7 volts

____ Open

Travelgreater than 2.71 volts

____ Travel

Correct concern causing out of specification values before continuing.




• Access the EGRVP PID and record the closed EGR valve position voltage.

• Access EGRVPDES PID and command the EGR valve from 0% to 100%.

• Record the EGR valve open position voltage.

• Subtract the closed EGR valve position voltage from the open EGR valve position voltage.

• If the valve travel and travel voltage are below specification, install a new EGR valve. Refer to the Workshop Manual Section 303-08,Engine Emission Control. Reset the keep alive memory (KAM), refer to Section 2, Resetting The Keep Alive Memory (KAM). Clear theDTCs. Repeat the self-test.

Possible Causes:

• EGR control circuit

• EGR valve

Purpose:The purpose of this test is to check the operation of the intake throttle actuator. A MAP PID change greater than 3 psi is an indication ofnormal intake throttle actuator operation.

Intake Throttle Position


• Use the scan tool to command the EGRTP PID.

• Monitor the MAP PID while commanding the EGRTP PID.

Instrument Specification Actual

Scan Tool 5% (Open)Engine runs normal

(MAP PID approximately 14.35 psi)

Open ____

85% (Partially Closed) Partially




(Continued)Instrument Specification Actual

Engine may run rough(MAP PID approximately 9.2 psi)

Closed ____

95% (Closed)Engine stalls or almost stalls

Closed ____

ResultEngine runs normal when open (MAP PIDapproximately 14.35 psi), engine may run

rough when 85% closed (MAP PIDapproximately 9.2 psi) and engine stalls or

almost stalls when closed

Result ____




• Access the EGRTP PID and command the intake throttle from open (5%) to close (95%).

• The engine should run normal when the intake throttle is open (MAP PID approximately 14.35 psi), engine may run rough when 85%closed (MAP PID approximately 9.2 psi) and the engine should stall or almost stall when the intake throttle is closed.

• If the MAP PID value does not change more than 3 psi, GO to Pinpoint Test AX. If the MAP PID value changes more than 3 psi, noconcern is present.

Possible Causes:

• Intake throttle actuator circuitry

• Intake throttle actuator


12. Exhaust Restriction Test

Purpose:The purpose of this test is to determine if an exhaust system restriction is causing a performance problem.

Exhaust Restriction

• Visually inspect the exhaust system for damage.

• Monitor the EBP_A PID with the scan tool and the engine temperature greater than 70°C (158°F) at 3,800 RPM with the vehicle in PARK/NEUTRAL.


EBP_A 244 kPa (35 psi) MAX at 3,800 RPM

Recommended Procedure:Connect the scan tool. Access and monitor the EBP_A and RPM PIDS.

• Increase the engine speed to 3,800 RPM.

• Record the EBP_A PID value.

• A low RPM or an EBP_A PID value greater than 244 kPa (35 psi) indicates a restricted exhaust condition.

Possible Causes:

• Collapsed or restricted tail pipe

• Restricted oxidation catalytic converter (OC)




• Restricted diesel particulate filter

• Damaged muffler

• Turbocharger


13. Electric Fuel Pump Pressure

Purpose:The purpose of this test is to verify the fuel system pressure.

Electric Fuel Pump Pressure

• Measure the fuel pressure using the Fuel Line Adapter 310-159 or equivalent.

• Road test the vehicle with the engine at full load condition.

NOTE:If using a scan tool for the fuel pump pressure test, the scan tool value may vary by 10% on the 20.7 kPa (3 psi) specification.


0-200 kPa (0-30 psi) gauge 20.7-55.2 kPa (3-8 psi)

If pressure fails low, go to test 14, Fuel Conditioning Module Inlet Restriction Test.

If fuel pressure is above specification, check the fuel return lines for a restriction.

If no restriction is present, install a new fuel pressure regulator valve in the secondary fuel filter housing.


• Verify there is fuel in the tank.

• Disconnect the fuel line on the outlet side of the fuel conditioning module. Install the Fuel Line Adapter 310-159 or equivalent and theMagnehelic Gauge® 0-200 kPa (0-30 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent). Measure the fuel pressurewith the ignition in the ON position and the engine OFF. If fuel pressure is below 20.7 kPa (3 psi), go to the next step to verify norestriction.

• Road test the vehicle at a full load condition.

If pressure fails low, go to test 14, Fuel Conditioning Module Inlet Restriction Test.

If fuel pressure is above specification, check the fuel return lines for a restriction.

If no restriction is present, install a new fuel pressure regulator valve in the secondary fuel filter housing.




Possible Causes:

• Fuel return line restriction

• Fuel pressure regulator valve in the secondary fuel filter housing

Tools Required:Magnehelic Gauge® 0-200 kPa (0-30 psi) Bar (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

Fuel Line Adapter 310-159 or equivalent

14. Fuel Conditioning Module Inlet Restriction Test

Purpose:The purpose of this test is to isolate the cause of low fuel pressure.

Electric Fuel Pump Inlet Restriction

Measure restriction at fuel pump inlet.


0-30 in-Hg Vacuum gauge 6 in-Hg MAX

Recommended Procedure:Disconnect the fuel line to the inlet side of the fuel conditioning module. Install the Fuel Line Adapter 310-159 or equivalent and the vacuumgauge 0-30 in-Hg vacuum. Measure the restriction at wide open throttle (WOT) (maximum engine speed out of gear with the brakes set andthe wheels blocked). If restriction is greater than 6 in-Hg, there is a restriction between the fuel pump and the fuel tank. If the restriction is lessthan 6 in-Hg, inspect both fuel filters. If the filters are OK, install a new fuel conditioning module. Refer to the Workshop Manual Section303-04, Fuel Charging and Controls.




Possible Causes:

• Fuel line restriction

• Fuel filters

• Fuel conditioning module

Tools Required:Fuel Line Adapter 310-159 or equivalent

Vacuum Gauge (part of DSL ENG Pressure Test Kit 014-00761 or equivalent)

15. Boost Pressure Test

Purpose:The purpose of this test is to determine if the engine can develop sufficient boost.

Boost Pressure Test

• Carefully inspect the CAC tubes/connections, turbocharger connections, MAP and IAT2 sensors for signs of damage or leaks.

• Carry out the boost pressure test at 3,300 RPM minimum.

• Monitor the MGP and RPM PIDS with the scan tool.

• Road test — select the appropriate gear to obtain desired engine speed and full load condition.


MGP 26 PSIG minimum


NOTE:If the test fails low, inspect the turbocharger blades for damage. GO to Pinpoint Test KA to check the turbocharger operation.

Boost pressure levels out after 3,300 RPM. This is best accomplished either climbing a hill or with the vehicle fully loaded.






• Access and monitor the MGP and RPM PIDS.

• After the engine is up to operating temperature, find an open section of road and select the best gear to achieve a 3,300 RPMacceleration.

• With the accelerator at WOT, record the highest boost pressure reading while accelerating through the 2,500-3,300 RPM range.

Possible Causes:

• Leak around MAP sensor

• Leak around IAT2 sensor

• Leaking intake, hoses or fittings

• Turbocharger

• Base engine

• CAC tubes leaking

• CAC

• EGR sticking

Tools RequiredScan tool

16. Crankcase Pressure Test

Purpose:The purpose of this test is to measure the crankcase pressure. Crankcase pressure is a measure of how well the cylinders are sealing.

Crankcase Pressure Test

• Measure the pressure at the oil fill tube with Adapter, Crankcase Pressure Test 303-758, with the engine at 70°C (158°F) minimum.

• Block the breather tube.

• Measure with no load at 3,000 RPM.


0-60 in-H2O Magnehelic® gauge Less than 10 in-H

2O

If greater than 10 in-H2O, refer to the Workshop Manual, Section 303-01, Engine System Component Test compression test-compression

gauge check to continue diagnosis.





NOTE:Do not plug hole on Adapter, Crankcase Pressure Test 303-758.

Make sure the engine is at operating temperature. A cold engine gives higher readings. Remove the breather tube from the air cleaner tube.Block both ends of the breather tube with the caps provided in DSL ENG Pressure Test Kit 014-00761 or equivalent.

Install the Adapter, Crankcase Pressure Test 303-758 in the oil fill cap hole. Plumb to the Magnehelic Gauge® in the gauge block. Make surethe Magnehelic Gauge® has been zeroed.

Start the engine and operate at 3,000 RPM. Hold for 30 seconds minimum and take a stabilized reading. Do not block the hole at the top ofthe restriction tool.

Possible Causes:

• Broken or worn compression rings

• Polished cylinder bores

• Leaking or bent valves

Inspect the intake air system. If the intake air system allows dirt to enter the cylinders, it will quickly dust the engine causing high crankcasepressure.

Tools Required:

• Adapter, Crankcase Pressure Test 303-758 or equivalent




• Magnehelic Gauge® (part of DSL ENG Pressure Test Kit 014-00761)

• Protective screen

• Hose

• Screw clamps




Diagnostic Trouble Code (DTC) Charts and Descriptions

NOTE:Refer to the applicable Workshop Manual section to diagnose the body and chassis DTCs.

NOTE:An X equals any number 0 through 9 or the letter A through F.

P0001 - Fuel Volume Regulator Control Circuit

Description: The powertrain control module (PCM) monitors the state of the fuel volume control valve (FVCV) circuit outputdriver. The test fails when the signal moves outside the minimum or maximum limit for the commanded state.

Possible Causes: • Fuel volume control valve• FVCV circuit short to voltage in the harness

Diagnostic Aids: A concern with the fuel volume control valve or FVCV circuit may cause an engine crank or no start condition. Ifthe engine starts and the DTC P0001 is present, it indicates an intermittent concern.

Application Key On Engine Off Key On Engine Running Continuous Memory

All GO to Pinpoint Test ME.

P0003 - Fuel Volume Regulator Control Circuit Low


Possible Causes: • Fuel volume control valve• FVCV circuit short to ground in the harness

Diagnostic Aids: Use the high pressure fuel injection pump 4-pin inline connector to diagnose the fuel volume control valve andfuel pressure control valve.



P0004 - Fuel Volume Regulator Control Circuit High


Possible Causes: • Fuel volume control valve• FVCV circuit open in the harness• Fuel volume control valve connector

Diagnostic Aids: A concern with the fuel volume control valve or FVCV circuit may cause an engine crank or no start condition. Ifthe engine starts and the DTC P0001 is present, it indicates an intermittent concern.



P000E - Fuel Volume Regulator Control Exceeded Learning Limit

Description: The powertrain control module (PCM) monitors the operation of the fuel volume control valve and calculatesparameters necessary for an ideal engine operation. These parameters are stored in the adaptive strategytable. The table is used as a correction factor when controlling engine operation and corrects for wear or agingof components. The DTC is set when the adaptive strategy has reached its minimum or maximum learninglimits.

Possible Causes: • Low pressure fuel system• Fuel volume control valve• Fuel injectors internal leakage

Diagnostic Aids: Carry out the power balance test to verify cylinders contribution. Disregard any DTCs set as a result of thepower balance test. Single or inconsistent non-contributing power cylinder traces may be caused by a naturalvariation in a crankshaft speed and should be ignored.





P000E - Fuel Volume Regulator Control Exceeded Learning Limit(Continued)All — — GO to Pinpoint Test M.

P0069 - MAP - Barometric Pressure Correlation

Description: The difference between MAP and BARO sensors is monitored by the powertrain control module (PCM) and isgreater than the maximum calibrated limit.

Possible Causes: • Circuitry• Damaged MAP or BARO sensor• Slow responding or biased MAP or BARO sensor

Diagnostic Aids: If during KOEO the difference between the MAP and BARO sensors is greater than 10.35 kPa (1.5 psi) for morethan 2.5 seconds, a concern is indicated.


All — — GO to Pinpoint Test AU.

P006B - MAP/Exhaust Pressure Correlation

Description: The difference between the MAP and EP sensors is monitored by the powertrain control module (PCM) and isgreater than the maximum calibrated limit.

Possible Causes: • Circuitry• Damaged MAP or EP sensor• Slow responding or biased MAP or EP sensor

Diagnostic Aids: If during KOEO the difference between the MAP and EP sensors is greater than 10.35 kPa (1.5 psi) for morethan 3 seconds, a concern is indicated.


All GO to Pinpoint Test AV. — —

P0087 - Fuel Rail/System Pressure - Too Low

Description: The powertrain control module (PCM) regulates the fuel rail pressure by controlling the fuel volume control valveand fuel pressure control valve. When the PCM is no longer capable of maintaining the fuel pressure the DTC isset.

Possible Causes: • Low pressure fuel system• Fuel pressure control valve stuck open• Fuel volume control valve stuck closed• Leaking fuel injector



All GO to Pinpoint Test M.

P0088 - Fuel Rail/System Pressure - Too High

Description: The powertrain control module (PCM) regulates the fuel rail pressure by controlling the fuel volume control valveand fuel pressure control valve. When the PCM is no longer capable of maintaining the fuel pressure the DTC isset.

Possible Causes: • Fuel pressure control valve stuck closed• Fuel rail pressure (FRP) sensor







P008C - Fuel Cooler Pump Control Circuit/Open

Description: The powertrain control module (PCM) monitors the fuel cooling pump driver circuit for an electrical concern. ThisDTC is set when the PCM detects an open condition on the fuel cooler pump (FCP) circuit.

Possible Causes: • Fuel cooler pump• FCP circuit open in the harness• VPWR circuit open in the harness

Diagnostic Aids: VPWR voltage should be present at the fuel cooler pump connector.


All — — GO to Pinpoint Test MD.

P008D - Fuel Cooler Pump Control Circuit Low

Description: The powertrain control module (PCM) monitors the fuel cooling pump driver circuit for an electrical concern. ThisDTC is set when the PCM detects a short to ground condition on the fuel cooling pump (FCP) circuit.

Possible Causes: • Fuel cooler pump• FCP circuit short to ground in the harness




P008E - Fuel Cooler Pump Control Circuit High

Description: The powertrain control module (PCM) monitors the fuel cooling pump driver circuit for an electrical concern. ThisDTC is set when the PCM detects a short to voltage on the fuel cooler pump (FCP) circuit.

Possible Causes: • Fuel cooler pump• FCP circuit short to voltage in the harness




P008F - Engine Coolant Temperature/Fuel Temperature Correlation

Description: The powertrain control module (PCM) monitors and compares the engine coolant temperature (ECT) and fuelrail temperature (FRT) during the initial key ON cycle. This DTC is set when the maximum difference betweenthe ECT and FRT exceeds the calibrated threshold.

Possible Causes: • ECT sensor• FRT sensor

Diagnostic Aids: Verify the engine temperature is at ambient room temperature before diagnosing this DTC. A soak period of 6hours may be required.


All GO to Pinpoint Test MC.

P0090 - Fuel Pressure Regulator Control Circuit

Description: The powertrain control module (PCM) monitors the fuel pressure control valve (FPCV) circuit for an electricalconcern. The test fails when the signal moves outside the minimum or maximum allowable calibratedparameters for a specified fuel pressure control valve duty cycle by the PCM command.

Possible Causes: • FPCV circuit short to voltage in the harness• Fuel pressure control valve






P0090 - Fuel Pressure Regulator Control Circuit(Continued)All GO to Pinpoint Test ME.

P0091 - Fuel Pressure Regulator Control Circuit Low


Possible Causes: • FPCV circuit short to ground in the harness• Fuel pressure control valve




P0092 - Fuel Pressure Regulator Control Circuit High


Possible Causes: • FPCV circuit open in the harness• Fuel pressure control valve




P0096 - Intake Air Temperature Sensor 2 Circuit Range/Performance

Description: The IAT2 sensor input to the powertrain control module (PCM) is monitored and is not within the calibratedvalue.

Possible Causes: • Circuitry• Biased IAT2 sensor

Diagnostic Aids: When the IAT2 temperature does not change greater than 5°C (9°F) from startup to operating temperature aconcern is indicated.


All — — GO to Pinpoint Test G.

P0097 - Intake Air Temperature Sensor 2 Circuit Low

Description: Indicates the sensor signal is less than the self-test minimum. The IAT2 sensor minimum is 0.2 volt.

Possible Causes: • Grounded circuit in the harness• Incorrect harness connection• Damaged sensor

Diagnostic Aids: Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer toSection 6, Reference Values.


All GO to Pinpoint Test G.

P0098 - Intake Air Temperature Sensor 2 Circuit High

Description: Indicates the sensor signal is greater than the self-test maximum. The IAT2 sensor maximum is 4.6 volts.

Possible Causes: • Open circuit in the harness




P0098 - Intake Air Temperature Sensor 2 Circuit High(Continued)

• Sensor signal short to voltage• Incorrect harness connection• Damaged sensor

Diagnostic Aids: Monitor the IAT2 PID value. A typical IAT2 temperature should be greater than the IAT1 temperature. Refer toSection 6, Reference Values.


All GO to Pinpoint Test G.

P00B7 - Engine Coolant Flow Performance

Description: This DTC sets when frequent or large fluctuations in engine coolant temperature are detected at a stabilizedoperating temperature above the thermostat opening temperature 86°C (188°F). A DTC may set if the enginecoolant temperature is higher than expected at the point of the thermostat open event following an extendedsoak.

Possible Causes: • Low coolant level• Coolant quality and maintenance• Cooling system pressure relief cap• Thermostat

Diagnostic Aids: The coolant temperature fluctuations may vary depending on speed, load, and ambient temperature conditions.


All GO to Pinpoint Test K.

P0101 - Mass or Volume Air Flow A Circuit Range/Performance

Description: If the engine speed is below 1500 RPM a MAF PID reading greater than 4.0 volts indicates a concern, if theengine speed is above 1500 RPM a MAF PID reading greater than 4.9 volts indicates a concern.

Possible Causes: • Restricted air flow• Intake air leak• Contamination• Damaged sensor

Diagnostic Aids: Check the MAF sensor for contamination and the intake air system for leaks.


All — — GO to Pinpoint Test J.

P0102 - Mass or Volume Air Flow A Circuit Low

Description: The mass air flow (MAF) sensor circuit is monitored by the powertrain control module (PCM) for low voltageinput through the comprehensive component monitor (CCM). If during ignition on engine running the voltagechanges below a minimum calibrated limit, the DTC is set.

Possible Causes: • Damaged MAF sensor• MAF sensor disconnected• MAF circuit open to PCM• VPWR open to MAF sensor• PWR GND open to the MAF sensor• MAF RTN circuit open to PCM• MAF circuit shorted to GND• Intake air leak (near the MAF sensor)

Diagnostic Aids: A MAF_Hz PID (MAF PID) reading less than 4 kHz during KOER at idle indicates a concern is present.


All GO to Pinpoint Test J.




P0103 - Mass or Volume Air Flow A Circuit High

Description: The mass air flow (MAF) sensor circuit is monitored by the powertrain control module (PCM) for high air flow (orvoltage) input through the comprehensive component monitor (CCM). If during key on, engine off (KOEO), orkey on, engine running (KOER), the air flow (or voltage) changes above a maximum calibrated limit, the testfails.

Possible Causes: • MAF circuit shorted to voltage• MAF sensor screen is blocked• MAF RTN circuit open• Water intrusion• MAF sensor

Diagnostic Aids: A MAF_Hz PID (MAF PID) reading greater than 5 kHz during KOER at idle indicates a concern is present.


All GO to Pinpoint Test J.

P0104 - Mass or Volume Air Flow A Circuit Intermittent/Erratic

Description: A concern exists in the mass air flow (MAF) sensor A circuit, or the air tube containing the sensor, causing anincorrect air flow reading.

Possible Causes: • Intermittent circuit or short• Air leaks in the tube from the MAF to the throttle body

Diagnostic Aids: Verify the integrity of the MAF sensor circuit. Check the MAF sensor tube for air leaks.


All — — GO to Pinpoint Test J.

P0106 - Manifold Absolute Pressure (MAP/BARO) Sensor Range/Performance

Description: The MAP sensor input to the powertrain control module (PCM) is monitored and is not within the calibratedvalue.

Possible Causes: • Slow responding MAP sensor• Electrical circuit concern• Damaged MAP sensor

Diagnostic Aids: When the MAP sensor reading is greater or less than the calibrated thresholds by 10.35 kPa (1.5 psi) for morethan 2.5 seconds a concern is indicated.


All — — GO to Pinpoint Test E.

P0107 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) Sensor Low

Description: The MAP signal voltage is lower than a specified value indicating an open circuit or a short to ground.

Possible Causes: • Open in the circuit, or short to ground• Signal circuit short to ground• VREF circuit open, or short to ground• Damaged MAP sensor

Diagnostic Aids: If the MAP sensor operating voltage is less than 0.15 volt for more than 2.5 seconds, a concern is indicated.


All GO to Pinpoint Test E.

P0108 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) Sensor High

Description: The MAP signal voltage is higher than a specified value indicating a short to voltage.

Possible Causes: • VREF shorted to VPWR• MAP signal shorted to VPWR• Open circuit• Damaged MAP sensor




P0108 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) Sensor High(Continued)Diagnostic Aids: If the MAP sensor operating voltage is greater than 4.9 volts for more than 2.5 seconds, a concern is indicated.


All GO to Pinpoint Test E.

P0112 - Intake Air Temperature (IAT) Sensor 1 Circuit Low

Description: The powertrain control module (PCM) monitors the IAT sensor circuit through the comprehensive componentmonitor (CCM). If the IAT signal voltage is less than the minimum calibrated limit, the test fails.

Possible Causes: • IAT signal circuit short to ground• Damaged sensor• Incorrect harness connection

Diagnostic Aids: An IAT PID reading less than 0.15 volt for greater that 50 ms indicates a concern is present.


All GO to Pinpoint Test F.

P0113 - Intake Air Temperature (IAT) Sensor 1 Circuit High

Description: The powertrain control module (PCM) monitors the IAT sensor circuit through the comprehensive componentmonitor (CCM). If the IAT signal voltage is greater than the maximum calibrated limit, the test fails.

Possible Causes: • Open circuit in the harness• Sensor signal short to voltage• Damaged sensor• Incorrect harness connection

Diagnostic Aids: An IAT PID reading greater than 4.9 volts for greater that 50 ms indicates a concern is present.


All GO to Pinpoint Test F.

P0114 - Intake Air Temperature (IAT) Sensor 1 Intermittent/Erratic

Description: Indicates the sensor signal was intermittent during the comprehensive component monitor (CCM).

Possible Causes: • Damaged sensor• Damaged harness or connector

Diagnostic Aids: Monitor the IAT on a scan tool. Look for sudden changes in the reading when the harness is wiggled or thesensor is tapped.


All — — GO to Pinpoint Test F.

P0117 - Engine Coolant Temperature Sensor 1 Circuit Low

Description: Indicates the sensor signal is less than the self-test minimum. The engine coolant temperature (ECT) sensorminimum is 0.2 volt or 121°C (250°F).

Possible Causes: • Signal circuit short to ground• Damaged sensor• Incorrect harness connection

Diagnostic Aids: An ECT PID reading less than 0.2 volt with ignition ON engine OFF or during any engine operating modeindicates a concern is present.






P0118 - Engine Coolant Temperature Sensor 1 Circuit High

Description: Indicates the sensor signal is greater than the self-test maximum. The engine coolant temperature (ECT) sensormaximum is 4.6 volts or -50°C (-58°F).

Possible Causes: • Open signal circuit in the harness• Sensor signal short to voltage• Incorrect harness connection• Damaged sensor

Diagnostic Aids: An ECT PID reading greater than 4.6 volts with the ignition ON engine OFF or during any engine operatingmode indicates a concern is present.



P0128 - Coolant Thermostat (Coolant Temperature Below Thermostat Regulating Temperature)

Description: Indicates that the thermostat monitor has not achieved the required engine operating temperature within aspecified amount of time after starting the engine.

Possible Causes: • Insufficient warm up time• Low engine coolant level• Leaking or stuck-open thermostat• Inoperative engine coolant temperature (ECT) sensor

Diagnostic Aids: Refer to Section 1, Powertrain Control Software for system information.



P012F - Engine Coolant Temperature/Engine Oil Temperature Correlation

Description: This DTC sets when the maximum difference between the engine coolant temperature and the engine oiltemperature exceeds the calibrated threshold for a prescribed amount of time depending on engine operatingconditions.

Possible Causes: • Low engine coolant level• Cooling system flow concerns• Cooling system pressure loss• ECT sensor• EOT sensor• Oil cooler flow concerns

Diagnostic Aids: The threshold value varies between 9°C (16°F) and 17°C (30°F) depending on the speed and load applied tothe vehicle.This DTC may be accompanied by other DTCs. Diagnose other DTCs first.


All GO to Pinpoint Test AT.

P0148 - Fuel Delivery Error

Description: Indicates that the piezo actuator device is no longer capable of opening the injectors or injectors are activated atthe wrong time during the vehicle deceleration.

Possible Causes: • Powertrain control module (PCM)

Diagnostic Aids: This DTC may be accompanied by other DTCs. Diagnose other DTCs first.


All Check for other DTCs or drive symptoms for further action. If other DTCs are not present reprogram thePCM and repeat the self-test. If the DTC is present after programming, install a new PCM. Make sure to

check for aftermarket performance products before installing a new PCM. Refer to Section 2, FlashElectrically Erasable Programmable Read Only Memory (EEPROM).




P0149 - Fuel Timing Error

Description: The powertrain control module (PCM) monitors the injection timing from the injector driver feedback circuitduring the vehicle deceleration. The PCM also compares the difference between actual fuel pressure anddesired fuel pressure, to the calibrated value. The DTC is set when the injection timing or the differencebetween the actual and desired fuel pressure are out of the calibrated range.


Diagnostic Aids: After reprogramming the PCM verify that the DTC is repaired. The vehicle may require driving to verify therepair.


All Check for other DTCs or drive symptoms for further action. If other DTCs are not present reprogram thePCM and repeat the self-test. If the DTC is present after programming, install a new PCM. Make sure to

check for aftermarket performance products before installing a new PCM. Refer to Section 2, FlashElectrically Erasable Programmable Read Only Memory (EEPROM).

P0168 - Engine Fuel Temperature Too High

Description: The powertrain control module (PCM) continuously monitors the fuel rail temperature (FRT) sensor input. Thetest fails when the fuel temperature exceeds a maximum calibrated value for a calibrated period of time.

Possible Causes: • Fuel or engine cooling system concern• Fuel rail temperature (FRT) sensor concern

Diagnostic Aids: Repair any fuel cooling pump DTCs or engine cooling system concerns before proceeding.


All — — GO to Pinpoint Test MC.

P0181 - Fuel Temperature Sensor A Circuit Range/Performance

Description: The powertrain control module (PCM) continuously monitors the fuel rail temperature (FRT) sensor input todetermine if the FRT signal is within an expected range. The test fails when the fuel temperature falls below orexceeds a minimum or maximum calibrated value for a calibrated period of time.

Possible Causes: • Open or short FRT circuit in the harness• FRT sensor connection• Low ambient temperature operation• FRT sensor

Diagnostic Aids: Monitor the FRT voltage and temperature PIDs on a scan tool to isolate open or short circuit from the systemconcern. Repair any FRT circuit related DTCs first.


All — — GO to Pinpoint Test MC.

P0182 - Fuel Temperature Sensor A Circuit Low

Description: The powertrain control module (PCM) continuously monitors the fuel rail temperature (FRT) sensor input todetermine if the FRT signal is within an expected range. The test fails when FRT voltage is lower than expected.

Possible Causes: • FRT circuit short to ground in the harness• FRT sensor connection• Low ambient temperature operation• FRT sensor

Diagnostic Aids: Monitor the FRT voltage and temperature PIDs on a scan tool to isolate open or short circuit from the systemconcern.






P0183 - Fuel Temperature Sensor A Circuit High

Description: The powertrain control module (PCM) continuously monitors the fuel rail temperature (FRT) sensor input todetermine if the FRT signal is within an expected range. The test fails when FRT voltage is higher thanexpected.

Possible Causes: • FRT circuit open in the harness• FRT circuit short to voltage in the harness• FRT sensor connection• FRT sensor

Diagnostic Aids: Monitor the FRT voltage and temperature PIDs on a scan tool to isolate open or short circuit from the systemconcern.



P0191 - Fuel Rail Pressure Sensor A Circuit Range/Performance

Description: The powertrain control module (PCM) continuously monitors the fuel rail pressure (FRP) sensor input todetermine if the FRP signal is within an expected range. The test fails when the fuel pressure falls below orexceeds a minimum or maximum calibrated value for a calibrated period of time.

Possible Causes: • High fuel pressure system• Damaged FRP sensor• Fuel pressure control valve stuck closed

Diagnostic Aids: Monitor the FRP PID with the key ON, engine running. The correct FRP is between 34.47 MPa (5000 psi) and48.26 MPa (7000 psi).


All — — GO to Pinpoint Test M.

P0192 - Fuel Rail Pressure Sensor A Circuit Low

Description: The powertrain control module (PCM) continuously monitors the fuel rail pressure (FRP) sensor input todetermine if the FRP signal is within an expected range. The test fails when FRP voltage is lower thanexpected.

Possible Causes: • FRP circuit short to ground in the harness• FRP circuit short to SIGRTN in the harness• FRP sensor

Diagnostic Aids: With the key ON, engine OFF verify that the VREF voltage at the FRP sensor is between 4 and 6 volts.


All GO to Pinpoint Test MB.

P0193 - Fuel Rail Pressure Sensor A Circuit High

Description: The powertrain control module (PCM) continuously monitors the fuel rail pressure (FRP) sensor input todetermine if the FRP signal is within an expected range. The test fails when FRP voltage is higher thanexpected.

Possible Causes: • FRP circuit open in the harness• FRP circuit short to voltage in the harness• FRP circuit short to VREF in the harness• SIGRTN circuit open in the harness• VREF circuit open in the harness• VREF circuit short to SIGRTN in the harness• VREF circuit short to ground in the harness• FRP sensor connection• FRP sensor

Diagnostic Aids: With the key ON, engine OFF verify that the VREF voltage at the FRP sensor is between 4 and 6 volts.






P0194 - Fuel Rail Pressure Sensor A Circuit Intermittent/Erratic

Description: The powertrain control module (PCM) continuously monitors the fuel rail pressure (FRP) sensor input todetermine if the FRP signal is within an expected range. The test fails when the PCM detects an intermittentconcern with the FRP signal.

Possible Causes: • FRP sensor circuit intermittent• FRP sensor connection

Diagnostic Aids: Monitor the FRP voltage and pressure PIDs on a scan tool. With the key ON, engine OFF wiggle all accessibleharness from the sensor to the PCM and lightly tap on the sensor. Look for sudden changes in the voltage orpressure when the harness is wiggled or sensor is tapped.



P0196 - Engine Oil Temperature Sensor Circuit Range/Performance

Description: Indicates the value from the engine oil temperature (EOT) sensor is not within the powertrain control module(PCM) predicted engine oil temperature range, based on other PCM inputs.

Possible Causes: • Engine not at operating temperature• EOT circuit concern• EOT sensor• Cooling system problem or stuck thermostat

Diagnostic Aids: The EOT rationality test looks for the EOT sensor value to be within a calibrated parameter of the PCMpredicted engine oil temperature. Make sure the EOT sensor reading is similar to engine temperature. If theEOT reading greatly differs from engine temperature, check the EOT circuitry for correct operation.


All GO to Pinpoint Test L.

P0197 - Engine Oil Temperature Sensor Circuit Low

Description: Indicates the engine oil temperature (EOT) signal voltage is low (high temperature).

Possible Causes: • Damaged harness• Damaged harness connector• Damaged sensor

Diagnostic Aids: An EOT PID reading less than 0.2 volt with ignition ON, engine OFF or during any engine operating modeindicates a short to ground.



P0198 - Engine Oil Temperature Sensor Circuit High

Description: Indicates engine oil temperature (EOT) signal voltage is high (low temperature).

Possible Causes: • Damaged harness• Damaged harness connector• Damaged sensor

Diagnostic Aids: An EOT PID reading greater than 4.76 volts with the key ON engine OFF for during any engine operating modeindicates an open circuit.



P0201 - Injector Circuit/Open - Cylinder 1

Description: The powertrain control module (PCM) monitors the charge and discharge time of the piezo actuator deviceduring the fill stage, main injection and end of main injection stage. The DTC sets when the charge anddischarge timing is not correct or when it is out of calibrated range.

Possible Causes: • Fuel injector control circuit open in the harness• High resistance in the fuel injector control circuit




P0201 - Injector Circuit/Open - Cylinder 1(Continued)

• Fuel injector connector• Fuel injector• PCM

Diagnostic Aids: Turn the injector ON and OFF by controlling the INJX_OFF PID when diagnosing this DTC.


All — — GO to Pinpoint Test P.


Description: See the description for DTC P0201.

Possible Causes: See the possible causes for DTC P0201.

Diagnostic Aids: See the diagnostic aids for DTC P0201.










































P0216 - Injector/Injection Timing Control Circuit

Description: Indicates that the piezo actuator device activates the fuel injectors at the wrong time when the certain conditionsare met during the vehicle deceleration.


Diagnostic Aids: This DTC may be accompanied by other DTCs. Diagnose other DTCs first.


All Check for other DTCs or drive symptoms for further action. If other DTCs are not present reprogram thePCM. If the DTC is present after programming, install a new PCM. Make sure to check for aftermarket

performance products before installing a new PCM. Refer to Section 2, Flash Electrically ErasableProgrammable Read Only Memory (EEPROM).

P0219 - Engine Overspeed Condition

Description: Indicates the powertrain control module (PCM) has detected an engine overspeed condition. Under normalconditions engine overspeed is prevented by reducing the injected fuel mass but can happen if the engine isrunning by oil ingestion. To prevent short engine overspeeds from setting the DTC, the overspeed must last fora greater time period than a calibrated limit.

Possible Causes: • Incorrect engine oil level• Incorrect RPM signal• Accelerator pedal to floor mat interference• Aftermarket performance products• Oil contaminated charge air cooler (CAC)• Incorrect downshift• Crankshaft position (CKP) sensor interference• Camshaft position (CMP) sensor interference• Excessive engine speed

Diagnostic Aids: The DTC indicates the vehicle has been operated in a manner which caused the engine speed to exceed 4,000RPM for greater than 3 seconds.


All Refer to the Description, Possible Causes and Diagnostic Aids for the DTC.

P0231 - Fuel Pump Secondary Circuit Low

Description: The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit. The test fails if the PCMcommands the fuel pump ON and B+ voltage is not detected on the FPM circuit.

Possible Causes: • Inertia fuel shutoff (IFS) switch• Fuel pump relay• FPM circuit open in the harness• FP circuit open in the harness




P0231 - Fuel Pump Secondary Circuit Low(Continued)

• FP circuit short to voltage in the harness

Diagnostic Aids: Disregard a secondary fuel pump circuit DTC P0231 at this time and diagnose fuel pump control circuit DTCsP0627 or P0629 (if present). DTC P0231 may be set as the result of the FP circuit concern. This DTC maycause a no crank condition.


All GO to Pinpoint Test MA.

P0232 - Fuel Pump Secondary Circuit High

Description: The powertrain control module (PCM) monitors the fuel pump monitor (FPM) circuit. This test fails when thePCM detects voltage on the FPM circuit while the fuel pump is commanded OFF. The FPM circuit is wired to apull-up voltage inside the PCM. The FPM circuit goes high if, with the key ON, engine OFF and the fuel pumpcommanded OFF, the FPM/FP PWR circuit loses its path to ground through the fuel pump. The FPM circuit alsogoes high if the FPM/FP PWR circuit is shorted to voltage.

Possible Causes: • Fuel pump relay• FPM circuit open in the harness• FPM circuit short to voltage in the harness• FP circuit short to ground in the harness• Fuel pump ground circuit open• Fuel pump

Diagnostic Aids: Continuous memory DTC P0232 can be set if the IFS switch is tripped then reset, or if the fuel pump circuit isactivated when the PCM expected the circuit to be off. This DTC may set during a fuel system test or primeprocedure. This DTC may cause a no crank condition.



P0234 - Turbocharger/Supercharger A Overboost Condition

Description: Manifold absolute pressure (MAP) sensor input to the powertrain control module (PCM) is monitored and is notwithin the calibrated value. A safe maximum boost level was exceeded for a calibrated period of time.

Possible Causes: • MAP circuit short to voltage• Damaged MAP sensor• Damaged EP sensor• Turbocharger vane concerns

Diagnostic Aids: The DTC is set and the wrench light is illuminated when the manifold gauge pressure (MGP) exceeds 245 kPa(35.5 psi). When the DTC is set, a safe boost pressure is commanded by the PCM for that drive cycle. If DTCP0238 is also set, it may be a sensor or wiring problem. If only DTC P0234 is set, it may be an exhaust backpressure control or the turbocharger sticking closed.


All — — GO to Pinpoint Test E.

P0263 - Cylinder 1 Contribution/Balance

Description: The powertrain control module (PCM) monitors the crankshaft speed and acceleration for each cylinder event.The DTC sets when the acceleration rate of the crankshaft is below or above the calibrated value.

Possible Causes: • Base engine concerns• Valve train assembly• Fuel injector



All — GO to Pinpoint Test M. GO to Pinpoint Test M.










P0297 - Vehicle Overspeed Condition

Description: This DTC is set when the vehicle speed limiting conditions have been encountered which is 153 km/h (95 MPH)for F250/F350 vehicles and 130 km/h (81 MPH) for F450/F550 vehicles. The powertrain control module (PCM)limits vehicle speed by limiting fuel when these conditions are met. Fuel is limited only to prevent the vehiclefrom being operated above the respective speeds and once the vehicle is operated below these speeds there isno limiting.

Possible Causes: • Vehicle driven at a high rate of speed

Diagnostic Aids: Indicates the vehicle has been operated above the calibrated limited vehicle speed.


All Diagnose any other PCM DTCs first. If only DTC P0297 is present, clear the DTC. Monitor the VSS PIDwhile driving the vehicle at various speeds comparing the VSS PID values with the speedometer. Repeat

the self-test. If DTC P0297 is retrieved again and the VSS PID does not correspond with thespeedometer, retrieve any instrument cluster or antilock braking system (ABS) module DTCs. Refer tothe Workshop Manual Section 206-09, Vehicle Dynamic Systems to diagnose any ABS module relatedDTCs. Refer to the Workshop Manual Section 413-01, Instrument Cluster to diagnose any instrument

cluster related DTCs.

P0298 - Engine Oil Overtemperature Condition

Description: Indicates the engine oil temperature protection strategy in the powertrain control module (PCM) has beenactivated. This temporarily prohibits high engine speed operation by disabling injectors, reducing the risk ofengine damage from high engine oil temperature. On engines which are equipped with an engine oiltemperature (EOT) sensor, the PCM reads the oil temperature to determine if it is excessive. When an EOTsensor is not present, the PCM uses an oil algorithm to infer actual temperature.

Possible Causes: • Very high engine RPM for an extended period of time• Overheating condition• Damaged EOT sensor or circuit• Thermostat• Cooling system

Diagnostic Aids: The engine is operating in high RPM range due to incorrect gear selection. This may cause a lack/loss of poweror surge concern.



P02CC - Cylinder 1 Fuel Injector Offset Learning at Minimum Limit

Description: The powertrain control module (PCM) monitors the operation of fuel system and calculates parametersnecessary for an ideal engine operation. These parameters are stored in the adaptive strategy table. The tableis used as a correction factor when controlling engine operation and corrects for wear or aging of components.The DTC is set when the adaptive strategy has reached its minimum learning limit.

Possible Causes: • Fuel injector







P02CD - Cylinder 1 Fuel Injector Offset Learning at Maximum Limit

Description: The powertrain control module (PCM) monitors the operation of fuel system and calculates parametersnecessary for an ideal engine operation. These parameters are stored in the adaptive strategy table. The tableis used as a correction factor when controlling engine operation and corrects for wear or aging of components.The DTC is set when the adaptive strategy has reached its maximum learning limit.





P02CE - Cylinder 2 Fuel Injector Offset Learning at Minimum Limit

Description: See the description for DTC P02CC.

Possible Causes: See the possible causes for DTC P02CC.

Diagnostic Aids: See the diagnostic aids for DTC P02CC.



P02CF - Cylinder 2 Fuel Injector Offset Learning at Maximum Limit

Description: See the description for DTC P02CD.

Possible Causes: See the possible causes for DTC P02CD.

Diagnostic Aids: See the diagnostic aids for DTC P02CD.



P02D0 - Cylinder 3 Fuel Injector Offset Learning at Minimum Limit






P02D1 - Cylinder 3 Fuel Injector Offset Learning at Maximum Limit













P02D2 - Cylinder 4 Fuel Injector Offset Learning at Minimum Limit(Continued)Application Key On Engine Off Key On Engine Running Continuous Memory





































P02D8 - Cylinder 7 Fuel Injector Offset Learning at Minimum Limit(Continued)Possible Causes: See the possible causes for DTC P02CC.










P02DA - Cylinder 8 Fuel Injector Offset Learning at Minimum Limit






P02DB - Cylinder 8 Fuel Injector Offset Learning at Maximum Limit






P0300 - Random Misfire Detected

Description: The powertrain control module (PCM) continuously monitors all cylinders for a misfire. When the PCM detects afull loss of combustion for a calibrated amount of time in more than 1 cylinder this DTC is set.

Possible Causes: • Fuel concern• High pressure fuel injection pump concern• Base engine• Fuel injectors

Diagnostic Aids: Access the PCM and record the freeze frame data. The misfire freeze frame data may be used to determine theoperating conditions when the misfire DTC was set.


All — — GO to Pinpoint Test AR.

P0301 - Cylinder 1 Misfire Detected

Description: The powertrain control module (PCM) continuously monitors the crankshaft speed and acceleration for eachcylinder event. When the deceleration is detected the PCM uses the crankshaft position (CKP) and thecamshaft position (CMP) signal information to determine which cylinder misfired. The DTC is set when themisfire event occurred in the cylinder due to a poor cylinder compression, fuel delivery concern or mechanicalengine concern.





P0301 - Cylinder 1 Misfire Detected(Continued)

• Base engine concerns

Diagnostic Aids: Access the freeze frame data (if available) and record the DTC conditions. The misfire freeze frame data maybe used to determine the operating conditions when the misfire DTC was set.


All GO to Pinpoint Test AR.














































P0336 - Crankshaft Position Sensor A Circuit Range/Performance

Description: The DTC sets when the input signal to the powertrain control module (PCM) from the crankshaft position (CKP)sensor is erratic.

Possible Causes: • CKP circuit noise• CKP circuit open in the harness• CKP circuit short to ground in the harness• CKP circuit short to voltage in the harness• CKP+ circuit short to CKP- circuit in the harness• CKP sensor connection• CKP sensor

Diagnostic Aids: An inactive CKP signal causes a no start condition. Monitor the RPM PID while cranking engine. A 0 RPMindicates a CKP concern.


All — GO to Pinpoint Test D. GO to Pinpoint Test D.

P0337 - Crankshaft Position Sensor A Circuit Low

Description: The powertrain control module (PCM) monitors the crankshaft position (CKP) and camshaft position (CMP)signals during engine cranking. The DTC is set when the CKP signal is inactive while the CMP signal indicatesthe engine is rotating. The PCM also monitors the CKP signal for electrical noise. When the electrical noiseexceeds the calibrated threshold the DTC sets.

Possible Causes: • CKP circuit noise• CKP circuit open in the harness• CKP circuit short to ground in the harness• CKP sensor

Diagnostic Aids: An inactive CKP signal causes a no start condition. Monitor the RPM PID while cranking the engine. A 0 RPMindicates a CKP concern.



P0341 - Camshaft Position Sensor A Circuit Range/Performance (Bank 1 or Single Sensor)

Description: The powertrain control module (PCM) monitors the camshaft position (CMP) and crankshaft position (CKP)signals during engine cranking. The DTC is set when the CMP signal is inactive while the CKP signal indicatesthe engine is rotating. The PCM also monitors the CMP signal for electrical noise. When the electrical noiseexceeds the calibrated threshold the DTC sets.

Possible Causes: • CMP circuit noise• CMP circuit open in the harness• CMP circuit short to ground in the harness




P0341 - Camshaft Position Sensor A Circuit Range/Performance (Bank 1 or Single Sensor)(Continued)

• CMP circuit short to voltage in the harness• CMP+ circuit short to CMP- circuit in the harness• CMP sensor connection• CMP sensor

Diagnostic Aids: An inactive CMP signal causes a no start condition. Monitor the CMP_F PID while cranking the engine.


All — GO to Pinpoint Test V. GO to Pinpoint Test V.

P0342 - Camshaft Position Sensor A Circuit Low (Bank 1 or Single Sensor)

Description: The powertrain control module (PCM) monitors the camshaft position (CMP) and crankshaft position (CKP)signals during engine cranking. The DTC is set when the CMP signal is inactive while the CKP signal indicatesthe engine is rotating. The PCM also monitors the CMP signal for electrical noise. When the electrical noiseexceeds the calibrated threshold the DTC sets.

Possible Causes: • CMP circuit open in the harness• CMP circuit short to ground in the harness• CMP+ circuit short to CMP- circuit in the harness• CMP sensor connection• CMP sensor

Diagnostic Aids: An inactive CMP signal causes a no start condition. Monitor the CMP_F PID while cranking the engine.


All — GO to Pinpoint Test V. GO to Pinpoint Test V.

P0381 - Glow Plug/Heater Indicator Circuit

Description:

Possible Causes:

Diagnostic Aids:


All Refer to the Workshop Manual Section 413-01 Instrument Cluster for diagnostic procedures.

P0401 - Exhaust Gas Recirculation (EGR) Flow Insufficient Detected

Description: Estimated EGR percent is less than the minimum limit for the operating conditions.

Possible Causes: • Aftermarket intake systems or exhaust systems• Restricted air flow (intake or exhaust)• Restricted EGR cooler• EGR valve position sensor bias• Exhaust pressure (EP) sensor bias• Manifold absolute pressure (MAP) sensor bias• EGR valve

Diagnostic Aids: This DTC is set when the pressure ratio of the manifold absolute pressure (MAP) sensor signal and the exhaustpressure (EP) sensor signal across the EGR valve is not as expected.


All GO to Pinpoint Test W.

P0402 - Exhaust Gas Recirculation (EGR) Flow Excessive Detected

Description: Estimated EGR percent is greater than the maximum limit for the operating conditions.

Possible Causes: • Aftermarket intake systems or exhaust systems• Restricted air flow (intake or exhaust)• Charge air cooler (CAC) system leaks (hoses and cooler)• EGR valve position sensor bias• Exhaust pressure (EP) sensor bias• Manifold absolute pressure (MAP) sensor bias




P0402 - Exhaust Gas Recirculation (EGR) Flow Excessive Detected(Continued)

• EGR valve

Diagnostic Aids: This DTC is set when the pressure ratio of the manifold absolute pressure (MAP) sensor signal and the exhaustpressure (EP) sensor signal across the EGR valve is not as expected.



P0403 - Exhaust Gas Recirculation (EGR) Control Circuit

Description: The powertrain control module (PCM) continuously monitors the EGR actuator and circuits for opens andshorts.

Possible Causes: • EGRVCL circuit short to ground• EGRVCH circuit short to ground• EGRVCL circuit short to voltage• EGRVCH circuit short to voltage• EGRVCL circuit open• EGRVCH circuit open• EGR valve

Diagnostic Aids: This DTC sets when the PCM detects an EGR control circuit concern.



P0404 - Exhaust Gas Recirculation (EGR) Control Circuit Range/Performance

Description: The EGR valve commanded position compared to the actual position does not match within a calibrated rangeand time period.

Possible Causes: • EGR valve position sensor• EGR actuator• EGR circuit

Diagnostic Aids: This DTC is set when the difference between the commanded EGR valve position and actual EGR valveposition is greater than 10%. Components that affect air flow and pressure in the exhaust system can affect theEGR valve position compared to the commanded position.



P0405 - Exhaust Gas Recirculation (EGR) Sensor A Circuit Low

Description: The powertrain control module (PCM) continuously monitors the EGR valve position circuits for opens andshorts.

Possible Causes: • EGR circuit open• EGR circuit short to ground• VREF circuit open• EGR valve position sensor• EGR valve

Diagnostic Aids: When the EGRVP voltage is below the specified voltage, an increment counter advances until the DTC is set.



P0406 - Exhaust Gas Recirculation (EGR) Sensor A Circuit High

Description: The powertrain control module (PCM) continuously monitors the EGR valve position circuits for opens andshorts.

Possible Causes: • EGR circuit short to voltage• EGR valve position sensor• EGR valve




P0406 - Exhaust Gas Recirculation (EGR) Sensor A Circuit High(Continued)Diagnostic Aids: When the EGRVP voltage is above the specified voltage, an increment counter advances until the DTC is set.



P040B - Exhaust Gas Recirculation Temperature (EGRT) Sensor A Circuit Range/Performance

Description: When the change in the EGRT is less than a calibrated threshold, an increment counter increments for thatdrive cycle. The DTC is set once the increment counter reaches a calibrated limit.

Possible Causes: • EGRT sensor

Diagnostic Aids: This DTC is set when the EGR cooler inlet temperature is less than 40°C (104°F) for 10 drive cycles or more.


All GO to Pinpoint Test WA.

P040C - Exhaust Gas Recirculation Temperature (EGRT) Sensor A Circuit Low

Description: When the EGRT sensor signal is lower than a specified value, an increment counter advances until the DTC isset.

Possible Causes: • EGCIT circuit short to ground• EGRT sensor

Diagnostic Aids: This DTC is set when the EGRT sensor signal voltage is less than 0.07 volts for greater than 5 seconds.



P040D - Exhaust Gas Recirculation Temperature (EGRT) Sensor A Circuit High

Description: When the EGRT sensor signal is higher than the specified value, an increment counter advances until the DTCis set.

Possible Causes: • EGCIT circuit short to voltage• EGCIT circuit open• EGRT sensor

Diagnostic Aids: This DTC is set when the EGRT sensor signal voltage is greater than 4.65 volts for greater than 5 seconds.



P041B - Exhaust Gas Recirculation Temperature (EGRT) Sensor B Circuit Range/Performance

Description: When the change in the EGRT2 is less than the calibrated threshold, an increment counter increments for thatdrive cycle. The DTC is set once the increment counter reaches the calibrated limit.

Possible Causes: • EGRT2 sensor

Diagnostic Aids: This DTC is set when the EGR cooler inlet temperature is less than 6°C (43°F) for 10 drive cycles or more.



P041C - Exhaust Gas Recirculation Temperature (EGRT) Sensor B Circuit Low

Description: When the EGRT2 sensor signal is lower than a specified value, an increment counter advances until the DTC isset.

Possible Causes: • EGCOT circuit short to ground• EGRT2 sensor




P041C - Exhaust Gas Recirculation Temperature (EGRT) Sensor B Circuit Low(Continued)Diagnostic Aids: This DTC sets when the voltage is less than 0.15 volts for greater than 5 seconds.



P041D - Exhaust Gas Recirculation Temperature (EGRT) Sensor B Circuit High

Description: When the EGRT2 sensor signal is higher than a specified value, an increment counter advances until the DTCis set.

Possible Causes: • EGCOT circuit short to voltage• EGCOT circuit open• EGRT2 sensor

Diagnostic Aids: This DTC is set when the voltage greater than 4.95 volts for greater than 5 seconds.



P0420 - Catalyst System Efficiency Below Threshold (Bank 1)

Description: The powertrain control module (PCM) monitors the exhaust gas temperature (EGT) sensors to determine if aconcern is present with the oxidation catalytic converter (OC). During a regeneration, when the soot in the OC isreduced to ash, the PCM expects the temperature across the OC to increase by a calibrated amount. The testfails when the increase in temperature is less than 25% of the expected maximum increase.

Possible Causes: • Fuel injection concern• Fuel quality• Plugged OC• Oil contamination• Damaged OC

Diagnostic Aids: Verify there are no concerns present with the fuel system and EGT sensors. Monitor the EGT11 and EGT12PIDs to determine the temperature change across the OC.


All — — GO to Pinpoint Test RA.

P042E - Exhaust Gas Recirculation (EGR) Control Stuck Open

Description: When the EGR setpoint is less than a specified threshold, the actual EGR position is greater than a specifiedthreshold, and the EGR control limit is less than a specified limit, this DTC sets.

Possible Causes: • EGR actuator

Diagnostic Aids: This DTC is set when the actual EGR valve position is greater than 30% for longer than 4 seconds while thecommanded EGR valve position is less than 15%.



P042F - Exhaust Gas Recirculation (EGR) Control Stuck Closed

Description: When the EGR setpoint is greater than a specified threshold, the actual EGR position is less than a specifiedthreshold, and the EGR control limit is greater than a specified limit, the DTC is set.

Possible Causes: • EGR actuator• EGRVCL circuit open• EGRVCH circuit open

Diagnostic Aids: This DTC is set when the actual EGR valve position is less than 15% for longer than 4 seconds while thecommanded EGR valve position is greater than 30%.






P0472 - Exhaust Pressure Sensor A Circuit Low

Description: The DTC indicates the sensor signal is less than the self-test minimum.

Possible Causes: • EP sensor• Incorrect harness connection• VREF circuit open or shorted

Diagnostic Aids: An EBP PID reading less than 0.15 volts for more than 2.5 seconds indicates a concern is present.


All GO to Pinpoint Test X.

P0473 - Exhaust Pressure Sensor A Circuit High

Description: The DTC indicates the sensor signal is greater than the self-test maximum.

Possible Causes: • EP sensor• Incorrect harness connection• Signal short to voltage

Diagnostic Aids: An EBP PID reading greater than 4.9 volts more than 2.5 seconds indicates a concern is present.


All GO to Pinpoint Test X.

P0480 - Fan 1 Control Circuit

Description: The PCM monitors the fan control variable circuit for an electrical concern. This DTC is set when the PCMdetects a open fan control variable circuit.

Possible Causes: • Open in the fan control variable circuit• Cooling fan

Diagnostic Aids: Check fan control variable circuit for an open.


All GO to Pinpoint Test AH.

P0488 - Exhaust Gas Recirculation (EGR) Throttle Control Circuit A Range/Performance

Description: The intake throttle actuator monitors the status of the intake throttle. If an intake throttle position error isdetected, a status message is sent to the powertrain control module (PCM) from the throttle actuator.

Possible Causes: • ITVC circuit open• ITVC circuit short to ground• ITVC circuit short to voltage• ITVF circuit open• ITVF circuit short to ground• Intake throttle return spring• Intake throttle actuator

Diagnostic Aids: This DTC sets if the intake throttle status message is received from the throttle actuator for an error in throttleposition verses desired position, high temperature condition and throttle not returned to open position whencommanded, incorrect input signal detected or broken return spring detected.


All GO to Pinpoint Test AX.

P0494 - Fan Speed Low

Description: The powertrain control module (PCM) uses the fan speed sensor (FSS) input to monitor the cooling fan clutchspeed. If the indicated fan speed is lower than the calibrated value during the key ON engine running (KOER)self-test, the DTC is set.

Possible Causes: • Damaged FSS sensor• Damaged PCM• Obstruction stopping fan from moving




P0494 - Fan Speed Low(Continued)Diagnostic Aids: Visually inspect the cooling fan clutch for damage or obstruction.



P0495 - Fan Speed High

Description: The powertrain control module (PCM) uses the fan speed sensor (FSS) input to monitor the cooling fan clutchspeed. If the indicated fan speed is higher than the calibrated value during the key ON engine running (KOER)self-test, the DTC is set.

Possible Causes: • Mechanical binding• Damaged FSS sensor• Damaged PCM

Diagnostic Aids: Check to see if fan rotates on clutch freely.



P0500 - Vehicle Speed Sensor A

Description: Indicates the powertrain control module (PCM) detected an error in the vehicle speed information.

Possible Causes: • Open in the VSS harness circuit• Short to GND in the VSS harness circuit• Short to PWR in the VSS harness circuit• Damaged wheel speed sensors• Damaged wheel speed sensor harness circuits• Damaged ABS module• Damaged PCM

Diagnostic Aids: Monitor the VSS PID while driving the vehicle. This DTC is set when the PCM detects a sudden loss of vehiclespeed signal over a period of time. If vehicle speed data is lost, check the source of the vehicle speed input.


All GO to Pinpoint Test DF.

P0503 - Vehicle Speed Sensor (VSS) A Intermittent/Erratic/High

Description: Indicates incorrect or noisy VSS performance. Vehicle speed data is received from either the VSS, or the anti-lock brake system (ABS) control module over the controller area network (CAN).

Possible Causes: • Noisy VSS input signal from the radio frequency interference / electromagnetic interference externalsources, such as ignition components or the charging circuit

• Damaged VSS• Damaged wiring harness or connectors• Malfunction in the module(s) or circuit connected to the VSS circuit• Aftermarket add-on

Diagnostic Aids: Monitor the VSS PID while driving the vehicle, and check for intermittent vehicle speed indication. Verify theignition and charging systems are functioning correctly.



P0512 - Starter Request Circuit

Description: Indicates the one touch integrated starting system voltage circuit to the starter relay has a short to voltage.

Possible Causes: • Short to voltage

Diagnostic Aids:





P0512 - Starter Request Circuit(Continued)All Refer to the Workshop Manual Section 303-06 Starting System, Diagnostic Trouble Code (DTC) Chart,

to continue diagnosis.

P0528 - Fan Speed Sensor Circuit No Signal

Description: The purpose of this diagnostic test is to compare the fan speed signal to the minimum and maximum calibratedvalues. If the fan speed is less than the minimum or greater than the maximum calibrated value, the DTC is set.

Possible Causes: • Damaged FSS sensor• Damaged PCM• Obstruction stopping fan from moving

Diagnostic Aids: Visually inspect the cooling fan clutch for damage or obstruction.



P0529 - Fan Speed Sensor Circuit Intermittent

Description: The purpose of this diagnostic test is to find an intermittent fan speed signal. This is done by comparing aprevious calibrated fan speed to the current fan speed. If there is change from the previous calibrated fan speedto the current fan speed, the DTC set.

Possible Causes: • FSS circuit intermittently open• Damaged FSS sensor• Damaged PCM

Diagnostic Aids: View the FSS PID to monitor the FSS input.



P0544 - Exhaust Gas Temperature Sensor Circuit - Bank 1 Sensor 1

Description: The powertrain control module (PCM) monitors the operation of the exhaust gas temperature (EGT) sensor todetermine if the EGT sensor responds to the increase in temperature of the exhaust gas, during vehicleoperation. The test fails when after 10 minutes of driving, following an 8-hour soak, the EGT sensor does notindicate a temperature increase of 40°C (72°F).

Possible Causes: • Exhaust leaks• Excessive soot build up on sensor• Damaged EGT sensor

Diagnostic Aids: Monitor the EGT11 PID between key ON, engine OFF and key ON, engine running for an indication of aconcern.


All — — GO to Pinpoint Test RC.

P0545 - Exhaust Gas Temperature Sensor Circuit Low - Bank 1 Sensor 1

Description: The powertrain control module (PCM) monitors the exhaust gas temperature (EGT) sensor for a low voltageconcern. The test fails when the sensor voltage is less than 0.10 volt for greater than 15 seconds. Someupdated vehicles may use 0.20 volt instead of 0.10 volt.

Possible Causes: • EGT11 signal circuit short to SIGRTN• EGT11 signal circuit short to ground• Damaged EGT sensor

Diagnostic Aids: An EGT11_V PID value less than 0.10 volt indicates a concern. Some updated vehicles may use 0.20 voltinstead of 0.10 volt.


All GO to Pinpoint Test RC.




P0546 - Exhaust Gas Temperature Sensor Circuit High - Bank 1 Sensor 1

Description: The powertrain control module (PCM) monitors the exhaust gas temperature (EGT) sensor for a high voltageconcern. The test fails when the sensor voltage is greater than 4.75 volts for greater than 15 seconds. Someupdated vehicles may use 2.50 volts instead of 4.75 volts.

Possible Causes: • EGT11 signal circuit open or short to voltage• Damaged EGT sensor

Diagnostic Aids: An EGT11_V PID value greater than 4.75 volts indicates a concern. Some updated vehicles may use 2.50 voltsinstead of 4.75 volts.



P0560 - System Voltage

Description: Detects whether the battery voltage is below a calibrated threshold to keep the key on engine running (KOER)test running.

Possible Causes: • Battery voltage low• Charging system concern

Diagnostic Aids: This DTC sets when the system voltage is less than 9 volts for greater than 5 seconds.


All GO to Pinpoint Test A.

P0563 - System Voltage High

Description: This DTC is set when the powertrain control module (PCM) detects high system voltage.

Possible Causes: • Charging system concern

Diagnostic Aids: System voltage is monitored by the PCM. When the voltage is above or below a calibrated value, an internalcounter increments until a DTC is set.


All GO to Pinpoint Test A.

P0565 - Cruise Control ON Signal

Description:

Possible Causes:

Diagnostic Aids:


All Refer to the Workshop Manual Section 310-03, Speed Control for diagnostic procedures.

P0566 - Cruise Control OFF Signal

Description:

Possible Causes:

Diagnostic Aids:



P0567 - Cruise Control RESUME Signal

Description:

Possible Causes:




P0567 - Cruise Control RESUME Signal(Continued)Diagnostic Aids:



P0568 - Cruise Control SET Signal

Description:

Possible Causes:

Diagnostic Aids:



P0569 - Cruise Control COAST Signal

Description:

Possible Causes:

Diagnostic Aids:



P0571 - Brake Switch A Circuit

Description: The purpose of this DTC is to check whether the brake switch has toggled or not during the KOER test.

Possible Causes: • Open or short in the BPP circuit• Open or short in the stoplamp circuits• Concern in module(s) connected to the BPP circuit• Damaged brake switch• Misadjusted brake switch

Diagnostic Aids: Using the scan tool, check the BOO PID. The BOO PID should toggle on and off with brake pedal activation.


All GO to Pinpoint Test AI.

P0600 - Serial Communication Link

Description: Indicates an error occurred in the powertrain control module (PCM).

Possible Causes: • Module reprogramming• Aftermarket performance products• PCM

Diagnostic Aids: This DTC is set when the PCM detects the communication of the internal processor has been compromised.


All Reprogram or update the calibration. Check for other DTCs or drive symptoms for further action. Makesure to check for aftermarket performance products before installing a new PCM. If it is necessary toinstall a new PCM, refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory

(EEPROM).

P0602 - Powertrain Control Module (PCM) Programming Error

Description: This DTC indicates a programming error within the vehicle ID (VID) block.

Possible Causes: • VID data corrupted by the scan tool during VID reprogramming




P0602 - Powertrain Control Module (PCM) Programming Error(Continued)Diagnostic Aids: Using the scan tool, reprogram the VID block. If the PCM does not allow reprogramming of the VID block,

reflashing of the PCM is required.


All The VID block must be programmed. Refer to Section 2, Flash Electrically Erasable ProgrammableRead Only Memory (EEPROM).

P0603 - Internal Control Module Keep Alive Memory (KAM) Error

Description: Indicates the powertrain control module (PCM) has experienced an internal memory concern. However, thereare external items that can cause this DTC.

Possible Causes: • Reprogramming

Diagnostic Aids: Reprogram or update the calibration. Check for other DTCs or drive symptoms for further action. Make sure tocheck for aftermarket performance products before installing a new PCM. If it is necessary to install a new PCM,refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM), Programming theVID Block for a Replacement PCM.


All GO to Pinpoint Test Z.

P0604 - Internal Control Module Random Access Memory (RAM) Error

Description: Indicates the powertrain control module (PCM) RAM has been corrupted.

Possible Causes: • Reprogramming• Aftermarket performance products• PCM

Diagnostic Aids:



(EEPROM).

P0605 - Internal Control Module Read Only Memory (ROM) Error

Description: The powertrain control module (PCM) ROM has been corrupted.

Possible Causes: • An attempt was made to change the calibration• PCM programming error• PCM

Diagnostic Aids: Using a scan tool, program the PCM to the most recent calibration available.


All GO to Pinpoint Test AA.

P060B - Internal Control Module A/D Processing Performance

Description: Indicates an error occurred in the powertrain control module (PCM).

Possible Causes: • Module reprogramming• PCM

Diagnostic Aids: Verify the PCM is at the latest calibration level.



(EEPROM).




P060C - Internal Control Module Main Processor Performance

Description: Indicates the powertrain control module (PCM) software is corrupted.

Possible Causes: • Software incompatibility issue• PCM




(EEPROM).

P060D - Internal Control Module Accelerator Pedal Position Performance

Description: The powertrain control module (PCM) monitors the accelerator pedal position (APP) sensor for a concern. Thetest fails when the PCM detects a concern with the APP sensor signal values, but an APP sensor DTC P2122,P2123, P2127, P2128, or P2138 is not present.

Possible Causes: • APP sensor circuit concerns• APP sensor• Module reprogramming• PCM

Diagnostic Aids: An APP sensor PID reading may indicate a concern. Verify the PCM is at the latest calibration level.


All GO to Pinpoint Test AG.

P0610 - Control Module Vehicle Options Error

Description: Indicates a powertrain control module (PCM) vehicle options error.

Possible Causes: • Module reprogramming• Aftermarket performance products• Corrupted vehicle identification (VID) data• PCM

Diagnostic Aids: This DTC sets when the PCM detects various VID data that is out of a specified acceptable range.



(EEPROM).

P061B - Internal Control Module Torque Calculation Performance

Description: Indicates a calculation error occurred in the powertrain control module (PCM).


Diagnostic Aids: Check for sensor and circuit related DTCs.



(EEPROM).

P061C - Internal Control Module Engine RPM Performance

Description: Indicates a calculation error occurred in the powertrain control module (PCM).





P061C - Internal Control Module Engine RPM Performance(Continued)Diagnostic Aids: Verify correct operation of the crankshaft position (CKP) sensor, camshaft position (CMP) sensor and related

circuits.



(EEPROM).

P0620 - Generator Control Circuit

Description: The powertrain control module (PCM) monitors the generator circuits and sets this DTC when the PCM detectsa concern.

Possible Causes: • Charging system

Diagnostic Aids: Verify the battery voltage is 14.5 volts. Verify the generator/regulator has the correct part number.


All Refer to the Workshop Manual Section 414-00 Charging System - General Procedures for diagnosticprocedures.

P0625 - Generator Field Terminal Circuit Low






P0626 - Generator Field Terminal Circuit High






P0627 - Fuel Pump A Control Circuit/Open

Description: The powertrain control module (PCM) monitors the fuel pump (FP) circuit output from the PCM. The test fails ifthe FP output is commanded ON (grounded), excessive current draw is detected on the FP circuit, or with theFP output commanded OFF, voltage is not detected on the FP circuit and the PCM expects to detect VPWRvoltage coming through the fuel pump relay coil to the FP circuit.

Possible Causes: • Open VPWR circuit to the fuel pump relay• Fuel pump relay• FP circuit open in the harness

Diagnostic Aids: Disregard a secondary fuel pump circuit DTC P0231 at this time and diagnose fuel pump control circuit DTCP0627. DTC P0231 may be set as the result of the FP circuit concern.






P0628 - Fuel Pump A Control Circuit Low


Possible Causes: • FP circuit short to ground in the harness• Fuel pump relay




P0629 - Fuel Pump A Control Circuit High


Possible Causes: • FP circuit short to voltage in the harness• Fuel pump relay




P062D - Fuel Injector Driver Circuit Performance Bank 1

Description: The powertrain control module (PCM) continuously monitors the operation of the fuel injectors andcorresponding circuitry for cylinders 1, 4, 6 and 7. When the short to ground or short to power condition forthose cylinders is detected the PCM sets the DTC.

Possible Causes: • Fuel injector 1, power or ground circuit short to ground in harness• Fuel injector 1, power or ground circuit short to voltage in harness• Fuel injector 4, power or ground circuit short to ground in harness• Fuel injector 4, power or ground circuit short to voltage in harness• Fuel injector 6, power or ground circuit short to ground in harness• Fuel injector 6, power or ground circuit short to voltage in harness• Fuel injector 7, power or ground circuit short to ground in harness• Fuel injector 7, power or ground circuit short to voltage in harness• Fuel injector• Powertrain control module (PCM)

Diagnostic Aids: Monitor the INJ1_F, INJ4_F, INJ6_F, INJ7_F and INJ_F PIDs to determine which cylinder number has aninjector or injector circuit concern.


All GO to Pinpoint Test P.

P062E - Fuel Injector Driver Circuit Performance Bank 2

Description: The powertrain control module (PCM) continuously monitors the operation of the fuel injectors andcorresponding circuitry for cylinders 2, 3, 5 and 8. When the short to ground or short to power condition forthose cylinders is detected the PCM sets the DTC. Monitor the PIDs to determine which cylinder number has aninjector or injector circuit concern.

Possible Causes: • Fuel injector 2, power or ground circuit short to ground in harness• Fuel injector 2, power or ground circuit short to voltage in harness• Fuel injector 3, power or ground circuit short to ground in harness• Fuel injector 3, power or ground circuit short to voltage in harness• Fuel injector 5, power or ground circuit short to ground in harness• Fuel injector 5, power or ground circuit short to voltage in harness• Fuel injector 8, power or ground circuit short to ground in harness• Fuel injector 8, power or ground circuit short to voltage in harness• Fuel injector




P062E - Fuel Injector Driver Circuit Performance Bank 2(Continued)

• Powertrain control module (PCM)

Diagnostic Aids: Monitor the INJ2_F, INJ3_F, INJ5_F, INJ8_F and INJ_F PIDs to determine which cylinder number has aninjector or injector circuit concern.



P0642 - Sensor Reference Voltage A Circuit Low

Description: Indicates the reference voltage (VREF) circuit is less than VREF minimum.

Possible Causes: • VREF circuit short to ground• Manifold absolute pressure (MAP) sensor• Exhaust gas recirculation (EGR) valve• Exhaust pressure (EP) sensor• Fuel rail pressure (FRP) sensor

Diagnostic Aids: This DTC sets due to an under voltage condition on the VREF circuit.


All GO to Pinpoint Test B.

P0643 - Sensor Reference Voltage A Circuit High

Description: Indicates the reference voltage (VREF) circuit is greater than VREF maximum.

Possible Causes: • VREF circuit short to voltage• Shorted sensor

Diagnostic Aids: This DTC is set due to an over voltage condition on the VREF circuit.



P0645 - A/C Clutch Relay Control Circuit

Description: The powertrain control module PCM monitors the state of the A/C clutch relay control circuit. This diagnosticfails when no voltage is detected on the relay control circuit when the A/C clutch is commanded OFF.

Possible Causes: • A/C Clutch Relay control circuits with high resistance.• A/C Clutch Relay or PCM terminals with poor connections.

Diagnostic Aids: A concern with the A/C clutch relay, relay control circuits, may cause an inoperative or intermittent A/C clutchoperation. If the A/C clutch is inoperative when command ON, and DTC P0645 is present, it may indicate thatthe A/C clutch relay control circuit is either shorted to ground, voltage, or has a high resistance.


All REFER to the Workshop Manual Section 412-00, Climate Control System - General Information todiagnose the A/C system.

P0646 - A/C Clutch Relay Control Circuit Low

Description: The powertrain control module (PCM) monitors the A/C clutch relay control circuit. This diagnostic fails when noor low voltage is detected on the relay control circuit when the A/C clutch is commanded OFF.

Possible Causes: • A/C Clutch Relay control circuits are shorted to ground or have high resistance.• A/C Clutch Relay or PCM terminals with poor connections.

Diagnostic Aids: A concern with the A/C Clutch Relay, A/C relay control circuits, may cause an inoperative A/C clutch operation.If the A/C clutch is inoperative when command ON, and DTC P0646 is present, it may indicate that the A/Cclutch relay control circuit is either shorted to ground or has a high resistance.






P0647 - A/C Relay Control Circuit High

Description: The powertrain control module (PCM) monitors the A/C clutch relay control circuit. This diagnostic fails whenhigh voltage is detected on the relay control circuit when the A/C clutch relay is command ON.

Possible Causes: A/C clutch relay control circuit is shorted to voltage.

Diagnostic Aids: An A/C relay control circuit that is shorted to voltage will cause the A/C clutch to be inoperative. If the A/C clutchis inoperative when command ON, and DTC P0647 is present, the A/C clutch relay control circuit is shorted tovoltage.



P0652 - Sensor Reference Voltage B Circuit Low

Description: Indicates the reference voltage (VREF) circuit is less than VREF minimum.

Possible Causes: • VREF circuit short to ground• Accelerator pedal position (APP) sensor (9F836)• Diesel particulate filter pressure sensor• Power take-off (PTO) system or auxiliary idle control

Diagnostic Aids: This DTC sets due to an under voltage condition on the VREF circuit.



P0653 - Sensor Reference Voltage B Circuit High

Description: Indicates the reference voltage (VREF) circuit is greater than VREF maximum.

Possible Causes: • VREF circuit short to voltage• Shorted sensor

Diagnostic Aids: This DTC is set due to an over voltage condition on the VREF circuit.



P0670 - Glow Plug Control Module (GPCM) Control Circuit/Open

Description: The powertrain control module (PCM) carries out a functional key ON, engine running (KOER) self-test for theglow plug system. During that test the PCM enables the GPCM which monitors glow plug control circuit forconcerns. When the GPCM detects a concern with a glow plug control circuit, it sends a message to the PCM,which sets this DTC.

Possible Causes: • Glow plug control circuit open in the harness• Glow plug control circuit short to ground in the harness• Glow plug control circuit short to voltage in the harness

Diagnostic Aids: Check the wiring harness for an open or a short circuit.


All GO to Pinpoint Test AF.

P0671 - Cylinder 1 Glow Plug Circuit/Open

Description: The powertrain control module (PCM) carries out a functional key ON, engine running (KOER) self-test for theglow plug system. During that test the PCM enables the GPCM which monitors each individual glow plug andharness for concerns. When the GPCM detects a concern with cylinder glow plug or harness, it sends amessage to the PCM, which sets this DTC.

Possible Causes: • Glow plug circuit open in the harness• Glow plug circuit short to ground in the harness• Glow plug circuit short to voltage in the harness• Glow plug




P0671 - Cylinder 1 Glow Plug Circuit/Open(Continued)Diagnostic Aids: Check the wiring harness for an open or a short circuit.
















































P0684 - Glow Plug Control Module (GPCM) to Powertrain Control Module (PCM) Communication CircuitRange/Performance

Description: During the glow plug system check, the PCM enables the GPCM and monitors the GPCM/PCM communicationcircuit for a response. The DTC sets when the PCM stops receiving messages or receives an error messagefrom the GPCM over the communication circuit.

Possible Causes: • GPCM/PCM communication circuit open in the harness• GPCM/PCM communication circuit short to ground in the harness• GPCM/PCM communication circuit short to voltage in the harness

Diagnostic Aids: This DTC may be set as a result of the concern with GPCM control circuit. Diagnose DTC P0670 beforediagnosing DTC P0684.



P0691 - Fan 1 Control Circuit Low

Description: The powertrain control module (PCM) monitors the fan control variable (FCV) circuit for an electrical concern.This DTC is set when the PCM detects a short to ground condition on the FCV circuit.

Possible Causes: • FCV circuit short to ground in the harness• Cooling fan

Diagnostic Aids: Check the FCV circuit for a short to ground.



P0692 - Fan 1 Control Circuit High

Description: The powertrain control module (PCM) monitors the fan control variable (FCV) circuit for an electrical concern.This DTC is set when the PCM detects a short to voltage condition on FCV the circuit.

Possible Causes: • FCV circuit short to voltage in the harness• Cooling fan

Diagnostic Aids: Check the FCV circuit for short to voltage.






P0703 - Brake Switch B Input Circuit

Description: The brake pressure applied (BPA) switch provides a backup signal for the brake pedal position (BPP) switch. Ifthe BPP switch signal is lost, the BPA switch provides the brakes-applied signal to deactivate the speed controlsystem.

Possible Causes: • Open or short in the BPA circuit• Damage in module(s) connected to the BPA circuit• Damaged brake switch• Misadjusted brake switch

Diagnostic Aids: Check for proper function of the stoplamps. Using the scan tool, check the BPA PID. The stoplamps and PIDshould toggle on and off with brake pedal activation.



P0704 - Clutch Switch Input Circuit

Description: When the clutch pedal is applied the voltage goes to low. If the powertrain control module (PCM) does not seethis change from high to low the DTC is set.

Possible Causes: • Clutch pedal position (CPP) circuit short to voltage• Damaged CPP switch• CPP circuit open in the SIGRTN

Diagnostic Aids: When the clutch pedal is applied and then released, the switch voltage should cycle.


All GO to Pinpoint Test C.

P0A09 - DC/DC Converter Status Circuit Low

Description: Detects analog output voltage from the DC/DC converter.

Possible Causes: • DC/DC converter output voltage low

Diagnostic Aids: This DTC is set when the DC/DC converter output voltage is below a minimum calibrated threshold.



(EEPROM).

P0A10 - DC/DC Converter Status Circuit High

Description: Detects analog output voltage from the DC/DC converter.

Possible Causes: • DC/DC converter output voltage high.

Diagnostic Aids: This DTC is set when the DC/DC converter output voltage is above a maximum calibrated threshold.



(EEPROM).

P1000 - On-Board Diagnostic (OBD) Systems Readiness Test Not Complete

Description: The OBD monitors are carried out during the OBD drive cycle. This DTC is stored in continuous memory if anyof the OBD monitors do not carry out their full diagnostic check.

Possible Causes: • OBD monitors and drive cycle incomplete• Keep alive memory (KAM) cleared

Diagnostic Aids: The DTC does not need to be cleared from the powertrain control module (PCM) except to pass an inspection/maintenance test.




P1000 - On-Board Diagnostic (OBD) Systems Readiness Test Not Complete(Continued)Application Key On Engine Off Key On Engine Running Continuous Memory

All GO to Pinpoint Test AC.

P1102 - Mass Air Flow Sensor In Range But Lower Than Expected

Description: The mass air flow (MAF) sensor circuit is monitored by the powertrain control module (PCM) for low voltageinput through the comprehensive component monitor (CCM). If during ignition on engine running the voltagechanges below a minimum calibrated limit, the DTC is set.

Possible Causes: • MAF sensor• Leaks or restrictions in the intake air system and CAC

Diagnostic Aids: When EGRP is 0% to 50% between 700 RPM and 2400 RPM and the MAF/IAT sensor reading is less than aminimum threshold value, a concern is indicated.


All — GO to Pinpoint Test J. GO to Pinpoint Test J.

P1103 - Mass Air Flow Sensor In Range But Higher Than Expected

Description: The powertrain control module (PCM) monitors mass air flow values. If, during a key on engine running (KOER)self-test, the MAF sensor values are greater than the calibrated values, the test fails and a DTC is stored incontinuous memory.

Possible Causes: • MAF sensor• Leaks or restrictions in the intake air system and CAC

Diagnostic Aids: When EGRP is 0% to 50% between 700 RPM and 2400 RPM and the MAF/IAT sensor reading is greater than amaximum threshold value, a concern is indicated.


All — GO to Pinpoint Test J. GO to Pinpoint Test J.

P1111 - System Pass

Description: Indicates all systems passed and no concerns are present.

Possible Causes:

Diagnostic Aids: The system is OK.


All The system is OK.

P115A - Low Fuel Level - Forced Limited Power

Description: Fuel level information is sent from the instrument cluster to the powertrain control module (PCM) on thecommunication link. If an excessively low fuel level input message is received by the PCM from the instrumentcluster, the PCM limits the fuel rail pressure (FRP) and sets DTC P115A.

Possible Causes: • Empty fuel tank• Instrument cluster

Diagnostic Aids: This is an informational DTC and is set as the result of limited operating strategy (LOS) or failure mode effectsmanagement (FMEM) operating strategy that maintains limited vehicle function in the event of a PCM orcomponent concern.Monitor the FLI PIDs with key ON, engine running. A concern is present if the FLI percentage PID is at 25% andthe FLI voltage PID is less than 0.90 volt with a non-matching fuel gauge.


All GO to Pinpoint Test QH.




P117B - Exhaust Gas Temperature Sensor Correlation - Bank 1

Description: The powertrain control module (PCM) monitors the 3 exhaust gas temperature (EGT) sensors at key ON,engine OFF, following an 8-hour soak to determine if a concern is present. The PCM compares the values ofthe 3 EGT sensors to verify the sensors correlate to each other. The test fails when the temperature differenceat one of the EGT sensors is greater than 25°C (45°F).

Possible Causes: • Corrosion or poor mating terminals and wiring• Damaged EGT sensor

Diagnostic Aids: Monitor the EGT PIDs to determine which one of the 3 sensors does not correlate.



P117F - Fuel Pressure Regulator Control Exceeded Learning Limits

Description: The powertrain control module (PCM) monitors the operation of fuel pressure control valve and calculatesparameters necessary for an ideal engine operation. These parameters are stored in the adaptive strategytable. The table is used as a correction factor when controlling engine operation and corrects for wear or agingof components. The DTC is set when the adaptive strategy has reached its minimum or maximum learninglimits.

Possible Causes: • Low pressure fuel system• Fuel pressure control valve• Fuel injectors internal leakage




P1184 - Engine Oil Temperature Sensor Out Of Self-Test Range

Description: Indicates the engine oil temperature (EOT) signal was out of self-test range.

Possible Causes: • Damaged harness• Damaged sensor• Damaged harness connector

Diagnostic Aids: The engine should be at operating temperature before carrying out the self-test.



P120F - Fuel Pressure Regulator Excessive Variation

Description: The powertrain control module (PCM) adjusts the fuel rail pressure by controlling the fuel pressure control valve.This DTC sets when the actual fuel rail pressure varies too much from the desired fuel rail pressure for thecalibrated fuel mass value.

Possible Causes: • Fuel pressure control valve or circuit intermittent concern• Fuel volume control valve or circuit intermittent concern• Fuel rail pressure (FRP) sensor or circuit intermittent concern

Diagnostic Aids: This DTC may have been set as a result of the oscillating FRP sensor signal. Repair any FRP circuit relatedDTCs first.






P123C - Cold Start Turbo Protection - Forced Limited Power

Description: This DTC will set when the vehicle is started in temperatures below -26°C (-14.8°F). The vehicle will operate atreduced power to prevent damaging the turbocharger due to lack of lubrication. The vehicle will not operate atfull power until the engine has had 30 seconds to warm up. A count down timer is indicated on the instrumentcluster to notify the driver when the engine is warmed up and operating at full power. The DTC will clear fromthe PCM when 40 ignition cycles have been completed.

Possible Causes: • Block heater concerns (if equipped)• Starting the vehicle in temperatures below -26°C (-14.8°F).

Diagnostic Aids: This is an informational DTC and is set as the result of Limited Operating Strategy (LOS) or Failure ModeEffects Management (FMEM) operating strategy that maintains limited vehicle function in the event of the PCM,TCM, TBCM, or component failure.



P1260 - Theft Detected, Vehicle Immobilized

Description: This DTC can be set if the passive anti-theft system (PATS) has determined a theft condition existed and theengine is disabled or an engine start was attempted using a non-PATS key. This DTC is a good indicator tocheck the PATS for DTCs.This DTC can also be set when a new instrument cluster (IC) or powertrain control module (PCM) is installedwithout correctly programming either module even if the vehicle is not equipped with PATS.

Possible Causes: • Incorrectly programmed PCM• Incorrectly programmed IC• Previous theft condition• Anti-theft system concern

Diagnostic Aids: Theft indicator flashing rapidly or on solid when the ignition is in the ON position. Check the anti-theft system forDTCs. Refer to the Workshop Manual Section 419-01 Anti-Theft, Diagnostic Trouble Code (DTC) Charts tocontinue diagnosis.If a new IC or PCM is installed without correctly programming either module, the parameters must be reset inboth modules. Refer to the Workshop Manual Section 419-01 Anti-Theft, Passive Anti-Theft System (PATS)Parameter Reset, to continue diagnosis.



P127A - Aborted KOER - Fuel Pressure Failure

Description: The DTC indicates that the key on, engine running (KOER) self-test aborted because of the fuel rail pressure(FRP) out of self-test range.

Possible Causes: • Low fuel pressure• Fuel injectors internal leakage

Diagnostic Aids:



P132A - Turbocharger/Supercharger Boost Control A Electrical

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the turbocharger actuator to set this DTC. The turbocharger actuator carries out a learn function todetermine the minimum and maximum positions when the ignition is turned on and the engine is running. If, theactuator is unable to complete the learn mode, the test fails and a controller area network CAN message is sentto the PCM.

Possible Causes: • Actuator linkage binding• Obstruction of the turbocharger actuator hardware• Corrosion in the variable turbocharger geometry assembly

Diagnostic Aids: When the learn function is attempted three times, a concern is indicated.


All — GO to Pinpoint Test AK. GO to Pinpoint Test AK.




P132B - Turbocharger/Supercharger Boost Control A Performance

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the turbocharger actuator to set this DTC. The turbocharger actuator carries out a self-test to determine if itis operating according to design specifications. If the self-test fails, a CAN message is then sent to the PCM.

Possible Causes: • Position sensor concern• Minimum travel test concern• Motor short circuit or open circuit

Diagnostic Aids: The actual actuator position is greater than or less than the commanded position.When there is a difference of 5.6 degrees between the actuator commanded and actual values, a concern isindicated.


All GO to Pinpoint Test AK.

P132C - Turbocharger/Supercharger Boost Control A Voltage

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the turbocharger actuator to set this DTC. The turbocharger actuator monitors the system voltage todetermine if it is within a calibrated range. If the system voltage is outside of the calibrated range a CANmessage is sent to the PCM.

Possible Causes: • Battery voltage low• Charging system concern

Diagnostic Aids: When the system voltage is less than 7 volts or greater than 17 volts for 30 seconds, a concern is indicated.



P1335 - Exhaust Gas Recirculation (EGR) Position Sensor Minimum/Maximum Stop Performance

Description: This DTC is set when the voltage of the EGR valve position sensor greater than the bottom limit threshold.

Possible Causes: • Carbon buildup on EGR valve due to insufficient clean fuel, low fuel pressure, insufficient engine cooling,excessive oil in the intake air system or incorrect module calibration level.

• EGR valve

Diagnostic Aids: This DTC is set when the powertrain control module (PCM) detects the EGR position sensor voltage is greaterthan 1.5 volts for greater than 2.5 seconds when the EGR valve is not being commanded by the PCM. Checkthe EGR valve for any carbon that could be holding the EGR valve open.



P1336 - Crankshaft/Camshaft Sensor Range/Performance

Description: The DTC sets when the input signal to the powertrain control module (PCM) from the crankshaft position (CKP)sensor is erratic.

Possible Causes: • CKP sensor• Camshaft position (CMP) sensor• Base engine concerns• CKP or CMP harness

Diagnostic Aids: Check the harness for intermittent concerns, routing, alterations, incorrect shielding, or electrical interferencefrom other systems.






P138D - Turbocharger Boost Control A Temperature Too High

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the turbocharger actuator to set this DTC. The turbocharger actuator monitors the internal actuatortemperature to determine if it is within a calibrated range. If the temperature is outside of the calibrated range aCAN message is sent to the PCM.

Possible Causes: • The internal actuator temperature is greater than 145°C (293°F) when the ignition is turned on.

Diagnostic Aids: The DTC P138D indicates the vehicle was operated in a manner which caused the internal temperature of theturbocharger actuator to exceed a calibrated limit.The actuator will resume normal operation when the internal temperature falls below 135°C (275°F).



P1397 - System Voltage Out Of Self-Test Range

Description: This DTC indicates that the battery system voltage is too low. It sets if the system voltage falls below 9 volts.

Possible Causes: • Battery voltage low• Loose or dirty connections at battery or ground cables• Charging system undercharging

Diagnostic Aids: Make sure the battery voltage is greater than 9 volts before running a key on engine running (KOER) self-test.The KOER test does not run if the battery voltage is lower than 9 volts.


All Refer to the Workshop Manual Section 414-00, Charging System - General Information and diagnosethe charging system by symptom.

P1408 - Exhaust Gas Recirculation (EGR) Flow Out Of Self-Test Range

Description: This test is carried out during the key on engine running (KOER) on-demand self-test only. This DTC is setwhen the measured exhaust back pressure is above or below the required calibrated level and the EGR valve iscommanded open during the self-test.

Possible Causes: • Aftermarket intake systems or exhaust systems• Restricted air flow (intake or exhaust)• Restricted EGR cooler• EGR valve position sensor bias• Exhaust pressure (EP) sensor bias• Manifold absolute pressure (MAP) sensor bias• EGR valve

Diagnostic Aids: Use the output state control function of the scan tool and monitor the EGRVP PID while commanding the EGRactuator on. If EGR is introduced into the engine at idle, the RPM drops or stalls out.



P1464 - A/C Demand Out Of Self-Test Range

Description: This DTC is set when the powertrain control module (PCM) receives a request for A/C during the self-test.

Possible Causes: • A/C or defrost on during self-test

Diagnostic Aids: If A/C or defrost was on during the self-test, turn off and repeat the self-test.


All GO to Pinpoint Test AM.

P1501 - Vehicle Speed Sensor Out Of Self-Test Range

Description: Indicates the vehicle speed sensor (VSS) input signal is out of self-test range. If the powertrain control module(PCM) detects a VSS input signal any time during the self-test, DTC P1501 is set and the test aborts.

Possible Causes: • Open in the VSS harness circuit• Short to GND in the VSS harness circuit




P1501 - Vehicle Speed Sensor Out Of Self-Test Range(Continued)

• Short to PWR in the VSS harness circuit• Damaged wheel speed sensor harness circuits• Damaged ABS module• Damaged PCM

Diagnostic Aids: Verify the VSS input is 0 km/h (0 mph) when the vehicle transmission is in PARK.



P1531 - Invalid Test - Accelerator Pedal Movement

Description: This DTC is set by the powertrain control module (PCM) when the PCM detects movement of the acceleratorpedal during the key on engine running (KOER) self-test.

Possible Causes: • Accelerator pedal applied during the KOER self-test

Diagnostic Aids: Check the accelerator pedal for correct operation.


All Repeat the KOER self-test.

P1536 - Parking Brake Switch Circuit

Description: The parking brake applied switch provides an input signal to the powertrain control module (PCM) indicating thecurrent status of the parking brake (applied or released). The parking brake signal circuit is pulled to ground withthe parking brake applied.

Possible Causes: • Parking brake applied switch• Parking brake signal circuit short to ground• Parking brake signal circuit open

Diagnostic Aids: Check for a loose connection, and damaged or corroded terminals.


All GO to Pinpoint Test I.

P1551 - Cylinder 1 Injector Circuit Range/Performance

Description: The powertrain control module (PCM) monitors the charge and discharge voltage of the piezo actuator deviceduring the fill stage, main injection and end of main injection stage. The DTC sets when the main injection andend of main injection stage voltages are out of calibrated range.

Possible Causes: • Fuel injector control circuit short to fuel injector return circuit in the harness• Fuel injector• PCM

Diagnostic Aids: Turn the injector ON and OFF by controlling the INJX_OFF PID when diagnosing this DTC.












P1586 - Electronic Throttle to PCM Communication Error

Description: This DTC is set if there is no state change in the intake throttle control feedback circuit when the ignition isturned to the ON position. The intake throttle is cycled at ignition ON and the feedback signal should indicate acorresponding state change. If not, this DTC is set.

Possible Causes: • Intake throttle actuator• ITVF circuit concern• ITVC circuit concern

Diagnostic Aids: When a signal other than the expected characteristic signal is received this DTC is set.


All GO to Pinpoint Test AX.

P162E - Internal Control Module PTO Performance

Description: The DTC is set when the activation conditions of the power take off (PTO) are not met and the PTO is still beingenabled by the PCM to run.

Possible Causes: • APP circuit• BPP circuit• BPA circuit• Damaged PCM

Diagnostic Aids: Check for APP, BPP or BPA DTCs and diagnose those DTCs first. If other DTCs are not present, reprogram orupdate the calibration. Clear the DTC, repeat the self-test. If the DTC is retrieved again, install a new PCM.Refer to Section 2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).



P1635 - Tire/Axle Out Of Acceptable Range

Description: This DTC indicates the tire and axle information contained in the vehicle ID (VID) block does not match thevehicle hardware.

Possible Causes: • Incorrect tire size• Incorrect axle ratio• Incorrect VID configuration parameters

Diagnostic Aids: Using the scan tool, view the tire and axle parameters within the VID. They must match the vehicle hardware.



(EEPROM).

P1639 - Vehicle ID Block Corrupted, Not Programmed

Description: This DTC indicates the vehicle ID (VID) block is not programmed or the information within is corrupt.

Possible Causes: • Module reprogramming

Diagnostic Aids: Using a scan tool, program the PCM to the most recent calibration available.



(EEPROM).

P1703 - Brake Switch Out Of Self-Test Range

Description: Indicates that during the key on engine off (KOEO) self-test, the brake pedal position (BPP) signal was high, orduring the key on engine running (KOER) self-test, the BPP signal did not cycle high and low.

Possible Causes: • Open or short in the BPP circuit




P1703 - Brake Switch Out Of Self-Test Range(Continued)

• Open or short in the stoplamp circuits• Concern in module(s) connected to the BPP circuit• Damaged brake switch• Misadjusted brake switch

Diagnostic Aids: Check for correct function of the stoplamps. Using the scan tool, check the BPP PID. The stoplamps and PIDshould toggle on and off with the brake pedal applied and released.



P1705 - Transmission Range Circuit Not Indicating Park/Neutral During Self-Test

Description: The transmission range circuit is not indicating PARK/NEUTRAL during self-test.

Possible Causes: • Gear selector not in PARK/NEUTRAL

Diagnostic Aids: Verify the gear selector is in PARK/NEUTRAL.


All GO to Pinpoint Test AL.

P1725 - Insufficient Engine Speed Increase During Self-Test

Description: The powertrain control module (PCM) monitors the engine speed during the key ON engine running (KOER)self-test. When the PCM detects engine speed lower than a calibrated speed, the KOER self-test is aborted andthe DTC is set.

Possible Causes:

Diagnostic Aids:


All If the KOER Self-Test aborts and this DTC is present, repeat the KOER Self-Test.

P1726 - Insufficient Engine Speed Decrease During Self-Test

Description: The powertrain control module (PCM) monitors the engine speed during the key ON engine running (KOER)self-test. When the PCM detects engine speed higher than a calibrated speed, the KOER self-test is abortedand the DTC is set.

Possible Causes:

Diagnostic Aids:


All If the KOER Self-Test aborts and this DTC is present, repeat the KOER Self-Test.

P174E - Output Shaft Speed / ABS Wheel Speed Correlation

Description: This DTC detects a fault when the anti-lock brake system (ABS) module and the transmission control module(TCM) have different vehicle speed sensor (VSS) values.

Possible Causes:

Diagnostic Aids: Make sure the PCM, ABS and TCM all have the same VSS values.






P179A - Controller Area Network (CAN) Engine Control Module (ECM)/Turbocharger Boost Control AActuator Circuit Malfunction

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the turbocharger actuator. This DTC sets when the PCM fails to receive the turbocharger actuatormessage within the defined amount of time.

Possible Causes: • Loss of power to the turbocharger actuator• Damaged CAN communication circuit

Diagnostic Aids: If 3 frames of data are missed within 2.6 seconds, a concern is indicated.


All GO to Pinpoint Test AK. — GO to Pinpoint Test AK.

P2002 - Diesel Particulate Filter Efficiency Below Threshold (Bank 1)

Description: The powertrain control module (PCM) monitors the efficiency of the diesel particulate filter for a concern. Theefficiency of the filter is determined by the amount of restriction in the filter for a certain exhaust flow rate. Thediesel particulate filter is preconditioned for 5,000 km (3,107 miles) before the PCM begins to monitor the levelof restriction. The test fails when the measured level of restriction is less than the expected level calculated bythe PCM.

Possible Causes: • Dirty air cleaner element• Recent manual or thorough diesel particulate filter regeneration• Aftermarket accessories and performance modifications• Modified tailpipe• Exhaust leaks before or near the diesel particulate filter pressure sensor• Leaks in the diesel particulate filter pressure sensor connecting hose• Damaged diesel particulate filter

Diagnostic Aids: Check for leaks in the exhaust system. Check for aftermarket exhaust accessories and performancemodifications that decrease the exhaust restriction. If a new diesel particulate filter was recently installed, verifythe diesel particulate filter parameter reset procedure was carried out.


All — — GO to Pinpoint Test RB.

P200E - Catalyst System Over Temperature (Bank 1)

Description: The powertrain control module (PCM) monitors the exhaust gas temperature bank 1, sensor 2 (EGT12) andexhaust gas temperature bank 1, sensor 3 (EGT13) sensors for an over temperature concern. If the EGT12sensor temperature is greater than 830°C (1,526°F) or the EGT13 sensor temperature is greater then 950°C(1,742°F), the DTC is set. This DTC causes the PCM to immediately illuminate the malfunction indicator lamp(MIL) and enter a torque reduction failure mode effects management (FMEM), which may result in engineshutdown. Once the engine is shut down, the PCM prevents the engine from restarting for 1 hour. If the EGT13sensor is not working, the engine will not start.

Possible Causes: • Diesel particulate filter regeneration occurred during heavy load and high ambient temperature conditions• Excessive amount of soot or ash in the diesel particulate filter• Damaged EGT12 sensor• Damaged EGT13 sensor• Coolant contamination of the exhaust system• Oil contamination of the exhaust system

Diagnostic Aids: Diagnose other DTCs first. Check the EGT12 and EGT13 PIDs. If no other DTCs are present, the system isoperating correctly at this time. Advise the customer of the conditions that may cause this DTC.



P2031 - Exhaust Gas Temperature Sensor Circuit Bank 1 Sensor 2


Possible Causes: • Exhaust leaks• Excessive soot or ash build up on sensor




P2031 - Exhaust Gas Temperature Sensor Circuit Bank 1 Sensor 2(Continued)

• Damaged EGT sensor




P2032 - Exhaust Gas Temperature Sensor Circuit Low Bank 1 Sensor 2






P2033 - Exhaust Gas Temperature Sensor Circuit High Bank 1 Sensor 2






P2080 - Exhaust Gas Temperature Sensor Circuit Range/Performance Bank 1 Sensor 1

Description: The powertrain control module (PCM) monitors the exhaust gas temperature (EGT) sensor for a biased signalvalue. Following an 8-hour soak, the PCM records the EGT sensor temperature value at key ON, engine OFF.After several minutes of vehicle operation at vehicle speeds greater than 40.2 km/h (25 mph) the PCMcalculates an expected key ON, engine OFF value. The PCM determines what the expected EGT value at keyON, engine OFF should have been based on inputs from other sensors. The test fails when the differencebetween the expected calculated value and the actual recorded value is greater than 40°C (72°F).

Possible Causes: • Corrosion or poor mating terminals and wiring• Extreme changes in ambient temperature soon after key ON, engine running• Damaged EGT sensor

Diagnostic Aids: Compare the EGT PID to the ambient temperature on a cold vehicle.



P2081 - Exhaust Gas Temperature Sensor Circuit Intermittent Bank 1 Sensor 1

Description: The powertrain control module (PCM) monitors the exhaust gas temperature (EGT) sensor for an intermittentconcern. The test fails when the sensor voltage fluctuates by greater than 0.25 volt for 20 seconds.

Possible Causes: • Loose electrical connection• Damaged wiring harness or connectors• Damaged EGT sensor




P2081 - Exhaust Gas Temperature Sensor Circuit Intermittent Bank 1 Sensor 1(Continued)Diagnostic Aids: Check the harness and connection.



P2084 - Exhaust Gas Temperature Sensor Circuit Range/Performance Bank 1 Sensor 2






P2085 - Exhaust Gas Temperature Sensor Circuit Intermittent Bank 1 Sensor 2



Diagnostic Aids: Check the harness and connection.



P20E2 - Exhaust Gas Temperature Sensor 1/2 Correlation Bank 1

Description: The powertrain control module (PCM) monitors the 3 exhaust gas temperature (EGT) sensors at key ON,engine OFF, following an 8-hour soak to determine if a concern is present. The PCM compares the values ofthe 3 EGT sensors to verify the sensors correlate to each other. The test fails when the temperature differenceat EGT bank 1, sensor 1 (EGT11) is greater than 25°C (45°F).

Possible Causes: • Corrosion or incorrect connection terminals and wiring• Damaged EGT sensor

Diagnostic Aids: Monitor the EGT11 and EGT12 PIDs at key ON, engine OFF to verify the concern.











P20E3 - Exhaust Gas Temperature Sensor 1/3 Correlation Bank 1(Continued)All — — GO to Pinpoint Test RC.







P2122 - Throttle/Pedal Position Sensor/Switch D Circuit Low

Description: The powertrain control module (PCM) monitors the accelerator pedal position (APP) sensor for a low voltageconcern. The test fails when the APP1 circuit voltage is less than 0.25 volt (vehicles with an adjustableaccelerator pedal or a fixed accelerator pedal with a white sensor housing) or 0.17 volt (all others).

Possible Causes: • APP1 circuit short to ground• APP sensor

Diagnostic Aids: An APP1 sensor PID reading may indicate a concern.



P2123 - Throttle/Pedal Position Sensor/Switch D Circuit High

Description: The powertrain control module (PCM) monitors the accelerator pedal position (APP) sensor for a high voltageconcern. The test fails when the APP1 circuit voltage is greater than 4.75 volts.

Possible Causes: • APP1 circuit open• APP1 circuit short to voltage• APP sensor




P2127 - Throttle/Pedal Position Sensor/Switch E Circuit Low

Description: The powertrain control module (PCM) monitors the accelerator pedal position (APP) sensor for a low voltageconcern. The test fails when the APP2 circuit voltage is less than 0.25 volt (vehicles with an adjustableaccelerator pedal or a fixed accelerator pedal with a white sensor housing) or 0.17 volt (all others).

Possible Causes: • APP2 circuit open• APP2 circuit short to ground• APP sensor




P2128 - Throttle/Pedal Position Sensor/Switch E Circuit High

Description: The powertrain control module (PCM) monitors the accelerator pedal position (APP) sensor for a high voltageconcern. The test fails when the APP2 circuit voltage is greater than 4.75 volts.




P2128 - Throttle/Pedal Position Sensor/Switch E Circuit High(Continued)Possible Causes: • APP2 circuit short to voltage

• APP sensor




P2138 - Throttle/Pedal Position Sensor/Switch D/E Voltage Correlation

Description: This DTC is set by the powertrain control module (PCM) when the accelerator pedal position (APP) sensorcircuits 1 and 2 do not agree on the position of the pedal.

Possible Causes: • High circuit resistance• APP sensor

Diagnostic Aids: Check the accelerator pedal for obstructions.



P215A - Vehicle Speed / Wheel Speed Correlation

Description: This DTC detects a concern in the vehicle speed signal being sent from the anti-lock brake system (ABS)module to the powertrain control module (PCM) over the controller area network (CAN).

Possible Causes:

Diagnostic Aids: Make sure the PCM and ABS have the same vehicle speed sensor (VSS) values.



P215B - Vehicle Speed / Output Shaft Speed Correlation

Description: This DTC detects a concern in the vehicle speed signal being sent from the transmission control module (TCM)to the powertrain control module (PCM) over the controller area network (CAN).

Possible Causes:

Diagnostic Aids: Make sure the PCM and TCM have the same vehicle speed sensor (VSS) values.



P2199 - Intake Air Temperature (IAT) 1/2 Correlation

Description: The DTC indicates that the IAT and IAT2 sensor readings differ by more than a calibrated value.

Possible Causes: • Biased sensor• Open or shorted IAT circuit• Open or shorted IAT2 circuit• SIGRTN open or shorted to ground

Diagnostic Aids: Make sure the IAT and IAT2 sensor readings are within 20°C (36°F) of each other at stabilized ambienttemperature.


All GO to Pinpoint Test AW. — GO to Pinpoint Test AW.

P2228 - Barometric Pressure Circuit Low

Description: Checks whether the signal from the barometric pressure (BARO) sensor is below the minimum threshold.




P2228 - Barometric Pressure Circuit Low(Continued)Possible Causes: • Damaged BARO sensor

Diagnostic Aids: When the BARO signal is less than the calibrated threshold for greater than 100 ms, a concern is indicated.


All Clear the DTCs. Repeat the self-test. If the DTC is retrieved again, install a new PCM. Refer to Section2, Flash Electrically Erasable Programmable Read Only Memory (EEPROM).

P2229 - Barometric Pressure Circuit High

Description: Checks whether the signal from the barometric pressure (BARO) sensor is above the maximum threshold.

Possible Causes: • BARO circuit short to voltage• Damaged BARO sensor

Diagnostic Aids: When the BARO signal is greater than a calibrated threshold for greater than 100 ms, a concern is indicated.



P2230 - Barometric Pressure Circuit Intermittent

Description: A concern exists in the BARO sensor causing an incorrect pressure reading.

Possible Causes: • Damaged BARO sensor

Diagnostic Aids:



P2262 - Turbo/Super Charger Boost Pressure Not Detected — Mechanical

Description: The manifold absolute pressure (MAP) sensor is indicating a no boost condition while the turbocharger actuatoris active and the turbocharger should be generating boost pressure.

Possible Causes: • CAC system leaks• Exhaust or intake air system leaks

Diagnostic Aids: Inspect the entire intake air system for debris, blockage or other damage.


All — — GO to Pinpoint Test KA.

P2263 - Turbo/Super Charger Boost System Performance

Description: Indicates that boost pressure is not achieving the calibrated goal by more than a calibrated threshold.

Possible Causes: • CAC system leaks• Exhaust or intake air system leaks• EP sensor biased• Restriction in the EP sensor or tube• Turbocharger vanes sticking

Diagnostic Aids: If any EGR system DTCs are present with this DTC, it may be an indication of a restricted EP sensor or tube.


All — — GO to Pinpoint Test KA.




P2269 - Water in Fuel Condition

Description: The water in fuel (WIF) sensor is monitored by the powertrain control module (PCM). If the PCM detects waterin the fuel, the DTC is set and the DRAIN WATER SEPARATOR message is turned on.

Possible Causes: • Water in fuel condition• WIF circuit short to ground in the harness• WIF sensor

Diagnostic Aids: This DTC can set during extended stationary idle conditions or during steady state driving conditions. Drain afuel sample from the fuel conditioning module and inspect it for water or contaminants. If no water orcontaminants are in the container, check for a WIF sensor or a circuit concern.


All GO to Pinpoint Test O.

P2289 - Injector Control Pressure Too High - Engine Off

Description: The powertrain control module (PCM) monitors the fuel rail pressure (FRP) when the engine is turned OFF. Ifthe FRP does not decrease below the calibrated threshold within the calibrated time, this DTC is set.

Possible Causes: • Fuel pressure control valve circuit short to ground in the harness• FRP circuit open in the harness• FRP circuit short to voltage in the harness• FRP sensor



All GO to Pinpoint Test M. — GO to Pinpoint Test M.

P2291 - Injector Control Pressure Too Low - Engine Cranking

Description: The powertrain control module (PCM) monitors the fuel rail pressure (FRP) during the engine cranking. If theFRP does not increase to the calibrated threshold while the engine is cranked this DTC is set.

Possible Causes: • FRP sensor or circuitry• Fuel pump control - low pressure pump• Fuel pump control - high pressure fuel injection pump• Fuel volume control valve or circuitry• Fuel pressure control valve or circuitry• Poor fuel quality




P242A - Exhaust Gas Temperature Sensor Circuit Bank 1 Sensor 3


Possible Causes: • Exhaust leaks• Excessive particulate matter build up on sensor• Damaged EGT sensor







P242B - Exhaust Gas Temperature Sensor Circuit Range/Performance Bank 1 Sensor 3






P242C - Exhaust Gas Temperature Sensor Circuit Low Bank 1 Sensor 3






P242D - Exhaust Gas Temperature Sensor Circuit High Bank 1 Sensor 3






P242E - Exhaust Gas Temperature Sensor Circuit Intermittent/Erratic Bank 1 Sensor 3






P242F - Diesel Particulate Filter Restriction - Ash Accumulation

Description: The powertrain control module (PCM) monitors the pressure decrease at the diesel particulate filter following adiesel particulate filter regeneration for a concern. The PCM calculates the amount of ash and the pressureincrease the ash generates in the diesel particulate filter. During a regeneration the PCM expects the pressure




P242F - Diesel Particulate Filter Restriction - Ash Accumulation(Continued)

to decrease. The amount of pressure decrease expected by the PCM is based on the temperature and flow ofthe exhaust gas. The test fails when the pressure reading at the diesel particulate filter pressure sensor doesnot decrease by the amount determined by the PCM.

Possible Causes: • Diesel particulate filter is full of ash• Damaged diesel particulate filter pressure sensor• Damaged EGT sensor• Damaged MAF/IAT sensor

Diagnostic Aids: Check for other DTCs.



P244A - Diesel Particulate Filter Differential Pressure Too Low

Description: The powertrain control module (PCM) monitors the diesel particulate filter for a concern. The diesel particulatefilter is preconditioned for 5,000 km (3,107 miles) before the PCM begins to monitor the differential pressure.The test fails when the measured diesel particulate filter differential pressure is less than a minimum value for acertain exhaust flow rate.

Possible Causes: • Exhaust leaks before or near the diesel particulate filter pressure sensor• Leaks in the diesel particulate filter pressure sensor connecting hose• Aftermarket accessories and performance modifications• Damaged diesel particulate filter

Diagnostic Aids: Check for leaks in the exhaust system. If a new diesel particulate filter was recently installed, verify the dieselparticulate filter parameter reset procedure was carried out.



P244C - Exhaust Temperature Too Low For Particulate Filter Regeneration, Bank 1

Description: The powertrain control module (PCM) monitors the conditions necessary for diesel particulate filterregeneration. The test fails when the level of diesel particulate filter regeneration is at less than 10% of thetarget reduction after 13 minutes of active regeneration.

Possible Causes: • Fuel system concerns• Turbocharger system concern• Exhaust leaks• Oxidation catalytic converter (OC)• Aftermarket exhaust accessories or performance modifications

Diagnostic Aids: Check for other DTCs or performance symptoms. Check the exhaust system for leaks and aftermarketaccessories.



P244D - Exhaust Temperature Too High For Particulate Filter Regeneration, Bank 1

Description: The powertrain control module (PCM) monitors the conditions necessary for diesel particulate filterregeneration. During vehicle operation if the diesel particulate filter temperature is greater than a calibrated limit,the PCM stores the amount of time the temperature is greater than the limit. The test fails when the temperaturebefore or after the diesel particulate filter is greater than the calibrated limit for greater than 120 minutes overthe life of the filter.

Possible Causes: • Fuel system concerns• Customer driving habits• Exhaust restriction• Damaged diesel particulate filter

Diagnostic Aids: Check for other DTCs or performance symptoms. Check the exhaust system for restrictions and aftermarketaccessories.This DTC is stored in nonvolatile memory and will not clear unless the diesel particulate filter parameters arereset. Carry out the diesel particulate filter parameter reset function on the scan tool to clear this DTC.




P244D - Exhaust Temperature Too High For Particulate Filter Regeneration, Bank 1(Continued)Application Key On Engine Off Key On Engine Running Continuous Memory


P2452 - Diesel Particulate Filter Pressure Sensor A Circuit

Description: The powertrain control module (PCM) monitors the rationality of the diesel particulate filter pressure sensorduring idle and part load operating conditions. The test fails when the diesel particulate filter pressure sensorsignal value at idle is less than 0.15 kPa (0.022 psi). The test also fails when the diesel particulate filter pressuresensor signal value at part load is less than a minimum value or greater than a maximum value. These minimumand maximum values are based on the volume of exhaust.

Possible Causes: • Diesel particulate filter pressure sensor connecting hose is loose, cracked, or missing• Diesel particulate filter pressure sensor connecting hose port is cracked or broken• Excessive amount of soot or ash in the diesel particulate filter• Damaged diesel particulate filter pressure sensor

Diagnostic Aids: Carry out a thorough inspection of the diesel particulate filter pressure sensor and connecting hose. If DTCP2463 is present along with DTC P2452, diagnose DTC P2463 first.



P2453 - Diesel Particulate Filter Pressure Sensor A Circuit Range/Performance

Description: The powertrain control module (PCM) monitors the diesel particulate filter pressure sensor for offset and stucksignal value concerns. The test fails when the diesel particulate filter pressure sensor signal value at key ON,engine OFF is greater than 2.5 kPa (0.36 psi) or the key ON, engine running signal value changes less than0.01 volt in 2 minutes.

Possible Causes: • Corrosion or poor mating terminals and wiring• Leaks in the diesel particulate filter pressure sensor connecting hose• Damaged diesel particulate filter pressure sensor

Diagnostic Aids: Monitor the DPF PID during key ON, engine OFF and the DPF_V PID during key ON, engine running for aconcern.


All GO to Pinpoint Test RB.

P2454 - Diesel Particulate Filter Pressure Sensor A Circuit Low

Description: The powertrain control module (PCM) monitors the diesel particulate filter pressure sensor for a low voltageconcern. The test fails when the sensor voltage is less than 0.10 volt for greater than 15 seconds.

Possible Causes: • DPF signal circuit short to ground• VREF circuit open• Damaged diesel particulate filter pressure sensor

Diagnostic Aids: A DPF_V PID less than 0.10 volt indicates a concern.



P2455 - Diesel Particulate Filter Pressure Sensor A Circuit High

Description: The powertrain control module (PCM) monitors the diesel particulate filter pressure sensor for a high voltageconcern. The test fails when the sensor voltage is greater than 4.90 volts for greater than 15 seconds.

Possible Causes: • DPF signal circuit open or short to voltage• SIGRTN circuit open• Damaged diesel particulate filter pressure sensor

Diagnostic Aids: A DPF_V PID greater than 4.90 volts indicates a concern.





P2455 - Diesel Particulate Filter Pressure Sensor A Circuit High(Continued)All GO to Pinpoint Test RB.

P2456 - Diesel Particulate Filter Pressure Sensor A Circuit Intermittent/Erratic

Description: The powertrain control module (PCM) monitors the diesel particulate filter pressure sensor for an intermittentconcern. The test fails when the sensor voltage fluctuates by greater than 3 kPa (0.44 psi) within 0.10 secondfor greater than 30 seconds.

Possible Causes: • Loose electrical connection• Damaged wiring harness or connectors• Damaged diesel particulate filter pressure sensor




P2457 - Exhaust Gas Recirculation (EGR) Cooler System Performance

Description: Indicates excessive EGR cooler outlet temperature. Exhaust gases not being cooled effectively by the EGRcoolers.

Possible Causes: • Engine is overheating• Cooling system restriction• Charge air cooler (CAC) restriction• EGR cooler restriction• Biased exhaust gas recirculation temperature 2 (EGRT2) sensor

Diagnostic Aids: This DTC sets if the EGR cooler outlet temperature is above 165°C (329°F) for more than 20 seconds whenthere is no EGR flow, engine speed between 600-1300 RPM and engine torque is between 50 to 400 Nm (37 to296 lb-ft).


All GO to Pinpoint Test AZ.

P2458 - Diesel Particulate Filter Regeneration Duration

Description: The powertrain control module (PCM) monitors the amount of time it takes for a diesel particulate filterregeneration to occur. The test fails when the diesel particulate filter regeneration has not completed after 25minutes.

Possible Causes: • Damaged PCM

Diagnostic Aids: Check for other DTCs. Verify the PCM is at the latest calibration level.


All Reprogram or update the calibration. Check for other DTCs or drive symptoms for further action. If it isnecessary to install a new PCM, refer to Section 2, Flash Electrically Erasable Programmable Read Only

Memory (EEPROM).

P2459 - Diesel Particulate Filter Regeneration Frequency

Description: The powertrain control module (PCM) monitors the frequency of diesel particulate filter regenerations. The testfails when the average time between the previous 3 diesel particulate filter regenerations is less than acalibrated limit.

Possible Causes: • Customer application• Diesel particulate filter is full of ash

Diagnostic Aids: Check for other DTCs. This DTC is stored in nonvolatile memory and will not clear unless the diesel particulatefilter parameters are reset. Carry out the diesel particulate filter parameter reset function on the scan tool toclear this DTC.






P2463 - Diesel Particulate Filter - Soot Accumulation

Description: The powertrain control module (PCM) monitors the diesel particulate filter for a very high restriction. The testfails during normal vehicle operation when the diesel particulate filter pressure is greater than a maximumamount. The PCM immediately illuminates the malfunction indicator lamp (MIL), limits engine performance, andsets the DTC. This DTC may inhibit the diesel particulate filter regeneration.

Possible Causes: • Excessive amount of soot or ash in the diesel particulate filter

Diagnostic Aids: Excessive amount of soot or ash in the diesel particulate filter may be caused by extended engine idle operationafter the DRIVE TO CLEAN EXHAUST message is displayed on the instrument cluster. Refer to the Owner'sLiterature for additional information on the instrument cluster DRIVE TO CLEAN EXHAUST message.Check for other DTCs.



P246C - Diesel Particulate Filter Restriction - Forced Limited Power

Description: The powertrain control module (PCM) monitors the diesel particulate filter for a high restriction. The test failsduring normal vehicle operation when the diesel particulate filter pressure is greater than a calibrated amount.The PCM illuminates the powertrain malfunction indicator (wrench), limits engine performance, and sets theDTC.

Possible Causes: • Excessive amount of soot or ash in the diesel particulate filter

Diagnostic Aids: Excessive amount of soot or ash in the diesel particulate filter may be caused by extended engine idle operationafter the DRIVE TO CLEAN EXHAUST message is displayed on the instrument cluster. Refer to the Owner'sLiterature for additional information on the instrument cluster DRIVE TO CLEAN EXHAUST message.Check for other DTCs.



P252F - Engine Oil Level Too High

Description: Indicates the powertrain control module (PCM) has detected an engine oil level overfull condition. The PCMmonitors for cylinder imbalance as an indicator that ingestion of unmetered fluid may be occurring due to anoverfilled crankcase. The cylinder imbalance must exceed a threshold for a time period that is greater than acalibrated limit. Unexpected temperature rise across the oxidation catalytic converter (OC) is also used toinfluence the time period to set this DTC.

Possible Causes: • Engine oil level overfull condition• Incorrect RPM signal• Coolant in crankcase• Fuel in crankcase• Aftermarket performance products• Oil contaminated charge air cooler (CAC)• Over contributing fuel injector• Crankshaft position (CKP) sensor interference• Camshaft position (CMP) sensor interference• Base engine concerns• Valvetrain assembly

Diagnostic Aids: Access the freeze frame data (if available) and record the DTC conditions. The freeze frame data may be usedto determine the operating condition when the DTC was set.


All GO to Pinpoint Test AB.

P2545 - Torque Management Request Input Signal A Range / Performance

Description: This DTC is set if there is a torque/engine speed request from the transmission control module (TCM), but at thesame time, the powertrain control module (PCM) detects that this request should not be received.

Possible Causes: • VPWR circuit open• PWRGND circuit open• Module communication error




P2545 - Torque Management Request Input Signal A Range / Performance(Continued)Diagnostic Aids: This DTC can be caused by a network communications issue. Network DTC concerns occur during module-to-

module communication. For additional description and operation of the vehicle communication network, refer tothe Workshop Manual Section 418-00, Module Communications Network.


All GO to Pinpoint Test AE.

P2563 - Turbocharger Boost Control Position Sensor A Circuit Range/Performance

Description: The powertrain control module (PCM) monitors the difference between the turbocharger actuator commandedduty cycle and the actual duty cycle.

Possible Causes: • Turbocharger actuator

Diagnostic Aids: A concern is indicated when the commanded duty cycle is less than the threshold value for the given enginespeed and engine load for greater than 2.5 seconds.


All — — GO to Pinpoint Test AK.

P2610 - Electronic Control Module (ECM)/Powertrain Control Module (PCM) Internal Engine Off TimerPerformance

Description: Indicates an error in the internal PCM engine off timer processor.

Possible Causes: • Battery cables loose or intermittent connections• Keep alive power (KAPWR) circuit to PCM concern• Engine coolant temperature (ECT) sensor• Engine cooling system concerns



All GO to Pinpoint Test Z.

U0073 - Control Module Communication Bus A Off

Description: This DTC is set when the controller area network (CAN) between the powertrain control module (PCM) and datalink connector (DLC) is open.

Possible Causes: • Communication error

Diagnostic Aids: Network DTC concerns occur during module-to-module communication. For additional description and operationof the vehicle communication network, refer to the Workshop Manual Section 418-00, Module CommunicationsNetwork.


All Refer to the Workshop Manual Section 418-00, Module Communications Network to diagnose thecommunication network.

U0101 - Lost Communication With Transmission Control Module (TCM)

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the TCM. This DTC sets when the PCM does not receive the TCM message within the defined amount oftime.








U0121 - Lost Communication With The Anti-lock Brake System (ABS) Control Module

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the ABS control module. This DTC sets when the PCM does not receive the ABS message within thedefined amount of time.





U0137 - Lost Communication With Trailer Brake Control (TBC) Module

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the TBC module. This DTC sets when the PCM does not receive the TBC module message within thedefined amount of time.




All Refer to the Workshop Manual Section 418-00 Module Communications Network, CommunicationNetwork Diagnostic Trouble Codes (DTC) Index to continue diagnosis.

U0151 - Lost Communication With Restraints Control Module (RCM)

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the RCM. This DTC sets when the PCM does not receive the RCM message within the defined amount oftime.





U0155 - Lost Communication With Instrument Panel Cluster (IC) Control Module

Description: The powertrain control module (PCM) continuously monitors the controller area network (CAN) for messagesfrom the instrument cluster control module. This DTC sets when the PCM does not receive the instrumentcluster control module message within the defined amount of time.








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