Note regarding diagnostic trouble code (DTC) readout: The engine control module (N3/4) for the HFM-SFI system is equipped with diagnostic trouble code (DTC) memory. Malfunctions are recognized and stored as trouble codes and are distinguished as follows: Malfunctions which are constantly present, Malfunctions which occur longer than 3 seconds, Intermittent contact malfunctions which have occured 5 during a trip. The DTC memory remains active even if the vehicle's battery is disconnected. Malfunctions which are no longer present, are automatically erased again after a maximum of 19 trips. A trip has occured if: Vehicle speed > 2.5 mph (4 km/h), Engine speed >700 rpm, Engine shut off for 30 seconds. The stored diagnostic trouble codes (DTCs) can be read at the data link connector (DTC readout) (X11/4) with the ignition switched "ON" or with the "engine running". Diagnosis via an on-off ratio readout has been eliminated. Note regarding mixture preparation self-adaptation: The Lambda control system determines fuel injection duration precisely so that the fuel/air ratio is kept constant at Lambda level 1 (equals 14.7 kg air to 1 kg fuel) under all operating conditions. Should malfunctions occur in the form of: Intake air leaks, Injector wear or carbon build-up, Engine wear, Contact resistance in MAF sensor, Defective diaphragm pressure regulator, Defective purge control valve, the engine control module automatically performs a mixture adjustment. The degree of correction is calculated constantly and stored permanently. The self-adaptation is performed at idle and under partial load. Maximum correction towards rich or lean is 25%. After repair work is performed, the engine control module will automatically adapt itself again after approx. 10 trips. After eliminating a malfunction or after trial installation of an engine control module from another vehicle, the self-adaptation feature must be reset to its mean value (see "Resetting and Reactivating Engine Control Module Memory" 11 /5). Note regarding version coding on vehicles up to 02/94 (up to HHT Diagnosis Version 42): The engine control module recognizes and stores the following equipment and/or version information during the vehicle's initial operation: Catalytic converter/non-cataytic converter, Manual/automatic transmission, version. After replacing the engine control module or after trial installation of an engine control module from another vehicle, the stored data must be erased and the recognition feature reactivated (see "Resetting and Reactivating Engine Control Module Memory" 11 /5). Initial programming of engine control module. Prerequisite for initial programming process: Battery voltage 11 Volt minimum Vehicle speed signal V = 0 Engine rpm signal n = 0 Transmission range P/N = 1 Idle speed contact closed CTP = 1 (Caution: Vehicle can not be moved during initial programming process) Drive vehicle V = > 5 km/h (3 mph) (Only than will the transmission version be recognized). Note regarding automatic recognition of the mechanical end stop of the closed throttle valve: The mechanical end stop of the closed throttle valve at idle is determined by the ISC actuator and stored in the engine control module. After replacement of the engine control module or the ISC actuator, the mechanical end stop of the throttle valve must be again determined and stored (see "Resetting and Reactivating Engine Control Module Memory" 11 /5). Note regarding version coding on vehicles starting 03/94 (as of HHT Diagnosis Version 45): The engine control module is equipped with a version coding feature as of 03/94. The coding can only be performed with the Hand-Held Tester (automatically or manually, see Notes for HHT 11 /4). The following vehicle versions must be observed for coding: Vehicle model, Catalytic converter (TWC), Non-catalytic converter (non-TWC), 4 or 5-speed automatic transmission, Cruise control (CC), Acceleration slip regulation (ASR), Electronic traction system (ETS), Country version. Notes regarding drive authorization system (DAS): Up to the end of model year 1995, a starter lock-out system is installed which interrupts circuit 50 to the starter. On vehicles starting model year 1996 (HHT Diagnosis Version 46), the RCL system is enhanced with a so-called drive authorization system, stage 2 (DAS). The activation of the drive authorization system (DAS) is initiated by the RCL control module and transmitted to the engine control module via the CAN data bus. After activation of the drive authorization system (DAS), the fuel injection system is rendered inoperative by the engine control module. The drive authorization system (DAS) can be activated or deactivated with the infrared remote control transmitter or the master key. The engine control module and RCL control module are permanently locked with one another by an identification code. This identification code can not be erased (see HHT actual values "DAS" menu selection 3/6). Therefore, trial installation of an engine control module or RCL control module from another vehicle is no longer possible. CAUTION! If a new engine control module is installed for test purposes only, a maximum of 40 engine starts can be performed before the control modules are permanently locked with one another. After 40 engine starts, the engine control module can no longer be used in any other vehicle. Additionally, the code number and VIN must be entered (see HHT actual values "DAS", menu selection 3/6). As of model year 1997, model 202 is equipped with an electronic ignition key. The electronic ignition key controls the activation/deactivation of the drive authorization system, stage 3, via the CAN data bus. Notes for HHT Fault search with HHT Diagnostic trouble code (DTC) memory: Select "Current DTC's". If the actual condition changes, e.g. when wiggling a connector, the change is reported optically and acoustically so that troubleshooting can be performed directly with the HHT. Loose connections Loose connections are stored if they occur several times in a certain time period. Therefore, they can appear only as "Stored DTC's" and never as "Current DTC's". Nominal values All nominal values relative to the actual values shown on the HHT are listed in the Diagnostic Manual, Engines, Volume 1, Section A. Actual values for coolant temperature, intake air temperature and air mass In case of an open or short circuit, the actual value is immediately replaced by a substitute value which is very close to the actual value.Therefore, a fault can not be recognized clearly. A readout of the fault is possible only via the diagnostic trouble code (DTC) memory. Actual value for engine rpm In case of the engine rpm's, the HHT display shows the closed throttle (idle) speed nominal value calculated by the control module on the left and on the right, the rpm actual value. Both values should differ from each other only slightly. The permissible tolerances are not yet known. Version coding with HHT starting 03/94 (up to HHT Diagnosis Identification 45). a) Before replacement of the engine control module, the existing code number must be read and stored with the HHT (menu selection 6 "Version coding"). After installation of the new control module, the previously read code number must be entered. Note: If returning a new control module to a PDC, the code number must be erased. b) If the code number can not be read, the vehicle equipment/version must be determined, the corresponding code number obtained from the Spare Parts Microfiche, Group 54 and manually entered with the HHT. c) When performing a trial installation of a control module with the same part number from another vehicle (up to model year 1995), but with a different code number, the following must be observed: Read and record code number from vehicle with complaint. Exchange control modules. Read and record code number from the exchanged control module. Enter the code number from the original control module into the exchange control module. Perform function test. Before returning control module to other vehicle, enter recorded code number into exchange control module. Exchange control modules. Notes for HHT (continued) Drive authorization system, stage 2, 2b, 3 (DAS) Upon replacement the engine control module must be version coded using the HHT. Additionally, the code number and VIN must be entered (see HHT nominal values "DAS", menu selection 3/6). Preparation for Test with Impulse Counter Scan Tool Note: The DTC memory readout, DTC memory clearing as well as resetting and reactivating the engine control module can be performed with the impulse counter scan tool only on vehicles up to HHT Diagnosis Version 46. On vehicles as of HHT Diagnosis Version 49, it is possible only with the HHT. Connect impulse counter scan tool to data link connector (X11/4) according to connection diagram. Reading Diagnostic Trouble Code (DTC) Memory a) Ignition: ON b) Press start button for 2 to 4 seconds. c) Read and record DTC. d) Press start button again. e) Read and record DTC. Repeat steps d) and e) until the first DTC reappears. Clearing Diagnostic Trouble Code (DTC) Memory a) Press start button for 2 to 4 seconds (DTC appears). b) Press start button for 6 to 8 seconds, thereby clearing the previously displayed malfunction (DTC) from memory. c) Repeat steps a) and b) until the number " 1 " appears (no malfunctions stored). Resetting and Reactivating Engine Control Module Memory a) Clear diagnostic trouble code (DTC) memory. b) After the number " 1 " appears, press start button for 6 to 8 seconds. c) Switch ignition OFF and wait a minimum of 2 seconds. d) Turn ignition ON , wait a minimum of 10 seconds and then start engine. Note: Control modules manufactured by Bosch up to 8/93, the start button must be pressed 5 to 6 seconds to clear the DTC memory and 8 to 9 seconds to reset and reactivate the engine control module memory.

DTC 7)		Possible cause	Test step/Remedy 1)
1	-	No malfunction in system	-
2	0 0 2	ECT sensor (B11/3) short circuit	23 9.0
2	0 0 3	ECT sensor (B11/3) open circuit	23 9.0
2	0 0 4	ECT sensor (B11/3) implausible	23 9.0
2	0 0 5	ECT sensor (B11/3) intermittent contact	Contacts in connector of B11/3 or N3/4.
3	0 0 6	IAT sensor (B17) short circuit	23 10.0
3	0 0 7	IAT sensor (B17) open circuit	23 10.0
3	0 0 8	IAT sensor (B17) intermittent contact	Contacts in connector of B17 or N3/4.
4	0 0 9	Hot film MAF sensor (B2/5) air flow implausibly high	23 4.0 - 5.3 Engine friction excessive.
4	0 1 0	Hot film MAF sensor (B2/5) open circuit	23 4.0 - 5.3
5	0 1 1	CTP switch (M16/6s1) throttle valve angle implausibly large	25 4.0
5	0 1 2	CTP switch (M16/6s1) air flow implausibly high	25 4.0
5	0 1 3	CTP switch (M16/6s1) intermittent contact	25 4.0
6	0 1 4	Throttle valve actual value potentiometer (M16/6r1) implausibly high	25 3.0
6	0 1 5	Throttle valve actual value potentiometer (M16/6r1) implausible	25 3.0
6	0 1 6	Throttle valve actual value potentiometer (M16/6r1) intermittent contact	25 3.0
7	0 1 7	Drive actual value potentiometer (M16/6r2) implausibly high	25 1.0 , 2.0
7	0 1 8	Drive actual value potentiometer (M16/6r2) implausibly low	25 1.0 , 2.0
7	0 1 9	Drive actual value potentiometer (M16/6r2) intermittent contact	25 1.0 , 2.0
8	0 2 0	ISC system at lower control stop	Intake air leak, throttle body binding.
8	0 2 1	ISC system at upper control stop	Intake air leak, throttle body binding.
	0 2 2	CC or EA indicates "limp-home" mode	Intake air leak, throttle body binding, adjust throttle linkage, erase DTC's in HFM-SFI control module.
9	0 2 3	O2S 1 (before TWC) (G3/2) sensor voltage too high	23 13.0
9	0 2 4	O2S 1 (before TWC) (G3/2) cold or open circuit	23 13.0
9	0 2 5	O2S 1 (before TWC) (G3/2) sensor voltage implausible	23 13.0
1 0	0 2 6	O2S 2 (after TWC) (G3/1) sensor voltage too high	23 15.0
1 0	0 2 7	O2S 2 (after TWC) (G3/1) cold or open circuit	23 15.0
1 0	0 2 8	O2S 2 (after TWC) (G3/1) sensor voltage implausible	23 15.0
1 1	0 2 9	O2S 1 (before TWC) heater (G3/2) current too low	23 14.0
1 1	0 3 0	O2S 1 (before TWC) heater (G3/2) current too high	23 14.0
1 1	0 3 1	O2S 1 (before TWC) heater (G3/2) short circuit	23 14.0
1 2	0 3 2	O2S 2 (after TWC) heater (G3/1) current too low	23 16.0
1 2	0 3 3	O2S 2 (after TWC) heater (G3/1) current too high	23 16.0
1 2	0 3 4	O2S 2 (after TWC) heater (G3/1) short circuit	23 16.0
1 3	0 3 5	O2S system operating at rich limit, mixture too lean	Intake air leak, fuel injectors, diaphragm pressure regulator.
1 3	0 3 6	O2S system operating at lean limit, mixture too rich	Intake air leak, fuel injectors, diaphragm pressure regulator.
1 4	0 3 7	Injector (Y62y1), cylinder 1 short circuit to plus	23 18.0
1 4	0 3 8	Injector (Y62y1), cylinder 1 open/short circuit to ground	23 18.0
1 5	0 3 9	Injector (Y62y2), cylinder 2 short circuit to plus	23 19.0
1 5	0 4 0	Injector (Y62y2), cylinder 2 open/short circuit to ground	23 19.0
1 6	0 4 1	Injector (Y62y3), cylinder 3 short circuit to plus	23 20.0
1 6	0 4 2	Injector (Y62y3), cylinder 3 open/short circuit to ground	23 20.0
1 7	0 4 3	Injector (Y62y4), cylinder 4 short circuit to plus	23 21.0
1 7	0 4 4	Injector (Y62y4), cylinder 4 open/short circuit to ground	23 21.0
1 8 - 1 9	0 4 5 - 0 4 8	Not used	-
2 0	0 4 9	Self-adaptation at idle speed too rich	Intake air leak, fuel injectors, diaphragm pressure regulator, engine wear (reset self-adaptation following repair, see 11 /5).
2 0	0 5 0	Self-adaptation at idle speed too lean	Intake air leak, fuel injectors, diaphragm pressure regulator, engine wear (reset self-adaptation following repair, see 11 /5).
2 0	0 5 1	Self-adaptation at lower partial load too rich	Intake air leak, fuel injectors, diaphragm pressure regulator, engine wear (reset self-adaptation following repair, see 11 /5).
2 0	0 5 2	Self-adaptation at lower partial load too lean	Intake air leak, fuel injectors, diaphragm pressure regulator, engine wear (reset self-adaptation following repair, see 11 /5).
2 0	0 5 3	Self-adaptation at upper partial load too rich	Intake air leak, fuel injectors, diaphragm pressure regulator, engine wear (reset self-adaptation following repair, see 11 /5).
2 0	0 5 4	Self-adaptation at upper partial load too lean	Intake air leak, fuel injectors, diaphragm pressure regulator, engine wear (reset self-adaptation following repair, see 11 /5).
2 1	0 6 1 - 0 6 3	Not used	-
2 2	0 5 5	Ignition output 1 or ignition coil (T1/1) for cylinder 1 misfires	24 4.0 , 9.0 , 11.0 and 13.0
2 2	0 5 6	Ignition output 1 or ignition coil (T1/1) for cylinder 4 misfires	24 4.0 , 9.0 , 11.0 and 13.0
2 2	0 5 7	Ignition output 1 or ignition coil (T1/1) current value not obtained	24 4.0 , 9.0 , 11.0 and 13.0
2 3	0 5 8	Ignition output 2 or ignition coil (T1/2) for cylinder 2 misfires	24 5.0 , 10.0 , 12.0 and 14.0
2 3	0 5 9	Ignition output 2 or ignition coil (T1/2) for cylinder 3 misfires	24 5.0 , 10.0 , 12.0 and 14.0
2 3	0 6 0	Ignition output 2 or ignition coil (T1/2) current value not obtained	24 5.0 , 10.0 , 12.0 and 14.0
	0 6 1 - 0 6 3	Not used	-
2 4	0 6 4	CKP sensor (L5) signal not recognized/implausible	24 6.0
2 4	0 6 5	CKP sensor (L5) magnet is missing (segment control) CKP sensor (L5) tooth count on flywheel implausible	24 6.0
2 4	0 6 6	CKP sensor (L5) rpm implausibly high	24 6.0
2 5	0 6 7	CMP sensor (L5/1) not recognized/implausible (segment control)	24 7.0
2 6	0 6 8	Not used	-
2 6	0 6 9	Not used	-
2 7	0 7 0	TN-signal (rpm signal), short circuit to ground	23 11.0
2 7	0 7 1	TN-signal (rpm signal), short circuit to plus	23 11.0
2 8	0 7 2	VSS, not recognized	23 24.0
2 8	0 7 3	VSS, implausible high	23 24.0
2 9	0 7 4 - 0 7 5	Not used	-
3 0	0 7 6	FP relay module (K27) open/short circuit	23 6.0
3 1	0 7 7	Not used	-
3 1	0 7 8	Not used	-
3 2	0 7 9	KS 1 (A16) open circuit	Replace knock sensors (KS).
3 2	0 8 0	KS 2 (A16) open circuit	Replace knock sensors (KS).
3 3	0 8 1	Maximum retard setting on at least one cylinder has been reached	Increased tendency to knock due to poor fuel quality, combustion chamber carbon build-up or mechanical damage.
3 3	0 8 2	Ignition angle deviation between the individual cylinders is > 6° CKA.	Increased tendency to knock due to poor fuel quality, combustion chamber carbon build-up or mechanical damage.
3 4	0 8 3	Knock control evaluation circuit in engine control module (N3/4) defective	N3/4.
3 4	0 8 4	Momentary fault in self-adaptation of closed throttle speed/partial load	Momentary malfunction in fuel mixture preparation.
3 5	0 8 5	AIR pump switchover valve (Y32) and/or AIR relay module (K17)	23 38.0
3 6	0 8 6	Purge control valve (Y58/1) open/short circuit	23 25.0 - 26.0
3 6	0 8 7	Purge control valve (Y58/1) short circuit to plus	23 25.0 - 26.0
3 7	0 8 8	Upshift delay switchover valve (Y3/3) open/short circuit	23 29.0
3 8	0 8 9	Adjustable camshaft timing solenoid (Y49) short circuit to plus	23 27.0 - 28.0
3 8	0 9 0	Adjustable camshaft timing solenoid (Y49) open/short circuit to ground	23 27.0 - 28.0
3 9	0 9 1	EGR switchover valve (Y27) short circuit to plus	23 39.0
3 9	0 9 2	EGR switchover valve (Y27) open/short circuit to ground	23 39.0
4 0	0 9 3 - 0 9 6	Not used	-
4 1	0 9 7	CAN communication from engine control module (N3/4) defective	23 42.0 - 43
	0 9 8 - 0 9 9	Not used	-
4 2	1 0 0	CAN communication from diagnostic module (OBD II) (N59/1) defective	23 42.0
4 3	1 0 1	Starter signal (circuit 50) not present	23 7.0
4 4	1 0 2	Not used	-
4 4	1 0 3	Not used	-
4 5 - 4 6	1 0 4 - 1 0 6	Not used	-
	1 0 7	Control of ignition coil preloading voltage exceeds limits (As of 06/93 )	24 11.1 , Engine control module (N3/4).
4 8	1 0 8	O2S 2 (after TWC) heater relay module (K35) short circuit to plus	23 17.0
4 8	1 0 9	O2S 2 (after TWC) heater relay module (K35) open/short circuit to ground	23 17.0
4 9	1 1 0	Voltage supply circuit 87 U at engine control module (N3/4) implausible	23 2.0
4 9	1 1 1	Voltage supply circuit 87 U at engine control module (N3/4) low voltage	23 2.0
5 0	1 1 2	Engine control module (N3/4)	N3/4.
	1 1 3	Engine control module (N3/4) not coded (As of 01/94)	Code N3/4.
	1 1 4	Engine control module identification of N3/4 faulty (As of 01/94)	Code N3/4, if necessary, replace N3/4.
	1 1 5	Engine control module code bytes of N3/4 faulty (As of 01/94)	Code N3/4, if necessary, replace N3/4.
	1 1 6	CAN communication from RCL control module (N54) faulty (As of model year 1996 )	23 41.1
	1 1 7	Engine starts with RCL system locked (As of model year 1996)	Incorrect operation, clear DTC memory.
	1 1 8	Not applicable for U.S.A. version vehicles	-
	1 1 9	Not applicable for U.S.A. version vehicles	-
	1 2 0	Not applicable for U.S.A. version vehicles	-
	1 2 3	Not applicable for U.S.A. version vehicles	-
	1 2 4	Not applicable for U.S.A. version vehicles	-
	1 2 5 1 2 6	Engine control module (N3/4)	N3/4.
	1 2 7	ISC and CC/ISC actuators interchanged	Replace actuator.
	1 2 8 1 2 9	Engine control module (N3/4)	N3/4.
	1 3 0	Drive actual value potentiometer (M16/6r2)	25 2.0
	1 3 1 1 3 2	Engine control module (N3/4)	N3/4.
	1 3 3	ISC actuator	Perform learning process on engine control module with HHT. If the fault is still present, replace actuator.
	1 3 4	Engine control module (N3/4)	N3/4.
	1 3 5	Voltage supply for actuator potentiometer	25 1.0
	1 3 6	Drive actual value potentiometer (M16/6r2)	25 2.0
	1 3 7	Engine control module (N3/4)	N3/4.
	1 3 8	ISC actuator	Perform learning process on engine control module with HHT. If the fault is still present, replace actuator.
	1 3 9	Switch cruise control	25 8.0
	1 4 0 1 4 1 1 4 2	Engine control module (N3/4)	N3/4.
	1 4 3	Brake light switch	25 11.0
	1 4 4	Engine control module (N3/4)	N3/4.
	1 4 5	Not applicable for U.S.A version vehicles	-
	1 4 6	Not applicable for U.S.A version vehicles	-
	1 4 7	Not applicable for U.S.A version vehicles	-
	1 4 8	Not applicable for U.S.A version vehicles	-
	1 4 9	Not applicable for U.S.A version vehicles	-
	1 5 0	Not applicable for U.S.A version vehicles	-
	1 5 1	Not applicable for U.S.A version vehicles	-
	1 5 2	Not applicable for U.S.A version vehicles	-
	1 5 3	Not applicable for U.S.A version vehicles	-
	1 5 4	Not applicable for U.S.A version vehicles	-
	1 5 5	Not applicable for U.S.A version vehicles	-
	1 5 6 1 5 7	Not applicable for U.S.A version vehicles	-
	1 5 8	Not applicable for U.S.A version vehicles	-
	1 5 9	Not applicable for U.S.A version vehicles	-
	1 6 0	Not applicable for U.S.A version vehicles	-
	1 6 1	Not applicable for U.S.A version vehicles	-
	1 6 2	Not applicable for U.S.A version vehicles	-
	1 6 3	Not applicable for U.S.A version vehicles	-
	1 6 4	Not applicable for U.S.A version vehicles	-

1) Observe Preparation for Test, see 22 . 7) Only possible up to end of model year 1995.

DTC		Possible cause		Test step/Remedy 1)
		SAE nomenclature	Explanation
-		No malfunction in system
P 0 1 0 1		Mass or volume air flow circuit range/performance problem	Hot film MAF sensor (B2/5)	23 4.0 - 4.2
P 0 1 0 5		Manifold absolute pressure/barometric pressure circuit malfunction	MAP sensor (B5/2)
P 0 1 1 1		Intake air temperature circuit range performance problem	IAT sensor (sensor B17)	23 10.0
P 0 1 1 6		Engine coolant temperature circuit range performance problem	ECT sensor (B11/3)	23 8.0
P 0 1 2 5		Insufficient coolant temperature for closed loop control	ECT sensor (B11/3)	23 8.0
P 0 1 3 1		O2S 1 circuit low voltage	O2S 1 (before TWC) (G3/2) Voltage too low	23 13.0
P 0 1 3 2		O2S 1 circuit high voltage	O2S 1 (before TWC) (G3/2) Voltage too high	23 13.0
P 0 1 3 3		O2S 1 circuit slow response	A O2S 1 (before TWC) (G3/2), ageing correction value exceeded B O2S 1 (before TWC) (G3/2), ageing time period too long
P 0 1 3 4		O2S 1 circuit no activity detected	O2S 1 (before TWC) (G3/2)	23 13.0
P 0 1 3 5		O2S 1 heater circuit malfunction	O2S 1 heater (before TWC) (G3/2)	23 14.0
P 0 1 3 8		O2S 2 circuit high voltage	O2S 2 (after TWC) (G3/1) Voltage too high	23 15.0
P 0 1 4 1		O2S 2 heater circuit malfunction	O2S 2 heater (after TWC) (G3/1)	23 16.0
P 0 1 7 0		Fuel trim malfunction	Self adaptation of fuel mixture at limit from engine control module (N3/4).	Intake air leak, injectors, diaphragm pressure regulator, engine wear.
P 0 2 0 0		Injector circuit malfunction - cyl. 1 Injector circuit malfunction - cyl. 2 Injector circuit malfunction - cyl. 3 Injector circuit malfunction - cyl. 4	Injector (Y62y1) - cylinder 1 Injector (Y62y2) - cylinder 2 Injector (Y62y3) - cylinder 3 Injector (Y62y4) - cylinder 4	23 18.0 23 19.0 23 20.0 23 21.0
P 0 3 0 0		Random misfire detected	A Random misfire, several cylinders B Random misfire, TWC damaging	24 11.0 - 14.1
P 0 3 0 1		Cylinder 1 misfire detected	A Cylinder 1 misfire B Cylinder 1 misfire, TWC damaging	24 11.0 - 14.1
P 0 3 0 2		Cylinder 2 misfire detected	A Cylinder 2 misfire B Cylinder 2 misfire, TWC damaging	24 11.0 - 14.1
P 0 3 0 3		Cylinder 3 misfire detected	A Cylinder 3 misfire B Cylinder 3 misfire, TWC damaging	24 11.0 - 14.1
P 0 3 0 4		Cylinder 4 misfire detected	A Cylinder 4 misfire B Cylinder 4 misfire, TWC damaging	24 11.0 - 14.1
P 0 3 2 5		Knock sensor 1 circuit malfunction	Knock control at limit KS 1 (A16)
P 0 3 2 6		Knock sensor 1 circuit range/performance	KS 1 (A16)
P 0 3 2 7		Knock sensor 1 circuit low input	KS 1 (A16) Signal implausible
P 0 3 3 5		CKP sensor circuit malfunction	CKP sensor (L5) Tooth count implausible	24 6.0
P 0 3 4 1		CMP sensor circuit range/performance	CMP sensor (L5/1)	24 7.0
P 0 4 0 0		Exhaust gas recirculation flow malfunction	Exhaust gas recirculation malfunction (logic chain)
P 0 4 1 1		Secondary air injection system incorrect flow detected	Secondary air injection system incorrect flow detected (logic chain)
P 0 4 1 2		Secondary air injection system switching valve circuit malfunction	Air pump switchover valve (Y32) Air relay module (K17)	23 38.0 23 38.1
P 0 4 2 0		Catalyst system efficiency below threshold	Catalyst system efficiency below threshold (logic chain)
P 0 4 4 1		Evaporative emission control system incorrect purge flow	EVAP not functioning properly (logic chain)	23 25.0 - 26.0
P 0 4 4 3		Evaporative emission control system purge control valve circuit malfunction	Purge control valve (Y58/1)	23 25.0 - 26.0
P 0 5 0 0		Vehicle speed sensor malfunction	VSS rear axle	23 24.0
P 0 5 0 1		Vehicle speed sensor range/performance	VSS signal malfunction Implausible high	23 24.0
P 0 5 0 5		Idle control system malfunction	Idle control system in "limp-home" mode	Intake air leak, throttle body binding, adjust throttle linkage, erase DTC's in control module
P 0 5 0 7		Idle control system rpm higher than expected	Idle control system valve at lower limit and engine speed is too high	25 1.0 - 5.0
P 0 5 1 0		Closed throttle position switch malfunction	Idle control system	25 4.0
P 0 6 0 0		Serial communication link malfunction	CAN communication from diagnostic module OBDII (N59/1) defective	23 42.0
P 1 1 3 1		O2S 1 circuit short circuit	O2S 1 (before TWC) (G3/2) Short to voltage
P 1 1 3 2		O2S 1: Oxygen sensor integration on rich or lean stop	O2S 1 (before TWC) (G3/2) Lambda integrator at limit
P 1 1 3 7		O2S 2 circuit short circuit	O2S 2 (after TWC) (G3/2) Short to voltage
P 1 1 3 8		O2S 2 operating condition	O2S 2 (after TWC) (G3/2) No signal/low voltage
P 1 1 7 0		Short term fuel trim	Self adaptation of fuel mixture at limit from engine control module (N3/4).
P 1 3 3 5		Engine speed signal TNA not received by diagnostic module	TNA-signal to diagnostic module missing
P 1 3 3 6		Crankshaft sensor signal: Magnet coding on segment	CKP sensor (L5) magnet is missing (segment control)	24 7.0
P 1 3 3 7		Engine speed signal TNA not transmitted from engine control module	TNA-signal to diagnostic module implausible	23 11.0
P 1 3 4 0		CMP sensor monitoring signal from engine control module (HFM) (N3/4)	CMP sensor signal to diagnostic module implausible (camshaft signals not in sync)	23 46.0
P 1 3 4 1		Camshaft timing adjuster without function	Camshaft timing adjuster without function (logic chain)
P 1 3 4 2		Electrical activation of adjustable camshaft timing solenoid	Adjustable camshaft solenoid (Y49)	23 27.0 - 28.0
P 1 4 0 0		Electrical activation of the EGR switchover valve	EGR switchover valve (Y27/6)	23 39.0
P 1 4 4 3		Electrical activation of the purge flow switchover valve	Purge flow switchover valve malfunction (Y27/6), open circuit/short circuit	23 39.0
P 1 4 4 4		Pressure switchover without function	Pressure switchover valve malfunction (logic chain)
P 1 7 0 0		Transmission upshift delay without function	Transmission upshift malfunction (logic chain)
P 1 7 0 1		Electrical activation of upshift delay switchover valve (Y3/3)	Upshift delay switchover valve (Y3/3) open/short circuit	23 29.0
P 1 7 4 0		Full load information: Load implausible	Throttle valve actual value potentiometer (M16/6r1) implausibly high	25 2.0 - 3.1
P 1 7 4 1		Full load information: Throttle valve position implausible	Throttle valve actual value potentiometer (M16/6r1) implausible	25 2.0 - 3.1
P 1 7 5 0		Battery voltage too low

1) Observe Preparation for Test, see 22 .