| Preliminary work: Engine Test, Adjustment, Engines (SMS, Job No. 07-1100) |
 WARNING!
Risk of severe injury when touching ignition parts which produce high voltages. Do not touch igntion components.
Persons with heart pacemakers are not to perform repairs on this type of ignition system. .
Electronic ignition systems produce dangerous high voltages on both the primary circuit and the secondary (ignition) circuits. Due to the high voltages produced, contact with any of the voltage carrying components can be dangerous to your health (burns, heart palpatations, cardiac arrest etc).
 Igntion must be turned OFF prior to performing any repair work on the igntion system.
Do not come in contact or remove with any of the ignition components while the engine is cranking or idling.
Wear rubber soled shoes.
Disconnect connectors for CKP sensor at sensor or control module.
If repairs require that the ignition be turned on, then dangerous voltages will be present through out the entire ignition system.
No exposed metal connectors or sending units may be installed in the ignition wires.
WARNING!
Risk of fatal injury from being pulled into rotating vehicle parts.
Do not reach into rotating parts.
Wear closed and tight-fitting work clothes.
Protect vicinity of rotating vehicle components from unauthorized access.
WARNING!
Risk of explosion from fuel igniting, risk of poisoning from inhaling and swallowing fuel as well as risk of injury to eyes and skin from contact with fuel.
No fire, sparks, exposed flames or smoking.
Pour fuels only into suitable and appropriately marked containers.
Wear protective clothing when handling fuel.
Possible hazards
Risk of explosion, poisoning and injury
Fuels are highly inflammable and toxic if inhaled. Fuel may cause skin damage. Contact with gasoline fuel, for example, removes the natural oils on the skin. Fuel vapors are explosive, invisible and spread out at floor level. They are toxic if inhaled and have a narcotic effect in high concentrations.
Protective measures/guidelines
- Pay attention to national safety regulations and provisions.
- No fire, sparks, exposed flames or smoking.
- Ensure that the place of work is adequately ventilated.
- Never drain or pour in fuels over assembly pits.
- Store drained fuel in suitable and sealed containers.
- Immediately eliminate any fuel spills which have been spilled out of the container.
Continued on next page: |
| Preliminary work: Engine Test, Adjustment, Engines (SMS, Job No. 07-1100) |
Conducting work on a vehicle with exposed flame
(e.g. welding etc.)
- Prior to commencing such work, remove appropriate parts of the fuel system and seal open fuel lines with plugs.
First-aid measures
Clean contaminated/exposed skin with water and soap.
Change contaminated clothing as quickly as possible.
If fuel gets into the eyes, rinse out eyes immediately with water, and contact a doctor, if necessary.
To Avoid Damage to the Ignition System
To avoid damage to the engine control module, connect/disconnect the control module connectors only with the ignition: OFF .
Circuit 1 of the ignition coil may not be shorted to ground, e.g. theft deterence.
Only original equipment should be installed in the ignition system.
Do not operate the ignition system at cranking speed unless the entire igntion harness is connected.
Do not perform any tests (grounding of ignition cable 4 disconnecting a spark plug connector or pulling cable 4 out of the ignition coil) at cranking or idle speed.
The high output side of the ignition system must carry at least 2 k  of load (spark plug connector).
If assisting a disabled vehicle and it becomes necessary to perform an igntion spark test, perform this test only on one ignition/sark plug. Ensure a good ground connection to the spark plug.
ME - SFI: the ignition system is to be turned OFF, when cranking engine to perform compression tests, additionally, it is necessary to disconnect connector 2 from the control module.
 Engine 120 has separate ignition and fuel injection system.
Readout via the impulse counter scan tool is not possible.
Note:
 Symbol for emission related malfunctions which lead to the activation of the CHECK ENGINE MIL when a certain test cycle was performed and a fault was recognized.
|
| Preliminary work: Engine Test, Adjustment, Engines (SMS, Job No. 07-1100) |
Note regarding diagnostic trouble code (DTC) readout:
The engine control module (N3/10) for the ME-SFI system is equipped with
diagnostic trouble code (DTC) memory. Malfunctions are recognized and
stored as DTC's and are distinguished as follows:
Malfunctions which are constantly present,
Intermittent contact malfunctions which have occured during a trip and have been stored.
The DTC memory is erased when the vehicle's battery is disconnected.
Malfunctions which are no longer present, are automatically erased as follows:
After three trips the "CHECK ENGINE" MIL goes out.
After an additional 40 warm-up periods the DTC is automatically erased.
A warm-up period or trip is defined as follows:
Warm-up period
Engine coolant temperature at start < 35° C,
Engine coolant temperature increases to > 70° C.
Trip
Engine running for > 20 minutes,
Engine oil temperature > - 7° C,
Engine speed > 500 rpm,
All emission related logic chain functions already there were checked during previous trips.
The stored DTC's can be read at the data link connector (X11/4) using the HHT only , with the ignition switched " ON " or with the "engine running".
Readout via an on-off ratio readout or impulse counter scan tool has been eliminated.
Note regarding mixture preparation self-adaptation:
The Lambda control system determines the fuel injection duration so
precisely 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,
Transition resistance in MAF sensor,
Defective diaphragm pressure regulator,
Defective purge control valve,
the engine control module (ME-SFI, 2.1) automatically performs a mixture adjustment. |
The degree of correction is constantly calculated and permanently stored. The self-adaptation is performed additive at idle and multiplicative under partial load. The correction towards rich or lean is ± 1.0 milliseconds (injection duration) at idle and the factor 0.68 - 1.32 at partial load. After repair work is performed, the engine control module (ME2.1) will automatically adapt itself again.
Note regarding version coding:
The engine control module is equipped with a version coding feature. The coding must be performed with the Hand-Held Tester (automatically or manually, see Notes for HHT "Version coding"  11 /5) upon installation of a new control module.
The following vehicle version data must be determined for coding:
Vehicle model,
Engine,
Manual/automatic transmission
Non-catalytic converter (non-TWC),
Country version,
30 km/h limitation
Note regarding drive authorization system (DAS X):
Model 129, 140, 210 as of 06/96
Model 202 as of 08/96
Vehicles with ME-SFI are equipped with DAS X. DAS is activated from the DAS control module (N54/1) via the CAN data bus to the engine control module.
Upon activation of the DAS, the engine control module renders the fuel injection system inoperative. The activation or deactivation is accomplished with a transponder in the ignition key. As soon as the key is turned in the steering lock, the DAS control module receives a signal and activates the engine control via the CAN data bus.
As of M.Y. 1998, models 202, 208 and 210, DAS 3 is used. DAS 3 can only be activated or deactivated using the electronic key. Upon inserting the electronic key into the ignition lock, the DAS control module activates the engine control via the CAN data bus.
The locking and unlocking of the vehicle, using the mechanical key has no effect on the DAS system.
The engine control module and the DAS control module are "married" to one another through identification codes. The identification codes can not be erased (see HHT nominal values "DAS", menu selection 3/7). Therefore, swapping the engine or RCL control module from one vehicle to another is not possible!
If an exchange engine control module is installed for test purposes, up to 40 start attempts can be performed before the engine and DAS control modules "marry" to one another. Prior to perfroming the first start, 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 3/7).
|
Notes regarding automatic recognition of the mechanical end stop and wide open position of the throttle valve from the actuator:
The end stops of the throttle valve is determined by the actuator and stored in the engine control module.
After replacing the control module or actuator, the mechanical end stop and wide open position must again be determined and recorded (stored).
Thereby allowing learned data to be erased with the HHT and new data to be learned. When the new engine control module is connected for the first time to circuit 30 (B+), the engine control module performs a self-adaptation of the actuator with the ignition "ON" (lower mechanical end stop of the throttle valve).
Requirements for learning process:
Selector lever in position P/N,
Vehicle standing still,
Engine off,
Engine coolant temperature between 5° C and 100° C,
Accelerator pedal not applied.
When all requirements are met, turn ignition ON for at least 60 seconds , then turn ignition OFF for at least 10 seconds .
The learned value is stored in memory, only after the first 10 start cycles, provided the voltage supply has not been interrupted. Should the battery be disconnected after the 9th start cycle, the re-learning process must be performed again.
Notes regarding VSS sensor adaption for rough running engine test:
After the replacement of the ME-SFI control module, CKP sensor (L5), starter ring gear or motor mount, a sensor adaption must be performed:
Engine coolant temperature approx. > 70 oC,
Drive vehicle on road.
With selector lever in position 4: Increase engine rpm to approx. 2,500 rpm and then coast until engine rpm is approx. < 1,500 rpm.
With selector lever in position 2: Increase engine rpm to approx. 6,100 rpm and then coast until engine rpm is approx. < 4,100 rpm.
Again increase engine rpm to approx. 6,100 rpm and then coast until engine rpm is approx. < 3,000 rpm.
Using the HHT, determine if VSS sensor adaption has taken place.
Notes regarding performance/speedometer test:
Disconnecting the ESP/ASR/ETS/ABS control modules is not allowed. The engine control module and transmission control module rely on these modules to supply the VSS data via the CAN bus.
To disable the brake and engine regulation function of the ESP/ASR/ETS/ABS control modules:
A. Working without HHT
Ignition: OFF .
Connect HHT adapter to data link connector (X11/4).
Bridge sockets 1 and 6.
Engine: Start (ESP/ASR/ETS/ABS MIL must illuminate!).
B. Working with HHT
Ignition: OFF .
Disconnect front axle VSS sensor connector (ESP/ASR/ETS/ABS MIL must illuminate!).
When work is completed, reconnect VSS sensor connector and erase DTC's with HHT!
|
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 value for engine speed
For engine speed, the HHT display indicates the closed throttle speed (CTP) nominal value calculated by the control module on the left, and the rpm actual value on the right. Both values should differ from each other only slightly. Permissible tolerances are not yet determined.
Version coding with HHT
a) Before replacement of the engine control module, the existing code number must be read and stored with the HHT (menu selection 5 "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.
Drive authorization system (DAS) X
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 3/7).
|
 |
 |
 |
Prerequisites for readout of DTC memory
Readout via the impulse counter scan tool is not possible.
Note:
Symbol for emission related malfunctions which lead to the activation of the CHECK ENGINE MIL when a certain test cycle was performed and a fault was recognized.
1. Perform Test and adjustment of engine, see DM, Engines, Vol. 1, section B, if necessary.
2. Review 11 , 21 , 22 , 23 , 24 , 31 , 33 ,
3. Connect HHT (087) with test cable (097) to
data link connector (X11/4). Readout DTC fault codes.
4. Ignition: ON
|
DTC
 |
|
Possible cause |
Test step/Remedy 1) |
| SAE nomenclature |
Explanation |
| - |
|
No malfunction in system |
|
In case of complaint, perform 23 , 24, 25 or 26 in its entirety |
| P 0 1 0 0 |
|
MAF circuit malfunction |
Hot film MAF sensor (B2/5) |
23  5.0 |
| P 0 1 0 5 |
|
MAP circuit malfunction |
Pressure sensor (B28) (only  ) |
23 7.0 |
| P 0 1 1 0 |
|
IAT circuit malfunction |
IAT sensor (in Hot film MAF sensor B2/5) |
23 6.0 |
| P 0 1 1 5 |
|
ECT circuit malfunction |
ECT sensor (B11/4) |
23 9.0 |
| P 0 1 2 0 |
|
Throttle position circuit malfunction |
Actual value potentiometer in EA/CC/ISC actuator (M16/1) |
25 3.0 |
| P 0 1 3 0 |
|
O2S 1 circuit malfunction |
A. O2S 1 (before TWC) (G3/2)
B. O2S 1 (before TWC) (G3/2)
Voltage increase insufficient |
23 11.0 |
| 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. |
23 11.0 |
| P 0 1 3 5 |
|
O2S 1 heater circuit malfunction |
O2S 1 heater (before TWC) (G3/2) |
23 12.0 |
| P 0 1 3 6 |
|
O2S 2 circuit malfunction |
O2S 2 (after TWC) (G3/1) (only ) |
23 13.0 |
| P 0 1 4 1 |
|
O2S 2 heater circuit malfunction |
Right O2S 2 heater (after TWC) (G3/1) |
23 14.0 |
| P 0 1 7 0 |
|
Fuel trim malfunction |
A Self adaptation of fuel mixture "partial load" at limit from engine control module (N3/10).
B Self adaptation of fuel mixture "CTP" at limit from engine control
module (N3/10). |
Intake air leak, injectors, diaphragm pressure regulator, engine wear. |
| P 0 2 0 1 |
|
Injector circuit malfunction - cyl. 1 |
Injector (Y62y1) - cylinder 1 |
23 15.0 |
| P 0 2 0 2 |
|
Injector circuit malfunction - cyl. 2 |
Injector (Y62y2) - cylinder 2 |
23 16.0 |
| P 0 2 0 3 |
|
Injector circuit malfunction - cyl. 3 |
Injector (Y62y3) - cylinder 3 |
23 17.0 |
| P 0 2 0 4 |
|
Injector circuit malfunction - cyl. 4 |
Injector (Y62y4) - cylinder 4 |
23 18.0 |
| P 0 2 0 5 |
|
Injector circuit malfunction - cyl. 5 |
Injector (Y62y5) - cylinder 5 |
23 19.0 |
| P 0 2 0 6 |
|
Injector circuit malfunction - cyl. 6 |
Injector (Y62y6) - cylinder 6 |
23 20.0 |
| P 0 3 0 0 |
|
Random misfire detected |
A Random misfire
B Random misfire, TWC damaging |
24 8.0
24 9.0
24 10.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 0 1 |
|
Cylinder 1 misfire detected |
A Cylinder 1 misfire
B Cylinder 1 misfire, TWC damaging |
24 10.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 0 2 |
|
Cylinder 2 misfire detected |
A Cylinder 2 misfire
B Cylinder 2 misfire, TWC damaging |
24 8.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 0 3 |
|
Cylinder 3 misfire detected |
A Cylinder 3 misfire
B Cylinder 3 misfire, TWC damaging |
24 9.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 0 4 |
|
Cylinder 4 misfire detected |
A Cylinder 4 misfire
B Cylinder 4 misfire, TWC damaging |
24 9.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 0 5 |
|
Cylinder 5 misfire detected |
A Cylinder 5 misfire
B Cylinder 5 misfire, TWC damaging |
24 8.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 0 6 |
|
Cylinder 6 misfire detected |
A Cylinder 6 misfire
B Cylinder 6 misfire, TWC damaging |
24 10.0
24 11.0
36 1.0 , 2.0
Compression pressure |
| P 0 3 2 5 |
|
KS 1 circuit malfunction |
Front KS 1 (A16) |
Wiring, connector,
A16 |
| P 0 3 3 0 |
|
KS 2 circuit malfunction |
Rear KS 2 (A16) |
Wiring, connector,
A16 |
| P 0 3 3 5 |
|
CKP sensor circuit malfunction |
CKP sensor (L5) |
24 6.0 |
| P 0 3 4 1 |
|
CMP sensor circuit range/performance |
Camshaft Hall-effect sensor (B6/1) |
24 7.0 |
| P 0 3 7 0 |
|
Angle deviation between camshaft and crankshaft |
Angle deviation between camshaft and crankshaft |
Check basic adjustment of camshaft. |
| P 0 4 1 0 |
Only |
Air injection system malfunction |
AIR system malfunction (logic chain) |
23 23.0 |
| P 0 4 2 2 |
|
TWC efficiency below threshold |
TWC efficiency below threshold |
Replace TWC. |
| P 0 4 4 0 |
Only Models 140/210
Model 129 as of 09/97 |
EVAP system malfunction |
EVAP malfunction (logic chain) |
23 27.0 - 29.0 |
| P 0 4 4 1 |
|
EVAP system incorrect purge flow |
EVAP not functioning |
23 27.0 - 28.0 |
| P 0 4 4 2 |
Only
Mod. 140/210
Mod. 129 as of 09/97 |
EVAP system leak detected (small leak) |
EVAP system, small leak |
23 29.0 |
| P 0 4 4 3 |
|
EVAP system purge control valve circuit malfunction |
Purge control valve (Y58/1) |
23 27.0 |
| P 0 4 4 6 |
Only
Mod. 140/210
Mod. 129 as of 09/97 |
EVAP system vent control malfunction |
A. Activated charcoal canister shut-off valve (Y58/4)
B. End stage activated charcoal canister shut-off valve (Y58/4) |
23 28.0 , 29.0 , 31.0
23 30.0 |
| P 0 4 5 0 |
Only
Mod. 140/210
Mod. 129 as of 09/97
Mod. 129 up to 08/97
Mod. 202 |
EVAP system pressure sensor malfunction |
A. Fuel tank pressure sensor (B4/3) electrical fault
B. Fuel tank pressure sensor (B4/3) electrical fluctuations
Purge monitoring pressure sensor (B4/4) |
23 31.0
Charcoal canister plugged.
23 32.0 |
| P 0 4 5 5 |
Only
Mod. 140/210
Mod. 129 as of 09/97 |
EVAP system leak detected (large leak) |
EVAP system, large leak
Fuel tank pressure sensor (B4/3) |
23 29.0
23 31.0 |
| P 0 4 6 0 |
|
Fuel level sensor circuit |
|
Read-out Instrument cluster memory |
| P 0 5 0 0 |
|
VSS sensor malfunction |
A VSS left front
B VSS left rear |
Test ASR, ETS see DM, Chassis and Drivetrain, Vol. 3, Section 9.3 |
| P 0 5 0 7 |
|
ISC rpm |
Idle control system |
25 1.0 - 3.0 |
| P 0 5 6 0 |
|
System voltage malfunction |
Voltage supply to engine control module (N3/10) |
23 1.0 - 2.0 |
| P 0 5 6 5 |
|
Cruise control switch |
CC switch (S40) |
26 1.0 |
| P 0 6 0 0 |
|
Serial communication link malfunction |
CAN bus from ESP/SPS control module (N47-5) |
Test ESP see DM, Chassis and Drivetrain, Vol. 3, Section 10.2 |
| P 0 6 0 4 |
|
Internal control module random Access memory (RAM) error |
A Engine control module (N3/10)
B Engine control module (N3/10) |
(N3/10) |
| P 0 6 0 5 |
|
Internal control module read only memory (ROM) error |
Engine control module (N3/10) |
(N3/10) |
| P 0 7 0 0 |
|
Transmission control system malfunction |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 0 2 |
|
Transmission control system electrical |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 1 5 |
|
Input/turbine speed sensor circuit malfunction |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 2 0 |
|
Output speed sensor circuit malfunction |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 3 0 |
|
Incorrect gear ratio |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 4 0 |
|
Torque converter clutch circuit malfunction |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 4 3 |
|
Torque converter clutch circuit electrical |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 4 8 |
|
Pressure control solenoid electrical |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 5 3 |
|
Shift solenoid A electrical |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 5 8 |
|
Shift solenoid B electrical |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 7 6 3 |
|
Shift solenoid C electrical |
Read DTC memory of transmission control module |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 0 8 0 2 |
|
Resonance intake manifold switchover valve |
Resonance intake manifold switchover valve (Y22/6) |
23 24.0 |
| P 0 8 0 9 |
|
Angle deviation between camshaft and crankshaft |
Angle deviation between camshaft and crankshaft |
Check basic adjustment of camshaft. |
| P 0 8 1 1 |
|
CAN from electronic ignition lock |
CAN from electronic ignition lock |
23 33.0 |
| P 1 1 6 3 |
|
Oil level switch |
Oil level switch (S43) |
23 34.0 |
| P 1 1 8 2 |
Model 202.028 only |
Starter relay |
Starter relay module in passenger-side fuse and relay module box (K40/4) |
23 4.0 |
| P 1 1 8 6 |
|
Fuel safety shut-off recognized |
EA/CC/ISC actuator (M16/1) |
25 3.0 - 4.0 ,
EA/CC/ISC actuator (M16/1) sticks or jammed,
Check intake system for residue. |
| P 1 2 2 5 |
|
Resonance intake manifold switchover valve |
Resonance intake manifold switchover valve (Y22/6) |
23 24.0 |
| P 1 3 8 6 |
|
Knock sensor control from ECM (N3/10) at end stop |
Knock sensor regulation from engine control module (N3/10) at end stop |
1. Increased knock tendency due to bad fuel, carbon in combustion chamber or mechanical damage.
2. Engine control module (N3/10). |
| P 1 4 2 0 |
Only |
AIR pump switchover valve |
AIR pump switchover valve (Y32) |
23 22.0 |
| P 1 4 5 3 |
Only |
AIR relay module |
AIR relay module (K17), relay module (K40) or passenger-side fuse and relay module box (K40/4) |
23 21.0 |
| P 1 4 9 1 |
|
|
Refrigerant pressure in A/C system too high |
Check automatic A/C system. |
| P 1 5 1 9 |
|
Adjustable camshaft timing solenoid |
Adjustable camshaft timing solenoid (Y49) (logic chain) |
23 26.0 |
| P 1 5 2 5 |
|
Adjustable camshaft timing solenoid |
Adjustable camshaft timing solenoid (Y49) |
23 25.0 |
| P 1 5 4 2 |
|
Pedal value sensor |
Pedal value sensor (B37) |
25 1.0 , 2.0 |
| P 1 5 7 0 |
|
CAN signal from DAS control module to engine control module |
A. Start attempted with "locked" DAS
B. CAN signal from DAS control module (N54/1) to engine control module (N3/10) interrupted.
C. Engine control module (ME-SFI) and DAS control module are not compatible. |
User error,
Check correct operation of DAS, see DM, Body and Accessories, Vol. 1,
23 33.0 ,
Check control modules and control module part no.'s |
| P 1 5 8 0 |
|
EA/CC/ISC actuator |
EA/CC/ISC actuator (M16/1) |
25 3.0 - 4.0 |
| P 1 5 8 4 |
|
Stop lamp switch |
Stop lamp switch (S9/1) |
Test ETS, ASR, see DM, Chassis & Drivetrain, Vol. 3, Section 9.3 |
| P 1 6 0 3 |
|
CAN signal from EIS |
CAN failure |
23 33.0 |
| P 1 6 0 5 |
|
|
Poor road/traction condition recognition signal (via comparison of VSS rpm signals) |
Test ASR/ESP, see DM, Chassis and Drivetrain, Vol. 3, Section 9.3, 10.2 |
| P 1 6 4 2 |
|
|
Engine control module incorrectly coded (coded for MT, vehicle has AT) |
Check version coding and correct. |
| P 1 6 4 3 |
|
|
Engine control module incorrectly coded (coded for MT, vehicle has AT)
or
No CAN transmission from transmission control module (N15/3) |
Check version coding and correct. |
| P 1 6 4 4 |
|
|
Transmission version can not be checked due to low voltage at transmission control module (N15/3) |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2. |
| P 1 7 4 7 |
|
CAN signal from ETC |
A. CAN failure: Transmission protection malfunction from transmission control module (N15/3)
B. CAN failure: Instrument cluster |
Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2.
Test instrument cluster (A1), see DM, Body & Accessories, Vol. 1 |
| 1) Observe Preparation for Test, see 22 . |
| |
Printable version
