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. 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 80 ° C. Trip Engine running for 20 minutes, Engine temperature - 7° C, Engine speed 500 rpm, All emission related logic chain functions already 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 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 at idle speed is ± 1.0 milliseconds (injection duration) and at partial load the factor is 0.77 - 1.28. After repair work is performed, the engine control module ME 1.0 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). The following vehicle version data must be determined for coding: Vehicle model, Catalytic converter (TWC), Non-catalytic converter (non-TWC), Country version. Note regarding drive authorization system (DAS) stage 2 and stage X: Vehicles with ME-SFI are equipped with a drive authorization system (DAS). The activation/deactivation of the drive authorization system takes place from the RCL control module (stage 2) or from the DAS control module (stage X) via CAN data bus to the engine contro9l module (ME-SFI). After activating the drive authorization system, the engine control module renders the fuel injection system inoperative. On vehicles till 05/96 a drive authorization system stage 2 is installed. This drive authorization system can only be activated/deactivated with the IR transmitter or the master key. On vehicles as of 06/96 a drive authorization system stage X is installed. The activation or deactivation is accomplished with transponder technology via the ignition key. As soon as the ignition key is turned in the steering lock the DAS control module receives a signal and the fuel injection system is made operative via the CAN data bus. The engine control module and the RCL or the DAS control module are "locked" 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 and RCL or DAS control modules from one vehicle to another is not possible! If an exchange engine control module is installed for test purposes, only 40 start attempts can be perfromed before the engine and RCL or DAS control modules "lock" 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 actuators: The end stops of the throttle valves are 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 throttle position must be determined and recorded. After connecting the new engine control module 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). Requirements for learning process: Selector lever in position P/N, Vehicle at rest, 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 the engine control module after interruption of voltage supply, circuit 30: If a rough running engine is noticed after a voltage interruption, the following conditions must be met: Engine coolant temperature approx. 80 oC, Drive vehicle on dynamometer in selector lever position 4 or on the road in selector lever position 3. Increase engine rpm to approx. 3500 rpm and then coast until engine rpm is approx. < 1200 rpm. Repeat procedure at least 3 times. 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 proceed as follows: 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 regarding activation of CHECK ENGINE MIL With combustion misses (e.g. ignition or fuel mixture) the CHECK ENGINE MIL is activated intermitantly (blinking). Affected are the DTC's P 0 3 0 0 to P 0 3 0 8 . With all other malfunctions, the MIL is iluminated continuously. Notes regarding CKP sensor (L5) adaption After the replacement of the ME-SFI control module and for the uneven running engine test, the toothed wheel sensor (CKP sensor) adaption must be performed as follows: ECT approx. 70°C Drive vehicle with transmission selector lever in 3rd gear Increase engine rpm to 3500 rpm and then coast until engine rpm attains 1200 rpm. After the replacement of the CKP sensor (L5), the starter ring gear or the replacement of the engine, the toothed wheel sensor (CKP sensor) adaption must be first reset using the HHT, then perform the driving cycle as indicated above. 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) Upon replacement of the engine control module it 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 1. Connect Hand-Held Tester to data link connector (DTC readout) (X11/4) according to connection diagram (see 11 /7) 2. Ignition: ON 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 failure was recognized. Before starting with test observe Trouble Code Description .

DTC		Possible cause		DTC Description	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)	13 1	23 4.0 - 5.0
P 0 1 0 5		MAP circuit malfunction	Pressure sensor (B28)	13 2	23 6.0
P 0 1 1 0		IAT circuit malfunction	IAT sensor (B17)	13 3	23 9.0
P 0 1 1 5		ECT circuit malfunction	ECT sensor (B11/4)	13 4	23 8.0
P 0 1 2 0		Throttle position circuit malfunction	Actual value potentiometer in EA/CC/ISC actuator (M16/1)	13 5	25 6.0
P 0 1 3 0		O2S 1 circuit malfunction, bank 1 (right)	Right O2S 1 (before TWC) (G3/4)	13 6	23 12.0
P 0 1 3 3		O2S 1 circuit slow response, bank 1 (right)	A Right O2S 1 (before TWC) (G3/4), ageing correction value exceeded B Right O2S 1 (before TWC) (G3/4), ageing time period too long	13 7	23 12.0
P 0 1 3 5		O2S 1 heater circuit malfunction, bank 1 (right)	Right O2S 1 heater (before TWC) (G3/4)	13 8	23 13.0
P 0 1 3 6		O2S 2 circuit malfunction, bank 1 (right)	Right O2S 2 (after TWC) (G3/6)	13 6	23 15.0
P 0 1 4 1		O2S 2 heater circuit malfunction, bank 1 (right)	Right O2S 2 heater (after TWC) (G3/6)	13 8	23 16.0
P 0 1 5 0		O2S 1 circuit malfunction, bank 2 (left)	Left O2S 1 (before TWC) (G3/3)	13 6	23 11.0
P 0 1 5 3		O2S 1 circuit slow response, bank 2 (left)	A Left O2S 1 (before TWC) (G3/3), ageing correction value exceeded B Left O2S 1 (before TWC) (G3/3), ageing time period too long	13 7	23 11.0
P 0 1 5 5		O2S 1 heater circuit malfunction, bank 2 (left)	Left O2S 1 heater (before TWC) (G3/3)	13 8	23 13.0
P 0 1 5 6		O2S 2 circuit malfunction, bank 2 (left)	Left O2S 2 (after TWC) (G3/5)	13 6	23 14.0
P 0 1 6 1		O2S 2 heater circuit malfunction, bank 2 (left)	Left O2S 2 heater (after TWC) (G3/5)	13 8	23 16.0
P 0 1 7 0		Fuel trim malfunction	A Self adaptation of fuel mixture "partial load" of right cylinder bank at limit from engine control module (N3/10). B Self adaptation of fuel mixture "CTP" of right cylinder bank at limit from engine control module (N3/10).	13 9	Intake air leak, injectors, diaphragm pressure regulator, engine wear.
P 0 1 7 3		Fuel trim malfunction	A Self adaptation of fuel mixture "partial load" of left cylinder bank at limit from engine control module (N3/10). B Self adaptation of fuel mixture "CTP" of left cylinder bank at limit from engine control module (N3/10).	13 9	Intake air leak, injectors, diaphragm pressure regulator, engine wear.
P 0 2 0 1		Injector circuit malfunction - cyl. 1	Injector (Y62y1) - cylinder 1	13 10	23 17.0
P 0 2 0 2		Injector circuit malfunction - cyl. 2	Injector (Y62y2) - cylinder 2	13 10	23 18.0
P 0 2 0 3		Injector circuit malfunction - cyl. 3	Injector (Y62y3) - cylinder 3	13 10	23 19.0
P 0 2 0 4		Injector circuit malfunction - cyl. 4	Injector (Y62y4) - cylinder 4	13 10	23 20.0
P 0 2 0 5		Injector circuit malfunction - cyl. 5	Injector (Y62y5) - cylinder 5	13 10	23 21.0
P 0 2 0 6		Injector circuit malfunction - cyl. 6	Injector (Y62y6) - cylinder 6	13 10	23 22.0
P 0 2 0 7		Injector circuit malfunction - cyl. 7	Injector (Y62y7) - cylinder 7	13 10	23 23.0
P 0 2 0 8		Injector circuit malfunction - cyl. 8	Injector (Y62y8) - cylinder 8	13 10	23 24.0
P 0 3 0 0		Random misfire detected	A Random misfire B Random misfire, TWC damaging	13 11	Smooth running Sensor gear adaption Mixture adaptation Fault freeze frame data readout using HHT
P 0 3 0 1		Cylinder 1 misfire detected	A Cylinder 1 misfire B Cylinder 1 misfire, TWC damaging	13 11	24 22.0 24 30.0 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	13 11	24 23.0 24 30.0 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	13 11	24 24.0 24 30.0 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	13 11	24 25.0 24 30.0 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	13 11	24 26.0 24 30.0 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	13 11	24 27.0 24 30.0 36 1.0 - 2.0 Compression pressure
P 0 3 0 7		Cylinder 7 misfire detected	A Cylinder 7 misfire B Cylinder 7 misfire, TWC damaging	13 11	24 28.0 24 30.0 36 1.0 - 2.0 Compression pressure
P 0 3 0 8		Cylinder 8 misfire detected	A Cylinder 8 misfire B Cylinder 8 misfire, TWC damaging	13 11	24 29.0 24 30.0 36 1.0 - 2.0 Compression pressure
P 0 3 2 5		KS 1 circuit malfunction (right side of engine)	Right KS 1 (A16g1)	13 12	Wiring, connector, A16 g1
P 0 3 3 0		KS 2 circuit malfunction (left side of engine)	Left KS 2 (A16g2)	13 12	Wiring, connector, A16 g2
P 0 3 3 5		CKP sensor circuit malfunction	CKP sensor (L5)	13 13	24 12.0
P 0 3 4 1		CMP sensor circuit range/performance	Camshaft Hall-effect sensor (B6/1)	13 14	24 13.0
P 0 4 1 0	Only	Air injection system malfunction	AIR system malfunction (logic chain)	13 15	23 25.0 - 26.0
P 0 4 2 2		TWC efficiency below threshold, right	Right TWC efficiency below threshold	13 16	Replace right TWC
P 0 4 3 2		TWC efficiency below threshold, left	Left TWC efficiency below threshold	13 16	Replace left TWC
P 0 4 4 0	Only Mod.140/210 and 129 as of 09/97	EVAP system malfunction	EVAP leaking (logic chain)	13 17	23 31.0 - 33.0
P 0 4 4 1		EVAP system incorrect purge flow	EVAP not functioning	13 18	23 31.0 - 32.0
P 0 4 4 2	Only Mod. 140/210 and 129 as of 09/97	EVAP system leak detected (small leak)	EVAP system, small leak	13 17	23 33.0
P 0 4 4 3		EVAP system purge control valve circuit malfunction	Purge control valve (Y58/1)	13 19	23 31.0
P 0 4 4 6	Only Mod. 140/210 and 129 as of 09/97	EVAP system vent control malfunction	A Charcoal canister shut-off valve, output stage B Charcoal canister shut-off valve (Y58/4)	13 20	23 31.0 23 33.0 23 35.0 23 34.0
P 0 4 5 0	Only Mod. 140/210 and 129 as of 09/97 Only Model 129 up to 08/97	EVAP system pressure sensor malfunction	Fuel tank pressure sensor (B4/3) Purge monitoring pressure sensor (B4/4)	13 21 13 22	23 35.0 Charcoal canister plugged. 23 36.0
P 0 4 5 5	Only Mod. 140/210 and 129 as of 09/97	EVAP system leak detected (large leak)	EVAP system, large leak Fuel tank press. sensor (B4/3)	13 17 13 21	23 33.0 23 35.0
P 0 4 6 2		Fuel level sensor circuit low input	Fuel tank level too low		Fill fuel tank
P 0 5 0 0		VSS sensor malfunction	A VSS left front B VSS left rear	13 23	25 8.0 25 9.0
P 0 5 0 7		ISC rpm higher than expected	Idle control system	13 24	25 4.0 - 7.0
P 0 5 6 0		System voltage malfunction	Voltage supply to engine control module (N3/10)	13 25	23 1.0 - 3.0
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)	13 26	23 37.0
P 0 6 0 4		Internal control module random Access memory (RAM) error	A Control module B Control module		(N3/10)
P 0 6 0 5		Internal control module random Access memory (RAM) error	Engine control module (N3/10)		(N3/10)
P 0 7 0 0		Transmission control system malfunction	Read DTC memory of transmission control module	13 27 13 28	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	13 29 13 30	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	13 31	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	13 32	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	13 33	Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2.
P 0 7 4 0		Torque converter clutch system malfunction	Read DTC memory of transmission control module	13 34	Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2.
P 0 7 4 3		Torque converter clutch system electrical	Read DTC memory of transmission control module	13 35	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	13 36 13 37	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	13 38	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	13 39	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	13 40	Test ETC, see DM, Chassis & Drivetrain, Vol. 1, section 2.
P 0 8 0 9		Angle deviation between camshaft and crankshaft	Angle deviation between camshaft and crankshaft		Check basic adjustment of camshaft
P 1 1 6 3		Oil level switch	Oil level switch (S43)		23 39.0
P 1 1 8 6		Fuel safety shut-off recognized	EA/CC/ISC actuator (M16/6)		25 3.0 - 4.0, EA/CC/ISC actuator (M16/6) sticks or jammed, Check intake system for residue.
P 1 3 8 6		Knock sensor control from ECM (N3/10) at end stop	Knock sensor control in engine control module (N3/10) hardware failure	13 41	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)	13 42	23 26.0
P 1 4 5 3	Only	AIR relay module	AIR relay module (K17)	13 42	23 25.0
P 1 5 1 9		Right adjustable camshaft timing solenoid	Right adjustable camshaft timing solenoid (Y49/2) (logic chain)	13 43	23 28.0
P 1 5 2 2		Left adjustable camshaft timing solenoid	Left adjustable camshaft timing solenoid (Y49/1) (logic chain)	13 43	23 27.0
P 1 5 2 5		Right adjustable camshaft timing solenoid	Right adjustable camshaft timing solenoid (Y49/2)	13 44	23 30.0
P 1 5 3 3		Left adjustable camshaft timing solenoid	Left adjustable camshaft timing solenoid (Y49/1)	13 44	23 29.0
P 1 5 4 2		Pedal value sensor	Pedal value sensor (B37)	13 45	25 4.0 - 5.0
P 1 5 7 0 2)		A. Start attempt performed with RCL locked B. CAN signal from DAS control module to engine control module C. Engine control module (ME-SFI) and DAS control module are not compatible	A. Start attempt performed with RCL locked. 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.		Check for correct operation of DAS, DM, Body and Accessories, Vol. 2, section 4.8 Check control modules and part no.
P 1 5 8 0		EA/CC/ISC actuator	EA/CC/ISC actuator (M16/1)	13 46	25 7.0
P 1 5 8 4		Stop lamp switch	Stop lamp switch (S9/1)		26 2.0
P 1 6 0 5		Body acceleration sensor	Body acceleration sensor (B24) (up to 05/96) Poor road/traction condition recognition signal (via comparison of VSS rpm signals) (as of 06/96)	13 47	23 42.0 Test ASR/ESP see DM, Chassis and Drivetrain, Vol. 3, Section 9, 10
P 1 7 4 7		CAN signal from ETC	CAN signal from ETC (N15/3) interrupted	13 26	23 37.0

1) Observe Preparation for Test, see 22 . 2) The DTC PI 570 can be displayed on model 140 vehicles produced between 09/95 and 11/95 even if no malfunction is present.