| > 1 |
|
Hot film MAF sensor (B2/5) |
| 1 |
OBD trouble code |
P 0 1 0 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Hot film MAF sensor signal threshold values |
| 5 |
Lower threshold value
Upper threshold value
Plausibility
Test duration per threshold value |
approx. 0.4 V
approx. 6 V
The air mass can not deviate more than approx. 130% from the theoretically required air mass (stored map, engine rpm dependent)
< 5 seconds |
| > 2 |
|
Pressure sensor (B28) |
| 1 |
OBD trouble code |
P 0 1 0 5 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Pressure sensor signal threshold value (intake manifold pressure) |
| 5 |
Lower threshold value
Upper threshold value
During deceleration
Test duration per threshold value |
approx. 0.27 V
approx. 4.9 V
> approx. 2.5 V
< 5 seconds |
| > 3 |
|
IAT sensor (B17) |
| 1 |
OBD trouble code |
P 0 1 1 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Intake air temperature threshold values |
| 5 |
Lower threshold value
Upper threshold value
Test duration per threshold value |
> 300 k  (approx. -50 oC)
< 150 (approx. +125 oC)
< 1 second |
| 6 |
Note |
In case of a fault driving continues with the substitude value of +20 oC. If the signal is plausible again, a switchover to the signal of the IAT sensor occurs. |
| > 4 |
|
ECT sensor (B11/4) |
| 1 |
OBD trouble code |
P 0 1 1 5 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Engine coolant temperature threshold values |
| 5 |
Lower threshold value
Upper threshold value
Test duration per threshold value
Plausibility |
> 50 k (approx. -38 oC)
< 50 (approx. +160 oC)
< 1 second
The temperature rise after the cold start is compared to a stored temperature pattern (map). After a predetermined time a temperature of at least +38 oC must be reached. |
| |
Note |
In case of a fault driving continues with the substitude value from the temperature pattern. If the signal is again plausible, a switchover to the signal of the ECT sensor occurs. |
| 5 |
|
Actual value potentiometer in EA/CC/ISC actuator (M16/1) |
| 1 |
OBD trouble code |
P 0 1 2 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Threshold value of potentiometers M16/1r1 or M16/1r2 |
| 5 |
Reference potentiometer M16/1r1
Lower threshold value
Upper threshold value
Actual value potentiometer M16/1r2
Lower threshold value
Upper threshold value |
<0.355 V
>4.765 V
<0.295 V
>4.63 V |
| > 6 |
|
O 2 sensor signal |
| 1 |
OBD trouble code |
P 0 1 3 0 Right O2S 1 (before TWC) (G3/4)
P 0 1 3 6 Right O2S 2 (after TWC) (G3/6)
P 0 1 5 0 Left O2S 1 (before TWC) (G3/3)
P 0 1 5 6 Left O2S 2 (after TWC) (G3/5) |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
A. O2 sensor signal threshold value
B. Change of O2 sensor condition |
| 5 |
A. O2 sensor signal threshold value
Lower threshold value
Upper threshold value
Test duration
B. Change of O2 sensor condition |
< - 0.15 V
>1.5 V
< 5 seconds
After approx. 220 seconds with energized O2 sensor heater, the O2 sensor signal must not remain longer than 5 seconds in the voltage window of 0.4 - 0.6 V. |
| 6 |
Prerequisite for test |
- Engine speed approx. 1000 - 2000 rpm
- Load approx. 15 - 50%
- TWC temperature > approx. 300 oC
- Lambda control released |
| 7 |
Note |
All electricaal connection faults of the O2 sensors before TWC or after TWC (open or short circuit towards ground or battery voltage) are recognized with this test. |
| > 7 |
|
A. O2 sensor ageing correction value exceeded
B. O2 sensor ageing time period too long |
| 1 |
OBD trouble code |
P 0 1 3 3 Right O2S 1 (before TWC) (G3/4)
P 0 1 5 3 Left O2S 1 (before TWC) (G3/3) |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
A. Correction value exceeded
B. Time period too long |
| 5 |
A. Correction value threshold value
B. Time period threshold value
Test duration |
Approx. ± 1.2 seconds
> approx. 5 seconds (average value from 15 measurements)
< 80 seconds |
| 6 |
Prerequisite for test |
- Engine speed approx. 1000 - 2000 rpm
- Load approx. 15 - 50%
- TWC temperature > approx. 300 oC
- Lambda control released
- No fault with TWC operation
- No fault with O2 sensor heater |
| 7 |
Test sequence |
The O2 sensors after the TWC are required for the monitoring of the catalyst effectiveness and improvement of the lambda control (two sensor control).
The lambda mean value is established from O2 sensor signals and from it a correction value is determined for the lambda control. With the correction value (value for new O2 sensor approx. 0) the aging of the O2 sensor before the TWC is compensated for in a certain degree. If the correction value exceeds the threshold value the O2 sensor before the TWC must be replaced. Additionally, the time period of the O2 sensor signal is evaluated. |
| 8 |
Note |
Time period of the O2 sensor before TWC too long: O2 sensor after TWC is no longer monitored.
Correction value of the O2 sensor before TWC exceeded: O2 sensor after TWC is further monitored.
If faults are recognized simultaneously for the O2 sensor before TWC and after TWC, only the O2 sensor after TWC is defective in most cases. |
| > 8 |
|
O2 sensor heater |
| 1 |
OBD trouble code |
P 0 1 3 5 Right O2S 1 (before TWC) (G3/4)
P 0 1 4 1 Right O2S 2 (after TWC) (G3/6)
P 0 1 5 5 Left O2S 1 (before TWC) (G3/3)
P 0 1 6 1 Left O2S 2 (after TWC) (G3/5) |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Calculated resistance value of O2 sensor heater |
| 5 |
Lower threshold value
Upper threshold value |
< approx. 2.0 (corresponds to approx. 6 A at 12 V)
> approx. 9.2 (corresponds to approx. 1.3 A at 12 V) |
| 6 |
Note |
The O2 sensor heater of the O2 sensor before TWC and after TWC are connected in parallel. |
| 7 |
Prerequisite for test |
O2 sensor heater ON and heating period of approx. 220 seconds expired. |
| > 9 |
|
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) |
| 1 |
OBD trouble code |
P 0 1 7 0 Right cylinder bank
P 0 1 7 3 Left cylinder bank |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
The DTC storage takes place immediately
Activation of the CHECK ENGINE MIL takes place after two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Self-adaptation of fuel mixture threshold value |
| 5 |
A. CTP threshold value
B. Partial load threshold value |
Approx. ± 1.0 ms (corresponds to approx. 20% of the injection duration at idle)
0.77 - 1.28 factor |
| 6 |
Note |
In order to obtain a new value for the self-adaptation of the fuel mixture a trip of approx. 30 minutes is required. When starting the engine the ECT must be < 60 oC. |
| > 10 |
|
Injectors (Y62) |
| 1 |
OBD trouble code |
P 0 2 0 1  P 0 2 0 8 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Current or voltage test at the individual injector |
| 5 |
Current draw threshold value
Voltage threshold value
Test duration |
> 4.2 A
< 2.5 V
< 5 seconds |
| 6 |
Note |
The activation of each injector is tested for open and short circuit (towards ground or battery).
In case of a fault the final stage is immediately no longer activated.
With a short towards ground the corresponding injector remains continuously open. |
| > 11 |
|
A. Misfire
B. Misfire, TWC damaging |
| 1 |
OBD trouble code |
P 0 3 0 0 Misfires
P 0 3 0 1 P 0 3 0 8 Misfire, assigned to individual cylinder |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
A. Misfire (emission limit)
Ignition misfire within 1000 engine revolutions.
CHECK ENGINE MIL is activated after two consecutive trips with fault
B. Misfire "TWC damaging"
Ignition misfire within 200 engine revolutions.
CHECK ENGINE MIL is activated intermittant (blinking) immediately with ignition misfire. |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Number of recognized ignition misfires (recognition via engine smooth running evaluation) |
| 5 |
Threshold values |
A. > approx. 20 misfires within 1000 engine revolutions
B. > approx. 6 misfires within 200 engine revolutions (map dependent from engine rpm and load) |
| 6 |
Prerequisite for test |
- Engine speed approx. 500 - 4000 rpm
- Load change < 100% per second
- Engine was started at least 5 seconds previously
- No ESP control function
- VSS adaptation during deceleration already took place
- Body acceleration sensor signal below threshold value (approx. 0.5 g)
- No fault signal from camshaft Hall-effect sensor
- No transmission range change
- No deceleration shut-off |
| 7 |
Note |
If the threshold value for misfire "TWC damaging" is exceeded, the CHECK ENGINE MIL blinks immediately. If too many misfires occur on one cylinder, this cylinder is turned off (cylinder selective fuel shut-off). After turning off effected cylinders the CHECK ENGINE MIL changes from blinking to continuous activation after the next engine start. If ignition misfires are recognized with a low fuel tank level (fuel reserve indicator lamp ON) the DTC P 0 4 6 2 is indicated. Combustion misfires caused by lack of fuel are recognized via this additional information. |
| > 12 |
|
Knock sensor (A16) |
| 1 |
OBD trouble code |
P 0 3 2 5 Right KS 1 (A16g1)
P 0 3 3 0 Left KS 2 (A16g2) |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Knock sensor signal (in engine control module (ME-SFI) calculated comparison value) |
| 5 |
Lower threshold value
Upper threshold value |
Approx. 0.19 V
Approx. 4.98 V |
| 6 |
Prerequisite for test |
- Engine at operating temperature
- Engine speed > 3600 rpm
- Load > 40%
- Knock control not activated |
| 7 |
Note |
The safety retard adjustment occurs on all cylinders in case of a fault. |
| > 13 |
|
CKP sensor (L5) |
| 1 |
OBD trouble code |
P 0 3 3 5 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
CKP sensor signal (counting of teeth on flywheel) |
| 5 |
Lower threshold value
Upper threshold value
Test duration |
(60 - 2 teeth) - 1 tooth
(60 - 2 teeth) + 1 tooth
< 5 seconds |
| > 14 |
|
Camshaft Hall-effect sensor (B6/1) |
| 1 |
OBD trouble code |
P 0 3 4 1 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Camshaft Hall-effect sensor signal |
| 5 |
Plausibility
No signal
Number |
The signal must change within 2 engine revolutions from 0 - 1 to 1 - 0
Maximum 1 signal change per engine revolution |
| 6 |
Prerequisite for test |
- Engine revolutions 25 - 6300 rpm
- No CKP sensor fault |
| > 15 |
|
AIR system malfunction (logic chain) |
| 1 |
OBD trouble code |
P 0 4 1 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
O2 sensor signal before TWC |
| 5 |
Threshold value
Test duration |
Lambda control factor approx. + 25% ("rich" stop)
< 15 seconds |
| 6 |
Prerequisite for test |
- Engine at CTP (idle)
- Vehicle standing still
- AIR pump activated at least once after starting engine
- No fault for voltage supply of purge switchover valve, AIR pump switchover valve and electrical AIR pump or electromagnetic AIR pump clutch
- No fault in purge system
- No fault of EA/CC/ISC actuator
- No combustion misfire
- No fault of O2 sensor before TWC aging
- No fault in CAN data bus
- Self-adaptation of fuel mixture not at threshold value
- Atmospheric pressure above approx. 780 mbar (e.g. no test is performed above approx. 2500 m altitude)
- Engine coolant temperature < approx. 90oC
- Lambda control released |
| 7 |
Note |
If a prerequisite changes during the test, the test is canceled and started later again. |
| 8 |
Test sequence |
With the start of the logic chain all functions for the automatic mixture adaptation are blocked, the purge switchover valve is closed and the actual lambda control factor is recorded.Subsequently AIR injection takes place. The mixture must become leaner. Correspondingly the lambda control factor reacts with an increase of approx. + 25%. |
| > 16 |
|
TWC efficiency below threshold |
| 1 |
OBD trouble code |
P 0 4 2 2 Right
P 0 4 3 2 Left |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage ratio (amplitudes) O2 sensor signal after TWC to O2 sensor signal before TWC |
| 5 |
Threshold value
Test duration |
O2 sensor signal after TWC maximum 50% of O2 sensor signal before TWC
(at more than 2 of 9 measurements)
Approx. 210 seconds |
| 6 |
Prerequisite for test |
- Engine speed approx. 900 - 2000 rpm
- Load approx. 10% to 45%
- TWC temperature > approx. 350 oC
- Lambda control released and lambda > 0.4
- No fault in O2 sensors (signal, heater, aging)
- No combustion misfire |
| 7 |
Note |
The TWC is evaluated via its oxygen storage capability. Within the specified engine speed and load range several measurements must take place.The results are compared with a map and if necessary a fault is recognized.
The amplitude of the O2 sensor voltage after TWC can be at the most half as large as the amplitude of the O2 sensor voltage before TWC (Note: If, for example, no monolith would be installed in the TWC, the O2 sensor signals before and after the TWC would be identical).
If the DTCs for the catalyst and the O2 sensor before TWC are displayed simultaneously, replace the
O2 sensor before TWC first.
If subsequently no TWC fault is displayed any more, the effectiveness of the TWC is slightly reduced but it does not have to be replaced at this time. |
| > 17 |
|
EVAP system (logic chain) Model 140/210 only, Model 129 as of 09/97 |
| 1 |
OBD trouble code |
P 0 4 4 0 leaking
P 0 4 4 2 small leak
P 0 4 5 5 large leak |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Fuel tank pressure sensor pressure values |
| 5 |
Large leak test
Small leak test
Test duration |
A vacuum buildup of 0.3 mbar per second can not be obtained.
With the system closed, the vacuum loss is larger than approx. 15% of the vacuum obtained at the large leak test.
< 30 seconds |
| 6 |
Prerequisite for test |
- Engine at CTP (idle)
- Vehicle standing still
- The time purge system is inoperative after starting engine has elapsed (approx. 16 minutes)
- Lambda control released
- Air injection not active
- Atmospheric pressure above approx. 780 mbar (e.g. no test is performed above approx. 2500 m altitude)
- Charcoal canister only slightly saturated
- Lambda reading during the test > approx. 0.9
- With the fuel reserve indicator lamp ON or full tank only the large leak test takes place
- Severe sloshing of fuel in the tank (inadmissible pressure fluctuations), the fuel tank pressure sensor (B4/3) recognizes it and interrupts the test
- No fault at activated charcoal canister shut-off valve
- No fault at fuel tank pressure sensor |
| 7 |
Note |
With defective fuel tank pressure sensor, DTC P 0 4 5 5 is displayed |
| > 18 |
|
EVAP not functioning |
| 1 |
OBD trouble code |
P 0 4 4 1 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Pressure variations in line from charcoal canister to purge control valve |
| 5 |
Fault
Test duration |
Pressure deviation difference less than approx. 50 mbar
< 15 seconds |
| 6 |
Prerequisite for test |
- Engine at CTP (idle)
- Load approx. 10 - 25%
- Activation of purge control valve with an on-off ratio between approx. 5 - 25% |
| > 19 |
|
Purge control valve |
| 1 |
OBD trouble code |
P 0 4 4 3 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Voltage and current at purge control valve |
| 5 |
Threshold values
Short circuit to ground
Short circuit to approx. + 12 V
Open circuit |
Voltage < 4 V
Current > approx. 4.2 A
No voltage (approx. 4 V - 8 V) |
| > 20 |
|
A. Charcoal canister shut-off valve, output stage
B. Charcoal canister shut-off valve Model 140/210 only, Model 129 as of 09/97
|
| 1 |
OBD trouble code |
P 0 4 4 6 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Voltage supply at charcoal canister shut-off valve and fuel tank pressure |
| 5 |
Voltage supply threshold values
Short circuit to ground
Short circuit to approx. + 12 V
Open circuit
Fuel tank pressure
Test duration |
Voltage < 4 V
Current > approx. 4.2 A
No voltage (approx. 4 V - 8 V)
> approx. 3.5 mbar
< 10 seconds |
| 6 |
Note |
With closed charcoal canister shut-off valve at least approx. 3.5 mbar vacuum must be registered by the fuel tank pressure sensor. |
| > 21 |
|
Fuel tank pressure sensor (B4/3) Model 140/210 only, Model 129 as of 09/97 |
| 1 |
OBD trouble code |
P 0 4 5 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Fuel tank pressure sensor (B4/3) signal |
| 5 |
A.
Upper threshold value
Lower threshold value
Test duration |
> approx. 4.7 V (corresponds to approx. 35 mbar pressure)
< approx. 0.1 V (corresponds to approx. 60 mbar vacuum)
10 seconds |
| 6 |
Prerequisite for test |
- The time purge system is inoperative after starting engine has elapsed (approx. 10 seconds) |
| 7 |
Note |
Map for fuel tank pressure sensor (B4/3): - 50 mbar approx. 0.5 V; 0 mbar approx. 3.0 V;
+ 30 mbar approx. 4.5 V |
| 8 |
B.
Lower threshold value
Upper threshold value
Test duration |
approx. 0.27 V
approx. 4.9 V
< 5 seconds |
| > 22 |
|
Purge monitoring pressure sensor (B4/4) Model 129 only, up to 08/97 |
| 1 |
OBD trouble code |
P 0 4 5 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Purge monitoring pressure sensor (B4/4) signal |
| 5 |
A.
Upper threshold value
Lower threshold value
Test duration |
> approx. 4.7 V (corresponds to approx. 35 mbar pressure)
< approx. 0.1 V (corresponds to approx. 60 mbar vacuum)
10 seconds |
| 6 |
Prerequisite for test |
- The time purge system is inoperative after starting engine has elapsed (approx. 10 seconds) |
| 7 |
B.
Lower threshold value
Upper threshold value
Test duration |
approx. 0.27 V
approx. 4.9 V
< 5 seconds |
| > 23 |
|
A. VSS left front
B. VSS left rear |
| 1 |
OBD trouble code |
P 0 5 0 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
Storage of DTC after two consecutive trips with fault
No activation of CHECK ENGINE MIL |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
A. VSS left front
B. VSS left rear |
| 5 |
Threshold value
Test duration
Plausibility
Test duration |
The VSS (digital signal from ESP control module) must be recognized as of approx. 12 km/h
< 5 seconds
As of approx. 40 km/h is valid: Speed front minus speed rear < ± 30 km/h
< 30 seconds |
| 6 |
Prerequisite for test |
- Engine speed approx. 2500 - 4500 rpm
- Loag > approx. 40%
- Transmission range D |
| 7 |
Note |
The wheel revolutions are registered and evaluated by the ESP control module. The engine control module (ME-SFI) receives a processed digital speed signal.
After DTC recognition (e.g. driving on a dynamometer) the DTC memory of the ME and ESP control modules must be read. |
| > 24 |
|
Idle speed control system |
| 1 |
OBD trouble code |
P 0 5 0 7 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Engine rpm |
| 5 |
Upper threshold value
Lower threshold value
Test duration |
Nominal value + 300 rpm
Nominal value - 250 rpm
< 30 seconds
If the actuation of the actuator motor in the EA/CC/ISC actuator is changed by the engine control module the new nominal value must be obtained within approx. 25 seconds. |
| 6 |
Prerequisite for test |
- Engine temperature > approx. 20 oC
- Automatic A/C OFF
- Vehicle standing still |
| > 25 |
|
Voltage supply to engine control module (N3/10) |
| 1 |
OBD trouble code |
P 0 5 6 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Battery voltage |
| 5 |
Lower threshold value
Upper threshold value
Test duration |
approx. 8 V
approx. 17.5 V
< 5 seconds |
| 6 |
Prerequisite for test |
- Waiting time of approx. 180 seconds after starting engine elapsed |
| > 26 |
|
CAN bus interrupted |
| 1 |
OBD trouble code |
P 0 6 0 0 CAN from ESP control module
P 1 7 4 7 CAN from ETC control module |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
CAN communications |
| 5 |
Note
Test duration |
The data exchange between the control modules is monitored via the CAN element in the engine control module (ME-SFI).
< 15 seconds |
| > 27 |
|
Transmission range implausible or transmission slips |
| 1 |
OBD trouble code |
P 0 7 0 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Calculated transmission ratios outside tolerance |
| 5 |
Permissible ratios
Test duration |
1.986 - 2.389 2nd gear
1.355 - 1.455 3rd gear
0.970 - 1.030 4th gear
0.476 - 0.536 5th gear (calculated value)
1.726 - 2.126 reverse gear
< 2 seconds |
| 6 |
Prerequisite for test |
- Engine speed > 400 rpm
- Output shaft speed > 150 rpm (> approx. 20 km/h)
- No gear change |
| 7 |
Test sequence |
If no gear change occurs, the ETC control module recognizes the engaged driving range on the gear ratio. If the gear ratio is outside the tolerance or the driving range is implausible the modulating pressure is adjusted to its highest value after approx. 0.5 seconds. Remains the gear ratio outside the tolerance or the driving range implausible a fault is recognized after approx. 1 second. |
| 8 |
Note |
The gear ratios are calculated from the following values: rpm signal n2, rpm signal n3 and output shaft rpm (via rear wheel rpm).
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 5 1 ). |
| > 28 |
|
Command valve binds in pressure position |
| 1 |
OBD trouble code |
P 0 7 0 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Calculated transmission ratios outside tolerance |
| 5 |
Permissible ratios
Test duration |
1.986 - 2.389 2nd gear
1.355 - 1.455 3rd gear
0.970 - 1.030 4th gear
0.476 - 0.536 5th gear (calculated value)
1.726 - 2.126 reverse gear
< 2 seconds |
| 6 |
Prerequisite for test |
- Engine speed > 400 rpm
- Output shaft speed > 150 rpm (> approx. 20 km/h) |
| 7 |
Test sequence |
After each gear change process the shift pressure is slowly reduced. If shift components slip during pressure reduction, the command valve binds in the pressure position. Slipping shift components are recognized on the respective transmission ratio. |
| 8 |
Note |
The gear ratios are calculated from the following values: rpm signal n2, rpm signal n3 and output shaft rpm (via rear wheel rpm).
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 5 2 ) |
| > 29 |
|
ETC control module |
| 1 |
OBD trouble code |
P 0 7 0 2 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Failure in ETC control module
- CAN communication
- Impermissible version coding
- Internal memory (RAM, ROM, EEPROM) |
| 5 |
Note |
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 5 6  0 5 8 0 5 9 0 6 2 0 6 3 0 6 4 ) |
| > 30 |
|
Voltage supply to transmission solenoid valves |
| 1 |
OBD trouble code |
P 0 7 0 2 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage supply to transmission solenoid valves |
| 5 |
Lower threshold value
Upper threshold value |
< battery voltage - 2 V (longer than approx. 0.1 seconds)
> battery voltage + 2 V (longer than approx. 0.1 seconds) |
| 6 |
Test sequence |
The solenoid valves are supplied with battery voltage by the ETC control module. The difference between battery voltage and supply voltage to the solenoid valves is monitored by the ETC control module. |
| 7 |
Note |
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 1 0 ). |
| > 31 |
|
Voltage supply and function of RPM sensors |
| 1 |
OBD trouble code |
P 0 7 1 5 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
- voltage supply for RPM sensors
- RPM signal n2
- RPM signal n3 |
| 5 |
Voltage supply for RPM sensors
Lower threshold value
Upper threshold value
RPM signal n2, n3
Test duration |
< approx. 4.8 V
> approx. 7.2 V
Signals recognized and plausible
< 1 second |
| 6 |
Prerequisite for test
RPM signal n2
Prerequisite for test
RPM signal n3 |
- Engine speed > 450 rpm
- Right rear wheel revolutions > 250 rpm
- Left rear wheel revolutions > 250 rpm
- 3rd or 4th gear recognized
- Output shaft revolutions > 150 rpm (> approx. 20 km/h)
- No transmission range change |
| 7 |
Test sequence |
Starting at a certain engine and wheel rpm the RPM signals must be recognized.
For the RPM signal n3 the 3rd or 4th gear must be engaged additionally. |
| 8 |
Note |
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 1 1 0 1 2 0 1 3 ). |
| > 32 |
|
Fault recognition CAN: Left rear and right rear wheel rpm (from ESP) implausible or communication interrupted |
| 1 |
OBD trouble code |
P 0 7 2 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition
Test duration |
The ETC control module monitors the wheel rpm signal from the EPS control module via CAN data bus for plausibility.
< 1 second |
| 5 |
Note |
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 2 2 0 2 3 0 3 0 ). |
| > 33 |
|
Transmission range comparison (repeatedly) negative |
| 1 |
OBD trouble code |
P 0 7 3 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Comparison of recognized gear and engaged gear (calculated gear ratio) at least 6x negative. |
| 5 |
Prerequisite for test |
- 2nd, 3rd, 4th or 5th gear recognized
- Engine speed > 400 rpm
- Output shaft revolutions > 150 rpm
- No transmission range change |
| 6 |
Note |
The gear ratios are calculated from the following values: rpm signal n2, rpm signal n3 and output shaft rpm (via rear wheel rpm).
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 5 5 ) |
| > 34 |
|
Torque converter lock-up clutch |
| 1 |
OBD trouble code |
P 0 7 4 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Friction coefficient of torque converter lock-up clutch |
| 5 |
Test sequence |
With the torque converter lock-up clutch engaged the friction coefficient is calculated via rpm comparisons.
If it is several times out of tolerance a fault is recognized. |
| 6 |
Note |
Faults are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 5 3 ). |
| 35 |
|
PWM solenoid valve, torque converter lock-up |
| 1 |
OBD trouble code |
P 0 7 4 3 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
On-off ratio for activation of PWM solenoid valve |
| 5 |
Lower threshold value
Upper threshold value
Test duration |
< 5%
>94%
< 1 second |
| 6 |
Note |
Faults (open and short circuits) are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 0 5 ). |
| > 36 |
|
Modulating pressure regulating solenoid valve |
| 1 |
OBD trouble code |
P 0 7 4 8 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Activation of modulating pressure regulating solenoid valve |
| 5 |
Threshold values
Short circuit to ground
Lower threshold value, voltage
Upper threshold value, voltage
Lower threshold value, current
Upper threshold value, current
Test duration |
< 0.4 V
approx. 8.5 V
approx. 15 V
approx. 0.300 A
approx. 0.700 A
< 1 second |
| 6 |
Note |
Faults (activation, open and short circuits, short circuit in valve) are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 0 6 ). |
| > 37 |
|
Shift pressure regulating solenoid valve |
| 1 |
OBD trouble code |
P 0 7 4 8 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Activation of shift pressure regulating solenoid valve |
| 5 |
Threshold values
Short circuit to ground
Lower threshold value, voltage
Upper threshold value, voltage
Lower threshold value, current
Upper threshold value, current
Test duration |
< 0.4 V
approx. 8.5 V
approx. 15 V
approx. 0.300 A
approx. 0.700 A
< 1 second |
| 6 |
Note |
Faults (activation, open and short circuits, short circuit in valve) are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 0 7 ). |
| > 38 |
|
1-2/4-5 shift solenoid valve |
| 1 |
OBD trouble code |
P 0 7 5 3 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage supply |
| 5 |
Threshold values
Lower threshold value, voltage
Upper threshold value, voltage
Test duration |
approx. 8.5 V
approx. 15 V
< 1 second |
| 6 |
Note |
Faults (activation, open and short circuits, short circuit in valve) are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 0 2 ). |
| > 39 |
|
2-3 shift solenoid valve |
| 1 |
OBD trouble code |
P 0 7 5 8 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage supply |
| 5 |
Threshold values
Lower threshold value, voltage
Upper threshold value, voltage
Test duration |
approx. 8.5 V
approx. 15 V
< 1 second |
| 6 |
Note |
Faults (activation, open and short circuits, short circuit in valve) are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 0 3 ). |
| > 40 |
|
3-4 shift solenoid valve |
| 1 |
OBD trouble code |
P 0 7 6 3 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage supply |
| 5 |
Threshold values
Lower threshold value, voltage
Upper threshold value, voltage
Test duration |
approx. 8.5 V
approx. 15 V
< 1 second |
| 6 |
Note |
Faults (activation, open and short circuits, short circuit in valve) are recognized by the ETC control module and transmitted via the CAN data bus to the engine control module. Fault storage and activation of the CHECK ENGINE MIL is accomplished by the engine control module.
Additionally read ETC control module DTC memory, see Diagnostic Manual , Chassis and Drivetrain (Failure code 0 0 4 ). |
| > 41 |
|
Knock sensor control in engine control module (N3/10) hardware failure |
| 1 |
OBD trouble code |
P 1 3 8 6 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Each time the knock sensor control is turned off |
| 4 |
Checked signal or condition |
Internal hardware test of knock sensor control |
| 5 |
Prerequisite for test |
- Engine at operating temperature
- Load diminishes (knock sensor control shut-off) |
| 6 |
Note |
Failure must occur at least 10x |
| > 42 |
|
AIR injection |
| 1 |
OBD trouble code |
P 1 4 2 0 AIR pump switchover valve (Y32)
P 1 4 5 3 AIR relay module (K17) |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
The voltage supply of the AIR relay module (K17) and AIR pump switchover valve (Y32) is evaluated via a current measurement in the respective end stage. |
| 5 |
Lower threshold value
Upper threshold value |
approx. 3 V
approx. 9 V |
| 6 |
Prerequisite for test |
- AIR injection operating |
| > 43 |
|
Adjustable camshaft timing solenoid (logic chain) |
| 1 |
OBD trouble code |
P 1 5 1 9 Right cylinder bank
P 1 5 2 2 Left cylinder bank |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
Failure storage after two consecutive trips with fault
No activation of CHECK ENGINE MIL |
| 3 |
Monitoring time and frequency of test |
Once per trip |
| 4 |
Checked signal or condition |
Intake MAP sensor signal |
| 5 |
Fault
Test duration |
Pressure changes by less than approx. 20 mbar.
< 10 seconds |
| 6 |
Prerequisite for test |
- Deceleration shut-off activated
- Engine speed approx. 1000 - 1500 rpm
- Engine at operating temperature
- No fault at adjustable camshaft timing solenoid voltage supply |
| 7 |
Note |
If a prerequisite changes during the test, the test is interrupted and restarted later. |
| 8 |
Test sequence |
With the start of the logic chain the momentary intake manifold pressure is determined after approx.
1 second.
Subsequently the adjustable camshaft timing solenoids are activated for approx. 2 seconds and the intake manifold pressure is further evaluated for approx. 6 seconds. A failure is recognized, if the intake manifold pressure does not change by at least approx. 20 mbar when the camshaft is adjusted from "advanced" to "retarded" or vice versa. |
| > 44 |
|
Adjustable camshaft timing solenoid |
| 1 |
OBD trouble code |
P 1 5 2 5 Right cylinder bank
P 1 5 3 3 Left cylinder bank |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage or current at respective adjustable camshaft timing solenoid |
| 5 |
Threshold values
Short circuit to ground
Short circuit to approx. 12 V
Open circuit |
Voltage < 4 V
Current > approx. 4.2 A
No voltage (approx. 4 V - 8 V) |
| 6 |
Prerequisite for test |
- Camshaft adjustment activated |
| > 45 |
|
Pedal value sensor (B37) |
| 1 |
OBD trouble code |
P 1 5 4 2 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Comparison of nominal value potentiometer 1 and 2 voltage signals |
| 5 |
Difference at idle
Difference at full load
Plausibility
Test duration |
< approx. 8%
< approx. 25%
Comparison of nominal value potentiometer 1 and 2 voltage signals to air mass
< 1 second |
| 6 |
Note |
For comparison multiply the nominal value potentiometer 2 voltage signal by 2, because the supply voltage is only 2.5 V instead of 5.0 V.
A turning angle up to approx. 10% is defined as CTP, full load as of a turning angle as of approx. 55%.
At the idle speed stop a high ohm reading is permissible for a brief period. |
| > 46 |
|
EA/CC/ISC actuator (M16/1) |
| 1 |
OBD trouble code |
P 1 5 8 0 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Voltage comparison of actual value potentiometer 1 and actual value potentiometer 2 |
| 5 |
Plausibility |
- Voltage difference can correspond to maximum 1o throttle valve angle
- Comparison from throttle valve angle to air mass and pedal value sensor position |
| > 47 |
|
Body acceleration sensor (B24) only til 06/96 |
| 1 |
OBD trouble code |
P 1 6 0 5 |
| 2 |
Storage of DTC and activation of
CHECK ENGINE MIL |
After two consecutive trips with fault |
| 3 |
Monitoring time and frequency of test |
Continuously |
| 4 |
Checked signal or condition |
Threshold values of body acceleration sensor signal |
| 5 |
Lower threshold value
Upper threshold value
Acceleration
Test duration |
approx. 0.1 V
approx. 4.9 V
> approx. 3.4 m/s2
< 5 seconds |
| 6 |
Prerequisite for test |
- Vehicle standing still
- Delay time of approx. 2 seconds elapsed |
|
Printable version
