SM 93

ENGINE PERFORMANCE
Powertrain Control Module (PCM) - Electrical Diagnostics, 6.2L - Charger
DTC TROUBLESHOOTING
P2066-FUEL LEVEL SENSOR 2 PERFORMANCE
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THEORY OF OPERATION
GENERAL OPERATION: The Fuel Level Sensor information is a bus message sent to the Powertrain Control Module (PCM) from the Body Control Module (BCM). On the
primary side of the saddle tank is the Electric Fuel Pump Module that feeds the engine and the Primary Fuel Level Sensor. On the secondary side of the saddle tank is a Venturi
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Jet Pump and the Secondary Fuel Level Sensor. The Jet Pump is connected to the Electric Fuel Pump Module on the primary side by way of a siphon tube.
The primary sensor is powered by a voltage close to vehicle battery (minus a diode voltage drop). If disconnected, the signal circuit voltage will be equal to source
voltage, which is approximately 12.0 volts. On a normally functioning system with no circuit faults, the voltage reading on the signal circuit at the Fuel Level Sensor
should be between approximately 1.0 volt (full tank) and 10.5 volts (empty tank). The voltage is used up through the resistor on the Fuel Level Sensor, therefore the
voltage reading on the return circuit should be zero volts with the connector plugged in. The voltage reading for the scan tool is scaled to read between approximately
0.6 volts (full tank) and 4.5 volts (empty tank) on a normally functioning system.
NOTE: If the signal voltage measures source voltage with the connector plugged in, it would indicate either a short to voltage on the
signal circuit or an open Fuel Level Sensor or Return circuit.
The secondary sensor operates like a typical 5.0 volt sensor. A high fuel level or volume will result in a low voltage reading and a low fuel level or volume will result in
a high voltage reading (I.E. approximately 0.5 - 0.7 volts at the full position and 4.3 - 4.5 volts at the empty position) when operating properly.
The PCM uses the average from both sides to determine the total fuel volume.
RATIONALITY DIAGNOSTIC: The fuel volume on the secondary side of the Fuel Tank will be at empty before the primary side of the Fuel Tank will begin to decrease due
to the siphon tube flow rate always exceeding the engines fuel consumption rate. Using this assumption, the PCM performs a diagnostic to check the rationality of both Fuel
Level Sensors, as well as the operation of the jet pump and siphon tube as follows;
When the total fuel volume is greater than 50% the primary tank should remain at the full position. As fuel is consumed, or sloshes over to the secondary tank while
driving, the jet pump and siphon tube will replenish the primary tank to the full position and the secondary fuel level should decrease.
When the total fuel volume is less than 50%, the secondary tank should be at empty and the primary fuel volume should start to decrease as fuel is consumed by the
engine.
If either scenario fails to happen the PCM will determine that one of the Fuel Level Sensors is stuck in range, or that the Jet Pump or siphon tube is faulty not allowing fuel to
transfer from the secondary side to the primary side of the Fuel Tank.
The rationality diagnostic for the primary side of the tank will not become enabled until the secondary side level is near empty.
The rationality diagnostic for the secondary side of the tank is based on the average fuel volume in the tank. It is enabled when there is enough total fuel to fill the
primary tank plus enough fuel to check the rationality of the Secondary Fuel Level Sensor when a calibrated amount of fuel is consumed.
Since the amount of fuel consumed from trip to trip varies based on customer drive cycles, this monitor can accumulate fuel consumption over multiple drive cycles. The
monitor will run until enough fuel has been consumed to make a decision. Once a decision is made, a new test will start.
WHEN MONITORED
This diagnostic runs continuously when the following conditions are met:
With engine run time greater than three minutes

Fuel Level Sensor 1 reading high
SET CONDITION
No change in Fuel Level Sensor 2 circuit voltage after a significant amount of fuel should have been consumed based on a calculated value and the vehicle operating
conditions.
DEFAULT ACTION
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The MIL light will illuminate.
POSSIBLE CAUSES
Possible Causes
CAN BUS FAILURE
FUEL LEVEL SENSOR CIRCUIT DTCS SET IN THE BCM
FUEL TANK
OBSTRUCTION TO THE FUEL LEVEL SENSOR
POWERTRAIN CONTROL MODULE (PCM)
Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. Refer to PRE-DIAGNOSTIC TROUBLESHOOTING
PROCEDURE .
DIAGNOSTIC TEST
1. CHECK FOR FUEL LEVEL SENSOR CIRCUIT DTCS SET IN THE BCM
NOTE: Diagnose and repair any CAN BUS, communication or implausible signal DTCs before proceeding with this test.
NOTE: If DTCs P2067 or P2068 are also active, diagnose and repair those DTCs before continuing with this test procedure.
Are any Fuel Level Sensor Circuit DTCs set in the BCM?
Yes
Diagnose the appropriate Fuel Level Sensor Circuit DTC in the BCM. Refer to DIAGNOSTIC CODE INDEX .
No
Go To 2
2. VISUALLY INSPECT FUEL TANK
1. Visually inspect the Fuel Tank for damage that may restrict the Fuel Sending Unit float from moving.
Is the Fuel Tank OK?
Yes
Go To 3
No
Replace the Fuel Tank in accordance with the service information.

Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
3. INTERNAL INSPECTION OF THE FUEL TANK
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting
or line, the fuel system pressure must be released. Failure to follow these instructions can result in possible serious or fatal
injury.
1. Remove the Fuel Tank in accordance with the Service Information. Refer to TANK, FUEL, REMOVAL .
2. Remove the Secondary Fuel Pump Module.
3. Visually inspect the inside of the Fuel Tank for any obstructions or deformities.
4. Inspect the Secondary Fuel Level Sensor Float arm for damage.
Were any problems found?
Yes
Repair or replace as necessary.

No
Replace the Secondary Fuel Level Sensor.

P2067-FUEL LEVEL SENSOR 2 CIRCUIT LOW
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THEORY OF OPERATION
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engine.
WHEN MONITORED
With the ignition on

Battery voltage greater than 10.4 volts
SET CONDITION
The Fuel Level Sensor 2 input voltage is below the minimum acceptable value.
DEFAULT ACTION
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POSSIBLE CAUSES
Possible Causes
FUEL LEVEL SENSOR SIGNAL 2 CIRCUIT SHORTED TO GROUND
FUEL LEVEL SENSOR SIGNAL 2 CIRCUIT SHORTED TO THE FUEL LEVEL SENSE RETURN CIRCUIT
FUEL LEVEL SENSOR
BODY CONTROL MODULE (BCM)
PROCEDURE .
DIAGNOSTIC TEST
1. CHECK FOR AN ACTIVE DTC

1. Turn the ignition on.
2. With the scan tool, erase DTCs.
3. With the scan tool, read DTCs and record on the repair order.
Is the DTC active or pending?
Yes
Go To 2
No
Test complete, the condition or conditions that originally set this DTC are not present at this time. Using the wiring diagrams as a guide, check all related
splices and connectors for signs of water intrusion, corrosion, pushed out or bent terminals, and correct pin tension.
Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .
2. FUEL LEVEL SENSOR 2
1. Turn the ignition off.
2. Disconnect the Fuel Pump Module C2 harness connector.
4. With the scan tool, read DTCs.
NOTE: The P2068-FUEL LEVEL SENSOR 2 CIRCUIT HIGH DTC should be active or pending with the harness connector unplugged.
Does the scan tool display as described above?
Yes
Replace the Fuel Level Sending Unit in accordance with the Service Information.
No
Go To 3
3. CHECK THE (N5) FUEL LEVEL SIGNAL 2 CIRCUIT FOR A SHORT TO GROUND
2. Disconnect the BCM C5 harness connector.
3. Check for continuity between ground and the (N5) Fuel Level Signal 2 circuit at the Fuel Pump Module C2 harness connector.
Is there continuity between ground and the (N5) Fuel Level Signal 2 circuit?
Yes
Repair the (N5) Fuel Level Signal 2 circuit for a short to ground.
No
Go To 4
4. CHECK THE (N5) FUEL LEVEL SIGNAL 2 CIRCUIT FOR A SHORT TO THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT
1. Check for continuity between the (N5) Fuel Level Signal 2 circuit and the (G109) Fuel Level Sense Return circuit at the Fuel Pump Module C2 harness connector.
Is there continuity between the (N5) Fuel Level Signal 2 circuit and the (G109) Fuel Level Sense Return circuit?
Yes
Repair the short between the (N5) Fuel Level Signal 2 circuit and the (G109) Fuel Level Sense Return circuit.
No
Go To 5
5. BODY CONTROL MODULE (BCM)
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Level Sensor 2 and the BCM.
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2. Look for any chafed, pierced, pinched, or partially broken wires.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Fuel Level Sensor 2 and the BCM harness
connectors.
4. Perform any Service Bulletins that may apply.
Yes
Repair as necessary.
No
Replace the Body Control Module in accordance with the Service Information. Refer to MODULE, BODY CONTROL (BCM), REMOVAL .
P2068-FUEL LEVEL SENSOR 2 CIRCUIT HIGH
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THEORY OF OPERATION
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engine.
WHEN MONITORED
With the ignition on.

Battery voltage greater than 10.4 volts.
SET CONDITION
The Fuel Level Sensor 2 input voltage is above the maximum acceptable value.
DEFAULT ACTION
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POSSIBLE CAUSES
Possible Causes
FUEL LEVEL SENSOR SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
FUEL LEVEL SENSOR SIGNAL 2 CIRCUIT OPEN/HIGH RESISTANCE
FUEL LEVEL SENSE RETURN CIRCUIT OPEN/HIGH RESISTANCE
FUEL LEVEL SENSOR
BODY CONTROL MODULE (BCM)
PROCEDURE .
DIAGNOSTIC TEST

Yes
Go To 3
No
Go To 2
2. MONITOR THE SECONDARY FUEL LEVEL SENSOR VOLTAGE READING FOR AN OPEN SPOT ON THE SENSOR
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting
or line, the fuel system pressure must be released. Failure to follow these instructions can result in possible serious or fatal
injury.
1. Disconnect the fuel supply line at the fuel rail.

2. Connect a drain hose between the fuel supply line and an approved fuel container.
4. Remove the Fuel Pump Relay from the PDC.
5. Connect a jumper across terminal 30 and terminal 87 of the Fuel Pump Relay connector to actuate the Fuel Pump Assembly until all fuel is removed from the Fuel
Tank.
6. Remove the jumper when there is no more fuel coming out of the hose.
NOTE: When the Fuel Tank is completely empty, the Fuel Level Sensors should read at or near empty (indicated by a voltage
reading of approximately 4.3-4.5 volts).
NOTE: Make sure that you have enough fuel to put back into the vehicle to make a good determination of the Fuel Level Sensor 2
voltage feedback. It may be necessary to add more fuel to what was removed in order to do so. Keep in mind that the
primary side of the tank must fill completely before fuel starts to flow over to the secondary tank.
7. While monitoring the Fuel Level Sensor voltage reading on scan tool, begin putting fuel back into the Fuel Tank.
NOTE: The Primary Fuel Level Sensor voltage should decrease as fuel is added until it reaches near full. As fuel starts to overflow
to the secondary tank, the Secondary Fuel Level Sensor voltage should also start to decrease at a steady rate. Watch for
the Secondary Fuel Level Sensor voltage to change drastically while fuel is being added. If the voltage suddenly changes
to or near 5.0 volts, it would indicate a bad spot (open) on that portion of the sensor.
Did the Secondary Fuel Level Sensor reading suddenly change to 5.0 volts at any time while adding fuel?
Yes
Replace the Secondary Fuel Level Sensor in accordance with the Service Information.
No
Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to INTERMITTENT CONDITION .

3. CHECK THE (N5) FUEL LEVEL SENSOR 2 SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
2. Disconnect the Fuel Level Sensor harness connector.
4. Measure the voltage on the (N5) Fuel Level Sensor 2 Signal circuit at the Fuel Level Sensor harness connector.
Is the voltage above 5.2 volts?
Yes
Repair the (N5) Fuel Level Sensor 2 Signal circuit for a short to voltage.
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No
Go To 4
4. CHECK THE (N5) FUEL LEVEL SENSOR 2 SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
2. Disconnect the BCM harness connector.
3. Measure the resistance of the (N5) Fuel Level Sensor 2 Signal circuit between the Fuel Level Sensor harness connector and the BCM harness connector.
Is the resistance below 3.0 Ohms?
Yes
Go To 5
No
Repair the (N5) Fuel Level Sensor 2 Signal circuit for an open or high resistance.
5. CHECK THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Measure the resistance of the (G109) Fuel Level Sense Return circuit between the Fuel Level Sensor harness connector and the BCM harness connector.
Yes
Go To 6
No
Repair the (G109) Fuel Level Sense Return circuit for an open or high resistance.
6. CHECK THE ABILITY OF THE BCM TO READ THE FUEL LEVEL SENSOR 2 SIGNAL
1. Reconnect the BCM harness connector.
2. Connect a jumper between the (N5) Fuel Level Sensor 2 Signal circuit and the (G109) Fuel Level Sense Return circuit at the Fuel Level Sensor harness connector.
4. With the scan tool, read DTCS.
NOTE: The P2067-FUEL LEVEL SENSOR CIRCUIT LOW DTC should be active or pending with the jumper in place.
Yes
Replace Fuel Level Sensor 2 in accordance with the Service Information.

No
Go To 7
7. CHECK RELATED HARNESS CONNECTIONS
1. Disconnect all BCM harness connectors.
2. Disconnect all related in-line harness connections (if equipped).
3. Disconnect the related component harness connectors.
4. Inspect harness connectors, component connectors, and all male and female terminals for the following conditions:
Proper connector installation.
Damaged connector locks.
Corrosion.
Other signs of water intrusion.
Weather seal damage (if equipped).
Bent terminals.
Overheating due to a poor connection (terminal may be discolored due to excessive current draw).
Terminals that have been pushed back into the connector cavity.
Check for spread terminals and verify proper terminal tension.
Repair any conditions that are found.
5. Reconnect all BCM harness connectors. Be certain that all harness connectors are fully seated and the connector locks are fully engaged.
6. Reconnect all in-line harness connectors (if equipped). Be certain that all connectors are fully seated and the connector locks are fully engaged.
7. Reconnect all related component harness connectors. Be certain that all connectors are fully seated and the connector locks are fully engaged.
9. Test drive or operate the vehicle in accordance with the when monitored and set conditions.
Did the DTC return?
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Yes
Replace the BCM in accordance with the Service Information. Refer to MODULE, BODY CONTROL (BCM), REMOVAL .
No
The wiring or poor connection problem has been repaired.

P2072-ELECTRONIC THROTTLE CONTROL SYSTEM - ICE BLOCKAGE

THEORY OF OPERATION
The Electronic Throttle Control (ETC) Motor is controlled by the Powertrain Control Module (PCM). The DC motor located in the Throttle Body drives the throttle blade. In
order to decrease idle speed, along with spark and fuel delivery changes the PCM commands the throttle closed reducing air flow into the engine and the idle speed decreases.
In order to increase idle speed, the PCM commands the throttle plate open allowing more air to pass the throttle plate.
WHEN MONITORED

Ambient temperature below 7Â°C (44.6Â°F).
SET CONDITION
The PCM determines that the Throttle plate is stuck. The throttle plate goes through a de-icing procedure. If the throttle blade still doesn't move this fault sets.
DEFAULT ACTION
This is a non MIL fault.

The throttle input and vehicle speed are limited.
POSSIBLE CAUSES
Possible Causes
COKING OR BLOCKAGE OF THE THROTTLE PLATE
THROTTLE PLATE FROZEN
PROCEDURE .
DIAGNOSTIC TEST

NOTE: The PCM tests the Throttle Body Assembly by opening and closing the Throttle Body plate before starting the engine.
2. With the scan tool, read DTCs and record the related Freeze Frame data.
Yes
Go To 2
No
Test Complete.
NOTE: This DTC sets in extreme cold Ambient Temperatures with the throttle plate stuck by the time the vehicle gets to the
dealership the condition may be corrected.
2. THROTTLE BODY ASSEMBLY INSPECTION

2. Remove the Air Cleaner Assembly from the Throttle Body.
3. Check for any signs of a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate to stick.
4. Inspect for any signs of coking or a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate to stick. Turn the ignition on and use
the scan tool to actuate the Throttle Plate and check for any sticking.
Were any signs of foreign material or scoring of the Throttle Plate or bore found?
Yes
Clean the throttle blade and bore if possible or replace the Throttle Body Assembly in accordance with the Service Information if necessary.
No
Go To 3
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3. THROTTLE BODY
2. Disconnect the Throttle Body harness connector.
3. Check the connector for any corroded, pushed out, spread or damaged terminals.
Yes
Perform the appropriate repair.

No
Replace the Throttle Body Assembly in accordance with the Service Information.
P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN

WHEN MONITORED
With the engine running in closed loop.

The ambient/battery temperature above -7Â° C (20Â° F).
Altitude below 8500 ft.
SET CONDITION
The conditions that cause this diagnostic to fail is when the Upstream O2 Sensor becomes biased from an exhaust leak, O2 Sensor contamination, or some other extreme
operating condition. The Downstream O2 Sensor is considered to be protected from extreme environments by the catalyst. The Powertrain Control Module (PCM)
monitors the Downstream O2 Sensor feedback control, called downstream fuel trim, to detect any shift in the Upstream O2 Sensor target voltage from nominal target
voltage. The value of the downstream fuel trim is compared with the lean thresholds. Every time the value exceeds the calibrated threshold, a fail timer will increment
and mass flow through the exhaust is accumulated. If the fail timer and accumulated mass flow exceed the fail thresholds, the test fails and the diagnostic stops running
for that trip. If the test fails on consecutive trips, a DTC is set.
DEFAULT ACTION
POSSIBLE CAUSES
POSSIBLE CAUSES
EXHAUST LEAK
FUEL DELIVERY SYSTEM
O2 SENSOR, WIRING, OR CONNECTORS
ENGINE MECHANICAL SYSTEM
PROCEDURE .
DIAGNOSTIC TEST
1. EXHAUST LEAK
NOTE: A thorough exhaust leak test must be completed before removing an O2 Sensor or any other part from the exhaust system. Do
not remove any parts before an exhaust leak check has been completed.
NOTE: An exhaust leak may cause the downstream fuel adaptive to reach its limit, resulting in a false O2 Sensor failure.
1. Perform the CHECKING THE EXHAUST SYSTEM FOR LEAKS test procedure. Refer to CHECKING THE EXHAUST SYSTEM FOR LEAKS .
Yes
Go To 7
No
Go To 2
2. FOR AN CHECK FOR AN ACTIVE DTC
NOTE: Diagnose and repair any other active component or circuit DTCs before continuing with this procedure.

2. With the scan tool, read DTCs and record on the repair order. Copy DTC and Freeze Frame information.
3. Start the engine and allow it to reach operating temperature.
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WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts or fan.
Do not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury.
NOTE: Attempt to operate the vehicle under conditions similar to which the DTC was set.
NOTE: It may be necessary to test drive the vehicle within the DTC monitoring conditions in order for this DTC to set.
Yes
Go To 3
No

3. CHECK THE FUEL DELIVERY SYSTEM
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM test procedure. Refer to CHECKING THE FUEL DELIVERY SYSTEM (HARD START) .
Yes
Repair as necessary in accordance with the Service Information.

Perform the PCM VERIFICATION TEST. Refer to POWERTRAIN VERIFICATION TEST .
No
Go To 4
4. CHECK THE OXYGEN SENSOR OPERATION
1. Disconnect the O2 Sensor harness connector.
2. Check the terminals in the connector for corrosion, spread, broken or partially pushed out terminals that can cause an intermittent connection.
Yes
No
Go To 5
5. CHECK THE ENGINE MECHANICAL SYSTEM
2. Check for any of the following conditions/mechanical problems:
AIR INDUCTION SYSTEM - must be free from leaks.
ENGINE VACUUM - must be at least 13 inches in park/neutral
ENGINE VALVE TIMING - must be within specifications
ENGINE COMPRESSION - must be within specifications
ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks.
ENGINE PCV SYSTEM - must flow freely
TORQUE CONVERTER STALL SPEED - must be within specifications
POWER BRAKE BOOSTER - no internal vacuum leaks
FUEL - must be free of contamination
FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector
Are there any engine mechanical problems?
Yes

No
Go To 6
6. POWERTRAIN CONTROL MODULE (PCM)
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors relative to the components tested in this procedure.
Look for any chafed, pierced, pinched, or partially broken wires.
Look for broken, bent, pushed out or corroded terminals.
Monitor the scan tool data relative to the components tested in this procedure and wiggle test the wiring and connectors.
Look for the data to change or for a DTC to set during the wiggle test.
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Perform any technical service bulletins that may apply.
Yes
No
Replace and program the PCM in accordance with the Service Information.
7. EXHAUST LEAK
1. Repair the exhaust leak(s) as necessary.
5. Test drive the vehicle at a steady 80 km/h (50 mph) to 97 km/h (60 mph) for at least 10 minutes.
6. Stop the vehicle and turn the ignition off for 5 seconds.
7. Test drive the vehicle again at a steady 80 km/h (50 mph) to 97 km/h (60 mph) for at least 10 minutes.
8. Stop the vehicle.
Did the DTC return?
Yes
Retest. Go To 1
No
Test Complete.
P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH

WHEN MONITORED
With the engine running in closed loop operation

Ambient/battery temperature above -7Â° C (20Â° F)
SET CONDITION
voltage. The value of the downstream fuel trim is compared with the rich thresholds. Every time the value exceeds the calibrated threshold, a fail timer is incriminated
for that trip.
DEFAULT ACTION
POSSIBLE CAUSES
POSSIBLE CAUSES
EXHAUST LEAK
PROCEDURE .
DIAGNOSTIC TEST
1. EXHAUST LEAK
NOTE: An exhaust leak may cause the downstream fuel adaptive to reach its limit, resulting in a false O2 Sensor failure.
1. Perform the CHECKING THE EXHAUST SYSTEM FOR LEAKS test procedure. Refer to CHECKING THE EXHAUST SYSTEM FOR LEAKS .
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Yes
Go To 7
No
Go To 2
1. Diagnose and repair any other active component or circuit DTCs before continuing with this procedure.
Yes
Go To 3
No

3. CHECK THE FUEL DELIVERY SYSTEM
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM test procedure. Refer to CHECKING THE FUEL DELIVERY SYSTEM (HARD START) .
Yes

Perform the PCM VERIFICATION TEST. Refer to CHECKING THE FUEL DELIVERY SYSTEM (HARD START) .
No
Go To 4
Yes
No
Go To 5
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Yes

No
Go To 6
Yes
No
7. EXHAUST LEAK
Did the DTC return?
Yes
Retest. Go To 1
No
Test Complete.
P2098-DOWNSTREAM FUEL TRIM SYSTEM 2 LEAN

WHEN MONITORED
With the engine running in closed loop operation.

Ambient/battery temperature above -7Â°C (20Â°F).
SET CONDITION
voltage. The value of the downstream fuel trim is compared with the lean thresholds. Every time the value exceeds the calibrated threshold, a fail timer will increment
for that trip.
DEFAULT ACTION
POSSIBLE CAUSES
POSSIBLE CAUSES
EXHAUST LEAK
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POSSIBLE CAUSES
PROCEDURE .
DIAGNOSTIC TEST
1. EXHAUST LEAK
NOTE: An exhaust leak may cause downstream fuel adaptives to rail out, resulting in a false O2 Sensor failure.
1. Perform the diagnostic procedure for CHECKING THE EXHAUST SYSTEM FOR LEAKS. Refer to CHECKING THE EXHAUST SYSTEM FOR LEAKS .
Yes
Go To 7
No
Go To 2
Yes
Go To 3
No
Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to .

3. CHECKING THE FUEL DELIVERY SYSTEM
1. Perform the diagnostic procedures for FUEL PRESSURE LEAK DOWN and FUEL DELIVERY SYSTEM OUTPUT - FLOW TEST. Refer to CHECKING THE
FUEL DELIVERY SYSTEM (HARD START) .
Yes
No
Go To 4
Yes
No
Go To 5
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Yes

No
Go To 6
Yes
No
7. EXHAUST LEAK
Does this DTC reset as a pending or stored DTC?
Yes
Retest. Go To 1
No
Test Complete.
P2099-DOWNSTREAM FUEL TRIM SYSTEM 2 RICH

WHEN MONITORED
With the engine running in closed loop operation.

The ambient/battery temperature above -7Â°C (20Â°F).
SET CONDITION
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voltage. The value of the downstream fuel trim is compared with the rich thresholds. Every time the value exceeds the calibrated threshold, a fail timer is incriminated
for that trip.
DEFAULT ACTION
POSSIBLE CAUSES
POSSIBLE CAUSES
EXHAUST LEAK
PROCEDURE .
DIAGNOSTIC TEST
1. EXHAUST LEAK
NOTE: An exhaust leak may cause downstream fuel adaptives to rail out, resulting in a false O2 Sensor failure.
1. Perform the diagnostic procedure for CHECKING THE EXHAUST SYSTEM FOR LEAKS. Refer to CHECKING THE EXHAUST SYSTEM FOR LEAKS .
Yes
Go To 7
No
Go To 2
Yes
Go To 3
No

3. CHECKING THE FUEL DELIVERY SYSTEM
1. Perform the diagnostic procedures for FUEL PRESSURE LEAK DOWN and FUEL DELIVERY SYSTEM OUTPUT - FLOW TEST. Refer to CHECKING THE
FUEL DELIVERY SYSTEM (HARD START) .
Yes

No
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Go To 4
Yes
No
Go To 5
Yes

No
Go To 6
Yes
No
Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information. Refer to MODULE, POWERTRAIN
CONTROL (PCM), REMOVAL .
7. EXHAUST LEAK
Does this DTC reset as a pending or stored DTC?
Yes
Retest. Go To 1
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No
Test Complete.
P2100-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT OPEN - BANK 1
THEORY OF OPERATION
Accelerator Pedal Position (APP) Sensor applications today use Induction/Hall Sensors (non-contact).
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The Electronic Throttle Control (ETC) system uses two Accelerator Pedal Position (APP) Sensors to monitor the accelerator pedal position. The APP Sensors 1 and 2 are
integrated into one assembly located at the pedal assembly. Each sensor has a 5 volt reference circuit, a low reference circuit, and a signal circuit. The Powertrain Control
Module (PCM) reads the two signals individually and then compares the two signals as a redundant check of the pedal position. The APP 1 signal will fluctuate somewhere
between 0 volts and 5.0 volts. The APP 2 signal will fluctuate somewhere between 0 volts and 2.5 volts. The fluctuation of the two sensors should move proportionately. When
operating properly, the voltage reading of the APP 2 will always be approximately half of the voltage reading of the APP 1.
The signal for APP 2 is also used by the PCM for an internal ground check. This test runs a couple of times per second and is the reason why the APP 2 signal spikes to ground
regularly during normal operation. If graphing the APP 1 and APP 2 signals for diagnostic purposes, view the figure below to see how the signals will look on a normally
functioning APP system.
WHEN MONITORED

The ETC Motor not in Limp Home mode.
SET CONDITION
When the Powertrain Control Module (PCM) detects a short in the ETC Motor (+) and ETC Motor (-) circuits of the ETC Motor Driver circuit.
DEFAULT ACTION
The ETC light will flash.

POSSIBLE CAUSES
Possible Causes
LOW BATTERY VOLTAGE
ETC MOTOR (+) CIRCUIT SHORTED TO 5.0 VOLTS
ETC MOTOR (-) CIRCUIT SHORTED TO 5.0 VOLTS
ETC MOTOR (+) CIRCUIT SHORTED TO GROUND
ETC MOTOR (-) CIRCUIT SHORTED TO GROUND
ETC MOTOR (+) CIRCUIT SHORTED TO THE ETC MOTOR (-) CIRCUIT
ETC MOTOR/THROTTLE BODY
PROCEDURE .
DIAGNOSTIC TEST

NOTE: Low battery voltage can also cause excessive current draw, in very hot and very cold ambient temperatures. Make sure the
battery can pass a load test before continuing.
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Yes
Go To 2
No
NOTE: If the P2100 is intermittent, it is possible that the controller is overheating in extreme hot temperatures and this is
considered a normal protection operation. No repair is necessary.
2. CHECK THE (K447) ETC MOTOR (+) CIRCUIT FOR A SHORT TO 5.0 VOLTS
3. Disconnect the PCM C2 harness connector.
4. Check for continuity between the (K447) ETC Motor (+) circuit and the (F855) 5-Volt Supply circuit at the Throttle Body harness connector.
Is there continuity between the (K447) ETC Motor (+) circuit and the (F855) 5-Volt Supply circuit?
Yes
Repair the (K447) ETC Motor (+) circuit for a short to the (F855) 5-Volt Supply circuit.
No
Go To 3
3. CHECK THE (K448) ETC MOTOR (-) CIRCUIT FOR A SHORT TO 5.0 VOLTS
1. Check for continuity between the (K448) ETC Motor (-) circuit and the (F855) 5-Volt Supply circuit at the Throttle Body harness connector.
Is there continuity between the (K448) ETC Motor (-) circuit and the (F855) 5-Volt Supply circuit?
Yes
Repair the (K448) ETC Motor (-) circuit for a short to the (F855) 5-Volt Supply circuit.
No
Go To 4
4. CHECK FOR THE (K447) ETC MOTOR (+) CIRCUIT SHORTED TO THE (K448) ETC MOTOR (-) CIRCUIT
1. Check for continuity between the (K447) ETC Motor (+) circuit and the (K448) ETC Motor (-) circuit at the Throttle Body harness connector.
Is there continuity between the (K447) ETC Motor (+) circuit and the (K448) ETC Motor (-) circuit?
Yes
Repair the short to between the (K447) ETC Motor (+) circuit and the (K448) ETC Motor (-) circuit.
No
Go To 5
5. CHECK THE (K447) ETC MOTOR (+) CIRCUIT FOR A SHORT TO GROUND
1. Check for continuity between ground and the (K447) ETC Motor (+) circuit at the Throttle Body harness connector.
Is there continuity between ground and the (K447) ETC Motor (+) circuit?
Yes
Repair the (K447) ETC Motor (+) circuit for a short to ground.
No
Go To 6
6. CHECK THE (K448) ETC MOTOR (-) CIRCUIT FOR A SHORT TO GROUND
1. Check for continuity between ground and the (K448) ETC Motor (-) circuit at the Throttle Body harness connector.
Is there continuity between ground and the (K448) ETC Motor (-) circuit?
Yes
Repair the (K448) ETC Motor (-) circuit for a short to ground.
No
Go To 7
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7. ETC MOTOR
1. Reconnect the Throttle Body harness connector.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting
in poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the diagnosis.
2. Connect the (special tool #10436, Adapter, GPEC Diagnostic) in-line with the PCM C2 harness connector.
3. Connect the voltmeter positive lead to the (K447) ETC Motor (+) circuit.
4. Connect the voltmeter negative lead to the (K448) ETC Motor (-) circuit.
6. With the scan tool, actuate the Throttle Follower Test.
7. Slowly press and release the Accelerator Pedal while monitoring the voltage.
Is the voltage changing as the Throttle Body Valve position changes?
Yes
Replace the Throttle Body Assembly. Refer to THROTTLE BODY, REMOVAL . Disconnect the Battery when replacing the Throttle Body Assembly.
After installation is complete, use a scan tool and select the ETC RELEARN function.
No
Go To 8
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Throttle Body and the Powertrain Control Module (PCM).
2. Look for any chafed, pierced, pinched or partially broken wires.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Throttle Body and Powertrain Control Module
connectors.
Were there any problems found?
Yes
No
Replace and program the Powertrain Control Module in accordance with the Service Information. Refer to MODULE, POWERTRAIN CONTROL
(PCM), REMOVAL .
P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE - BANK 1
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THEORY OF OPERATION
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WHEN MONITORED
This diagnostic runs with the ignition on.
SET CONDITION
When the error between the actual position and the desired position of the ETC Motor Driver, based on the rate of change, exceeds a calibrated threshold for one second.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
LOW BATTERY VOLTAGE
ETC MOTOR (+) CIRCUIT OPEN
ETC MOTOR (-) CIRCUIT OPEN
ETC MOTOR (+) CIRCUIT SHORTED TO 12 VOLTS
ETC MOTOR (-) CIRCUIT SHORTED TO 12 VOLTS
THROTTLE BODY ASSEMBLY
PROCEDURE .
DIAGNOSTIC TEST
NOTE: Low battery voltage can cause excessive current draw in very hot and cold ambient temperatures. Make sure the battery can
pass a load test before continuing. Review Freeze Frame information to determine the ambient temperature when the DTC set.

Yes
Go To 2
No
NOTE: If this DTC sets intermittently, it is possible that the controller is overheating in extremely hot temperatures. This is
considered a normal protection operation. No repair is necessary.
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2. CHECK THE (K447) ETC MOTOR (+) CIRCUIT FOR AN OPEN/HIGH RESISTANCE
4. Connect the (special tool #10436, Adapter, GPEC Diagnostic).
5. Measure the resistance of the (K447) ETC Motor (+) circuit between the Throttle Body harness connector and the GPEC Adaptor.
Yes
Go To 3
No
Repair the (K447) ETC Motor (+) circuit for an open or high resistance.
3. CHECK THE (K448) ETC MOTOR (-) CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Measure the resistance of the (K448) ETC Motor (-) circuit from the Throttle Body harness connector to the GPEC Adaptor.
Yes
Go To 4
No
Repair the (K448) ETC Motor (-) circuit for an open or high resistance.
4. CHECK FOR THE ETC MOTOR CIRCUITS SHORTED TO 12 VOLTS
1. Reconnect the Throttle Body harness connector.
2. Reconnect the PCM C2 harness connector with the GPEC Adaptor still connected in line.
6. Measure the voltage on the (K447) ETC Motor (+) circuit at the GPEC Adaptor.
7. Measure the voltage on the (K448) ETC Motor (-) circuit at the GPEC Adaptor.
NOTE: The voltage reading should change as the valve position is changed. A reading that stays at 12 volts would indicate a short
to voltage.
Is the voltage reading steady at 12 volts for either circuit?
Yes
Repair the (K447) ETC Motor (+) circuit or (K448) ETC Motor (-) circuit for a short to voltage.
NOTE: A short to voltage on the motor circuits can damage the internal H-Bridge driver of the PCM and cause it to be open.
After repairing the short to voltage, verify that the PCM was not damaged.
Go To 5
No
Go To 5
5. THROTTLE BODY
1. Connect the voltmeter positive lead to the (K447) ETC Motor (+) circuit.
2. Connect the voltmeter negative lead to the (K448) ETC Motor (-) circuit.
Is the voltage changing as the Throttle Body Valve position changes?
Yes
If a short to voltage has been repaired on either of the ETC Motor circuits in the previous step, repair is complete. If not, replace the Throttle Body Assembly.
Refer to THROTTLE BODY, REMOVAL . Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan
tool and select the ETC RELEARN function.
No
Go To 6
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1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Throttle Body and the Powertrain Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Throttle Body and Powertrain Control Module
connectors.
Yes
No
(PCM), REMOVAL .
P2107-ELECTRONIC THROTTLE CONTROL MODULE PROCESSOR

THEORY OF OPERATION
WHEN MONITORED
This diagnostic runs continuously with the engine running.
SET CONDITION
The Powertrain Control Module (PCM) detects an internal error.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE (PCM) SOFTWARE UPDATE
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PROCEDURE .
DIAGNOSTIC TEST
NOTE: Diagnose and repair any other DTCs set in the PCM before proceeding with this test.
NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set.

2. With the scan tool, erase DTCs in the Powertrain Control Module (PCM).
3. Verify that the PCM is at the latest calibration (flash level). If necessary, update the PCM in accordance with the Service Information.
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan.
Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death.
5. Increase engine speed by pressing the accelerator pedal. Do not exceed 3500 rpm.
Yes
Go To 2
No
Test complete.
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the applicable component and the Powertrain Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals.
4. Refer to any Service Bulletins that may apply.
Yes
No
Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information.
P2110-ELECTRONIC THROTTLE CONTROL SYSTEM - FORCED LIMITED RPM

THEORY OF OPERATION
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WHEN MONITORED
This diagnostic runs with the engine running.
SET CONDITION
When the Powertrain Control Module (PCM) requests to limit engine speed and ETC PWM is too high for 1.2 seconds and before P2118 sets.
DEFAULT ACTION

The ETC light will illuminate.
If the ETC PWM stays above 80%, P2110 will set first, and if the fault persists P2118 will follow. Root cause is common for both faults.
POSSIBLE CAUSES
Possible Causes
INTERMITTENT LOSS OF CONNECTION AT THE THROTTLE BODY HARNESS CONNECTOR
COKING OR DEBRIS BLOCKING THE THROTTLE BODY PLATE
THROTTLE BODY PLATE BINDING INSIDE THE BORE
PROCEDURE .
DIAGNOSTIC TEST
1. READ AND RECORD DTCS AND ENVIRONMENTAL DATA - ERASE DTCS AND CHECK FOR THE DTC TO RETURN
1. With the scan tool, read DTCs in all Electronic Control Units (ECUs) and record on the repair order.
2. For future reference, with the scan tool, run and save a vehicle Scan Report and all related recorded data.
3. With the scan tool, erase all DTCs.
4. Turn the ignition off for a minimum of 10.0 seconds.
6. Using the When Monitored and Set Conditions above and recorded data, operate the vehicle in the conditions that set the DTC.
Did the DTC return?
Yes
Go To 2
No
NOTE: When this DTC is Active the engine speed, torque and vehicle speed are limited to a Limp in mode. An intermittent loss of
power to the PCM without performing an ETC RELEARN procedure may cause this DTC to set.
2. CHECK FOR OTHER DTCS
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1. Refer to the recorded DTCs.
Are DTCs P2100 or P2101 present?
Yes
Perform the applicable diagnostic procedure(s). Refer to DTC INDEX .
No
Go To 3
3. CHECK FOR ANY SERVICE BULLETINS OR PCM SOFTWARE UPDATES
1. Check for any applicable Service Bulletins or Flash updates related to the DTC.
Are there any applicable Service Bulletins or Flash updates?
Yes
Perform the applicable repair.

No
Go To 4
4. INSPECT THE THROTTLE BODY FOR FOREIGN MATERIAL, SCORING OR OTHER DAMAGE THAT COULD CAUSE THE THROTTLE PLATE
TO STICK
2. Remove the Air Cleaner Assembly from the Throttle Body. Refer to BODY, AIR CLEANER, REMOVAL .
3. Check for any signs of a foreign material (ice or dirt) causing the Throttle to stick or damage to the Throttle Body bore or plate.
Yes
Remove the debris if possible or replace the Throttle Body Assembly if signs of physical damage are present. Refer to THROTTLE BODY, REMOVAL .
Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and perform the ETC RELEARN function.
No
Go To 5
5. CHECK THE THROTTLE BODY HARNESS CONNECTOR FOR DAMAGE OR POOR FIT
2. Check the connector for a damaged locking tab and for corroded, pushed out, spread or damaged terminals that can cause an intermittent connection.
NOTE: An intermittent loss of a signal from one of the sensors may cause this DTC to set without setting a sensor fault.
Yes
Repair the Throttle Body connector or wiring.

No
Go To 6
6. REPLACE THE THROTTLE BODY AND RETEST FOR DTCS
1. Replace the Throttle Body in accordance with the Service Information. Refer to THROTTLE BODY, REMOVAL .
2. Connect the Throttle Body and PCM harness connectors.
5. Using the Environmental Data or When Monitored Conditions above, operate the vehicle within the conditions that set the DTC.
Did the DTC return?
Yes
Go To 7
No
Replacing the faulty Throttle Body repaired the fault.

1. Disconnect all PCM harness connectors.
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Corrosion.
Bent terminals.
5. Connect all PCM harness connectors. Be certain that all harness connectors are fully seated and the connector locks are fully engaged.
6. Connect all in-line harness connectors (if equipped). Be certain that all connectors are fully seated and the connector locks are fully engaged.
7. Connect all related component harness connectors. Be certain that all connectors are fully seated and the connector locks are fully engaged.
Did the DTC return?
Yes
No

P2111-ELECTRONIC THROTTLE CONTROL SYSTEM - UNABLE TO CLOSE

THEORY OF OPERATION
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WHEN MONITORED

The ETC Motor Self Learn procedure has been completed.
SET CONDITION
When the Powertrain Control Module (PCM) detects that the Throttle Body blade is not in the correct position for one second during the opening spring return test.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
PROCEDURE .
DIAGNOSTIC TEST
1. THROTTLE BODY INSPECTION

Yes
Go To 2
No

Yes
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No
Go To 3
3. CHECK THE THROTTLE BODY ASSEMBLY
Yes

No
P2112-ELECTRONIC THROTTLE CONTROL SYSTEM - UNABLE TO OPEN

THEORY OF OPERATION
WHEN MONITORED
This diagnostic runs when the following conditions are met:

The ETC Motor Self Learn procedure has been completed.
SET CONDITION
When the Powertrain Control Module (PCM) detects that the Throttle Body blade is not in the correct position when checked during the closing spring return test for 0.5
seconds.
DEFAULT ACTION
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POSSIBLE CAUSES
Possible Causes
PROCEDURE .
DIAGNOSTIC TEST
1. THROTTLE BODY INSPECTION

Yes
Go To 2
No

Yes
No
Go To 3
3. CHECK THE THROTTLE BODY ASSEMBLY
Yes

No
P2115-ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP PERFORMANCE

THEORY OF OPERATION
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WHEN MONITORED

During in-plant testing.
Diagnostic test for P2166 has passed.
SET CONDITION
APPS 1 has failed to achieve the required minimum value during In-Plant testing.
DEFAULT ACTION

The Throttle input and vehicle speed are limited.
POSSIBLE CAUSES
POSSIBLE CAUSES
ETC RELEARN
ACCELERATOR PEDAL POSITION SENSOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: This DTC is set when the APP Sensor values are learned in-plant but do not reach the minimum or maximum voltage range.

3. Start the engine.
Yes
Go To 2
No

Are there any APP Sensor out of range or 5-Volt Supply DTCs active or pending?
Yes
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No
Go To 3
3. PERFORM THE ETC RELEARN FUNCTION AND RETEST FOR DTC
1. With a scan tool perform the ETC RELEARN function.
Yes
Replace the APP Sensor in accordance with the Service Information. Refer to PEDAL, ACCELERATOR, REMOVAL . After installation is complete,
perform the ETC RELEARN function.
No
Performing the ETC RELEARN function repaired the fault.
P2116-ACCELERATOR PEDAL POSITION SENSOR 2 MINIMUM STOP PERFORMANCE

THEORY OF OPERATION
WHEN MONITORED

Diagnostic test for P2167 has passed.
SET CONDITION
APPS 2 has failed to achieve the required minimum value during In-Plant testing.
DEFAULT ACTION
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POSSIBLE CAUSES
POSSIBLE CAUSES
ETC RELEARN
PROCEDURE .
DIAGNOSTIC TEST

Yes
Go To 2
No

Are there any APP Sensor out of range or 5-Volt Reference DTCs active or pending?
Yes
No
Go To 3
Yes
No
Performing the ETC RELEARN function repaired the fault.
P2118-ELECTRONIC THROTTLE CONTROL MOTOR CURRENT PERFORMANCE

THEORY OF OPERATION
WHEN MONITORED
This diagnostic runs with the engine running.
SET CONDITION
The Powertrain Control Module (PCM) detects that the ETC Motor Driver duty cycle is over 80% for more than five seconds.
DEFAULT ACTION
The MIL will illuminate.
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If the PWM stays above 80%, P2110 will set first, and if the fault persists P2118 will follow. Root cause is common for both faults.
POSSIBLE CAUSES
Possible Causes
INTERMITTENT LOSS OF CONNECTION AT THE THROTTLE BODY HARNESS CONNECTOR
COKING OR DEBRIS BLOCKING THE THROTTLE BODY PLATE
THROTTLE BODY PLATE BINDING INSIDE THE BORE
PROCEDURE .
DIAGNOSTIC TEST
Did the DTC return?
Yes
Go To 2
No
NOTE: When this DTC is Active the engine speed, torque and vehicle speed are limited to a Limp in mode. An intermittent loss of
power to the PCM without performing an ETC RELEARN procedure may cause this DTC to set.

Are there any ETC Motor circuit DTCs present?
Yes
No
Go To 3
3. CHECK FOR ANY SERVICE BULLETINS OR PCM SOFTWARE UPDATES
1. Check for any applicable Service Bulletins or Flash updates related to the DTC.
Are there any applicable Service Bulletins or Flash updates?
Yes
Perform the applicable repair.

No
Go To 4
4. INSPECT THE THROTTLE BODY FOR FOREIGN MATERIAL, SCORING OR OTHER DAMAGE THAT COULD CAUSE THE THROTTLE PLATE
TO STICK
2. Remove the Air Cleaner Assembly from the Throttle Body. Refer to BODY, AIR CLEANER, REMOVAL .
3. Check for any signs of a foreign material (ice or dirt) causing the Throttle to stick.
Yes
Remove the debris if possible or replace the Throttle Body Assembly if signs of physical damage are present. Refer to THROTTLE BODY, REMOVAL .
Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function.
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No
Go To 5
5. CHECK THE THROTTLE BODY HARNESS CONNECTOR FOR DAMAGE OR POOR FIT
2. Check the connector for a damaged locking tab and for corroded, pushed out, spread or damaged terminals that can cause an intermittent connection.
NOTE: An intermittent loss of a signal from one of the sensors may cause this DTC to set without setting a sensor fault.
Yes
Repair the Throttle Body connector or wiring.

No
Go To 6
Did the DTC return?
Yes
Go To 7
No

Corrosion.
Bent terminals.
Did the DTC return?
Yes
No

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P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW
THEORY OF OPERATION
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WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects that the APP Sensor 1 input voltage is below the minimum acceptable value.
DEFAULT ACTION

POSSIBLE CAUSES
POSSIBLE CAUSES
5-VOLT SUPPLY APP SENSOR 1 CIRCUIT OPEN OR SHORTED TO GROUND
APP SENSOR 1 SIGNAL CIRCUIT SHORTED TO GROUND
APP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE APP SENSOR 1 GROUND CIRCUIT
APP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE APP SENSOR 2 GROUND CIRCUIT
APP SENSOR 1 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
APP SENSOR 1 GROUND CIRCUIT OPEN OR HIGH RESISTANCE
PROCEDURE .
DIAGNOSTIC TEST
Did the DTC return?
Yes
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Go To 2
No

Are there any 5-Volt Sensor Reference DTCs active or pending?
Yes
No
Go To 3
3. CHECK THE APP SENSOR HARNESS CONNECTOR AND TERMINALS
2. Check the APP Sensor harness connector for proper connection at the APP Sensor.
3. Verify that the connector is completely plugged in and locked prior to disconnecting.
4. Disconnect the APP Sensor harness connector and check for pushed out or spread terminals, brineling on terminals, discoloration from excessive heat, or corrosion
and water intrusion.
Were any issues found with the connector or terminals?
Yes
Repair the found issues in accordance with the service information or properly connect and lock the APP Sensor harness connector.
No
Go To 4
4. CHECK THE (K852) 5-VOLT SUPPLY CIRCUIT VOLTAGE
2. Disconnect the APP Sensor harness connector.
4. Measure the voltage between ground and the (K852) 5-Volt Supply circuit in the Accelerator Pedal Position Sensor harness connector.
Is the voltage between 4.9 and 5.1 volts?
Yes
Go To 5
No
Repair the (K852) 5-Volt Supply circuit for an open or short to ground.
5. CHECK THE (K23) APP SENSOR 1 SIGNAL CIRCUIT FOR A SHORT TO GROUND
2. Check for continuity between ground and the (K23) APP Sensor 1 Signal circuit at the APP Sensor harness connector.
Is there continuity between ground and the (K23) APP Sensor 1 Signal circuit?
Yes
Repair the (K23) APP Sensor 1 Signal circuit for a short to ground.
No
Go To 6
6. CHECK FOR THE (K23) APP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUITS
1. Check for continuity between the (K23) APP Sensor 1 Signal circuit and the:
(K400) Sensor Ground circuit in the Accelerator Pedal Position Sensor harness connector.
(K167) Sensor Ground circuit in the Accelerator Pedal Position Sensor harness connector.
Is there continuity between the (K23) APP Sensor 1 Signal circuit and either sensor ground circuit?
Yes
Repair the (K23) APP Signal 1 circuit for a short to the Sensor Ground circuit that showed continuity.
No
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Go To 7
7. CHECK THE (K23) APP SENSOR 1 SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in
poor terminal to pin connection. Install the GPEC Diagnostic Adaptor to perform the diagnosis.
1. Connect the (special tool #10436, Adapter, GPEC Diagnostic) to the appropriate PCM connector.
2. Measure the resistance of the (K23) APP Sensor 1 Signal circuit between the Accelerator Pedal Position Sensor harness connector and the GPEC Adaptor.
Yes
Go To 8
No
Repair the (K23) APP Sensor 1 Signal circuit for an open circuit or high resistance.
8. CHECK THE (K167) APP SENSOR GROUND 1 CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Measure the resistance of the (K167) APP Sensor Ground 1 circuit between the Accelerator Pedal Position Sensor harness connector and the GPEC Adaptor.
Yes
Go To 9
No
Repair the (K167) APP Sensor Ground 1 circuit for an open circuit or high resistance.
9. CHECK RELATED PCM AND APP SENSOR CONNECTIONS
Corrosion.
Brineling on terminals of sensor or harness connector.
Bent terminals.
NOTE: Before reconnecting the harness connectors, clean the terminals with Mopar electrical connector cleaner and apply a light
application of dielectric grease to the face of the connector with your finger. This will aid in preventing any future issues
with the sensor terminals and connector pins; excessive amounts of dielectric grease can cause damage to the sensor
terminals, connector pins, and weather seals.
3. Reconnect all PCM harness connectors. Be certain that all harness connectors are fully seated and the connector locks are fully engaged.
5. Reconnect the APP Sensor harness connector. Be certain that the connectors is fully seated and the connector locks are fully engaged.
Did the DTC return?
Yes
Go To 10
No

10. CHECK THE ABILITY OF THE PCM TO READ THE APP SENSOR SIGNAL
3. Connect a jumper between the (K852) 5-Volt Supply circuit and the (K23) APP Sensor 1 Signal circuit at the APP Sensor harness connector.
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NOTE: The P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH DTC should display as active or pending with the
jumper in place.
Yes
Replace the Accelerator Pedal Position Sensor in accordance with the Service Information. Refer to PEDAL, ACCELERATOR, REMOVAL .
No
P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH
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THEORY OF OPERATION
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WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects that the APP Sensor 1 input voltage is above the maximum acceptable value.
DEFAULT ACTION

POSSIBLE CAUSES
POSSIBLE CAUSES
5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
APP SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE
APP SIGNAL 1 CIRCUIT SHORTED TO THE 5-VOLT SUPPLY CIRCUIT
APP SIGNAL 1 CIRCUIT OPEN OR HIGH RESISTANCE
SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
PROCEDURE .
DIAGNOSTIC TEST
Did the DTC return?
Yes
Go To 2
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No

Yes
No
Go To 3
Yes
No
Go To 4
4. CHECK THE (K852) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
4. Measure the voltage on the (K852) 5-Volt Supply circuit at the APP Sensor harness connector.
Yes
Repair the (K852) 5-Volt Supply circuit for a short to voltage.

No
Go To 5
5. CHECK THE (K23) APP SENSOR SIGNAL 1 CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
1. Measure the voltage on the (K23) APP Sensor Signal 1 circuit at the APP Sensor harness connector.
Yes
Repair the (K23) APP Sensor Signal 1 circuit for a short to Battery voltage.
No
Go To 6
6. CHECK THE (K23) APP SENSOR SIGNAL 1 CIRCUIT FOR A SHORT TO THE 5-VOLT SUPPLY CIRCUITS
3. Check for continuity between the (K23) APP Sensor Signal 1 circuit and the:
(K852) 5-Volt Supply circuit at the APP Sensor harness connector.
Is there continuity between the (K23) APP Sensor Signal 1 circuit and the (K852) 5-Volt Supply circuit or (K854) 5-Volt Supply circuit?
Yes
Repair the (K23) APP Sensor Signal 1 circuit for a short to the 5-Volt Supply circuit that showed continuity.
No
Go To 7
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Corrosion.
Bent terminals.
Did the DTC return?
Yes
Go To 8
No

3. Connect a jumper between the (K23) APP Sensor Signal 1 circuit and the (K167) APP Sensor Ground circuit at the APP Sensor harness connector.
NOTE: The P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW DTC should display as active or pending with the
jumper in place.
Yes
No
P2127-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT LOW
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THEORY OF OPERATION
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WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects that the APP Sensor 2 input voltage is below the minimum acceptable value.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND
APP SENSOR 2 SIGNAL CIRCUIT SHORTED TO GROUND
APP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE APP SENSOR 1 RETURN CIRCUIT
APP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE APP SENSOR 2 RETURN CIRCUIT
APP SENSOR 2 SIGNAL CIRCUIT OPEN/HIGH RESISTANCE
APP SENSOR 2 GROUND CIRCUIT OPEN/HIGH RESISTANCE
APP SENSOR
PROCEDURE .
DIAGNOSTIC TEST
Did the DTC return?
Yes
Go To 2
No
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Perform the INTERMITTENT CONDITION diagnostic procedure. INTERMITTENT CONDITION .
Yes
No
Go To 3
Yes
No
Go To 4
4. CHECK THE (K854) 5-VOLT SUPPLY CIRCUIT VOLTAGE
Is the voltage between 4.9 and 5.1 volts?
Yes
Go To 5
No
Repair the (K854) 5-Volt Supply circuit for an open circuit or short to ground.
5. CHECK THE (K29) APP SENSOR 2 SIGNAL CIRCUIT FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K29) APP Sensor 2 Signal circuit at the APP Sensor harness connector.
Is there continuity between ground and the (K29) APP Sensor 2 circuit?
Yes
Repair the (K29) APP Sensor 2 Signal circuit for a short to ground.
No
Go To 6
6. CHECK FOR THE (K29) APP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUITS
1. Check for continuity between the (K29) APP Sensor 2 Signal circuit and the:
(K400) Sensor Ground circuit at the APP Sensor harness connector.
(K167) Sensor Ground circuit at the APP Sensor harness connector.
Is there continuity between (K29) APP Sensor 2 Signal circuit and (K400) Sensor Ground circuit or (K167) Sensor Ground circuit?
Yes
Repair the (K29) APP Sensor 2 Signal circuit for a short to the Sensor Ground circuit that showed continuity.
No
Go To 7
7. CHECK THE (K29) APP SENSOR 2 SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
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2. Measure the resistance of the (K29) APP Sensor 2 Signal circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 8
No
Repair the (K29) APP Sensor 2 Signal circuit for an open or high resistance.
8. CHECK THE (K400) APP SENSOR GROUND CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Measure the resistance of the (K400) APP Sensor Ground circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 9
No
Repair the (K400) APP Sensor Ground circuit for an open or high resistance.
Corrosion.
Bent terminals.
Did the DTC return?
Yes
Go To 10
No

3. Connect a jumper between the (K854) 5-Volt Supply circuit and the (K29) APP Sensor 2 Signal circuit at the APP Sensor harness connector.
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NOTE: The P2128-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT HIGH DTC should display as active or pending with the
jumper in place.
Yes
No
P2128-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT HIGH
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THEORY OF OPERATION
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WHEN MONITORED

Battery voltage greater than 10.4 Volts.
SET CONDITION
The Powertrain Control Module (PCM) detects that the APP Sensor 2 input voltage is above the maximum acceptable value.
DEFAULT ACTION

POSSIBLE CAUSES
POSSIBLE CAUSES
5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
APP SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
APP SIGNAL 2 CIRCUIT OPEN OR HIGH RESISTANCE
PROCEDURE .
DIAGNOSTIC TEST
Did the DTC return?
Yes
Go To 2
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No

Yes
No
Go To 3
Yes
No
Go To 4
4. CHECK THE (K854) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
Yes
Repair the (K854) 5-Volt Supply circuit for a short to voltage.

No
Go To 5
5. CHECK THE (K29) APP SENSOR SIGNAL 2 CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
1. Measure the voltage on the (K29) APP Sensor Signal 2 circuit at the APP Sensor harness connector.
Yes
Repair the (K29) APP Sensor Signal 2 circuit for a short to Battery voltage.
No
Go To 6
6. CHECK THE (K29) APP SENSOR SIGNAL 2 CIRCUIT FOR A SHORT TO THE 5-VOLT SUPPLY CIRCUITS
3. Check for continuity between the (K29) APP Sensor Signal 2 circuit and the:
Is there continuity between the (K29) APP Sensor Signal 2 circuit and the (K852) 5-Volt Supply circuit or (K854) 5-Volt Supply circuit?
Yes
Repair the (K29) APP Sensor Signal 2 circuit for a short to the 5-Volt Supply circuit that showed continuity.
No
Go To 7
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Corrosion.
Bent terminals.
Did the DTC return?
Yes
Go To 8
No

3. Connect a jumper between the (K29) APP Sensor Signal 2 circuit and the (K400) APP Sensor Ground circuit at the APP Sensor harness connector.
NOTE: The P2127-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT LOW DTC should display as active or pending with the
jumper in place.
Yes
No
P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION
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THEORY OF OPERATION
The Electronic Throttle Control (ETC) system uses two Throttle Position Sensors (TPS) to monitor the throttle blade position. TPS 1 and TPS 2 are located within the Throttle
Body Assembly. The sensors share a common 5-Volt Reference circuit (Supply) and a common Sensor Ground but each sensor has its own Signal circuit (TPS 1 and TPS 2).
Each Signal circuit provides the Powertrain Control Module (PCM) with a signal voltage proportionate to throttle blade movement. Normally operating sensor signals are
opposing to each other in the following manner:
TPS 1 voltage starts low, approximately 0.5 volts at closed throttle, and increases to approximately 4.3 volts at wide open throttle .
TPS 2 voltage starts high, approximately 4.5 volts at closed throttle, and decreases to approximately 0.7 volts at wide open throttle .
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The PCM performs multiple diagnostics on the Throttle Position Sensors. Along with the typical circuit high and circuit low diagnostics, the PCM also checks the TPS
calculation for any correlation issues. Below is an explanation of how the PCM checks the Absolute Difference between the two sensors:
The actual algorithm used in the diagnostic is: (TPS 1 value) - (5V - TPS 2 value) should be equal to 0.0V (+/- 0.25 volt error).
EXAMPLE 1: Using the voltage readings from the example table below for a NORMAL SENSOR at WIDE OPEN THROTTLE, calculate the Absolute Difference
of TPS 1 and TPS 2 as follows:
TPS 1(4.313V) - TPS 2(5V - 0.698V = 4.302V), or 4.313V - 4.302V = 0.011V.
This is a good sensor correlation reading because the difference is less than the +/- 0.25 volt threshold.
EXAMPLE 2: Using the voltage readings from the example table below for a FAULTY SENSOR at WIDE OPEN THROTTLE , calculate the Absolute Difference of
TPS 1 and TPS 2 as follows:
TPS 1(3.993V) - TPS 2(5V - 0.698V = 4.302V), or 3.993V - 4.302V = -0.309V.
This is a failed sensor correlation reading because the difference is more than the +/- 0.25 volt threshold.
Another easier way of calculating this Absolute Difference is to add TPS 1 and TPS 2 voltage values together. The sum of the two values should equal 5.0 volts +/- 0.25 volts.
If the sum of the two values is less than 4.75V, or more than 5.25V, the correlation DTC will set.
EXAMPLE 1: Using the same voltage readings from as EXAMPLE 1 above for a NORMAL SENSOR at WIDE OPEN THROTTLE :
Add TPS 1(4.313V) + TPS 2(0.698V) = 5.011V.
This is a good sensor correlation reading because the difference between 5.0V and 5.11V is less than the +/- 0.25 volt threshold.
EXAMPLE 2: Using the same voltage readings from the table above for a FAULTY SENSOR at WIDE OPEN THROTTLE :
Add TPS 1(3.993V) + TPS 2(0.698V) = 4.691V.
This is a failed sensor correlation reading because the difference between 5.0V and 4.691V is more than the +/- 0.25 volt threshold.
DISCLAIMER: The normal sensor voltage readings in the table below are typical readings for a Throttle Body on a 3.6L engine. The voltage values will vary slightly for
different engines. THIS IS INTENDED AS AN EXAMPLE to aid in explaining how the diagnostic performs the Absolute Difference calculation between TPS 1 and TPS 2.
THROTTLE POSITION (NORMAL TYPICAL TPS 1 VOLTAGE TYPICAL TPS 2 VOLTAGE (TPS 1) - (TPS 2) ERROR
SENSOR)
CLOSED THROTTLE 0.542V 4.456V -0.002V
WIDE OPEN THROTTLE 4.313V 0.698V 0.011V
THROTTLE POSITION (FAULTY TPS 1 VOLTAGE TPS 2 VOLTAGE (TPS 1) - (TPS 2) ERROR
SENSOR)
CLOSED THROTTLE 0.252V 4.456V Absolute Difference -0.292V
WIDE OPEN THROTTLE 3.993V 0.698V Absolute Difference -0.309V
WHEN MONITORED

No Throttle Position Sensor (TPS) DTCs present.
SET CONDITION
The absolute difference between TPS 1 and TPS 2 signals is more than 0.25 volts for between 0.04 and 0.14 seconds depending on calibration.
DEFAULT ACTION
ETC light will illuminate.

POSSIBLE CAUSES
Possible Causes
INTERMITTENT WIRING CONNECTION/CONNECTOR ISSUE
TPS 1 SIGNAL CIRCUIT AND TPS 2 SIGNAL CIRCUIT SHORTED TOGETHER
TPS 1 SIGNAL CIRCUIT SHORTED TO THE 5-VOLT SUPPLY CIRCUIT
TPS 2 SIGNAL CIRCUIT SHORTED TO THE 5-VOLT SUPPLY CIRCUIT
HIGH RESISTANCE IN THE TPS 1 OR TPS 2 SIGNAL CIRCUIT
HIGH RESISTANCE IN THE TPS RETURN CIRCUIT
HIGH RESISTANCE IN THE 5-VOLT SUPPLY CIRCUIT
THROTTLE POSITION SENSOR/THROTTLE BODY
PROCEDURE .
DIAGNOSTIC TEST
1. PERFORM THE THROTTLE FOLLOWER TEST

2. With the scan tool, read Powertrain Control Module (PCM) DTCs and Freeze Frame Data and record on the repair order.
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NOTE: The information provided in the Freeze Frame Data may help when performing the ETC Throttle Follower Test.
3. With a scan tool, perform the ETC Throttle Follower Test and monitor the TPS 1 and TPS 2 voltages.
NOTE: The absolute difference between TPS 1 and TPS 2 should not be more than 0.25 volts at any time while performing the ETC
Throttle Follower Test.
4. Slowly operate the throttle pedal to wide open throttle and back to closed throttle. Attempt to duplicate the position recorded in the Freeze Frame Data.
5. The voltage reading for TPS 1 should start low, approximately 0.5 volts and increase to approximately 4.3 volts.
6. The voltage reading for TPS 2 should start high, approximately 4.5 volts and decrease to approximately 0.7 volts.
Do the voltages change proportionately to each other and is the absolute difference of the two sensors less than 0.25 volts during the entire range of travel?
Yes
No
Go To 2
2. CHECK FOR AN INTERMITTENT WIRING/CONNECTOR ISSUE
1. With the scan tool, perform the ETC Throttle Follower Test again and wiggle test the wiring harness connector while slowly operating the throttle pedal to wide
open throttle and back to closed throttle. Again, attempt to duplicate the position recorded in the Freeze Frame Data. Monitor the TPS 1 and TPS 2 voltages while
wiggle testing the connector.
2. If the absolute difference is still more than 0.25 volts, turn the ignition off, disconnect and reconnect the Throttle Body harness connector and repeat the step above.
Did the absolute difference of the two sensors become less than 0.25 volts while wiggle testing the connector or after the connector was unplugged and
reconnected?
Yes
Replace the Throttle Body connector if available or perform appropriate repair to the connector for an intermittent connection.
No
Go To 3
3. CHECK FOR AN ACTIVE TPS SENSOR PERFORMANCE DTC
Are the P0121 or P0221 DTC also active?
Yes
Perform the TPS Sensor Performance DTC that is active before continuing with this test procedure.
No
Go To 4
4. CHECK FOR A SHORT BETWEEN THE (K22) TPS 1 SIGNAL CIRCUIT AND THE (K122) TPS 2 SIGNAL CIRCUIT
4. Check for continuity between the (K22) TPS 1 Signal circuit and the (K122) TPS 2 Signal circuit at the Throttle Body harness connector.
Is there continuity between the (K22) TPS 1 Signal circuit and the (K122) TPS 2 Signal circuit?
Yes
Repair the short between the (K22) TPS 1 Signal circuit and the (K122) TPS 2 Signal circuit.
No
Go To 5
5. CHECK FOR A SHORT BETWEEN THE (K22) TPS 1 SIGNAL CIRCUIT AND THE (F855) 5-VOLT SUPPLY CIRCUIT
1. Check for continuity between the (K22) TPS 1 Signal circuit and the (F855) 5-Volt Supply circuit at the Throttle Body harness connector.
Is there continuity between the (K22) TPS 1 Signal circuit and the (F855) 5-Volt Supply circuit?
Yes
Repair the short between the (K22) TPS 1 Signal circuit and the (F855) 5-Volt Supply circuit.
No
Go To 6
6. CHECK FOR A SHORT BETWEEN THE (K122) TPS 2 SIGNAL CIRCUIT AND THE (F855) 5-VOLT SUPPLY CIRCUIT
1. Check for continuity between the (K122) TPS 2 Signal circuit and the (F855) 5-Volt Supply circuit at the Throttle Body harness connector.
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Is there continuity between the (K122) TPS 2 Signal circuit and the (F855) 5-Volt Supply circuit?
Yes
Repair the short between the (K122) TPS 2 Signal circuit and the (F855) 5-Volt Supply circuit.
No
Go To 7
7. CHECK FOR HIGH RESISTANCE IN THE (K22) TPS 1 SIGNAL CIRCUIT

2. Measure the resistance of the (K22) TPS 1 Signal circuit between the Throttle Body harness connector and the GPEC Adaptor.
Yes
Go To 8
No
Repair the (K22) TPS 1 Signal circuit for high resistance.

8. CHECK FOR HIGH RESISTANCE IN THE (K122) TPS 2 SIGNAL CIRCUIT
1. Measure the resistance of the (K122) TPS 2 Signal circuit between the Throttle Body harness connector and the GPEC Adaptor.
Yes
Go To 9
No
Repair the (K122) TPS 2 Signal circuit for high resistance.

9. CHECK FOR HIGH RESISTANCE IN THE (K922) TPS RETURN CIRCUIT
1. Measure the resistance of the (K922) TPS Return circuit between the Throttle Body harness connector and the GPEC Adaptor.
Yes
Go To 10
No
Repair the (K922) TPS Return circuit for high resistance.

10. CHECK FOR HIGH RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT
1. Measure the resistance of the (F855) 5-Volt Supply circuit between the Throttle Body harness connector and the GPEC Adaptor.
Yes
Go To 11
No
Repair the (F855) 5-Volt Supply circuit for high resistance.

11. PLUG IN A KNOWN GOOD THROTTLE BODY AND RETEST
1. Plug in a known good Throttle Body to the harness connector.
3. With a scan tool, perform the ETC Throttle Follower Test and monitor the TPS 1 and TPS 2 voltages.
4. Slowly operate the throttle pedal to wide open throttle and back to closed throttle. Attempt to duplicate the position recorded in the Freeze Frame Data.
Do the voltages change proportionately to each other and is the absolute difference of the two sensors less than 0.25 volts during the entire range of travel?
Yes
Replace the Throttle Body in accordance with the Service Information. Refer to THROTTLE BODY, REMOVAL .
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No
Go To 12
12. CHECK RELATED PCM AND COMPONENT CONNECTIONS
1. Perform any Service Bulletins that apply.
Corrosion.
Bent terminals.
Did the DTC return?
Yes
No

Test complete.
P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION
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THEORY OF OPERATION
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WHEN MONITORED

No APPS 1 and APPS 2 DTCs present.
SET CONDITION
The Powertrain Control Module (PCM) detects that the correlation between APPS 1 and APPS 2 is not plausible.
DEFAULT ACTION

Idle may be affected when the brake pedal is pressed or if a brake switch circuit error is present.
POSSIBLE CAUSES
POSSIBLE CAUSES
5-VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
EXCESSIVE RESISTANCE IN THE APP SENSOR 1 5-VOLT CIRCUIT
EXCESSIVE RESISTANCE IN THE APP SIGNAL 1 CIRCUIT
EXCESSIVE RESISTANCE IN THE APP SENSOR 1 RETURN CIRCUIT
EXCESSIVE RESISTANCE IN THE APP SENSOR 2 5-VOLT CIRCUIT
EXCESSIVE RESISTANCE IN THE APP SIGNAL 2 CIRCUIT
EXCESSIVE RESISTANCE IN THE APP SENSOR 2 RETURN CIRCUIT
PROCEDURE .
DIAGNOSTIC TEST
Did the DTC return?
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Yes
Go To 2
No

Yes
No
Go To 3
3. CHECK FOR HIGH RESISTANCE IN THE (K852) 5-VOLT SUPPLY CIRCUIT
5. Measure the resistance of the (K852) 5-Volt Supply circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 4
No
Repair the (K852) 5-Volt Supply circuit for an open or high resistance.
4. CHECK FOR HIGH RESISTANCE IN THE (K23) APP SENSOR SIGNAL 1 CIRCUIT
1. Measure the resistance of the (K23) APP Sensor Signal 1 circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 5
No
Repair the (K23) APP Sensor Signal 1 circuit for an open or high resistance.
5. CHECK FOR HIGH RESISTANCE IN THE (K167) APP SENSOR GROUND 1 CIRCUIT
1. Measure the resistance of the (K167) APP Sensor 1 Ground circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 6
No
Repair the (K167) APP Sensor 1 Ground circuit for an open or high resistance.
6. CHECK FOR HIGH RESISTANCE IN THE (K854) 5-VOLT SUPPLY CIRCUIT
1. Measure the resistance of the (K854) 5-Volt Supply circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 7
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No
Repair the (K854) 5-Volt Supply circuit for an open or high resistance.
7. CHECK FOR HIGH RESISTANCE IN THE (K29) APP SENSOR SIGNAL 2 CIRCUIT
1. Measure the resistance of the (K29) APP Sensor Signal 2 circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 8
No
Repair the (K29) APP Sensor Signal 2 circuit for an open or high resistance.
8. CHECK FOR HIGH RESISTANCE IN THE (K400) APP SENSOR 2 GROUND CIRCUIT
1. Measure the resistance of the (K400) APP Sensor 2 Ground circuit between the APP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 9
No
Repair the (K400) APP Sensor 2 Ground circuit for an open or high resistance.
Corrosion.
Bent terminals.
Did the DTC return?
Yes
Go To 10
No

10. CHECK THE ACCELERATOR PEDAL POSITION SENSOR
2. Reconnect the APP Sensor harness connector.
3. Reconnect the PCM C1 harness connector.
4. Turn the ignition on, engine not running.
5. With the scan tool, set both APP Sensors to a graph.
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6. Slowly press and release the Accelerator Pedal while monitoring the graph of the sensors on the scan tool.
Does the scope pattern show any missing or erratic signals for either APP Sensor?
Yes
No
P2166-ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP PERFORMANCE

WHEN MONITORED
With the igniting on.

SET CONDITION
APPS 1 has failed to achieve the required maximum value during In-Plant testing.
DEFAULT ACTION

POSSIBLE CAUSES
POSSIBLE CAUSES
ETC RELEARN
PROCEDURE .
DIAGNOSTIC TEST
1. Start the engine and allow it to reach normal operating temperature.
Yes
Go To 2
No

Are there any APP Sensor or 5-Volt Reference DTCs active or pending?
Yes
No
Go To 3
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Yes
No
Test Complete. Performing the ETC Relearn function repaired the condition.
P2167-ACCELERATOR PEDAL POSITION SENSOR 2 MAXIMUM STOP PERFORMANCE

WHEN MONITORED
With the igniting on.

SET CONDITION
APPS 2 has failed to achieve the required maximum value during In-Plant testing.
DEFAULT ACTION

POSSIBLE CAUSES
POSSIBLE CAUSES
ETC RELEARN
PROCEDURE .
DIAGNOSTIC TEST
1. Start the engine and allow it to reach normal operating temperature.
Yes
Go To 2
No

Are there any APP Sensor or 5-Volt Reference DTCs active or pending?
Yes
No
Go To 3
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Yes
Replace the APP Sensor in accordance with the Service Information. Refer to PEDAL, ACCELERATOR, REMOVAL .. After installation is complete,
No
Test Complete. Performing the ETC Relearn function repaired the condition.
P2172-HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS ACCUMULATION)

THEORY OF OPERATION
WHEN MONITORED
With the engine running.

No MAP Sensor, Throttle Body, CMP/CKP Sensor or 5-Volt Reference DTCs.
P2174 is not present.
SET CONDITION
The PCM monitors and compares the difference between the actual Map Sensor reading and the calculated Map Sensor model over time. The PCM detects an
instantaneous difference between these two values, beyond a calibrated threshold, indicating that there is an air leak in the intake system.
DEFAULT ACTION

If the vehicle is equipped with the stop/start feature, the system will be disabled when this DTC is active.
POSSIBLE CAUSES
Possible Causes
VACUUM LEAK
PCV VALVE OR HOSE LEAKING OR RESTRICTED
RESTRICTION IN THE EXHAUST SYSTEM
INTERNAL ENGINE MECHANICAL COMPONENTS
RESISTANCE IN THE 5-VOLT SUPPLY CIRCUIT
RESISTANCE IN THE MAP SIGNAL CIRCUIT
RESISTANCE IN MAP SENSOR GROUND CIRCUIT
MAP SENSOR
THROTTLE BODY
PROCEDURE .
DIAGNOSTIC TEST

1. Start the engine and allow it to idle until closed loop fueling is achieved.
2. With a scan tool, read DTCs.
Yes
Go To 2
No

Are there any 5-Volt Reference, TPS, Cam Sensor, Crank Sensor or MAP Sensor DTCs active or pending?
Yes
Perform the applicable diagnostic procedure(s). Refer to .
No
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Go To 3
3. CHECK THE PCV VALVE AND SYSTEM FOR LEAKS OR RESTRICTIONS
1. Visually inspect the PCV System for signs of leaks.
2. Check the PCV Valve and system for restricted air flow.
Were any issues found with the PCV System?
Yes

No
Go To 4
4. COMPARE THE ENGINE VACUUM AND MAP SENSOR READING
1. Turn the engine off.
2. Connect a vacuum gauge to the Intake Manifold.
3. Start the engine and allow it to idle.
4. Monitor the reading on the vacuum gauge.
5. Monitor the MAP Sensor reading on the scan tool.
Compare the scan tool reading to the vacuum gauge reading?
Both of the readings match.
Check and repair any engine vacuum leaks, exhaust restrictions, or engine mechanical conditions that can cause low engine compression.
MAP reading on scan tool does not match the measured vacuum.
Go To 5
2. Disconnect the MAP Sensor harness connector.

5. Measure the resistance of the (F856) 5-Volt Supply circuit between the MAP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 6
No

6. CHECK FOR HIGH RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT
1. Measure the resistance of the (K1) MAP Signal circuit between the MAP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 7
No
Repair the (K1) MAP Signal circuit for high resistance.

7. CHECK FOR HIGH RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
1. Measure the resistance of the (K900) Sensor Ground circuit between the MAP Sensor harness connector and the GPEC Adaptor.
Yes
Go To 8
No
Repair the excessive (K900) Sensor ground circuit for high resistance.
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8. CHECK THE MAP SENSOR AND PORT FOR OBSTRUCTIONS
1. Remove the MAP Sensor.
2. Inspect the MAP Sensor and port for any obstructions.
Were any obstructions found?
Yes
Perform the appropriate repairs and retest.

No
Go To 9
9. REPLACE THE MAP SENSOR AND RETEST FOR DTC
1. Replace the MAP Sensor in accordance with the Service Information. (Refer to 14 - Fuel System/Fuel Injection/SENSOR, Manifold Air Pressure (MAP) -
Removal and Installation). Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
Did the DTC return?
Yes
Go To 10
No
Replacing the MAP Sensor repaired the fault.

Did the DTC return?
Yes
Go To 11
No

Corrosion.
Bent terminals.
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Did the DTC return?
Yes
No
Repair the poor connections.

P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION)

THEORY OF OPERATION
WHEN MONITORED
With the engine running at or above idle (not cranking).

No MAP Sensor DTCs.
No Throttle Body related DTCs.
No 5-Volt Reference DTCs.
No Crank/Cam Sensor DTCs.
DTC P2174 is not present.
SET CONDITION
The PCM detects a gradual long term increase in the difference between the actual Map Pressure sense and calculated Map Sensor value, beyond the calibrated adaptive
limit, due to a loss of vacuum.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
VACUUM LEAK
RESTRICTION IN THE EXHAUST SYSTEM
INTERNAL ENGINE MECHANICAL COMPONENTS
MAP SENSOR
PROCEDURE .
DIAGNOSTIC TEST

2. With the scan tool, read Powertrain Control Module (PCM) DTCs and Freeze Frame Data and record on the repair order.
3. Using the recorded Freeze Frame Data and the When Monitored and Set Conditions above, operate the vehicle in the conditions that set the DTC.
Yes
Go To 2
No

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Are there any 5-Volt Reference, TPS, Cam Sensor, Crank Sensor or MAP Sensor DTCs active or pending?
Yes
No
Go To 3
3. CHECK THE PCV VALVE AND SYSTEM FOR LEAKS OR RESTRICTIONS
1. Visually inspect the PCV System for signs of leaks.
2. Check the PCV Valve and system for restricted air flow.
Were any issues found with the PCV System?
Yes

No
Go To 4
4. COMPARE THE ENGINE VACUUM AND MAP SENSOR READING
Both of the readings match.
Check and repair any engine vacuum leaks, exhaust restrictions, or engine mechanical conditions that can cause low engine compression.
MAP reading on scan tool does not match the measured vacuum.
Go To 5

Yes
Go To 6
No

Yes
Go To 7
No

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Yes
Go To 8
No
Repair the (K900) Sensor Ground circuit for high resistance.

Yes

No
Go To 9
1. Replace the MAP Sensor in accordance with the Service Information. (Refer to 14 - Fuel System/Fuel Injection/SENSOR, Manifold Air Pressure (MAP)//Removal
and Installation). Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
Did the DTC return?
Yes
Go To 10
No

Corrosion.
Bent terminals.
Did the DTC return?
Yes
Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information. (Refer to 08 - Electrical/8E - Electronic Control
Modules/MODULE, Powertrain Control/Removal and Installation). Refer to MODULE, POWERTRAIN CONTROL (PCM), REMOVAL .
No
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P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS ACCUMULATION)

THEORY OF OPERATION
WHEN MONITORED

No MAP Sensor, Throttle Body, CMP/CKP Sensor or 5-Volt Reference DTCs.
SET CONDITION
The PCM detects a long term increase in the difference between the actual Map Pressure sense and calculated Map Sensor value, beyond the calibrated limit, due to an
increase in vacuum.
DEFAULT ACTION
The ETC will flash.

POSSIBLE CAUSES
Possible Causes
RESTRICTION IN THE AIR INLET SYSTEM
MAP SENSOR
THROTTLE BODY
PROCEDURE .
DIAGNOSTIC TEST

2. With the scan tool, record and erase all DTCs.
4. With a scan tool, read active DTCs.
Is the DTC active?
Yes
Go To 2
No

Are there any 5-Volt Supply, TPS, Oxygen Sensor, Fuel related or MAP Sensor DTCs active or pending?
Yes
No
Go To 3
3. CHECK THE AIR INLET SYSTEM FOR A RESTRICTION
NOTE: The most likely cause of this DTC is a plugged intake air system or dirty Throttle Body.

2. Remove the Air Cleaner Assembly.
3. Remove the Air Filter.
4. Inspect the Throttle Body opening for signs of any foreign materials or excessive carbon build up.
5. Check the intake tube and air cleaner for obstructions; include snow packing questions to customer.
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Were any restrictions found?
Yes
Repair the restriction as necessary.

No
Go To 4
4. COMPARE THE ACTUAL ENGINE VACUUM AND MAP SENSOR READING
Both of the readings match
Remove the Air Cleaner Assembly and check for restrictions in the filter or assembly. Check for restriction in the air inlet plumbing. Check the Throttle
Body for any signs of binding, sticking or obstructions. Repair as necessary in accordance with the Service Information.
MAP reading on scan tool does not match the measured vacuum
Go To 5

Yes
Go To 6
No

Yes
Go To 7
No

Yes
Go To 8
No
Repair the (K900) Sensor Ground circuit for high resistance.

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Yes

No
Go To 9
1. Replace the MAP Sensor in accordance with the Service Information. (Refer to 14 - Fuel System/Fuel Injection/SENSOR, Manifold Air Pressure (MAP)//Removal
and Installation). Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
Did the DTC return?
Yes
Go To 10
No

Did the DTC return?
Yes
Go To 11
No

Corrosion.
Bent terminals.
Did the DTC return?
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Yes
Replace and program the Powertrain Control Module (PCM) in accordance with the Service Information. (Refer to 08 - Electrical/8E - Electronic Control
Modules/MODULE, Powertrain Control/Removal and Installation). Refer to MODULE, POWERTRAIN CONTROL (PCM), REMOVAL .
No

P2181-COOLING SYSTEM PERFORMANCE

WHEN MONITORED

No ETC DTCs present.
SET CONDITION
The coolant temperature should change at a specific rate. If this rate is too slow or too fast this fault will set.
DEFAULT ACTION

POSSIBLE CAUSES
POSSIBLE CAUSES
LOW COOLANT LEVEL
THERMOSTAT
ECT SIGNAL CIRCUIT SHORTED TO VOLTAGE
ECT SIGNAL CIRCUIT SHORTED TO GROUND
ECT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
ECT SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: Diagnose and repair any Engine Coolant Temperature (ECT) sensor DTCs before proceeding with this test.
NOTE: Inspect the ECT sensor and related PCM connector terminals for corrosion or damage.
NOTE: Extremely cold ambient temperatures may cause this DTC to set.

3. Review DTC information.
Is the Good Trip Counter greater than zero?
Yes
No
Go To 2
2. LOW ENGINE COOLANT LEVEL
WARNING: Allow the engine to cool before opening the cooling system. The system may be under pressure. Extreme burns or
scalding may result. Failure to follow these instructions can result in possible serious or fatal injury.
2. Inspect the cooling system for proper coolant level and condition.
Yes
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Inspect the vehicle for a coolant leak. Repair as necessary in accordance with the Service Information.
No
Go To 3
3. THERMOSTAT
NOTE: Allow the engine to cool to ambient temperature before proceeding with this test.
2. Using the appropriate Service Information, determine the proper opening temperature of the thermostat.
3. With a scan tool, read the ECT sensor value. If the engine was allowed to cool completely, the value should be approximately equal to the ambient temperature.
4. Start the engine and allow it to reach operating temperature while monitoring the ECT sensor value. The sensor value change should be a smooth transition from
start up to normal operating temperature. Monitor the actual coolant temperature with a thermometer.
NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer reading) and the coolant
temperature value on the scan tool should be relatively close. The thermostat should not open until the engine reaches the
temperature specified in the Service Information.
Does the thermostat open at the temperature specified in the Service Information?
Yes
Go To 4
No
Replace the thermostat in accordance with the Service Information.

4. CHECK THE (K2) ECT SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
2. Disconnect the Engine Coolant Temperature Sensor harness connector.
5. Measure the voltage on the (K2) ECT Signal circuit in the Engine Coolant Temperature Sensor 1 harness connector.
Is there any voltage present?
Yes
Repair the (K2) ECT Signal circuit for a short to voltage.

No
Go To 5
5. CHECK THE (K2) ECT SIGNAL CIRCUIT FOR A SHORT TO GROUND
2. Disconnect the Engine Coolant Temperature Sensor harness connector.
3. Check for continuity between ground and the (K2) ECT Signal circuit at the Engine Coolant Temperature Sensor harness connector.
Is there continuity between ground and the (K2) ECT Signal circuit ?
Yes
Repair the (K2) ECT Signal circuit for a short to ground.

No
Go To 6
6. CHECK FOR THE (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K915) SENSOR GROUND CIRCUIT
1. Check for continuity between the (K2) ECT Signal circuit and the (K915) Sensor Ground circuit at the Engine Coolant Temperature Sensor harness connector.
Is there continuity between the (K2) ECT Signal circuit and the (K915) Sensor Ground circuit?
Yes
Repair the (K2) ECT Signal circuit for a short to the (K915) Sensor Ground circuit.
No
Go To 7
7. CHECK THE (K2) ECT SIGNAL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
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2. Measure the resistance in the (K2) ECT Signal circuit from the ECT Sensor harness connector to the GPEC Adaptor.
Yes
Go To 8
No
Repair the (K2) ECT Signal circuit for an open or high resistance.
8. CHECK THE (K915) SENSOR GROUND CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Measure the resistance of the (K915) Sensor Ground circuit between the Engine Coolant Temperature Sensor harness connector and the GPEC Adaptor.
Yes
Go To 9
No
Repair the (K915) Sensor Ground for an open or high resistance.

9. ENGINE COOLANT TEMPERATURE SENSOR
1.
3. Connect the PCM C2 harness connector.
4. Connect a jumper between the (K915) Sensor Ground circuit and the (K2) ECT Signal circuit in the ECT Sensor harness connector.
6. With the scan tool, read the Engine Coolant Temperature Sensor Signal voltage.
Is the voltage below 0.1 volts with the jumper in place?
Yes
Replace the Engine Coolant Temperature Sensor in accordance with the Service Information. Refer to SENSOR, COOLANT TEMPERATURE,
REMOVAL .
No
Go To 10
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Engine Coolant Temperature Sensor and the Powertrain Control
Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals.
4. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
5. Look for the data to change or for the DTC to reset during the wiggle test.
Yes
No
P219A-BANK 1 AIR/FUEL RATIO IMBALANCE

THEORY OF OPERATION
The purpose of the Cylinder Imbalance Detection diagnostic monitor is to detect an air/fuel ratio imbalance between the cylinders across an entire cylinder bank.
NOTE: Although it does not indicate as such, this fault will set because a specific cylinder on this bank is out of balance with the other
cylinders. The fault may not be easily noticeable to the technician. During diagnosis, it is necessary to pay close attention to small
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differences between the cylinders during each of the test steps.
This imbalance can be caused by a number of different malfunctions including but not limited to:
Intake Manifold leak at a specific cylinder.

Fuel Injector problem.
Variable cam lift failure.
Camshaft/ Valvetrain problems.
Ignition system problems at a specific cylinder.
Engine mechanical problems relating to cylinder combustion at a specific cylinder.
The Cylinder Imbalance Detection requires that the Upstream Oxygen (O2) Sensors are capable of operating at high frequencies, since an aged O2 Sensors response capability
at a higher frequency range can be degraded. Therefore, before this monitor can become active, the O2 Sensor High Frequency Response monitor is performed to see if the
sensor is even capable of detecting an imbalance.
Once active, the Cylinder Imbalance Detection monitor matches up the Upstream O2 Sensor signal with the corresponding cylinders on that bank. Each cylinder is monitored
and adjustments are made as needed for each cylinder to correct an air/fuel ratio imbalance. If an individual cylinder reaches a calibrated adaptation threshold (15%), the
diagnostic monitor will be considered failing.
WHEN MONITORED
Engine run time of 90 seconds.

Engine Coolant Temperature (ECT) is between 70Â°C -122Â°C (158Â°F -251Â°F).
Closed loop fuel control.
Engine speed between 1000 - 2700 rpm.
Calculated engine load between 30 - 90%.
The Upstream O2 Sensor high frequency diagnostic monitor has run and passed this trip (indicated by P113D not being present).
For flex fuel vehicles the Fuel Adaptive Learned must be completed.
SET CONDITION
The Powertrain Control Module detects that one of the cylinders on bank 1 has an air/fuel ratio imbalance of 15% when compared to the other cylinders on the same
cylinder bank.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
INTAKE MANIFOLD LEAK AT A SPECIFIC CYLINDER ON BANK 1
FUEL INJECTOR ISSUES AT A SPECIFIC CYLINDER ON BANK 1
IGNITION SYSTEM ISSUES AT A SPECIFIC CYLINDER ON BANK 1
CYLINDER COMPRESSION IMBALANCE
CARBON BUILD UP
VARIABLE VALVE TIMING ISSUES
VALVE TRAIN ISSUES
PROCEDURE .
DIAGNOSTIC TEST

2. Allow the engine to reach normal operating temperature.
Yes
Go To 2
No

2. CHECK FOR AN INTAKE MANIFOLD LEAK AT A SPECIFIC CYLINDER ON BANK 1
1. Check for any of the following conditions, but not limited to:
Intake manifold seals leaking at a specific cylinder.
Intake plenum leak at a specific cylinder.
Warped/cracked Intake Manifold or plenum.
Vacuum leak at a Fuel Injector O-Rings.
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Were any issues found?
Yes
Perform the appropriate repairs.

No
Go To 3
3. CHECK FOR FUEL INJECTOR ISSUES AT A SPECIFIC CYLINDER ON BANK 1
Verify correct voltage supply at each Fuel Injector.
Verify correct control circuit operation at each Fuel Injector.
Verify correct Fuel Injector operation (spray pattern).
Yes
No
Go To 4
4. CHECK THE CYLINDERS ON BANK 1 FOR LOW COMPRESSION AND IGNITION SYSTEM ISSUES
1. Perform a cylinder compression and/or cylinder leak down test on each cylinder on bank 1.
2. Check the ignition system for any of the following conditions, but not limited to:
Verify correct voltage supply at each Ignition Coil.
Verify correct control circuit operation at each Ignition Coil.
Verify that the Spark Plugs are matching and are equivalent to OEM specifications.
Verify correct Spark Plug gap.
Visually inspect the Ignition Coils and Spark Plugs for signs of carbon tracking.
Visually inspect the Ignition Coils for signs of damage.
Yes
No
Go To 5
5. CLEAN THE VALVE TRAIN AND COMBUSTION CHAMBERS
1. Using the Mopar Combustion cleaner, de-carbon the engine.
2. After driving and clearing the combustion cleaner from the engine, erase any DTCs with the scan tool.
3. Test drive the vehicle in accordance with the when monitored conditions.
Did the DTC return?
Yes
Go To 6
No
Repair is complete.
6. CHECK FOR VALVETRAIN AND VARIABLE VALVE SYSTEM ISSUES
1. Check the valve train for any of the following conditions, but not limited to:
Verify correct operation of the Camshaft Phasers.
Verify correct operation of the Oil Control Valves.
Check for broken, worn or improperly installed valve springs.
Check for broken, worn or improperly installed Camshaft followers.
Check for worn Camshaft lobes.
Yes
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No
Anything that can cause an air/fuel ratio imbalance in an individual cylinder will cause this DTC to set. Verify all of the items in this test and any other
mechanical items that may cause this DTC to set. Also check for any Service Bulletins that may apply to this fault code.
P219B-BANK 2 AIR/FUEL RATIO IMBALANCE

THEORY OF OPERATION
The purpose of the Cylinder Imbalance Detection diagnostic monitor is to detect an air/fuel ratio imbalance between the cylinders across an entire cylinder bank.
NOTE: Although it does not indicate as such, this fault will set because a specific cylinder on this bank is out of balance with the other
cylinders. The fault may not be easily noticeable to the technician. During diagnosis, it is necessary to pay close attention to small
differences between the cylinders during each of the test steps.
This imbalance can be caused by a number of different malfunctions including but not limited to:
Intake Manifold leak at a specific cylinder.

Fuel Injector problem.
Variable cam lift failure.
Camshaft/ Valvetrain problems.
Ignition system problems at a specific cylinder.
Engine mechanical problems relating to cylinder combustion at a specific cylinder.
The Cylinder Imbalance Detection requires that the Upstream Oxygen (O2) Sensors are capable of operating at high frequencies, since an aged O2 Sensors response capability
at a higher frequency range can be degraded. Therefore, before this monitor can become active, the O2 Sensor High Frequency Response monitor is performed to see if the
sensor is even capable of detecting an imbalance.
Once active, the Cylinder Imbalance Detection monitor matches up the Upstream O2 Sensor signal with the corresponding cylinders on that bank. Each cylinder is monitored
and adjustments are made as needed for each cylinder to correct an air/fuel ratio imbalance. If an individual cylinder reaches a calibrated adaptation threshold (15%), the
diagnostic monitor will be considered failing.
WHEN MONITORED
This diagnostic runs continuously when the following conditions are met
Engine run time of 90 seconds.

Engine Coolant Temperature (ECT) is between 70Â°C -122Â°C (158Â°F -251Â°F).
Closed loop fuel control.
Engine speed between 1000 - 2700 rpm.
Calculated engine load between 30 - 90%.
The Upstream O2 Sensor high frequency diagnostic monitor has run and passed this trip (indicated by P113D not being present).
For flex fuel vehicles the Fuel Adaptive Learned must be completed.
SET CONDITION
The Powertrain Control Module detects that one of the cylinders on bank 2 has an air/fuel ratio imbalance of 15% when compared to the other cylinders on the same
cylinder bank.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
INTAKE MANIFOLD LEAK AT A SPECIFIC CYLINDER ON BANK 2
FUEL INJECTOR ISSUES AT A SPECIFIC CYLINDER ON BANK 2
IGNITION SYSTEM ISSUES AT A SPECIFIC CYLINDER ON BANK 2
CYLINDER COMPRESSION IMBALANCE
CARBON BUILD UP
VARIABLE VALVE TIMING ISSUES
VALVE TRAIN ISSUES
PROCEDURE .
DIAGNOSTIC TEST

2. Allow the engine to reach normal operating temperature.
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Yes
Go To 2
No

2. CHECK FOR AN INTAKE MANIFOLD LEAK AT A SPECIFIC CYLINDER ON BANK 2
Intake manifold seals leaking at a specific cylinder.
Intake plenum leak at a specific cylinder.
Warped/cracked Intake Manifold or plenum.
Vacuum leak at a Fuel Injector O-Rings.
Yes
Perform the appropriate repairs.

No
Go To 3
3. CHECK FOR FUEL INJECTOR ISSUES AT A SPECIFIC CYLINDER ON BANK 2
Verify correct voltage supply at each Fuel Injector.
Verify correct control circuit operation at each Fuel Injector.
Verify correct Fuel Injector operation (spray pattern).
Yes
No
Go To 4
4. CHECK THE CYLINDERS ON BANK 2 FOR LOW COMPRESSION AND IGNITION SYSTEM ISSUES
1. Perform a cylinder compression and/or cylinder leak down test on each cylinder on bank 2.
2. Check the ignition system for any of the following conditions, but not limited to:
Verify correct voltage supply at each Ignition Coil.
Verify correct control circuit operation at each Ignition Coil.
Verify that the Spark Plugs are matching and are equivalent to OEM specifications.
Verify correct Spark Plug gap.
Visually inspect the Ignition Coils and Spark Plugs for signs of carbon tracking.
Visually inspect the Ignition Coils for signs of damage.
Yes
No
Go To 5
5. CLEAN THE VALVE TRAIN AND COMBUSTION CHAMBERS
1. Using the Mopar Combustion cleaner, de-carbon the engine.
2. After driving and clearing the combustion cleaner from the engine, erase any DTCs with the scan tool.
Did the DTC return?
Yes
Go To 6
No
Repair is complete.
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6. CHECK FOR VALVETRAIN AND VARIABLE VALVE SYSTEM ISSUES
1. Check the valvetrain for any of the following conditions, but not limited to:
Verify correct operation of the Camshaft Phasers.
Verify correct operation of the Oil Control Valves.
Check for broken, worn or improperly installed valve springs.
Check for broken, worn or improperly installed Camshaft followers.
Check for worn Camshaft lobes.
Yes
No
Anything that can cause an air/fuel ratio imbalance in an individual cylinder will cause this DTC to set. Verify all of the items in this test and any other
mechanical items that could cause this DTC to set. Also check for any Service Bulletins that may apply to this fault code.
P2227-BAROMETRIC PRESSURE CIRCUIT PERFORMANCE

THEORY OF OPERATION
COMPONENT LOCATION CORRELATING PRESSURE SENSOR CORRELATING TEMP SENSOR DTCS

DTCS
BARO SENSOR Inside the PCM P0109, P2227, P2228, P2229, P3032 N/A
Intake Air Temperature (IAT) Before the Throttle Body N/A P0111, P0112, P0113
Sensor
Supercharger Inlet MAP Sensor Between the Throttle Body and P0069, P012A, P012B, P012C, P012D P0096, P0097, P0098
Supercharger
Supercharger Outlet MAP On the Intake Manifold directly after the P00F8, P00F9, P00FA, P00FB P00E9, P00EA, P00EB
Sensor Supercharger
Bank 1 MAP Sensor Right side of the Intake Manifold P0105, P0106, P0107, P0108 P07B, P007C, P007D
Bank 2 MAP Sensor Left side of the Intake Manifold P2A0A, P2A0B, P2A0C, P2A0D P00A1, P00A2, P00A3
NOTE: The MAF Sensor was eliminated starting in model years. It has been replaced by a standalone Intake Air Sensor that was previously
part of the MAF Sensor.
NOTE: The four MAP Sensors also have an integral air temperature sensor. The temperature sensors have a 5.0 volt signal circuit and share
the sensor ground circuit with the pressure sensor. They do not share the 5-Volt Reference circuit with the pressure sensor and
therefore operate as a typical two wire temperature sensor.
The 6.2L engine uses several sensors to monitor the air pressure and temperature throughout the intake air system. The PCM uses this information to help calculate fuel
delivery, ignition timing and Supercharger control. The PCM runs diagnostics to check the rationality of the sensors. The Supercharger Inlet Pressure Sensor is the centralized
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sensor in the system and is the main sensor used for the rationality diagnostics of the airflow before and after the Throttle Body.
Individual MAP/Pressure Sensor rationality diagnostic checks:
At ignition on, engine not running, the BARO Sensor and four MAP/Pressure Sensor input signals are compared. If one of the MAP/Pressure Sensor input signals has a
difference of more than a calibrated threshold from the others, a performance fault is set against that sensor.
With the engine running, the input signals of the three MAP/Pressure Sensors that are downstream of the Supercharger Inlet Pressure Sensor (Supercharger Outlet
Pressure Sensor, Bank 1 MAP, Bank 2 MAP) are compared. If one of the sensor input signals has more than a 10.0 kPa (1.5 psi) difference from the other two, a
performance fault is set against that sensor.
BARO/Supercharger Inlet Pressure Sensor rationality diagnostic check:
The Supercharger Inlet Pressure Sensor signal is compared to the BARO signal to check rationality of the sensors. During natural aspiration, the Supercharger Inlet
Pressure Sensor signal cannot be greater than the BARO signal plus 10.3 kPa (1.49 psi). During boost conditions, the Supercharger Inlet Pressure Sensor signal and
BARO signal pressures should be similar. If the diagnostic fails during a drive cycle, a fault is set (P0069) and the secondary Supercharger Inlet Pressure Sensor
rationality diagnostic is run to determine which sensor is irrational.
Supercharger Inlet Pressure Sensor rationality diagnostic check:
If either of the first two diagnostics fail during a given trip, or if one of the downstream MAP/Pressure Sensors is determined to be irrational, the PCM runs a secondary
diagnostic to determine if the Supercharger Inlet Pressure Sensor is rational. With the engine in a natural aspiration condition (not boosted), the PCM compares the signal
input from the Supercharger Inlet Pressure Sensor to the signal inputs from the Supercharger Outlet Pressure Sensor, Bank 1 MAP, and Bank 2 MAP Sensors. If the
Supercharger Inlet Pressure Sensor is not within a calibrated threshold of the other three MAP/Pressure Sensors, it is determined to be irrational and a fault is set
(P012B).
Temperature sensor rationality checks:
After a cold soak of the engine, the Engine Coolant Temperature (ECT) and Ambient Air Temperature (AAT) Sensor inputs are compared to the inputs form each of the
temperature sensors located in the MAP Sensors. If a temperature sensor is not within a calibrated threshold of the ECT or AAT Sensors, a performance fault is set.
WHEN MONITORED

No battery related DTC present.
SET CONDITION
The Powertrain Control Module (PCM) detects that the Barometric pressure value differs from the other TOP Sensor by a calibrated threshold.
DEFAULT ACTION

The engine speed is limited to 2000 rpm within the key cycle that the fault is set.
POSSIBLE CAUSES
Possible Causes
PCM SOFTWARE UPDATE
PROCEDURE .
DIAGNOSTIC TEST

Yes
Go To
No

2. CHECK FOR ANY SERVICE BULLETINS OR PCM UPDATES
1. Perform any Service Bulletins or flash updates for the PCM.
2. With the scan tool, erase any existing DTCs and perform the "PCM RESET" procedure to clear the internal memory.
4. Check for the PCM still being in the limp home (2000 rpm rev limit) mode by attempting to raise the engine speed above 2000 rpm.
Is the PCM still in limp home mode or did the DTC return?
Yes
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(PCM), REMOVAL .
No
Repair is complete.
P2228-BAROMETRIC PRESSURE CIRCUIT LOW

THEORY OF OPERATION

DTCS
Sensor
Supercharger
Sensor Supercharger
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(P012B).
WHEN MONITORED

SET CONDITION
The Barometric Pressure Sensor circuit voltage to the Powertrain Control Module (PCM) is too low.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
PROCEDURE .
DIAGNOSTIC TEST
CHECK FOR AN ACTIVE DTC

Yes
Replace and program the Powertrain Control Module in accordance with the Service Information. Refer to MODULE, POWERTRAIN CONTROL (PCM),
REMOVAL .
No
P2229-BAROMETRIC PRESSURE CIRCUIT HIGH

THEORY OF OPERATION
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DTCS
Sensor
Supercharger
Sensor Supercharger
(P012B).
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WHEN MONITORED

SET CONDITION
The Barometric Pressure Sensor circuit voltage to the Powertrain Control Module (PCM) is too high.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
PROCEDURE .
DIAGNOSTIC TEST
CHECK FOR AN ACTIVE DTC

Yes
Replace and program the Powertrain Control Module in accordance with the Service Information. Refer to MODULE, POWERTRAIN CONTROL (PCM),
REMOVAL .
No
P2238-O2 SENSOR 1/1 PUMP CELL CURRENT CIRCUIT LOW
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THEORY OF OPERATION
The wide-band O2 Sensor operates differently than traditional O2 Sensors. The wide-band O2 Sensor tip consists of two cells that provide different functions, a measurement
chamber and a detection chamber with pumping capabilities. The oxygen pumping function is the ability to pump oxygen into or out of the measurement chamber depending on
the level of oxygen in the measurement chamber. This function provides the wide-band sensing capabilities and is critical for proper oxygen measurement. The O2 Sensor
Reference circuit provides a common bias supply to both the O2 Sensor Signal and the O2 Sensor Pump Cell Current circuits.
During normal operation, the O2 Sensor Reference voltage and O2 Sensor Signal voltage will be a fixed voltage value. The O2 Sensor Current Pump voltage will switch from
between 0.45 volts above and below the fixed O2 Sensor Return voltage, allowing current to flow in either direction through the pump. This correlates with the pumping of
oxygen into and out of the measurement chamber. On a properly operating vehicle, this happens very quickly and the voltage reading should maintain a steady 0.45 volts when
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taking a voltage measurement between the O2 Sensor Signal circuit and the O2 Sensor Reference circuit of the O2 Sensor with the engine running and the O2 Sensor operating
in closed loop.
When the exhaust stream has a lean air/fuel ratio (high oxygen content) the pumping element voltage will move toward +0.45 volts pumping oxygen out of the measurement
chamber. When the exhaust stream has a rich air/fuel ratio (relatively low oxygen content) the pumping element voltage will move toward -0.45 volts pumping oxygen into the
measurement chamber.
WHEN MONITORED

The O2 Sensor 1/1 at operating temperature
The pump cell active
SET CONDITION
The Powertrain Control Module (PCM) detects a short to ground on the O2 1/1 Positive Current Control circuit.
DEFAULT ACTION
MIL is illuminated on the second consecutive trip that the diagnostic fails.
The MIL will be turned off on the third consecutive trip that the diagnostic passes.
POSSIBLE CAUSES
Possible Causes
O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORT TO GROUND
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST
NOTE: Diagnose and repair any O2 Sensor or fuel system related DTCs before proceeding with this diagnostic procedure.
2. Test drive the vehicle according to the monitoring conditions.

Is the DTC active?
Yes
Go To 2
No
Perform the INTERMITTENT CONDITION diagnostic Procedure. Refer to .

2. CHECK THE (K89) O2 1/1 POSITIVE CURRENT CONTROL CIRCUITS FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K89) O2 1/1 Positive Current Control circuit at the O2 Sensor 1/1 harness connector.
Is there continuity between ground and the (K89) O2 1/1 Positive Current Control circuit?
Yes
Repair the (K89) O2 1/1 Positive Current Control circuit for a short to ground.
No
Go To 3
3. CHECK THE O2 SENSOR 1/1 OPERATION
3. Replace the O2 Sensor 1/1 and reconnect the harness connector.
6. Start the engine and allow it to idle long enough for the O2 Sensor to enter closed loop operation.
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as
necessary.
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the O2 Sensor and the Powertrain Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the O2 Sensor and Powertrain Control Module harness
connectors.
Yes
No
Replace and program the Powertrain Control Module in accordance with the Service Information. Refer to .
P2239-O2 SENSOR 1/1 PUMP CELL CURRENT CIRCUIT HIGH
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED
This diagnostic runs when the following conditions are met

SET CONDITION
The Powertrain Control Module (PCM) detects a short to battery voltage on the O2 1/1 Positive Current Control circuit or the O2 1/1 Pump Cell Current Trim circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE
O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORT TO BATTERY VOLTAGE
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K89) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
2. Using a voltmeter with the negative lead connected to ground, back probe the positive lead to the (K89) O2 1/1 Positive Current Control circuit at the O2 Sensor
1/1 harness connector.
Yes
Repair the (K89) O2 1/1 Positive Current Control circuit for a short to battery voltage.
No
Go To 3
3. CHECK THE (K103) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
2. Using a voltmeter with the negative lead connected to ground, back probe the positive lead to the (K103) O2 1/1 Pump Cell Current Trim circuit at the O2 Sensor
Yes
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Repair the (K103) O2 1/1 Pump Cell Current Trim circuit for a short to battery voltage.
No
Go To 4
Did the DTC return?
Yes
Go To 5
No
Repair is complete.
necessary.
connectors.
Yes
No
P2240-O2 SENSOR 2/1 PUMPING CURRENT CIRCUIT OPEN
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects an open on the O2 2/1 Positive Current Control circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 2/1 POSITIVE CURRENT CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K734) O2 2/1 POSITIVE CURRENT CONTROL CIRCUIT CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
2. Disconnect the O2 Sensor 2/1 harness connector.

5. Measure the resistance on the (K734) O2 2/1 Positive Current Control circuit between the O2 Sensor 2/1 harness connector and the GPEC Adaptor.
Yes
Go To 3
No
Repair the (K734) O2 2/1 Positive Current Control circuit for an open or high resistance.
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2241-O2 SENSOR 2/1 PUMP CELL CURRENT CIRCUIT LOW
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects a short to ground on the O2 2/1 Positive Current Control circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 2/1 POSITIVE CURRENT CONTROL CIRCUIT SHORT TO GROUND
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K734) O2 2/1 POSITIVE CURRENT CONTROL CIRCUITS FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K734) O2 2/1 Positive Current Control circuit at the O2 Sensor 2/1 harness connector.
Is there continuity between ground and the (K734) O2 2/1 Positive Current Control circuit?
Yes
Repair the (K734) O2 2/1 Positive Current Control circuit for a short to ground.
No
Go To 3
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2242-O2 SENSOR 2/1 PUMP CELL CURRENT CIRCUIT HIGH
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED
This diagnostic runs when the following conditions are met

SET CONDITION
The Powertrain Control Module (PCM) detects a short to battery voltage on the O2 2/1 Positive Current Control circuit or the O2 2/1 Pump Cell Current Trim circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 2/1 POSITIVE CURRENT CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE
O2 2/1 PUMP CELL CURRENT TRIM CIRCUIT SHORT TO BATTERY VOLTAGE
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K734) O2 2/1 POSITIVE CURRENT CONTROL CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
2. Using a voltmeter with the negative lead connected to ground, back probe the positive lead to the (K734) O2 2/1 Positive Current Control circuit at the O2 Sensor
Yes
Repair the (K734) O2 2/1 Positive Current Control circuit for a short to battery voltage.
No
Go To 3
3. CHECK THE (K733) O2 2/1 PUMP CELL CURRENT TRIM CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
2. Using a voltmeter with the negative lead connected to ground, back probe the positive lead to the (K733) O2 2/1 Pump Cell Current Trim circuit at the O2 Sensor
Yes
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Repair the (K733) O2 2/1 Pump Cell Current Trim circuit for a short to battery voltage.
No
Go To 4
Did the DTC return?
Yes
Go To 5
No
Repair is complete.
necessary.
connectors.
Yes
No
P2243-O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT OPEN
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

The O2 Sensor 1/1 at operating temperature.
During a Decel Fuel Shutoff (DFSO) event.
SET CONDITION
The Powertrain Control Module (PCM) detects an open on the O2 Sensor 1/1 Return circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 1/1 RETURN CIRCUIT OPEN/HIGH RESISTANCE
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K902) O2 1/1 RETURN CIRCUIT FOR AN OPEN/HIGH RESISTANCE

5. Measure the resistance on the (K902) O2 1/1 Return circuit between the O2 Sensor 1/1 harness connector and the GPEC Adaptor.
Yes
Go To 3
No
Repair the (K902) O2 1/1 Return circuit for an open or high resistance.
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
4. CHECK RELATED PCM AND COMPONENT CONNECTIONS
1. Perform any Service Bulletins that apply.
Corrosion.
Bent terminals.
Did the DTC return?
Yes
Replace the Powertrain Control Module in accordance with the Service information. Refer to MODULE, POWERTRAIN CONTROL (PCM),
REMOVAL .
No

Test complete.
P2244-O2 SENSOR 1/1 REFERENCE VOLTAGE PERFORMANCE
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects an open on the O2 1/1 Return circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 1/1 RETURN CIRCUIT OPEN OR HIGH RESISTANCE
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No


Yes
Go To 3
No
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
NO TITLE
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P2245-O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT LOW
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects a short to ground on the O2 1/1 Return circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 1/1 RETURN CIRCUIT SHORT TO GROUND
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K902) O2 SENSOR 1/1 RETURN CIRCUIT FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K902) O2 Sensor 1/1 Return circuit at the O2 Sensor 1/1 harness connector.
Is there continuity between ground and the (K902) O2 Sensor 1/1 Return circuit?
Yes
Repair the (K902) O2 Sensor 1/1 Return circuit for a short to ground.
No
Go To 3
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2246-O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT HIGH
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects a short to battery voltage on the O2 1/1 Return circuit or the O2 1/1 Signal circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 1/1 RETURN CIRCUIT SHORT TO BATTERY VOLTAGE
O2 1/1 SIGNAL CIRCUIT SHORT TO BATTERY VOLTAGE
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K902) O2 1/1 RETURN CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
2. Using a voltmeter with the negative lead connected to ground, back probe the positive lead to the (K902) O2 1/1 Return circuit at the O2 Sensor 1/1 harness
connector.
Yes
Repair the (K902) O2 1/1 Return circuit for a short to battery voltage.
No
Go To 3
3. CHECK THE (K41) O2 1/1 SIGNAL CIRCUIT FOR A SHORT TO BATTERY VOLTAGE
connector.
Yes
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No
Go To 4
Did the DTC return?
Yes
Go To 5
No
Repair is complete.
necessary.
connectors.
Yes
No
P2247-O2 SENSOR 2/1 REFERENCE VOLTAGE CIRCUIT OPEN
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
DEFAULT ACTION
MIL is illuminated on the first trip that the diagnostic fails.

POSSIBLE CAUSES
Possible Causes
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No


Yes
Go To 3
No
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2248-O2 SENSOR 2/1 REFERENCE VOLTAGE PERFORMANCE
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No


Yes
Go To 3
No
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2249-O2 SENSOR 2/1 REFERENCE VOLTAGE CIRCUIT LOW
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects a short to ground on the O2 2/1 Return circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 2/1 RETURN CIRCUIT SHORT TO GROUND
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K906) O2 2/1 RETURN CIRCUIT FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K906) O2 2/1 Return circuit at the O2 Sensor 2/1 harness connector.
Is there continuity between ground and the (K906) O2 2/1 Return circuit?
Yes
Repair the (K906) O2 2/1 Return circuit for a short to ground.

No
Go To 3
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2250-O2 SENSOR 2/1 REFERENCE VOLTAGE CIRCUIT HIGH
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

connector.
Yes
No
Go To 3
connector.
Yes
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No
Go To 4
Did the DTC return?
Yes
Go To 5
No
Repair is complete.
necessary.
connectors.
Yes
No
P2251-O2 SENSOR 1/1 NEGATIVE CURRENT CONTROL CIRCUIT OPEN
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects an open on the O2 1/1 Signal circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 1/1 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K41) O2 1/1 SIGNAL CIRCUIT FOR AN OPEN OR HIGH RESISTANCE

5. Measure the resistance on the (K41) O2 1/1 Signal circuit between the O2 Sensor 1/1 harness connector and the GPEC Adaptor.
Yes
Go To 3
No
Repair the (K41) O2 1/1 Signal circuit for an open or high resistance.
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2252-O2 SENSOR 1/1 NEGATIVE CURRENT CONTROL CIRCUIT LOW
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects a short to ground on the O2 1/1 Signal circuit.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
O2 1/1 SIGNAL CIRCUIT SHORT TO GROUND
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K41) O2 1/1 SIGNAL CIRCUITS FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K41) O2 1/1 Signal circuit at the O2 Sensor 1/1 harness connector.
Is there continuity between ground and the (K41) O2 1/1 Signal circuit?
Yes
Repair the (K41) O2 1/1 Signal circuit for a short to ground.

No
Go To 3
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2253-O2 SENSOR 1/1 NEGATIVE CURRENT CONTROL CIRCUIT HIGH
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
O2 SENSOR 1/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

connector.
Yes
No
Go To 3
connector.
Yes
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No
Go To 4
Did the DTC return?
Yes
Go To 5
No
Repair is complete.
necessary.
connectors.
Yes
No
P2254-O2 SENSOR 2/1 NEGATIVE CURRENT CONTROL CIRCUIT OPEN
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WHEN MONITORED

SET CONDITION
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The Powertrain Control Module (PCM) detects an open on the O2 2/1 Signal circuit.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
O2 2/1 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K43) O2 2/1 SIGNAL CIRCUIT FOR AN OPEN OR HIGH RESISTANCE

5. Measure the resistance on the (K43) O2 2/1 Signal circuit between the O2 Sensor 2/1 harness connector and the GPEC Adaptor.
Yes
Go To 3
No
Repair the (K43) O2 2/1 Signal circuit for an open or high resistance.
Did the DTC return?
Yes
Go To 4
No
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Repair is complete.
necessary.
connectors.
Yes
No
P2255-O2 SENSOR 2/1 NEGATIVE CURRENT CONTROL CIRCUIT LOW
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THEORY OF OPERATION
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in closed loop.
WHEN MONITORED

SET CONDITION
The Powertrain Control Module (PCM) detects a short to ground on the O2 2/1 Signal circuit.
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
O2 2/1 SIGNAL CIRCUIT SHORT TO GROUND
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

2. CHECK THE (K43) O2 2/1 SIGNAL CIRCUITS FOR A SHORT TO GROUND
3. Check for continuity between ground and the (K43) O2 2/1 Signal circuit at the O2 Sensor 2/1 harness connector.
Is there continuity between ground and the (K43) O2 2/1 Signal circuit?
Yes
Repair the (K43) O2 2/1 Signal circuit for a short to ground.

No
Go To 3
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Did the DTC return?
Yes
Go To 4
No
Repair is complete.
necessary.
connectors.
Yes
No
P2256-O2 SENSOR 2/1 NEGATIVE CURRENT CONTROL CIRCUIT HIGH
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THEORY OF OPERATION
149 of 159
in closed loop.
WHEN MONITORED

SET CONDITION
DEFAULT ACTION

POSSIBLE CAUSES
Possible Causes
O2 SENSOR 2/1
PROCEDURE .
DIAGNOSTIC TEST

Is the DTC active?
Yes
Go To 2
No

connector.
Yes
No
Go To 3
connector.
Yes
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No
Go To 4
Did the DTC return?
Yes
Go To 5
No
Repair is complete.
necessary.
connectors.
Yes
No
P2271-O2 SENSOR 1/2 SIGNAL BIASED RICH

THEORY OF OPERATION
For an aged Upstream Oxygen (O2) Sensor, the response rate to the air/fuel change is slower than when it was new. The O2 Sensor tends to move less with the same air/fuel
changes in a given time frame. Therefore by observing the activity of voltage readings from the Upstream O2 Sensor, the quality of the O2 Sensor can be detected. The
Downstream O2 Sensor is located in the exhaust path behind the Catalytic Converter, and is monitored for proper response to assure optimum Catalytic Converter efficiency.
The Downstream O2 Sensor response monitor is intended to diagnose a Downstream O2 Sensor that is not moving or stuck in a voltage window and to insure accurate
information for catalyst monitor diagnosis.
WHEN MONITORED
This diagnostic runs during a decel fuel shutoff event, when the following conditions are met:

Vehicle speed above 96 km/h (60 mph).
Throttle open for a minimum of 120 seconds.
ECT greater than 70Â°C (158Â°F).
Catalytic Converter temperature greater than 600Â°C (1112Â°F).
Downstream Oxygen Sensor in a rich state.
SET CONDITION
If the PCM does not detect a rich to lean switch within a specific time during a decel fuel shutoff event, the monitor will fail.
DEFAULT ACTION
POSSIBLE CAUSES
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Possible Causes
OXYGEN SENSOR WIRING OR CONNECTORS
O2 1/2 SIGNAL CIRCUIT
O2 1/2 RETURN CIRCUIT
O2 SENSOR 1/2
PROCEDURE .
DIAGNOSTIC TEST

Yes
Go To 2
No

2. CHECKING THE EXHAUST SYSTEM FOR LEAKS
2. Perform the CHECKING THE EXHAUST SYSTEM FOR LEAKS diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
Yes
No
Go To 3
3. CHECK THE FUEL SYSTEM
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
Yes
No
Go To 4
4. CHECKING THE OXYGEN SENSOR OPERATION
NOTE: Check for signs of contaminants that may have damaged the O2 Sensor, such as contaminated fuel, unapproved silicone, oil
and coolant.
1. Perform the diagnostic procedure for CHECKING THE OXYGEN SENSOR OPERATION. Refer to DIAGNOSIS AND TESTING .
Yes
No
Go To 5
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the O2 Sensor 2/2 and the Powertrain Control Module (PCM).
Look for any chafed, pierced, pinched or partially broken wires.
Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Sensor and the Powertrain Control Module
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connectors.
Perform any Service Bulletins that may apply.
Yes
No
P2273-O2 SENSOR 2/2 SIGNAL STUCK RICH

THEORY OF OPERATION
For an aged Upstream Oxygen (O2) Sensor, the response rate to the air/fuel change is slower than when it was new. The O2 Sensor tends to move less with the same air/fuel
changes in a given time frame. Therefore by observing the activity of voltage readings from the Upstream O2 Sensor, the quality of the O2 Sensor can be detected. The
Downstream O2 Sensor is located in the exhaust path behind the Catalytic Converter, and is monitored for proper response to assure optimum Catalytic Converter efficiency.
The Downstream O2 Sensor response monitor is intended to diagnose a Downstream O2 Sensor that is not moving or stuck in a voltage window and to insure accurate
information for catalyst monitor diagnosis.
WHEN MONITORED
This diagnostic runs during a decel fuel shutoff event, when the following conditions are met:

Vehicle speed above 96 km/h (60 mph).
Throttle open for a minimum of 120 seconds.
ECT greater than 70Â°C (158Â°F).
Catalytic Converter temperature greater than 600Â°C (1112Â°F) and Downstream Oxygen Sensor in a rich state.
SET CONDITION
If the PCM does not detect a rich to lean switch within a specific time during a decel fuel shutoff event.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
OXYGEN SENSOR WIRING OR CONNECTORS
O2 2/2 SIGNAL CIRCUIT
O2 2/2 RETURN CIRCUIT
O2 SENSOR 2/2
PROCEDURE .
DIAGNOSTIC TEST

Yes
Go To 2
No

2. CHECKING THE EXHAUST SYSTEM FOR LEAKS
2. Perform the CHECKING THE EXHAUST SYSTEM FOR LEAKS diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
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Yes
No
Go To 3
3. CHECK THE FUEL SYSTEM
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
Yes
No
Go To 4
4. CHECKING THE OXYGEN SENSOR OPERATION
NOTE: Check for signs of contaminants that may have damaged the O2 Sensor, such as contaminated fuel, unapproved silicone, oil
and coolant.
1. Perform the diagnostic procedure for CHECKING THE OXYGEN SENSOR OPERATION. Refer to DIAGNOSIS AND TESTING .
Yes
No
Go To 5
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the O2 Sensor 2/2 and the Powertrain Control Module (PCM).
Look for any chafed, pierced, pinched or partially broken wires.
Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Sensor and the Powertrain Control Module
connectors.
Perform any Service Bulletins that may apply.
Yes
No
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE

WHEN MONITORED
With the Ignition on.

No Brake or APPS faults present.
SET CONDITION
The Powertrain Control Module (PCM) recognizes a brake application following the APP Seneor showing a fixed pedal opening. Temporary or permanent.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
CUSTOMER PRESSING ACCELERATOR PEDAL AND BRAKE PEDAL, AND HOLDING THEM DOWN SIMULTANEOUSLY
154 of 159
Possible Causes
BRAKE PEDAL OUT OF CALIBRATION
BRAKE PEDAL POSITION SENSOR
APP SENSOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: If a pedal assembly becomes mechanically stuck the voltage output will stay fixed, if this is also followed by a long
application of the brakes this code will set. When this code sets, the pedal position in the PCM software will ramp to idle. If
the Pedal voltage changes OR the brake pedal is released, the pedal position in the PCM software will ramp up to the pedal
1. position and the ETC light will go out.
NOTE: The most likely cause of this DTC is caused by the customer driving with one foot on the Accelerator pedal and the other
resting on the Brake Pedal or a Brake Pedal Position Sensor stuck in the pressed state. Ask the driver of the vehicle if
these conditions apply to their driving habits before continuing.
2. With the scan tool, read ABS Module DTCs.
Are there any DTCs present in the ABS Module?
Yes
Perform the appropriate diagnostic test in the ABS Module.

No
Go To 2
2. BRAKE PEDAL POSITION SENSOR OPERATION
1. With the scan tool, read both Brake Pedal Position Sensor statuses while pressing and releasing the Brake Pedal.
Does the scan tool display the Pressed and Released while pressing and releasing the Pedal?
Yes
Go To 3
No
Check the Brake Pedal Position Sensor for proper installation and check the related circuits for opens and shorts using the appropriate wiring diagram. If no
problems are found, replace the Brake Pedal Position Sensor in accordance with the Service Information.
3. APP SENSOR SWEEP
1. Turn the ignition ON.
2. With the scan tool, monitor both APP Sensor voltage readings.
3. Slowly press the accelerator pedal from idle until it reaches the end stop near the floor.
4. APP Sensor 1 voltage should start at approximately 0.45 volts and increase to approximately 4.6 volts with a smooth transition.
5. APP Sensor 2 voltage should start at approximately 0.22 volts and increase to approximately 2.31 volts with a smooth transition.
Does the voltage for the appropriate sensor follow the list specification?
Yes
Go To 4
No
Check the Signal and Return circuits for opens and shorts. If no problems are found, replace the APP Sensor Assembly in accordance with the Service
Information. Refer to PEDAL, ACCELERATOR, REMOVAL . After installation is complete, with a scan tool select the ETC RELEARN function to
relearn the APP Sensor values.
4. PERFORM THE BRAKE PEDAL CALIBRATION ROUTINE
1. With the scan tool, navigate to ABS Module, Misc. Functions, and perform the Brake Pedal Calibration Routine.
Was the Brake Pedal Calibration Routine successful?
Yes
Test drive the vehicle and verify that the Brake Pedal Calibration fixed the problem.
No
Visually inspect the Brake Pedal Position Sensor for Improper installation, damage or mechanical failure. If no problems are found, replace the Brake Pedal
155 of 159
Position Sensor.
P2302-IGNITION COIL 1 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION
THEORY OF OPERATION
The purpose of this diagnostic monitor is to verify that each coil-on-plug Ignition Coil has achieved a sufficient burn. The primary winding of the Ignition Coils are supplied 12
volts from the Fused Automatic Shut Down (ASD) Relay Output circuit. The Powertrain Control Module (PCM) completes the ground circuit (low side driver) allowing the
156 of 159
energy to build the magnetic field of the primary coil. The PCM will open the low side driver to allow the magnetic field to collapse to the secondary winding and be
transferred to the spark plug. The PCM determines spark timing by monitoring engine operating parameters from the inputs of various sensors and then calculating the
appropriate moment to initiate the spark event.
WHEN MONITORED
This diagnostic runs continuously with the engine running.
SET CONDITION
The Powertrain Control Module (PCM) detects the secondary ignition burn time is incorrect or not present.
DEFAULT ACTION
POSSIBLE CAUSES
Possible Causes
FUSED ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
COIL 1 CONTROL CIRCUIT SHORTED TO GROUND
COIL 1 CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
SPARK PLUG
COIL ON PLUG 1
PROCEDURE .
DIAGNOSTIC TEST
NOTE: Diagnose any ASD related DTCs before continuing.

NOTE: It may be necessary to drive the vehicle to meet the conditions to set this DTC, try to repeat the conditions in which the
fault originally set by reviewing the Freeze Frame data.
Yes
Go To 2
No

2. CHECK THE (F343) ASD RELAY OUTPUT CIRCUIT
2. Disconnect the Coil on Plug harness connector.
4. With a scan tool, actuate the ASD Relay.
5. Using a 12-volt test light connected to ground, probe the (F343) ASD Relay Output circuit in the Coil on Plug harness connector.
Does the test light illuminate brightly?
Yes
Go To 3
No
Repair the (F343) ASD Relay Output circuit for an open or short to ground.
NOTE: Stop All Actuations.
3. IGNITION COIL
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts or fan. Do
not wear loose clothing. Failure to follow these instructions may result in possible serious or fatal injury.
1. Using a 12-volt test light connected to 12 volts, probe the (K19) Coil Control 1 circuit.
2. Crank the engine for 5.0 seconds while observing the test light.
What is the condition of the test light while cranking the engine?
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Brightly blinking.
Go To 4
ON constantly.
Go To 5
OFF constantly.
Go To 6
4. SPARK PLUG
2. Remove the Spark Plug(s) in accordance with the Service Information.
3. Inspect the Spark Plug(s) for the following conditions:
Cracks
Carbon Tracking
Foreign Material
Gap size out of specifications
Loose or broken electrode
Were any of the above conditions present?
Yes
Replace the Spark Plug in accordance with the Service Information.
NOTE: If carbon tracking is found on the Spark Plug, inspect the boot on the Coil On Plug assembly for signs of damage and
replace if necessary.
No
Replace the Coil On Plug and Spark Plug in accordance with the Service Information.
5. CHECK THE (K19) COIL CONTROL 1 CIRCUIT FOR A SHORT TO GROUND
2. Check for continuity between ground and the (K19) Coil Control 1 circuit at the Coil on Plug harness connector.
Is there continuity between ground and the (K19) Coil Control 1 circuit?
Yes
Repair the (K19) Coil Control 1 circuit for a short to ground.

No
Go To 7
6. CHECK THE (K19) COIL CONTROL 1 CIRCUIT FOR AN OPEN/HIGH RESISTANCE

4. Measure the resistance of the (K19) Coil Control 1 circuit from the Coil on Plug harness connector to the GPEC Adaptor.
Yes
Go To 7
No
Repair the (K19) Coil Control 1 circuit for an open or high resistance.
7. CHECKING FOR THE CAUSE OF THIS DTC SETTING
NOTE: An internally shorted or damaged secondary coil circuit can cause a PCM coil driver failure. Do not replace the PCM without first
determining if the ignition coil is the cause of the failure.
1. Remove the ignition coil that is controlled by the coil driver setting the DTC.
2. Install the ignition coil onto another coil location that did not have a DTC set against it.
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5. Start and run the engine for up to one minute.
NOTE: If the engine will not start, crank the engine three times for 10 seconds.
Did a correlating fault set for the new coil location?
Yes
Replace the Ignition coil in accordance with the Service Information. Refer to COIL, IGNITION, REMOVAL .
No
Go To 8
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Ignition Coil and the Powertrain Control Module (PCM).
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal contact in the Ignition Coil and the Powertrain Control Module
connectors.
Yes
No
Article GUID: A00910362
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ENGINE PERFORMANCE

Powertrain Control Module (PCM) - Electrical Diagnostics, 6.2L - Charger

With engine run time greater than three minutes

Is the Fuel Tank OK?

Replace the Fuel Tank in accordance with the service information.

Were any problems found?

Repair or replace as necessary.

Replace the Secondary Fuel Level Sensor.

P2067-FUEL LEVEL SENSOR 2 CIRCUIT LOW

With the ignition on

The MIL light will illuminate.

1. CHECK FOR AN ACTIVE DTC

Is the DTC active or pending?

Does the scan tool display as described above?

Were any problems found?

P2068-FUEL LEVEL SENSOR 2 CIRCUIT HIGH

With the ignition on.

The MIL light will illuminate.

1. CHECK FOR AN ACTIVE DTC

Is the DTC active or pending?

1. Disconnect the fuel supply line at the fuel rail.

Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to INTERMITTENT CONDITION .

Is the voltage above 5.2 volts?

Is the resistance below 3.0 Ohms?

Is the resistance below 3.0 Ohms?

Does the scan tool display as described above?

Replace Fuel Level Sensor 2 in accordance with the Service Information.

Repair any conditions that are found.

Did the DTC return?

The wiring or poor connection problem has been repaired.

P2072-ELECTRONIC THROTTLE CONTROL SYSTEM - ICE BLOCKAGE

With the ignition on.

This is a non MIL fault.

1. CHECK FOR AN ACTIVE DTC

Is the DTC active or pending?

2. THROTTLE BODY ASSEMBLY INSPECTION

Were any problems found?

Perform the appropriate repair.

P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN

With the engine running in closed loop.

The MIL light will illuminate.

Were any problems found?

1. Turn the ignition on.

Is the DTC active or pending?

Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to INTERMITTENT CONDITION .

Were any problems found?

Repair as necessary in accordance with the Service Information.

Were any problems found?

Are there any engine mechanical problems?

Repair as necessary in accordance with the Service Information.

Were any problems found?

Did the DTC return?

P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH

With the engine running in closed loop operation

The MIL light will illuminate.

Is the DTC active or pending?

Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to INTERMITTENT CONDITION .

Were any problems found?

Repair as necessary in accordance with the Service Information.

Were any problems found?

Are there any engine mechanical problems?

Repair as necessary in accordance with the Service Information.