chapter ON-BOARD DIAGNOSIS

11
OBJECTIVES: After studying Chapter 11 , the reader should be able to: • Prepare for ASE Engine Performance (A8)
certification test content area “D” (Emissions Control Systems Diagnosis and Repair (Including OBD-II)). • Explain the purpose and
function of onboard diagnosis. • List the various duties of the diagnostic executive (task master). • List five continuous monitors.
• List five noncontinuous monitors.

KEY TERMS: California Air Resources Board (CARB) 153 • Component identification (CID) 160 • Comprehensive component
monitor (CCM) 154 • Diagnostic executive 154 • Enable criteria 156 • Exponentially weighted moving average (EWMA)
monitor 156 • Federal Test Procedure (FTP) 154 • Freeze-frame 154 • Functionality 155 • Malfunction indicator
lamp (MIL) 153 • On-board diagnosis (OBD) 153 • Parameter identification (PID) 160 • Rationality 155 • Society
of Automotive Engineers (SAE) 157 • Test identification (TID) 160 • Task manager 154

ON-BOARD DIAGNOSTICS
GENERATION-II (OBD-II)
SYSTEMS
PURPOSE AND FUNCTION OF OBD II During the
1980s, most manufacturers began equipping their vehicles with
full-function control systems capable of alerting the driver of a
malfunction and of allowing the technician to retrieve codes
that identify circuit faults. These early diagnostic systems were
meant to reduce emissions and speed up vehicle repair.
The automotive industry calls these systems On-board
Diagnostics (OBDs). The California Air Resources Board
(CARB) developed the first regulation requiring manufacturers FIGURE 11–1 A typical malfunction indicator lamp (MIL)
selling vehicles in that state to install OBD. OBD Generation I often labeled “check engine” or “service engine soon” (SES).
(OBD I) applies to all vehicles sold in California beginning with
the 1988 model year. It specifies the following requirements:
1. An instrument panel warning lamp able to alert the driver of did not do enough to lower automotive emissions. This led the
certain control system failures, now called a malfunction CARB and the EPA to develop OBD Generation II (OBD II).
indicator lamp (MIL). SEE FIGURE 11–1.
2. The system’s ability to record and transmit diagnostic OBD-II OBJECTIVES Generally, the CARB defines an
trouble codes (DTCs) for emission-related failures. OBD-II-equipped vehicle by its ability to do the following:
3. Electronic system monitoring of the HO 2S, EGR valve, 1. Detect component degradation or a faulty emission- related
and evaporative purge solenoid. Although not U.S. EPA system that prevents compliance with federal emission
required, during this time most manufacturers also standards.
equipped vehicles sold outside of California with OBD I. 2. Alert the driver of needed emission-related repair or
By failing to monitor the catalytic converter, the evapora- maintenance.
tive system for leaks, and the presence of engine misfire, OBD I 3. Use standardized DTCs and accept a generic scan tool.

ON - BO A R D DIA G N OS I S 153
 These requirements apply to all 1996 and later model
light-duty vehicles. The Clean Air Act of 1990 directed the
EPA to develop new regulations for OBD. The primary pur-
pose of OBD II is emission related, whereas the primary pur-
pose of OBD I (1988) was to detect faults in sensors or sensor
circuits. OBD-II regulations require that not only sensors be
tested but also all exhaust emission control devices and that
they be verified for proper operation.
All new vehicles must pass the Federal Test Procedure
(FTP) for exhaust emissions while being tested for 1874 seconds
on dynamometer rollers that simulate the urban drive cycle around
downtown Los Angeles.
NOTE: IM 240 is simply a shorter 240-second version of
the 1874-second federal test procedure.
The regulations for OBD-II vehicles state that the vehicle
computer must be capable of testing for, and determining, if
the exhaust emissions are within 1.5 times the FTP limits. To
achieve this goal, the computer must do the following:
1. Test all exhaust emission system components for correct
operation.
2. Actively operate the system and measure the results.
3. Continuously monitor all aspects of the engine operation
to be certain that the exhaust emissions do not exceed
1.5 times the FTP limit.
4. Check engine operation for misfire.
5. Turn on the MIL (check engine) if the computer senses a
fault in a circuit or system.
6. Record a freeze-frame, which is a snapshot of all key
engine data at the time the DTC was set.
7. Flash the MIL if an engine misfire occurs that could dam-
age the catalytic converter.
DIAGNOSTIC EXECUTIVE
AND TASK MANAGER
On OBD-II systems, the powertrain control module (PCM) in-
corporates a special segment of software. On Ford and GM
systems, this software is called the diagnostic executive. On
Chrysler systems, it is called the task manager. This software
program is designed to manage the operation of all OBD-II
monitors by controlling the sequence of steps necessary to ex-
ecute the diagnostic tests and monitors.
MONITORS
A monitor is an organized method of testing a specific part of
the system. Monitors are simply tests that the computer per-
forms to evaluate components and systems. If a component or
system failure is detected while a monitor is running, a DTC will
154 CH AP TE R 11
be stored and the MIL illuminated during the second trip. The
two types of monitors are continuous and noncontinuous.
CONTINUOUS MONITORS As required conditions are
met, continuous monitors begin to run. These continuous moni-
tors will run for the remainder of the vehicle drive cycle. The
three continuous monitors are as follows:
Comprehensive component monitor (CCM). This
monitor watches the sensors and actuators in the
OBD-II system. Sensor values are constantly compared
with known-good values stored in the PCM’s memory.
The CCM is an internal program in the PCM designed
to monitor a failure in any electronic component or circuit
(including emission-related and non–emission-related cir-
cuits) that provide input or output signals to the PCM. The
PCM considers that an input or output signal is inoperative
when a failure exists because of an open circuit or out-of-
range value or if an onboard rationality check fails. If an
emission-related fault is detected, the PCM will set a code
and activate the MIL (requires two consecutive trips).
Many PCM sensors and output devices are tested
at key-on or immediately after engine start-up. However,
some devices are tested by the CCM only after the en-
gine meets certain engine conditions. The number of
times the CCM must detect a fault before it will activate
the MIL depends upon the manufacturer, but most re-
quire two consecutive trips to activate the MIL. The com-
ponents tested by the CCM include the following:
Four-wheel-drive low switch
Brake switch
Camshaft (CMP) and crankshaft (CKP) sensors
Clutch switch (manual transmissions/transaxles only)
Cruise servo switch
Engine coolant temperature (ECT) sensor
EVAP purge sensor or switch
Fuel composition sensor
Intake air temperature (IAT) sensor
Knock sensor (KS)
Manifold absolute pressure (MAP) sensor
Mass airflow (MAF) sensor
Throttle-position (TP) sensor
Transmission temperature sensor
Transmission turbine speed sensor
Vacuum sensor
Vehicle speed (VS) sensor
EVAP canister purge and EVAP purge vent solenoid
Idle air control (IAC)
Ignition control system
Transmission torque converter clutch solenoid
Transmission shift solenoids
Misfire monitor. This monitor looks at engine mis-
fire. The PCM uses the information received from the
crankshaft position sensor (CKP) to calculate the time
 between the edges of the reluctor as well as the rota-
tional speed and acceleration. By comparing the accel-
eration of each firing event, the PCM can determine if a
cylinder is not firing correctly.
Misfire type A. Upon detection of a misfire type A
(200 revolutions), which would cause catalyst damage,
the MIL will blink once per second during the actual
misfire, and a DTC will be stored.
Misfire type B. Upon detection of a misfire type B
(1,000 revolutions), which will exceed 1.5 times the EPA
federal test procedure (FTP) standard or cause a vehicle
to fail an inspection and maintenance tailpipe emissions
test, the MIL will illuminate, and a DTC will be stored.
The DTC associated with multiple cylinder misfire for a
type A or type B misfire is DTC P0300. The DTCs associated
with an individual cylinder misfire for a type A or type B misfire
are DTCs P0301, P0302, P0303, P0304, P0305, P0306, P0307,
P0308, P0309, and P0310.
Fuel trim monitor. The PCM continuously monitors short-
and long-term fuel trim. Constantly updated adaptive fuel
tables are stored in long-term memory (KAM) and used by
the PCM for compensation due to wear and aging of the
fuel system components. The MIL will illuminate when the
PCM determines the fuel trim values have reached and
stayed at their limits for too long a period of time.
NONCONTINUOUS MONITORS Noncontinuous moni-
tors run (at most) once per vehicle drive cycle. The noncontinu-
ous monitors are as follows:
O2S monitor
O2S heater monitor
Catalyst monitor
EGR monitor
EVAP monitor
Secondary AIR monitor
Transmission monitor
PCV system monitor
Thermostat monitor
Once a noncontinuous monitor has run to completion, it
will not be run again until the conditions are met during the next
vehicle drive cycle. Also, after a noncontinuous monitor has run
to completion, the readiness status on your scan tool will show
“complete” or “done” for that monitor. Monitors that have not
run to completion will show up on your scanner as “incomplete.”
OBD-II MONITOR
INFORMATION
COMPREHENSIVE COMPONENT MONITOR The cir-
cuits and components covered by the comprehensive compo-
nent monitor (CCM) do not include those directly monitored by
another monitor.
However, OBD-II also requires that inputs from powertrain
components to the PCM be tested for rationality and that out-
puts to powertrain components from the PCM be tested for
functionality. Both inputs and outputs are to be checked elec-
trically. Rationality checks refer to a PCM comparison of input
value to values from other sensors to determine if they make
sense and are normal (rational):
Example:
TPS 3V
MAP 18 in. Hg
RPM 700 RPM
PRNDL Park
NOTE: Comprehensive component monitors are contin-
uous. Therefore, enabling conditions do not apply.
Monitor runs continuously.
Monitor includes sensors, switches, relays, solenoids,
and PCM hardware.
All are checked for opens, shorts-to-ground, and
shorts-to-voltage.
Inputs are checked for rationality.
Outputs are checked for functionality.
Most are one-trip DTCs.
Freeze-frame is priority 3.
Three consecutive good trips are used to extinguish
the MIL.
Forty warm-up cycles are required to self-erase DTC
and freeze-frame.
Two minutes run time without reoccurrence of the fault
constitutes a “good trip.”
CONTINUOUS RUNNING MONITORS Continuous mon-
itors run continuously and only stop if they fail and include:
Fuel system: rich/lean.
Misfire: catalyst damaging/FTP (emissions).
Two-trip faults (except early generation catalyst damag-
ing misfire).
MIL, DTC, freeze-frame after two consecutive faults.
Freeze-frame is priority 2 on first trip.
Freeze-frame is priority 4 on maturing trip.
Three consecutive good trips in a similar condition
window are used to extinguish the MIL.
Forty warm-up cycles are used to erase DTC and freeze-
frame (80 to erase one-trip failure if similar conditions
cannot be met).
ONCE PER TRIP MONITORS
Monitor runs once per trip, pass or fail.
O2 response, O2 heaters, EGR, purge flow EVAP leak,
secondary air, catalyst.
Two-trip DTCs.
ON - BO A R D DIA G N OS I S 155

MIL, DTC, freeze-frame after two consecutive faults.
Freeze-frame is priority 1 on first trip.
Freeze-frame is priority 3 on maturing trip.
Three consecutive good trips are used to extinguish
the MIL.
Forty warm-up cycles are used to erase DTC
and freeze-frame.
EXPONENTIALLY WEIGHTED MOVING AVERAGE (EWMA)
MONITORS The exponentially weighted moving average
(EWMA) monitor is a mathematical method used to determine
performance. This method smooths out any variables in the read-
ings over time and results in a running average. This method is
used by some vehicle manufacturers for two monitors.
1. Catalyst monitor.
2. EGR monitor.
ENABLING CRITERIA
With so many different tests (monitors) to run, the PCM needs an
internal director to keep track of when each monitor should run.
As mentioned, different manufacturers have different names for
this director, such as the diagnostic executive or the task man-
ager. Each monitor has enabling criteria. These criteria are a set
of conditions that must be met before the task manager will give
the go-ahead for each monitor to run. Most enabling criteria fol-
low simple logic, such as follows:
The task manager will not authorize the start of the O 2S
monitor until the engine has reached operating tempera-
ture and the system has entered closed loop.
The task manager will not authorize the start of the EGR
monitor when the engine is at idle because the EGR is
always closed at this time.
Because each monitor is responsible for testing a differ-
ent part of the system, the enabling criteria can differ greatly
from one monitor to the next. The task manager must decide
when each monitor should run, and in what order, to avoid
confusion.
There may be a conflict if two monitors were to run at the
same time. The results of one monitor might also be tainted if
a second monitor were to run simultaneously. In such cases,
the task manager decides which monitor has a higher priority.
Some monitors also depend on the results of other monitors
before they can run.
A monitor may be classified as pending if a failed sensor
or other system fault is keeping it from running on schedule.
The task manager may suspend a monitor if the conditions
are not correct to continue. For example, if the catalyst monitor
is running during a road test and the PCM detects a misfire,
the catalyst monitor will be suspended for the duration of the
misfire.
156 CH AP TE R 11
?
FRE QUE NTLY ASK ED Q UESTION
What is a Drive Cycle?
A drive cycle is a vehicle being driven under speci-
fied speed and times that will allow all monitors to
run. In other words, the powertrain control module
(PCM) is looking at a series of data points represent-
ing speed and time and determines from these data
points when the conditions are right to perform a
monitor or a test of a component. These data points,
and therefore the drive cycle, are vehicle specific and
are not the same for each vehicle. Some common
conditions for a drive cycle to successfully run all of
the monitors include:
1. Cold start intake air temperature (IAT) and engine
coolant temperature (ECT) close to each other
indicating that the engine has cooled to the tem-
perature of the surrounding air temperature.
2. Fuel level within a certain range usually between
15% and 85%.
3. Vehicle speed within a certain speed range for an
certain amount of time usually 4 to 12 minutes.
4. Stop and idle for a certain time.
Each monitor requires its own set of parameters
needed to run the test and sometimes these condi-
tions cannot be met. For example, some evaporate
emissions control (EVAP) systems require a tem-
perature that may not be possible in winter months in
a cold climatic area.
A typical universal drive cycle that works for
many vehicles includes the following steps.
MIL must be off.
No DTCs present.
Fuel fill between 15% and 85%.
Cold start—Preferred 8-hour soak at 68°F to 86°F.
Alternative ECT below 86°F.
STEP 1 With the ignition off, connect scan tool.
STEP 2 Start engine and drive between 20 and
30 mph for 22 minutes, allowing speed
to vary.
STEP 3 Stop and idle for 40 seconds, gradually
accelerate to 55 mph.
STEP 4 Maintain 55 mph for 4 minutes using a
steady throttle input.
STEP 5 Stop and idle for 30 seconds, then acceler-
ate to 30 mph.
STEP 6 Maintain 30 mph for 12 minutes.
STEP 7 Repeat steps 4 and 5 four times.
Using scan tool, check readiness. Always check
service information for the exact drive cycle condi-
tions for the vehicle being serviced for best results.
TRIP A trip is defined as a key-on condition that contains
the necessary conditions for a particular test to be performed
followed by a key-off. These conditions are called the enable
criteria. For example, for the EGR test to be performed, the
engine must be at normal operating temperature and decelerat-
ing for a minimum amount of time. Some tests are performed
when the engine is cold, whereas others require that the vehicle
be cruising at a steady highway speed.
WARM-UP CYCLE Once a MIL is deactivated, the original
code will remain in memory until 40 warm-up cycles are com-
pleted without the fault reappearing. A warm-up cycle is defined
as a trip with an engine temperature increase of at least 40°F
and where engine temperature reaches at least 160°F (71°C).
MIL CONDITION: OFF This condition indicates that the
PCM has not detected any faults in an emissions-related com-
ponent or system or that the MIL circuit is not working.
MIL CONDITION: ON STEADY This condition indicates
a fault in an emissions-related component or system that could
affect the vehicle emission levels.
MIL CONDITION: FLASHING This condition indicates
a misfire or fuel control system fault that could damage the
catalytic converter.
NOTE: In a misfire condition with the MIL on steady, if
the driver reaches a vehicle speed and load condition
with the engine misfiring at a level that could cause
catalyst damage, the MIL would start flashing. It would
continue to flash until engine speed and load conditions
caused the level of misfire to subside. Then the MIL
would go back to the on-steady condition. This situation
might result in a customer complaint of a MIL with an
intermittent flashing condition.
MIL: OFF The PCM will turn off the MIL if any of the follow-
ing actions or conditions occur:
The codes are cleared with a scan tool.
Power to the PCM is removed at the battery or with the
PCM power fuse for an extended period of time (may be
up to several hours or longer).
A vehicle is driven on three consecutive trips with a
warm-up cycle and meets all code set conditions without
the PCM detecting any faults.
The PCM will set a code if a fault is detected that could
cause tailpipe emissions to exceed 1.5 times the FTP standard;
however, the PCM will not deactivate the MIL until the vehicle
has been driven on three consecutive trips with vehicle condi-
tions similar to actual conditions present when the fault was
detected. This is not merely three vehicle start-ups and trips. It
means three trips during which certain engine operating condi-
tions are met so that the OBD-II monitor that found the fault can
run again and pass the diagnostic test.
EXAMPLE: P0302 = CYLINDER #2 MISFIRE DETECTED
P 0 3 0 2
B - BODY
C - CHASSIS SPECIFIC FAULT
P - POWERTRAIN DESIGNATION
U - NETWORK
SPECIFIC VEHICLE
0 - GENERIC (SAE) SYSTEM
1 - MANUFACTURER SPECIFIC
FIGURE 11–2 OBD-II DTC identification format.
OBD-II DTC NUMBERING
DESIGNATION
A scan tool is required to retrieve DTCs from an OBD-II vehicle.
Every OBD-II scan tool will be able to read all generic Society
of Automotive Engineers (SAE) DTCs from any vehicle. SEE
FIGURE 11–2 for definitions and explanations of OBD alphanu-
meric DTCs. The diagnostic trouble codes (DTCs) are grouped
into major categories, depending on the location of the fault on
the system involved:
Pxxx codes—powertrain DTCs (engine, transmission-
related faults)
Bxxx codes—body DTCs (accessories, interior-related
faults)
Cxxx codes—chassis DTCs (suspension and steering-
related faults)
Uxxx codes—network DTCs (module communication-
related faults)
DTC NUMBERING EXPLANATION The number in the
hundredth position indicates the specific vehicle system or sub-
group that failed. This position should be consistent for P0xxx
and P1xxx type codes. The following numbers and systems
were established by SAE:
P0100—Air metering and fuel system fault
P0200—Fuel system (fuel injector only) fault
P0300—Ignition system or misfire fault
P0400—Emission control system fault
P0500—Idle speed control, vehicle speed (VS) sensor fault
P0600—Computer output circuit (relay, solenoid, etc.) fault
P0700—Transaxle, transmission faults
NOTE: The tens and ones numbers indicate the part of
the system at fault.
TYPES OF DTCS Not all OBD-II DTCs are of the same
importance for exhaust emissions. Each type of DTC has differ-
ent requirements for it to set, and the computer will turn on the
MIL only for emissions-related DTCs.
ON - BO A RD DIA G N OS I S 157

TYPE A CODES A type A DTC is emission related and will cause
the MIL to be turned on the first trip if the computer has
detected a problem. Engine misfire or a very rich or lean air–fuel
ratio, for example, would cause a type A DTC. These codes alert
the driver to an emission problem that may cause damage to
the catalytic converter.
TYPE B CODES A type B code will be stored, and the MIL will be
turned on during the second consecutive trip, alerting the driver
to the fact that a diagnostic test was performed and failed.
NOTE: Type A and B codes are emission-related codes
that will cause the lighting of the malfunction indicator
lamp (MIL), usually labeled “check engine” or “service
engine soon.”
TYPE C AND D CODES Type C and D codes are for use with non–
emission-related diagnostic tests; they will cause the lighting of a
“service” lamp (if the vehicle is so equipped). Type C codes are also
called type C1 codes, and D codes are also called type C0 codes.
DIAGNOSTIC TROUBLE CODE PRIORITY CARB has
also mandated that all diagnostic trouble codes (DTCs) be
stored according to individual priority. DTCs with a higher
priority overwrite those with a lower priority. The OBD-II System
DTC Priority is listed here:
Priority 0—Non–emission-related codes
Priority 1—One-trip failure of two-trip fault for non fuel,
non misfire codes
Priority 2—One-trip failure of two-trip fault for fuel or
misfire codes
Priority 3—Two-trip failure or matured fault of non fuel,
non misfire codes
Priority 4—Two-trip failure or matured fault for fuel or
misfire codes
OBD-II FREEZE-FRAME
To assist the service technician, OBD II requires the computer to take
a “snapshot” or freeze-frame of all data at the instant an emission-
related DTC is set. A scan tool is required to retrieve this data.
NOTE: Although OBD-II requires that just one freeze-
frame of data be stored, the instant an emission-related
DTC is set, vehicle manufacturers usually provide ex-
panded data about the DTC beyond that required such
as General Motors’s failure recorders. However, retriev-
ing this enhanced data usually requires the use of the
vehicle-specific scan tool.
Freeze-frame items include the following:
Calculated load value
Engine speed (RPM)
Short-term and long-term fuel trim percent
Fuel system pressure (on some vehicles)
Vehicle speed (mph)
158 CH AP TE R 11
?
FRE QU E NTLY ASK ED Q UE STION
What Are Pending Codes?
Pending codes are set when operating conditions are
met and the component or circuit is not within the
normal range yet the conditions have not yet been met
to set a DTC. For example, a sensor may require two
consecutive faults before a DTC is set. If a scan tool
displays a pending code or a failure, a driveability con-
cern could also be present. The pending code can help
the technician to determine the root cause before the
customer complains of a check engine light indication.
Engine coolant temperature
Intake manifold pressure
Closed-open-loop status
Fault code that triggered the freeze-frame
If a misfire code is set, identify which cylinder is misfiring
A DTC should not be cleared from the vehicle computer mem-
ory unless the fault has been corrected and the technician is
so directed by the diagnostic procedure. If the problem that
caused the DTC to be set has been corrected, the computer will
automatically clear the DTC after 40 consecutive warm-up cy-
cles with no further faults detected (misfire and excessively rich
or lean condition codes require 80 warm-up cycles). The codes
can also be erased by using a scan tool. SEE CHART 11–1 .
NOTE: Disconnecting the battery may not erase
OBD-II DTCs or freeze-frame data. Most vehicle manu-
facturers recommend using a scan tool to erase DTCs
rather than disconnecting the battery because the mem-
ory for the radio, seats, and learned engine operating
parameters is lost if the battery is disconnected.
ENABLING CONDITIONS
These are the exact engine operating conditions required for a
diagnostic monitor to run:
Example:
Specific RPM
Specific ECT, MAP, run time, etc.
PENDING Under some situations the PCM will not run a
monitor if the MIL is illuminated and a fault is stored from
another monitor. In these situations, the PCM postpones moni-
tors pending a resolution of the original fault. The PCM does not
run the test until the problem is remedied.
For example, when the MIL is illuminated for an oxygen
sensor fault, the PCM does not run the catalyst monitor until
the oxygen sensor fault is remedied. Since the catalyst monitor
is based on signals from the oxygen sensor, running the test
would produce inaccurate results.
 NUMBER OF NUMBER OF NUMBER OF NUMBER OF
FAULTS ON SEPARATE TRIPS WITH WARM-UP
MONITOR TYPE SEPARATE CONSECUTIVE NO FAULTS NUMBER OF TRIPS CYCLES TO ERASE
MONITOR (HOW OFTEN IT TRIPS TO SET A TRIPS TO LIGHT TO ERASE A WITH NO FAULT TO DTC AFTER MIL IS
NAME COMPLETES) PENDING DTC MIL, STORE A DTC MATURING DTC TURN THE MIL OFF TURNED OFF
CCM Continuous (when 1 2 1 3–Trips 40
trip conditions
allow it)
Catalyst Once per drive 1 3 1 3–OBD-II drive cycle 40
cycle
Misfire type A Continuous 1 3–Similar conditions 80
Misfire type B Continuous 1 2 1 3–Similar conditions 80
Fuel system Continuous 1 2 1 3–Similar conditions 80
Oxygen sensor Once per trip 1 2 1 3–Trips 40
EGR Once per trip 1 2 1 3–Trips 40
EVAP Once per trip 1 1 1 3–Trips 40
AIR Once per trip 1 2 1 3–Trips 40

CHART 11–1
PCM Determination of Faults Chart

CONFLICT There are also situations when the PCM does ECT
not run a monitor if another monitor is in progress. In these situ- Camshaft position sensor (CMP)
ations, the effects of another monitor running could result in an VS sensor
erroneous failure. If this conflict is present, the monitor is not run
Crankshaft position sensor (CKP)
until the conflicting condition passes. Most likely, the monitor
will run later after the conflicting monitor has passed. IAT sensor
For example, if the fuel system monitor is in progress, the TP sensor
PCM does not run the EGR monitor. Since both tests monitor Ambient air temperature sensor
changes in air–fuel ratio and adaptive fuel compensation, the Power steering switch
monitors conflict with each other.
O2 sensor heater
SUSPEND Occasionally, the PCM may not allow a two-trip fault Engine controller
to mature. The PCM will suspend the maturing fault if a condition Brake switch
exists that may induce erroneous failure. This prevents illuminating P/N switch (range switch)
the MIL for the wrong fault and allows more precise diagnosis. Transmission controls
For example, if the PCM is storing a one-trip fault for the oxy-
gen sensor and the EGR monitor, the PCM may still run the EGR FUNCTIONALITY TEST A functionality test refers to PCM
monitor but will suspend the results until the oxygen sensor moni- inputs checking the operation of the outputs:
tor either passes or fails. At that point, the PCM can determine if
the EGR system is actually failing or if an oxygen sensor is failing. Example:
PCM commands IAC to increase engine speed
PCM monitors engine RPM
PCM TESTS Functionality test fails if engine speed does not increase

PCM outputs that are checked for functionality include the

RATIONALITY TEST While input signals to the PCM are following:
constantly being monitored for electrical opens and shorts, they EVAP canister purge solenoid
are also tested for rationality. This means that the input signal EVAP purge vent solenoid
is compared against other inputs and information to see if it
Cooling fan
makes sense under the current conditions.
PCM sensor inputs that are checked for rationality include Idle air control solenoid
the following: Ignition control system
MAP sensor Transmission torque converter clutch solenoid
O2 sensor Transmission shift solenoids (A, B, 1–2, etc.)

ON - BO A R D DIA G N OS I S 159
ELECTRICAL TEST Refers to the PCM check of both input Mode Four Clear and reset diagnostic trouble codes
and outputs for the following: (DTCs), freeze-frame data, and readiness sta-
tus monitors for noncontinuous monitors only
Open
Mode Five Oxygen sensor monitor test results
Shorts
Mode Six Onboard monitoring of test results for non-
Ground
continuously monitored systems
Example: Mode Seven Onboard monitoring of test results for con-
ECT tinuously monitored systems
Shorted high (input to PCM) above capable voltage; that is, Mode Eight Bidirectional control of onboard systems
5-volt sensor with 12-volt input to PCM would indicate a short Mode Nine Module identification
to voltage.
The global (generic) data is used by most state emission
programs. Global OBD-II displays often use hexadecimal num-
Conditions
bers, which use 16 numbers instead of 10. The numbers 0 to 9
to Set
(zero counts as a number) make up the first 10 and then capital
DTC and
letters A to F complete the 16 numbers. To help identify the
Monitor Illuminate Extinguish Clear DTC Applicable
number as being in a hexadecimal format, a dollar sign ($) is
Type MIL MIL Criteria DTC
used in front of the number or letter. See the following conver-
Continuous (See note 3 con- 40 warm- P0123 sion chart:
1-trip below) secutive up cycles
monitor Input and pass trips
Decimal Number Hexadecimal Code
output
failure— 0 $0
rationally, 1 $1
functionally, 2 $2
electrically 3 $3
4 $4
NOTE: The number of times the comprehensive compo-
5 $5
nent monitor must detect a fault depends on the vehicle
manufacturer. On some vehicles, the comprehensive 6 $6
component monitor will activate the MIL as soon as it 7 $7
detects a fault. On other vehicles, the comprehensive 8 $8
component monitor must fail two times in a row. 9 $9
Freeze-frame captured on first-trip failure. 10 $A
Enabling conditions: Many PCM sensors and output 11 $B
devices are tested at key-on or immediately after engine 12 $C
start-up. However, some devices (ECT, idle speed control) 13 $D
are tested by the CCM only after the engine meets par-
14 $E
ticular engine conditions.
15 $F
Pending: No pending condition
Conflict: No conflict conditions
Hexadecimal coding is also used to identify tests (test
Suspend: No suspend conditions identification [TID] and component identification [CID] ).

GLOBAL OBD-II ? FRE QUE NTLY ASK ED Q UE STION

How Can You Tell Generic from Factory?

All OBD-II vehicles must be able to display data on a global (also
When using a scan tool on an OBD-II-equipped
called generic) scan tool under nine different modes of opera-
vehicle, if the display asks for make, model, and
tion. These modes include the following:
year, then the factory or enhanced part of the PCM
Mode One Current power train data (parameter identi- is being accessed. If the generic or global part of
fication display or PID) the PCM is being scanned, then there is no need to
Mode Two Freeze-frame data know the vehicle identification details.
Mode Three Diagnostic trouble codes

160 CH AP TE R 11

DIAGNOSING PROBLEMS
USING MODE SIX
Mode six information can be used to diagnose faults by follow-
ing three steps:
1. Check the monitor status before starting repairs. This step
will show how the system failed.
2. Look at the component or parameter that triggered the fault.
This step will help pin down the root cause of the failure.
3. Look to the monitor enable criteria, which will show what it
takes to fail or pass the monitor.
Many scan tools display all of the parameters and informa-
tion needed so that additional mode $06 data is not needed.
Many vehicle manufacturers post mode $06 information on the
service information websites. This information is often free, un-
like other service information. Refer to the National Automotive
Service Task Force (NASTF) website for the website address
of all vehicle manufacturers’ service information sites (www
.NASTF.org). Two examples include: http://service.gm.com
(free access to mode $06 information) www.motorcraftservice.
com (search for mode $06 free access)

SUMMARY
1. If the MIL is on, retrieve the DTC and follow the manufac- 3. OBD-II vehicles use common generic DTCs.
turer’s recommended procedure to find the root cause of 4. OBD-II includes generic (SAE) as well as vehicle
the problem. manufacturer-specific DTCs and data display.
2. All monitors must have the enable criteria achieved before
a test is performed.

REVIEW QUESTIONS
1. What does the PCM do during a trip to test emission- 3. What is the difference between a trip and a warm-up
related components? cycle?
2. What is the difference between a type A and type B OBD-II 4. What could cause the MIL to flash?
DTC?

CHAPTER QUIZ
1. A freeze-frame is generated on an OBD-II vehicle ________. 7. Global (generic) OBD-II contains some data in what format?
a. When a type C or D diagnostic trouble code is set a. Plain English c. Roman numerals
b. When a type A or B diagnostic trouble code is set b. Hexadecimal d. All of the above
c. Every other trip 8. By looking at the way diagnostic trouble codes are format-
d. When the PCM detects a problem with the O 2S ted, which DTC could indicate that the gas cap is loose or
2. An ignition misfire or fuel mixture problem is an example of defective?
what type of DTC? a. P0221 c. P0442
a. Type A c. Type C b. P1301 d. P1603
b. Type B d. Type D 9. The computer will automatically clear a DTC if there are no
3. The comprehensive component monitor checks computer- additional detected faults after ________.
controlled devices for ________. a. Forty consecutive warm-up cycles
a. Opens c. Shorts-to-ground b. Eighty warm-up cycles
b. Rationality d. All of the above c. Two consecutive trips
4. OBD-II has been on all passenger vehicles in the United d. Four key-on/key-off cycles
States since ________. 10. A pending code is set when a fault is detected on ________.
a. 1986 c. 1996 a. A one-trip fault item
b. 1991 d. 2000 b. The first fault of a two-trip failure
5. Which is a continuous monitor? c. The catalytic converter efficiency
a. Fuel system monitor c. Oxygen sensor monitor d. Thermostat problem (too long to closed-loop status)
b. EGR monitor d. Catalyst monitor
6. DTC P0302 is a ________.
a. Generic DTC
b. Vehicle manufacturer–specific DTC
c. Idle speed–related DTC
d. Transmission/transaxle-related DTC

ON - BO A RD DIA GN O S I S 161