Engine Crec Generic Scan Tool Eng

Service
Repair Manual
Q7 2016 ➤
Generic Scan Tool
Engine ID
CRE
C
Edition 11.2016
Service Department. Technical Information

Service
List of Workshop Manual Repair Groups
Repair Group
ST - Generic Scan Tool
Technical information should always be available to the foremen and mechanics, because their
careful and constant adherence to the instructions is essential to ensure vehicle road-worthiness and
safety. In addition, the normal basic safety precautions for working on motor vehicles must, as a
matter of course, be observed.
Q7 2016 ➤
Generic Scan Tool - Edition 11.2016
Contents
ST - Generic Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Clean Working Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 High Voltage System General Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.1 On Board Diagnostic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2 Evaporative Emission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3 Electronic Throttle Control (ETC) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4 Electronic Power Control (EPC) Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.5 Engine Control Module (ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.6 Malfunction Indicator Lamp (MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.7 Controller Area Network (CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.8 Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.9 Ignition and Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.10 Variable Valve Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.11 Exhaust-Gas Recirculation (EGR) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.12 Secondary Air Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.13 Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.14 SCR NOx Catalyst system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3 Diagnosis and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.1 Preliminary Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.2 Readiness Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.3 Diagnostic Modes 01 – 0A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.4 Engine DTC Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3.5 Transmission DTC Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815
3.6 Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 893
Contents i
Q7 2016 ➤
ii Contents
Q7 2016 ➤
ST – Generic Scan Tool

1 General Information
(Edition 11.2016)
Included in the contents of this Generic Scan Tool (GST) manual
is a summary table of the vehicle specific OBD II Emission Rela‐
ted DTCs. The DTC table contains DTC Malfunction Criteria,
Threshold Values, Secondary Parameters, Enabling Conditions,
Monitoring Time Length, Frequency of Checks, and MIL Illumi‐
nation information which can be used to accurately monitor and
diagnose emissions related faults and perform functions required
to run Modes 01 through 0A (if applicable) with a hand held scan
tool.
This manual also contains the step by step procedures to accu‐
rately diagnose and repair a component or system once a DTC
has been set. References to repair procedures and wiring dia‐
grams can be found within the diagnostic test procedures.
♦ ⇒ “1.1 Safety Precautions”, page 2
♦ ⇒ “1.2 Clean Working Conditions”, page 3
♦ ⇒ “1.3 High Voltage System General Warnings”, page 4
1. General Information 1
Q7 2016 ➤
1.1 Safety Precautions

Check for Technical Bulletins that may supersede any information
included in this manual.
WARNING
Failure to follow these instructions may result in personal injury

or possible death.
Check the Technical Bulletins for information, cautions and
warnings that may supersede or supplement any information
included in this manual.
When performing the drive cycle operation, pay strict attention
to driving conditions and observe and obey all posted speed
limits.
Test equipment must always be secured to the rear seat and
operated by a second person. If test and measuring equipment
is operated from the passenger seat, the person seated could
be injured in the event of an accident involving deployment of
the passenger-side airbag.
The fuel system is under pressure! Before opening the fuel
system, place rags around the connection area. Then release
pressure by carefully loosening the connection.
The engine section of the fuel system, after the high pressure
pump, is under extremely high pressure! When working on en‐
gine or fuel injection system, fuel pressure must be relieved to
residual pressure before opening high pressure components.
Refer to the Service Manual for the proper procedure.
If the battery has not been disconnected, the fuel pump fuse
must be removed before opening the fuel supply system as the
fuel pump may be activated by the driver's door contact switch.
Testing of the EVAP and ORVR systems can result in the es‐
cape of explosive fuel vapor. Do not smoke while testing the
EVAP system, and make sure the area you are working in is
well ventilated.
Observe the following for all procedures, especially in the en‐
gine compartment due to lack of room:
♦ Route lines of all types (e.g. for fuel, hydraulic, EVAP can‐
ister system, coolant and refrigerant, brake fluid, vacuum)
and electrical wiring so that the original path is followed.
♦ Watch for sufficient clearance to all moving or hot com‐
ponents.
♦ Do not touch or disconnect the Ignition Coils, ignition
wires, connecting parts or adapter cables when the igni‐
tion is on or the engine is running or turning at starting
RPM.
♦ Only disconnect and reconnect wires for injection and ig‐
nition system, including test leads, when the ignition is
turned off.
When removing and installing components from full or partially
full fuel tanks, observe the following:
♦ The fuel tank must only be partially full. How much fuel can
remain in the fuel tank may be read in the respective work
description. Empty the fuel tank if necessary.
2 Rep. Gr.ST - Generic Scan Tool

Q7 2016 ➤
♦ Before starting work, switch on the exhaust extraction sys‐

tem and place an extraction hose close to the installation
opening of the fuel tank to extract escaping fuel fumes. If
no exhaust extraction system is available, a radial fan (as
long as motor is not in air flow) with a displacement greater
than 15 m3/h can be used.
♦ Prevent fuel from contacting the skin! Wear fuel-resistant
gloves!
When servicing the engine control module (ECM), it may be
necessary to use a heat gun. The heat gun, shear bolts, and
parts of the protective housing will become extremely hot. Use
extreme caution when working with or handling these parts to
avoid personal injury.
Observe operating instructions when working with a heat gun.
To prevent damage (burning) to the wiring and harness con‐
nections, insulation and the electronic components, perform
outlined work steps exactly!
The cooling system is under pressure. To avoid scalding, use
caution when opening the cooling system and servicing cooling
system components!
Caution
The battery must only be disconnected and connected with the

ignition switched off. Otherwise, the engine control module
(ECM) can be damaged.
The use of nails, paper clips, or another unauthorized materials
to back-probe harness connectors is strictly prohibited and
may cause damage to the harness connectors, terminal ends
or to a component. Use only the manufacturers test lead kit or
an equivalent aftermarket test lead kit for back-probing all har‐
ness connectors.
Do not use sealants containing silicone. Particles of silicone
drawn into the engine, will not be burned in the engine and will
damage the oxygen sensors.
Secure all hose connections with the correct hose clips (the
same as original equipment).
If engine is to be cranked without starting (for example; as part
of a compression test), remove the fuses for the voltage supply
of ignition coils and the fuel injectors.
An electrostatic charge can lead to functional problems of elec‐
trical components of the engine, transmission and selector
lever mechanism. Touch a grounded object, e.g. a water pipe
or a hoist, before working on electrical components.
Do not make direct contact with harness connector terminals.
Use only gold-plated terminals when servicing any component
with gold-plated harness connector terminals.
1.2 Clean Working Conditions

Even minor contaminations can lead to malfunctions in the fuel
injection system. When working on the fuel supply/injection sys‐
tem, pay careful attention to the following rules of cleanliness:
♦ Thoroughly clean all connections and the surrounding area
before disconnecting.
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♦ Place removed parts on a clean surface and cover. Use lint-

free cloths.
♦ Carefully cover opened components or seal, if repairs are not
performed immediately.
♦ When the system is open, do not work with compressed air.
Do not move vehicle unless absolutely necessary.
♦ Install clean components: Remove the parts being replaced
immediately prior to installation of the new parts. Do not use
parts that have been stored unpacked (e.g. in tool boxes etc.).
♦ Electrical connectors that have been disconnected: Protect
from dirt and moisture. Make sure connections are clean and
dry when reconnecting.
1.3 High Voltage System General Warnings

Before performing any work on the high voltage system, always
check with the importer if there are any questions regarding the
terms “technician trained in electrical systems”, “high voltage
technician”, “high voltage expert”, “high voltage systems”, or “hy‐
brid systems”. Qualifications necessary for most of these terms
are also provided below ⇒ page 9 .
Before beginning work on the high voltage system, a high voltage
technician ⇒ page 9 , must de-energize the high voltage sys‐
tem. Refer to appropriate repair manual for high voltage system
de-energizing.
For a list of work procedures requiring the high voltage system to
be de-energized, refer to the tables listed below in: Working on
the High Voltage System, Conventional Work Near High Voltage
Components, and General Work ⇒ page 6 .

Q7 2016 ➤
WARNING
Read and follow the information below when de-energizing the

high voltage system to reduce the risk of fatal injury.
♦ Only a qualified technician (high voltage technician)
should disable the high voltage system.
♦ The high voltage technician (HVT) makes sure the system
is de-energized and cannot be re-energized again.
♦ The high voltage technician assures that the system can‐
not be re-energized again by safely storing the key, the
High Voltage System Maintenance Connector - TW- and
the pilot line connector.
♦ The high voltage technician (HVT) puts a sign on the ve‐
hicle saying the voltage is disabled.
♦ Only hybrid electrically instructed persons may perform all
work (maintenance, tire changing, Convenience System)
on vehicles with a high voltage system. If there is any un‐
certainty, discuss with the responsible high voltage tech‐
nician.
♦ A high voltage technician must disable the system before
any work can be performed on the high voltage electrical
system or any other service work to the body.
♦ Only a high voltage expert (HVE) may perform repairs to
the vehicle if it is not possible to disable the high voltage
electrical system.
♦ Individuals with electrical medical equipment must not
work on vehicles with a high voltage electrical system. Ex‐
amples of electrical medical equipment include pain med‐
ication pumps, implanted heart defibrillators, pacemakers,
insulin pumps and hearing aids.
WARNING
Working with high voltage cables:

♦ Do not support yourself or lay tools on the high voltage
cables or on any of its components.
♦ When working near high voltage components and high
voltage cables, do not use tools that generate heat, that
have sharp edges or that are used for cutting or shaping,
such as welding, soldering, hot air or thermal adhesive
equipment.
♦ When working near high voltage components and high
voltage cables, do not use tools that generate heat such
as welding, soldering, hot air or thermal adhesive equip‐
ment.
♦ Do not excessively bend or flex high voltage cables.
♦ Always contact a high voltage technician (HVT) if there are
questions or if something is not clearly understood.
Check the contact surfaces on the potential equalization cables

before installation.
The contact surfaces must be clean. There must be no rust or
grease on them.
Follow all guidelines for clean working conditions.
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Observe the following precautions when working on the high volt‐

age system:
♦ Only technicians who are trained in electrical systems should
work on high voltage system (hybrid) vehicles.
♦ When working on a hybrid vehicle, always inspect the hybrid
components in the area where the work is being performed.
♦ Do not excessively bend or flex high voltage cables.
♦ Always contact a high voltage technician or a high voltage ex‐
pert specializing in electrical systems if something is not un‐
derstood or if there are questions.
♦ All the work described below is referencing removing, instal‐
ling and replacing the individual components.
Working on the High Voltage System
During the Following Work Minimum Qualifications, refer to
⇒ page 9
De-energizing the high volt‐ High voltage technician
age system
Re-energizing the high volt‐ High voltage technician
age system
When Working on the Following Compo‐ The High Voltage System Must Be Minimum Qualifications,
nents De-energized By A High Voltage refer to ⇒ page 9
Technician Prior To Beginning the
Work?
Yes No
Electro-Drive Drive Motor - V141- X Technician trained in
electrical systems
Electric Drive Power and Control Electron‐ X Technician trained in
ics - JX1- electrical systems
High Voltage System Maintenance Con‐ X Technician trained in
nector - TW- electrical systems
Electric A/C Compressor High Voltage Ca‐ X Technician trained in
ble - P3- electrical systems
Drive Motor High Voltage Wiring Harness - X Technician trained in
PX2- electrical systems
High Voltage Wiring Harness For High Volt‐ X Technician trained in
age Battery - PX1- electrical systems
Hybrid Battery Unit - AX1- , Removing and X Technician trained in
Installing electrical systems
Charging the Hybrid-Battery - A38- with X High voltage technician
High Voltage Battery Charger - VAS6565-
Battery Regulation Control Module - J840- X High voltage technician
Battery Fan 1 - V457- X Technician trained in
electrical systems
Air guides next to the Hybrid Battery Unit - X Technician trained in
AX1- electrical systems
Air guides under the Hybrid Battery Unit - X Technician trained in
AX1- electrical systems
Electrical A/C Compressor - V470- X Technician trained in
electrical systems
Drive Motor Temperature Sensor - G712- X Technician trained in
electrical systems
Drive Motor Rotor Position Sensor 1 - X Technician trained in
G713- electrical systems

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Work?
Yes No
Three-Phrase Current Drive - VX54- X Technician trained in
electrical systems
Electrical Drive Button - E656- X Technician trained in
electrical systems
Fuse Electrical A/C Compressor - V470- in X Technician trained in
Electric Drive Power and Control Electron‐ electrical systems
ics - JX1-
Potential equalization cable (Ground [GND] X Technician trained in
wires) electrical systems
Working on the coolant circuit for the high X Technician trained in
voltage components electrical systems
Measuring insulation resistance X High voltage technician
Working when the system is de-energized X Technician trained in
and the ignition is on electrical systems
Conventional Work Near High Voltage Components

Work?
Yes No
Spark plugs X Technician trained in
electrical systems
Catalytic converter X Technician trained in
electrical systems
Exhaust System X Technician trained in
electrical systems
Coolant reservoir X Technician trained in
electrical systems
Front brakes X Technician trained in
electrical systems
Decoupler X Technician trained in
electrical systems
Internal Combustion Engine, Removing X Technician trained in
and Installing electrical systems
Transmission without Electro-Drive Drive X Technician trained in
Motor - V141- , Removing and Installing electrical systems
Fuel Tank X Technician trained in
electrical systems
Front subframe X Technician trained in
electrical systems
Rear axle X Technician trained in
electrical systems
Underbody Trim X Technician trained in
electrical systems
Welding (Cover high voltage components X Technician trained in
with non-combustible materials and then electrical systems
perform a visual inspection)
Vehicle Body Work (Using an Alignment X Technician trained in
Bench) electrical systems
Q7 2016 ➤
Work?
Yes No
When working near high voltage compo‐ X Technician trained in
nents and high voltage cables, do not use electrical systems
tools that generate heat, that have sharp
edges or that are used for cutting or shap‐
ing, such as welding, soldering, hot air or
thermal adhesive equipment (Cover high
voltage components with non-combustible
materials and then perform a visual inspec‐
tion).
Left Front Headlamp - MX1- , Removing X Technician trained in
Right Front Headlamp - MX2- , Removing X Technician trained in
Headlamp Bulbs, Removing and Installing X Technician trained in
electrical systems
General Work
When Working On the Following Compo‐ The High Voltage System Must Be Minimum Qualifications,
Work?
Yes No
12V Battery, removing and installing X Technician trained in
electrical systems
General controls modules and electric com‐ X Technician trained in
ponents, 12V, removing and installing electrical systems
Fluids, coolant and fluids, draining and fill‐ X Technician trained in
ing electrical systems
Refrigerant extracting, evacuating, filling X Technician trained in
electrical systems
Refrigerant pipes directly to the A/C com‐ X Technician trained in
pressor electrical systems
A/C System, flushing X Technician trained in
electrical systems
Peripheral refrigerant line (work that does X Technician trained in
not involve the A/C compressor directly electrical systems
without opening the refrigerant circuit, for
example, loosening and tightening the re‐
frigerant line)
Work with the engine raised, engine mount X Technician trained in
electrical systems
Emissions test X Technician trained in
electrical systems
Follow the instructions in the paint hand‐ X Technician trained in
book when performing any paint/drying electrical systems
work

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Qualification Explanation
Qualification Area of Application
Hybrid electrically instructedMay perform general work and
person Maintenance services on the
vehicle. May be requested by
the high voltage technician to
perform mechanical work on
the tension-free high voltage
system.
High voltage technician (HVT) The high voltage technician has
the same authorization as a
technician trained in electrical
systems due to their qualifica‐
tions. The high voltage techni‐
cian can also:
♦ 1. De-energize the system.
♦ 2. Secure the system so that
it cannot be energized
again.
♦ 3. Ascertain that the system
is definitely de-energized
(certified measurement).
♦ 4. Assign work on the high
voltage system to the hybrid
electrically instructed per‐
son.
♦ 5 Put the vehicle back in op‐
eration.
High voltage expert (HVE) A high voltage expert (HVE) is

actually a high voltage techni‐
cian (HVT) but with an extra
qualification that allows them to
de-energize the high voltage
system in the case that a high
voltage technician is not able to
perform measurements with
the standard tools and equip‐
ment. The high voltage expert
must continue the work if the
high voltage technician does
not have the authority to work
on the high voltage system. The
high voltage expert is responsi‐
ble exclusively to de-energize
the high voltage system if it can‐
not be de-energized by the high
voltage technician using the
usual means or methods.
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2 Description and Operation

♦ ⇒ “2.1 On Board Diagnostic Systems”, page 10
♦ ⇒ “2.2 Evaporative Emission System”, page 10
♦ ⇒ “2.3 Electronic Throttle Control (ETC) System”, page 12
♦ ⇒ “2.4 Electronic Power Control (EPC) Warning Lamp”,
page 12
♦ ⇒ “2.5 Engine Control Module (ECM)”, page 13
♦ ⇒ “2.6 Malfunction Indicator Lamp (MIL)”, page 13
♦ ⇒ “2.7 Controller Area Network (CAN)”, page 13
♦ ⇒ “2.8 Fuel Supply”, page 14
♦ ⇒ “2.9 Ignition and Timing”, page 15
♦ ⇒ “2.10 Variable Valve Timing”, page 16
♦ ⇒ “2.11 Exhaust-Gas Recirculation (EGR) System”,
page 16
♦ ⇒ “2.12 Secondary Air Injection”, page 16
♦ ⇒ “2.13 Exhaust Systems”, page 17
♦ ⇒ “2.14 SCR NOx Catalyst system”, page 17
2.1 On Board Diagnostic Systems

On Board Diagnostics, or OBD, is an automotive term referring to
a vehicle's self-diagnostic and reporting capability. OBD systems
give the vehicle owner or repair technician access to the status
of the various vehicle sub-systems. Modern OBD implementa‐
tions use a standardized digital communications port to provide
real-time data in addition to a standardized series of Diagnostic
Trouble Codes (DTCs) which allow one to rapidly identify and
remedy malfunctions within the vehicle. Legislation mandates a
vehicle equipped with OBD-II to light up the fault indicator lamp if
its emissions exceed the prevailing limit due to system malfunc‐
tion.
All cars built since January 1st, 1996 (MY 1996) are equipped
OBD-II systems. Manufacturers started incorporating OBD-II in
various models as early as 1994; however, some early OBD-II
cars (MY 1994 and MY 1995) were not 100% compliant.
2.2 Evaporative Emission System

The evaporative emission system has been designed to minimize
the release of hydrocarbons from the fuel system into the atmos‐
phere. The evaporative emission system components all work
together with the ECM to prevent fuel vapor from escaping and
route it to the intake manifold to be burned during normal com‐
bustion.
The leak detection system checks the integrity of the evaporative
emission system by pressurizing the system.
♦ There are 3 different types of evaporative emission systems
used. These systems are explained below.
♦ ⇒ “2.2.1 Leak Detection Pump (LDP) EVAP System”,
page 11
♦ ⇒ “2.2.2 Tank Leak Diagnostic Module (DM - TL) EVAP Sys‐
tem”, page 11
♦ ⇒ “2.2.3 Natural Vacuum Leak Detection (NVLD) EVAP Sys‐
tem”, page 11

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♦ ⇒ “2.2.4 EVAP System, Checking for Leaks”, page 11
2.2.1 Leak Detection Pump (LDP) EVAP Sys‐

tem
The leak detection pump (LDP) is integrated into the EVAP sys‐
tem and can have two functions. The LDP can:
♦ Pressurize the EVAP system and detect a drop in pressure
that would indicate a leak.
♦ Function as the EVAP Canister Vent on vehicles that do not
have a separate EVAP Canister Vent.
The LDP is a vacuum-driven, ECM controlled, diaphragm pump.
In order to operate, the engine must be running and vacuum ap‐
plied to the Vacuum Switch.
2.2.2 Tank Leak Diagnostic Module (DM - TL)

EVAP System
The canister purge valve can be actively checked using the Tank
Leak Diagnostic Module (DM - TL). For this purpose the electric
pump is shortly activated while the combustion engine is running,
to build up a minor pressure in the fuel tank and monitor the pres‐
sure decay after opening the canister purge valve. Optionally as
a quick pass method, the monitoring can be carried out by pas‐
sively monitoring the fuel mixture deviation when the canister
purge valve is opened. If a significant fuel mixture deviation is
detected, the purge valve monitor passes. The Tank Leak Diag‐
nostic Module (DM - TL) consists of an electrically operated air
pump, an orifice with a defined diameter serving as a reference
leak, and a change-over valve switching the air flow between the
reference leak and the tank. If neither the pump nor the change-
over valve is activated, the tank is ventilated through a bypass in
the module.
2.2.3 Natural Vacuum Leak Detection (NVLD)

EVAP System
The system utilizes an engine-off natural vacuum evaporative
system integrity check that tests for leaks with a diameter of 0.020
inch while the engine is off and the ignition is off. The natural vac‐
uum leak detection (NVLD) evaporative system integrity check
uses a pressure switch to detect evaporative system leaks. The
correlation between the pressure and the temperature in a sealed
system is used to generate a vacuum in the tank when the tem‐
perature drops. If a sufficient temperature drop is detected for a
minimum time period, the vacuum level in a sealed system will
exceed the threshold to close the NVLD pressure switch. There‐
fore, if the switch does not close under these conditions, a leak is
detected. If the switch closes, the system is considered to be leak-
free.
2.2.4 EVAP System, Checking for Leaks

The following procedure is used to diagnose EVAP System leaks.
Special tools and workshop equipment required
♦ Smoke tester.
♦ EVAP and Fuel Supply System Vacuum hose and line routing
diagram.
Leak checking
– Using a Smoke tester, check the Evaporative Emission
(EVAP) canister system for leaks.
2. Description and Operation 11

Q7 2016 ➤
– Always follow the manufacturers directions for the proper in‐

stallation and operation of the smoke tester being used.
If a leak is detected:
– Check the fuel filler cap seal for damage and for proper instal‐
lation. Replace if necessary.
– Check all hose connections of the fuel supply system and re‐
place or repair any leaking lines.
– Check all hose connections of the EVAP system and replace
or repair any leaking lines.
– Check that the seal under the locking flange is properly tight‐
ened on the fuel tank.
– Secure all hose connections using appropriate fittings for the
model type.
– Replace seals and gaskets when performing repair work.
– Repair or replace any damaged component.
If no leaks are found in the EVAP system:
– Erase the DTC memory if a DTC was set. Refer to
⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC Memory”,
page 29 .
– Perform a road test to verify repair.
If a DTC was set and does not return:
Diagnosis complete. Generate readiness code. Refer to
⇒ “3.2 Readiness Code”, page 21 .
If the same DTC does return and no leaks are found in the EVAP
system:
– Check for any related TSB's.
– Perform the diagnostic test procedure for the suspected com‐
ponent.
2.3 Electronic Throttle Control (ETC) Sys‐

tem
The electronic throttle control (ETC) system consists of the ac‐
celerator-pedal module, the engine control module (ECM), and
the electronic throttle body. The electronic throttle body mainly
consists of the throttle valve, the electric throttle-valve drive ele‐
ment, and the throttle-valve position sensor (TPS). The drive
element is a DC servomotor, which acts on the throttle-valve shaft
via a gear unit. The throttle-valve position sensor is a redundant
sensor system that detects the position of the throttle valve. The
sensors have opposite resistance curves so that the ECM can
always cross check the signals to ensure the correct position of
the throttle valve is always known.
The driver command is detected by a redundant sensor system
in the accelerator-pedal module, and the signal is sent to the en‐
gine control module. The engine control module then determines
the required throttle-valve position by performing calculations
from data measured by sensors such as accelerator pedal posi‐
tion sensor, engine speed sensor and vehicle speed sensor. The
actual throttle opening can be more or less in proportion to ac‐
celerator pedal position given different engine operating points.
2.4 Electronic Power Control (EPC) Warn‐

ing Lamp
When the ignition is switched on, the engine control module
(ECM) checks the electronic throttle control system for static sys‐

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tem integrity (e.g. circuit integrity, communications, etc); the elec‐

tronic power control (EPC) warning light is turned on via the
Instrument Cluster during this process. Shortly after engine start,
the EPC warning light is turned off if no malfunction in the elec‐
tronic throttle control system is detected. In the event of a mal‐
function while the engine is running, the ECM will activate the
EPC warning light via the Instrument Cluster and at the same
time, a Diagnostic Trouble Code (DTC) is stored in the ECM
memory.
2.5 Engine Control Module (ECM)

The Engine Control Module (ECM) is a generic term for any em‐
bedded system that controls one or more of the electrical systems
or subsystems in a vehicle. It controls a series of actuators on an
internal combustion engine to ensure that driver commands (e.g.
to accelerate) are translated into appropriate engine perform‐
ance. It reads values from a multitude of sensors, interprets the
data, and adjusts the engine actuators accordingly. The ECM also
interacts with the transmission control module (TCM), ABS/trac‐
tion/stability control module and other vehicle function related
control systems.
ECM controlled systems and functions (performance and emis‐
sion related) will be introduced in the following chapters. These
include the OBD system, controller area network (CAN), throttle
control module, fuel supply, ignition, variable valve timing, ex‐
haust-gas recirculation, secondary air injection, exhaust system,
and EVAP system.
2.6 Malfunction Indicator Lamp (MIL)

When the ignition is switched on, the Engine Control Module
(ECM) performs checks on static system integrity (e.g. circuit in‐
tegrity, communications, etc). The Malfunction Indicator Lamp
(MIL) is switched on during this process via the Instrument Clus‐
ter. After engine starts, the ECM examines engine operation for
potential malfunction(s) or failure(s) that can lead to increased
emission values. If no malfunction is detected, the ECM switches
off the MIL via the Instrument Cluster.
In the event of a malfunction during the operation of the engine,
the ECM will activate the MIL via the instrument cluster and at the
same time, a Diagnostic Trouble Code (DTC) is stored in the ECM
memory. In OBD systems, the MIL can have up to three stages:
steady, flashing and Stop Vehicle. A steady MIL indicates a minor
fault (e.g. a failing oxygen sensor) whereas a flashing MIL indi‐
cates a more severe malfunction that could result in damage of
engine or exhaust system components (e.g. the catalytic con‐
verter) if left uncorrected for an extended period. This would also
indicate a severe fault. The three stages are 1. ON, then OFF; 2.
ON steady; 3. flashing constantly. The 3rd stage indicates dam‐
age may occur and driver must stop.
2.7 Controller Area Network (CAN)

Overview
The Controller Area Network (CAN) bus is a message-based pro‐
tocol that allows control units and devices to communicate with
each other using a shared network. With this system, control units
of the various electronic systems are no longer interconnected by
multiple separate cables. This does away with a large number of
electrical connections and results in a reduced likelihood of failure
of the device network.
Broadcast Communication
Each of the devices on the network has a CAN circuit and is
therefore is considered “intelligent”. All devices on the network
see all transmitted messages. Each device can determine if a
message is relevant or if it should be filtered out. This structure

Q7 2016 ➤
allows modifications to CAN networks with minimal impact. Addi‐

tional non-transmitting nodes can be added without modification
to the network.
Priority
Every message has an assigned priority. If two nodes try to send
messages simultaneously, the one with the higher priority gets
transmitted and the one with the lower priority gets postponed.
This arbitration does not affect other messages and results in
non-interrupted transmission of the highest priority message
2.8 Fuel Supply

Overview
The fuel supply system delivers fuel to an internal combustion
engine. With carburetors being replaced by fuel injections sys‐
tems in the late 1980s and 1990s, the most common types of fuel
supply system currently in use are throttle body injection (single-
point injection), multiport injection (MPI) and direct injection (DI).
Fuel injectors atomize fuel because high pressure is forcing the
fuel through a small nozzle in the injector into the intake air stream
or the combustion chamber. This process is often controlled by
the ECM and is dependent on data received from other sources
(e.g. mass air flow sensor, throttle position sensor, etc.) to deter‐
mine the precise amount of fuel needed for any given operating
condition. The primary advantages of fuel injection over carbu‐
retor are improved fuel economy, increased power output and
reduced emissions. The following sections will discuss each fuel
injection concept in detail.
Throttle Body Injection
Throttle body injection uses a single electrically controlled injector
at the throttle body. The fuel is drawn by an electric fuel pump out
of the fuel tank and flows through a paper filter into the fuel injec‐
tor. Since injection happens at the same location as the carbu‐
retor, very little engine redesign (intake manifold, fuel line routing,
etc.) is necessary. The cost saving of throttle body injection com‐
pared to other fuel injection methods encouraged vast adoption
in the late 1980s and early 1990s.
Throttle body injection system also inherits many disadvantages
of the carburetor. One of them being the inability to precisely con‐
trol the amount of fuel supplied into each cylinder, and is unable
to precisely control combustion and emissions. It also restricts the
design of intake manifold as any sharp bends in the intake path
will cause atomized fuel to accumulate on the outer wall of the
intake path. Supplying moderate engine heat to the intake mani‐
fold is also necessary to ensure that the fuel stay vaporized. This
results in a relatively high intake air temperature and compromi‐
ses performance.
Multiport Injection (MPI)
Multiport injection (MPI) consists of an injector for each cylinder
just upstream of the intake valve. The fuel pump delivers the fuel
into a high-pressure line where it flows to the fuel rail and injectors.
When activated by the ECM, each injector sprays fuel at the in‐
take port of its corresponding cylinder – this allows individual
cylinders to receive the right amount of fuel in a more precisely
timed manner. Sequential fuel injection mode can be applied to
activate each injector individually to improve engine response.
Lowered fuel consumption and emissions are also achieved.
Sequential multiport injection is still the most common fuel injec‐
tion system found on most economy cars thanks to its high
efficiency, control simplicity and low manufacturing cost (com‐
pared to direct injection). However, to further improve drivability

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(performance) while reducing emissions and fuel consumption,

direct injection becomes a superior alternative.
Direct Injection
Injectors in directly injected (DI) engines are mounted on the cyl‐
inder head and fuel is injected directly into the engine’s combus‐
tion chamber. In order to overcome the pressure in the
combustion chamber during compression and power stroke, in‐
jectors often operate at a primary pressure as high as 3000 psi.
At such extreme pressure level, no single fuel pump can supply
the required pressure directly from the fuel tank to the injectors.
Instead, a low-pressure and a high-pressure system are em‐
ployed. The low-pressure system principally utilizes the same fuel
systems and components for multiport injected engines. The
high-pressure system consists of a high-pressure fuel pump driv‐
en directly by the camshaft, a fuel rail (high-pressure accumula‐
tor), a high-pressure sensor and, depending on the system, a
pressure-control valve or a pressure limiter. The injectors are op‐
erated by the ECM to send a precise amount of fuel from the high-
pressure rail directly into the combustion chamber.
The distinctive difference between direct injection and other in‐
jection methods is that direct injection offers the flexibility regard‐
ing when in the combustion cycle the fuel is added and how. MPI
systems can only add fuel during induction; A DI system can add
fuel whenever it needs to. For example, fuel can be added during
induction to create a homogeneous charge then added again after
ignition to enhance power delivery under full load conditions.
VW/Audi Fuel Stratified Injection (FSI)
The goal of a stratified-charge operation is to form an ignitable
mixture near the spark plug at the instant of ignition. This means
that, instead of supplying the corresponding stoichiometric fuel
quantity to the amount of air in the combustion chamber, the fuel
interacts only with a portion of the air before it is conveyed to the
spark plug. The rest of the fresh air surrounds the stratified charge
allowing an ultra-lean condition with air-fuel ratio exceeding 50:1
in some instances. As less fuel is used to “burn” more air, stratified
injection helps to further reduce fuel consumption when the en‐
gine is operating in low-load conditions (e.g. highway cruising).
This is created by designing the combustion chamber so that a
“swirling” effect of the air-fuel charge is caused.
2.9 Ignition and Timing

Ignition
A spark ignition (SI) engine requires a spark to initiate combustion
in the combustion chamber. Voltage is supplied to the spark plug
where the electricity will arc across a gap at a voltage as high as
100 kilovolts. The ECM determines the precise moment to fire
each spark plug using ignition logic which is pre-programmed into
the ECM as a function of engine speed and load. An optimally
calibrated ignition system ensures consistent and reliable ignition
under all conditions. Knock or misfire as a result of incorrect ig‐
nition can lead to destruction of engine components or damage
of the catalytic converter.
Timing
Shifts in the moment of ignition (ignition timing) can result in in‐
creased emissions, decreased performance and fuel economy.
Whereas more spark advance improves power and fuel economy,
it also raises HC and NOx emissions. Excessive spark advance
can cause engine knock which is potentially destructive to en‐
gines. If the ECM detects knock from a signal sent by a knock
sensor, it will delay (retard) the timing of the spark. Excessive
spark retard lowers power output and produces high exhaust
temperatures, which can also harm the engine. Carefully de‐

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signed ignition logic provides optimum timing that best balances

performance, fuel economy and emissions.
2.10 Variable Valve Timing

Engines equipped with variable valve timing provide the option of
adjusting the phase of the camshaft with respect to the crank‐
shaft. This allows the ECM to control the time at which the valves
open or close, and therefore better assists engine “breathing” at
various engine speeds. When engine speed increases, the dura‐
tion of intake and exhaust stroke shortens so that less fresh air
can be drawn into the combustion chamber and less exhaust gas
can escape. In such a scenario, the ECM opens the intake valve
before the exhaust gas has completely left the combustion cham‐
ber, and their considerable velocity assists in drawing in the fresh
charge – this is referred to as “valve overlap”.
In addition to valve timing, some engines also employ variable
valve lift that switches to a more aggressive camshaft-lobe profile
as engine speed increases. A more aggressive camshaft-lobe
profile actuates valves more rapidly and lifts valves to a greater
magnitude in comparison to a normal camshaft-lobe profile. This
improves intake and exhaust flow rate, allowing engines to raise
maximum operating speed and power output.
2.11 Exhaust-Gas Recirculation (EGR) Sys‐

tem
Exhaust-Gas Recirculation (EGR) can be utilized to control the
cylinder charge and therefore the combustion process. The ex‐
haust gas that is recirculated to the intake manifold increases the
proportion of inert gas in the fresh gas filling; this results in a re‐
duction in the peak combustion temperature and, in turn, a drop
in temperature-dependent NOx emission.
Exhaust-gas recirculation is made possible by a connection be‐
tween the exhaust pipe and the intake manifold. Due to the
pressure differential, the intake manifold can draw in exhaust gas
via this connection. Together with the exhaust-gas recirculation
valve, the ECM adjusts the opening cross-section and therefore
controls the partial flow tapped from the main exhaust flow. A
malfunction in exhaust-gas recirculation system can result in per‐
formance loss and increased emissions. In such a scenario, the
Malfunction Indicator Lamp (MIL) lights up and a Diagnostic Trou‐
ble Code (DTC) is stored in the ECM memory.
2.12 Secondary Air Injection

Additionally injecting air into the exhaust pipe triggers an exo‐
thermic (release of heat) reaction. This leads to the combustion
of HC and CO components that prevail mainly during the warm
up phase. This oxidation process releases additional heat. Con‐
sequently, the exhaust gas becomes hotter, causing the catalytic
converter to heat up at a faster rate. For spark-ignition engines,
secondary-air injection is an effective means of reducing HC and
CO emissions after starting the engine and to rapidly heat up the
catalytic converter. This ensures that the conversion of NOx emis‐
sions commences earlier.
An electronically controlled valve operates the secondary-air
valve (a one-way check valve). The ECM actuates the pump and
the control valve, ensuring that secondary air can be injected at
a defined point in time. The secondary air must also be injected
as close to the outlet valve as possible in order to exploit the high
temperatures to utilize the exothermic (release of heat) reaction
effectively.

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2.13 Exhaust Systems

Overview
There are three important functions of the exhaust system: to re‐
duce the pollutants in exhaust gas, muffle engine combustion
noise and to discharge exhaust gas at a convenient location on
the vehicle (often underneath the rear bumper). A passenger-car
exhaust system consists of the following; exhaust manifold, ex‐
haust treatment components, sound absorption components and
the system of pipes connecting these components.
Exhaust Manifold
The manifold is an important component in the exhaust system.
It routes the exhaust gas out of the cylinder outlet ports into the
subsequent exhaust system. The geometry of the manifold (i.e.
length and cross-section of the individual pipes) has an impact on
the performance characteristics, the acoustic behavior of the ex‐
haust system, and the exhaust temperature. In some cases, the
manifold is insulated with an air gap to quickly reach high exhaust
temperature and to shorten the time taken by the catalytic con‐
verter to reach its operating temperature.
Emission Control
The primary emission control component is the catalytic convert‐
er, which breaks down the gaseous pollutants in the exhaust gas
(CO, HC and NOx). Catalytic converters are installed as close as
possible to the engine so that they can quickly reach their oper‐
ating temperature and therefore be effective in urban driving. It
also bears a sound-absorbing function, especially to the higher
frequency portion of the engine combustion noise.
Sound Absorption
Mufflers dampen or absorb the noise produced by engine com‐
bustion. In principle, they can be installed at any position in the
exhaust system. However, they are mostly located in the middle
and rear sections of the exhaust system. Depending on the num‐
ber of cylinders and engine output, generally 1 to 3 mufflers are
used in an exhaust system. In V-engines, the left and right cylin‐
der banks are often run separately, each being fitted with its own
catalytic converters and mufflers. Although the aim of mufflers is
to reduce noise in compliance with legislations, they can also help
to create the sound specific to the type of vehicle.
2.14 SCR NOx Catalyst system

In order to convert harmful exhaust gas components (nitrogen
oxides) to environmentally compliant components (nitrogen and
water) by means of an SCR catalyst, a dosing valve injects the
required amount of reductant into the exhaust system upstream
of the SCR catalyst according to the actual demand. The SCR
system is controlled and monitored by the SCR control module,
which communicates with the ECM via CAN Bus. The SCR con‐
trol module sends its diagnostic information to the ECM by means
of CAN messages. The faults are stored in the fault memory of
the ECM. Due to the additional SCR catalyst located downstream
of the oxidation catalyst and the diesel particulate filter, nitrogen
oxide emissions can be nearly eliminated. A urea solution is used
as a reducing agent (the reducing agent is also referred to as
Diesel Exhaust Fluid), which is injected into the exhaust system
in small quantities. The amount of injected reductant depends on
the temperature upstream of the SCR catalyst, the exhaust gas
flow rate, and the raw NOx emissions. The target of the dosing
strategy is to provide the SCR catalyst with a sufficient amount of
reductant for all driving conditions.
♦ The SCR system consists of multiple components to function
properly. These components are explained below.

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♦ ⇒ “2.14.1 Reducing Agent Quality Sensor G849 ”,

page 18
♦ ⇒ “2.14.2 Reducing Agent Injector N474 ”, page 18
♦ ⇒ “2.14.3 Reducing Agent Metering System Delivery Unit
GX19 ”, page 18
♦ ⇒ “2.14.4 Reducing Agent Metering System Pressure Sensor
G686 ”, page 19
♦ ⇒ “2.14.5 Reducing Agent Heater Control Module J891 ”,
page 19
2.14.1 Reducing Agent Quality Sensor - G849-

The expected quality signal is divided by the quality sensor signal.
The diagnostic compares this ratio to threshold limits.
2.14.2 Reducing Agent Injector - N474-

The injection of the reductant works similarly to the injection of
fuel. The SCR dosing valve injects the reductant into the exhaust
gas flow upstream of the SCR catalyst. The amount of reductant
that is injected is determined by the opening time of the SCR
dosing valve. This opening time depends on the temperature of
the exhaust gas stream upstream of the SCR catalyst, the ex‐
haust gas flow rate and the engine's NOx emissions.
2.14.3 Reducing Agent Metering System De‐

livery Unit - GX19-
The delivery system, filter, pressure pump, return flow pump,
damper, level and temperature sensor is an integrated module
which is in the bottom of the DEF tank. The output is a multiplexed
PWM signal which includes following information: DEF level and
DEF temperature.
♦ Reducing Agent Pump - V437-
♦ The three-phase AC motor of the SCR dosing pump is driven
by a pulse-width modulated three-phase current. The moni‐
toring of the supply lines works in different ways, depending
on whether the SCR dosing pump is turned on or off. If the
SCR dosing pump is running, the current is monitored, and if
the current exceeds a defined threshold value, the voltage will
also be monitored. If the SCR dosing pump is off, only the
voltage is monitored, which is set via the corresponding driver
power stages. One phase current is used to calculate the total
current while the pump is running. The monitoring of the total
current and the voltage at the output terminals of the power
stage for the SCR pump takes place in the SCR control mod‐
ule, which transmits the corresponding fault messages to the
ECM, where the fault is stored in the fault memory.
♦ Reducing Agent Return Flow Pump - V561-
♦ To avoid crystallization of urea after long vehicle parking and
freezing of urea under very cold conditions the backflow pump
is used to empty the urea lines after each engine stop during
keep alive time.
♦ Reducing Agent Reservoir Sensor - G697-
♦ To monitor the fluid level in the reductant tank, a fluid level
sensor is used, which gathers information on the fluid level
with the help of a Reed switch. Each voltage value transmitted
by the fluid level sensor corresponds to one defined fluid level.
Some SCR systems will receive an ultrasonic level sensor,
which is able to display continuously the tank level over the
whole range from full to empty tank warning level. Therefore
refilling detection is always possible if a minimum of about 1
gallon is refilled. This sensor sends an ultrasonic impulse and

Q7 2016 ➤
receives the echo which is reflected at the DEF surface. The

time between sending and receiving the impulse correlates
with the DEF level. The sensor sends a multiplex PWM-signal
(tank level and temperature) to the ECU. This signal contains
status and fault information about the level signal (frequency,
duty cycle). The signal is evaluated by the sensor driver. The
driver information is used by several monitoring functions.
♦ Reducing Agent Temperature Sensor - G685-
♦ In order to check the temperature value provided by the SCR
tank temperature sensor, a comparison with the ambient air
temperature is carried out. If this comparison raises doubt
about the correctness of the reductant temperature value and
the ambient air temperature is less than a defined threshold
value, the SCR tank heater is commanded on and at the same
time the increase of the reductant temperature value is moni‐
tored. This is to make sure that the comparison of the SCR
tank temperature and the ambient air temperature does not
produce a wrong result due to a potentially frozen reductant.
2.14.4 Reducing Agent Metering System Pres‐

sure Sensor - G686-
The monitor checks if the pressure values measured in the SCR
line before the pressure buildup phase are within the physically
possible range. The pressure sensor measures the existing pres‐
sure in the SCR line and transmits the values to the SCR control
module which then transmits them to the ECM where the pressure
values are monitored.
2.14.5 Reducing Agent Heater Control Module

- J891-
♦ Reducing Agent Tank Heater (Heating Circuit 1) - Z102-
♦ Reducing Agent Pump Heater (Heating Circuit 2) - Z103-
♦ Reducing Agent Line Heater (Heating Circuit 2) - Z104-
The SCR system contains a heater for the tank and the dosing
module, including the supply line, since the reductant freezes at
temperatures below 11 degrees below zero Celsius (12 degrees
Fahrenheit). The electric resistance heater thaws the reductant
so that it is ready for dosing. The SCR dosing line heater circuit
has a high-side driver and a low-side driver, the current of which
can be monitored separately. The advantage of this is that, when
a short circuit is detected in one, the other driver can be switched
off to ensure component protection. The SCR heater additionally
has pull-up and pull-down resistors, which are used to monitor the
lines when the heater is not active. For this purpose, a transistor
is used to switch defined voltage levels via high Ohmic resistors
(pull-up, pull-down) and the voltage of the corresponding lines is
monitored. The circuit monitoring of the SCR dosing line heater
takes place in the SCR control module, which transmits the fault
messages to the ECM, where the corresponding fault is stored in
the fault memory.

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3 Diagnosis and Testing

♦ ⇒ “3.1 Preliminary Check”, page 20
♦ ⇒ “3.2 Readiness Code”, page 21
♦ ⇒ “3.3 Diagnostic Modes 01 – 0A”, page 23
♦ ⇒ “3.4 Engine DTC Tables”, page 58
♦ ⇒ “3.5 Transmission DTC Tables”, page 815
♦ ⇒ “3.6 Diagnostic Procedures”, page 893
3.1 Preliminary Check
Note
♦ Before performing any pin point test or component diagnosis,

a Preliminary Check must be performed.
♦ Check for Technical Bulletins that may supersede any infor‐
mation included in the repair manual or GST Manual.
♦ For Electrical Testing: Refer to ⇒ page 20 .

♦ For Fuel System Mechanical Testing: Refer to ⇒ page 21 .
♦ For Oxygen Sensor Preliminary Tests: Refer to ⇒ page 21 .
Electrical Testing
Step Procedure Result / Action to Take
1 • CONNECT: Scan Tool. – YES:
♦ GO TO: Step 2 ⇒ page 20 .
• IGNITION: ON.
– NO:
• CHECK: For stored or related DTCs. ♦ GO TO: Step 3 ⇒ page 20 .
– Were any other DTCs stored?
2 • Repair these DTCs first before performing any ♦ GO TO: Proper Diagnostic procedure per the
of the following steps. stored DTC. Refer to
⇒ “3.4 Engine DTC Tables”, page 58 .
3 • Using the Scan Tool, erase the DTC memory. – YES:

Refer to ♦ GO TO: Step 4 ⇒ page 20 .
⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC
Memory”, page 29 . – NO:
• Perform a road test to attempt to duplicate the
customers complaint.
– Does DTC return?
4 • Perform the diagnostic procedure for that DTC. ♦ GO TO: Proper Diagnostic procedure per the
stored DTC. Refer to
⇒ “3.4 Engine DTC Tables”, page 58 .
5 • FAULT: Intermittent or a sporadic condition. ♦ Perform a road test to verify the repair.
• CHECK: Suspected components. ♦ Generate readiness code. Refer to
• PERFORM: Visual Inspection of wiring and
components.
• CHECK: Wiring for open, high resistance,
short or harness connector for damage, corro‐
sion, loose or broken terminals.
• REPAIR: Faulty wiring or connector.

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Fuel System Mechanical Testing

Check the following items for possible mechanical delivery defi‐
ciency:
• Fuel level in tank is too low.
• Fuel lines pinched.
• Fuel filter plugged.
• Fuel pump delivery unit internal leak.
• Clogged injectors.
• Poor fuel quantity delivery. Refer to appropriate repair manual.
Oxygen Sensor Preliminary Tests
Check for the following conditions which can cause Oxygen Sen‐
sor Faults to set without requiring Oxygen Sensor replacement:
Common issues for lean faults:
♦ Vacuum leaks - check for failed or loose vacuum lines, leaking
intake gaskets, or any other source of un-metered air leaks
(leaks after the Mass Air Flow Sensor).
♦ Restricted fuel filter or bent/pinched fuel system lines.
♦ Incorrect input from other sensors, such as the Mass Air Flow
Sensor, which may not always set a fault.
♦ Engine misfire.
♦ Exhaust leaks.
♦ Camshaft timing.
Common issues for rich faults:
♦ Leaking or faulty fuel injector.
♦ Fuel injector driver shorted in ECM, or wiring short for injectors
(short to ground).
♦ Leaking or faulty fuel pressure regulator or restricted return
line.
♦ Faulty fuel pump or fuel pump driver module.
♦ Incorrect input from other sensors, such as the Mass Air Flow
Sensor, which may not always set a fault.
♦ Aftermarket components or performance chips.
♦ Camshaft timing.
3.2 Readiness Code
Caution
When performing the Readiness drive cycle operation, pay

strict attention to driving conditions and observe and obey all
posted speed limits.
Readiness code description

Diagnostics are performed at regular intervals during normal ve‐
hicle operation. After repairing an emissions related system, a
readiness code is generated by road testing the vehicle.
3. Diagnosis and Testing 21

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If a malfunction is recognized during the drive cycle, it will be

stored in the DTC memory.
The OBD drive cycle operation will be monitored with a hand held
diagnostic tool. Consult the manufacturer's instruction manual for
correct tool operation.
The readiness code is erased every time the DTC memory is
erased or any time the battery is disconnected. If the DTC mem‐
ory has been erased or the battery is disconnected, a new read‐
iness code must be generated.
Only erase the DTC memory if a DTC has been stored.
General recommendations
Most monitors will complete easier and quicker using a “steady-
foot” and “smooth” acceleration during the drive cycle operation.
Operating conditions
For the EVAP monitor test, the coolant temperature and the am‐
bient air temperature must be between 10° C and 35° C with a
difference between them no greater than 4° C. The ambient air
temperature must not change more than 4° C during the drive
cycle procedure (e.g. when driving out of a heated workshop in
the winter).
Note
Do not assume that the scan tool ID and engine code are correct
if the scan tool communicates. The scan tool does not use the ID
to establish communication—the units are automatically identi‐
fied.
Test requirements
• NO DTC in memory.
• Switch OFF all electrical and electronic accessories.
• Necessary driving speed: 50 – 70 mph.
• Drive profile takes approximately 60 – 90 min.
Readiness Drive Cycle Procedure
– CONNECT: Scan Tool.
1 Activate Monitors: ♦ Monitoring Active.
• START: Engine and idle for 2 – 3 min.
♦ Executes Misfire Monitoring.
2 O2 Sensor Monitoring: ♦ Executes O2 Sensor Monitoring.

• DRIVE: Vehicle at 45 – 55 mph for a continu‐
ous 7 minute period. Avoid stopping. ♦ Executes Fuel Trim Monitoring.
♦ Executes EVAP Monitoring.
3 Fuel Cut-Off Monitoring: ♦ Fuel Cut-Off Monitoring Ready.

• ACCELERATE: Vehicle to an engine speed of
5,000 RPM; lift off the throttle until the engine
speed is around 1,200 RPM.

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4 Catalyst Monitoring: ♦ Executes Catalyst Monitoring.
• ACCELERATE: Vehicle smoothly to 60 – 65
mph, cruise at a constant speed for 5 min. ♦ Executes O2 Sensor Monitoring.
♦ Executes Fuel Trim Monitoring.
♦ Executes Misfire Monitoring.
♦ Executes EVAP Monitoring.
5 Secondary Air Injection, EVAP Monitoring: ♦ Executes Secondary Air Injection Monitoring.
• DRIVE: Vehicle for 30 – 40 min. at a constant
speed of 50 – 70 mph in high gear for 2 min ♦ Executes EVAP Monitoring.
with no coasting. • Check the status of the readiness code.
– If any engine monitor fails the drive cycle test. Repeat the drive
cycle test until all engine monitors have successfully run
through and passed.
Note
♦ When repeating the drive cycle operation for a failed evapo‐

rative or thermostat monitor, allow the engine to cool until the
coolant temperature and the ambient air temperature are be‐
tween 10° C and 35° C with a difference between them no
greater than 4° C and then repeat the drive cycle operation.
♦ Depending on the scan tool used, the readiness code status
may be displayed as complete, passed or OK. At an ambient
air temperature < 7° C, the setting of the readiness for the NOx
catalytic converter test is delayed. Here the vehicle must be
driven considerably longer.
Readiness Codes and Monitoring Completed

1- If any engine monitor fails the drive cycle test, repeat the
drive cycle test until all engine monitors have successfully
run through and passed.
2- If the drive cycle operation fails again:
3- Check the DTC memory for stored DTCs.
4- Repair the vehicle if necessary.
5- Repeat the drive cycle operation until all engine monitors
have successfully run through and passed.
6- Remove the scan tool and switch the ignition off.
3.3 Diagnostic Modes 01 – 0A

The information provided in Modes 01 through 0A displays the
various levels of emission related data that may be monitored, as
well as the ability to retrieve and read stored DTCs, erase stored
DTCs, generate readiness codes, and select the various PIDs
and Test IDs used within the modes to monitor the engine, and
emission related component parameters.
♦ ⇒ “3.3.1 Diagnostic Mode 01 - Read Current System Data”,
page 24
♦ ⇒ “3.3.2 Diagnostic Mode 02 - Read Operating Conditions”,
page 26
♦ ⇒ “3.3.3 Diagnostic Mode 03 - Read DTC Memory”,
page 27

Q7 2016 ➤
♦ ⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC Memory”,

page 29
♦ ⇒ “3.3.5 Diagnostic Mode 05 - Read Oxygen Sensor Monitor‐
ing Test Results”, page 30
♦ ⇒ “3.3.6 Diagnostic Mode 06 - Read Test Results for Specific
Diagnostic Functions, 2016 MY”, page 30
♦ ⇒ “3.3.7 Diagnostic Mode 06 - Read Test Results for Specific
Diagnostic Functions, 2017 MY”, page 42
♦ ⇒ “3.3.8 Diagnostic Mode 07 - Read Faults Detected During
the Current or Last Driving Cycle”, page 54
♦ ⇒ “3.3.9 Diagnostic Mode 08 - Request Control of On-Board
System, Test or Component”, page 55
♦ ⇒ “3.3.10 Diagnostic Mode 09 - Read Vehicle Information”,
page 56
♦ ⇒ “3.3.11 Diagnostic Mode 0A - Check Permanent DTC Mem‐
ory”, page 57
3.3.1 Diagnostic Mode 01 - Read Current Sys‐

tem Data
Diagnostic Mode 01 makes it possible to access current emis‐
sions-related measured values and diagnostic data. The original
measured values (no replacement values), input and output data
and system status information are displayed using Diagnostic
Mode 1.
Test requirement
• Coolant temperature at least 80° C.
Procedure
– Connect the scan tool.
– Start the engine and run at idle.
– Select “Diagnostic Mode 1: Obtain data.”.
– From the following table, select the desired the “PID” that is to
be monitored, e.g. “PID $05 Coolant temperature”.
The current values of the component or system that is being
monitored will be displayed on the scan tool screen.
PID Component or System
$00: Supported Definition PIDs $01 – $20
$01: Monitoring Status Since Erasing DTC Memory
$03: Fuel System Status
$04: Calculated Load Value
$05: Coolant Temperature
$06: Short Term Air Fuel Ratio Bank 1
$07: Long Term Air Fuel Ratio Bank 1
$0C: Engine RPM
$0D: Vehicle Speed
$0E: Ignition Timing Advance For #1 Cylinder
$0F: Intake Air Temperature
$11: Absolute Throttle Position
$12: Secondary Air Status

Q7 2016 ➤

$13: Oxygen Sensor Bank 1 Sensor 1
$1C: OBD Requirements
$1F: Time After Engine Start
$21: Distance Covered With MIL On
$23: Fuel (Rail) Pressure
$2E: Tank Ventilation Valve
$2F: Tank Level
$30: Warm Up Counts After MIL Erased
$31: Distance Driven After Erasing DTC Memory
$33: Ambient Air Pressure
$34: Actual Value Of Bank 1 – Sensor 1
$38: Actual Value Of Bank 2 – Sensor 1
$3C: Catalyst Temperature Bank 1 – Sensor 1
$3D: Catalyst Temperature Bank 2 – Sensor 1
$3E: Catalyst Temperature Bank 1 – Sensor 2
$41: Monitor Status In This Operating Cycle
$42: ECU Power Supply
$43: Absolute Load Value
$44: Lambda Desired Value
$45: Relative Throttle Position
$46: Ambient Air Temperature
$47: Absolute Throttle Valve Position 2
$49: Absolute Accelerator Pedal Position 1
$4A: Absolute Accelerator Pedal Position 2
$4C: Throttle Valve Specified Position
$51: Fuel Type
$56: Offset Oxygen Sensor Control Behind Cat. Bank 1
$58: Offset Oxygen Sensor Control Behind Cat. Bank 2
$67: Coolant Temperature 1 & 2
$68: Intake Air Temperature (IAT) Bank 1 Sensor 1
$6F: Turbocharger Compressor Inlet Pressure Sensor A
$70: Boost Pressure Control
$77: Charge Air Cooler Temperature (CACT) Bank 1 Sensor 1, Bank 1 Sensor 2
$80: Supported Definition PIDs $81 – $A0
$9F: Fuel System Percentage Use
– Switch the ignition off.

Q7 2016 ➤
3.3.2 Diagnostic Mode 02 - Read Operating

Conditions
When an emissions-related fault (pending DTC, visible in mode
07) is first detected, operating conditions are stored. Mode 02
makes it possible to access this freeze frame data as soon as this
fault is shown in mode 03. Each control module only shows freeze
frame data for one fault via mode 02. Therefore, there are two
priority levels. If there is a malfunction with higher priority, the
freeze frame data is overwritten.
– Fault with higher priority: Misfire malfunction or fuel trim mal‐
function.
– Fault with normal priority: All other emissions-related faults.
Note
Depending on scan tool and protocol used, the information in di‐

agnostic mode 02 may be referred to by different names such as
Test-ID (TID), Hex-ID, Component-ID (CID), or On-Board Diag‐
nostic Monitor Identifier (OBDMID).
Procedure
Note
If the engine does not start, crank the engine using starter for at
least 5 seconds, do not switch the ignition off afterward under any
circumstances.
– Select “Diagnostic Mode 2: Obtain operating conditions.”.

– From the following table, select the desired the “PID”, e.g. “PID
05-Coolant temperature” that is to be monitored.
The current values of the component or system that is being
monitored will be displayed on the scan tool screen.
$00: Supported Definition PIDs $01 – $1F
$02: Fault Code That Caused The Freeze Frame To Be Stored
$03: Fuel System Status
$04: Calculated Load Value
$06: Short Term Air Fuel Ratio
$07: Long Term Air Fuel Ratio
$0C: Engine RPM
$0D: Vehicle Speed
$0E: Ignition Timing Advance For #1 Cylinder
$0F: Intake Air Temperature
$11: Throttle Valve Position 1 Absolute (Throttle Valve Position 1)
$12: Secondary Air Status
$1F: Time After Engine Start

Q7 2016 ➤

$23: Fuel (Rail) Pressure
$2E: Tank Vent Valve
$2F: Tank Level
$33: Ambient Air Pressure
$42: ECU Power Supply
$43: Absolute Load Value
$44: Oxygen Sensor Specified Value
$45: Relative Throttle Position
$46: Ambient Air Temperature
$47: Throttle Valve Position 2 Absolute (Throttle Valve Position 2)
$49: Accelerator Pedal Position 1 Absolute (Accelerator Pedal Position Signal 1)
$4A: Accelerator Pedal Position 2 Absolute (Accelerator Pedal Position Signal 2)
$4C: Specified Throttle Valve Position
$51: Fuel Type
$56: Offset Oxygen Sensor Regulation After Catalytic Converter Bank 1
$58: Offset Oxygen Sensor Regulation After Catalytic Converter Bank 2
$68: Intake Air Temperature (IAT) Bank 1 Sensor 1
$6F: Turbocharger Compressor Inlet Pressure
$70: Boost Pressure Control
$77: Charge Air Cooler Temperature
$9F: Fuel System Percentage Use
3.3.3 Diagnostic Mode 03 - Read DTC Mem‐

ory
Diagnostic Mode 03 makes it possible to read emissions-related
faults (confirmed DTCs; faults which have activated the MIL) in
the ECM and in the TCM.
When the ECM recognizes an emissions-related fault in two con‐
secutive drive cycles, it sends a request to the instrument cluster
over the CAN to turn on the malfunction indicator lamp. If an elec‐
tronic throttle malfunction is recognized, the ECM will send a
request to the instrument cluster over the CAN to turn on the
electronic power control warning lamp.
The DTCs are sorted by SAE code with the DTC tables consisting
of a 5-digit alphanumeric value.
Note
Depending on scan tool and protocol used, diagnostic mode 03

and the information provided may be referred to by a different
name.

Q7 2016 ➤
The following tables provide a breakdown and explanation of the

DTC code.
P-Codes
Component group
P x x x x DTC for the drivetrain
Norm-Code
P 0 x x x Trouble codes defined by SAE with specified malfunction texts
P 1 x x x Additional emission relevant DTCs provided by the manufac‐
turer
P 2 x x x DTCs defined by SAE with specified texts, from MY 2000
P 3 x x x Additional emission relevant DTCs provided by the manufac‐
turer from MY 2000
Component group
Repair group
P x 0 x x Fuel and air mixture and additional emission regulations
P x 1 x x Fuel and air ratios
P x 2 x x Fuel and air ratios
P x 3 x x Ignition system
P x 4 x x Additional exhaust system
P x 5 x x Speed and idle control
P x 6 x x Control module and output signals
P x 7 x x Transmission
P x 8 x x Transmission
P x 9 x x Control modules, input and output signals
U-Codes
Component group
U x x x x DTC for network (CAN bus)
Norm-Code
U 0 x x x Trouble codes defined by SAE with specified malfunction
texts
Procedure
– Switch the ignition to the ON position.
– Select Diagnostic Mode 03: Interrogating fault memory.
– The stored DTC or DTCs will be displayed on the scan tool
screen.
The following table is an example of the DTC information that may
be displayed on the scan tool screen:
Indication example Explanation
P0444 SAE Diagnostic Trouble Code
Evaporative emission canister purge regulator valve Malfunctioning wiring path or malfunctioning compo‐
nent

Q7 2016 ➤
Indication example Explanation

Circuit open Malfunction type as next
– Refer to the DTC tables below for the diagnostic repair pro‐
cedures.
♦ ⇒ “3.4.1 Engine Control Module , 2016 MY”, page 58
3.3.4 Diagnostic Mode 04 - Erase DTC Mem‐

ory
Diagnostic Mode 04 makes it possible to erase the DTC memory
and to reset all emissions-related diagnostic data. In that way, all
faults in the DTC memory in the ECM and TCM are erased. The
adaptation values may also be reset.
Emissions-related diagnostic data includes (as applicable):
♦ - MIL Status
♦ - Number of DTCs
♦ - Readiness bits
♦ - Confirmed DTCs
♦ - Pending DTCs
♦ - DTC that belongs to freeze frame
♦ - Freeze frame data
♦ - Test results of specific diagnostic functions
♦ - Distance driven with “MIL ON”
♦ - Number of warm-up cycles after erasing the DTC memory
♦ - Distance driven after erasing the DTC memory
♦ - Misfire counter
Note
Depending on scan tool and protocol used, diagnostic mode 04

name.
Procedure
– Switch the ignition on.
– Select Diagnostic Mode 03: Interrogating fault memory.
– Then select Mode 4: Reset/delete diagnostic data.
The scan tool will display: Diagnostic data are being erased.

Q7 2016 ➤
3.3.5 Diagnostic Mode 05 - Read Oxygen

Sensor Monitoring Test Results
Note
Mode 05 may not be supported on all systems. On systems where

Diagnostic Mode 05 is not supported, refer to Diagnostic Mode 6
for oxygen sensor monitoring test results.
Test Requirements
– No Test requirements are available for this powertrain.
Function Test
– No Function Tests are available for this powertrain.
3.3.6 Diagnostic Mode 06 - Read Test Results

for Specific Diagnostic Functions, 2016
MY
Diagnostic Mode 06 makes it possible to retrieve test results for
special components and systems which are continuously or not
continuously monitored. If the diagnosis of a system is complete,
the diagnostic result and the corresponding thresholds are saved
and displayed in mode 06. This data remains saved (even with
the ignition off) until either new diagnostic results become avail‐
able or the DTC memory is erased.
The min & max values for each individual test in Mode 06 repre‐
sent the min & max operating values for a properly operating
system. This data is provided to the individual aftermarket scan
tool companies for development of their scan tool. Depending on
the scan tool being used, the min & max values shown may vary,
or be rounded up or down to the nearest decimal point depending
on the aftermarket scan tool company's development process.
For example; GST manual documentation will show the value as
0.3499 (units) while the scan tool will display the same value as
0.35 (units).
Depending on the scan tool and protocol used, the information
displayed in Diagnostic Mode 06 may be referred to by different
names such as Test-ID (TID), Hex-ID, Component-ID (CID), On-
Board Diagnostic Monitor Identifier (OBDMID), or contain no
name at all and may be referenced by only a number.
Test requirements
• Exhaust system must be properly sealed between catalytic
converter and cylinder head.
• No DTC’s in the DTC memory.
Work procedure
– Start the engine and let run at idle speed.
– Select Mode 6: Check test the results of components that are
not continuously monitored.
Select the desired Test-ID.
The current minimum and maximum values will be displayed on
the scan tool screen.

Q7 2016 ➤
The following table is a numerical list of all“Test-IDs” that may be

selected.
Monitor ID Component or System
$01: ⇒ page 31 Oxygen Sensor Monitor Bank 1 – Sensor 1
$21: ⇒ page 33 Catalyst Monitor Bank 1
$35: ⇒ page 34 Variable Valve Timing Monitor Bank 1
$3C: ⇒ page 35 Tank Venting System Leak Test (0.020" / 0.5 mm)
$3D: ⇒ page 36 Tank Vent Valve Function Check
$41: ⇒ page 36 Oxygen Sensor Heater Monitor Bank 1 – Sensor 1
$71: ⇒ page 38 Secondary Air Injection System Bank 1
$A2: ⇒ page 39 Mis-Fire Cylinder 1 Data
Monitor $01: Oxygen Sensor Monitor Bank 1 – Sensor 1

– Select “Diagnostic Mode 6: Check test the results of compo‐
nents that are not continuously monitored”.
Select “Monitor $01”.
– Select the desired “Test-ID” or “Hex-ID”.
– Check specified values at idle.
Test- DTC Component or System Min. Max. Additional Information
ID
$83 P0133 Oxygen Sensor Dynamic Test 0.0 0.9004 Refer to DTC P0133 in the DTC
Bank 1, Sensor 1. summary table. ⇒ page 105
$8A P2195 Oxygen Sensor Rationality 0.96 32.767 Refer to DTC P2195 in the DTC
Check Bank 1, Sensor 1. summary table. ⇒ page 332
$8B P2196 Oxygen Sensor Rationality 1.04 32.767 Refer to DTC P2196 in the DTC
– If any component or system fails to meet the specified values,

refer to Diagnostic “Mode 03: Interrogating Fault Memory” to
check for stored DTC's or the corresponding diagnostic repair

Q7 2016 ➤
procedure
⇒ “3.3.3 Diagnostic Mode 03 - Read DTC Memory”,
page 27 .
ID
$05 P013A Oxygen Sensor Signal Rich To 800.0 65,534.0 Refer to DTC P013A in the DTC
Lean Switching Time. mV/s mV/s summary table. ⇒ page 111
$92 P013B Oxygen Sensor Signal Gradient 800.0 65,534.0 Refer to DTC P013B in the DTC
Of Lean To Rich Transition Time. mV/s mV/s summary table. ⇒ page 115
$93 P013E Oxygen Sensor Signal Dynamic 0.0 s 0.8 s Refer to DTC P013E in the DTC
Testing Delayed Response Rich summary table. ⇒ page 127
To Lean.
$94 P013F Oxygen Sensor Signal Dynamic 0.0 s NaN s Refer to DTC P013F in the DTC
Testing Delayed Response Lean summary table. ⇒ page 131
To Rich.
$95 P2270 Oxygen Sensor Target Voltage 0.82 V 7.999 V Refer to DTC P2270 in the DTC
Rich Condition Not Reached. summary table. ⇒ page 385
Lean Condition Not Reached. summary table. ⇒ page 389

procedure
page 27 .
ID
$83 P0153 Oxygen Sensor Signal Dynamic 0.0 0.9004 Refer to DTC P0153 in the DTC
Testing. summary table. ⇒ page 145

Q7 2016 ➤

ID
$8A P2197 Oxygen Sensor Signal Rationali‐ 0.0 NaN Refer to DTC P2197 in the DTC
ty Check. summary table. ⇒ page 336
$8B P2198 Oxygen Sensor Signal Rationali‐ 1.04 32.767 Refer to DTC P2198 in the DTC

procedure
page 27 .
ID
$05 P013C Oxygen Sensor Signal Dynamic 800.0 65,534. Refer to DTC P013C in the DTC
Testing Rich To Lean Transient mV/s 0 mV/s summary table. ⇒ page 119
Time.
$92 P013D Oxygen Sensor Signal Gradient 800.0 65,534. Refer to DTC P013D in the DTC
Of Lean to Rich Transition Time. mV/s 0 mV/s summary table. ⇒ page 123
$93 P014A Oxygen Sensor Dynamic Testing 0.0 s 0.8 s Refer to DTC P014A in the DTC
Delayed Response Rich To summary table. ⇒ page 136
Lean.
$94 P014B Oxygen Sensor Dynamic Testing 0.0 s 0.8 s Refer to DTC P014B in the DTC
Delayed Response Lean To summary table. ⇒ page 140
Rich.
$95 P2272 Oxygen Sensor Target Voltage 0.82 V 7,995.0 Refer to DTC P2272 in the DTC
Rich Condition Not Reached. V summary table. ⇒ page 393

procedure
page 27 .
Monitor $21: Catalyst Monitor Bank 1

Q7 2016 ➤

ID
$84 P0420 Catalytic Converter Oxygen Stor‐ 0.0 1.789 Refer to DTC P0420 in the DTC
age Capacity Monitoring Bank 1. summary table. ⇒ page 246

procedure
page 27 .
ID

procedure
page 27 .
Monitor $35: Variable Valve Timing Monitor Bank 1

Q7 2016 ➤

ID
$80 P0011 VVT Diagnosis Intake Camshaft 0° 10° Refer to DTC P0011 in the DTC
Target Position Is Not Reached. summary table. ⇒ page 60
$81 P000A VVT Diagnosis Intake Camshaft 7° 655.35° Refer to DTC P000A in the DTC
Target Position Reached Too summary table. ⇒ page 58
Slow.
$82 P0014 VVT Diagnosis Exhaust Cam‐ 0° 10° Refer to DTC P0014 in the DTC
shaft Target Position Is Not summary table. ⇒ page 61
Reached.
$83 P000B VVT Diagnosis Exhaust Cam‐ 7° 655.35° Refer to DTC P000B in the DTC
shaft Target Position Reached summary table. ⇒ page 59
Too Slow.

procedure
page 27 .
ID
$81 P000C VVT Diagnosis Intake Camshaft 7° 655.35° Refer to DTC P000C in the DTC
Slow.
Reached.
$83 P000D VVT Diagnosis Exhaust Cam‐ 7° 655.35° Refer to DTC P000D in the DTC
Too Slow.

procedure
page 27 .
Monitor $3C: Tank Venting System Leak Test (0.020" / 0.5 mm)

Q7 2016 ➤

Select “Monitor $3C”.
ID
$83 P0456 Fuel Tank Fine Leak Test – Very 10.0 65,535. Refer to DTC P0456 in the DTC
Small Leak, NVLD. 0 summary table. ⇒ page 261

procedure
page 27 .
– End of diagnosis.
Monitor $3D: Tank Vent Valve Function Check
Select “Monitor $3D”.
ID
$8B P0441 Tank Vent Valve Function Check, 0.05 655.35 Refer to DTC P0441 in the DTC
Test Using Cross-Correlation. summary table. ⇒ page 254

procedure
page 27 .
Monitor $41: Oxygen Sensor Heater Monitor Bank 1 – Sensor 1

Q7 2016 ➤

ID
$85 P0135 Oxygen Sensor Ceramic Tem‐ 680.0° C 6,513.5° Refer to DTC P0135 in the DTC
perature Monitoring. C summary table. ⇒ page 109

procedure
page 27 .
ID
$90 P0141 Oxygen Sensor Internal Resist‐ 0Ω 1,000 Ω Refer to DTC P0141 in the DTC
ance Nernst Cell Test. summary table. ⇒ page 135

procedure
page 27 .
ID

procedure

Q7 2016 ➤

page 27 .
ID

procedure
page 27 .
Monitor $71: Secondary Air Injection System Bank 1
ID
$91 P2440 Diagnosis Stuck Open Valve. 0.0% 20.0% Refer to DTC P2440 in the DTC
summary table. ⇒ page 421
$93 P0491 Diagnosis Of Secondary Air 0.40002 100.0% Refer to DTC P0491 in the DTC
Mass Flow Relative In Percent‐ % summary table. ⇒ page 263
age.

procedure
page 27 .

Q7 2016 ➤

ID
age.

procedure
page 27 .
Monitor $A2: Mis-Fire Cylinder 1 Data
Select “Monitor $A2”.
ID
$0B P0301 Misfire Cylinder 1, Average Value 0 65,535 Refer to DTC P0301 in the DTC
Over 10 Driving Cycles. (counts) (counts) summary table. ⇒ page 215
$0C P0301 Misfire Cylinder 1, In This Driving 0 65,535 Refer to DTC P0301 in the DTC
Cycle. (counts) (counts) summary table. ⇒ page 215

procedure
page 27 .

Q7 2016 ➤

ID

procedure
page 27 .
ID

procedure
page 27 .

Q7 2016 ➤

ID

procedure
page 27 .
ID

procedure
page 27 .
Select “Monitor $A7”
ID

Q7 2016 ➤

ID

procedure
page 27 .
3.3.7 Diagnostic Mode 06 - Read Test Results

for Specific Diagnostic Functions, 2017
MY
Diagnostic Mode 06 makes it possible to retrieve test results for
special components and systems which are continuously or not
continuously monitored. If the diagnosis of a system is complete,
the diagnostic result and the corresponding thresholds are saved
and displayed in mode 06. This data remains saved (even with
the ignition off) until either new diagnostic results become avail‐
able or the DTC memory is erased.
The min & max values for each individual test in Mode 06 repre‐
sent the min & max operating values for a properly operating
system. This data is provided to the individual aftermarket scan
tool companies for development of their scan tool. Depending on
the scan tool being used, the min & max values shown may vary,
or be rounded up or down to the nearest decimal point depending
on the aftermarket scan tool company's development process.
For example; GST manual documentation will show the value as
0.3499 (units) while the scan tool will display the same value as
0.35 (units).
Depending on the scan tool and protocol used, the information
displayed in Diagnostic Mode 06 may be referred to by different
names such as Test-ID (TID), Hex-ID, Component-ID (CID), On-
Board Diagnostic Monitor Identifier (OBDMID), or contain no
name at all and may be referenced by only a number.
Test requirements
• Exhaust system must be properly sealed between catalytic
converter and cylinder head.
• No DTC’s in the DTC memory.
Work procedure
– Select Mode 6: Check test the results of components that are
not continuously monitored.
Select the desired Test-ID.
The current minimum and maximum values will be displayed on
the scan tool screen.
The following table is a numerical list of all“Test-IDs” that may be
selected.

Q7 2016 ➤
Monitor ID Component or System

$3C: ⇒ page 47 Tank Venting System Leak Test (0.020" / 0.5 mm)
$3D: ⇒ page 48 Tank Vent Valve Function Check

ID
$8A P2195 Oxygen Sensor Rationality 0.96 32.767 Refer to DTC P2195 in the DTC
$8B P2196 Oxygen Sensor Rationality 1.04 32.767 Refer to DTC P2196 in the DTC

procedure

Q7 2016 ➤

page 27 .
ID
$05 P013A Oxygen Sensor Signal Rich To 800.0 65,534.0 Refer to DTC P013A in the DTC
Lean Switching Time. mV/s mV/s summary table. ⇒ page 496
$92 P013B Oxygen Sensor Signal Gradient 800.0 65,534.0 Refer to DTC P013B in the DTC
$93 P013E Oxygen Sensor Signal Dynamic 0.0 s 0.8 s Refer to DTC P013E in the DTC
Testing Delayed Response Rich summary table. ⇒ page 512
To Lean.
$94 P013F Oxygen Sensor Signal Dynamic 0.0 s NaN s Refer to DTC P013F in the DTC
Testing Delayed Response Lean summary table. ⇒ page 516
To Rich.

procedure
page 27 .
ID

Q7 2016 ➤

ID
$8A P2197 Oxygen Sensor Signal Rationali‐ 0.0 NaN Refer to DTC P2197 in the DTC
$8B P2198 Oxygen Sensor Signal Rationali‐ 1.04 32.767 Refer to DTC P2198 in the DTC

procedure
page 27 .
ID
$05 P013C Oxygen Sensor Signal Dynamic 800.0 65,534.0 Refer to DTC P013C in the DTC
Testing Rich To Lean Transient mV/s mV/s summary table. ⇒ page 504
Time.
$92 P013D Oxygen Sensor Signal Gradient 800.0 65,534.0 Refer to DTC P013D in the DTC
$93 P014A Oxygen Sensor Dynamic Testing 0.0 s 0.8 s Refer to DTC P014A in the DTC
Delayed Response Rich To summary table. ⇒ page 521
Lean.
$94 P014B Oxygen Sensor Dynamic Testing 0.0 s 0.8 s Refer to DTC P014B in the DTC
Delayed Response Lean To summary table. ⇒ page 525
Rich.
$95 P2272 Oxygen Sensor Target Voltage 0.82 V 7,995 V Refer to DTC P2272 in the DTC

procedure
page 27 .

Q7 2016 ➤

ID

procedure
page 27 .
ID

procedure
page 27 .

Q7 2016 ➤

ID
$81 P000A VVT Diagnosis Intake Camshaft 7° 655.35° Refer to DTC P000A in the DTC
Slow.
Reached.
$83 P000B VVT Diagnosis Exhaust Cam‐ 7° 655.35° Refer to DTC P000B in the DTC
Too Slow.

procedure
page 27 .
ID
$81 P000C VVT Diagnosis Intake Camshaft 7° 655.35° Refer to DTC P000C in the DTC
Slow.
Reached.
$83 P000D VVT Diagnosis Exhaust Cam‐ 7° 655.35° Refer to DTC P000D in the DTC
Too Slow.

procedure
page 27 .
Monitor $3C: Tank Venting System Leak Test (0.020" / 0.5 mm)

Q7 2016 ➤

Select “Monitor $3C”.
ID
$83 P0456 Fuel Tank Fine Leak Test – Very 10.0 65,535 Refer to DTC P0456 in the DTC
Small Leak, NVLD. summary table. ⇒ page 638

procedure
page 27 .
– End of diagnosis.
Monitor $3D: Tank Vent Valve Function Check
Select “Monitor $3D”.
ID
$8B P0441 Tank Vent Valve Function Check, 0.05 655.35 Refer to DTC P0441 in the DTC
Test Using Cross-Correlation. summary table. ⇒ page 631

procedure
page 27 .

Q7 2016 ➤

ID

procedure
page 27 .
ID

procedure
page 27 .
ID

procedure

Q7 2016 ➤

page 27 .
ID

procedure
page 27 .
Monitor $71 : Secondary Air Injection System Bank 1
ID
age.

procedure
page 27 .

Q7 2016 ➤

ID
age.

procedure
page 27 .
ID

procedure
page 27 .

Q7 2016 ➤

ID

procedure
page 27 .
ID

procedure
page 27 .
Select “Monitor $A5 ”.

Q7 2016 ➤

ID

procedure
page 27 .
Select “Monitor $A6 ”.
ID

procedure
page 27 .
Select “Monitor $A7”
ID

Q7 2016 ➤

ID

procedure
page 27 .
3.3.8 Diagnostic Mode 07 - Read Faults De‐

tected During the Current or Last Driving
Cycle
Mode 07 makes it possible to check emissions-related faults
which appeared during the current or last driving cycle (pending
DTCs).
A pending DTC is saved the first time a fault is detected (output
via Mode 07).
– If the fault is detected again by the end of the following driving
cycle, a confirmed DTC is entered (output via Mode 03) and
the MIL is activated.
– If this malfunction is not detected again by the end of the fol‐
lowing driving cycle, the corresponding pending code will be
deleted at the end of the driving cycle.
Note
Depending on scan tool and protocol used, some of the informa‐

tion provided may be referred to by a different name.
Procedure
Note
If the engine does not start, crank the engine using starter for at
least 5 seconds. Do not switch the ignition off afterward.
– Select Mode 7: Check test results of components that are

continuously monitored.
The number of pending DTCs or 0 malfunctions detected will be
displayed on the scan tool screen.
– Refer to the DTC tables below for the diagnostic repair pro‐
cedures.

Q7 2016 ➤
3.3.9 Diagnostic Mode 08 - Request Control

of On-Board System, Test or Compo‐
nent
Diagnostic Mode 08 is used to control the operation of an on-
board system, test or component. A Mode 8 service can be used
to turn on-board system ON or OFF, or to cycle an on-board sys‐
tem, test or component on or off for a specific period of time. The
service can also be used to request system status or to report test
results.
Test requirements
• No DTCs stored in the DTC memory.
• Intake Air Temperature (IAT) maximum 60° C.
• Coolant temperature 80 – 110° C.
• Throttle valve angle 12.0 – 16.0%.
Function test
Note
If the accelerator pedal is depressed during the test, the test will
be aborted.

– Start the engine and run at idle for at least 15 minutes.
– Select “Mode 8: Tank Leak Test”.
– Select “Test-ID 01: Tank Leak Test”.
– Check the specified value of the tank leak test at idle.
– The following will be displayed on the scan tool screen:
Tank leak test Specified value
♦ Test function active Test OK
♦ Test function is being initiated, please wait
♦ Test off
♦ Test aborted

If the specified result is obtained:
System OK.
If the specified result is not obtained:
– Repeat the tank leak test, switch the ignition off and start the
engine again and let run for 15 minutes at idle.
If the specified result is again not obtained:
– A leak may be present. Refer to
⇒ “2.2.4 EVAP System, Checking for Leaks”, page 11 .

Q7 2016 ➤
3.3.10 Diagnostic Mode 09 - Read Vehicle In‐

formation
Diagnostic Mode 09 makes it possible to access vehicle-specific
information from the ECM and the TCM (where applicable).
Note
Depending on scan tool and protocol used, Diagnostic Mode 09

name.
Test requirement
• No DTCs stored in the DTC memory.
Procedure
– Switch the ignition on.
– Select Mode 09: Vehicle information.
– Select the desired Test-ID.
– The information requested will be displayed on the scan tool
screen.
The following table is a numerical list of all Test-IDs that may be
selected.
Test-ID Diagnostic text
02: Vehicle identification number e.g.
♦ A different 17 digit number will be displayed for each vehicle
04: Calibration identification e.g.

♦ Engine Control Module (ECM)
♦ Transmission Control Module (TCM)
06: CVN (check sum) e.g.

♦ EC5AE460 the check sum is different for every control module version
♦ 000D105
0A ECU Name
♦ Engine Control Module (ECM)

Q7 2016 ➤
3.3.11 Diagnostic Mode 0A - Check Permanent

DTC Memory
Note
♦ The following is a generic explanation of the requirements,

coverage, and operation of Mode 0A.
♦ Mode 0A may only be supported exclusively by OBD control
modules in US vehicles. Mode 0A may not be supported in
EOBD vehicles, meaning the control module may not send a
response here.
Mode 0A - Check Permanent DTC Memory (Request emissions-

related diagnostic trouble codes with permanent status after code
clear)
Permanent Fault Codes From MY 2010 with Phase-In conforming
to CCR 1968.2 (d)(2.2.5): 50% from MY 2010 / 75% from MY
2011 / 100% from MY 2012 The vehicle only participates in
Phase-In if all of the OBD-relevant control modules in the vehicle
meet these requirements.
Mode 0A enables the request of all OBD-relevant faults with the
status “Permanent Fault Code”
- Permanent Fault Codes are Confirmed Fault Codes that are
currently activating the MIL. That means faults that are still dis‐
played in Mode 03 but no longer activate the MIL (History Fault
Codes) are not Permanent Fault Codes.
- Permanent Fault Codes are updated in Mode 0A at the same
time as NVRAM storage immediately after switching the ignition
off. A newly detected Permanent Fault Code is only visible after
switching the ignition off/on in Mode 0A.
- Permanent Fault Codes may only be erased in the control mod‐
ule after they are corrected as long as the last diagnostic result
was a PASS and the MIL is no longer activated by this fault. The
Permanent Fault Codes should be erased from Mode 0A at the
same time the MIL switches off when the ignition is switched off/
on.
- Permanent Fault Codes may not be erased by clearing the DTC
memory or disconnecting the power supply. Storage in NVRAM
is required.
- Permanent Fault Codes may only be erased after clearing the
DTC memory under the following conditions: - As long as no FAIL
diagnostic result was detected for a Permanent Fault Code - and
at least one PASS diagnostic result was detected - and the Min‐
imum Trip Conditions for a General Denominator (without con‐
sidering high/ambient temperature) were met in this phase in any
DCY after erasing the DTC memory.
- The engine control module relays the message “Minimum Trip
conditions met” to all other OBD control modules via CAN: CAN
message OBD_01, Byte 8, Bit 4: OBD_Minimum_Trip
- Permanent Fault Codes may NOT be erased if the diagnostic
result is FAIL after clearing the DTC memory. A Pending Fault
Code should be stored and the DTC memory line should be over‐
written with new Freeze Frame data. (Exception: If the Pending
Fault Code is corrected without a Confirmed Fault Code being
detected, the Permanent Fault Code may also be erased under
the conditions described below.)
- Permanent Fault Codes should be erased in engine control
modules after Update Programming. At this time, all readiness
bits (Mode 01 PID $01) must be reset to “not complete” [ (g)(4.4.6)
(D) ]. Permanent Fault Codes should not be erased in OBD con‐

Q7 2016 ➤
trol modules with Comprehensive Components (CCM) as a single

readiness bit if the identical program/data status is being pro‐
grammed. If a different program/data status is being program‐
med, Permanent Fault Codes should be erased after Update
Programming.
- The procedure in Mode 01 through Mode 09 and in the service
tester is NOT affected by implementation of the Permanent Fault
Codes.
Note
After MIL off during the 40 warm-up cycle self-healing process,

the fault may not be reported as Permanent Fault Code anymore
Procedure
♦ Erasing Permanent Fault Codes after code clear Service $0A
– Permanent Fault Codes: can only be erased at the end of a
driving cycle (during ECM keep alive time) if all the following
conditions are fulfilled:
♦ ERASE: Permanent Fault Codes after code clear, the vehicle
needs to be driven !
♦ NO FAIL: DTC cleared
♦ MONITORS: PASS
♦ MINIMUM: Conditions fulfilled 600 s. (cumulative) Engine run‐
ning
♦ DRIVE: 300.0 s (cumulative) vehicle speed > 25 mph (40 km/
h)
3.4 Engine DTC Tables

3.4.1 Engine Control Module , 2016 MY

DTC / De‐ Monitor Malfunction Secondary Param‐ Monitoring MIL Illumina‐ Component Di‐
scription Strategy Criteria and eters with Enable Time tion agnostic Pro‐
Descrip‐ Threshold Val‐ Conditions Length cedure
tion ue
P000A VVT Ac‐ • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ tuator In‐ angle differ‐ perature 15 – (FTP75: Camshaft
shaft Posi‐ take Ra‐ ence >= 130° C 300.0) s Adjustment
tion Slow tionality 0.75; < Valve 1 -
Response Check 7.00° CRK • Engine speed • Continu‐ N205- . Re‐
Bank 1 608 – 7,008 ous fer to
RPM ⇒ “3.6.2
• Set point Camshaft
change > 14.0° Adjustment
CRK Valve 1
N205 ,
• Camshaft posi‐ Checking”,
tion not @ max. page 897 .
stop position
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s

Q7 2016 ➤
tion ue
P000B VVT Ac‐ • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"B" Cam‐ tuator angle differ‐ perature 15 – (FTP75: Exhaust
shaft Posi‐ Outlet ence >= 130° C 700.0) s Camshaft
tion Slow Rationali‐ 0.75; < Adjustment
Response ty Check 7.00° CRK • Engine speed • Continu‐ Valve 1 -
Bank 1 608 – 7,008 ous N318- . Re‐
RPM fer to
• Set point ⇒ “3.6.21
change > 14.0° Exhaust
CRK Camshaft
Adjustment
• Camshaft posi‐ Valve 1
tion not @ max. N318 ,
stop position Checking”,
page 936 .
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s
P000C VVT Ac‐ • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ tuator In‐ angle differ‐ perature 15 – (FTP75: Camshaft
shaft Posi‐ take ence >= 130° C 300.0) s Adjustment
tion Slow Bank 2 0.75; < Valve 2 -
Response Rationali‐ 7.00° CRK • Engine speed • Continu‐ N208- . Re‐
Bank 2 ty Check 608 – 7,008 ous fer to
RPM ⇒ “3.6.3
• Set point Camshaft
CRK Valve 2
N208 ,
stop position
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s
P000D VVT Ac‐ • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"B" Cam‐ tuator angle differ‐ perature 15 – (FTP75: Exhaust
shaft Posi‐ Outlet ence >= 130° C 700.0) s Camshaft
tion Slow Bank 2 0.75; < Adjustment
Response Rationali‐ 7.00° CRK • Engine speed • Continu‐ Valve 2 -
Bank 2 ty Check 608 – 7,008 ous N319- . Re‐
RPM fer to
• Set point ⇒ “3.6.22
CRK Camshaft
Adjustment
page 938 .
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s

Q7 2016 ➤
tion ue
P0010 VVT Ac‐ • Output volt‐ • Camshaft actua‐ • 2.0 s • 2 DCY – Check the
"A" Cam‐ tuator In‐ age lower tor solenoid Camshaft
shaft Posi‐ take range 1.92 valve comman‐ • Continu‐ Adjustment
tion Actua‐ Open Cir‐ – 2.21 V ded off ous Valve 1 -
tor Control cuit N205- . Re‐
Circuit/ • Output volt‐ fer to
Open age upper ⇒ “3.6.2
Bank 1 range Camshaft
(hardware Adjustment
values) Valve 1
2.85 – 3.25 N205 ,
V Checking”,
page 897 .
P0011 VVT Ac‐ • Camshaft • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ tuator In‐ position de‐ perature 15 – (FTP75: Camshaft
shaft Posi‐ take Ra‐ viation > 130° C 1,000.0) Adjustment
tion - Tim‐ tionality 10.0° CRK s Valve 1 -
ing Over- Check • Engine speed N205- . Re‐
Advanced 608 – 7,008 • Continu‐ fer to
or System RPM ous ⇒ “3.6.2
Perform‐ • Camshaft posi‐ Camshaft
ance Bank tion not @ max. Adjustment
1 stop position Valve 1
N205 ,
tion adjustment page 897 .
active
• Catalyst heating
not active
• Camshaft posi‐
tion deviation in‐
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s
"B" Cam‐ tuator age lower tor solenoid Exhaust
shaft Posi‐ Outlet range 1.92 valve comman‐ • Continu‐ Camshaft
tion Actua‐ Open Cir‐ – 2.21 V ded on ous Adjustment
tor Control cuit Valve 1 -
Circuit/ • Output volt‐ N318- . Re‐
Open age upper fer to
Bank 1 range ⇒ “3.6.21
(hardware Exhaust
values) Camshaft
2.85 – 3.25 Adjustment
V Valve 1
N318 ,
Checking”,
page 936 .

Q7 2016 ➤
tion ue
P0014 VVT Ac‐ • Difference • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"B" Cam‐ tuator between perature 15 – (FTP75: Exhaust
shaft Posi‐ Outlet target and 130° C 450.0) s Camshaft
tion - Tim‐ Rationali‐ actual posi‐ Adjustment
ing Over- ty Check tion > 10.0° • Engine speed • Continu‐ Valve 1 -
Advanced CRK 608 – 7,008 ous N318- . Re‐
or System RPM fer to
Perform‐ • Camshaft posi‐ ⇒ “3.6.21
ance Bank tion not @ max. Exhaust
1 stop position Camshaft
Adjustment
tion adaptation N318 ,
active Checking”,
page 936 .
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s

Q7 2016 ➤
tion ue
P0016 Camshaft • Adapted • Camshaft phas‐ • 720.0° • 2 DCY – Check the
Crank‐ Position/ value for ing commanded CRK Camshaft
shaft Posi‐ Crank‐ each edge (exhaust side) Adjustment
tion - Cam‐ shaft Po‐ of the target • Multiple Valve 1 -
shaft Posi‐ sition In‐ wheel < • Engine speed N205- . Re‐
tion Corre‐ take - -19.0° CRK 288 – 8,000 fer to
lation Correla‐ RPM ⇒ “3.6.2
Bank 1 tion Val‐ • Or
• Modeled oil tem‐ Camshaft
Sensor A ue Moni‐ • Adapted perature >= -40° Adjustment
toring value for C Valve 1
each edge N205 ,
of the target • Modeled oil tem‐ Checking”,
wheel > perature <= 130 page 897 .
19.0° CRK – 160° C
• Engine speed <
8,160 RPM
• Diff. actual ex‐
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
• Backwards rota‐
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
Crank‐ Position/ value for ing commanded CRK Exhaust
shaft Posi‐ Crank‐ each edge on (exhaust Camshaft
tion - Cam‐ shaft Po‐ of the target side) • Multiple Adjustment
shaft Posi‐ sition Ex‐ wheel < Valve 1 -
tion Corre‐ haust - -19.0° CRK • Engine speed N318- . Re‐
lation Correla‐ 288 – 8,000 fer to
Bank 1 tion • Or RPM ⇒ “3.6.21
Sensor B Adapta‐ • Adapted • Modeled oil tem‐ Exhaust
tion Val‐ value for perature >= -40° Camshaft
ue Moni‐ each edge C Adjustment
toring of the target Valve 1
wheel > • Modeled oil tem‐ N318 ,
19.0° CRK perature <= 130 Checking”,
– 160° C page 936 .
• Engine speed <
8,160 RPM
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
Crank‐ Position value for ing commanded CRK Camshaft
shaft Posi‐ 2 / Crank‐ each edge on (exhaust Position
tion - Cam‐ shaft Po‐ of the target side) • Multiple Sensor 2 -
shaft Posi‐ sition In‐ wheel < G163- . Re‐
tion Corre‐ take - -19.0° CRK • Engine speed fer to
lation Correla‐ 288 – 8,000 ⇒ “3.6.5
Bank 2 tion • Or RPM Camshaft
Sensor A Adapta‐ • Adapted • Modeled oil tem‐ Position
tion Val‐ value for perature >= -40° Sensor 2
ue Moni‐ each edge C G163 ,
toring of the target Checking”,
wheel > • Modeled oil tem‐ page 903 .
19.0° CRK perature <= 130
– 160° C
• Engine speed <
8,160 RPM
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
Crank‐ Position value for ing commanded CRK Camshaft
shaft Posi‐ 2 / Crank‐ each edge on (exhaust Position
tion - Cam‐ shaft Po‐ of the target side) • Multiple Sensor 4 -
shaft Posi‐ sition Ex‐ wheel < G301- . Re‐
tion Corre‐ haust - -19.0° CRK • Engine speed fer to
lation Correla‐ 288 – 8,000 ⇒ “3.6.7
Bank 2 tion • Or RPM Camshaft
Sensor B Adapta‐ • Adapted • Modeled oil tem‐ Position
tion Val‐ value for perature >= -40° Sensor 4
ue Moni‐ each edge C G301 ,
toring of the target Checking”,
wheel > • Modeled oil tem‐ page 908 .
– 160° C
• Engine speed <
8,160 RPM
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
"A" Cam‐ tuator In‐ age, lower tor solenoid Camshaft
tion Actua‐ Bank 2 – 2.21 V ded off ous Valve 2 -
tor Control Open Cir‐ N208- . Re‐
Circuit/ cuit • Output volt‐ fer to
Open age, upper ⇒ “3.6.3
values) Valve 2
2.85 – 3.25 N208 ,
V Checking”,
page 899 .
shaft Posi‐ take viation > 130° C 1,000.0) Adjustment
tion - Tim‐ Bank 2 10.0° CRK s Valve 2 -
ing Over- Rationali‐ • Engine speed N208- . Re‐
Advanced ty Check 608 – 7,008 • Continu‐ fer to
or System RPM ous ⇒ “3.6.3
N208 ,
tion adaptation page 899 .
active
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s
"B" Cam‐ tuator age, lower tor solenoid Exhaust
tion Actua‐ Bank 2 – 2.21 V ded on ous Adjustment
tor Control Open Cir‐ Valve 2 -
Circuit/ cuit • Output volt‐ N319- . Re‐
Open age, upper fer to
(hardware Exhaust
values) Camshaft
V Valve 2
N319 ,
Checking”,
page 938 .

Q7 2016 ➤
tion ue
tion - Tim‐ Bank 2 actual posi‐ Adjustment
ing Over- Rationali‐ tion > 10.0° • Engine speed • Continu‐ Valve 2 -
Advanced ty Check CRK 608 – 7,008 ous N319- . Re‐
or System RPM fer to
ance Bank tion not @ max. Exhaust
2 stop position Camshaft
Adjustment
tion adaptation N319 ,
active Checking”,
page 938 .
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s
P0030 Oxygen • O2S up‐ • 2.5 s • 2 DCY – Check the

HO2S Sensors stream Oxygen
Heater Heater heater volt‐ • Continu‐ Sensor 1
Control Front age, lower ous Before Cat‐
Circuit Open Cir‐ range 1.92 alytic Con‐
Bank 1 cuit – 2.21 V verter -
Sensor 1 GX10- . Re‐
• O2S up‐ fer to
stream ⇒ “3.6.39
heater volt‐ Oxygen
age, upper Sensor 1
range 2.85 Before Cat‐
– 3.25 V alytic Con‐
verter
GX10 ,
Checking”,
page 972 .
Control Front age < 1.92 – ous Before Cat‐
Circuit Short To 2.21 V alytic Con‐
Low Bank Ground verter -
1 Sensor 1 GX10- . Re‐
fer to
⇒ “3.6.39
Oxygen
Sensor 1
Before Cat‐
alytic Con‐
verter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
P0032 Oxygen • O2S up‐ • EGT @ O2S • 2.5 s • 2 DCY – Check the
HO2S Sensors stream front >= -273° C Oxygen
Heater Heater heater driv‐ • Continu‐ Sensor 1
Control Front er tempera‐ • Actuator com‐ ous Before Cat‐
Circuit Short To ture > 160.0 manded on alytic Con‐
High Bank Battery – 200.0° C verter -
1 Sensor 1 Plus GX10- . Re‐
• Or fer to
• O2S up‐ ⇒ “3.6.39
stream Oxygen
heater driv‐ Sensor 1
er output Before Cat‐
current > alytic Con‐
8.0 – 12.0 A verter
GX10 ,
Checking”,
page 972 .
P0036 Oxygen • O2S down‐ • Engine not in • 2.5 s • 2 DCY – Check the
HO2S Sensors stream start process Oxygen
Control Rear age, lower ous After Cata‐
Circuit Open Cir‐ range 1.92 lytic Con‐
Bank 1 cuit – 2.21 V verter -
• O2S down‐ fer to
stream ⇒ “3.6.38
age, upper Sensor 1
range 2.85 After Cata‐
– 3.25 V lytic Con‐
verter GX7 ,
Checking”,
page 970 .
Control Rear age < 1.92 – ous After Cata‐
Circuit Short To 2.21 V lytic Con‐
Low Bank Ground verter -
fer to
⇒ “3.6.38
Oxygen
Sensor 1
After Cata‐
lytic Con‐
verter GX7 ,
Checking”,
page 970 .

Q7 2016 ➤
tion ue
P0038 Oxygen • O2S down‐ • EGT @ O2S • 2.5 s • 2 DCY – Check the
Control Rear er tempera‐ • Heater com‐ ous After Cata‐
Circuit Short To ture > 160.0 manded on lytic Con‐
High Bank Battery – 200.0° C • Engine not in verter -
1 Sensor 2 Plus start process GX7- . Re‐
• Or fer to
• O2S down‐ ⇒ “3.6.38
stream Oxygen
er output After Cata‐
current > lytic Con‐
8.0 – 12.0 A verter GX7 ,
Checking”,
page 970 .
Control Front age, lower ous Before Cat‐
Circuit Bank 2 range 1.92 alytic Con‐
Bank 2 Open Cir‐ – 2.21 V verter -
Sensor 1 cuit GX11- . Re‐
• O2S up‐ fer to
stream ⇒ “3.6.41
age, upper Sensor 2
range 2.85 Before Cat‐
– 3.25 V alytic Con‐
verter
GX11 ,
Checking”,
page 978 .
Control Front age < 1.92 – ous Before Cat‐
Circuit Bank 2 2.21 V alytic Con‐
Low Bank Short To verter -
2 Sensor 1 Ground GX11- . Re‐
fer to
⇒ “3.6.41
Oxygen
Sensor 2
Before Cat‐
alytic Con‐
verter
GX11 ,
Checking”,
page 978 .

Q7 2016 ➤
tion ue
P0052 Oxygen • O2S up‐ • EGT @ O2S • 2.5 s • 2 DCY – Check the
Control Front er tempera‐ • Actuator com‐ ous Before Cat‐
Circuit Bank 2 ture > 160.0 manded on alytic Con‐
High Bank Short To – 200.0° C verter -
2 Sensor 1 Battery GX11- . Re‐
Plus • Or fer to
• O2S up‐ ⇒ “3.6.41
stream Oxygen
er output Before Cat‐
current > alytic Con‐
8.0 –12.0 A verter
GX11 ,
Checking”,
page 978 .
Control Rear age, lower ous After Cata‐
Circuit Bank 2 range 1.92 lytic Con‐
Bank 2 Open Cir‐ – 2.21 V verter -
Sensor 2 cuit GX8- . Re‐
• O2S down‐ fer to
stream ⇒ “3.6.40
age, upper Sensor 2
range 2.85 After Cata‐
– 3.25 V lytic Con‐
verter GX8 ,
Checking”,
page 976 .
Control Rear age < 1.92 – ous After Cata‐
Circuit Bank 2 2.21 V lytic Con‐
Low Bank Short To verter -
fer to
⇒ “3.6.40
Oxygen
Sensor 2
After Cata‐
lytic Con‐
verter GX8 ,
Checking”,
page 976 .

Q7 2016 ➤
tion ue
P0058 Oxygen • O2S down‐ • EGT @ O2S • 2.5 s • 2 DCY – Check the
Control Rear er tempera‐ • Heater com‐ ous After Cata‐
Circuit Bank 2 ture > 160.0 manded on lytic Con‐
High Bank Short To – 200.0° C • Engine not in verter -
2 Sensor 2 Battery start process GX8- . Re‐
Plus • Or fer to
• O2S down‐ ⇒ “3.6.40
stream Oxygen
er output After Cata‐
current > lytic Con‐
8.0 – 12.0 A verter GX8 ,
Checking”,
page 976 .
P006C Manifold • Manifold • 0.5 s • 2 DCY – Check the
MAP - Tur‐ Pressure pressure Intake Air
bocharger/ Sensor sensor sig‐ • Continu‐ Tempera‐
Super‐ Bank 1 nal failure ous ture Sensor
charger In‐ and Bank detected - G42- /
let Pres‐ 2 Electri‐ Manifold
sure Cor‐ cal Error • Manifold Absolute
relation pressure Pressure
sensor 2 Sensor -
signal fail‐ G71- . Refer
ure detec‐ to
ted ⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .
P0070 CAN: • AAT sensor • 2.0 s • 2 DCY – Check the
Ambient Ambient voltage Intake Air
Air Tem‐ Air Tem‐ (hardware • Continu‐ Tempera‐
perature perature values) > ous ture Sensor
Sensor Sensor 4.50 V - G42- /
Circuit "A" Short To Manifold
Battery / Absolute
Open Cir‐ Pressure
cuit Sensor -
G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P0071 Ambient • High side: • Engine off time • 0.1 s • 2 DCY – Check the
Ambient Air Tem‐ reference monitoring >= Intake Air
Air Tem‐ perature measuring 360.0 min • Once / Tempera‐
perature Sensor DCY ture Sensor
Sensor Cross • Diff. AAT @ • Stored engine - G42- /
Circuit "A" Check cold start off time signal Manifold
Range/ vs. IAT @ for actual driving Absolute
Perform‐ manifold @ cycle valid Pressure
ance cold start > Sensor -
25.0 K • Time after en‐
gine start <= G71- . Refer
• Diff. AAT @ 450.0 s to
cold start ⇒ “3.6.30
vs. IAT @ • Time after ECM Intake Air
manifold 2 wake up 1.5 – Tempera‐
@ cold start 900.0 s ture Sensor
> 25.0 K G42 / Mani‐
• AAT sensor sig‐ fold Abso‐
• Diff. AAT @ nal valid lute Pres‐
cold start sure Sensor
• And
vs. ECT @ G71 ,
cylinder • Diff. actual vs. Checking”,
block @ previous IAT page 954 .
cold start > downstream
25.0 K throttle @ cold
start < 0.8 K
• Diff. AAT @
cold start • Diff. actual vs.
vs. IAT previous IAT @
down‐ manifold @ cold
stream start < 0.8 K
throttle @
cold start > • Diff. actual vs.
25.0 K previous IAT @
manifold 2 @
• Min. cold start < 0.8 K
amount of
faulty refer‐ • Diff. actual vs.
ence meas‐ previous ECT @
urements to cylinder block @
detect de‐ cold start < 0.8 K
fective sen‐ • Diff. actual vs.
sor 4.00 [-] previous AAT @
• Or cold start < 0.8 K
• Low side: • For time >= 1.0 s
reference • Depending on
measuring mean value con‐
• Diff. IAT @ dition
manifold @ • Mean value of all
cold start temperature
vs. AAT @ sensors @ cold
cold start > start >= -256° C
25.0 K
Diff. IAT @ • Number of valid
• sensors >= 4.00
manifold 2 [-]
@ cold start
vs. AAT @ • Depending on
cold start > block heater /
25.0 K solar radiation
detection

Q7 2016 ➤
tion ue
• Diff. ECT @ • Time after en‐
cylinder gine start >=
block @ 410.5 s
cold start
vs. AAT @ • Vehicle speed
cold start > >= 22 mph
25.0 K • For time >=
• Min. 410.0 s
amount of • Diff. actual IAT
faulty refer‐ @ downstream
ence meas‐ throttle vs. min.
urements to IAT @ down‐
detect de‐ stream throttle <
fective sen‐ 4.0 K
sor 4.0 [-]
• Diff. actual IAT
@ manifold vs.
min. IAT @
manifold < 4.0 K
@ manifold 2 vs.
min. IAT @
manifold 2 < 4.0
K
• Diff. actual ECT
@ cylinder block
vs. min. ECT @
cylinder block <
4.0 K
• Diff. actual AAT
vs. min. AAT <
4.0 K
P0072 CAN: • AAT sensor • 2.0 s • 2 DCY – Check the

Ambient Ambient voltage Intake Air
Air Tem‐ Air Tem‐ (hardware • Continu‐ Tempera‐
perature perature values) < ous ture Sensor
Sensor Sensor 0.10 V - G42- /
Circuit "A" Short To Manifold
Low Ground Absolute
Pressure
Sensor -
G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P007B IAT Sen‐ • IAT sensor • 0.5 s • 2 DCY – Check the
Charge Air sor @ failure Charge Air
Cooler Manifold • Continu‐ Pressure
Tempera‐ Sensor ous Sensor -
ture Sen‐ Internal G31- / In‐
sor Circuit Fault take Mani‐
Range/ fold Tem‐
Perform‐ perature
ance Bank Sensor -
1 G72- . Refer
to
⇒ “3.6.10
Charge Air
Pressure
Sensor
G31 / Intake
Manifold
Tempera‐
ture Sensor
G72 ,
Checking”,
page 914 .

Q7 2016 ➤
tion ue
P0087 Fuel Sys‐ • Deviation • Engine speed • 2.0 s • 2 DCY – Check the
Fuel Rail/ tem Pres‐ between 512 – 8,160 Low Fuel
System sure Sen‐ reference RPM • Continu‐ Pressure
Pressure - sor, High fuel pres‐ ous Sensor -
Too Low Pressure sure set • Mass fuel flow G410- . Re‐
Bank 1 Side Out point and set point 5.0 – fer to
Of Range current fuel 1,389.0 mg/rev ⇒ “3.6.36
Low pressure > • For time after re‐ Low Fuel
2,000.10 quest for mass Pressure
kPa fuel flow set Sensor
point >= 2.0 s G410 ,
• Case: 1 Checking”,
• Fuel mass • Engine start not page 965 .
controller active
output 17.0 • Time after en‐
– 50.0 % gine start > 25.0
• High pres‐ s
sure con‐ • Engine warm-up
troller out‐ not active
put > 25 mg
• Fuel pres‐ n.a.
sure <
34,777.60 • Full load n.a.
kPa
• Component pro‐
• Case: 2 tection n.a.
• Fuel pump • Catalyst purge
at max limit not active
• Mass fuel • Lambda control
flow set n.a.
point <
1,389.0 mg/ • Evap purge
rev functionality di‐
agnosis not ac‐
• Fuel pres‐ tive
sure <
1,500.21 • And
kPa • Choice of:
• Canister load <=
0.50 [-]
• Or
• Evap purge
valve not active
or closed

Q7 2016 ➤
tion ue
Fuel Sys‐ • Deviation • Engine speed • 5.0 s
tem, High lambda of 512 – 8,160
Pressure controller RPM • Continu‐
Side Ra‐ included ous
tionality adaption • Mass fuel flow
Check -15.0 – 15.0 set point 5.0 –
Low % 1,389.0 mg/rev
• And • For time after re‐

quest for mass
• High pres‐ fuel flow set
sure con‐ point >= 2.0 s
troller out‐
put > 49 mg • Engine start not
active
• And
• Time after en‐
• Deviation gine start > 25.0
between s
fuel pres‐
sure set • Engine warm-up
point and not active
current fuel • Catalyst heating
pressure > n.a.
-17,389.0
kPa • Full load n.a.
• And • Component pro‐
tection n.a.
• Fuel pres‐
sure >= 0.0 • Catalyst purge
kPa not active
• Lambda control
n.a.
• Evap purge
functionality di‐
agnosis not ac‐
tive
• And
• Choice of:
0.50 [-]
• Or
• Evap purge
valve not active
or closed

Q7 2016 ➤
tion ue
P0089 Fuel • Case 1: • Engine warm-up • 2.5 s • 2 DCY – Check the
Fuel Pres‐ Pump not active Fuel Pres‐
sure Reg‐ Out Of • Actual and • Continu‐ sure Sensor
ulator 1 Range adapted I- • Catalyst heating ous - G247- .
Perform‐ High part of elec‐ not active Refer to
ance tric fuel ⇒ “3.6.27
pump con‐ • Engine no full
Fuel Pres‐
troller load
sure Sensor
(PWM sig‐ • Lambda control G247 ,
nal) > 28.0 active Checking”,
% page 948 .
• Catalyst over‐
• For time >= heating protec‐
20.0 s tion not active
• Or • Catalyst purge
• Case 2: not active
• Diff. fuel • Lambda control

pressure closed loop
set point vs. • Canister load <=
actual fuel 0.50 [-]
pressure >
59.97 kPa • Diff. actual fuel
mass set point
• Lambda vs. filtered fuel
controller mass set point <
included 7.50 mg/rev
correction
and adap‐ • Time after en‐
tion < 10.0 gine start > 15.0
% s
• For time >= • ECT @ cylinder
20.0 s block -48° C
• And
• MFI part of injec‐
ted fuel >= 0.70
[-]
• Fuel mass set
point for low
pressure-part
3.01 – 29.99 mg/
rev
• For time >= 3.5 s
• And
• Fuel mass set
point for low
pressure-part
3.01 – 50.00 mg/
rev

Q7 2016 ➤
tion ue
Fuel • Case 1: • Engine warm-up
Pump not active
Out Of • Actual and
Range adapted I- • Catalyst heating
Low part of elec‐ not active
tric fuel
troller load
(PWM sig‐ • Lambda control
nal) < -23.0 active
%

pressure <
-119.93 kPa • Diff. actual fuel
mass set point
correction
% s
20.0 s block -48 – 105°
C
• And
ted fuel >= 0.70
[-]
• Fuel mass set
point for low
pressure-part
3.01 – 29.99 mg/
rev
• And
• Fuel mass set
point for low
pressure-part
3.01 – 50.00 mg/
rev

Q7 2016 ➤
tion ue
P008A Fuel Sys‐ • Low fuel • Engine speed > • 4.9 s • 2 DCY – Check the
Low Pres‐ tem, Low pressure 512; <= 8,160 pressure in
sure Fuel Pressure value < RPM • Continu‐ the fuel sys‐
System Side Out 80.13 kPa ous tem for out
Pressure - Of Range • Electric fuel of spec con‐
Too Low Low pump active ditions be‐
• Time after en‐ fore diag‐
gine start > 12.0 nosing the
s pressure
sensor. Re‐
• Fuel pressure fer to Fuel
pump not at System Me‐
max. limit chanical
Testing in
Fuel Sys‐ • Low fuel • 0.5 s • 2 DCY ⇒ “3.1 Pre‐
tem Pres‐ pressure liminary
sure Sen‐ sensor volt‐ • Continu‐ Check”,
sor, Low age < 0.35 ous page 20 .
Pressure V
Side Out – Check the
Of Range Low Fuel
Low Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .
P008B Fuel Sys‐ • Low fuel • Engine speed > • 4.9 s • 2 DCY – Check the
Low Pres‐ tem, Low pressure 512; <= 8,160 pressure in
sure Fuel Pressure value RPM • Continu‐ the fuel sys‐
System Side Out 1,090.00 – ous tem for out
Pressure - Of Range 1,499.94 • Electric fuel of spec con‐
Too High High kPa pump active ditions be‐
• Time after en‐ fore diag‐
gine start > 12.0 nosing the
s pressure
sensor. Re‐
• Fuel pressure fer to Fuel
pump not at System Me‐
max. limit chanical
Testing in
Fuel Sys‐ • Low fuel • 0.5 s • 2 DCY ⇒ “3.1 Pre‐
tem Pres‐ pressure liminary
sure Sen‐ sensor volt‐ • Continu‐ Check”,
sor, Low age > 4.75 ous page 20 .
Pressure V
Side Out – Check the
Of Range Low Fuel
High Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .

Q7 2016 ➤
tion ue
P0090 Fuel Con‐ • Voltage • Engine speed 0 • 0.8 s • 2 DCY – Check the
Fuel Pres‐ trol Valve high side < RPM Fuel Pres‐
sure Reg‐ Open Cir‐ 1.87 – 2.26 • Continu‐ sure Sensor
ulator 1 cuit V • Or ous - G247- .
Control Refer to
Circuit/ • Voltage low • Fuel cut off ac‐
⇒ “3.6.27
side > 2.78 tive
Open Fuel Pres‐
– 3.33 V • Actuator com‐ sure Sensor
manded off G247 ,
Checking”,
Fuel Vol‐ • Low and • Engine speed > page 948 .
ume Reg‐ high side 600 RPM
ulator off:
Control • And
Short To • Voltage low
Ground side > 2.78 • Fuel cut off not
– 3.33 V active
• Voltage • Actuator com‐

high side < manded on
1.87 – 2.26
V
• Low and
high side
On:
• Current low
side < 12.2
– 15.0 A
• Current
high side <
13.5 – 16.5
A
P0091 Fuel Con‐ • Current • Ignition on • 0.1 s • 2 DCY – Check the

Fuel Pres‐ trol Valve high side Fuel Pres‐
sure Reg‐ Short To (hardware • Or • Continu‐ sure Sensor
ulator 1 Ground values) > ous - G247- .
• Ignition off (dur‐
Control (High 13.4 – 17.0 ing ECM keep Refer to
Circuit Side) A alive-time) ⇒ “3.6.27
Low Fuel Pres‐
• And sure Sensor
G247 ,
• Actuator com‐ Checking”,
manded on page 948 .
Fuel Con‐ • Voltage low • Ignition on
trol Valve side (hard‐
Short To ware val‐ • Or
Ground ues) < 1.92– • Ignition off (dur‐
(Low 2.10 V ing ECM keep
Side) alive-time)
• And
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
P0092 Fuel Con‐ • Current low • Ignition on • 0.1 s • 2 DCY – Check the
Fuel Pres‐ trol Valve side (hard‐ Fuel Pres‐
sure Reg‐ Short To ware val‐ • Or • Continu‐ sure Sensor
ulator 1 Battery ues) > 13.5 • ous - G247- .
Ignition off (dur‐
Control Plus (Low – 17.0 A ing ECM keep Refer to
Circuit Side) alive-time) ⇒ “3.6.27
High Fuel Pres‐
• And sure Sensor
G247 ,
Fuel Con‐ • Voltage • Ignition on
trol Valve high side
Short To (hardware • Or
Battery values) < • Ignition off (dur‐
Plus 1.92 – 2.21 ing ECM keep
(High V alive-time)
Side)
• And
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
P0096 Intake Air • High side: • Engine off time • 0.1 s • 2 DCY – Check the
Intake Air Tempera‐ reference >= 360.0 min Intake Air
Tempera‐ ture Sen‐ measuring • Once / Tempera‐
ture Too sor • Engine off time DCY ture Sensor
High Down‐ • Diff. IAT monitoring fin‐ - G42- /
stream down‐ ished Manifold
Throttle stream Absolute
Cross throttle @ • Time after en‐
Pressure
cold start gine start <=
Check 450.0 s Sensor -
vs. IAT @ G71- . Refer
manifold @ • Time after ECM to
cold start > wake up 1.5 – ⇒ “3.6.30
25.0 K 900.0 s Intake Air
• Diff. IAT Tempera‐
• AAT sensor sig‐ ture Sensor
down‐ nal valid
stream G42 / Mani‐
throttle @ • fold Abso‐
And
cold start lute Pres‐
vs. IAT @ • Diff. actual vs. sure Sensor
manifold 2 previous IAT G71 ,
@ cold start downstream Checking”,
> 25.0 K throttle @ cold page 954 .
start < 0.8 K
• Diff. IAT
down‐ • Diff. actual vs.
stream previous IAT @
throttle @ manifold @ cold
cold start start < 0.8 K
vs. ECT @ • Diff. actual vs.
cylinder previous IAT @
block @ manifold 2 @
cold start > cold start < 0.8 K
25.0 K
• Diff. actual vs.
• Diff. IAT previous ECT @
down‐ cylinder block @
stream cold start < 0.8 K
throttle @
vs. AAT @ previous AAT @
cold start > cold start < 0.8 K
25.0 K
• Min.
amount of • Depending on
faulty refer‐ mean value con‐
ence meas‐ dition
urements to
detect de‐ • Mean value of all
fective sen‐ temperature
sor 4.0 [-] sensors @ cold
start >= -256° C
• Or
• Number of valid
• Low side: sensors >= 4.00
reference [-]
measuring
• Depending on
block heater /
solar radiation
detection
gine start >=
410.5 s

Q7 2016 ➤
tion ue
• Diff. IAT @ • Vehicle speed
manifold @ >= 22 mph
cold start
vs. IAT • For time >= 20.0
down‐ s
stream • Diff. actual IAT
throttle @ @ downstream
cold start > throttle vs. min.
25.0 K IAT @ down‐
• Diff. IAT @ stream throttle <
manifold 2 4.0 K
@ cold start • Diff. actual IAT
vs. IAT @ manifold vs.
down‐ min. IAT @
stream manifold < 4.0 K
throttle @
cold start > • Diff. actual IAT
25.0 K @ manifold 2 vs.
min. IAT @
• Diff. ECT @ manifold 2 < 4.0
cylinder K
block @
cold start • Diff. actual ECT
vs. IAT @ cylinder block
down‐ vs. min. ECT @
stream cylinder block <
throttle @ 4.0 K
cold start >
25.0 K • Diff. actual AAT
vs. min. AAT <
• Diff. AAT @ 4.0 K
cold start
vs. IAT
down‐
stream
throttle @
cold start >
25.0 K
• Min.
amount of
faulty refer‐
ence meas‐
urements to
detect de‐
fective sen‐
sor 4.0 [-]

Q7 2016 ➤
tion ue
P00A1 IAT Sen‐ • IAT sensor • Engine off time • 0.5 s • 2 DCY – Check the
Charge Air sor @ failure monitoring fin‐ Intake Air
Cooler Manifold ished • Continu‐ Tempera‐
Tempera‐ 2 Sensor ous ture Sensor
ture Sen‐ Internal - G42- /
sor Circuit Fault Manifold
Range/ Absolute
Perform‐ Pressure
ance Bank Sensor -
2 G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P00AB Intake Air • High side: • Engine off time • 0.1 s • 2 DCY – Check the
Intake Air Tempera‐ reference >= 360.0 min Intake Air
Tempera‐ ture (IAT) measuring • Once / Tempera‐
ture Sen‐ Sensor • Engine off time DCY ture Sensor
sor 1 Cir‐ @ Mani‐ • Diff. IAT @ monitoring fin‐ - G42- /
cuit fold 2 manifold 2 ished Manifold
Range/ Cross @ cold start Absolute
Perform‐ Check vs. IAT @ • Time after en‐
Pressure
manifold @ gine start <=
ance Bank 450.0 s Sensor -
2 cold start > G71- . Refer
25.0 K • Time after ECM to
• Diff. IAT @ wake up 1.5 – ⇒ “3.6.30
manifold 2 900.0 s Intake Air
@ cold start • Tempera‐
AAT sensor sig‐ ture Sensor
vs. IAT nal valid
down‐ G42 / Mani‐
stream fold Abso‐
• And
throttle @ lute Pres‐
cold start > • Diff. actual vs. sure Sensor
25.0 K previous IAT G71 ,
downstream Checking”,
• Diff. IAT @ throttle @ cold page 954 .
manifold 2 start < 0.8 K
@ cold start
block @ manifold @ cold
cold start > start < 0.8 K
25.0 K • Diff. actual vs.
• Diff. IAT @ previous IAT @
manifold 2 manifold 2 @
@ cold start cold start < 0.8 K
vs. AAT @ • Diff. actual vs.
cold start > previous ECT @
25.0 K cylinder block @
amount of • Diff. actual vs.
faulty refer‐ previous AAT @
ence meas‐ cold start < 0.8 K
urements to
detect de‐ • For time >= 1.0 s
fective sen‐
sor 4.0 [-] • Depending on
mean value con‐
• Or dition
• Low side: • Mean value of all
reference temperature
measuring sensors @ cold
start >= -256° C
• Diff. IAT @
manifold @ • Number of valid
cold start sensors >= 4.00
vs. IAT @ [-]
manifold 2
@ cold start • Depending on
> 25.0 K block heater /
solar radiation
detection
gine start >=
410.5 s

Q7 2016 ➤
tion ue
• Diff. IAT • Vehicle speed
down‐ >= 22 mph
stream
throttle @ • For time >= 20.0
cold start s
vs. IAT @ • Diff. actual IAT
manifold 2 @ downstream
@ cold start throttle vs. min.
> 25.0 K IAT @ down‐
• Diff. ECT @ stream throttle <
cylinder 4.0 K
block @ • Diff. actual IAT
cold start @ manifold vs.
vs. IAT @ min. IAT @
manifold 2 manifold < 4.0 K
@ cold start
> 25.0 K • Diff. actual IAT
@ manifold 2 vs.
• Diff. AAT @ min. IAT @
cold start manifold 2 < 4.0
vs. IAT @ K
manifold 2
@ cold start • Diff. actual ECT
> 25.0 K @ cylinder block
vs. min. ECT @
• Min. cylinder block <
amount of 4.0 K
faulty refer‐
ence meas‐ • Diff. actual AAT
urements to vs. min. AAT <
detect de‐ 4.0 K
fective sen‐
sor 4.0 [-]
P0107 Pressure • Signal volt‐ • 0.5 s • 2 DCY – Check the

Manifold Sensor age < 0.20 Intake Air
Absolute Down‐ V • Continu‐ Tempera‐
Pressure/ stream ous ture Sensor
Baromet‐ Throttle - G42- /
ric Pres‐ Short To Manifold
sure Sen‐ Ground Absolute
sor Circuit Pressure
Low Sensor -
G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P0108 Pressure • Signal volt‐ • 0.5 s • 2 DCY – Check the
Manifold Sensor age > 4.80 Intake Air
Absolute Down‐ V • Continu‐ Tempera‐
Pressure/ stream ous ture Sensor
Baromet‐ Throttle - G42- /
ric Pres‐ Short To Manifold
sure Sen‐ Battery Absolute
sor Circuit Plus Pressure
High Sensor -
G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P0111 IAT Sen‐ • High side: • Engine off time • 0.1 s • 2 DCY – Check the
Intake Air sor @ reference >= 360.0 min Intake Air
Tempera‐ Manifold measuring • Once / Tempera‐
ture Sen‐ Cross • Engine off time DCY ture Sensor
sor 1 Cir‐ Check • Diff. IAT @ monitoring fin‐ - G42- /
cuit manifold 2 ished Manifold
Range/ @ cold start Absolute
Perform‐ vs. IAT @ • Time after en‐
Pressure
ance Bank 450.0 s Sensor -
1 cold start > G71- . Refer
25.0 K • Time after ECM to
• Diff. IAT @ wake up 1.5 – ⇒ “3.6.30
manifold 2 900.0 s Intake Air
@ cold start • Tempera‐
AAT sensor sig‐ ture Sensor
vs. IAT nal valid
down‐ G42 / Mani‐
stream fold Abso‐
• And
throttle @ lute Pres‐
cold start > • Diff. actual vs. sure Sensor
25.0 K previous IAT G71 ,
downstream Checking”,
• Diff. IAT @ throttle @ cold page 954 .
manifold 2 start < 0.8 K
@ cold start
block @ manifold @ cold
• Diff. IAT @ previous IAT @
manifold 2 manifold 2 @
@ cold start cold start < 0.8 K
vs. AAT @ • Diff. actual vs.
cold start > previous ECT @
25.0 K cylinder block @
amount of • Diff. actual vs.
faulty refer‐ previous AAT @
urements to
detect de‐ • For time >= 1.0 s
fective sen‐
sor 4.0 [-] • Depending on
mean value con‐
• Or dition
• Low side: • Mean value of all
reference temperature
measuring sensors @ cold
start >= -256° C
• Diff. IAT @
manifold @ • Number of valid
cold start sensors >= 4.00
vs. IAT @ [-]
manifold 2
@ cold start • Depending on
> 25.0 K block heater /
solar radiation
detection
gine start >=
410.5 s

Q7 2016 ➤
tion ue
• Diff. IAT • Vehicle speed
down‐ >= 22 mph
stream
cold start s
manifold 2 @ downstream
@ cold start throttle vs. min.
> 25.0 K IAT @ down‐
• Diff. ECT @ stream throttle <
cylinder 4.0 K
block @ • Diff. actual IAT
cold start @ manifold vs.
vs. IAT @ min. IAT @
manifold 2 manifold < 4.0 K
@ cold start
> 25.0 K • Diff. actual IAT
@ manifold 2 vs.
• Diff. AAT @ min. IAT @
cold start manifold 2 < 4.0
vs. IAT @ K
manifold 2
@ cold start • Diff. actual ECT
> 25.0 K @ cylinder block
vs. min. ECT @
• Min. cylinder block <
amount of 4.0 K
faulty refer‐
ence meas‐ • Diff. actual AAT
urements to vs. min. AAT <
detect de‐ 4.0 K
fective sen‐
sor 4.0 [-]
P0112 Intake Air • IAT sensor • 0.5 s • 2 DCY – Check the

Intake Air Tempera‐ voltage < Intake Air
Tempera‐ ture Sen‐ 0.10 V • Continu‐ Tempera‐
ture Sen‐ sor Short ous ture Sensor
sor 1 Cir‐ To - G42- /
cuit Low Ground Manifold
Bank 1 Absolute
Pressure
Sensor -
G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P0113 Intake Air • IAT sensor • 0.5 s • 2 DCY – Check the
Intake Air Tempera‐ voltage > Intake Air
Tempera‐ ture Sen‐ 4.50 V • Continu‐ Tempera‐
ture Sen‐ sor Open ous ture Sensor
sor 1 Cir‐ Circuit - G42- /
cuit High Manifold
Bank 1 Absolute
Pressure
Sensor -
G71- . Refer
to
⇒ “3.6.30
Intake Air
Tempera‐
ture Sensor
G42 / Mani‐
fold Abso‐
lute Pres‐
sure Sensor
G71 ,
Checking”,
page 954 .

Q7 2016 ➤
tion ue
P0116 Engine • Difference • ECT @ cylinder • 1.0 s • 2 DCY – Check the
Engine Coolant between block > 39° C Engine
Coolant Tempera‐ maximum • Once / Coolant
Tempera‐ ture Sen‐ and mini‐ • IAT @ throttle DCY Tempera‐
ture Sen‐ sor @ mum tem‐ -48 – 143° C ture Sensor
sor 1 Cir‐ Cylinder perature of • Depending on - G62- . Re‐
cuit Block Ra‐ ECT @ cyl‐ thermostat con‐ fer to
Range/ tionality inder block trol: ⇒ “3.6.17
Perform‐ Check < 2° C Engine
ance High • ECT @ cylinder Coolant
block <= n.a.° C Tempera‐
ture Sensor
• Or G62 ,
Checking”,
• ECT @ cylinder page 928 .
block >= n.a.° C
• Engine n.a.
• And
• Engine part load
• Or
• Engine full load
• Engine speed >
1,500 RPM
• Vehicle speed
>= 12 mph
• Engine load >
0.00 %
• For time >= 20.0
– 43.0 s
• Engine idle vehi‐
cle speed < 93
mph
• Or
• Fuel cut off ac‐
tive
• Or
• Engine stop
• For time >= 20.0
– 43.0 s
gine start >
100.0 s
Engine • Difference • ECT @ cylinder • 10.0 s

Coolant between block -128 – 40°
Tempera‐ modelled C • Once /
ture Sen‐ and meas‐ DCY
sor @ ured cylin‐ • Time after en‐
Cylinder der block gine start > 0.0 s
Block Ra‐ tempera‐
tionality ture > 0° C
Check
Low

Q7 2016 ➤
tion ue
P0117 Engine • ECT sensor • 0.5 s • 2 DCY – Check the
Engine Coolant voltage @ Engine
Coolant Tempera‐ cylinder • Continu‐ Coolant
Tempera‐ ture Sen‐ block < 0.30 ous Tempera‐
ture Sen‐ sor @ V ture Sensor
sor 1 Cir‐ Cylinder - G62- . Re‐
cuit Low Block fer to
Short To ⇒ “3.6.17
Ground Engine
Coolant
Tempera‐
ture Sensor
G62 ,
Checking”,
page 928 .
P0118 Engine • ECT sensor • IAT @ throttle • 0.5 s • 2 DCY – Check the
Engine Coolant voltage @ >= -33° C Engine
Coolant Tempera‐ cylinder • Continu‐ Coolant
Tempera‐ ture Sen‐ block > 4.90 • Time after en‐ ous Tempera‐
ture Sen‐ sor @ V gine start > 60.0 ture Sensor
sor 1 Cir‐ Cylinder s - G62- . Re‐
cuit High Block fer to
Short To ⇒ “3.6.17
Battery / Engine
Open Cir‐ Coolant
cuit Tempera‐
ture Sensor
G62 ,
Checking”,
page 928 .
P0121 Throttle • Normalised • Throttle adapta‐ • 0.01 s • 2 DCY – Check the
Throttle/ Position difference tion (@ initial Throttle
Pedal Po‐ Sensor 1 between start or after de‐ • Continu‐ Valve Con‐
sition Sen‐ Rationali‐ measured tection of throttle ous trol Module
sor/Switch ty Check and mod‐ exchange or - GX3- . Re‐
"A" Circuit eled value checksum error) fer to
Range/ of mass air not active ⇒ “3.6.45
Perform‐ flow from Throttle
ance TPS 1 >= Valve Con‐
1.00 [-] trol Module
GX3 ,
• Or Checking”,
• Relative page 987 .
mass air
flow integral
from TPS 1
> 60.0 [-]
• Difference • 0.3 s
between
TPS 1 and • Continu‐
TPS 2 > ous
5.799° TPS

Q7 2016 ➤
tion ue
P0122 Throttle • Throttle po‐ • 0.2 s • 2 DCY – Check the
Throttle/ Position sition sen‐ Throttle
Pedal Po‐ Sensor 1 sor 1 volt‐ • Continu‐ Valve Con‐
sition Sen‐ Short To age < 0.17 ous trol Module
sor/Switch Ground V - GX3- . Re‐
"A" Circuit fer to
Low ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .
sition Sen‐ Short To age > 4.60 ous trol Module
sor/Switch Battery V - GX3- . Re‐
"A" Circuit Plus fer to
High ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .

Q7 2016 ➤
tion ue
P012B Pressure • Diff. pres‐ • Engine @ driv‐ • 3.0 s • 2 DCY – Check the
Turbo‐ Sensor sure down‐ ing cycle not Intake Air
charger/ Down‐ stream started the first • Continu‐ Tempera‐
Super‐ stream throttle vs. time ous ture Sensor
charger In‐ Throttle manifold - G42- /
let Pres‐ Engine pressure >= • Vehicle speed < Manifold
sure Sen‐ Off: 7.0 kPa 1 mph Absolute
sor "A" Cir‐ Cross Pressure
cuit Check • Diff. pres‐ Sensor -
Range/ sure down‐ G71- . Refer
Perform‐ stream to
ance throttle vs. ⇒ “3.6.30
manifold Intake Air
pressure 2 Tempera‐
>= 7.0 kPa ture Sensor
• Or G42 / Mani‐
fold Abso‐
• Diff. pres‐ lute Pres‐
sure down‐ sure Sensor
stream G71 ,
throttle vs. Checking”,
manifold page 954 .
pressure >=
7.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP 2 and
BARO) vs.
deviation
MAP to
mean value
(MAP 2 and
BARO) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP 2 and
MAP) vs.
deviation
BARO to
mean value
(MAP 2 and
MAP) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(BARO and
MAP) vs.
deviation
MAP 2 to
mean value
(BARO and
MAP) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Case 1: • Modeled pres‐
Sensor sure quotient
Down‐ • Diff. pres‐ (downstream /
stream sure down‐ upstream throt‐
Throttle stream tle) 0.30 – 0.45
Idle throttle vs. [-]
Speed: manifold
Cross pressure 2
Check >= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Or

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Diff. pres‐ • Engine stopped
Sensor sure down‐
Down‐ stream
stream throttle vs.
Throttle manifold
ECM pressure >=
Keep 7.0 kPa
Alive-
Time: • Diff. pres‐
Cross sure down‐
Check stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐ • Vehicle speed <
tion pres‐ 1 mph
sure down‐
stream • ECM keep alive
throttle to time > 10.0 s
mean value • Time after en‐
(MAP 2 and gine stop >= 4.0
BARO) vs. s
deviation
MAP to • Barometric
mean value pressure 55.0 –
(MAP 2 and 110.0 kPa
BARO) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP 2 and
MAP) vs.
deviation
BARO to
mean value
(MAP 2 and
MAP) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(BARO and
MAP) vs.
deviation
MAP 2 to
mean value
(BARO and
MAP) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Case 1: • Engine running
Sensor
Down‐ • Diff. pres‐ • Modeled pres‐
stream sure down‐ sure quotient
Throttle stream (downstream /
Engine throtte vs. upstream throt‐
Running manifold tle) > 0.45; <=
Non pressure 2 0.80 [-]
Charged >= 12.0 –
Engine: 27.0 kPa
Cross • Diff. pres‐
Check sure down‐
stream
throtte vs.
manifold
pressure >=
12.0 – 27.0
kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
< 12.0 –
27.0 kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Case 1: • Fuel cut off ac‐ • 3.0 s
Sensor tive
Down‐ • Diff. pres‐
stream sure down‐
Throttle stream
Fuel Cut throttle vs.
Off: manifold
Cross pressure 2
Check >= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐ • Modeled pres‐
tion pres‐ sure quotient
sure down‐ (downstream /
stream upstream throt‐
throttle to tle) 0.25 – 0.30
mean value [-]
(pressure
down‐ • For time >= 5.0 s
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
P0131 Oxygen • O2S sensor • Engine running • 0.5 s • 2 DCY – Check the
O2 Sensor Sensors voltage < Oxygen
Circuit Front 0.15 V • Continu‐ Sensor 1
Low Volt‐ Short To ous Before Cat‐
age Bank Ground alytic Con‐
1 Sensor 1 verter -
GX10- . Re‐
fer to
⇒ “3.6.39
Oxygen
Sensor 1
Before Cat‐
alytic Con‐
verter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > Oxygen
Circuit Front 5.20 – 5.35 • Continu‐ Sensor 1
High Volt‐ Short To V ous Before Cat‐
age Bank Battery alytic Con‐
1 Sensor 1 Plus verter -
GX10- . Re‐
fer to
⇒ “3.6.39
Oxygen
Sensor 1
Before Cat‐
alytic Con‐
verter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
P0133 Oxygen • Dynamic • General condi‐ • 4.2 s • 2 DCY – Check the
O2 Sensor Sensors path: tions: Oxygen
Circuit Front Re‐ • Continu‐ Sensor 1
Slow Re‐ sponse • Lambda • Injection mode ous Before Cat‐
sponse Check value vs. change (DFI/ alytic Con‐
Bank 1 modeled MFI) not active verter -
Sensor 1 lambda val‐ GX10- . Re‐
ue >= 0.90 • ECT @ cylinder
fer to
[-] block >= 40° C
⇒ “3.6.39
• Or • Vehicle speed > Oxygen
0 mph Sensor 1
• Ratio of Before Cat‐
failed diag‐ • Integrated air alytic Con‐
nostic cycle mass after gear verter
> n.a. [-] change > 0.0 g GX10 ,
Checking”,
• Air mass , lower page 972 .
range >= 64.01 –
114.01 mg/rev
• Air mass , upper
range <= 465.01
– 565.01 mg/rev
• Counter of inte‐
grated mass for
fuel in oil <
255.00 [-]
grated mass for
fuel in oil <
255.00 [-]
• Lambda sensor
dynamic error
not active
• And
gine start >= 0.0
s
• Or
• Integrated air
mass per cylin‐
der >= 0.750 kg
• Depending on
canister and cat‐
alyst purge:
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• canister load
calculation n.a.
• Or
• Evap purge n.a.

Q7 2016 ➤
tion ue
n.a. [-]
• And
• Case 1:
• O2S front n.a.
• Lambda stimu‐
lation n.a.
• Upper limit of
lambda control‐
ler output n.a.
• Lower limit of
lambda control‐
ler output n.a.
• Engine speed
n.a. RPM
• Air mass n.a.
mg/rev
• MAF > n.a. kg/h
• Catalyst purge
n.a.
• And
• Depending on
limited dynamic
conditions:
• Integrated air
mass < n.a. g
• Dynamic engine
speed < n.a. g
• Dynamic air
mass < n.a. mg/
rev
• Dynamic lamb‐
da < n.a. %
• Or
• Dynamic engine
speed < n.a.
RPM
• Diff. actual en‐
gine load vs. fil‐
tered engine
load in limited
dynamic condi‐
tions, lower
range >= n.a. kg/
h

Q7 2016 ➤
tion ue
tered engine
load in limited
dynamic condi‐
tions, upper
range <= n.a. kg/
h
• Dynamic torque
< n.a. [-]
• Case 2:
• Lambda set val‐
ue adjustment
for conditioning
and measuring
active

Q7 2016 ➤
tion ue
• Delay path: • General condi‐ • 6.0 s
tions:
• Lambda de‐
lay value vs. • Air mass , lower
modeled range >= 80.01 –
lambda val‐ 130.01 mg/rev
ue > 0.90 [-]
range <= 450.01
– 550.00 mg/rev
• Integrated air
mass per cylin‐
der >= 0.490 –
0.950 kg
• Vehicle speed
>= 0 mph
gine start >= 0.0
s
• Injection mode
change (DFI/
MFI) not active
grated mass for
fuel in oil < 35.00
[-]
• Engine speed
960 – 3,008
RPM
• MAF (intake air
rate) 5.0 – 235.0
kg/h
• Vehicle speed
>= 0 mph
• Lambda sensor
dynamic error
not active
• And
• Depending on
dynamic condi‐
tions:
• Dynamic engine
speed < 512
RPM
• Dynamic torque
< 130.0 Nm
• Dynamic MAF <
80.0 kg/h
• And
• Depending on
canister and cat‐
alyst purge:

Q7 2016 ➤
tion ue
• Evap purge n.a. • Continu‐
ous
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
P0135 Oxygen • O2S ceram‐ • Heater com‐ • 20.0 s • 2 DCY – Check the
O2 Sensor Sensors ic tempera‐ manded off Oxygen
Heater Cir‐ Heater ture < 680° • Continu‐ Sensor 1
cuit Bank 1 Front C • For time >= 17.0 ous Before Cat‐
Sensor 1 Function‐ s alytic Con‐
al Check • And verter -
GX10- . Re‐
• O2S ceramic fer to
temperature < ⇒ “3.6.39
680° C Oxygen
Sensor 1
• Or Before Cat‐
alytic Con‐
• Case 1: verter
• Integrated sub‐ GX10 ,
mitted heat en‐ Checking”,
ergy >= 1,000.0 page 972 .
J
• Case 2:
• Engine stop time
signal n.a.
• Engine n.a.
• For time >= n.a.
min
P0137 Oxygen • O2S sensor • O2S heater ac‐ • 0.5 s • 2 DCY – Check the
O2 Sensor Sensors voltage < tive Oxygen
Circuit Rear 0.15 V • Continu‐ Sensor 1
Low Volt‐ Short To ous After Cata‐
age Bank Ground lytic Con‐
1 Sensor 2 verter -
GX7- . Re‐
fer to
⇒ “3.6.38
Oxygen
Sensor 1
After Cata‐
lytic Con‐
verter GX7 ,
Checking”,
page 970 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > tive Oxygen
Circuit Rear 5.2 – 5.35 V • Continu‐ Sensor 1
High Volt‐ Short To ous After Cata‐
age Bank Battery lytic Con‐
1 Sensor 2 verter -
GX7- . Re‐
fer to
⇒ “3.6.38
Oxygen
Sensor 1
After Cata‐
lytic Con‐
verter GX7 ,
Checking”,
page 970 .

Q7 2016 ➤
tion ue
P013A Oxygen • Gradient • General condi‐ • 0.0 • 2 DCY – Check the
O2 Sensor Sensors sensor volt‐ tions: (FTP75: Oxygen
Slow Re‐ Rear age < 800.0 50.0) s Sensor 1
sponse - Close mV/s • Intrusive lambda After Cata‐
Rich to The Gap ramp request • Once / lytic Con‐
Lean Bank Condi‐ not active DCY verter -
1 Sensor 2 tions: Re‐ • Internal resist‐ GX7- . Re‐
sponse ance O2S rear < fer to
Check 3,000.0 Ω ⇒ “3.6.38
Oxygen
• Counter of inte‐ Sensor 1
grated mass for After Cata‐
fuel in oil < 35.00 lytic Con‐
[-] verter GX7 ,
Checking”,
• Catalyst monitor page 970 .
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 25.0 –
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
• MAF per cylin‐
der 32.0 – 190.0
kg/h
• Air mass , lower
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
• Deviation actual
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
• Time after a cat‐
alyst purge
phase >= 0.0 s
• O2S rear volt‐
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
• Coasting func‐
tion n.a
• O2S heater rear
active
• Lambda adapta‐
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
• Internal resist‐
ance O2S rear
1,000 Ohm

Q7 2016 ➤
tion ue
P013B Oxygen • Gradient • General condi‐ • 400.0 s • 2 DCY – Check the
O2 Sensor Sensors sensor volt‐ tions: Oxygen
Slow Re‐ Rear Re‐ age < 800.0 • Once / Sensor 1
sponse - sponse mV/s • Intrusive lambda DCY After Cata‐
Lean to Check ramp request lytic Con‐
Rich Bank not active verter -
1 Sensor 2 • Internal resist‐ GX7- . Re‐
ance O2S rear < fer to
3,000.0 Ω ⇒ “3.6.38
Oxygen
[-] verter GX7 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω

Q7 2016 ➤
tion ue
P013C Oxygen • Gradient • General condi‐ • 0.0 • 2 DCY – Check the
sponse - Bank 2 mV/s • Intrusive lambda After Cata‐
Rich to Close ramp request • Once / lytic Con‐
Lean Bank The Gap not active DCY verter -
2 Sensor 2 Condi‐ • Internal resist‐ GX8- . Re‐
tions: Re‐ ance O2S rear < fer to
sponse 3,000.0 Ω ⇒ “3.6.40
Check Oxygen
[-] verter GX8 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω

Q7 2016 ➤
tion ue
P013D Oxygen • Gradient • General condi‐ • 0.0 • 2 DCY – Check the
sponse - Bank 2 mV/s • Intrusive lambda After Cata‐
Lean to Re‐ ramp request • Once / lytic Con‐
Rich Bank sponse not active DCY verter -
2 Sensor 2 Check • Internal resist‐ GX8- . Re‐
ance O2S rear < fer to
3,000.0 Ohm ⇒ “3.6.40
Oxygen
[-] verter GX8 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω

Q7 2016 ➤
tion ue
P013E Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
O2 Sensor Sensors nal delay tions: (FTP75: Oxygen
Delayed Rear time > 0.8 s 50.0) s Sensor 1
Response Bank 2 • Intrusive lambda After Cata‐
- Rich to Delayed ramp request • Once / lytic Con‐
Lean Bank Re‐ not active DCY verter -
1 Sensor 2 sponse • Internal resist‐ GX7- . Re‐
Monitor‐ ance O2S rear < fer to
ing, De‐ 3,000.0 Ω ⇒ “3.6.38
lay Meas‐ Oxygen
urement • Counter of inte‐ Sensor 1
[-] verter GX7 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω

Q7 2016 ➤
tion ue
P013F Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
- Lean to Delayed ramp request • Once / lytic Con‐
Rich Bank Re‐ not active DCY verter -
ing, De‐ 3,000.0 Ω ⇒ “3.6.38
lay Meas‐ Oxygen
[-] verter GX7 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω
P0140 Oxygen • Internal re‐ • 2.5 s • 2 DCY – Check the

O2 Sensor Sensors sistance of Oxygen
Circuit No Rear O2S (bina‐ • Continu‐ Sensor 1
Activity Open Cir‐ ry) > ous After Cata‐
Detected cuit 23,000.0 lytic Con‐
Bank 1 Ohm verter -
fer to
⇒ “3.6.38
Oxygen
Sensor 1
After Cata‐
lytic Con‐
verter GX7 ,
Checking”,
page 970 .

Q7 2016 ➤
tion ue
P0141 Oxygen • O2S inter‐ • Heater com‐ • 20.0 s • 2 DCY – Check the
O2 Sensor Sensors nal resist‐ manded off Oxygen
Heater Cir‐ Heater ance (bina‐ • Continu‐ Sensor 1
cuit Bank 1 Rear Out ry) >= • For time >= 30.0 ous After Cata‐
Sensor 2 Of Range 1,000.0 – s lytic Con‐
High 23,000.0 Ω • And verter -
GX7- . Re‐
• O2S internal re‐ fer to
sistance (binary) ⇒ “3.6.38
> 1,000.0 Ω Oxygen
Sensor 1
• Or After Cata‐
lytic Con‐
• Case 1: verter GX7 ,
• Integrated sub‐ Checking”,
mitted heat en‐ page 970 .
ergy >= n.a. J
• Case 2:
signal n.a.
• Engine n.a.
min
P0149 Injection • Boost volt‐ • Engine running • 3.6 s • 2 DCY – Check the
Fuel Tim‐ Valves age < 30.0 >= 0.3 s Fuel Injec‐
ing Error Supply V • Continu‐ tors . Refer
Voltage ous to
Out Of • Boost volt‐ ⇒ “3.6.24
Range age <= 30.0 Fuel Injec‐
Low V tors, Check‐
ing”,
Injection • Boost volt‐ page 942 .
Valves age > 75.0
Supply V
Voltage
Out Of
Range
High

Q7 2016 ➤
tion ue
P014A Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
- Rich to Delayed ramp request • Once / lytic Con‐
Lean Bank Re‐ not active DCY verter -
ing, De‐ 3,000.0 Ω ⇒ “3.6.40
lay Meas‐ Oxygen
[-] verter GX8 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω

Q7 2016 ➤
tion ue
P014B Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
- Lean to Delayed ramp request • Once / lytic Con‐
Rich Bank Re‐ not active DCY verter -
ing, De‐ 3,000.0 Ω ⇒ “3.6.40
lay Meas‐ Oxygen
[-] verter GX8 ,
Checking”,
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 0 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or

Q7 2016 ➤
tion ue
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
1,000 Ω
O2 Sensor Sensors voltage < Oxygen
Circuit Front 0.15 V • Continu‐ Sensor 2
Low Volt‐ Bank 2 ous Before Cat‐
age Bank Short To alytic Con‐
2 Sensor 1 Ground verter -
GX11- . Re‐
fer to
⇒ “3.6.41
Oxygen
Sensor 2
Before Cat‐
alytic Con‐
verter
GX11 ,
Checking”,
page 978 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > Oxygen
Circuit Front 5.20 – 5.35 • Continu‐ Sensor 2
High Volt‐ Bank 2 V ous Before Cat‐
age Bank Short To alytic Con‐
2 Sensor 1 Battery verter -
Plus GX11- . Re‐
fer to
⇒ “3.6.41
Oxygen
Sensor 2
Before Cat‐
alytic Con‐
verter
GX11 ,
Checking”,
page 978 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors path: tions: Oxygen
Circuit Front • Continu‐ Sensor 2
Slow Re‐ Bank 2 • Lambda • Injection mode ous Before Cat‐
sponse Re‐ value vs. change (DFI/ alytic Con‐
Bank 2 sponse modeled MFI) not active verter -
Sensor 1 Check lambda val‐ GX11- . Re‐
fer to
[-] block >= 40° C
⇒ “3.6.41
• Or • Vehicle speed > Oxygen
0 mph Sensor 2
• Ratio of Before Cat‐
failed diag‐ • Integrated air alytic Con‐
nostic cycle mass after gear verter
> n.a. [-] change > 0.0 g GX11 ,
Checking”,
• Air mass , lower page 978 .
range >= 64.01 –
114.01 mg/rev
range <= 465.01
– 565.01 mg/rev
grated mass for
fuel in oil < 255.0
[-]
• Lambda sensor
dynamic error
not active
• And
gine start >= 0.0
s
• Or
• Integrated air
mass per cylin‐
der >= 0.750 kg
• Depending on
canister and cat‐
alyst purge:
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
• And

Q7 2016 ➤
tion ue
• Case 1:
• O2S front n.a.
• Lambda stimu‐
lation n.a.
• Upper limit of
lambda control‐
ler output n.a.
• Lower limit of
lambda control‐
ler output n.a.
• Engine speed
n.a. RPM
• Air mass n.a.
mg/rev
• MAF > n.a. kg/h
• Catalyst purge
n.a.
• And
• Depending on
limited dynamic
conditions:
• Integrated air
mass < n.a. g
• Dynamic engine
speed < n.a. g
• Dynamic air
mass < n.a. mg/
rev
• Dynamic lamb‐
da < n.a. %
• Or
• Dynamic engine
speed < n.a.
RPM
tered engine
load in limited
dynamic condi‐
tions, lower
range >= n.a. kg/
h
tered engine
load in limited
dynamic condi‐
tions, upper
range <= n.a. kg/
h

Q7 2016 ➤
tion ue
• Dynamic torque
< n.a.[-]
• Case 2:
ue adjustment
for conditioning
and measuring
active

Q7 2016 ➤
tion ue
• Delay Path: • General condi‐ • 6.0 s
tions:
• Lambda de‐
ue > 0.90 [-]
range <= 450.01
– 550.00 mg/rev
• Integrated air
mass per cylin‐
der >= 0.490 –
0.950 kg
• Vehicle speed
>= 0 mph
gine start >= 0.0
s
• Injection mode
change (DFI/
MFI) not active
grated mass for
fuel in oil < 35.0
[-]
• Engine speed
960 – 3,008
RPM
• MAF (intake air
rate) 5.0 – 235.0
kg/h
• Vehicle speed
>= 0 mph
• Lambda sensor
dynamic error
not active
• And
• Depending on
dynamic condi‐
tions:
• Dynamic engine
speed < 512
RPM
• Dynamic torque
< 130.0 Nm
• Dynamic MAF <
80.0 kg/h
• And
• Depending on
canister and cat‐
alyst purge:

Q7 2016 ➤
tion ue
ous
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
O2 Sensor Sensors voltage < tive Oxygen
Circuit Rear 0.15 V • Continu‐ Sensor 2
Low Volt‐ Bank 2 ous After Cata‐
age Bank Short To lytic Con‐
2 Sensor 2 Ground verter -
GX8- . Re‐
fer to
⇒ “3.6.40
Oxygen
Sensor 2
After Cata‐
lytic Con‐
verter GX8 ,
Checking”,
page 976 .
O2 Sensor Sensors voltage > tive Oxygen
Circuit Rear 5.2 – 5.35 V • Continu‐ Sensor 2
High Volt‐ Bank 2 ous After Cata‐
age Bank Short To lytic Con‐
2 Sensor 2 Battery verter -
GX8- . Re‐
fer to
⇒ “3.6.40
Oxygen
Sensor 2
After Cata‐
lytic Con‐
verter GX8 ,
Checking”,
page 976 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors sistance of Oxygen
Circuit No Rear O2S (bina‐ • Continu‐ Sensor 2
Activity Bank 2 ry) > ous After Cata‐
Detected Open Cir‐ 23,000.0 Ω lytic Con‐
Bank 2 cuit verter -
fer to
⇒ “3.6.40
Oxygen
Sensor 2
After Cata‐
lytic Con‐
verter GX8 ,
Checking”,
page 976 .
O2 Sensor Sensors nal resist‐ manded off Oxygen
Heater Cir‐ Heater ance (bina‐ • Continu‐ Sensor 2
cuit Bank 2 Rear 2 ry) >= • For time >= 30.0 ous After Cata‐
Sensor 2 Out Of 1,000.0 – s lytic Con‐
Range 23,000.0 Ω • And verter -
High GX8- . Re‐
• O2S internal re‐ fer to
sistance (binary) ⇒ “3.6.40
> 1,000.0 Ω Oxygen
Sensor 2
• Or After Cata‐
lytic Con‐
• Case 1: verter GX8 ,
• Integrated sub‐ Checking”,
mitted heat en‐ page 976 .
ergy >= n.a. J
• Case 2:
signal n.a.
• Engine n.a.
min

Q7 2016 ➤
tion ue
P0171 Fuel Sys‐ • Lambda • Lambda control • 180.0 s • 2 DCY – Check the
System tem Too controller closed loop Fuel Deliv‐
Too Lean Lean output > • Continu‐ ery Unit -
Bank 1 37.0 % • Mass air flow > ous GX1- . Re‐
76.0 mg/rev fer to
• Engine speed > ⇒ “3.6.23
544 RPM Fuel Deliv‐
ery Unit
• ECT @ cylinder GX1 ,
block > 70° C Checking”,
page 940 .
• IAT at intake
manifold > -11° – Check the
C pressure in
the fuel sys‐
• AAT > -48° C tem for out
• Ethanol value of spec con‐
n.a. ditions be‐
fore diag‐
• And nosing the
pressure
• Evap purge sensor. Re‐
valve closed fer to Fuel
• Or System Me‐
chanical
• Canister load <= Testing in
2.00 [-] ⇒ “3.1 Pre‐
liminary
• Evap purge flow Check”,
at max. value page 20 .
• Or
– Check the
• Depending on Fuel Injec‐
canister purge tors . Refer
min: to
⇒ “3.6.24
• Lower limit of Fuel Injec‐
lambda control‐ tors, Check‐
ler output n.a. ing”,
page 942 .
• Or
• Upper limit of – Check the
lambda control‐ intake sys‐
ler output n.a. tem visually
for leaks
• And (false air).
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Rich Rich output < • Continu‐ ery Unit -
Bank 1 -37.0 % • Mass air flow > ous GX1- . Re‐
76.0 mg/rev fer to
ery Unit
page 940 .
• IAT at intake
C pressure in
the fuel sys‐
n.a. ditions be‐
fore diag‐
• Oil dilution not nosing the
detected pressure
sensor. Re‐
• And fer to Fuel
• Evap purge System Me‐
valve closed chanical
Testing in
• Or ⇒ “3.1 Pre‐
liminary
• Canister load <= Check”,
2.00 [-] page 20 .
• Evap purge flow
at max. value – Check the
Fuel Injec‐
• Or tors . Refer
to
• Depending on ⇒ “3.6.24
canister purge Fuel Injec‐
min: tors, Check‐
ing”,
• Lower limit of page 942 .
lambda control‐
ler output n.a. – Check the
• Or Oxygen
Sensor 1
• Upper limit of Before Cat‐
lambda control‐ alytic Con‐
ler output n.a. verter -
GX10- . Re‐
• And fer to
• Evap purge flow ⇒ “3.6.39
at min. value Oxygen
Sensor 1
Before Cat‐
alytic Con‐
verter
GX10 ,
Checking”,
page 972 .
– Check the
intake sys‐
tem visually
for leaks
(false air).

Q7 2016 ➤
tion ue
Too Lean Lean output > • Continu‐ ery Unit -
Bank 2 37.0 % • Mass air flow > ous GX1- . Re‐
76.0 mg/rev fer to
ery Unit
page 940 .
• IAT at intake
C pressure in
the fuel sys‐
n.a. ditions be‐
fore diag‐
• And nosing the
pressure
• Evap purge sensor. Re‐
valve closed fer to Fuel
• Or System Me‐
chanical
• Canister load <= Testing in
2.00 [-] ⇒ “3.1 Pre‐
liminary
• Evap purge flow Check”,
at max. value page 20 .
• Or
– Check the
• Depending on Oxygen
canister purge Sensor 2
min: Before Cat‐
alytic Con‐
• Lower limit of verter -
lambda control‐ GX11- . Re‐
ler output n.a. fer to
⇒ “3.6.41
• Or Oxygen
• Upper limit of Sensor 2
lambda control‐ Before Cat‐
ler output n.a. alytic Con‐
verter
• And GX11 ,
Checking”,
• Evap purge flow page 978 .
at min. value
– Check the
intake sys‐
tem visually
for leaks
(false air).

Q7 2016 ➤
tion ue
Too Rich Rich output < • Continu‐ ery Unit -
Bank 2 -37.0 % • Mass air flow > ous GX1- . Re‐
76.0 mg/rev fer to
ery Unit
page 940 .
• IAT at intake
C pressure in
the fuel sys‐
n.a. ditions be‐
fore diag‐
• Oil dilution not nosing the
detected pressure
sensor. Re‐
• And fer to Fuel
• Evap purge System Me‐
valve closed chanical
Testing in
• Or ⇒ “3.1 Pre‐
liminary
• Canister load <= Check”,
2.00 [-] page 20 .
• Evap purge flow
at max. value – Check the
Oxygen
• Or Sensor 2
Before Cat‐
• Depending on alytic Con‐
canister purge verter -
min: GX11- . Re‐
fer to
• Lower limit of ⇒ “3.6.41
lambda control‐ Oxygen
ler output n.a. Sensor 2
alytic Con‐
• Upper limit of verter
lambda control‐ GX11 ,
ler output n.a. Checking”,
page 978 .
• And
• Evap purge flow – Check the
at min. value intake sys‐
tem visually
for leaks
(false air).

Q7 2016 ➤
tion ue
P017B Engine • Difference • ECT @ cylinder • 10.0 s • 2 DCY – Check the
Cylinder Coolant between head -128 – 40° Engine
Head Tempera‐ modelled C • Once / Coolant
Tempera‐ ture Sen‐ and meas‐ DCY Tempera‐
ture Sen‐ sor @ ured cylin‐ • Time after en‐ ture Sensor
sor Circuit Cylinder der head gine start > 0.0 s - G62- . Re‐
Range/ Head Ra‐ tempera‐ fer to
Perform‐ tionality ture > 0.0 K ⇒ “3.6.17
ance Check Engine
Low Coolant
Tempera‐
ture Sensor
G62 ,
Checking”,
page 928 .
– Check the
Engine
Tempera‐
ture Control
Sensor -
G694- . Re‐
fer to
⇒ “3.6.19
Engine
Tempera‐
ture Control
Sensor
G694 ,
Checking”,
page 932 .
– Check the
Cylinder
Head Cool‐
ant Valve -
N489- . Re‐
fer to
⇒ “3.6.15
Cylinder
Head Cool‐
ant Valve
N489 ,
Checking”,
page 924 .

Q7 2016 ➤
tion ue
P017C Engine • ECT sensor • 0.5 s • 2 DCY – Check the
Cylinder Coolant voltage @ Engine
Head Tempera‐ cylinder • Continu‐ Coolant
Tempera‐ ture Sen‐ head <= ous Tempera‐
ture Sen‐ sor @ 0.30 V ture Sensor
sor Circuit Cylinder - G62- . Re‐
Low Head fer to
Short To ⇒ “3.6.17
Ground Engine
Coolant
Tempera‐
ture Sensor
G62 ,
Checking”,
page 928 .
– Check the
Engine
Tempera‐
ture Control
Sensor -
G694- . Re‐
fer to
⇒ “3.6.19
Engine
Tempera‐
ture Control
Sensor
G694 ,
Checking”,
page 932 .
– Check the
Cylinder
Head Cool‐
ant Valve -
N489- . Re‐
fer to
⇒ “3.6.15
Cylinder
Head Cool‐
ant Valve
N489 ,
Checking”,
page 924 .

Q7 2016 ➤
tion ue
P017D Engine • ECT sensor • IAT @ throttle • 0.5 s • 2 DCY – Check the
Cylinder Coolant voltage @ >= -33° C Engine
Head Tempera‐ cylinder • Continu‐ Coolant
Tempera‐ ture Sen‐ head > 4.70 • Time after en‐ ous Tempera‐
ture Sen‐ sor @ V gine start > 60.0 ture Sensor
sor Circuit Cylinder s - G62- . Re‐
High Head fer to
Short To ⇒ “3.6.17
Battery / Engine
Open Cir‐ Coolant
cuit Tempera‐
ture Sensor
G62 ,
Checking”,
page 928 .
– Check the
Engine
Tempera‐
ture Control
Sensor -
G694- . Re‐
fer to
⇒ “3.6.19
Engine
Tempera‐
ture Control
Sensor
G694 ,
Checking”,
page 932 .
– Check the
Cylinder
Head Cool‐
ant Valve -
N489- . Re‐
fer to
⇒ “3.6.15
Cylinder
Head Cool‐
ant Valve
N489 ,
Checking”,
page 924 .

Q7 2016 ➤
tion ue
P0190 Fuel Sys‐ • High fuel • 2.0 s • 2 DCY – Check the
Fuel Pres‐ tem Pres‐ pressure pressure in
sure Reg‐ sure Sen‐ sensor volt‐ • Continu‐ the fuel sys‐
ulator 1 sor, High age > 4.80 ous tem for out
Control Pressure V of spec con‐
Circuit/ Side ditions be‐
Open Short To fore diag‐
Battery / nosing the
Open Cir‐ pressure
cuit sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Fuel Pres‐
sure Sensor
- G247- .
Refer to
⇒ “3.6.27
Fuel Pres‐
sure Sensor
G247 ,
Checking”,
page 948 .
P0191 Fuel Rail, • Fuel pres‐ • Engine running • 2.5 s • 2 DCY – Check the
Fuel Rail High sure > pressure in
Pressure Pressure 27,900.09 • Engine speed < • Continu‐ the fuel sys‐
Sensor Side Out kPa 3,264 RPM ous tem for out
Circuit Of Range • Time after en‐ of spec con‐
Range/ High gine start > 10.0 ditions be‐
Perform‐ s fore diag‐
ance Bank nosing the
1 pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Fuel Pres‐
sure Sensor
- G247- .
Refer to
⇒ “3.6.27
Fuel Pres‐
sure Sensor
G247 ,
Checking”,
page 948 .

Q7 2016 ➤
tion ue
Fuel Rail tem Pres‐ pressure pressure in
Pressure sure Sen‐ sensor volt‐ • Continu‐ the fuel sys‐
Sensor sor, High age < 0.20 ous tem for out
Circuit Pressure V of spec con‐
Low Bank Side ditions be‐
1 Short To fore diag‐
Ground nosing the
pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Fuel Pres‐
sure Sensor
- G247- .
Refer to
⇒ “3.6.27
Fuel Pres‐
sure Sensor
G247 ,
Checking”,
page 948 .
P0201 Injection • Fault pat‐ • Engine stop not • 8,640.0° • 2 DCY – Check the
Cylinder 1 Valves tern for active CRK Cylinder 1
Injector Open Cir‐ open circuit Fuel Injec‐
"A" Circuit cuit via power • ECT @ cylinder • Continu‐ tor - N30- .
stage diag‐ block >= -48° C ous Refer to
nosis detec‐ • Engine speed < ⇒ “3.6.24
ted 7,000 RPM Fuel Injec‐
tors, Check‐
• Injector low • Injection time >= ing”,
side voltage 0.0 s page 942 .
< 2.0 V
Injection • Fault pat‐

Valves tern for
Short Cir‐ short circuit
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Injection • Indetermi‐ • Engine running
Valves nate fault
Electrical pattern via
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent > 25.0
A
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or

Q7 2016 ➤
tion ue
• Injector • ECT @ cylinder
load resist‐ block >= -48° C
ance to
ground and • Engine speed <
battery > 7,000 RPM
20.0 Ω • Injection time >=
• Injector low 0.0 s
side switch
current >
25.0 A
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ω
• Injector
high side
switch cur‐
rent > 25.0
A
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent > 25.0
A
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or

Q7 2016 ➤
tion ue
ance to
battery > 7,000 RPM
side switch
current >
25.0 A
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ω
• Injector
high side
switch cur‐
rent > 25.0
A
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent > 25.0
A
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or

Q7 2016 ➤
tion ue
ance to
battery > 7,000 RPM
side switch
current >
25.0 A
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ω
• Injector
high side
switch cur‐
rent > 25.0
A
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent > 25.0
A
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or

Q7 2016 ➤
tion ue
ance to
battery > 7,000 RPM
side switch
current >
25.0 A
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ω
• Injector
high side
switch cur‐
rent > 25.0
A
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent > 25.0
A
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or

Q7 2016 ➤
tion ue
ance to
battery > 7,000 RPM
side switch
current >
25.0 A
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ω
• Injector
high side
switch cur‐
rent > 25.0
A
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent > 25.0
A
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current >
25.0 A
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current
(hardware
values) >
9.0 – 14.0 A
• Or

Q7 2016 ➤
tion ue
ance to
battery > 7,000 RPM
side switch
current >
25.0 A
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ω
• Injector
high side
switch cur‐
rent > 25.0
A

sition Sen‐ Rationali‐ measured tection of throttle ous trol Module
sor/Switch ty Check and mod‐ exchange or - GX3- . Re‐
"B" Circuit eled value checksum error) fer to
GX3 ,
• Or Checking”,
mass air
flow integral
from TPS 2
> 60.00 [-]

sition Sen‐ Short To age < 0.17 ous trol Module
sor/Switch Ground V - GX3- . Re‐
"B" Circuit fer to
Low ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .

Q7 2016 ➤
tion ue
sition Sen‐ Short To age > 4.85 ous trol Module
sor/Switch Battery V - GX3- . Re‐
"B" Circuit Plus fer to
High ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .
P0230 CAN: • Fuel pump • Engine on • 2.0 s • 2 DCY – Check the
Fuel Pump Fuel sensor: Fuel Deliv‐
Primary Pump short to • Continu‐ ery Unit -
Circuit CAN ground fail‐ ous GX1- . Re‐
Malfunc‐ Commu‐ ure feed‐ fer to
tion nication back >= 2.0 ⇒ “3.6.23
With Fuel [-] Fuel Deliv‐
Pump ery Unit
• Fuel pump • 2.2 s GX1 ,
sensor: Checking”,
open circuit • Continu‐ page 940 .
failure feed‐ ous
back >= 2.0
[-]

Q7 2016 ➤
tion ue
P0235 Super‐ • Diff. set • Engine running • 1.0 s • 2 DCY – Check the
Turbo‐ charger point ratio of Charge Air
charger/ (SC) supercharg‐ • Time after en‐ • Continu‐ Pressure
Super‐ Boost er boost gine start > 10.0 ous Sensor -
charger Pressure pressure s G31- / In‐
Boost Control and MAP • Barometric take Mani‐
Sensor "A" Rationali‐ upstream pressure 63.0 – fold Tem‐
Circuit ty Check supercharg‐ 105.0 kPa perature
High er vs. meas‐ Sensor -
ured ratio of • Engine speed 0 G72- . Refer
supercharg‐ – 8,160 RPM to
er boost ⇒ “3.6.10
pressure • IAT @ manifold Charge Air
and MAP > 5° C Pressure
upstream Sensor
• ECT @ cylinder
supercharg‐ G31 / Intake
block > -48° C
er > 0.25 – Manifold
0.35 [-] • Diff. engine Tempera‐
speed vs. fil‐ ture Sensor
• For time >= G72 ,
tered engine
1.5 s Checking”,
speed for engine
speed dynamic page 914 .
detection < 96
RPM – Check the
charge air
• Diff. air mass set system for
point vs. filtered proper seal.
air mass set Refer to En‐
point for load dy‐ gine Me‐
namic detection chanical,
< 15.01 mg/rev Fuel Injec‐
tion and Ig‐
• Fuel cut off not nition,
active Charge Air
• Pressure gradi‐ System.
ent @ pressure
sensor up‐
stream super‐
charger
-8,291.80 –
8,291.50 kPa/s
• Gradient super‐
charger boost
pressure
-1,500.0 –
1,500.0 kPa/s
• Engine speed
limitation not ac‐
tive
• Fast throttle
adaptation fin‐
ished
• Engine speed >
1,504 RPM
• SCB power
stage enabled

Q7 2016 ➤
tion ue
• Set point ratio of
supercharger
boost pressure
and MAP up‐
stream super‐
charger >= 1.25;
< 2.50 [-]
• Measured IAT
@ manifold <=
75° C
• Measured IAT
@ manifold 2 <=
75° C

Q7 2016 ➤
tion ue
P0236 Manifold • Diff. pres‐ • Engine @ driv‐ • 3.0 s • 2 DCY – Check the
Turbo‐ Pressure sure down‐ ing cycle not Charge Air
charger/ Sensor stream started the first • Continu‐ Pressure
Super‐ Engine throttle vs. time ous Sensor -
charger Off: manifold G31- / In‐
Boost Cross pressure >= • Vehicle speed < take Mani‐
Sensor "A" Check 7.0 kPa 1 mph fold Tem‐
Circuit perature
Range/ • Diff. mani‐ Sensor -
Perform‐ fold pres‐ G72- . Refer
ance sure vs. to
manifold ⇒ “3.6.10
pressure 2 Charge Air
>= 7.0 kPa Pressure
• Or Sensor
G31 / Intake
• Diff. pres‐ Manifold
sure down‐ Tempera‐
stream ture Sensor
throttle vs. G72 ,
manifold Checking”,
pressure >= page 914 .
7.0 kPa
– Check the
• Diff. baro‐ charge air
metric pres‐ system for
sure vs. proper seal.
manifold Refer to En‐
pressure >= gine Me‐
7.0 kPa chanical,
Fuel Injec‐
• Or tion and Ig‐
• Diff. baro‐ nition,
metric pres‐ Charge Air
sure vs. System.
manifold
pressure >=
7.0 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(MAP 2 and
BARO) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(MAP2 and
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP2 and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) vs.
deviation
MAP 2 to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Manifold • Case 1: • Modeled pres‐
Pressure sure quotient
Sensor • Diff. mani‐ (downstream /
Idle fold pres‐ upstream throt‐
Speed: sure vs.
Cross manifold
Check pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐ tle) 0.30 – 0.45
tion pres‐ [-]
sure MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Manifold • Diff. pres‐ • Engine stopped
Pressure sure down‐
Sensor stream
ECM throttle vs.
Keep manifold
Alive pressure >=
Time: 7.0 kPa
Cross
Check • Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.0 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.0 kPa

Q7 2016 ➤
tion ue
tion MAP to 1 mph
mean value
(MAP 2 and • ECM keep alive
BARO) vs. time > 10.0 s
deviation • Time after en‐
pressure gine stop >= 4.0
down‐ s
stream
throttle to • Barometric
(MAP2 and 110.0 kPa
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Diff. devia‐
tion MAP to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) vs.
deviation
MAP 2 to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Manifold • Case 1: • Engine running
Pressure
Sensor • Diff. pres‐
Engine sure down‐
Running stream
Non throttle vs.
Charged manifold
Engine: pressure >=
Cross 12.0 – 27.0
Check kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
< 12.0 –
27.0 kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
12.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
tion MAP to sure quotient
mean value (downstream /
(pressure upstream throt‐
down‐ tle) > 0.45; <=
stream 0.80 [-]
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
Manifold • Diff. mani‐ • Engine running

Pressure fold pres‐
Sensor sure vs. • Modeled pres‐
Engine manifold sure quotient
Running pressure 2 (downstream /
Charged > 12.50 kPa upstream throt‐
Engine: tle) > 0.45 [-]
Cross • Filtered
lambda • Ratio set point
Check pressure down‐
controller
included stream throttle
correction and set point
and adap‐ manifold pres‐
tion < -15.0; sure 0.40 – 0.83
> 15.0 % [-]

Q7 2016 ➤
tion ue
Manifold • Case 1: • Fuel cut off ac‐
Pressure tive
Sensor • Diff. mani‐
Fuel Cut fold pres‐ • Modeled pres‐
Off: sure vs. sure quotient
Cross manifold (downstream /
Check pressure 2 upstream throt‐
>= 8.0 – tle) 0.25 – 0.30
27.0 kPa [-]
• Diff. pres‐ • For time >= 5.0 s
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
P0237 Manifold • Manifold • 0.5 s • 2 DCY – Check the
Turbo‐ Pressure pressure Charge Air
charger/ Sensor signal fail‐ • Continu‐ Pressure
Super‐ Internal ure ous Sensor -
charger Fault G31- / In‐
Boost take Mani‐
Sensor "A" fold Tem‐
Circuit perature
Low Sensor -
G72- . Refer
to
⇒ “3.6.10
Charge Air
Pressure
Sensor
G31 / Intake
Manifold
Tempera‐
ture Sensor
G72 ,
Checking”,
page 914 .
– Check the
charge air
system for
proper seal.
Refer to En‐
gine Me‐
chanical,
Fuel Injec‐
tion and Ig‐
nition,
Charge Air
System.

Q7 2016 ➤
tion ue
charger/ Sensor signal fail‐ • Continu‐ Pressure
Super‐ Internal ure ous Sensor -
Boost • Or take Mani‐
Sensor "A" • Checksum fold Tem‐
Circuit signal fail‐ perature
High ure Sensor -
G72- . Refer
• Or to
⇒ “3.6.10
• Communi‐ Charge Air
cation sig‐ Pressure
nal failed Sensor
G31 / Intake
Manifold
Tempera‐
ture Sensor
G72 ,
Checking”,
page 914 .
– Check the
charge air
system for
proper seal.
Refer to En‐
gine Me‐
chanical,
Fuel Injec‐
tion and Ig‐
nition,
Charge Air
System.

Q7 2016 ➤
tion ue
charger/ Sensor 2 stream started the first • Continu‐ Pressure
Super‐ Engine throttle vs. time ous Sensor 2 -
Boost Cross pressure 2 • Vehicle speed < take Mani‐
Sensor "B" Check >= 7.0 kPa 1 mph fold Tem‐
Circuit perature
Range/ • Diff. mani‐ Sensor 2 -
Perform‐ fold pres‐ G430- . Re‐
ance sure vs. fer to
manifold ⇒ “3.6.11
pressure 2 Intake
>= 7.0 kPa Manifold
• Or Tempera‐
ture Sensor
• Diff. pres‐ 2 G430 /
sure down‐ Charge Air
stream Pressure
throttle vs. Sensor 2
manifold G447 ,
pressure 2 Checking”,
>= 7.0 kPa page 916 .
• Diff. baro‐ – Check the
metric pres‐ charge air
sure vs. system for
manifold proper seal.
pressure 2 Refer to En‐
>= 7.0 kPa gine Me‐
chanical,
• Or Fuel Injec‐
• Diff. baro‐ tion and Ig‐
metric pres‐ nition,
sure vs. Charge Air
manifold System.
pressure 2
>= 7.0 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (MAP
and BARO)
vs. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP and
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Diff. devia‐
tion MAP 2
to mean val‐
ue (MAP
and pres‐
sure down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (BARO
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Sensor 2 • Diff. mani‐ (downstream /
Speed: sure vs.
Cross manifold
Check pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure <
8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐ tle) 0.30 – 0.45
tion MAP 2 [-]
to mean val‐
ue (pres‐
sure down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP 2
to mean val‐
ue (pres‐
sure down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Sensor 2 stream
ECM throttle vs.
Keep manifold
Alive pressure 2
Time: >= 7.0 kPa
Cross
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
tion MAP 2 1 mph
to mean val‐
ue (MAP • ECM keep alive
and BARO) time > 10.0 s
vs. devia‐ • Time after en‐
tion pres‐ gine stop >= 4.0
sure down‐ s
stream
(MAP and 110.0 kPa
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Diff. devia‐
tion MAP 2
to mean val‐
ue (MAP
and pres‐
sure down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (BARO
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Pressure
Sensor 2 • Diff. pres‐
Engine sure down‐
Running stream
Non throttle vs.
Charged manifold
Engine: pressure 2
Cross >= 12.0 –
Check 27.0 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure <
12.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
12.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
tion MAP 2 sure quotient
to mean val‐ (downstream /
ue (pres‐ upstream throt‐
sure down‐ tle) > 0.45; <=
stream 0.80 [-]
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Sensor 2 sure vs. • Modeled pres‐
Engine: tle) > 0.45 [-]
Cross • Filtered
controller
tion < -15.0; sure 0.40 – 0.83
> 15.0 % [-]

Q7 2016 ➤
tion ue
Pressure tive
Sensor 2 • Diff. mani‐
>= 8.0 – tle) 0.25 – 0.30
27.0 kPa [-]
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure <
8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (pres‐
sure down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
charger/ Sensor 2 signal fail‐ • Continu‐ Pressure
Super‐ Internal ure ous Sensor 2 -
Boost take Mani‐
Sensor "B" fold Tem‐
Circuit perature
Low Sensor 2 -
G430- . Re‐
fer to
⇒ “3.6.11
Intake
Manifold
Tempera‐
ture Sensor
2 G430 /
Charge Air
Pressure
Sensor 2
G447 ,
Checking”,
page 916 .
– Check the
charge air
system for
proper seal.
Refer to En‐
gine Me‐
chanical,
Fuel Injec‐
tion and Ig‐
nition,
Charge Air
System.

Q7 2016 ➤
tion ue
charger/ Sensor 2 signal fail‐ • Continu‐ Pressure
Super‐ Internal ure ous Sensor 2 -
Boost • Or take Mani‐
Sensor "B" • Checksum fold Tem‐
Circuit signal fail‐ perature
High ure Sensor 2 -
G430- . Re‐
• Or fer to
⇒ “3.6.11
• Communi‐ Intake
cation sig‐ Manifold
nal failed Tempera‐
ture Sensor
2 G430 /
Charge Air
Pressure
Sensor 2
G447 ,
Checking”,
page 916 .
– Check the
charge air
system for
proper seal.
Refer to En‐
gine Me‐
chanical,
Fuel Injec‐
tion and Ig‐
nition,
Charge Air
System.
P025A Fuel • Signal volt‐ • Commanded • 0.5 s • 2 DCY – Check the
Fuel Pump Pump age, lower PWM 9.80 – Fuel Deliv‐
Module Open Cir‐ range > 90.20 % • Continu‐ ery Unit -
"A" Control cuit 1.92 – 2.21 ous GX1- . Re‐
Circuit/ V • Fuel pump com‐ fer to
Open manded off ⇒ “3.6.23
• And Fuel Deliv‐
• Signal volt‐ ery Unit
age, upper GX1 ,
range Checking”,
(hardware page 940 .
values) <
2.84 – 3.25
V

Q7 2016 ➤
tion ue
P025B Fuel Sys‐ • Case 1: • Engine speed > • 5.0 s • 2 DCY – Check the
Fuel Pump tem Con‐ 512; <= 4,512 Fuel Deliv‐
Module trol, Low • Actual and RPM • Continu‐ ery Unit -
Control Pressure adapted I- ous GX1- . Re‐
Circuit Side Ra‐ part of elec‐ • Electric fuel fer to
Range/ tionality tric fuel pump active ⇒ “3.6.23
Perform‐ Check pump con‐ Fuel Deliv‐
troller • Time after en‐
ance gine start > 12.0 ery Unit
(PWM sig‐ GX1 ,
nal) > 28.0 s
Checking”,
% • ECT @ cylinder page 940 .
• Or block 70 – 106°
C
• Actual and
adapted I- • Fuel mass set
part of elec‐ point for low
tric fuel pressure-part
pump con‐ 6.0 – 65.0 mg/
troller rev
(PWM sig‐ • Fuel pressure
nal) < -23.0 pump not at
% max. limit
• Case 2:
• Adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) > n.a.
%
• Or
• Adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) < n.a.
%
• Adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) > 50.0
%
• Or
• Adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) < -50.0
%

Q7 2016 ➤
tion ue
Fuel Sys‐ • Diff. fuel • Engine speed >
tem Con‐ pressure 512; <= 4,512
trol, Low set point vs. RPM
Pressure actual fuel
Side pressure > • Electric fuel
Function‐ 170.08 kPa pump active
al Check
• Electric fuel • Time after en‐
pump gine start > 12.0
(PWM sig‐ s
nal) > 0.0 % • ECT @ cylinder
• For time >= block 70 – 106°
12.0 s C
• Or • Fuel mass set

point 6.0 – 65.0
• Diff. fuel mg/rev
pressure
set point vs. • Fuel pressure
actual fuel pump not at
pressure < max. limit
-170.08 kPa
• Electric fuel
pump
(PWM sig‐
nal) < 100.0
%
• For time >=
10.0 s
P025C Fuel • Signal volt‐ • Commanded • 3.0 s • 2 DCY – Check the

Fuel Pump Pump age (hard‐ PWM 9.80 – Fuel Deliv‐
Module Short To ware val‐ 90.20 % • Continu‐ ery Unit -
"A" Control Ground ues) < 1.92 ous GX1- . Re‐
Circuit – 2.21 V • Fuel pump com‐ fer to
Low manded off ⇒ “3.6.23
Fuel Deliv‐
ery Unit
GX1 ,
Checking”,
page 940 .
P025D Fuel • Power • Commanded • 0.5 s • 2 DCY – Check the
Fuel Pump Pump stage tem‐ PWM 9.80 – Fuel Deliv‐
Module Short To perature > 90.20 % • Continu‐ ery Unit -
"A" Control Battery 160.0 – ous GX1- . Re‐
Circuit Plus 200.0° C • Fuel pump com‐ fer to
High manded on ⇒ “3.6.23
• Or Fuel Deliv‐
• Signal cur‐ ery Unit
rent (hard‐ GX1 ,
ware val‐ Checking”,
ues) > 1.0 – page 940 .
2.0 A

Q7 2016 ➤
tion ue
Injector Short To short to Fuel Injec‐
"A" Circuit Ground ground via • ECT @ cylinder • Continu‐ tor - N30- .
Low power block >= -48° C ous Refer to
stage diag‐ • Engine speed < ⇒ “3.6.24
nosis detec‐ 7,000 RPM Fuel Injec‐
ted tors, Check‐
• Injection time >= ing”,
• Injector 0.0 s page 942 .
voltage <
2.0 V
Injection • Injector • Engine running • 720°

Valves driver volt‐ CRK
Short To age < 2.0 V • ECT @ cylinder
Ground block >= -48° C • Continu‐
(High • And ous
• Engine speed <
Side) • Injector 7,000 RPM
driver high
side switch • Injection time >=
current 0 ms
(hardware
values) >
25.0 A
Injection • Injector
Valves driver volt‐
Short To age < 2.0 V
Ground
(Low • And
Side) • Injector
driver high
side switch
current <
25.0 A
• And
• injector
driver low
side switch
current
(hardware
values) <
25.0 A
Injector Short To short to bat‐ Fuel Injec‐
"A" Circuit Battery tery plus via • ECT @ cylinder • Continu‐ tor - N30- .
High Plus power block >= -48° C ous Refer to
ted tors, Check‐
voltage >
2.0 V

Q7 2016 ➤
tion ue
Short To age > 2.0 V • ECT @ cylinder
Battery block >= -48° C • Continu‐
Plus • And ous
• Engine speed <
(High • Injector 7,000 RPM
Side) driver high
current 0 ms
(hardware
values) >
25.0 A
Short To age > 2.0 V
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values) >
25.0 A
ted tors, Check‐
voltage <
2.0 V

(High • And ous
• Engine speed <
driver high
current 0.0 ms
(hardware
values) >
25.0 A

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • injector
driver high
side switch
current <
25.0 A
• And
• injector
driver low
side switch
current
(hardware
values) <
25.0 A
ted tors, Check‐
voltage >
2.0 V

Plus • And ous
• Engine speed <
Side) driver high
current 0.0 ms
(hardware
values) >
25.0 A
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values) >
25.0 A

Q7 2016 ➤
tion ue
ted tors, Check‐
voltage <
2.0 V

(High • And ous
• Engine speed <
driver high
current 0.0 ms
(hardware
values) >
25.0 A
Ground
(Low • And
Side) • injector
driver high
side switch
current <
25.0 A
• And
• injector
driver low
side switch
current
(hardware
values) <
25.0 A
ted tors, Check‐
voltage >
2.0 V

Q7 2016 ➤
tion ue
Plus • And ous
• Engine speed <
Side) driver high
current 0.0 ms
(hardware
values) >
25.0 A
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values) >
25.0 A
ted tors, Check‐
voltage <
2.0 V

(High • And ous
• Engine speed <
driver high
current 0.0 ms
(hardware
values) >
25.0 A

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • injector
driver high
side switch
current <
25.0 A
• And
• injector
driver low
side switch
current
(hardware
values) <
25.0 A
ted tors, Check‐
voltage >
2.0 V

Plus • And ous
• Engine speed <
Side) driver high
current 0.0 ms
(hardware
values) >
25.0 A
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values) >
25.0 A

Q7 2016 ➤
tion ue
ted tors, Check‐
voltage <
2.0 V

(High • And ous
• Engine speed <
driver high
current 0.0 ms
(hardware
values) >
25.0 A
Ground
(Low • And
Side) • injector
driver high
side switch
current <
25.0 A
• And
• injector
driver low
side switch
current
(hardware
values) <
25.0 A
ted tors, Check‐
voltage >
2.0 V

Q7 2016 ➤
tion ue
Plus • And ous
• Engine speed <
Side) driver high
current 0.0 ms
(hardware
values) >
25.0 A
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values) >
25.0 A
ted tors, Check‐
voltage <
2.0 V

(High • And ous
• Engine speed <
driver high
current 0.0 ms
(hardware
values) >
25.0 A

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • injector
driver high
side switch
current <
25.0 A
• And
• injector
driver low
side switch
current
(hardware
values) <
25.0 A
ted tors, Check‐
voltage >
2.0 V

Plus • And ous
• Engine speed <
Side) driver high
current 0.0 ms
(hardware
values) >
25.0 A
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values) >
25.0 A

Q7 2016 ➤
tion ue
P0300 Misfire • Number of • Emission • 1,000 • 2 DCY – Check the
Random/ Crank‐ cylinders threshold misfire revolu‐ Cylinder 1
Multiple shaft with emis‐ detected tions Fuel Injec‐
Cylinder Speed sion thresh‐ tor - N30- .
Misfire De‐ Fluctua‐ old misfire • Continu‐ Refer to
tected tion (Mul‐ within 4,000 ous ⇒ “3.6.24
tiple) revolutions Fuel Injec‐
>= 2.00 [-] tors, Check‐
ing”,
• Or page 942 .
• Number of
cylinders – Check the
with emis‐ Ignition Coil
sion thresh‐ with Power
old misfire Output
within 1,000 Stage -
revolutions N70- . Refer
>= 2.00 [-] to
⇒ “3.6.29
Ignition
• Number of • Catalyst damag‐ • 200 rev‐ • Immedi‐ Coils With
cylinders ing misfire de‐ olutions ately Power Out‐
with cata‐ tected put Stage ,
lyst damag‐ • Continu‐
ous Checking”,
ing misfire page 952 .
>= 2.0 [-]
– Check the
Engine
Component
Power Sup‐
ply Relay -
J757- . Re‐
fer to
⇒ “3.6.16
Engine
Component
Power Sup‐
ply Relay
J757 ,
Checking”,
page 926 .
– Check the
spark plugs
visually.
– Check the
pressure in
the fuel sys‐
tem for out
of spec con‐
ditions be‐
fore diag‐
nosing the
pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .

Q7 2016 ➤
tion ue
P0301 Misfire • Catalyst • Initial engine • 200 rev‐ • Immedi‐ – Check the
Cylinder 1 Crank‐ damage speed > 550 olutions ately Cylinder 1
Misfire De‐ shaft misfire for RPM Fuel Injec‐
tected Speed A/T: • Continu‐ tor - N30- .
Fluctua‐ • Engine speed > ous Refer to
tion (Sin‐ • Catalyst 500 RPM ⇒ “3.6.24
gle Or damaging Fuel Injec‐
Multiple) misfire rate • Engine speed <
tors, Check‐
> 0.83 – 6,820 RPM
ing”,
13.89 % • Time after en‐ page 942 .
• For DC/T: gine start > n.a.
s – Check the
• Catalyst Ignition Coil
damaging • And with Power
misfire rate • Output
Depending on
> 0.83 – Stage -
transmission
13.89 % N70- . Refer
mode for M/T: to
• For CV/T: • Engine load > ⇒ “3.6.29
100.0 % Ignition
• Catalyst Coils With
damaging • For A/T: Power Out‐
misfire rate put Stage ,
> 109.23 – • Engine load > Checking”,
1,820.42 % 4.50 – 41.20 % page 952 .
• For M/T: • For CV/T:
– Check the
• Catalyst • Engine load > spark plugs
damaging 97.50 – 103.0 % visually.
misfire rate
> 109.23 – • For DC/T: – Check the
1,820.42 % • pressure in
Engine load >
97.50 – 103.0 % the fuel sys‐
tem for out
• For M/T 4WD: of spec con‐
ditions be‐
• Engine load > fore diag‐
100.0 % nosing the
pressure
• For DC/T 4WD: sensor. Re‐
• Engine load > fer to Fuel
97.50 – 103.0 % System Me‐
chanical
• And Testing in
⇒ “3.1 Pre‐
• Depending on liminary
ECT @ cylinder Check”,
block @ start page 20 .
• ECT @ cylinder
block @ engine
start <= -8° C
• Then activation
if
• ECT @ cylinder
block >= 20° C
• Or
• ECT @ cylinder
block @ engine
start > -8° C
• And

Q7 2016 ➤
tion ue
• Emission • Fuel cut off not • 1,000 • 2 DCY
threshold active revolu‐
misfire with‐ • Or tions
in 1,000 rev
• Single fuel cut • Continu‐
• For A/T: ous
off not active
• emission • Or
threshold
misfire rate • Number of fade
(MR) > 1.10 out cylinders <
[%] 3.00 [-]
• For DT/C: • And
• emission • Dynamic mani‐
threshold fold air pressure
misfire rate <= n.a. kPa
(MR) > 1.10
[%] • Dynamic throttle
position <= n.a.°
• For CV/T: TPS/s
• emission • And
threshold
misfire rate • Engine n.a.
(MR) >
2184.50 [%] • Engine speed <
n.a. RPM
• For M/T:
• Dynamic of igni‐
• emission tion angle <=
threshold n.a.° CRK
misfire rate
(MR) > • Or
2184.50 [%] • Dynamic of igni‐
tion angle <=
n.a.° CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
• Emission • 4x • 2 DCY
threshold 1,000
misfire with‐ revolu‐
in 4,000 rev tions
• For A/T: • Continu‐
ous
• emission
threshold
misfire rate
(MR) > 1.10
%
• For DC/T:
• emission
threshold
misfire rate
(MR) > 1.10
%
• For CV/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %
• For M/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %

Q7 2016 ➤
tion ue
tors, Check‐
> 0.83 – 6,820 RPM
ing”,
s – Check the
damaging • And 2 With Pow‐
misfire rate • er Output
Depending on
> 0.83 – Stage -
transmission
13.89 % N127- . Re‐
mode for M/T: fer to
100.0 % Ignition
1,820.42 % 4.50 – 41.20 % page 952 .
– Check the
misfire rate
Engine load >
97.50 – 103.0 % the fuel sys‐
tem for out
ditions be‐
100.0 % nosing the
pressure
97.50 – 103.0 % System Me‐
chanical
• And Testing in
⇒ “3.1 Pre‐
• ECT @ cylinder
block @ engine
start <= -8° C
• Then activation
if
• ECT @ cylinder
block >= 20° C
• Or
• ECT @ cylinder
block @ engine
start > -8° C
• And

Q7 2016 ➤
tion ue
in 1,000 rev
• For A/T: ous
off not active
• emission • Or
threshold
% 3.00 [-]
(MR) > 1.10
% • Dynamic throttle
position <= n.a.°
• For CV/T: TPS/s
threshold
(MR) >
2,184.50 % • Engine speed <
n.a. RPM
• For M/T:
misfire rate
(MR) > • Or
2,184.50 % • Dynamic of igni‐
tion angle <=
n.a.° CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
threshold 1,000
in 4,000 rev tions
ous
• emission
threshold
misfire rate
(MR) > 1.10
%
• For DC/T:
• emission
threshold
misfire rate
(MR) > 1.10
%
• For CV/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %
• For M/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %

Q7 2016 ➤
tion ue
tors, Check‐
> 0.83 – 6,820 RPM
ing”,
s – Check the
Depending on
> 0.83 – Stage -
transmission
13.89 % N291- . Re‐
100.0 % Ignition
1,820.42 % 4.50 – 41.20 % page 952 .
– Check the
misfire rate
Engine load >
97.50 – 103.0 % the fuel sys‐
tem for out
ditions be‐
100.0 % nosing the
pressure
97.50 – 103.0 % System Me‐
chanical
• And Testing in
⇒ “3.1 Pre‐
• ECT @ cylinder
block @ engine
start <= -8° C
• Then activation
if
• ECT @ cylinder
block >= 20° C
• Or
• ECT @ cylinder
block @ engine
start > -8° C
• And

Q7 2016 ➤
tion ue
in 1,000 rev
• For A/T: ous
off not active
• emission • Or
threshold
% 3.00 [-]
(MR) > 1.10
position <= n.a.°
• For CV/T: TPS/s
threshold
(MR) >
n.a. RPM
• For M/T:
misfire rate
(MR) > • Or
tion angle <=
n.a.° CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
threshold 1,000
in 4,000 rev tions
ous
• emission
threshold
misfire rate
(MR) > 1.10
%
• For DC/T:
• emission
threshold
misfire rate
(MR) > 1.10
%
• For CV/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %
• For M/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %

Q7 2016 ➤
tion ue
tors, Check‐
> 0.83 – 6,820 RPM
ing”,
s – Check the
Depending on
> 0.83 – Stage -
transmission
13.89 % N292- . Re‐
100.0 % Ignition
1,820.42 % 4.50 – 41.20 % page 952 .
– Check the
misfire rate
Engine load >
97.50 – 103.0 % the fuel sys‐
tem for out
ditions be‐
100.0 % nosing the
pressure
97.50 – 103.0 % System Me‐
chanical
• And Testing in
⇒ “3.1 Pre‐
• ECT @ cylinder
block @ engine
start <= -8° C
• Then activation
if
• ECT @ cylinder
block >= 20° C
• Or
• ECT @ cylinder
block @ engine
start > -8° C
• And

Q7 2016 ➤
tion ue
in 1,000 rev
• For A/T: ous
off not active
• emission • Or
threshold
% 3.00 [-]
(MR) > 1.10
position <= n.a.°
• For CV/T: TPS/s
threshold
(MR) >
n.a. RPM
• For M/T:
misfire rate
(MR) > • Or
tion angle <=
n.a.° CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
threshold 1,000
in 4,000 rev tions
ous
• emission
threshold
misfire rate
(MR) > 1.10
%
• For DC/T:
• emission
threshold
misfire rate
(MR) > 1.10
%
• For CV/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %
• For M/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %

Q7 2016 ➤
tion ue
tors, Check‐
> 0.83 – 6,820 RPM
ing”,
s – Check the
Depending on
> 0.83 – Stage -
transmission
13.89 % N323- . Re‐
100.0 % Ignition
1,820.42 % 4.50 – 41.20 % page 952 .
– Check the
misfire rate
Engine load >
97.50 – 103.0 % the fuel sys‐
tem for out
ditions be‐
100.0 % nosing the
pressure
97.50 – 103.0 % System Me‐
chanical
• And Testing in
⇒ “3.1 Pre‐
• ECT @ cylinder
block @ engine
start <= -8° C
• Then activation
if
• ECT @ cylinder
block >= 20° C
• Or
• ECT @ cylinder
block @ engine
start > -8° C
• And

Q7 2016 ➤
tion ue
in 1,000 rev
• For A/T: ous
off not active
• emission • Or
threshold
% 3.00 [-]
(MR) > 1.10
position <= n.a.°
• For CV/T: TPS/s
threshold
(MR) >
n.a. RPM
• For M/T:
misfire rate
(MR) > • Or
tion angle <=
n.a.° CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
threshold 1,000
in 4,000 rev tions
ous
• emission
threshold
misfire rate
(MR) > 1.10
[%]
• For DC/T:
• emission
threshold
misfire rate
(MR) > 1.10
[%]
• For CV/T:
• emission
threshold
misfire rate
(MR) >
2184.50 [%]
• For M/T:
• emission
threshold
misfire rate
(MR) >
2184.50 [%]

Q7 2016 ➤
tion ue
tors, Check‐
> 0.83 – 6,820 RPM
ing”,
s – Check the
Depending on
> 0.83 – Stage -
transmission
13.89 % N324- . Re‐
100.0 % Ignition
1,820.42 % 4.50 – 41.20 % page 952 .
– Check the
misfire rate
Engine load >
97.50 – 103.0 % the fuel sys‐
tem for out
ditions be‐
100.0 % nosing the
pressure
97.50 – 103.0 % System Me‐
chanical
• And Testing in
⇒ “3.1 Pre‐
• ECT @ cylinder
block @ engine
start <= -8° C
• Then activation
if
• ECT @ cylinder
block >= 20° C
• Or
• ECT @ cylinder
block @ engine
start > -8° C
• And

Q7 2016 ➤
tion ue
in 1,000 rev
• For A/T: ous
off not active
• emission • Or
threshold
% 3.00 [-]
(MR) > 1.10
position <= n.a.°
• For CV/T: TPS/s
threshold
(MR) >
n.a. RPM
• For M/T:
misfire rate
(MR) > • Or
tion angle <=
n.a.° CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
threshold 1,000
in 4,000 rev tions
ous
• emission
threshold
misfire rate
(MR) > 1.10
%
• For DC/T:
• emission
threshold
misfire rate
(MR) > 1.10
%
• For CV/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %
• For M/T:
• emission
threshold
misfire rate
(MR) >
2,184.50 %
P0326 Knock • Difference • ECT @ cylinder • 4.3 s • 2 DCY – Check the

Knock/ Sensor between block > 65° C Knock Sen‐
Combus‐ Rationali‐ knock sen‐ • Continu‐ sor 1 -
tion Vibra‐ ty Check sor signal • MAF > 354.0 ous G61- . Refer
tion Sen‐ Low and aver‐ mg/rev to
sor 1 Cir‐ age knock ⇒ “3.6.34
cuit sensor sig‐ Knock Sen‐
Range/ nal < 0.00 – sor 1 G61 ,
Perform‐ 0.14 V Checking”,
ance Bank page 962 .
1 or Single
Sensor
P0327 Knock • Sensor sig‐ • ECT @ cylinder • 4.0 s • 2 DCY – Check the
Knock/ Sensor nal < 0.12 – block > 65° C Knock Sen‐
Combus‐ Out Of 0.27 V • Continu‐ sor 1 -
tion Vibra‐ Range • MAF > 354.0 ous G61- . Refer
tion Sen‐ mg/rev to
sor 1 Cir‐ • Engine speed > ⇒ “3.6.34
cuit Low 1,760 RPM Knock Sen‐
Bank 1 or sor 1 G61 ,
Single Checking”,
Sensor page 962 .

Q7 2016 ➤
tion ue
Knock/ Sensor 2 between block > 65° C Knock Sen‐
Combus‐ Rationali‐ knock sen‐ • Continu‐ sor 2 -
tion Vibra‐ ty Check sor signal • MAF > 354.0 ous G66- . Refer
tion Sen‐ Low and aver‐ mg/rev to
sor 2 Cir‐ age knock ⇒ “3.6.35
cuit sensor sig‐ Knock Sen‐
Range/ nal < 0.00 – sor 2 G66 ,
Perform‐ 0.14 V Checking”,
ance Bank page 964 .
2
Knock/ Sensor 2 nal < 0.12 – block > 65° C Knock Sen‐
Combus‐ Out Of 0.27 V • Continu‐ sor 2 -
tion Vibra‐ Range • MAF > 354.0 ous G66- . Refer
tion Sen‐ mg/rev to
sor 2 Cir‐ • Engine speed > ⇒ “3.6.35
cuit Low 1,760 RPM Knock Sen‐
Bank 2 sor 2 G66 ,
Checking”,
page 964 .
P0335 Crank‐ • Counted • Signal edges @ • 0.01 s • 2 DCY – Check the
Crank‐ shaft Po‐ exhaust selected cam‐ Engine
shaft Posi‐ sition camshaft shaft signal de‐ • Continu‐ Speed Sen‐
tion Sen‐ Sensor signals tected ous sor - G28- .
sor "A" Cir‐ Activity without syn‐ Refer to
cuit Check chroniza‐ • Choice of: ⇒ “3.6.18
tion >= 17.0 • Ignition off en‐ Engine
[-] gine speed > Speed Sen‐
192 RPM sor G28 ,
• Or Checking”,
• Counted in‐ • Engine stalling page 930 .
take cam‐ >= 1.0 s
shaft sig‐ • Or
nals without
synchroni‐ • Synchronization
zation >= test incorrect
17.0 [-]
• Or
• Engine speed
>= 192 RPM
• Or
• Engine running
engine stalling
>= 5.0 s
• Or
tion not detected
• Or
• Engine speed
>= 400 RPM
• Engine stop ac‐
tive

Q7 2016 ➤
tion ue
Crank‐ • Pulse width • Engine speed > • 1,800.0°
shaft Po‐ backwards 0.0; < = 3,000 CRK
sition < 62; > 150 RPM
Sensor μs • Continu‐
Out Of ous
Range • For number
of pulse
widths out‐
side toler‐
ance > 1.0
[-]
• Or
• Pulse width
forwards <
15; > 62 μs
• For number
of pulse
widths out‐
side toler‐
ance > 1.0
[-]

Q7 2016 ➤
tion ue
P0336 Engine • Segment • Fuel cut off ac‐ • 120.0° • 2 DCY – Check the
Crank‐ Speed adaptation tive CRK Engine
shaft Posi‐ Sensor >= 0.70 % Speed Sen‐
tion Sen‐ Out Of • Delay time >= • Continu‐ sor - G28- .
sor "A" Cir‐ Range 1,440.0° CRK ous Refer to
cuit • And ⇒ “3.6.18
Range/ Engine
Perform‐ • Diff. actual air Speed Sen‐
ance mass vs. previ‐ sor G28 ,
ous air mass <= Checking”,
20.01 – 39.99 page 930 .
mg/rev
• Engine load <=
20.0 %
• Dynamic throttle
position <=
269.50 –
398.40° TPS/s
• Rough road not
detected
• Diff. between
adapted value of
cylinder 1 and
cylinder 6 < 0.50
%
• Diff. Between
adapted value of
cylinder 4 and
cylinder 2 < 0.50
%
• Diff. between
adapted value of
cylinder 3 and
cylinder 5 < 0.50
%
• Engine speed
2,016 – 5,024
RPM
Crank‐ • Case 1: • Engine speed • 45,720.0°

shaft Po‐ >= 400 RPM CRK
sition • Engine
Sensor speed > • Continu‐
Rationali‐ 3,000 RPM ous
ty Check • Time be‐
tween fall‐
ing signal
edges < 50
– 832 μs
• Case 2:
• Engine
speed <=
3,000 RPM
• Time be‐
tween sig‐
nal edges <
30 μs

Q7 2016 ➤
tion ue
• Counted • Crankshaft syn‐ • 2.0 (con‐
teeth vs. chronization via secutive
reference gap detection start/
>= 1 – <= 2 finished stop cy‐
[-] cle) [-]
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 [s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 [s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
• Crankshaft • General condi‐ • 2,160.0°
reference tions: CRK
gap not de‐
tected • Reference gap • Continu‐
of reluctor wheel ous
detected
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
• Counted • General condi‐ • 1,800.0°
teeth vs. tions: CRK
reference
>= 1 – <= 2 • Engine speed > • Continu‐
[-] 320 RPM ous
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
P0339 Crank‐ • Crankshaft • General condi‐ • 3.0 (con‐ • 2 DCY – Check the
Crank‐ shaft Po‐ reference tions: secutive Engine
shaft Posi‐ sition gap not de‐ start/ Speed Sen‐
tion Sen‐ Sensor tected • Reference gap stop cy‐ sor - G28- .
sor "A" Cir‐ Rationali‐ of reluctor wheel cle) [-] Refer to
cuit Inter‐ ty Check not detected ⇒ “3.6.18
mittent • And Engine
Speed Sen‐
• Case 1: sor G28 ,
Checking”,
• Ignition off page 930 .
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped
P0340 Camshaft • No change • Engine speed • 1,080.0° • 2 DCY – Check the

Camshaft Position on signal >= >= 400 RPM CRK Camshaft
Position Sensor 3 [-] Position
Sensor "A" Intake • Continu‐ Sensor -
Circuit Signal ous G40- . Refer
Bank 1 or Activity to
Single Check ⇒ “3.6.4
Sensor Camshaft
Position
Sensor
G40 ,
Checking”,
page 901 .

Q7 2016 ➤
tion ue
P0341 Camshaft • Ratio be‐ • Engine speed • 360.0° • 2 DCY – Check the
Camshaft Position tween 400 – 8,160 CRK Camshaft
Position Sensor measured RPM Position
Sensor "A" Intake segment • Continu‐ Sensor -
Circuit Rationali‐ time ratio ous G40- . Refer
Range/ ty Check and speci‐ to
Perform‐ fied cam‐ ⇒ “3.6.4
ance Bank shaft angle Camshaft
1 or Single ratio > 2.75 Position
Sensor [-] Sensor
G40 ,
• Or Checking”,
• Ratio be‐ page 901 .
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -70.0°
CRK
Camshaft • Segment • 1,440.0°

Position time value < CRK
Sensor 50 μs
Intake • Continu‐
Signal ous
Activity
Check
Camshaft • Offset be‐ • Engine synchro‐ • 450.0°
Position / tween cam‐ nization via CRK
Crank‐ shaft and crankshaft and
shaft Po‐ crankshaft camshaft not fin‐ • Once /
sition In‐ < -70.0° ished DCY
take - CRK
Correla‐ • Or
tion Out • Or
• Engine synchro‐
Of Range • Offset be‐ nization via
tween cam‐ crankshaft and
shaft and camshaft lost
crankshaft
> 19.0° • And
CRK • Failure by ex‐
haust camshaft
sensor detected

Q7 2016 ➤
tion ue
Sensor "A" Intake 2 segment • Continu‐ Sensor 2 -
Circuit Rationali‐ time ratio ous G163- . Re‐
Range/ ty Check and speci‐ fer to
2 ratio > 2.75 Position
[-] Sensor 2
G163 ,
• Or Checking”,
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -70.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 19.0°
CRK

Sensor 50 μs
Intake 2 • Continu‐
Signal • No change • Engine speed ous
Activity on signal >= >= 400 RPM
Check 3 [-]

Position tween cam‐ nization not vali‐ CRK
2 / Crank‐ shaft and dated
shaft Po‐ crankshaft • Once /
sition In‐ < -70.0° • Failure by ex‐ DCY
take - CRK haust camshaft
Correla‐ sensor detected
tion Out • Or
Of Range • Offset be‐
tween cam‐
shaft and
crankshaft
> 19.0°
CRK

Q7 2016 ➤
tion ue
Sensor "B" Exhaust • Continu‐ Sensor 3 -
Circuit Signal ous G300- . Re‐
Bank 1 Activity fer to
Check ⇒ “3.6.6
Camshaft
Position
Sensor 3
G300 ,
Checking”,
page 905 .
Sensor "B" Exhaust segment • Continu‐ Sensor 3 -
[-] Sensor 3
G300 ,
• Or Checking”,
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -19.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 60.0°
CRK

Sensor 50 μs
Exhaust • Continu‐
Signal ous
Activity
Check

Q7 2016 ➤
tion ue
Position/ tween cam‐ nization via CRK
sition Ex‐ < -19.0° ished DCY
haust - CRK
Correla‐ • Or
tion Out • Or
crankshaft
> 60.0°
CRK
P0391 Camshaft • Segment • Engine speed • 1,440.0° • 2 DCY – Check the

Camshaft Position time value < 400 – 8,160 CRK Camshaft
Position Sensor 50 μs RPM Position
Circuit 2 Signal ous G301- . Re‐
Range/ Activity fer to
Perform‐ Check • No change • Engine speed • 1,080.0° ⇒ “3.6.7
ance Bank on signal >= >= 400 RPM CRK Camshaft
2 3 [-] Position
• Continu‐ Sensor 4
ous G301 ,
Checking”,
page 908 .

Q7 2016 ➤
tion ue
Camshaft • Ratio be‐ • Engine speed • 360.0°
Position tween 400 – 8,160 CRK
Sensor measured RPM
Exhaust segment • Continu‐
2 Ration‐ time ratio ous
ality and speci‐
Check fied cam‐
shaft angle
ratio > 2.75
[-]
• Or
• Ratio be‐
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -19.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 60.0°
CRK

Position tween cam‐ nization via CRK
2 / Crank‐ shaft and crankshaft and
haust - CRK
Correla‐ • Or
tion Out • Or
crankshaft
> 60.0°
CRK

Q7 2016 ➤
tion ue
P0413 Secon‐ • Output volt‐ • Engine running • 1.0 s • 2 DCY – Check the
AIR Sys‐ dary Air age, lower Secondary
tem Valve range >= • Actuator com‐ • Continu‐ Air Injection
Switching Open Cir‐ 1.92 – 2.21 manded off ous Solenoid
Valve "A" cuit V Valve -
Circuit N112- . Re‐
Open • Output volt‐ fer to
age, upper ⇒ “3.6.43
range Secondary
(hardware Air Injection
values) <= Solenoid
2.85 – 3.25 Valve
V N112 ,
Checking”,
page 984 .
AIR Sys‐ dary Air age (hard‐ Secondary
tem Valve ware val‐ • Actuator com‐ • Continu‐ Air Injection
Switching Short To ues) < 1.92 manded off ous Solenoid
Valve "A" Ground – 2.21 V Valve -
Shorted Secon‐ • Actuator • Engine running fer to
dary Air tempera‐ ⇒ “3.6.43
Valve ture > 160 – • Actuator com‐ Secondary
Short To 200° C manded on Air Injection
Battery Solenoid
Plus • Or Valve
N112 ,
• Output cur‐ Checking”,
rent (hard‐ page 984 .
ware val‐
ues) > 1.0 –
2.0 A
tem Con‐ Injection range 1.92 • Actuator com‐ • Continu‐ Air Injection
trol "A" Cir‐ Pump – 2.21 V manded off ous Pump Re‐
cuit Relay lay - -
Open Cir‐ • Output volt‐ J299-- /
cuit age, upper Secondary
range Air Injection
(hardware Pump Mo‐
values) <= tor - V101- .
2.85 – 3.25 Refer to
V ⇒ “3.6.42
Secondary
Air Injection
Pump Re‐
lay J299 /
Secondary
Air Injection
Pump Mo‐
tor V101 ,
Checking”,
page 982 .

Q7 2016 ➤
tion ue
P0420 Catalyst • Catalyst ef‐ • General condi‐ • 60.0 – • 2 DCY – Check the
Catalyst System ficiency > tions: 70.0 s Oxygen
System Ef‐ NMOG / 1.65 [-] Sensor 1
ficiency NMHC • Vehicle speed • Once / Before Cat‐
Below Conver‐ >= 0 mph DCY alytic Con‐
Threshold sion Ca‐ • BARO >= 63.0 verter -
Bank 1 pability kPa GX10- . Re‐
fer to
• Catalyst over‐ ⇒ “3.6.39
heating protec‐ Oxygen
tion not active Sensor 1
Before Cat‐
• Turbine over‐ alytic Con‐
heating protec‐ verter
tion not equip‐ GX10 ,
ped Checking”,
page 972 .
• O2S rear ready
• O2S front ready – Check the
Oxygen
• ECT @ cylinder Sensor 1
block > 70° C After Cata‐
lytic Con‐
• IAT @ manifold verter -
> -48° C GX7- . Re‐
• Modeled cata‐ fer to
lyst temperature ⇒ “3.6.38
@ start of diag‐ Oxygen
nosis > 550° C Sensor 1
After Cata‐
• Modeled cata‐ lytic Con‐
lyst temperature verter GX7 ,
@ during diag‐ Checking”,
nosis 460 – 990° page 970 .
C
– Check the
• Diff. between Three Way
dynamic and Catalytic
stationary cata‐ Converter
lyst temperature (TWC). Re‐
-292 – 292° C fer to
• Integrated air ⇒ “3.6.44
mass, catalyst Three Way
temp. conditions Catalytic
fulfilled >= 25.0 – Converter
200.0 g (TWC),
Checking”,
• Modeled EGT @ page 986 .
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.0 mg/rev
• And

Q7 2016 ➤
tion ue
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And

Q7 2016 ➤
tion ue
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or

Q7 2016 ➤
tion ue
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
Catalyst System ficiency > tions: 70.0 s Oxygen
System Ef‐ NMOG / 1.65 [-] Sensor 2
ficiency NMHC • Vehicle speed • Once / Before Cat‐
Below Conver‐ >= 0 mph DCY alytic Con‐
Threshold sion Ca‐ • BARO >= 63.0 verter -
Bank 2 pability kPa GX11- . Re‐
fer to
• Catalyst over‐ ⇒ “3.6.41
heating protec‐ Oxygen
tion not active Sensor 2
Before Cat‐
• Turbine over‐ alytic Con‐
heating protec‐ verter
tion not equip‐ GX11 ,
ped Checking”,
page 978 .
• O2S rear ready
• O2S front ready – Check the
Oxygen
• ECT @ cylinder Sensor 2
block > 70° C After Cata‐
lytic Con‐
> -48° C GX8- . Re‐
• Modeled cata‐ fer to
lyst temperature ⇒ “3.6.40
@ start of diag‐ Oxygen
nosis > 550° C Sensor 2
After Cata‐
• Modeled cata‐ lytic Con‐
lyst temperature verter GX8 ,
@ during diag‐ Checking”,
nosis 460 – 990° page 976 .
C
– Check the
• Diff. between Three Way
dynamic and Catalytic
stationary cata‐ Converter
lyst temperature (TWC). Re‐
-292 – 292° C fer to
• Integrated air ⇒ “3.6.44
mass, catalyst Three Way
temp. conditions Catalytic
fulfilled >= 25.0 – Converter
200.0 g (TWC),
Checking”,
• Modeled EGT @ page 986 .
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.0 mg/rev
• And

Q7 2016 ➤
tion ue
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And

Q7 2016 ➤
tion ue
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or

Q7 2016 ➤
tion ue
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
P0441 EVAP • Ratio actual • BARO > 73.0 • 8.5 s • 2 DCY – Check the
EVAP Purge intake kPa EVAP Can‐
System In‐ Valve manifold • Once / ister Purge
correct Function‐ pressure • AAT > 4° C DCY Regulator
Purge al Check: and mod‐ • AAT @ start >= Valve 1 -
Flow Stuck eled set 5° C N80- . Refer
Close point intake to
manifold • Diff. barometric ⇒ “3.6.20
pressure < pressure vs. fil‐ EVAP Can‐
0.05 [-] tered intake ister Purge
manifold pres‐ Regulator
sure > n.a. kPa Valve 1
N80 ,
• Diff. barometric Checking”,
pressure vs. fil‐ page 934 .
tered intake
manifold pres‐ – Check the
sure > 25.0 kPa EVAP Sys‐
tem for
• Ratio MAF @ Leaks. Re‐
manifold and fer to
MAF max > 0.15 ⇒
[-] “2.2.4 EVA
• Engine speed P System,
1,150 – 2,500 Checking
RPM for Leaks”,
page 11 .
• Vehicle speed
>= 3 mph
• Diff. engine
speed vs. fil‐
tered engine
speed < 90 RPM
• Diff. ratio MAF
@ manifold and
MAF max vs. ra‐
tio filtered MAF
@ manifold and
MAF max < 0.15
[-]
• Diff. modeled
MAP vs. filtered
modeled MAP <
1.20 kPa
• Fuel cut off not
active
• Diff. engine
speed vs. fil‐
tered engine
speed < 90 RPM
• And
• Integrated air
mass since en‐
gine start >=
5,000.0 –
7,500.0 g

Q7 2016 ➤
tion ue
• Lambda control
active lambda
control value
-30.0 – 30.0 %
• O2S front 0.90 –
1.10 [-]
• Case 1:
• Integrated air
mass @ canister
purge valve per
driving cycle >=
n.a. g
• Case 2:
• Ratio MAF @
canister purge
and MAF per
cylinder >= 0.0
[-]
• Or
• Canister purge
sampling rate >=
40.0 %
• And
• Integrated air
mass @ canister
purge valve >=
7.1 g
• And
• Depending on
AAT:
• AAT >= 30° C
0.20 [-]
• Or
• AAT >= 30; <
50° C
0.20 [-]
• Or
• AAT < 30° C
0.20 [-]

Q7 2016 ➤
tion ue
P0444 EVAP • Output volt‐ • Engine start not • 2.0 s • 2 DCY – Check the
EVAP Purge age, lower active EVAP Can‐
System Valve range >= • Continu‐ ister Purge
Purge Open Cir‐ 1.92 – 2.21 • Engine running ous Regulator
Control cuit V • Evap purge Valve 1 -
Valve "A" valve opening N80- . Refer
Circuit • Output volt‐ to
age, upper signal (PWM) >
Open 3.13; <= 98.83 ⇒ “3.6.20
range EVAP Can‐
(hardware %
ister Purge
values) <= • Actuator com‐ Regulator
2.85 – 3.25 manded off Valve 1
V N80 ,
Checking”,
page 934 .
EVAP Purge age (hard‐ active EVAP Can‐
System Valve ware val‐ • Continu‐ ister Purge
Purge Short To ues) 1.92 – • Engine running ous Regulator
Control Ground 2.21 V • Evap purge Valve 1 -
Circuit signal (PWM) <= to
Shorted 98.83 % ⇒ “3.6.20
EVAP Can‐
• Actuator com‐ ister Purge
manded off Regulator
Valve 1
EVAP • Actuator • Engine start not N80 ,
Purge tempera‐ active Checking”,
Valve ture 160 – page 934 .
Short To 200° C • Engine running
Battery • Evap purge
Plus • Or
valve opening
• Output cur‐ signal (PWM) >=
rent (hard‐ 3.13 %
ware val‐
ues) > 4.0 – • Actuator com‐
7.0 A manded off

Q7 2016 ➤
tion ue
P0450 Smart • Signal volt‐ • Case 1: • 0.5 s • 2 DCY – Check the
EVAP Tempera‐ age 0.39 to EVAP Can‐
System ture Sen‐ 0.55 V • Engine running • Continu‐ ister Purge
Pressure sor Open ous Regulator
• Case 2:
Sensor/ Circuit Valve 1 -
Switch Cir‐ • Ignition off N80- . Refer
cuit to
• NVLD (EVAP ⇒ “3.6.20
system) diag‐ EVAP Can‐
nostic mode ac‐ ister Purge
tive Regulator
Valve 1
N80 ,
Checking”,
page 934 .
– Check the
Fuel Tank
Leak Detec‐
tion Control
Module -
J909- . Re‐
fer to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .
– Check the
EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .

Q7 2016 ➤
tion ue
P0451 NVLD • Natural vac‐ • Ignition off • 35.0 s • 2 DCY – Check the
EVAP Switch uum leak EVAP Can‐
System Function‐ detection • Fuel level < • Once / ister Purge
Pressure al Check: (NVLD) 85.10% DCY Regulator
Sensor/ Stuck switch posi‐ • Fuel tempera‐ Valve 1 -
Switch Cir‐ Close tion closed ture increase >= N80- . Refer
cuit 5K to
Range/ ⇒ “3.6.20
Perform‐ • For time >= 1.0 h EVAP Can‐
ance ister Purge
• AAT >= 5° C Regulator
Valve 1
• Barometric N80 ,
pressure > Checking”,
73.00 kPa page 934 .
• Time since igni‐
tion off > 20; < – Check the
1,440 min EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .

Q7 2016 ➤
tion ue
EVAP Tempera‐ age < 0.24 EVAP Can‐
System ture Sen‐ V • Engine running • Continu‐ ister Purge
Pressure sor Short ous Regulator
• Case 2:
Sensor/ To Valve 1 -
Switch Cir‐ Ground • Ignition off N80- . Refer
cuit Low to
• NVLD (EVAP ⇒ “3.6.20
tive Regulator
Valve 1
N80 ,
Checking”,
page 934 .
– Check the
Fuel Tank
Leak Detec‐
tion Control
Module -
J909- . Re‐
fer to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .
– Check the
EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .

Q7 2016 ➤
tion ue
EVAP Tempera‐ age > 3.0 V EVAP Can‐
System ture Sen‐ • Engine running • Continu‐ ister Purge
• Case 2:
Sensor/ To Bat‐ Valve 1 -
Switch Cir‐ tery Plus • Ignition off N80- . Refer
cuit High to
• NVLD (EVAP ⇒ “3.6.20
tive Regulator
Valve 1
N80 ,
Checking”,
page 934 .
– Check the
Fuel Tank
Leak Detec‐
tion Control
Module -
J909- . Re‐
fer to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .
– Check the
EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .

Q7 2016 ➤
tion ue
P0456 EVAP • Natural vac‐ • Ignition off • 0.1 s • 2 DCY – Check the
EVAP System uum leak EVAP Can‐
System Small detection • Fuel level < • Once / ister Purge
Leak De‐ Leak (NVLD) 85.10% DCY Regulator
tected Function‐ switch posi‐ • Fuel tempera‐ Valve 1 -
(Very al Check tion open ture drop >= 6 K N80- . Refer
Small to
Leak) • For time > 1.0 h ⇒ “3.6.20
EVAP Can‐
• AAT >= 5° C ister Purge
Regulator
• Altitude < 2,700 Valve 1
m N80 ,
• Barometric Checking”,
pressure > page 934 .
73.00 kPa
– Check the
• Diff. barometric EVAP Sys‐
pressure @ stop tem for
and barometric Leaks. Re‐
pressure @ start fer to
< 0.65 kPa ⇒
“2.2.4 EVA
• Time since igni‐ P System,
tion off > 90; < Checking
600 min for Leaks”,
page 11 .
P0461 Fuel Lev‐ • Diff. fuel • General: • 1.0 s • 2 DCY – Refer to ap‐
Fuel Level el Plausi‐ consump‐ propriate
Sensor "A" bility tion and fuel • Refueling or de- • Continu‐ wiring dia‐
Circuit Check level fueling not de‐ ous gram. If fuel
Range/ changes < tected level sensor
Perform‐ -25.0; > • And and circuitry
ance 12.0 l are ok, then
• Case 1: For tank replace the
full instrument
cluster. Re‐
• Fuel level > fer to appro‐
96.09 % priate repair
manual.
• Fuel consump‐
tion since last re‐
fueling or last
plausibility
check > 44.0 l
• Case 2: for tank
not full
• Fuel level <=
96.09 %
• Fuel consump‐
fueling or last
plausibility
check > 15.0 l
P0462 CAN: • Instrument • 0.5 s • 2 DCY – Refer to ap‐

Fuel Level Fuel Lev‐ cluster propriate
Sensor "A" el Sensor module sig‐ • Continu‐ wiring dia‐
Circuit 1 CAN nal: short to ous gram. If fuel
Low Commu‐ ground fail‐ level sensor
nication ure and circuitry
With In‐ are ok, then
strument replace the

Q7 2016 ➤
tion ue
Cluster • Instrument instrument
Module cluster cluster. Re‐
module sig‐ fer to appro‐
nal: signal priate repair
range manual.
check fail‐
ure

Sensor "A" el Sensor module sig‐ • Continu‐ wiring dia‐
High Commu‐ battery / level sensor
nication open circuit and circuitry
With In‐ failure are ok, then
Cluster instrument
Module cluster. Re‐
fer to appro‐
priate repair
manual.

Q7 2016 ➤
tion ue
P0491 Secon‐ • Case 1: • ECT @ cylinder • 0.2 s • 2 DCY – Check the
AIR Sys‐ dary Air block @ engine Secondary
tem Insuf‐ System • Deviation start 5 – 50° C • Once / Air Injection
ficient Flow lambda DCY Pump Re‐
Flow Bank Check controller • AAT @ engine lay - -
1 During output > start >= 5° C J299-- /
Catalyst n.a. % Secondary
Heating • Relative gine start >= Air Injection
diff. mod‐ 22.0 – 120.0 s Pump Mo‐
eled secon‐ tor - V101- .
dary mass • Fuel cut off not Refer to
air flow vs. active ⇒ “3.6.42
actual sec‐ • Secondary
O2S front ready Air Injection
ondary
mass air Pump Re‐
• MAF <=
flow > n.a. lay J299 /
2,047.97 kg/h
[-] Secondary
• Air mass (en‐ Air Injection
• For time >= gine load), lower Pump Mo‐
n.a. s range >= 0.0 – tor V101 ,
82.0 mg/rev Checking”,
• Or page 982 .
• Air mass (en‐
• Case 2: gine load), up‐ – Check the
• Ratio mod‐ per range <= combina‐
eled secon‐ 452.0 mg/rev tion valve
dary mass • for secon‐
Engine speed, dary air in‐
air flow and lower range >=
measured jection. Re‐
800 – 8,160 fer to appro‐
secondary RPM
mass air priate repair
flow < 30.0 • Engine speed, manual.
% upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.0
[-]
• Modeled pres‐
sure quotient <=
1.0 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM

Q7 2016 ➤
tion ue
• Diff. air mass vs.
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev
• Diff. lambda vs.
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0
active
• Secondary air
injection active

Q7 2016 ➤
tion ue
tem Insuf‐ System 2 • Deviation start 5 – 50° C • Once / Air Injection
ficient Flow lambda DCY Pump Re‐
Flow Bank Check controller • AAT @ engine lay - -
2 During output > start >= 5° C J299-- /
Catalyst n.a. % Secondary
Heating • Relative gine start >= Air Injection
diff. mod‐ 22.0 – 120.0 s Pump Mo‐
eled secon‐ tor - V101- .
dary mass • Fuel cut off not Refer to
air flow vs. active ⇒ “3.6.42
actual sec‐ • Secondary
O2S front ready Air Injection
ondary
mass air Pump Re‐
• MAF <=
flow > n.a. lay J299 /
2,047.97 kg/h
[-] Secondary
• For time >= gine load), lower Pump Mo‐
n.a. s range >= 0.0 – tor V101 ,
• Or page 982 .
• Air mass (en‐
• Case 2: gine load), up‐ – Check the
• Ratio mod‐ per range <= Combina‐
eled secon‐ 452.0 mg/rev tion valve
dary mass • for secon‐
Engine speed, dary air in‐
measured jection. Re‐
800 – 8,160 fer to appro‐
secondary RPM
mass air priate repair
flow < 30.0 • Engine speed, manual.
% upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.00
[-]
• Modeled pres‐
sure quotient <=
1.00 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM

Q7 2016 ➤
tion ue
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g
active
• Secondary air
injection active
P0501 Vehicle • Vehicle • Time after igni‐ • 10.1 s • 2 DCY – Check the
Vehicle Speed speed < 1 tion on > 500.0 vehicle
Speed Rationali‐ mph ms • Continu‐ speed sig‐
Sensor "A" ty Check: ous nal. Refer to
Circuit Stuck • Fuel cut off ac‐ ⇒ “3.6.47
Range/ Sensor tive Vehicle
Perform‐ Signal • For time > 12.0 s Speed Sig‐
ance nal, Check‐
ing”,
CAN: Ve‐ • Speed sen‐ • 0.5 s page 992 .
hicle sor fault val‐
Speed ue: Out of • Continu‐
Sensor range high ous
CAN failure
Commu‐
nication • Speed sen‐
With Ve‐ sor fault val‐
hicle ue: Out of
Speed range low
Sensor failure
• Speed sen‐
sor fault val‐
ue: Ration‐
ality check
high failure
• Speed sen‐
sor fault val‐
ue: Ration‐
ality check
low failure
P0502 Vehicle • Vehicle • 0.5 s • 2 DCY – Check the

Vehicle Speed speed sen‐ vehicle
Speed Sensor sor signal: • Continu‐ speed sig‐
Sensor "A" Electrical electrical ous nal. Refer to
Circuit Check error failure ⇒ “3.6.47
Low Vehicle
Speed Sig‐
nal, Check‐
ing”,
page 992 .

Q7 2016 ➤
tion ue
P0506 Idle Con‐ • Diff. actual • General condi‐ • 7.0 s • 2 DCY – Check the
Idle Con‐ troller engine tions: Throttle
trol Sys‐ Function speed vs. • Continu‐ Valve Con‐
tem RPM - Monitor‐ engine • Vehicle speed = ous trol Module
Lower ing: En‐ speed set 0 mph - GX3- . Re‐
Than Ex‐ gine point < 100 • Accelerator ped‐ fer to
pected Speed RPM al released by ⇒ “3.6.45
Deviation driver Throttle
• Integrated I- Valve Con‐
part of idle • Throttle actuator trol Module
speed con‐ commanded on GX3 ,
troller n.a. Checking”,
< 4.0 kg/h
• Engine running
gine start > 5.0 –
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
not active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
• Additional after
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
• Accelerator ped‐
al released by
driver
• Vehicle speed 0
mph
• Engine load <
100.0 % (man‐
ual transmission
only)

Q7 2016 ➤
tion ue
tem RPM - Monitor‐ engine • Vehicle speed = ous trol Module
Higher ing: En‐ speed set 0 mph - GX3- . Re‐
Than Ex‐ gine point > 200 • Accelerator ped‐ fer to
speed con‐ commanded on GX3 ,
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
not active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph

Q7 2016 ➤
tion ue
P050A Cold • Diff. actual • General condi‐ • 7.0 s • 2 DCY – Check the
Cold Start Start engine tions: Throttle
Idle Con‐ Monitor‐ speed vs. • Continu‐ Valve Con‐
trol Sys‐ ing Idle engine • Vehicle speed = ous trol Module
tem Per‐ Controller speed set 0 mph - GX3- . Re‐
formance Function point > 200 • Accelerator ped‐ fer to
Monitor‐ RPM al released by ⇒ “3.6.45
ing: En‐ driver Throttle
gine • Integrated I- Valve Con‐
Speed part of idle • Driver request trol Module
Deviation speed con‐ not active GX3 ,
• Throttle actuator page 987 .
commanded on
• Evap purge flow
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph

Q7 2016 ➤
tion ue
• Diff. actual • General condi‐
engine tions:
speed vs.
engine • Vehicle speed =
speed set 0 mph
point < -100 • Accelerator ped‐
– -150 RPM al released by
• Integrated I- driver
part of idle • Throttle actuator
speed con‐ commanded on
troller n.a.
• Evap purge flow
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph
• Engine load <
100.0 % (man‐
ual transmission
only)

Q7 2016 ➤
tion ue
P050B Ignition • Ratio be‐ • Engine idle • 0.1 s • 2 DCY – Check the
Cold Start Control tween igni‐ speed Throttle
Ignition Ignition tion angle • Once / Valve Con‐
Timing Timing efficiency • Time @ idle DCY trol Module
Perform‐ Monitor integral and speed > 5.0 s - GX3- . Re‐
ance time at idle • Ignition angle fer to
speed > set point <= 0.77 ⇒ “3.6.45
0.20 – 0.30 [-] Throttle
[-] Valve Con‐
• Modeled pres‐ trol Module
sure quotient <= GX3 ,
0.73 – 0.82 [-] Checking”,
page 987 .
• Vehicle speed
=0 mph
• And
• Diff. air mass set
point vs. filtered
air mass set
point for load dy‐
namic detection
< 1,389.0 mg/
rev
• And
• Diff. engine
speed vs. fil‐
tered engine
speed for engine
speed dynamic
detection < 200
RPM
P052A Cold • Camshaft • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
Cold Start Start position de‐ perature 15 – (FTP75: Camshaft
"A" Cam‐ Monitor‐ viation > 130° C 45.0) s Position
shaft Posi‐ ing VVT 10.0° CRK Sensor -
tion Timing Actuator • Engine speed • Once / G40- . Refer
Over-Ad‐ Intake 608 – 7,008 DCY to
vanced Rationali‐ RPM ⇒ “3.6.4
Bank 1 ty Check • Camshaft posi‐ Camshaft
tion not @ max. Position
stop position Sensor
G40 ,
active
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s

Q7 2016 ➤
tion ue
P052C Cold • Camshaft • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ Monitor‐ viation > 130° C 45.0) s Position
shaft Posi‐ ing VVT 10.0° CRK Sensor 2 -
tion Timing Actuator • Engine speed • Once / G163- . Re‐
Over-Ad‐ Intake 608 – 7,008 DCY fer to
vanced Bank 2 RPM ⇒ “3.6.5
Bank 2 Rationali‐ • Camshaft posi‐ Camshaft
ty Check tion not @ max. Position
stop position Sensor 2
G163 ,
active
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s
P053F Cold • Deviation • General: • 0.0 s • 2 DCY – Check the

Cold Start Start between set Fuel Pres‐
Fuel Pres‐ Monitor‐ point and • Engine speed > • Once / sure Sensor
sure Per‐ ing Fuel actual fuel 512 RPM DCY - G247- .
formance System pressure < • And Refer to
Bank 2 Out Of -1,499.70 ⇒ “3.6.27
Range kPa • Fuel mass set Fuel Pres‐
High point lower sure Sensor
• For time >= range > 0.0 mg/ G247 ,
5.0 s rev Checking”,
page 948 .
• And
• Fuel mass set
point upper
range < 54.41 –
290.98 mg/rev
• Or
• Diff. fuel mass
set point vs. fil‐
tered fuel mass
set point for fuel
mass set point
dynamic detec‐
tion <= 2.50 mg/
rev
• And
• Additional for
catalyst heating:
active
• ECT @ cylinder
block > -48° C

Q7 2016 ➤
tion ue
Cold • Deviation • Time after en‐
Start between set gine start > 3.0 s
Monitor‐ point and
actual fuel • Fuel mass set
ing Fuel point lower
System pressure > range >= 8.50
Out Of 1,500.20 mg/rev
Range kPa
Low
• For time >= • For time >= 3.0 s
5.0 s
"B" Cam‐ Monitor‐ viation > 130° C 45.0) s Position
Over-Ad‐ Outlet 608 – 7,008 DCY fer to
tion not @ max. Position
G300 ,
active
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s

Q7 2016 ➤
tion ue
"B" Cam‐ Monitor‐ viation > 130° C 45.0) s Position
Over-Ad‐ Outlet 608 – 7,008 DCY fer to
ty Check tion not @ max. Position
G301 ,
active
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s
P0601 ECM • Calibration • 1.0 s • 2 DCY – Replace the

Internal Check‐ checksum faulty En‐
Control sum Veri‐ incorrect • Continu‐ gine Control
Module fication ous Module .
Memory • Software Refer to ap‐
Checksum checksum propriate
Error incorrect repair man‐
ual.
– Replace the
Transmis‐
sion Control
Module -
J217- . Re‐
fer to appro‐
priate repair
manual.
P0603 ECM • Device 1: • 2.0 s • 2 DCY – Replace the
Internal Commu‐ faulty En‐
Control nication • SPI com‐ • Continu‐ gine Control
Module Check munication ous Module .
Keep Alive with ATIC Refer to ap‐
Memory failure propriate
(KAM) Er‐ repair man‐
ror • Device 2: ual.
• SPI com‐ – Replace the
munication Transmis‐
with ATIC sion Control
failure Module -
J217- . Re‐
• SPI com‐ fer to appro‐
munication priate repair
with ATIC manual.
failure

Q7 2016 ➤
tion ue
ECM: In‐ • Hardware • 0.2 s
jection vs. software
Valves version • Once /
Internal check dur‐ DCY
Hardware ing initiali‐
Check zation fail‐
ure
• Calibration
during initi‐
alization
failure
• Hardware
during initi‐
alization
failure
• Time refer‐
ence from
micro con‐
troller dur‐
ing initiali‐
zation fail‐
ure
• Communi‐ • 2,880.0°
cation be‐ CRK
tween micro
controller • Continu‐
and SDI- ous
Driver pow‐
er stage fail‐ • 360.0°
ure CRK
• Once /
DCY
• Time refer‐ • 2,880.0°

ence from CRK
micro con‐
troller dur‐ • Continu‐
ing initiali‐ ous
zation miss‐
ing
• Communi‐ • 4,320.0°
cation be‐ CRK
tween micro
and SDI- ous
Driver pow‐
er stage
failed

Q7 2016 ➤
tion ue
P0606 Baromet‐ • Engine_stand‐ • Engine stopped • 3.0 s • 2 DCY – Replace the
Control ric Pres‐ ing: faulty En‐
Module sure Sen‐ • Vehicle speed < • Continu‐ gine Control
Processor sor Cross • Diff. pressure 1 mph ous Module .
Check downstream Refer to ap‐
throttle vs. • Engine @ driv‐
propriate
barometric ing cycle not
started the first repair man‐
pressure >= ual.
7.0 kPa time
• Diff. baromet‐
ric pressure
vs. manifold
pressure >=
7.0 kPa
• Or
• Diff. pressure
downstream
throttle vs.
barometric
pressure >=
7.0 kPa
ric pressure
vs. manifold
pressure 2 >=
7.0 kPa
• Or
ric pressure
vs. manifold
pressure >=
7.0 kPa
ric pressure
vs. manifold
pressure 2 >=
7.0 kPa
• Or
• Diff. pressure
downstream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. deviation
BARO to
mean value
(MAP 2 and
MAP) vs. devi‐
ation pressure
downstream
throttle to
mean value
(MAP 2 and
MAP) > 0 kPa
• Or

Q7 2016 ➤
tion ue
ric pressure
vs. manifold
pressure >=
7.0 kPa
• Diff. deviation
BARO to
mean value
(MAP 2 and
pressure
downstream
throttle) vs.
deviation MAP
to mean value
(MAP 2 and
pressure
downstream
throttle) > 0
kPa
• Or
ric pressure
vs. manifold
pressure 2 >=
7.0 kPa
• Diff. deviation
BARO to
mean value
(MAP and
pressure
downstream
throttle) vs.
deviation MAP
2 to mean val‐
ue (MAP and
pressure
downstream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
• During • Engine stopped
ECM keep
alive-time:
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.0 kPa

Q7 2016 ➤
tion ue
tion BARO 1 mph
to mean val‐
ue (MAP 2 • ECM keep alive
and MAP) time > 10.0 s
sure down‐ s
stream
MAP) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.0 kPa
• Diff. devia‐
tion BARO
to mean val‐
ue (MAP 2
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.0 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion BARO
to mean val‐
ue (MAP
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP 2 to
mean value
(MAP and
pressure
down‐
stream
throttle) > 0
kPa
Baromet‐ • Measured • 12.5 s

ric Pres‐ barometric
sure Sen‐ pressure > • Continu‐
sor Out 110.0 kPa ous
Of Range
High
Baromet‐ • Measured
sure Sen‐ pressure <
sor Out 50.0 kPa
Of Range
Low
Knock • Knock con‐ • Engine running • 6.4 s
Control trol failure
Function‐ • Continu‐
al Check ous
ECM: • Acquisition • 10.0 s

Baromet‐ chain failure
ric Pres‐ • Continu‐
sure Sen‐ • EEPROM ous
sor Inter‐ check fail‐
nal Fault ure
• Sensor cell
failure
ECM: • Decryption • 1.0 s

EEPROM of
Check NVMCrypt • Once /
failed DCY
• Finished
NVMCrypt
integrity er‐
ror
• Communi‐
cation be‐
tween sam‐
ple software
and produc‐
tion hard‐
ware error

Q7 2016 ➤
tion ue
ECM: • Monitoring • 0.5 s
Random module
Access check failed • Continu‐
Memory ous
(RAM)
Function‐
al Check
ECM: • SPI com‐ • Time after igni‐ • 10.0 s
Commu‐ munication tion on >= 1.0 s
nication with ATIC • Continu‐
Check failed ous
• SPI com‐
munication
with ATIC
implausible
ECM: • Monitoring • Throttle actuator • 0.5 s

Electron‐ of differ‐ commanded on
ic Throttle ence be‐ • Continu‐
Control tween ac‐ ous
Module tual and set
Function point torque
Monitor‐ value en‐
ing: Tor‐ gine torque
que overflow >
45.0 – 350.0
Nm
• Monitoring • 0.01 s
of torque
difference • Continu‐
integration ous
integrated
engine tor‐
que >
655.35 Nms
ECM: • Engine • Engine speed • 0.5 s

Electron‐ speed > limitation active
ic Throttle 1,696 RPM • Continu‐
Control • Injection active ous
Module
Function
Monitor‐
ing: En‐
gine
Speed
Limitation
ECM: • Internal
Electron‐ check failed
ic Throttle
Control
Module
Function
Monitor‐
ing: A/D
Convert‐
er

Q7 2016 ➤
tion ue
Cold • Ratio of in‐ • General condi‐ • 120.0°
Start jection fault tions: CRK
Monitor‐ counter and
ing ECM: number of • Engine running • Continu‐
Dual In‐ requested • ous
Injection on all
jection injections > cylinders active
Rationali‐ 0.13 [-] MFI and DFI ac‐
ty Check tive
• Conditions for
measurement
window:
active
• Conditions at
fault decision:
finished
• Requested in‐
jections > 300.0
[-]
CAN: • RAM error • Initialization • 0.02 s

Controller memory phase active
RAM checksum • Once /
Check error • Ignition on DCY
P0638 Throttle • Battery volt‐ • Throttle adapta‐ • 0.01 s • 2 DCY – Check the
Throttle Actuator age <= 7.92 tion (@ initial Throttle
Actuator Basic V start or after de‐ • Once Valve Con‐
Control Settings tection of throttle per life‐ trol Module
Range/ Adapta‐ • Accelerator exchange or time - GX3- . Re‐
Perform‐ tion Val‐ pedal value checksum error) fer to
ance Bank ue Moni‐ > 99.90 % active ⇒ “3.6.45
1 toring Throttle
• Or Valve Con‐
trol Module
• Engine GX3 ,
speed > 64 Checking”,
RPM page 987 .
• Or
• Vehicle
speed > 2
mph
• Or
• IAT @ throt‐
tle < 6° C
• Or
• ECT @ cyl‐
inder block
< 6° C
• Or
• ECT @ cyl‐
inder block
> 105° C

Q7 2016 ➤
tion ue
Throttle • Actual TPS • Throttle adapta‐
Actuator - ref. point > tion demanded
Basic 0.197° TPS
Settings • Accelerator ped‐
Monitor‐ al value < 99.90
ing Of Po‐ %
sition • Engine speed <
64 RPM
• Vehicle speed <
2 mph
• IAT @ throttle >
6° C
• ECT @ cylinder
block 6 – 105° C
• Throttle po‐ • Throttle adapta‐

sition sen‐ tion demanded
sor 1 volt‐
age < 0.40 • Engine speed <
V 64 RPM
• Or • Accelerator ped‐
al value < 99.90
• Throttle po‐ %
sition sen‐
sor 2 volt‐ • Vehicle speed <
age > 4.60 2 mph
V • IAT @ throttle >
• Or 6° C
• Throttle po‐ • ECT @ cylinder

sition sen‐ block 6 – 105° C
sor 1 volt‐
age > 0.80
V
• Or
• Throttle po‐
sition sen‐
sor 2 volt‐
age < 4.20
V
• Actual TPS • Throttle adapta‐

1 or 2 volt‐ tion demanded
age - volt‐
age ref. • Accelerator ped‐
point > 0.07 al value < 99.90
V %
• Engine speed <
• Actual TPS 64 RPM
1 or 2 volt‐
age - volt‐ • Vehicle speed <
age ref. 2 mph
point > 0.55
6° C
• Actual TPS • ECT @ cylinder
- ref. point > block 6 – 105° C
0.197° TPS

Q7 2016 ➤
tion ue
• Actual TPS
1 or 2 volt‐
age - volt‐
age ref.
point > 0.07
V
Throttle • Actual TPS • 0.01 s

Actuator - ref. point >
Basic 0.197° TPS • Once /
Settings DCY
Adapta‐ • Actual TPS
tion Val‐ 1 or 2 volt‐
ue Moni‐ age - volt‐
toring age ref.
point > 0.07
V
P0642 ECM: 5V • Analog out‐ • 0.2 s • 2 DCY – Replace the

Sensor Supply put 1 supply faulty En‐
Reference Voltage voltage < • Continu‐ gine Control
Voltage Out Of 4.62 V ous Module .
"A" Circuit Range Refer to ap‐
Low Low propriate
repair man‐
ual.
Reference Voltage voltage > • Continu‐ gine Control
"A" Circuit Range Refer to ap‐
High High propriate
repair man‐
ual.
P064A CAN: • Fuel pump • Engine on • 1.2 s • 2 DCY – Check the
Fuel Pump Fuel signal: Fuel Deliv‐
Control Pump ROM / RAM • Continu‐ ery Unit -
Module CAN failure feed‐ ous GX1- . Re‐
Commu‐ back >= 2.0 fer to
nication [-] ⇒ “3.6.23
With Fuel Fuel Deliv‐
Pump • Fuel pump • 1.4 s ery Unit
signal: pow‐ GX1 ,
er amplifier • Continu‐ Checking”,
failure feed‐ ous page 940 .
back >= 2,0
[-]
• Fuel pump • 1.2 s

signal: pow‐
er amplifier • Continu‐
over tem‐ ous
perature
failure feed‐
back >= 2.0
[-]

Q7 2016 ➤
tion ue
"B" Circuit Range Refer to ap‐
Low Low propriate
repair man‐
ual.
"B" Circuit Range Refer to ap‐
High High propriate
repair man‐
ual.
P0657 Supply • Output volt‐ • Relay comman‐ • 1.5 s • 2 DCY – Check the
Actuator Voltage age lower ded off Motronic
Supply Relay En‐ range >= • Continu‐ Engine
Voltage gine 1.90 – 2.30 ous Control
"A" Circuit/ Compo‐ V Module
Open nents Power Sup‐
Open Cir‐ • Output volt‐ ply Relay -
cuit age upper J271- . Re‐
range fer to
(hardware ⇒ “3.6.37
values) <= Motronic
2.80 – 3.20 Engine
V Control
Module
Power Sup‐
ply Relay
J271 ,
Checking”,
page 967 .
Actuator Voltage age (hard‐ ded off Motronic
Supply Relay En‐ ware val‐ • Continu‐ Engine
Voltage gine ues) < 1.90 ous Control
"A" Circuit Compo‐ – 2.28 V Module
Low nents Power Sup‐
Short To ply Relay -
Ground J271- . Re‐
fer to
⇒ “3.6.37
Motronic
Engine
Control
Module
Power Sup‐
ply Relay
J271 ,
Checking”,
page 967 .

Q7 2016 ➤
tion ue
P0659 Supply • Output cur‐ • Relay comman‐ • 1.5 s • 2 DCY – Check the
Actuator Voltage rent > 1.0 – ded on Motronic
Supply Relay En‐ 2.3 A • Continu‐ Engine
Voltage gine ous Control
"A" Circuit Compo‐ • Or Module
High nents • Actuator Power Sup‐
Short To tempera‐ ply Relay -
Battery ture (hard‐ J271- . Re‐
Plus ware val‐ fer to
ues) > 175 – ⇒ “3.6.37
195° C Motronic
Engine
Control
Module
Power Sup‐
ply Relay
J271 ,
Checking”,
page 967 .
P0686 Main Re‐ • Sensed cir‐ • Main relay com‐ • 0.1 s • 2 DCY – Check the
ECM/PCM lay Ra‐ cuit voltage manded off Motronic
Power Re‐ tionality > 6.0 V • Continu‐ Engine
lay Control Check • For time >= 0.3 s ous Control
Circuit During Module
Low Engine Power Sup‐
Off ply Relay -
J271- . Re‐
fer to
⇒ “3.6.37
Motronic
Engine
Control
Module
Power Sup‐
ply Relay
J271 ,
Checking”,
page 967 .
ECM/PCM lay Ra‐ cuit voltage manded on Motronic
Power Re‐ tionality < 5.0 V • Continu‐ Engine
lay Control Check • for time >= 0.1 s ous Control
Circuit During Module
High Engine Power Sup‐
Off ply Relay -
Main Re‐ • Main relay • Main relay com‐ • 0.2 s J271- . Re‐
lay Short driver tem‐ manded on fer to
To Bat‐ perature > • Continu‐ ⇒ “3.6.37
tery Plus 175 – 195° • For time >= 0.4 s ous Motronic
C Engine
Control
• Or Module
Power Sup‐
• Main relay ply Relay
output cur‐ J271 ,
rent (hard‐ Checking”,
ware val‐ page 967 .
ues) > 1.0 –
2.3 A

Q7 2016 ➤
tion ue
"C" Circuit Range Refer to ap‐
Low Low propriate
repair man‐
ual.
"C" Circuit Range Refer to ap‐
High High propriate
repair man‐
ual.
P10A0 Super‐ • Recircula‐ • 0.5 s • 2 DCY – Check the
Actuation charger tion flap out‐ Control
Regulating Bypass put current • Continu‐ Valve Con‐
Flap For Short Cir‐ > 9.3 – 15.0 ous trol Unit -
Intake Air cuit A J808- . Re‐
Electrical fer to
Error Super‐ • Duty cycle > • Recirculation ⇒ “3.6.13
charger 95.0 % flap position Control
Bypass adaptation not Valve Con‐
Out Of • Or active trol Unit
Range J808 ,
• Duty cycle < Checking”,
-95.0 % page 920 .
P10A1 Super‐ • Recircula‐ • Negative PWM • 0.5 s • 2 DCY – Check the
Actuation charger tion flap out‐ signal Control
Flap For Short To (high side ) • Positive PWM ous trol Unit -
Intake Air Battery > 9.3 – 15.0 signal J808- . Re‐
Short Cir‐ A fer to
cuit To B+ ⇒ “3.6.13
Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .
P10A2 Super‐ • Recircula‐ • Positive PWM • 0.5 s • 2 DCY – Check the
Flap For Short To (low side ) > • Negative PWM ous trol Unit -
Intake Air Ground 9.3 – 15.0 A signal J808- . Re‐
Short Cir‐ fer to
cuit To ⇒ “3.6.13
Ground Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .

Q7 2016 ➤
tion ue
P10A3 Super‐ • Electronic • Power stage de‐ • 0.2 s • 2 DCY – Check the
Actuation charger recircula‐ activation active Control
Regulating Bypass tion flap • Continu‐ Valve Con‐
Flap For Open Cir‐ driver load • And ous trol Unit -
Intake Air cuit resistance > • Diff. filtered val‐ J808- . Re‐
Open Cir‐ 200.0 ue of recircula‐ fer to
cuit kOhm tion flap position ⇒ “3.6.13
vs. actual recir‐ Control
culation flap po‐ Valve Con‐
sition < 1.00° trol Unit
J808 ,
• For time >= 0.1 s Checking”,
page 920 .
P10A4 Super‐ • Limp home • General condi‐ • 0.0 s • 2 DCY – Check the
Regulating charger position < tions: based Control
Flap For Bypass 60.01° on event Valve Con‐
Intake Air Adapta‐ • ECT @ cylinder trol Unit -
Mechani‐ tion Val‐ • Or block >= 5° C • Once / J808- . Re‐
cal Mal‐ ue Moni‐ • DCY fer to
Limp home • IAT @ manifold
function toring position > >= 5° C ⇒ “3.6.13
(Top Lim‐ 88.0° Control
it / Bottom • ECM keep alive Valve Con‐
Limit) time active trol Unit
J808 ,
• Time after igni‐ Checking”,
tion on > 2.6 s page 920 .
Super‐ • After • General condi‐ • 0.01 s
charger changed tions:
Bypass limp home • Once /
Adapta‐ position: • Vehicle speed 0 DCY
tion Val‐ mph
ue Moni‐ • Limp home
• Engine speed
toring position <
60.01° <= 64 RPM
(Top Lim‐
it / Bottom • Or • ECT @ cylinder
Limit) block 6 – 105° C
• Limp home
position > • IAT @ manifold
88.0° >= 6° C
• Time after igni‐
tion on > 2.6 s
• Depending on
stored limp
home position:
• Stored sensor
voltage @ lower
mechanical stop
< 0.35 V
• Or
• Stored sensor
voltage @ lower
mechanical stop
> 0.65 V
• Or
• Limp home posi‐
tion change de‐
tected

Q7 2016 ➤
tion ue
Super‐ • Diff. actual • General condi‐
charger recircula‐ tions:
Bypass tion flap po‐
Adapta‐ sition vs. • ECT @ cylinder
tion Val‐ adapted set block >= 5° C
ue Moni‐ point recir‐ • IAT @ manifold
toring culation flap >= 5° C
(Top Lim‐ position >
it / Bottom 1.0° • ECM keep alive
Limit) time active
• Or
• Diff. adap‐ tion on > 2.6 s
ted limp
home posi‐
tion vs. ac‐
tual position
of recircula‐
tion flap >=
1.0°
Super‐ • Diff. mod‐ • Recirculation • 0.5 s

charger eled posi‐ flap position
Bypass tion vs. ac‐ adaptation not • Continu‐
Monitor‐ tual position active ous
ing Of Po‐ of recircula‐
sition tion flap >
8.0 – 23.99°
• Diff. adap‐ • Recirculation

ted limp flap position
home posi‐ adaptation not
tion vs. ac‐ active
tual position
of recircula‐ • Power stage dis‐
tion flap > able
6.54° • For time >= 0.5 s
P10A5 Super‐ • Sensor volt‐ • 0.5 s • 2 DCY – Check the

Potenti‐ charger age > 4.90 v Control
ometer Bypass • Continu‐ Valve Con‐
Regulating Short To ous trol Unit -
Flap For Battery J808- . Re‐
Intake Air Plus fer to
Signal Too ⇒ “3.6.13
High Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .
Potenti‐ charger age < 0.10 v Control
Flap For Ground / J808- . Re‐
Intake Air Open Cir‐ fer to
Signal Too cuit ⇒ “3.6.13
Low Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .

Q7 2016 ➤
tion ue
P10A7 Super‐ • Limp home • 0.01 s • 2 DCY – Check the
Adaptation charger position Control
Regulating Bypass change de‐ • Once / Valve Con‐
Flap For Adapta‐ tected DCY trol Unit -
Intake Air tion Val‐ J808- . Re‐
Soiled ue Moni‐ fer to
toring ⇒ “3.6.13
(Top Lim‐ Control
it / Bottom Valve Con‐
Limit) trol Unit
J808 ,
Checking”,
page 920 .
P10A8 Super‐ • Sensor volt‐ • General condi‐ • 0.01 s • 2 DCY – Check the
Adaptation charger age @ low‐ tions: Control
Regulating Bypass er mechani‐ • Once / Valve Con‐
Flap For Adapta‐ cal stop < • Vehicle speed 0 DCY trol Unit -
Intake Air tion Val‐ 0.35 v mph J808- . Re‐
Lower ue Moni‐ • Engine speed fer to
Limit Not toring • Or ⇒ “3.6.13
<= 64 RPM
Reached (Top Lim‐ • Sensor volt‐ Control
it / Bottom age @ low‐ • ECT @ cylinder Valve Con‐
Limit) er mechani‐ block 6 – 105° C trol Unit
cal stop > J808 ,
• IAT @ manifold Checking”,
0.65 v >= 6° C page 920 .
• Or • Time after igni‐
• Diff. sensor tion on > 2.6 s
voltage vs. • Depending on
sensor volt‐ stored limp
age @ low‐ home position:
er mechani‐
cal stop > • Stored sensor
0.40 v voltage @ lower
mechanical stop
• Or < 0.35 V
• Duty cycle • Or
(PWM) <=
0.0 % • Stored sensor
voltage @ lower
mechanical stop
> 0.65 V
• Or
tion change de‐
tected

Q7 2016 ➤
tion ue
O2 Sensor Sensors ic tempera‐ manded off Oxygen
Heater Cir‐ Heater ture < 680° • Continu‐ Sensor 2
cuit Bank 2 Front 2 C • For time >= 17.0 ous Before Cat‐
Sensor 1 Function‐ s alytic Con‐
al Check • And verter -
GX11- . Re‐
• O2S ceramic fer to
temperature < ⇒ “3.6.41
680° C Oxygen
Sensor 2
alytic Con‐
• Case 1: verter
• Integrated sub‐ GX11 ,
mitted heat en‐ Checking”,
ergy >= 1,000.0 page 978 .
J
• Case 2:
signal n.a.
• Engine n.a.
min

Q7 2016 ➤
tion ue
P12A1 Fuel Sys‐ • Phase 1 • Phase 1 DFI- • 5.0 s • 2 DCY – Check the
Fuel Rail tem Pres‐ DFI-mode mode (high pressure in
Pressure sure Sen‐ (high pres‐ pressure-part): • Continu‐ the fuel sys‐
Sensor In‐ sor, High sure-part): ous tem for out
appropri‐ Pressure • Engine speed of spec con‐
ately Low Side Ra‐ • Deviation 576 – 3,008 ditions be‐
tionality lambda of RPM fore diag‐
Check controller nosing the
included • Mass fuel flow
Low set point 15.01 – pressure
adaption < sensor. Re‐
-23.0 % 29.99 mg/rev
fer to Fuel
• High pres‐ • Time after en‐ System Me‐
sure con‐ gine start > 25.0 chanical
troller out‐ s Testing in
put > 30 mg • ⇒ “3.1 Pre‐
Fuel pump deliv‐ liminary
• And ery range < Check”,
54.41 – 290.98 page 20 .
• Phase 2 mg/rev
(MPI-cross – Check the
check): • Engine warm-up Fuel Pres‐
not active sure Sensor
• Lambda
• Catalyst heating - G247- .
controller
n.a. Refer to
included ⇒ “3.6.27
adaption < • Full load n.a. Fuel Pres‐
n.a. % sure Sensor
• Lambda control G247 ,
• For time <= n.a.
n.a. s Checking”,
• Component pro‐ page 948 .
tection n.a.
• Catalyst purge
not active
• Lambda control
n.a.
• Evap purge
functionality di‐
agnosis n.a.
• And
• Depending on
DFI-mode (high
pressure):
• DFI high pres‐
sure part >=
0.80 [-]
• For time >= 20.0
s
• And
• Depending on
mass fuel flow:
• Mass fuel flow >
0.0 mg/rev
• And

Q7 2016 ➤
tion ue
• Depending on
low dynamic
conditions:
• Diff. mass fuel
flow vs. filtered
mass fuel flow
<= 2.50 mg/rev
• (For mass fuel
flow dynamic
detection)
• And
• Depending on
canister purge:
n.a. [-]
• Or
• Evap purge n.a.
• And
• Depending on
fuel pump:
• Fuel pump at
max limit
• Or
• Fuel pump com‐
manded on
• And
• Phase 2 (MPI-
cross check):
• Engine speed >
n.a.; < n.a. RPM
• Mass fuel flow
set point (for the
low pressure
part) n.a. mg/rev
s

Q7 2016 ➤
tion ue
Sensor In‐ sor, High sure-part): ous tem for out
appropri‐ Pressure • Engine speed of spec con‐
ately High Side Ra‐ • Deviation 576 – 3,008 ditions be‐
tionality lambda of RPM fore diag‐
Check controller nosing the
High set point 34.99 – pressure
adaption > sensor. Re‐
27.50 % 60.0 mg/rev
fer to Fuel
• High pres‐ • Time after en‐ System Me‐
sure con‐ gine start > 25.0 chanical
troller out‐ s Testing in
put < -28 ⇒ “3.1 Pre‐
• Fuel pump deliv‐ liminary
mg ery range < Check”,
• And 54.41 – 290.98 page 20 .
mg/rev
• Phase 2 – Check the
(MPI-cross • Engine warm-up Fuel Pres‐
check): not active sure Sensor
• Catalyst heating - G247- .
• Lambda
n.a. Refer to
controller ⇒ “3.6.27
included • Full load n.a. Fuel Pres‐
adaption < sure Sensor
n.a. % • Lambda control G247 ,
n.a. Checking”,
• For time >=
n.a. s • Component pro‐ page 948 .
tection n.a.
• Catalyst purge
not active
• Lambda control
n.a.
• Evap purge
functionality di‐
agnosis n.a.
• And
• Depending on
DFI-mode (high
pressure):
sure part >=
0.80 [-]
• For time >= 20.0
s
• And
• Depending on
mass fuel flow:
• Mass fuel flow >
0.0 mg/rev
• And

Q7 2016 ➤
tion ue
• Depending on
low dynamic
conditions:
• Diff. mass fuel
flow vs. filtered
mass fuel flow
<= 2.50 mg/rev
• (For mass fuel
flow dynamic
detection)
• And
• Depending on
canister purge:
n.a. [-]
• Or
• Evap purge n.a.
• And
• Depending on
fuel pump:
• Fuel pump at
max limit
• Or
manded on
• And
• Phase 2 (MPI-
cross check):
• Engine speed >
n.a.; < n.a. RPM
• Mass fuel flow
set point (for the
low pressure
part) n.a. mg/rev
s

Q7 2016 ➤
tion ue
P12A4 Fuel Sys‐ • Deviation • Engine speed • 5.0 s • 2 DCY – Check the
Fuel Rail tem Pres‐ between 512 – 8,160 Fuel Pres‐
Pump sure Sen‐ fuel pres‐ RPM • Continu‐ sure Sensor
Control sor, High sure set ous - G247- .
Valve Pressure point and • Mass fuel flow Refer to
Stuck Side Out current fuel set point 5.0 – ⇒ “3.6.27
Closed Of Range pressure < 1,389.0 mg/rev Fuel Pres‐
High -2,999.90 • For time after re‐ sure Sensor
kPa quest for mass G247 ,
fuel flow set Checking”,
• Fuel mass page 948 .
controller point >= 2.0 s
output • Engine start not
-12.50 – active
12.50 %
• Case: 1 gine start > 25.0
• High pres‐ s
sure con‐ • Engine warm-up
troller out‐ not active
put < -48
mg • Catalyst heating
n.a.
• Case: 2
• Full load n.a.
• Flow control
valve open • Component pro‐
tection n.a.
• Mass fuel
flow set • Catalyst purge
point > 6.51 not active
mg/rev
• Lambda control
n.a.
• Evap purge
functionality di‐
agnosis not ac‐
tive
• And
• Choice of:
0.50 [-]
• Or
• Evap purge
valve not active
or closed

Q7 2016 ➤
tion ue
P13EA Ignition • Ratio be‐ • Engine part load • 0.1 s • 2 DCY – Check the
Cold Start Control tween igni‐ Ignition Coil
Ignition Ignition tion angle • Time @ part • Once / with Power
Timing Timing efficiency load > 5.0 s DCY Output
Perform‐ Monitor integral and • Ignition angle Stage -
ance Off time at part set point <= 0.77 N70- . Refer
Idle load > 0.20 [-] to
– 0.30 [-] ⇒ “3.6.29
• Vehicle speed > Ignition
3 mph Coils With
Power Out‐
• And put Stage ,
Checking”,
• Diff. air mass set page 952 .
point vs. filtered
air mass set
namic detection
< 1,389.0 mg/
rev
• and
• Diff. engine
speed vs. fil‐
tered engine
speed for engine
speed dynamic
detection < 200
RPM
P1545 Throttle • Control duty • Throttle position • 5.0 s • 2 DCY – Check the
Throttle Actuator cycle > 98.0 not at min. value Throttle
Actuator Out Of % • Continu‐ Valve Con‐
"A" Control Range • Throttle adapta‐ ous trol Module
Motor Cir‐ tion not active - GX3- . Re‐
cuit • Throttle actuator fer to
Range/ commanded on ⇒ “3.6.45
Perform‐ Throttle
ance Valve Con‐
Throttle • Difference • Throttle adapta‐ • 0.5 s • 2 DCY trol Module
Actuator between tion not active GX3 ,
Rationali‐ throttle po‐ • Continu‐
• Throttle actuator ous Checking”,
ty Check sition set page 987 .
point and commanded on
throttle flap difference be‐
opening an‐ tween throttle
gle for elec‐ position set
tronic throt‐ point and throttle
tle control > flap opening an‐
2.998 – gle <= 1.999; >
24.982° -1.999° TPS
TPS

Q7 2016 ➤
tion ue
P169A ECM: • Transport • Vehicle speed < • 0.01 s • 1 DCY • Refer to ap‐
Loading Transport mode active 3 mph propriate
Mode Ac‐ Mode • Continu‐ repair man‐
tive Function • Max trip mileage ous ual for diag‐
Monitor‐ since initial vehi‐ nosis and
ing: Mode cle start-up < repair.
Change 62.15 [miles
• During ECM
keep alive-time
after ignition off
• Engine speed 0
RPM
• Production
mode not active
• For hybrid:
• Drive motor off
P2004 Intake • Signal volt‐ • Flap comman‐ • 0.2 s • 2 DCY – Check the
Intake Manifold age > 1.76 v ded off Intake
Manifold Runner • Continu‐ Manifold
Runner Flap Ac‐ • For time >= • Time after en‐ ous Runner
Control tuator 4.0 s gine start > 15.0 Control
Stuck Stuck s Valve -
Open Open N316- . Re‐
Bank 1 fer to
⇒ “3.6.31
Intake
Manifold
Runner
Control
Valve
N316 ,
Checking”,
page 956 .
Intake Manifold age > 1.76 v ded off Intake
Manifold Runner • Continu‐ Manifold
Runner Flap Ac‐ • For time >= • Time after en‐ ous Runner
Control tuator 2 4.0 s gine start > 15.0 Control
Stuck Stuck s Valve -
Open Open N316- . Re‐
Bank 2 fer to
⇒ “3.6.31
Intake
Manifold
Runner
Control
Valve
N316 ,
Checking”,
page 956 .

Q7 2016 ➤
tion ue
Intake Manifold age < 2.71 ded on Intake
Manifold Runner V • Continu‐ Manifold
Runner Flap Ac‐ • Time after en‐ ous Runner
Control tuator • For time >= gine start > 15.0 Control
Stuck Stuck 4.0 s s Valve -
Closed Close N316- . Re‐
Bank 1 fer to
⇒ “3.6.31
Intake
Manifold
Runner
Control
Valve
N316 ,
Checking”,
page 956 .
Intake Manifold age < 2.71 ded on Intake
Manifold Runner V • Continu‐ Manifold
Runner Flap Ac‐ • Time after en‐ ous Runner
Control tuator 2 • For time >= gine start > 15.0 Control
Stuck Stuck 4.0 s s Valve -
Closed Close N316- . Re‐
Bank 2 fer to
⇒ “3.6.31
Intake
Manifold
Runner
Control
Valve
N316 ,
Checking”,
page 956 .
P2008 Intake • Output volt‐ • Engine running • 2.0 s • 2 DCY – Check the
Intake Manifold age, lower Intake
Manifold Runner range >= • Actuator com‐ • Continu‐ Manifold
Runner Flap Ac‐ 1.92 – 2.21 manded off ous Runner
Control tuator V Control
Circuit/ Open Cir‐ Valve -
Open cuit • Output volt‐ N316- . Re‐
Bank 1 age, upper fer to
range ⇒ “3.6.31
(hardware Intake
values) <= Manifold
2.85 – 3.25 Runner
V Control
Valve
N316 ,
Checking”,
page 956 .

Q7 2016 ➤
tion ue
P2009 Intake • Output volt‐ • Engine running • 2.0 s • 2 DCY – Check the
Intake Manifold age (hard‐ Intake
Manifold Runner ware val‐ • Actuator com‐ • Continu‐ Manifold
Runner Flap Ac‐ ues) < 1.92 manded off ous Runner
Control tuator – 2.21 V Control
Circuit Short To Valve -
Low Bank Ground • Output volt‐ N316- . Re‐
1 age, upper fer to
range <= ⇒ “3.6.31
2.85 – 3.25 Intake
V Manifold
Runner
Control
Valve
N316 ,
Checking”,
page 956 .
P2010 Intake • Power • Engine running • 2.0 s • 2 DCY – Check the
Intake Manifold stage tem‐ Intake
Manifold Runner perature > • Actuator com‐ • Continu‐ Manifold
Runner Flap Ac‐ 160 – 200° manded on ous Runner
Control tuator C Control
Circuit Short To Valve -
High Bank Battery • Or N316- . Re‐
1 Plus • Output cur‐ fer to
rent (hard‐ ⇒ “3.6.31
ware val‐ Intake
ues) > 1.0 – Manifold
2.0 A Runner
Control
Valve
N316 ,
Checking”,
page 956 .
P2014 Intake • Intake • Engine start not • 0.04 s • 2 DCY – Check the
Intake Manifold manifold active Intake
Manifold Runner runner flap • Continu‐ Manifold
Runner Flap Po‐ position ous Runner Po‐
Position sition sensor volt‐ sition Sen‐
Sensor/ Sensor age < 0.20 sor - G336- .
Switch Cir‐ Short To V Refer to
cuit Bank 1 Ground / ⇒ “3.6.32
Open Cir‐ Intake
cuit Manifold
Runner Po‐
sition Sen‐
sor G336 ,
Checking”,
page 958 .

Q7 2016 ➤
tion ue
P2015 Intake • Diff. actual • Modeled pres‐ • 0.04 s • 2 DCY – Check the
Intake Manifold value vs. sure quotient < Intake
Manifold Runner substitution 0.55 [-] • Once Manifold
Runner Flap Ac‐ value @ per life‐ Runner Po‐
Position tuator lower me‐ • Engine running time sition Sen‐
Sensor/ Adapta‐ chanical • Engine speed > sor - G336- .
Switch Cir‐ tion Val‐ thresh hold 512; < 992 RPM Refer to
cuit ue Moni‐ > 0.86 V ⇒ “3.6.32
Range/ toring • Ect @ cylinder Intake
Perform‐ • Or block > 6° C Manifold
ance Bank • Diff. actual • Runner Po‐
1 Intake manifold sition Sen‐
value vs. runner flap
substitution sor G336 ,
adaptation not Checking”,
value @ up‐ finished
per me‐ page 958 .
chanical
thresh hold
> 0.86 V
• Failed
adaptations
>= 1.00 [-]
Sensor/ Sensor age > 4.80 sor - G336- .
Switch Cir‐ Short To V Refer to
cuit High Battery ⇒ “3.6.32
Bank 1 Plus Intake
Manifold
Runner Po‐
sition Sen‐
sor G336 ,
Checking”,
page 958 .
Sensor/ Sensor age < 0.20 sor 2 -
Switch Cir‐ Bank 2 V G512- . Re‐
cuit Bank 2 Short To fer to
Ground / ⇒ “3.6.33
Open Cir‐ Intake
cuit Manifold
Runner Po‐
sition Sen‐
sor 2 G512 ,
Checking”,
page 960 .

Q7 2016 ➤
tion ue
P2020 Intake • Diff. actual • Modeled pres‐ • 0.04 s • 2 DCY – Check the
Intake Manifold value vs. sure quotient < Intake
Manifold Runner substitution 0.55 [-] • Once Manifold
Runner Flap Ac‐ value @ per life‐ Runner Po‐
Position tuator 2 lower me‐ • Engine running time sition Sen‐
Sensor/ Adapta‐ chanical • Engine speed > sor 2 -
Switch Cir‐ tion Val‐ thresh hold 512; < 992 RPM G512- . Re‐
cuit ue Moni‐ > 0.86 V fer to
Range/ toring • ECT @ cylinder ⇒ “3.6.33
Perform‐ • Or block > 6° C Intake
ance Bank • Diff. actual • Manifold
2 Intake manifold Runner Po‐
substitution sition Sen‐
adaptation not sor 2 G512 ,
per me‐ Checking”,
chanical page 960 .
thresh hold
> 0.86 V
• Failed
adaptations
>= 1.00 [-]
Sensor/ Sensor age > 4.80 sor 2 -
Switch Cir‐ Bank 2 V G512- . Re‐
cuit High Short To fer to
Bank 2 Battery ⇒ “3.6.33
Plus Intake
Manifold
Runner Po‐
sition Sen‐
sor 2 G512 ,
Checking”,
page 960 .

Q7 2016 ➤
tion ue
P2024 Smart • NVLD out‐ • Case 1: • 0.5 s • 2 DCY – Check the
EVAP Fuel Tempera‐ put voltage EVAP Can‐
Vapor ture Sen‐ lower range • Ignition on • Continu‐ ister Purge
Tempera‐ sor Open >= 1.92 – ous Regulator
• Case 2:
ture Sen‐ Circuit 2.21 V Valve 1 -
sor Circuit • Ignition off (dur‐ N80- . Refer
• NVLD out‐ ing ECM keep to
put voltage alive-time) ⇒ “3.6.20
upper range EVAP Can‐
<= 2.85 – ister Purge
3.25 V Regulator
Valve 1
N80 ,
Checking”,
page 934 .
– Check the
EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .
P2025 Smart • Diff. time • Ignition off • 3.0 s • 2 DCY – Check the
EVAP Fuel Tempera‐ between EVAP Can‐
Vapor ture Sen‐ ECU and • ECM keep alive • Once / ister Purge
Tempera‐ sor Func‐ smart mod‐ time active DCY Regulator
ture Sen‐ tional ule > 3.0 s Valve 1 -
sor Per‐ Check N80- . Refer
formance • Reset coun‐ • Engine running • 0.1 s to
ter > 3.00 [-] ⇒ “3.6.20
• Last ECM keep • Once / EVAP Can‐
alive mode fin‐ DCY ister Purge
ished Regulator
Valve 1
Smart • Smart mod‐ • Ignition off • 300.0 s N80 ,
Tempera‐ ule temper‐ Checking”,
ture Sen‐ ature > 119° • Fuel level < • Continu‐ page 934 .
sor Out C 85.10 % ous
Of Range • NVLD (EVAP- – Check the
High System) diag‐ EVAP Sys‐
nostic mode ac‐ tem for
tive Leaks. Re‐
fer to
⇒
• Engine running • 30.0 s “2.2.4 EVA
• Continu‐ P System,
ous Checking
for Leaks”,
page 11 .
Smart • Gradient • Ignition off • 300.0 s
Tempera‐ smart tem‐
ture Sen‐ perature > • Fuel level < • Continu‐
sor Sig‐ 20 K / 10 85.10 % ous
nal Dy‐ min • NVLD (EVAP-
namic System) diag‐
Check nostic mode ac‐
tive

Q7 2016 ➤
tion ue
Smart • Smart mod‐ • Engine off time • 1.0 s
Tempera‐ ule temper‐ >= 360.0 min
ture Sen‐ ature < -39° • Once /
sor Out C • ECT @ cylinder DCY
Of Range block > -14° C
Low • IAT cross check
finished
• ECT cross
check finished
• ECT @ cylinder
block < 71° C
• Diff. ECT @ cyl‐
inder block @
engine stop @
last driving cycle
vs. actual ECT
@ cylinder block
>= 0° C
Smart • Diff. be‐ • Engine off time

Tempera‐ tween >= 360.0 min
ture Sen‐ smart tem‐
sor Sig‐ perature @ • IAT cross check
nal Cross engine start finished
Check and ECT @ • ECT cross
cylinder check finished
block @ en‐
gine start • Fuel level <
>= 24.8 K 85.10 %
• And • ECT @ cylinder
block < 71° C
• Diff. be‐
tween • Diff. ECT @ cyl‐
smart tem‐ inder block @
perature @ engine stop @
engine start last driving cycle
and IAT @ vs. actual ECT
manifold @ @ cylinder block
engine start >= 0° C
>= 24.8 K
Smart • Response • Case 1: • 5.0 s

Tempera‐ time > 1.0 s
ture Sen‐ • Ignition on • Continu‐
sor Com‐ • And ous
• Engine running
munica‐ • Number of
tion With checks > • Case 2:
Smart 3.0 [-]
Tempera‐ • Ignition off (dur‐
ture Sen‐ • Or ing ECM keep
sor alive-time)
• Security bit
incorrect
• And
• Number of
checks >
3.0 [-]

Q7 2016 ➤
tion ue
EVAP Fuel Tempera‐ put voltage EVAP Can‐
Vapor ture Sen‐ < 1.92 – • Ignition on • Continu‐ ister Purge
Tempera‐ sor Short 2.21 V ous Regulator
• Case 2:
ture Sen‐ To Valve 1 -
sor Circuit Ground • Ignition off (dur‐ N80- . Refer
Low Volt‐ ing ECM keep to
age alive-time) ⇒ “3.6.20
EVAP Can‐
ister Purge
Regulator
Valve 1
N80 ,
Checking”,
page 934 .
– Check the
EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .
EVAP Fuel Tempera‐ put temper‐ EVAP Can‐
Vapor ture Sen‐ ature > • Ignition on • Continu‐ ister Purge
Tempera‐ sor Short 160.0 – ous Regulator
• Case 2:
ture Sen‐ To Bat‐ 200.0° C Valve 1 -
sor Circuit tery Plus • Ignition off (dur‐ N80- . Refer
High Volt‐ • Or ing ECM keep to
age • NVLD out‐ alive-time) ⇒ “3.6.20
put current EVAP Can‐
4.0 – 7.0 A ister Purge
Regulator
Valve 1
N80 ,
Checking”,
page 934 .
– Check the
EVAP Sys‐
tem for
Leaks. Re‐
fer to
⇒
“2.2.4 EVA
P System,
Checking
for Leaks”,
page 11 .
Sensor "B" el Sensor module sig‐ • Continu‐ wiring dia‐
Cluster instrument

Q7 2016 ➤
tion ue
• Instrument fer to appro‐
cluster priate repair
module sig‐ manual.
nal: signal
range
check fail‐
ure

Sensor "B" el Sensor module sig‐ • Continu‐ wiring dia‐
Cluster instrument
fer to appro‐
priate repair
manual.
"A" Cam‐ tuator In‐ age (hard‐ tor solenoid Camshaft
shaft Posi‐ take ware val‐ valve comman‐ • Continu‐ Adjustment
tion Actua‐ Short To ues) < 1.92 ded off ous Valve 1 -
tor Control Ground – 2.21 V N205- . Re‐
Circuit fer to
Low Bank ⇒ “3.6.2
1 Camshaft
Adjustment
Valve 1
N205 ,
Checking”,
page 897 .
P2089 VVT Ac‐ • Power • Camshaft actua‐ • 2.0 s • 2 DCY – Check the
"A" Cam‐ tuator In‐ stage tem‐ tor solenoid Camshaft
shaft Posi‐ take perature > valve comman‐ • Continu‐ Adjustment
tion Actua‐ Short To 160 – 200° ded on ous Valve 1 -
tor Control Battery C N205- . Re‐
Circuit Plus fer to
High Bank • Or ⇒ “3.6.2
1 • Output cur‐ Camshaft
rent (hard‐ Adjustment
ware val‐ Valve 1
ues) > 4.0 – N205 ,
7.0 A Checking”,
page 897 .
"B" Cam‐ tuator age (hard‐ tor solenoid Exhaust
shaft Posi‐ Outlet ware val‐ valve comman‐ • Continu‐ Camshaft
tion Actua‐ Short To ues) < 1.92 ded off ous Adjustment
tor Control Ground – 2.21 V Valve 1 -
Low Bank fer to
1 ⇒ “3.6.21
Exhaust
Camshaft
Adjustment
Valve 1
N318 ,
Checking”,
page 936 .

Q7 2016 ➤
tion ue
"B" Cam‐ tuator stage tem‐ tor solenoid Exhaust
shaft Posi‐ Outlet perature > valve comman‐ • Continu‐ Camshaft
tion Actua‐ Short To 160 – 200° ded on ous Adjustment
tor Control Battery C Valve 1 -
Circuit Plus N318- . Re‐
High Bank • Or fer to
1 • Output cur‐ ⇒ “3.6.21
rent (hard‐ Exhaust
ware val‐ Camshaft
ues) > 4.0 – Adjustment
7.0 A Valve 1
N318 ,
Checking”,
page 936 .
tion Actua‐ Bank 2 ues) < 1.92 ded off ous Valve 2 -
tor Control Short To – 2.21 V N208- . Re‐
Circuit Ground fer to
2 Camshaft
Adjustment
Valve 2
N208 ,
Checking”,
page 899 .
tion Actua‐ Bank 2 160 – 200° ded on ous Valve 2 -
tor Control Short To C N208- . Re‐
Circuit Battery fer to
High Bank Plus • Or ⇒ “3.6.3
ware val‐ Valve 2
ues) > 4.0 – N208 ,
7.0 A Checking”,
page 899 .
tion Actua‐ Bank 2 ues) < 1.92 ded off ous Adjustment
tor Control Short To – 2.21 V Valve 2 -
Circuit Ground N319- . Re‐
Low Bank fer to
2 ⇒ “3.6.22
Exhaust
Camshaft
Adjustment
Valve 2
N319 ,
Checking”,
page 938 .

Q7 2016 ➤
tion ue
tion Actua‐ Bank 2 160 – 200° ded on ous Adjustment
tor Control Short To C Valve 2 -
Circuit Battery N319- . Re‐
High Bank Plus • Or fer to
2 • Output cur‐ ⇒ “3.6.22
ues) > 4.0 – Adjustment
7.0 A Valve 2
N319 ,
Checking”,
page 938 .
P2096 Fuel Sys‐ • Adaption • 2nd lambda con‐ • 45.0 s • 2 DCY – Check the
Post Cata‐ tem Out value < trol n.a. Oxygen
lyst Fuel Of Range -0.10 [-] • Continu‐ Sensor 1
Trim Sys‐ Low • Catalyst purge ous Before Cat‐
tem Too not active alytic Con‐
Lean Bank • Injection mode verter -
1 change (DFI/ GX10- . Re‐
MFI) not active fer to
⇒ “3.6.39
• Engine speed Oxygen
>= 608 RPM Sensor 1
Before Cat‐
• Counter of inte‐ alytic Con‐
grated mass for verter
fuel in oil < 255.0 GX10 ,
[-] Checking”,
page 972 .
• Choice of:
• O2S rear (bina‐ – Check the
ry) check not ac‐ Oxygen
tive Sensor 1
After Cata‐
• Or lytic Con‐
verter -
• O2S rear (bina‐ GX7- . Re‐
ry) check finish‐ fer to
ed ⇒ “3.6.38
Oxygen
Sensor 1
After Cata‐
lytic Con‐
verter GX7 ,
Checking”,
page 970 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value > 0.10 trol n.a. Oxygen
lyst Fuel Of Range [-] • Continu‐ Sensor 1
Trim Sys‐ High • Catalyst purge ous Before Cat‐
Rich Bank • Injection mode verter -
⇒ “3.6.39
>= 608 RPM Sensor 1
Before Cat‐
[-] Checking”,
page 972 .
• Choice of:
tive Sensor 1
After Cata‐
• Or lytic Con‐
verter -
ed ⇒ “3.6.38
Oxygen
Sensor 1
After Cata‐
lytic Con‐
verter GX7 ,
Checking”,
page 970 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value < trol n.a. Oxygen
lyst Fuel Of Range -0.10 [-] • Continu‐ Sensor 2
Trim Sys‐ Low • Catalyst purge ous Before Cat‐
Lean Bank • Injection mode verter -
⇒ “3.6.41
>= 608 RPM Sensor 2
Before Cat‐
[-] Checking”,
page 978 .
• Choice of:
tive Sensor 2
After Cata‐
• Or lytic Con‐
verter -
ed ⇒ “3.6.40
Oxygen
Sensor 2
After Cata‐
lytic Con‐
verter GX8 ,
Checking”,
page 976 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value > 0.10 trol n.a. Oxygen
lyst Fuel Of Range [-] • Continu‐ Sensor 2
Trim Sys‐ High • Catalyst purge ous Before Cat‐
Rich Bank • Injection mode verter -
⇒ “3.6.41
>= 608 RPM Sensor 2
Before Cat‐
[-] Checking”,
page 978 .
• Choice of:
tive Sensor 2
After Cata‐
• Or lytic Con‐
verter -
ed ⇒ “3.6.40
Oxygen
Sensor 2
After Cata‐
lytic Con‐
verter GX8 ,
Checking”,
page 976 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .
P2100 Throttle • Electronic • Difference be‐ • 0.1 s • 2 DCY – Check the
Throttle Actuator throttle tween meas‐ Throttle
Actuator Open Cir‐ valve driver ured and filtered • Continu‐ Valve Con‐
"A" Control cuit load resist‐ throttle position ous trol Module
Motor Cir‐ ance > <= 0.073° TPS - GX3- . Re‐
cuit/Open 200.0 kΩ fer to
• Actuator com‐ ⇒ “3.6.45
manded off Throttle
Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .

Q7 2016 ➤
tion ue
P2101 Throttle • Electronic • Actuator com‐ • 0.1 s • 2 DCY – Check the
Throttle Actuator throttle manded on Throttle
Actuator Over valve driver • Continu‐ Valve Con‐
"A" Control Tempera‐ tempera‐ ous trol Module
Motor Cir‐ ture ture (hard‐ - GX3- . Re‐
cuit ware val‐ fer to
Range/ ues) > ⇒ “3.6.45
Perform‐ 170.0 – Throttle
ance 190.0° C Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .
Actuator Short Cir‐ valve driver • Continu‐ Valve Con‐
"A" Control cuit current ous trol Module
Motor Cir‐ (hardware - GX3- . Re‐
cuit High values) > fer to
9.3 – 15.0 A ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 ,
Checking”,
page 987 .
P2122 Accelera‐ • Signal volt‐ • 0.3 s • 2 DCY – Check the
Throttle/ tor Pedal age sensor Accelerator
Pedal Po‐ Position 1 < 0.40 V • Continu‐ Pedal Mod‐
sition Sen‐ Sensor 1 ous ule - GX2- .
sor/Switch Out Of Refer to
"D" Circuit Range ⇒ “3.6.1 Ac‐
Low Low celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .
Pedal Po‐ Position 1 > 4.82 V • Continu‐ Pedal Mod‐
High High celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .
"E" Circuit Range ⇒ “3.6.1 Ac‐
Low Low celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .

Q7 2016 ➤
tion ue
High High celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .
P2138 Accelera‐ • Difference • 0.4 s • 2 DCY – Check the
Throttle/ tor Pedal between Accelerator
Pedal Po‐ Position signal volt‐ • Continu‐ Pedal Mod‐
sition Sen‐ Sensor 1 age sensor ous ule - GX2- .
sor/Switch and 2 Ra‐ 1 and sen‐ Refer to
"D"/"E" tionality sor 2 > 0.10 ⇒ “3.6.1 Ac‐
Voltage Check – 0.12 V celerator
Correla‐ Pedal Mod‐
tion ule GX2 ,
Checking”,
page 895 .

Q7 2016 ➤
tion ue
P2177 Fuel Sys‐ • Adaptive • Air mass > 76.0 • 20.0 s • 2 DCY – Check the
System tem Too value >= 25 mg/rev Oxygen
Too Lean Lean @ % • Continu‐ Sensor 1
Off Idle Part Load • ECT @ cylinder ous Before Cat‐
Bank 1 block > 70° C alytic Con‐
> -11° C GX10- . Re‐
fer to
• AAT > -48° C ⇒ “3.6.39
Oxygen
• Lambda set Sensor 1
point 0.92 – 1.05 Before Cat‐
[-] alytic Con‐
verter
• Lambda control GX10 ,
closed loop Checking”,
• Integrated air page 972 .
mass >= 30.0 g
– Check the
• Mass fuel flow Oxygen
13.01 – 36.01 Sensor 1
mg/rev After Cata‐
lytic Con‐
• Engine speed verter -
704 – 4,960 GX7- . Re‐
RPM fer to
• Ethanol value ⇒ “3.6.38
n.a. Oxygen
Sensor 1
• Low dynamic After Cata‐
conditions: lytic Con‐
verter GX7 ,
• Diff. engine Checking”,
speed vs. aver‐ page 970 .
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
System tem Too value <= mg/rev Oxygen
Too Rich Rich @ -25 % • Continu‐ Sensor 1
> -11° C GX10- . Re‐
fer to
• AAT > -48° C ⇒ “3.6.39
Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
– Check the
13.01 – 36.01 Sensor 1
lytic Con‐
704 – 4,960 GX7- . Re‐
RPM fer to
n.a. Oxygen
Sensor 1
verter GX7 ,
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
System tem Too value >= 25 mg/rev Oxygen
Too Lean Lean @ % • Continu‐ Sensor 2
> -11° C GX11- . Re‐
fer to
• AAT > -48° C ⇒ “3.6.41
Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
– Check the
13.01 – 36.01 Sensor 2
lytic Con‐
704 – 4,960 GX8- . Re‐
RPM fer to
n.a. Oxygen
Sensor 2
verter GX8 ,
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
System tem Too value <= mg/rev Oxygen
Too Rich Rich @ -25 % • Continu‐ Sensor 2
> -11° C GX11- . Re‐
fer to
• AAT > -48° C ⇒ “3.6.41
Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
– Check the
13.01 – 36.01 Sensor 2
lytic Con‐
704 – 4,960 GX8- . Re‐
RPM fer to
n.a. Oxygen
Sensor 2
verter GX8 ,
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P2181 Engine • Modeled • ECT @ cylinder • 1.0 s • 2 DCY – Check the
Cooling Cooling ECT @ cyl‐ block @ first Engine
System System inder block start >= -8° C • Once / Coolant
Perform‐ Rationali‐ > 87° C DCY Tempera‐
ance ty Check • ECT @ cylinder ture Sensor
• Choice of: block @ first - G62- . Re‐
start <= -48 – fer to
• ECT @ cyl‐ 57° C
inder block ⇒ “3.6.17
< -48 – 76° • AAT > -8° C Engine
C Coolant
• Ratio accumula‐ Tempera‐
• Or ted time fuel cut ture Sensor
off vs. time since G62 ,
• ECT @ cyl‐ engine start <= Checking”,
inder head 26.95 % page 928 .
< n.a.° C
• Ratio accumula‐ – Check the
ted time engine Coolant Re‐
load condition circulation
vs. time since Pump -
engine start <= V50- . Refer
50.0 % to
⇒ “3.6.14
• Determination Coolant Re‐
engine load con‐ circulation
dition: Pump V50 ,
• Engine load Checking”,
(lower thresh‐ page 922 .
old) <= 2.50 %
– Check the
• Engine load (up‐ engine
per threshold) coolant
>= 40.0 % thermostat.
Refer to ap‐
• Ratio accumula‐ propriate
ted time high repair man‐
speed condition ual.
<= 40.23 %
• Determination
high speed con‐
dition:
• Vehicle speed >
75 mph
• Ratio accumula‐
ted time start-
stop active <=
15.23 %
• Case 1:
• Engine speed <
4,500 RPM
• Case 2:
• Engine speed
>= 4,500 RPM
• Diff. ECT@ cyl‐
inder block dur‐
ing measure‐
ment < 50° C

Q7 2016 ➤
tion ue
• For time >= 40.0
s

Q7 2016 ➤
tion ue
P2187 Fuel Sys‐ • Case 1: • Air mass > 76.0 • 30.0 s • 2 DCY – Check the
System tem Too mg/rev Oxygen
Too Lean Lean @ • Adaptive • Continu‐ Sensor 1
at Idle Idle value >= • ECT @ cylinder ous Before Cat‐
Bank 1 n.a. mg/rev block > 70° C alytic Con‐
• Case 2: • IAT @ manifold verter -
> -11° C GX10- . Re‐
• Adaptive fer to
value >= • AAT > -48° C ⇒ “3.6.39
0.33 kg/h Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Rich Rich @ • Adaptive • Continu‐ Sensor 1
at Idle Idle value <= • ECT @ cylinder ous Before Cat‐
> -11° C GX10- . Re‐
• Adaptive fer to
value <= • AAT > -48° C ⇒ “3.6.39
-0.33 kg/h Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Lean Lean @ • Adaptive • Continu‐ Sensor 2
at Idle Idle value >= • ECT @ cylinder ous Before Cat‐
> -11° C GX11- . Re‐
• Adaptive fer to
value >= • AAT > -48° C ⇒ “3.6.41
0.33 kg/h Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Rich Rich @ • Adaptive • Continu‐ Sensor 2
at Idle Idle value <= • ECT @ cylinder ous Before Cat‐
> -11° C GX11- . Re‐
• Adaptive fer to
value <= • AAT > -48° C ⇒ “3.6.41
-0.33 kg/h Oxygen
[-] alytic Con‐
verter
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P2195 Oxygen • Plausibility • O2S front ready • 270.0 s • 2 DCY – Check the
O2 Sensor Sensors check up‐ Oxygen
Signal Front Ra‐ stream and • O2S rear ready • Continu‐ Sensor 1
Biased/ tionality down‐ ous Before Cat‐
• ECT @ cylinder
Stuck Check stream oxy‐ block >= 60° C alytic Con‐
Lean Bank gen sensor verter -
1 Sensor 1 signal: • MAF > 30.00; < GX10- . Re‐
300.0 kg/h fer to
• Lambda ⇒ “3.6.39
value < 0.85 • Catalyst purge Oxygen
[-] not active Sensor 1
• And Before Cat‐
• Integrated air alytic Con‐
mass after end
• O2S signal verter
of catalyst purge
rear <= 0.15 GX10 ,
>= 0.0 g
V Checking”,
• Engine speed > page 972 .
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic MAF <
0.10 g/rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
• Air mass 0.07 –
0.75 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
• Open loop • Fuel cut off not • 384.0 s
check: active
• Continu‐
• Lambda set • Engine running ous
value 0.80
[-] • And
• And • Choice of:
• O2S signal • Fuel trim diag‐
front > 0.96 nosis failure de‐
[-] tected
• Or
• O2S rear sensor
plausibility fail‐
ure detected
• And
• Choice of:
tion value >=
0.13 [-]
• Or
tion value <=
-0.13 [-]

Q7 2016 ➤
tion ue
Signal Front Ra‐ stream and • O2S rear ready • Continu‐ Sensor 1
Biased/ tionality down‐ ous Before Cat‐
• ECT @ cylinder
Stuck Rich Check stream oxy‐ block >= 60° C alytic Con‐
Bank 1 gen sensor verter -
Sensor 1 signal: • MAF > 30.00; < GX10- . Re‐
300.0 kg/h fer to
• Lambda ⇒ “3.6.39
value > 1.24 • Catalyst purge Oxygen
mass after end
of catalyst purge
rear >= 0.82 GX10 ,
>= 0.0 g
V Checking”,
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic MAF <
0.10 g/rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.75 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
check: active
• Continu‐
value 1.15
[-] • And
front < 1.04 nosis failure de‐
[-] tected
• Or
• O2S rear sensor
ure detected
• And
• Choice of:
tion value >=
0.13 [-]
• Or
tion value <=
-0.13 [-]

Q7 2016 ➤
tion ue
Signal Front stream and • O2S rear ready • Continu‐ Sensor 2
Biased/ Bank 2 down‐ ous Before Cat‐
• ECT @ cylinder
Stuck Rationali‐ stream oxy‐ block >= 60° C alytic Con‐
Lean Bank ty Check gen sensor verter -
2 Sensor 1 signal: • MAF > 30.00; < GX11- . Re‐
300.0 kg/h fer to
• Lambda ⇒ “3.6.41
value > 1.24 • Catalyst purge Oxygen
mass after end
of catalyst purge
rear >= 0.82 GX11 ,
>= 0.0 g
V Checking”,
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic air
mass < 0.10 g/
rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.75 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
check: active
• Continu‐
value 1.15
[-] • And
front < 1.04 nosis failure de‐
[-] tected
• Or
• O2S rear sensor
ure detected
• And
• Choice of:
tion value >=
0.13 [-]
• Or
tion value <=
-0.13 [-]

Q7 2016 ➤
tion ue
Signal Front stream and • O2S rear ready • Continu‐ Sensor 2
Biased/ Bank 2 down‐ ous Before Cat‐
• ECT @ cylinder
Stuck Rich Rationali‐ stream oxy‐ block >= 60° C alytic Con‐
Bank 2 ty Check gen sensor verter -
Sensor 1 signal: • MAF > 30.00; < GX11- . Re‐
300.0 kg/h fer to
• Lambda ⇒ “3.6.41
value < 0.85 • Catalyst purge Oxygen
mass after end
of catalyst purge
rear <= 0.15 GX11 ,
>= 0.0 g
V Checking”,
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic air
mass < 0.10 g/
rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.75 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
check: active
• Continu‐
value 0.80
[-] • And

front > 0.96 nosis failure de‐
[-] tected
• Or
• O2S rear sensor
ure detected
• And
• Choice of:
tion value >=
0.13 [-]
• Or
tion value <=
-0.13 [-]
P219C Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the

Cylinder 1 tem Di‐ value of cyl‐ pressure > 63.0 Cylinder 1
Air-Fuel rect Fuel inder indi‐ kPa • Continu‐ Fuel Injec‐
Ratio Im‐ Injection vidual lamb‐ ous tor - N30- .
balance A/F Im‐ da control > • Air mass 0.0 – Refer to
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
Out Of • Engine speed Fuel Injec‐
Range 600 – 8,160 tors, Check‐
High RPM ing”,
page 942 .
• Lambda value
vs. modeled
lambda value <
0.50 [-]
• Cylinder shut off
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished

Q7 2016 ➤
tion ue
Fuel Sys‐ • Adaptive • ECT @ cylinder
tem Di‐ value of cyl‐ block > 70° C
rect Fuel inder indi‐
Injection vidual lamb‐ • Diff. pump volt‐
A/F Im‐ da control < age (VIP) vs. vir‐
balance: -10.0 % tual ground volt‐
Out Of age (VG) < -2.1;
Range > 2.1 V
Low • O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev
• Target fuel
mass, upper
range <= 0.0 –
34.0 mg/rev
• Engine no full
load
not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P219D Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
• Diff. pump volt‐
age (VIP) vs. vir‐
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Fuel Sys‐ • Adaptive • Target fuel
tem Di‐ value of cyl‐ mass, upper
rect Fuel inder indi‐ range <= 0.0 –
Injection vidual lamb‐ 34.0 mg/rev
A/F Im‐ da control < • Engine no full
balance: -10.0 % load
Out Of
Range • Catalyst heating
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P219E Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P219F Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P21A0 Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P21CF Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Cylinder 1 Valves driver volt‐ active CRK Cylinder 1
Injector Open Cir‐ age, lower Fuel Injec‐
"B" Circuit/ cuit range 1.92 • Fuel cut off not • Continu‐ tor 2 -
Open – 2.21 V active ous N532- . Re‐
• Engine speed > fer to
• Injector ⇒ “3.6.25
driver volt‐ 0 RPM
Fuel Injec‐
age, upper • No full load tors (2 [B
range Circuit]),
(hardware • Or Checking”,
values) page 944 .
2.85 – 3.25 • Engine speed <
V 0 RPM
• Injection time >
0 ms
• Actuator com‐
manded off
P21D0 Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Fuel Injec‐
range Circuit]),
values) page 944 .
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off
Fuel Injec‐
range Circuit]),
values) page 944 .
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
Fuel Injec‐
range Circuit]),
values) page 944 .
2.85 – 3.25 • Engine speed <
V 0 RPM
0.0 ms
• Actuator com‐
manded off
Fuel Injec‐
range Circuit]),
values) page 944 .
2.85 – 3.25 • Engine speed <
V 0 RPM
0.0 ms
• Actuator com‐
manded off
Fuel Injec‐
range Circuit]),
values) page 944 .
2.85 – 3.25 • Engine speed <
V 0 RPM
0.0 ms
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
P21DB Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Injector Short To age (hard‐ Fuel Injec‐
"B" Circuit Ground ware val‐ • Fuel cut off not • Continu‐ tor 2 -
Low ues) < 1.92 active ous N532- . Re‐
– 2.21 V • Engine speed > fer to
0 RPM ⇒ “3.6.25
Fuel Injec‐
• Injection time > tors (2 [B
0.0 ms Circuit]),
Checking”,
• Actuator com‐ page 944 .
manded off
P21DC Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Cylinder 1 Valves driver cur‐ active CRK Cylinder 1
Injector Short To rent > 4.0 – Fuel Injec‐
"B" Circuit Battery 7.0 A • Fuel cut off not • Continu‐ tor 2 -
High Plus active ous N532- . Re‐
• Or fer to
• Engine speed >
• Power 0 RPM ⇒ “3.6.25
stage tem‐ Fuel Injec‐
perature • Injection time > tors (2 [B
hardware 0.0 ms Circuit]),
values) > Checking”,
160 – 200° manded on
C
P21DE Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
0 RPM ⇒ “3.6.25
Fuel Injec‐
0.0 ms Circuit]),
Checking”,
manded off
P21DF Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
• Or fer to
• Engine speed >
• Power 0 RPM ⇒ “3.6.25
C

Q7 2016 ➤
tion ue
P21E0 Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
0 RPM ⇒ “3.6.25
Fuel Injec‐
0.0 ms Circuit]),
Checking”,
manded off
• Or fer to
• Engine speed >
• Power 0 RPM ⇒ “3.6.25
C
0 RPM ⇒ “3.6.25
Fuel Injec‐
0.0 ms Circuit]),
Checking”,
manded off
• Or fer to
• Engine speed >
• Power 0 RPM ⇒ “3.6.25
C

Q7 2016 ➤
tion ue
0 RPM ⇒ “3.6.25
Fuel Injec‐
0.0 ms Circuit]),
Checking”,
manded off
• Or fer to
• Engine speed >
• Power 0 RPM ⇒ “3.6.25
C
0 RPM ⇒ “3.6.25
Fuel Injec‐
0.0 ms Circuit]),
Checking”,
manded off
• Or fer to
• Engine speed >
• Power 0 RPM ⇒ “3.6.25
C

Q7 2016 ➤
tion ue
P21F4 Fuel Sys‐ • Adaption • Air mass > 76.0 • 20.0 s • 2 DCY – Check the
Fuel Con‐ tem Multi‐ value >= mg/rev Fuel Deliv‐
trol Sys‐ port Fuel 25.0 % • Continu‐ ery Unit -
tem "B" Injection • ECT @ cylinder ous GX1- . Re‐
Too Lean System block > 70° C fer to
Off Idle Too Lean • IAT @ manifold ⇒ “3.6.23
Bank 1 @ Part > -11° C Fuel Deliv‐
Load ery Unit
• AAT > -48° C GX1 ,
Checking”,
• lambda set point page 940 .
0.92 – 1.05 [-]
– Check the
• Lambda control fuel pres‐
closed loop inte‐ sure regula‐
grated air mass tor and re‐
> 30.0 g sidual pres‐
• Fuel mass 13.01 sure. Refer
– 36.01 mg/rev to appropri‐
ate repair
• Engine speed manual.
704 – 4,960
RPM – Check the
Fuel Injec‐
• Ethanol value tors (2 [B
n.a. Circuit]).
• Low dynamic Refer to
conditions: ⇒ “3.6.25
Fuel Injec‐
• Diff. engine tors (2 [B
speed vs. aver‐ Circuit]),
aged engine Checking”,
speed for engine page 944 .
speed dynamic
detection < 150 – Check the
RPM Fuel Pres‐
sure Sensor
• Diff. air mass vs. - G247- .
averaged air Refer to
mass for load ⇒ “3.6.27
dynamic detec‐ Fuel Pres‐
tion < 130.01 sure Sensor
mg/rev G247 ,
• Diff. between Checking”,
reference and page 948 .
actual fuel pres‐
sure, high side – Check in‐
<= 34,777.60 take system
kPa visually for
leaks (false
• Integrated air air).
mass > 15.0 –
70.0 g – Check the
Oxygen
• And Sensor 1
• Evap purge Before Cat‐
valve closed alytic Con‐
verter -
• Or GX10- . Re‐
fer to
• Canister load <= ⇒ “3.6.39
2.0 [-] Oxygen
Sensor 1
Before Cat‐
alytic Con‐

Q7 2016 ➤
tion ue
• Evap purge verter
valve at max. GX10 ,
value Checking”,
page 972 .
• Or
• Dependence on – Check the
canister purge Oxygen
min: Sensor 1
After Cata‐
• Lower limit of lytic Con‐
lambda control‐ verter -
ler output n.a. GX7- . Re‐
fer to
• Or ⇒ “3.6.38
Oxygen
lambda control‐ After Cata‐
ler output n.a. lytic Con‐
• And verter GX7 ,
Checking”,
at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value <= mg/rev fuel pres‐
trol Sys‐ port Fuel -25.0 % • Continu‐ sure regula‐
tem "B" Injection • ECT @ cylinder ous tor and re‐
Too Rich System block > 70° C sidual pres‐
Off Idle Too Rich • IAT @ manifold sure. Refer
Bank 1 @ Part > -11° C to appropri‐
Load ate repair
• AAT > -48° C manual.
• lambda set point – Check the
0.92 – 1.05 [-] Fuel Injec‐
tors (2 [B
• Lambda control Circuit]).
closed loop inte‐ Refer to
grated air mass ⇒ “3.6.25
> 30.0 g Fuel Injec‐
• Fuel mass 13.01 tors (2 [B
– 36.01 mg/rev Circuit]),
Checking”,
• Engine speed page 944 .
704 – 4,960
RPM – Check the
Fuel Pres‐
• Ethanol value sure Sensor
n.a. - G247- .
Fuel Pres‐
• Diff. engine sure Sensor
speed vs. aver‐ G247 ,
speed dynamic
RPM Oxygen
Sensor 1
• Diff. air mass vs. Before Cat‐
averaged air alytic Con‐
mass for load verter -
dynamic detec‐ GX10- . Re‐
tion < 130.01 fer to
mg/rev ⇒ “3.6.39
• Diff. between Oxygen
reference and Sensor 1
actual fuel pres‐ Before Cat‐
sure, high side alytic Con‐
<= 34,777.60 verter
kPa GX10 ,
Checking”,
mass > 15.0 –
Oxygen
• And Sensor 1
• Evap purge After Cata‐
valve closed lytic Con‐
verter -
• Or GX7- . Re‐
fer to
2.0 [-] Oxygen
Sensor 1
After Cata‐
lytic Con‐

Q7 2016 ➤
tion ue
• Evap purge verter GX7 ,
valve at max. Checking”,
value page 970 .
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value >= mg/rev Fuel Deliv‐
trol Sys‐ port Fuel 25.0 % • Continu‐ ery Unit -
tem "B" Injection • ECT @ cylinder ous GX1- . Re‐
Too Lean System block > 70° C fer to
Off Idle Too Lean • IAT @ manifold ⇒ “3.6.23
Bank 2 @ Part > -11° C Fuel Deliv‐
Load ery Unit
• AAT > -48° C GX1 ,
Checking”,
0.92 – 1.05 [-]
– Check the
ate repair
704 – 4,960
RPM – Check the
Fuel Injec‐
n.a. Circuit]).
Fuel Injec‐
speed dynamic
RPM Fuel Pres‐
sure Sensor
mg/rev G247 ,
actual fuel pres‐
kPa visually for
leaks (false
mass > 15.0 –
Oxygen
• And Sensor 2
verter -
• Or GX11- . Re‐
fer to
2.0 [-] Oxygen
Sensor 2
Before Cat‐
alytic Con‐

Q7 2016 ➤
tion ue
value Checking”,
page 978 .
• Or
min: Sensor 2
After Cata‐
fer to
• Or ⇒ “3.6.40
Oxygen
Checking”,
at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value <= mg/rev fuel pres‐
trol Sys‐ port Fuel -25.0 % • Continu‐ sure regula‐
tem "B" Injection • ECT @ cylinder ous tor and re‐
Too Rich System block > 70° C sidual pres‐
Off Idle Too Rich • IAT @ manifold sure. Refer
Bank 2 @ Part > -11° C to appropri‐
Load ate repair
• AAT > -48° C manual.
0.92 – 1.05 [-] Fuel Injec‐
tors (2 [B
Checking”,
704 – 4,960
RPM – Check the
Fuel Pres‐
n.a. - G247- .
Fuel Pres‐
speed dynamic
RPM Oxygen
Sensor 2
mg/rev ⇒ “3.6.41
<= 34,777.60 verter
kPa GX11 ,
Checking”,
mass > 15.0 –
Oxygen
• And Sensor 2
verter -
• Or GX8- . Re‐
fer to
2.0 [-] Oxygen
Sensor 2
After Cata‐
lytic Con‐

Q7 2016 ➤
tion ue
value page 976 .
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P21F8 Fuel Sys‐ • Case 1: • Air mass > 76.0 • 30.0 s • 2 DCY – Check the
Fuel Con‐ tem Multi‐ mg/rev Fuel Deliv‐
trol Sys‐ port Fuel • Adaptive • Continu‐ ery Unit -
tem "B" Injection value >= • ECT @ cylinder ous GX1- . Re‐
Too Lean System n.a. mg/rev block > 70° C fer to
at Idle Too Lean • Case 2: • IAT @ manifold ⇒ “3.6.23
Bank 1 @ Idle > -11° C Fuel Deliv‐
• Adaptive ery Unit
value >= • AAT > -48° C GX1 ,
0.33 kg/h Checking”,
0.92 – 1.05 [-]
– Check the
ate repair
704 – 4,960
RPM – Check the
Fuel Injec‐
n.a. Circuit]).
Fuel Injec‐
speed dynamic
RPM Fuel Pres‐
sure Sensor
mg/rev G247 ,
actual fuel pres‐
kPa visually for
leaks (false
mass > 15.0 –
Oxygen
• And Sensor 1
verter -
• Or GX10- . Re‐
fer to
2.0 [-] Oxygen
Sensor 1
Before Cat‐
alytic Con‐

Q7 2016 ➤
tion ue
value Checking”,
page 972 .
• Or
min: Sensor 1
After Cata‐
fer to
• Or ⇒ “3.6.38
Oxygen
Checking”,
at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ mg/rev fuel pres‐
trol Sys‐ port Fuel • Adaptive • Continu‐ sure regula‐
tem "B" Injection value <= • ECT @ cylinder ous tor and re‐
Too Rich System n.a. mg/rev block > 70° C sidual pres‐
at Idle Too Rich • Case 2: • IAT @ manifold sure. Refer
Bank 1 @ Idle > -11° C to appropri‐
• Adaptive ate repair
value <= • AAT > -48° C manual.
-0.33 kg/h
0.92 – 1.05 [-] Fuel Injec‐
tors (2 [B
Checking”,
704 – 4,960
RPM – Check the
Fuel Pres‐
n.a. - G247- .
Fuel Pres‐
speed dynamic
RPM Oxygen
Sensor 1
mg/rev ⇒ “3.6.39
<= 34,777.60 verter
kPa GX10 ,
Checking”,
mass > 15.0 –
Oxygen
• And Sensor 1
verter -
• Or GX7- . Re‐
fer to
2.0 [-] Oxygen
Sensor 1
After Cata‐
lytic Con‐

Q7 2016 ➤
tion ue
value page 970 .
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P21FA Fuel Sys‐ • Case 1: • Air mass > 76.0 • 30.0 s • 2 DCY – Check the
Fuel Con‐ tem Multi‐ mg/rev Fuel Deliv‐
trol Sys‐ port Fuel • Adaptive • Continu‐ ery Unit -
tem "B" Injection value >= • ECT @ cylinder ous GX1- . Re‐
Too Lean System n.a. mg/rev block > 70° C fer to
at Idle Too Lean • Case 2: • IAT @ manifold ⇒ “3.6.23
Bank 2 @ Idle > -11° C Fuel Deliv‐
• Adaptive ery Unit
value >= • AAT > -48° C GX1 ,
0.33 kg/h Checking”,
0.92 – 1.05 [-]
– Check the
ate repair
704 – 4,960
RPM – Check the
Fuel Injec‐
n.a. Circuit]).
Fuel Injec‐
speed dynamic
RPM Fuel Pres‐
sure Sensor
mg/rev G247 ,
actual fuel pres‐
sure, high side – Check the
<= 34,777.60 Oxygen
kPa Sensor 2
Before Cat‐
mass > 15.0 – verter -
70.0 g GX11- . Re‐
fer to
• And ⇒ “3.6.41
Oxygen
• Evap purge Sensor 2
valve closed Before Cat‐
• Or alytic Con‐
verter
• Canister load <= GX11 ,
2.0 [-] Checking”,
page 978 .

Q7 2016 ➤
tion ue
• Evap purge – Check the
valve at max. Oxygen
value Sensor 2
After Cata‐
• Or lytic Con‐
• Dependence on verter -
canister purge GX8- . Re‐
min: fer to
⇒ “3.6.40
• Lower limit of Oxygen
lambda control‐ Sensor 2
ler output n.a. After Cata‐
lytic Con‐
• Or verter GX8 ,
Checking”,
• Upper limit of page 976 .
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P21FB Fuel Sys‐ • Case 1: • Air mass > 76.0 • 30.0 s • 2 DCY – Check the
Fuel Con‐ tem Multi‐ mg/rev fuel pres‐
trol Sys‐ port Fuel • Adaptive • Continu‐ sure regula‐
tem "B" Injection value <= • ECT @ cylinder ous tor and re‐
Too Rich System n.a. mg/rev block > 70° C sidual pres‐
at Idle Too Rich • Case 2: • IAT @ manifold sure. Refer
Bank 2 @ Idle > -11° C to appropri‐
• Adaptive ate repair
value <= • AAT > -48° C manual.
-0.33 kg/h
0.92 – 1.05 [-] Fuel Injec‐
tors (2 [B
Checking”,
704 – 4,960
RPM – Check the
Fuel Pres‐
n.a. - G247- .
Fuel Pres‐
speed dynamic
RPM Oxygen
Sensor 2
mg/rev ⇒ “3.6.41
<= 34,777.60 verter
kPa GX11 ,
Checking”,
mass > 15.0 –
Oxygen
• And Sensor 2
verter -
• Or GX8- . Re‐
fer to
2.0 [-] Oxygen
Sensor 2
After Cata‐
lytic Con‐

Q7 2016 ➤
tion ue
value page 976 .
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P2237 Oxygen • Diff. pump • O2S front (line‐ • 1.5 s • 2 DCY – Check the
O2 Sensor Sensors voltage ar) ready Oxygen
Positive Front (VIP) vs. vir‐ • Continu‐ Sensor 1
Current Open Cir‐ tual ground • O2S ceramic ous Before Cat‐
Control cuit voltage temperature > alytic Con‐
Circuit/ Pump (VG) > 1.20 830° C verter -
Open Voltage V • For time >= 17.0 GX10- . Re‐
Bank 1 (VIP) s fer to
Sensor 1 • Diff. nernst ⇒ “3.6.39
voltage Oxygen
(VN) vs. vir‐ Sensor 1
tual ground Before Cat‐
voltage alytic Con‐
(VG) <= verter
1.20 V GX10 ,
• And Checking”,
page 972 .
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent >
0.0115 A
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00 Ω

Q7 2016 ➤
tion ue
Positive Front (VIP) vs. vir‐ • Continu‐ Sensor 2
Current Bank 2 tual ground • O2S ceramic ous Before Cat‐
Control Open Cir‐ voltage temperature > alytic Con‐
Circuit/ cuit (VG) > 1.20 830° C verter -
Open Pump V • For time >= 17.0 GX11- . Re‐
Bank 2 Voltage s fer to
Sensor 1 (VIP) • Diff. nernst ⇒ “3.6.41
voltage Oxygen
(VG) <= verter
1.20 V GX11 ,
page 978 .
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent >
0.0115 A
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00 Ω

Q7 2016 ➤
tion ue
Reference Front (VIP) vs. vir‐ • Continu‐ Sensor 1
Voltage Open Cir‐ tual ground • O2S ceramic ous Before Cat‐
Circuit/ cuit voltage temperature > alytic Con‐
Open Nernst (VG) <= 830° C verter -
Bank 1 Voltage 1.20 V • For time >= 17.0 GX10- . Re‐
Sensor 1 (VN) s fer to
• Diff. nernst ⇒ “3.6.39
voltage Oxygen
(VG) > 1.20 verter
V GX10 ,
page 972 .
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent >
0.0115 A
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00 Ω

Q7 2016 ➤
tion ue
Reference Front (VIP) vs. vir‐ • Continu‐ Sensor 2
Voltage Bank 2 tual ground • O2S ceramic ous Before Cat‐
Circuit/ Open Cir‐ voltage temperature > alytic Con‐
Open cuit (VG) <= 680° C verter -
Bank 2 Nernst 1.20 V • For time >= 17.0 GX11- . Re‐
Sensor 1 Voltage s fer to
(VN) • Diff. nernst ⇒ “3.6.41
voltage Oxygen
(VG) > 1.20 verter
V GX11 ,
page 978 .
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent >
0.0115 A
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00 Ω

Q7 2016 ➤
tion ue
P2251 Oxygen • Nernst volt‐ • O2S front (line‐ • 1.5 s • 2 DCY – Check the
O2 Sensor Sensors age (VN) > ar) ready Oxygen
Negative Front 4.40 V • Continu‐ Sensor 1
Current Open Cir‐ • O2S ceramic ous Before Cat‐
Control cuit Virtu‐ • Or temperature > alytic Con‐
Circuit/ al Ground • 830° C verter -
Diff. pump
Open (VG) voltage • For time >= 17.0 GX10- . Re‐
Bank 1 (VIP) vs. vir‐ s fer to
Sensor 1 tual ground ⇒ “3.6.39
voltage Oxygen
(VG) > 2.35 Sensor 1
V Before Cat‐
alytic Con‐
• Diff. pump verter
voltage GX10 ,
(VIP) vs. vir‐ Checking”,
tual ground page 972 .
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent >
0.0115 A
• Or
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00 Ω
• And
• Choice of:
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V

Q7 2016 ➤
tion ue
O2 Sensor Sensors age (VN) > ar) ready Oxygen
Negative Front 4.40 V • Continu‐ Sensor 2
Current Bank 2 • O2S ceramic ous Before Cat‐
Control Open Cir‐ • Or temperature > alytic Con‐
Circuit/ cuit Virtu‐ • 830° C verter -
Diff. pump
Open al Ground voltage • For time >= 17.0 GX11- . Re‐
Bank 2 (VG) (VIP) vs. vir‐ s fer to
Sensor 1 tual ground ⇒ “3.6.41
voltage Oxygen
(VG) > 2.35 Sensor 2
V Before Cat‐
alytic Con‐
• Diff. pump verter
voltage GX11 ,
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent >
0.0115 A
• Or
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00 Ω
• And
• Choice of:
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
tem Con‐ Injection ware val‐ • Actuator com‐ • Continu‐ Air Injection
trol "A" Cir‐ Pump ues) < 1.92 manded off ous Pump Re‐
cuit Low Relay – 2.21 V lay - -
Short To J299-- /
Ground Secondary
Air Injection
Pump Mo‐
tor - V101- .
Refer to
⇒ “3.6.42
Secondary
Air Injection
Pump Re‐
lay J299 /
Secondary
Air Injection
Pump Mo‐
tor V101 ,
Checking”,
page 982 .

Q7 2016 ➤
tion ue
P2258 Secon‐ • Actuator • Engine running • 1.0 s • 2 DCY – Check the
AIR Sys‐ dary Air tempera‐ Secondary
tem Con‐ Injection ture > 160 – • Actuator com‐ • Continu‐ Air Injection
trol "A" Cir‐ Pump 200° C manded on ous Pump Re‐
cuit High Relay lay - -
Short To • Or J299-- /
Battery • Output cur‐ Secondary
Plus rent (hard‐ Air Injection
ware val‐ Pump Mo‐
ues) > 1.0 – tor - V101- .
2.0 A Refer to
⇒ “3.6.42
Secondary
Air Injection
Pump Re‐
lay J299 /
Secondary
Air Injection
Pump Mo‐
tor V101 ,
Checking”,
page 982 .

Q7 2016 ➤
tion ue
P2270 Oxygen • O2S rear • General condi‐ • 0.0 • 2 DCY – Check the
O2 Sensor Sensors voltage < tions: (FTP75: Oxygen
Signal Rear Sig‐ 0.82 V 50.0) s Sensor 1
Biased/ nal • Catalyst monitor After Cata‐
Stuck Range • Intrusive lambda modula‐ • Once / lytic Con‐
Lean Bank Check lambda tion request ac‐ DCY verter -
1 Sensor 2 ramp lean < tive GX7- . Re‐
0.84 [-] fer to
• Vehicle speed
>= 0 mph ⇒ “3.6.38
Oxygen
• BARO >= 63.0 Sensor 1
kPa After Cata‐
lytic Con‐
• Catalyst over‐ verter GX7 ,
heating protec‐ Checking”,
tion not active page 970 .
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
conditions fulfil‐
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
der per stroke,
lower range >=
70.01 – 120.01
mg/rev

Q7 2016 ➤
tion ue
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a.
• O2S heater rear
active

Q7 2016 ➤
tion ue
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) < n.a. s

Q7 2016 ➤
tion ue
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 [g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > tions: (FTP75: Oxygen
Signal Rear Sig‐ 0.15 V 50.0) s Sensor 1
Biased/ nal • Catalyst monitor After Cata‐
Stuck Rich Range • Intrusive lambda modula‐ • Once / lytic Con‐
Bank 1 Check lambda tion request ac‐ DCY verter -
Sensor 2 ramp lean > tive GX7- . Re‐
1.16 [-] fer to
• Intrusive lambda
ramp request ⇒ “3.6.38
active Oxygen
Sensor 1
• Vehicle speed After Cata‐
>= 0 mph lytic Con‐
verter GX7 ,
• BARO >= 63.0 Checking”,
kPa page 970 .
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
der per stroke,
lower range >=
70.01 – 120.01
mg/rev
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]

Q7 2016 ➤
tion ue
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:

Q7 2016 ➤
tion ue
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 [g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage < tions: (FTP75: Oxygen
Signal Rear 0.82 V 50.0) s Sensor 2
Biased/ Bank 2 • Catalyst monitor After Cata‐
Stuck Signal • Intrusive lambda modula‐ • Once / lytic Con‐
Lean Bank Range lambda tion request ac‐ DCY verter -
2 Sensor 2 Check ramp lean < tive GX8- . Re‐
0.84 [-] fer to
• Vehicle speed
>= 0 mph ⇒ “3.6.40
Oxygen
• BARO >= 63.0 Sensor 2
kPa After Cata‐
lytic Con‐
• Catalyst over‐ verter GX8 ,
tion not active page 976 .
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
der per stroke,
lower range >=
70.01 – 120.01
mg/rev

Q7 2016 ➤
tion ue
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]
tion n.a.
• O2S heater rear
active

Q7 2016 ➤
tion ue
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time ) < n.a. s

Q7 2016 ➤
tion ue
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 [g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > tions: (FTP75: Oxygen
Signal Rear 0.15 V 50.0) s Sensor 2
Biased/ Bank 2 • Catalyst monitor After Cata‐
Stuck Rich Signal • Intrusive lambda modula‐ • Once / lytic Con‐
Bank 2 Range lambda tion request ac‐ DCY verter -
Sensor 2 Check ramp lean > tive GX8- . Re‐
1.16 [-] fer to
ramp request ⇒ “3.6.40
active Oxygen
Sensor 2
• Vehicle speed After Cata‐
>= 0 mph lytic Con‐
verter GX8 ,
• BARO >= 63.0 Checking”,
kPa page 976 .
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 550° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
der per stroke,
lower range >=
70.01 – 120.01
mg/rev
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 20.0
%
• Proportional
part of secon‐
dary fuel control
loop < 0.10 [-]

Q7 2016 ➤
tion ue
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:

Q7 2016 ➤
tion ue
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 [g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
P2279 Intake Air • Diff. set • Engine running • 0.0 s • 2 DCY – Check the
MAP/MAF System point MAP Intake Air
- Throttle Rationali‐ upstream • Time after en‐ • Continu‐ Tempera‐
Position ty Check supercharg‐ gine start > 10.0 ous ture Sensor
Correla‐ Low er vs. meas‐ s - G42- /
tion ured MAP • Barometric Manifold
upstream pressure 63.0 – Absolute
supercharg‐ 105.0 kPa Pressure
er < -15.0 Sensor -
kPa • Engine speed 0 G71- . Refer
– 8,160 RPM to
• For time >= ⇒ “3.6.30
5.0 s • IAT @ manifold Intake Air
> 5° C Tempera‐
ture Sensor
• ECT @ cylinder G42 / Mani‐
block > -48° C fold Abso‐
• Diff. engine lute Pres‐
speed vs. fil‐ sure Sensor
tered engine G71 ,
speed for engine Checking”,
speed dynamic page 954 .
detection < 96
RPM .
point vs. filtered
air mass set
namic detection
< 15.01 mg/rev
• Engine speed >
512; < 512 RPM
active
• Pressure gradi‐
ent @ pressure
sensor up‐
stream super‐
charger
-8,291.80 –
8,291.50 kPa/s
charger boost
pressure
-1,500.0 –
1,500.0 kPa/s
• Engine speed
tive
• Fast throttle
adaptation fin‐
ished
• Throttle actuator
commanded on
• Modeled pres‐
sure quotient >
0.30; <= 1.00 [-]

Q7 2016 ➤
tion ue
P2300 Ignition • Output cur‐ • Engine speed > • 0.8 s • 2 DCY – Check the
Ignition Coils rent in ON 512 RPM Ignition Coil
Coil "A" Short To state (hard‐ • Continu‐ 1 With Pow‐
Primary Ground ware val‐ • ECT @ cylinder ous er Output
Control ues) > 50 – block > -30° C Stage -
Circuit 100.0 mA • Engine stop not N70- . Refer
Low active to
⇒ “3.6.29
Ignition
Coils With
Power Out‐
put Stage ,
Checking”,
page 952 .
P2301 Ignition • Diagnosis • Engine speed > • 0.8 s • 2 DCY – Check the
Ignition Coils by inactive 512 RPM Ignition Coil
Coil "A" Short To low side • Continu‐ 1 With Pow‐
Primary Battery switch in • Engine stop not ous er Output
Control Plus ATIC: active Stage -
Circuit N70- . Refer
High • Output volt‐ • Actuator com‐
to
age in OFF manded off
⇒ “3.6.29
state (hard‐ Ignition
ware val‐ Coils With
ues) > 4.95 Power Out‐
– 5.285 V put Stage ,
Checking”,
• Diagnosis • Engine speed > page 952 .
by inactive 512 RPM
low side
switch in • Engine stop not
ATIC: active
• Output tem‐ • Actuator com‐

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) >
100.0 –
180.0 mA
P2302 Ignition • Output volt‐ • Engine speed > • 0.8 s • 2 DCY – Check the
Ignition Coils age in OFF 512 RPM Ignition Coil
Coil "A" Open Cir‐ state, lower • Continu‐ 1 With Pow‐
Secondary cuit range >= • ECT @ cylinder ous er Output
Circuit 1.92 – 2.21 block > -30° C Stage -
V • Engine stop not N70- . Refer
active to
• Output volt‐ ⇒ “3.6.29
age in OFF Ignition
state, upper Coils With
range Power Out‐
(hardware put Stage ,
values) <= Checking”,
2.85 – 3.25 page 952 .
V

Q7 2016 ➤
tion ue
Coil "B" Short To state (hard‐ • Continu‐ 2 With Pow‐
Circuit 100.0 mA • Engine stop not N127- . Re‐
Low active fer to
⇒ “3.6.29
Ignition
Coils With
Power Out‐
put Stage ,
Checking”,
page 952 .
Coil "B" Short To low side • Continu‐ 2 With Pow‐
fer to
⇒ “3.6.29
Checking”,
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) >
100.0 –
180.0 mA
Coil "B" Open Cir‐ state, lower • Continu‐ 2 With Pow‐
V • Engine stop not N127- . Re‐
active fer to
age in OFF Ignition
range Power Out‐
2.85 – 3.25 page 952 .
V

Q7 2016 ➤
tion ue
Coil "C" Short To state (hard‐ • Continu‐ 3 With Pow‐
Low active fer to
⇒ “3.6.29
Ignition
Coils With
Power Out‐
put Stage ,
Checking”,
page 952 .
Coil "C" Short To low side • Continu‐ 3 With Pow‐
fer to
⇒ “3.6.29
Checking”,
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) >
100.0 –
180.0 mA
Coil "C" Open Cir‐ state, lower • Continu‐ 3 With Pow‐
active fer to
age in OFF Ignition
range Power Out‐
2.85 – 3.25 page 952 .
V

Q7 2016 ➤
tion ue
Coil "D" Short To state (hard‐ • Continu‐ 4 With Pow‐
Low active fer to
⇒ “3.6.29
Ignition
Coils With
Power Out‐
put Stage ,
Checking”,
page 952 .
Coil "D" Short To low side • Continu‐ 4 With Pow‐
fer to
⇒ “3.6.29
Checking”,
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) >
100.0 –
180.0 mA
Coil "D" Open Cir‐ state, lower • Continu‐ 4 With Pow‐
active fer to
age in OFF Ignition
range Power Out‐
2.85 – 3.25 page 952 .
V

Q7 2016 ➤
tion ue
Coil "E" Short To state (hard‐ • Continu‐ 5 With Pow‐
Low active fer to
⇒ “3.6.29
Ignition
Coils With
Power Out‐
put Stage ,
Checking”,
page 952 .
Coil "E" Short To low side • Continu‐ 5 With Pow‐
fer to
⇒ “3.6.29
Checking”,
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) >
100.0 –
180.0 mA
Coil "E" Open Cir‐ state, lower • Continu‐ 5 With Pow‐
active fer to
age in OFF Ignition
range Power Out‐
2.85 – 3.25 page 952 .
V

Q7 2016 ➤
tion ue
Coil "F" Short To state (hard‐ • Continu‐ 6 With Pow‐
Low active fer to
⇒ “3.6.29
Ignition
Coils With
Power Out‐
put Stage ,
Checking”,
page 952 .
Coil "F" Short To low side • Continu‐ 6 With Pow‐
fer to
⇒ “3.6.29
Checking”,
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) >
100.0 –
180.0 mA
Coil "F" Open Cir‐ state, lower • Continu‐ 6 With Pow‐
active fer to
age in OFF Ignition
range Power Out‐
2.85 – 3.25 page 952 .
V

Q7 2016 ➤
tion ue
P23F2 Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
Cylinder 1 tem Multi‐ value of cyl‐ pressure > 63.0 Cylinder 1
Injector port Fuel inder indi‐ kPa • Continu‐ Fuel Injec‐
"B" Air- Injection vidual lamb‐ ous tor 2 -
Fuel Ratio A/F Im‐ da control > • Air mass 0.0 – N532- . Re‐
Imbalance balance: 10.0 % 1,389.0 mg/rev fer to
Out Of • Engine speed ⇒ “3.6.25
Range 600 – 8,160 Fuel Injec‐
High RPM tors (2 [B
Circuit]),
• Lambda value Checking”,
vs. modeled page 944 .
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
tem Multi‐ value of cyl‐ mass, upper
port Fuel inder indi‐ range <= 0.0 –
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
High RPM tors (2 [B
Circuit]),
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
High RPM tors (2 [B
Circuit]),
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
High RPM tors (2 [B
Circuit]),
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
High RPM tors (2 [B
Circuit]),
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
High RPM tors (2 [B
Circuit]),
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 17.0 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P2414 Oxygen • Pump cur‐ • O2S front ready • 10.0 s • 2 DCY – Check the
O2 Sensor Sensors rent correc‐ Oxygen
Exhaust Front Ra‐ tion (nernst- • Fuel cut off not • Continu‐ Sensor 1
Sample tionality cell) > 3.6 active ous Before Cat‐
Error Bank Check mA • Cylinder shut off alytic Con‐
1 Sensor 1 not active verter -
GX10- . Re‐
• Injection mode fer to
change (DFI/ ⇒ “3.6.39
MFI) not active Oxygen
Sensor 1
• Depending on Before Cat‐
engine state: alytic Con‐
verter
• Engine part load GX10 ,
• Or Checking”,
page 972 .
• Or
• Engine idle
O2 Sensor Sensors rent correc‐ Oxygen
Exhaust Front tion (nernst- • Fuel cut off not • Continu‐ Sensor 2
Sample Bank 2 cell) > 3.6 active ous Before Cat‐
Error Bank Rationali‐ mA • Cylinder shut off alytic Con‐
2 Sensor 1 ty Check not active verter -
GX11- . Re‐
• Injection mode fer to
change (DFI/ ⇒ “3.6.41
MFI) not active Oxygen
Sensor 2
• Depending on Before Cat‐
engine state: alytic Con‐
• Engine part load verter
GX11 ,
• Or Checking”,
page 978 .
• Or
• Engine idle

Q7 2016 ➤
tion ue
P2440 Secon‐ • Diff. lambda • ECT @ cylinder • 0.02 s • 2 DCY – Check the
AIR Sys‐ dary Air controller @ block @ engine Secondary
tem System closed sec‐ start 5 – 50° C • Once / Air Injection
Switching Stuck ondary air DCY Pump Re‐
Valve Open valve with • AAT @ engine lay - J299- /
Stuck running start >= 5° C Secondary
Open secondary • Time after en‐ Air Injection
Bank 1 air pump vs. gine start >= Pump Mo‐
lambda 22.0 –120.0 s tor - -
controller @ V101-- . Re‐
closed sec‐ • Fuel cut off not fer to
ondary air active ⇒ “3.6.42
valve with‐ Secondary
out running • O2S front ready Air Injection
secondary MAF <= Pump Re‐
air pump > 2,047.97 kg/h lay J299 /
20.0 % Secondary
gine load), lower Pump Mo‐
range >= 0.0 – tor V101 ,
• Air mass (en‐ page 982 .
gine load), up‐
per range <= – Check the
452.0 mg/rev combina‐
tion valve
• Engine speed, for secon‐
lower range >= dary air in‐
800 – 8,160 jection. Re‐
RPM fer to appro‐
priate repair
• Engine speed, manual.
upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.0
[-]
• Modeled pres‐
sure quotient <=
1.0 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev

Q7 2016 ➤
tion ue
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g

Q7 2016 ➤
tion ue
tem System 2 closed sec‐ start 5 – 50° C • Once / Air Injection
Switching Stuck ondary air DCY Pump Re‐
Valve Open valve with • AAT @ engine lay - J299- /
Stuck running start >= 5° C Secondary
Open secondary • Time after en‐ Air Injection
Bank 2 air pump vs. gine start >= Pump Mo‐
lambda 22.0 –120.0 s tor - -
controller @ V101-- . Re‐
closed sec‐ • Fuel cut off not fer to
ondary air active ⇒ “3.6.42
valve with‐ Secondary
out running • O2S front ready Air Injection
secondary MAF <= Pump Re‐
air pump > 2,047.97 kg/h lay J299 /
20.0 % Secondary
gine load), lower Pump Mo‐
range >= 0.0 – tor V101 ,
• Air mass (en‐ page 982 .
gine load), up‐
per range <= – Check the
452.0 mg/rev combina‐
tion valve
• Engine speed, for secon‐
lower range >= dary air in‐
800 – 8,160 jection. Re‐
RPM fer to appro‐
priate repair
• Engine speed, manual.
upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.0
[-]
• Modeled pres‐
sure quotient <=
1.0 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev

Q7 2016 ➤
tion ue
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g
P2539 Fuel Sys‐ • Low fuel • 2.0 s • 2 DCY – Check the

Low Pres‐ tem Pres‐ pressure pressure in
sure Fuel sure Sen‐ sensor volt‐ • Continu‐ the fuel sys‐
System sor, Low age > 4.60 ous tem for out
Sensor Pressure V of spec con‐
Circuit Side ditions be‐
Short To fore diag‐
Battery / nosing the
Open Cir‐ pressure
cuit sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Low Fuel
Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .

Q7 2016 ➤
tion ue
P2540 Fuel Sys‐ • Depending • Engine warm-up • 1.0 s • 2 DCY – Check the
Low Pres‐ tem Pres‐ on Multiport not active pressure in
sure Fuel sure Sen‐ Fuel Injec‐ • Continu‐ the fuel sys‐
System sor, Low tion: • Catalyst heating ous tem for out
Sensor Pressure not active of spec con‐
Circuit Side Ra‐ • Actual and ditions be‐
Range/ tionality adapted I- • Engine no full
fore diag‐
part of elec‐ load
Perform‐ Check nosing the
ance High tric fuel • Lambda control pressure
pump con‐ active sensor. Re‐
troller fer to Fuel
(PWM sig‐ • Catalyst over‐ System Me‐
nal) < -20.0 heating protec‐ chanical
% tion not active Testing in
• Or ⇒ “3.1 Pre‐
• Catalyst purge liminary
not active
• Diff. fuel Check”,
pressure • Lambda control page 20 .
set point vs. closed loop
actual fuel – Check the
pressure < • Canister load <= Low Fuel
-19.90 kPa 0.50 [-] Pressure
Sensor -
• And • Diff. actual fuel G410- . Re‐
mass set point fer to
• Lambda vs. filtered fuel ⇒ “3.6.36
controller mass set point < Low Fuel
included 7.50 mg/rev Pressure
correction
• Time after en‐ Sensor
and adap‐
gine start > 15.0 G410 ,
tion > 20.0
s Checking”,
% page 965 .
15.0 s block -48° C
• And • And
• Depending • MFI part of injec‐
on high ted fuel >= 0.70
pressure [-]
Direct Fuel • Fuel mass set
Injection: point for low
• Actual and pressure-part
adapted I- 3.01 – 29.99 mg/
part of elec‐ rev
tric fuel
pump con‐ • For time >= 3.5 s
troller • And
(PWM sig‐
nal) < • Fuel mass set
-12.50 % point for low
pressure-part
• Or 3.01 – 50.00 mg/
rev
• Diff. fuel
pressure • For time >= 3.5 s
set point vs.
actual fuel
pressure <
-19.90 kPa
• And

Q7 2016 ➤
tion ue
• Lambda
controller
included
correction
and adap‐
tion < 12.50
%
• For time >=
15.0 s

Q7 2016 ➤
tion ue
Fuel Sys‐ • Depending
tem Pres‐ on Multiport
sure Sen‐ Fuel Injec‐
sor, Low tion:
Pressure
Side Ra‐ • Actual and
tionality adapted I-
Check part of elec‐
Low tric fuel
pump con‐
troller
(PWM sig‐
nal) > 28.0
%
• Or
• Diff. fuel
pressure
set point vs.
actual fuel
pressure >
49.88 kPa
• And
• Lambda
controller
included
correction
and adap‐
tion < -20.0
%
• For time >=
10.0 s
• And
• Depending
on high
pressure
Direct Fuel
Injection:
• Actual and
adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) > 24.90
%
• Or
• Diff. fuel
pressure
set point vs.
actual fuel
pressure >
49.88 kPa
• And

Q7 2016 ➤
tion ue
• Lambda
controller
included
correction
and adap‐
tion < 12.50
%
• For time >=
15.0 s

System sor, Low age < 0.20 ous tem for out
Sensor Pressure V of spec con‐
Circuit Side ditions be‐
Low Short To fore diag‐
Ground nosing the
pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Low Fuel
Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .
P2579 Super‐ • Ratio be‐ • Supercharger • 0.5 s • 2 DCY – Check the
Turbo‐ charger tween su‐ clutch closed >= Turbo‐
charger/ Speed percharger 0.5 s • Continu‐ charger
Super‐ Sensor speed vs. ous Speed Sen‐
charger Rationali‐ engine • Engine speed > sor 1 -
Speed ty Check speed < 0.0 700 RPM G688- . Re‐
Sensor "A" [-] • Gradient engine fer to
Circuit speed -992.0 – ⇒ “3.6.46
Range/ • Or Turbo‐
2,016.0 rpm/s
Perform‐ • Ratio be‐ charger
ance tween su‐ Speed Sen‐
percharger sor 1 G688 ,
speed vs. Checking”,
engine page 990 .
speed >
2.75 [-]

Q7 2016 ➤
tion ue
P2580 Super‐ • Super‐ • Engine speed > • 0.5 s • 2 DCY – Check the
Turbo‐ charger charger 800 RPM Turbo‐
charger/ Speed speed sen‐ • Continu‐ charger
Super‐ Sensor sor output • Engine speed ous Speed Sen‐
charger Signal frequency < -704.0 – 704.0 sor 1 -
Speed Check 2.0 Hz rpm/s G688- . Re‐
Sensor "A" • ECT @ cylinder fer to
Circuit block > 0° C ⇒ “3.6.46
Low Turbo‐
• Supercharger charger
MAF > 40.0 kg/h Speed Sen‐
sor 1 G688 ,
Checking”,
page 990 .
P25D9 CAN: • Instrument • 0.5 s • 2 DCY – Refer to ap‐
Sensor "C" el Sensor module sig‐ • Continu‐ wiring dia‐
strument • Instrument replace the
Cluster cluster instrument
Module module sig‐ cluster. Re‐
nal: signal fer to appro‐
range priate repair
check fail‐ manual.
ure
P25DA CAN: • Instrument • 0.5 s • 2 DCY – Refer to ap‐

Sensor "C" el Sensor module sig‐ • Continu‐ wiring dia‐
Cluster instrument
fer to appro‐
priate repair
manual.
P25E9 Super‐ • Ratio be‐ • Supercharger • 0.5 s • 2 DCY – Check the
Super‐ charger tween su‐ clutch closed Compres‐
charger (SC) percharger commanded on • Continu‐ sor Magnet‐
Discon‐ Clutch speed vs. ous ic Clutch -
nect Actuator engine • Gradient of en‐ N421- . Re‐
Clutch Function‐ speed < gine speed < fer to
Stuck al Check 2.20 [-] 1,504.0 rpm/s ⇒ “3.6.12
Open Stuck • Engine speed > Compres‐
Open 550 RPM sor Magnet‐
ic Clutch
• For time > 0.5 s N421 ,
Checking”,
page 918 .

Q7 2016 ➤
tion ue
P25EA Super‐ • Ratio be‐ • Supercharger • 0.5 s • 2 DCY – Check the
Super‐ charger tween su‐ clutch open Compres‐
charger (SC) percharger commanded on • Continu‐ sor Magnet‐
Discon‐ Clutch speed vs. ous ic Clutch -
nect Actuator engine • Gradient of en‐ N421- . Re‐
Clutch Function‐ speed > gine speed < fer to
Stuck al Check 2.10 [-] 1,504.0 RPM/s ⇒ “3.6.12
Closed Stuck • Engine speed > Compres‐
Close 550 RPM sor Magnet‐
ic Clutch
• For time > 49.0 s N421 ,
Checking”,
page 918 .
P25EB Super‐ • SC clutch • Actuator com‐ • 2.0 s • 2 DCY – Check the
Super‐ charger actuator manded off Compres‐
charger (SC) voltage 2.0 • Continu‐ sor Magnet‐
Discon‐ Clutch – 3.0 V ous ic Clutch -
nect Actuator N421- . Re‐
Clutch Cir‐ Open Cir‐ fer to
cuit cuit ⇒ “3.6.12
Range/ Compres‐
Perform‐ sor Magnet‐
ance ic Clutch
N421 ,
Checking”,
page 918 .
P25EC Super‐ • SC clutch • Actuator com‐ • 2.0 s • 2 DCY – Check the
Super‐ charger actuator manded off Compres‐
charger (SC) voltage < • Continu‐ sor Magnet‐
Discon‐ Clutch 2.0 V ous ic Clutch -
Clutch Cir‐ Short To fer to
cuit Low Ground ⇒ “3.6.12
Compres‐
sor Magnet‐
ic Clutch
N421 ,
Checking”,
page 918 .
P25ED Super‐ • SC clutch • Actuator com‐ • 2.0 s • 2 DCY – Check the
Super‐ charger actuator manded on Compres‐
charger (SC) current > • Continu‐ sor Magnet‐
Discon‐ Clutch 9.0 A ous ic Clutch -
Clutch Cir‐ Short To fer to
Plus Compres‐
sor Magnet‐
ic Clutch
N421 ,
Checking”,
page 918 .

Q7 2016 ➤
tion ue
P2610 Engine • Difference • Case 1: • 10.0 ms • 2 DCY – Replace the
ECM/PCM Off Time between faulty En‐
Engine Off Rationali‐ engine-off • ECM keep alive • Once / gine Control
Timer Per‐ ty Check time and time active DCY Module .
formance ECM keep • Engine off timer Refer to ap‐
alive-time > reset not active propriate
12.0 s time delay >= repair man‐
1.0 s ual.
• Or
• Engine off • Case 2:
time (hard‐ • Delay timer for
ware val‐ acquisition of
ues) not val‐ engine off (hard‐
id ware values) > 0
s
• Case 3:
• Power latch di‐
agnosis active
• And
gine stop <
47.78 h
• Engine off timer
active
• Difference • Time after en‐ • 0.01 s

between gine stop <
engine-off 86,400.0 s • Once /
time and DCY
ECM keep • Engine off time
alive-time plausible
>= 12.0 s • Engine off time
monitoring not
finished
• Engine off time
signal valid
• Time after reset
< 2.0 s
• And
• Case 1:
• Engine off timer
active
• Case 2:
• ECM internal
timer n.a.
• SPI communica‐
tion failure after
reset n.a.

Q7 2016 ➤
tion ue
Engine • ECM inter‐ • ECM internal • 1.3 s
Off Time nal timer in‐ timer reset not
ECM In‐ itialization active • Continu‐
ternal failure ous
Timer • SPI communica‐
Check • Or tion failure after
reset not detec‐
• ECM inter‐ ted
nal timer
communi‐
cation fail‐
ure

Q7 2016 ➤
tion ue
P2626 Oxygen • Case 1: • O2S front (line‐ • 1.5 s • 2 DCY – Check the
O2 Sensor Sensors ar) ready Oxygen
Pumping Front • O2S front > • Once / Sensor 1
Current Open Cir‐ 4,644.0 Ω • O2S ceramic DCY Before Cat‐
Trim Cir‐ cuit temperature > alytic Con‐
• And 830° C
cuit/Open Nernst verter -
Bank 1 Voltage • Choice of: • For time >= 17.0 GX10- . Re‐
Sensor 1 (VN) s fer to
• Diff. pump ⇒ “3.6.39
voltage Oxygen
(VIP) vs. vir‐ Sensor 1
(VG) <= verter
1.20 V GX10 ,
Checking”,
• Or page 972 .
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Case 2:
• Nernst volt‐
age (VN) >
4.4 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2,35
V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.6 V
• Or

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.1
V
• Or
• Pump cur‐
rent >
0.0115 A

Q7 2016 ➤
tion ue
O2 Sensor Sensors ar) ready Oxygen
Pumping Front • O2S front > • Once / Sensor 2
Current Bank 2 4,644.0 Ω • O2S ceramic DCY Before Cat‐
Trim Cir‐ Open Cir‐ temperature > alytic Con‐
• And 830° C
cuit/Open cuit verter -
Bank 2 Nernst • Choice of: • For time >= 17.0 GX11- . Re‐
Sensor 1 Voltage s fer to
(VN) • Diff. pump ⇒ “3.6.41
voltage Oxygen
(VIP) vs. vir‐ Sensor 2
(VG) <= verter
1.20 V GX11 ,
Checking”,
• Or page 978 .
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Case 2:
• Nernst volt‐
age (VN) >
4.4 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2,35
V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.6 V
• Or

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.1
V
• Or
• Pump cur‐
rent >
0.0115 A

Fuel Pump Fuel signal: over Fuel Deliv‐
"A" Low Pump current fail‐ • Continu‐ ery Unit -
Flow/Per‐ CAN ure feed‐ ous GX1- . Re‐
formance Commu‐ back >= 2.0 fer to
nication [-] ⇒ “3.6.23
With Fuel Fuel Deliv‐
Pump • Fuel pump • 1.8 s ery Unit
signal: rota‐ GX1 ,
ry failure • Continu‐ Checking”,
feedback ous page 940 .
>= 2.0 [-]
P308D CAN: • Fuel pump • Engine on • 2.4 s • 2 DCY – Check the

Fuel Pump Fuel sensor: Fuel Deliv‐
Engine Pump short to bat‐ • Continu‐ ery Unit -
Speed Too CAN tery failure ous GX1- . Re‐
Low Commu‐ or rpm devi‐ fer to
nication ation feed‐ ⇒ “3.6.23
With Fuel back >= 2.0 Fuel Deliv‐
Pump [-] ery Unit
GX1 ,
Checking”,
page 940 .
P30F1 ECM: • Direct fuel • ECM keep alive • 10.0 s • 1 DCY – Refer to ap‐
Operator Service injection time active propriate
Mode Se‐ Mode (DFI) serv‐ • Once / repair man‐
lection Ac‐ Function ice mode • Fuel level > 0.0 DCY ual.
tive Monitor‐ active %
ing: Mode • Max trip mileage
Change • Multiport since initial vehi‐ • 10.0 ms
fuel injec‐ cle start-up <= •
tion (MFI) Once /
31.08 miles DCY
service
mode active • Engine speed 0
RPM
U0001 CAN: • Message • Time after igni‐ • 0.5 s • 2 DCY – Check the
High Power‐ no feed‐ tion on 0.5 s terminal re‐
Speed train Bus back • Continu‐ sistance of
CAN Com‐ Reading ous the CAN-
munica‐ Back Bus. Refer
tion Bus Sent to
Message ⇒ “3.6.8
CAN-Bus
Terminal
Resistance,
Checking”,
page 910 .

Q7 2016 ➤
tion ue
U0002 COM: • Global time • Time after igni‐ • 0.5 s • 2 DCY – Check the
High Power‐ out receiv‐ tion on 0.5 s terminal re‐
Speed train Bus ing no mes‐ • Continu‐ sistance of
CAN Com‐ Commu‐ sage ous the CAN-
munica‐ nication Bus. Refer
tion Bus Check to
Perform‐ ⇒ “3.6.8
ance CAN-Bus
Terminal
Resistance,
Checking”,
page 910 .
U0101 COM: • Received • Time after igni‐ • 0.5 s • 2 DCY – Check the
Lost Com‐ Trans‐ message tion on 0.5 s terminal re‐
munica‐ mission from TCM, • Continu‐ sistance of
tion with Control no mes‐ ous the CAN-
TCM Module sage Bus be‐
(TCM) tween the
Commu‐ Engine
nication Control
With TCM Module -
J623- and
the Trans‐
mission
Control
Module -
J217- . Re‐
fer to
⇒ “3.6.9
CAN-Bus
Terminal
Resistance,
Powertrain,
Checking”,
page 912 .
Lost Com‐ Brake message tion on 0.5 s terminal re‐
munica‐ System from TCS, • Continu‐ sistance of
tion With Control no mes‐ ous the CAN-
Anti-Lock Module sage Bus. Refer
Brake Sys‐ (BSCM) to
tem (ABS) Commu‐ ⇒ “3.6.8
Control nication CAN-Bus
Module With Terminal
BSCM Resistance,
Checking”,
page 910 .
U0140 COM: • Message, • Time after igni‐ • 2.0 s • 2 DCY – Check the
Lost Com‐ Body no mes‐ tion on 0.5 s terminal re‐
munica‐ Control sage • Continu‐ sistance of
tion With Module ous the CAN-
Body Con‐ (BCM) Bus. Refer
trol Mod‐ Commu‐ to
ule nication ⇒ “3.6.8
With CAN-Bus
BCM Terminal
Resistance,
Checking”,
page 910 .

Q7 2016 ➤
tion ue
Lost Com‐ Body no mes‐ tion on > 500.0 terminal re‐
munica‐ Control sage ms • Continu‐ sistance of
tion With Module 2 ous the CAN-
Body Con‐ (BCM) Bus. Refer
trol Mod‐ Commu‐ to
ule "A" nication ⇒ “3.6.8
With CAN-Bus
BCM 2 Terminal
Resistance,
Checking”,
page 910 .
Lost Com‐ Gateway no mes‐ tion on 0.5 s terminal re‐
munica‐ Commu‐ sage • Continu‐ sistance of
tion With nication ous the CAN-
Gateway With Bus. Refer
"A" Gateway to
⇒ “3.6.8
CAN-Bus
Terminal
Resistance,
Checking”,
page 910 .
U0155 COM: In‐ • Message, • Time after igni‐ • 0.5 s • 2 DCY – Check the
Lost Com‐ strument no mes‐ tion on 0.5 s terminal re‐
munica‐ Panel sage • Continu‐ sistance of
tion With Cluster ous the CAN-
Instrument (IPC) Bus. Refer
Panel Commu‐ to
Cluster nication ⇒ “3.6.8
(IPC) Con‐ With IPC CAN-Bus
trol Mod‐ Terminal
ule Resistance,
Checking”,
page 910 .
Lost Com‐ Door no mes‐ tion on > 500.0 terminal re‐
munica‐ Control sage ms • Continu‐ sistance of
tion With Module ous the CAN-
"Door Commu‐ Bus. Refer
Control nication to
Module A" With ⇒ “3.6.8
Door CAN-Bus
Control Terminal
Module Resistance,
(Driver- Checking”,
Side) page 910 .

Q7 2016 ➤
tion ue
U0302 COM: • Received A/ • Time after igni‐ • 5.0 s • 2 DCY – Check the
Software Trans‐ T vehicle tion on 0.5 s terminal re‐
Incompati‐ mission data from • Continu‐ sistance of
bility With Control TCM signal ous the CAN-
Transmis‐ Module Bus be‐
sion Con‐ (TCM) tween the
trol Mod‐ Commu‐ Transmis‐
ule nication sion Control
With TCM Module -
J217- and
the Engine
Control
Module -
J623- . Re‐
fer to
⇒ “3.6.9
CAN-Bus
Terminal
Resistance,
Powertrain,
Checking”,
page 912 .
U0322 COM: • Ambient • Time after igni‐ • 2.0 s • 2 DCY – Check the
Software Gateway tempera‐ tion on > 0.1 s terminal re‐
Incompati‐ Commu‐ ture sensor • Continu‐ sistance of
bility With nication coding ous the CAN-
Body Con‐ With monitoring Bus. Refer
trol Mod‐ Gateway failure to
ule ⇒ “3.6.8
CAN-Bus
Terminal
Resistance,
Checking”,
page 910 .
Invalid Da‐ Trans‐ data from tion on 0.5 s terminal re‐
ta Re‐ mission TCM, im‐ • Continu‐ sistance of
ceived Control plausible ous the CAN-
From TCM Module message Bus be‐
(TCM) tween the
Commu‐ Transmis‐
nication sion Control
With TCM Module -
J217- and
the Engine
Control
Module -
J623- . Re‐
fer to
⇒ “3.6.9
CAN-Bus
Terminal
Resistance,
Powertrain,
Checking”,
page 912 .
U0415 Vehicle • Vehicle • 10.0 s • 2 DCY – Check the
Invalid Da‐ Speed speed > 203 vehicle
ta Re‐ Rationali‐ mph • Continu‐ speed sig‐
ceived ty Check ous nal. Refer to
From Anti- High ⇒ “3.6.47
Lock Vehicle
Brake Sys‐ Speed Sig‐
tem (ABS) nal, Check‐

Q7 2016 ➤
tion ue
Control COM: • Received • Time after igni‐ • 0.1 s ing”,
Module Brake data from tion on 0.5 s page 992 .
System TCS, im‐ • Continu‐
Control plausible ous
Module message
(BSCM)
Commu‐
nication
With
BSCM
COM: • Speed sen‐ • Time since en‐ • 0.5 s
Vehicle sor signal: gine running >
Speed sensor error 0.5 s • Continu‐
Sensor (no map, ous
(VSS) just bottom
Commu‐ and top lim‐
nication it) = 655,35
With km/h
BSCM
• Speed sen‐ • Time since en‐ • 2.0 s
sor signal: gine running >
initialization 0.5 s • Continu‐
error (no ous
map, just • Vehicle speed <
bottom and 7 mph
top limit) =
655.33 –
655.34 km/
h
• Speed sen‐ • Time since en‐ • 0.5 s

sor signal: gine running >
low voltage 0.5 s • Continu‐
error (no ous
map, just • Vehicle speed >
bottom and 7 mph
top limit) =
655.33 –
655.34 km/
h
Invalid Da‐ Gateway tempera‐ tion on > 0.1 s terminal re‐
ta Re‐ Commu‐ ture value • Continu‐ sistance of
ceived nication (initializa‐ • Engine running ous the CAN-
From Body With tion) failure Bus. Refer
Control Gateway to
Module ⇒ “3.6.8
CAN-Bus
Terminal
Resistance,
Checking”,
page 910 .

Q7 2016 ➤
tion ue
U0423 COM: In‐ • Received • Time after igni‐ • 3.0 s • 2 DCY – Check the
Invalid Da‐ strument data from tion on 0.5 s terminal re‐
ta Re‐ Panel IPC, im‐ • Continu‐ sistance of
ceived Cluster plausible ous the CAN-
From In‐ (IPC) message Bus. Refer
strument Commu‐ to
Panel nication ⇒ “3.6.8
Cluster With IPC CAN-Bus
Control Terminal
Module Resistance,
Checking”,
page 910 .
Invalid Da‐ Body data from tion on > 500.0 terminal re‐
ta Re‐ Control BCM 2 im‐ ms • Continu‐ sistance of
ceived Module 2 plausible ous the CAN-
From Body (BCM) message Bus. Refer
Control Commu‐ to
Module nication ⇒ “3.6.8
"A" With CAN-Bus
BCM 2 Terminal
Resistance,
Checking”,
page 910 .
Invalid Da‐ Gateway data from tion on 0.5 s terminal re‐
ta Re‐ Commu‐ Gateway, • Continu‐ sistance of
ceived nication implausible ous the CAN-
From With message Bus. Refer
Gateway Gateway to
"A" ⇒ “3.6.8
CAN-Bus
Terminal
Resistance,
Checking”,
page 910 .
U1103 ECM: • Production • Vehicle speed < • 0.01 s • 1 DCY – Vehicle in
Production Produc‐ mode active 3 mph production
Mode Ac‐ tion Mode • Continu‐ mode. Re‐
tive Function • Max trip mileage ous fer to appro‐
Monitor‐ since initial vehi‐ priate repair
ing: Mode cle start-up < manual for
Change 62.15 miles resolution.
• During ECM Note the
keep alive-time mode can
after ignition off be deacti‐
vated with a
• Engine speed 0 factory scan
RPM tool or will
automati‐
• For hybrid: cally turn off
after vehicle
• Drive motor off accumu‐
lates the
first 100 km
of driving.

Q7 2016 ➤
3.4.2 Engine Control Module , 2017 MY

scription Strategy Criteria and eters with Enable Time Length tion agnostic Proce‐
Descrip‐ Threshold Val‐ Conditions dure
tion ue
P000A Variable • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ Valve angle differ‐ perature 15 – (FTP75: Camshaft
shaft Posi‐ Timing ence >= 130° C 300.0) s Adjustment
tion Slow (VVT) In‐ 0.75; < Valve 1 -
Response take Ac‐ 7.00° CRK • Engine speed • Continu‐ N205- . Refer
Bank 1 tuator 608 – 7,008 ous to
Rationali‐ RPM ⇒ “3.6.2
ty Check • Set point Camshaft
CRK Valve 1
N205 ,
stop position
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s
P000B Variable • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"B" Cam‐ Valve angle differ‐ perature 15 – (FTP75: Exhaust
shaft Posi‐ Timing ence >= 130° C 700.0) s Camshaft
tion Slow (VVT) Ex‐ 0.75; < Adjustment
Response haust Ac‐ 7.00° CRK • Engine speed • Continu‐ Valve 1 -
Bank 1 tuator 608 – 7,008 ous N318- . Refer
Rationali‐ RPM to
ty Check • Set point ⇒ “3.6.21
CRK Camshaft
Adjustment
page 936 .
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s
P000C Variable • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ Valve angle differ‐ perature 15 – (FTP75: Camshaft
shaft Posi‐ Timing ence >= 130° C 300.0) s Adjustment
tion Slow (VVT) In‐ 0.75; < Valve 2 -
Response take Ac‐ 7.00° CRK • Engine speed • Continu‐ N208- . Refer
Bank 2 tuator 2 608 – 7,008 ous to
Rationali‐ RPM ⇒ “3.6.3
ty Check • Set point Camshaft
CRK Valve 2
N208 ,
stop position
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s

Q7 2016 ➤
tion ue
P000D Variable • Adjustment • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"B" Cam‐ Valve angle differ‐ perature 15 – (FTP75: Exhaust
shaft Posi‐ Timing ence >= 130° C 700.0) s Camshaft
tion Slow (VVT) Ex‐ 0.75; < Adjustment
Response haust Ac‐ 7.00° CRK • Engine speed • Continu‐ Valve 2 -
Bank 2 tuator 2 608 – 7,008 ous N319- . Refer
Rationali‐ RPM to
ty Check • Set point ⇒ “3.6.22
CRK Camshaft
Adjustment
page 938 .
• Dynamic diag‐
nosis timer >=
0.95 – 4.18 s
P00A0 Intake Air • Sensor sig‐ • 0.5 s • 2 DCY – Check the

Intake Air Tempera‐ nal failure Charge Air
Tempera‐ ture (IAT) • Continu‐ Pressure
ture (IAT) Sensor 2 ous Sensor 2 -
Sensor 2 @ Mani‐ G447- / In‐
@ Mani‐ fold inter‐ take Mani‐
fold nal hard‐ fold Temper‐
ware ature Sensor
check 2 - G430- .
Refer to
⇒ “3.6.11 In‐
take Mani‐
fold Temper‐
ature Sensor
2 G430 /
Charge Air
Pressure
Sensor 2
G447 ,
Checking”,
page 916 .
P007A Intake Air • Sensor sig‐ • 0.5 s • 2 DCY – Check the
Intake Air Tempera‐ nal failure Charge Air
Tempera‐ ture (IAT) • Continu‐ Pressure
ture (IAT) Sensor ous Sensor -
Sensor @ @ Mani‐ G31- / Intake
Manifold fold inter‐ Manifold
nal hard‐ Temperature
ware Sensor -
check G72- . Refer
to
⇒ “3.6.10
Charge Air
Pressure
Sensor G31 /
Intake Mani‐
fold Temper‐
ature Sensor
G72 , Check‐
ing”,
page 914 .

Q7 2016 ➤
tion ue
P0010 VVT Ac‐ • Output volt‐ • Camshaft actua‐ • 2s • 2 DCY – Check the
"A" Cam‐ tuator In‐ age lower tor solenoid Camshaft
tion Actua‐ Open Cir‐ – 2.21 V ded off ous Valve 1 -
tor Control cuit N205- . Refer
Circuit/ • Output volt‐ to
Open age upper ⇒ “3.6.2
values) Valve 1
2.85 – 3.25 N205 ,
V Checking”,
page 897 .
P0011 Variable • Camshaft • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"A" Cam‐ Valve position de‐ perature 15 – (FTP75: Camshaft
shaft Posi‐ Timing viation > 130° C 1,000.0) s Adjustment
tion - Tim‐ (VVT) In‐ 10.0° CRK Valve 1 -
ing Over- take Ac‐ • Engine speed • Continu‐ N205- . Refer
Advanced tuator 608 – 7,008 ous to
or System Rationali‐ RPM ⇒ “3.6.2
Perform‐ ty Check • Camshaft posi‐ Camshaft
N205 ,
active
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s
P0013 Variable • Output volt‐ • Camshaft actua‐ • 2.0 s • 2 DCY – Check the
"B" Cam‐ Valve age lower tor solenoid Exhaust
shaft Posi‐ Timing range 1.92 valve comman‐ • Continu‐ Camshaft
tion Actua‐ (VVT) Ex‐ – 2.21 V ded off ous Adjustment
tor Control haust Ac‐ Valve 1 -
Circuit/ tuator • Output volt‐ N318- . Refer
Open Open Cir‐ age upper to
Bank 1 cuit range ⇒ “3.6.21
(hardware Exhaust
values) Camshaft
V Valve 1
N318 ,
Checking”,
page 936 .

Q7 2016 ➤
tion ue
P0014 Variable • Difference • Modeled oil tem‐ • 0.0 • 2 DCY – Check the
"B" Cam‐ Valve between perature 15 – (FTP75: Exhaust
shaft Posi‐ Timing target and 130° C 600.0) s Camshaft
tion - Tim‐ (VVT) Ex‐ actual posi‐ Adjustment
ing Over- haust Ac‐ tion > 10.0° • Engine speed • Continu‐ Valve 1 -
Advanced tuator CRK 608 – 7,008 ous N318- . Refer
or System Rationali‐ RPM to
Perform‐ ty Check • Camshaft posi‐ ⇒ “3.6.21
ance Bank tion not close to Exhaust
1 max. stop posi‐ Camshaft
tion Adjustment
Valve 1
• Camshaft posi‐ N318 ,
tion adaptation Checking”,
active page 936 .
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s

Q7 2016 ➤
tion ue
P0016 Camshaft • Adapted • camshaft posi‐ • 720.0° • 2 DCY – Check the
Crank‐ Position / value for tion adaptation CRK Camshaft
shaft Posi‐ Crank‐ each edge active (exhaust Adjustment
tion - Cam‐ shaft Po‐ of the target side) • Multiple Valve 1 -
shaft Posi‐ sition wheel < N205- . Refer
tion Corre‐ (CMP/ -19.0° CRK • Engine speed to
lation CKP) In‐ 288 – 8,000 ⇒ “3.6.2
Bank 1 take Sen‐ • Or RPM Camshaft
Sensor A sor adap‐ • Adapted • Modeled oil tem‐ Adjustment
tation value for perature >= -40° Valve 1
Value each edge C N205 ,
Monitor‐ of the target Checking”,
ing wheel > • Modeled oil tem‐ page 897 .
– 160° C
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
Crank‐ Position / value for tion adaptation CRK Exhaust
shaft Posi‐ Crank‐ each edge active (exhaust Camshaft
shaft Posi‐ sition wheel < Valve 1 -
tion Corre‐ (CMP/ -19.0° CRK • Engine speed N318- . Refer
lation CKP) Ex‐ 288 – 8,000 to
Bank 1 haust • Or RPM ⇒ “3.6.21
Sensor B Sensor • Adapted • Modeled oil tem‐ Exhaust
Adapta‐ value for perature >= -40° Camshaft
tion Val‐ each edge C Adjustment
ue Moni‐ of the target Valve 1
toring wheel > • Modeled oil tem‐ N318 ,
– 160° C page 936 .
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
Crank‐ Position value for tion adaptation CRK Camshaft
shaft Posi‐ 2/ Crank‐ each edge active (exhaust Adjustment
tion - Cam‐ shaft Po‐ of the target side) • Multiple Valve 2 -
shaft Posi‐ sition wheel < N208- . Refer
tion Corre‐ (CMP/ -19.0° CRK • Engine speed to
lation CKP) In‐ 288 – 8,000 ⇒ “3.6.3
Bank 2 take Sen‐ • Or RPM Camshaft
Sensor A sor Adap‐ • Adapted • Modeled oil tem‐ Adjustment
tation value for perature >= -40° Valve 2
Value each edge C N208 ,
Monitor‐ of the target Checking”,
ing wheel > • Modeled oil tem‐ page 899 .
– 160° C
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
Crank‐ Position value for tion adaptation CRK Exhaust
shaft Posi‐ 2/ Crank‐ each edge active (exhaust Camshaft
shaft Posi‐ sition wheel < Valve 2 -
tion Corre‐ (CMP/ -19.0° CRK • Engine speed N319- . Refer
lation CKP) Ex‐ 288 – 8,000 to
Bank 2 haust • Or RPM ⇒ “3.6.22
Sensor B Sensor • Adapted • Modeled oil tem‐ Exhaust
Adapta‐ value for perature >= -40° Camshaft
tion Val‐ each edge C Adjustment
ue Moni‐ of the target Valve 2
toring wheel > • Modeled oil tem‐ N319 ,
– 160° C page 938 .
haust camshaft
position vs. pre‐
vious camshaft
position @ refer‐
ence signal
edge < 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
"A" Cam‐ tuator In‐ age, lower tor solenoid Camshaft
tion Actua‐ Bank 2 – 2.21 V ded off ous Valve 2 -
tor Control Open Cir‐ N208- . Refer
Circuit/ cuit • Output volt‐ to
Open age, upper ⇒ “3.6.3
values) Valve 2
2.85 – 3.25 N208 ,
V Checking”,
page 899 .
shaft Posi‐ take viation > 130° C 1,000.0) s Adjustment
tion - Tim‐ Bank 2 10.0° CRK Valve 2 -
ing Over- Rationali‐ • Engine speed • Continu‐ N208- . Refer
Advanced ty Check 608 – 7,008 ous to
or System RPM ⇒ “3.6.3
N208 ,
tion adaptation page 899 .
active
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s
"B" Cam‐ tuator age, lower tor solenoid Exhaust
tion Actua‐ Bank 2 – 2.21 V ded off ous Adjustment
tor Control Open Cir‐ Valve 2 -
Circuit/ cuit • Output volt‐ N319- . Refer
Open age, upper to
(hardware Exhaust
values) Camshaft
V Valve 2
N319 ,
Checking”,
page 938 .

Q7 2016 ➤
tion ue
tion - Tim‐ Bank 2 actual posi‐ Adjustment
ing Over- Rationali‐ tion > 10.0° • Engine speed • Continu‐ Valve 2 -
Advanced ty Check CRK 608 – 7,008 ous N319- . Refer
or System RPM to
ance Bank tion not close to Exhaust
2 max. stop posi‐ Camshaft
tion Adjustment
Valve 2
• Camshaft posi‐ N319 ,
tion adaptation Checking”,
active page 938 .
not active
tegrator (actual
vs. set point po‐
sition) >= 9.0°
CRK times s

HO2S Sensors stream Oxygen Sen‐
Heater Heater heater volt‐ • Continu‐ sor 1 Before
Control Front age, lower ous Catalytic
Circuit Open Cir‐ range 1.92 Converter -
Bank 1 cuit – 2.21 V GX10- . Re‐
Sensor 1 fer to
• O2S up‐ ⇒ “3.6.39
stream Oxygen Sen‐
heater volt‐ sor 1 Before
age, upper Catalytic
range 2.85 Converter
– 3.25 V GX10 ,
Checking”,
page 972 .
Control Front age < 1.92 – ous Catalytic
Circuit Short To 2.21 V Converter -
Low Bank Ground GX10- . Re‐
1 Sensor 1 fer to
⇒ “3.6.39
Oxygen Sen‐
sor 1 Before
Catalytic
Converter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
P0032 Oxygen • O2S up‐ • Modeled EGT @ • 2.5 s • 2 DCY – Check the
HO2S Sensors stream O2S front >= Oxygen Sen‐
Heater Heater heater driv‐ -273° C • Continu‐ sor 1 Before
Control Front er tempera‐ ous Catalytic
Circuit Short To ture > 160.0 • Actuator com‐ Converter -
High Bank Battery – 200.0° C manded on GX10- . Re‐
1 Sensor 1 Plus fer to
• Or ⇒ “3.6.39
• O2S up‐ Oxygen Sen‐
stream sor 1 Before
heater driv‐ Catalytic
er output Converter
current driv‐ GX10 ,
er stage in‐ Checking”,
ternal value page 972 .
HO2S Sensors stream start process Oxygen Sen‐
Heater Heater heater volt‐ • Continu‐ sor 1 After
Control Rear age, lower ous Catalytic
Circuit Open Cir‐ range 1.92 Converter -
Bank 1 cuit – 2.21 V GX7- . Refer
Sensor 2 to
• O2S down‐ ⇒ “3.6.38
heater volt‐ sor 1 After
– 3.25 V GX7 , Check‐
ing”,
page 970 .
Control Rear age < 1.92 – ous Catalytic
Circuit Short To 2.21 V Converter -
Low Bank Ground GX7- . Refer
1 Sensor 2 to
⇒ “3.6.38
Oxygen Sen‐
sor 1 After
Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .
P0038 Oxygen • O2S down‐ • Modeled EGT @ • 2.5 s • 2 DCY – Check the
HO2S Sensors stream O2S rear >= Oxygen Sen‐
Heater Heater heater driv‐ -273° C • Continu‐ sor 1 After
Control Rear er tempera‐ ous Catalytic
Circuit Short To ture > 160.0 • Heater com‐ Converter -
High Bank Battery – 200.0° C manded on GX7- . Refer
1 Sensor 2 Plus • Engine not in to
• Or ⇒ “3.6.38
start process
• O2S down‐ Oxygen Sen‐
stream sor 1 After
er output Converter
current driv‐ GX7 , Check‐
er stage in‐ ing”,

Q7 2016 ➤
tion ue
Control Front age, lower ous Catalytic
Circuit Bank 2 range 1.92 Converter -
Bank 2 Open Cir‐ – 2.21 V GX11- . Re‐
Sensor 1 cuit fer to
• O2S up‐ ⇒ “3.6.41
heater volt‐ sor 2 Before
– 3.25 V GX11 ,
Checking”,
page 978 .
Control Front age < 1.92 – ous Catalytic
Circuit Bank 2 2.21 V Converter -
Low Bank Short To GX11- . Re‐
2 Sensor 1 Ground fer to
⇒ “3.6.41
Oxygen Sen‐
sor 2 Before
Catalytic
Converter
GX11 ,
Checking”,
page 978 .
P0052 Oxygen • O2S up‐ • Modeled EGT @ • 2.5 s • 2 DCY – Check the
Heater Heater heater driv‐ -273° C • Continu‐ sor 2 Before
Control Front er tempera‐ ous Catalytic
Circuit Bank 2 ture > 160.0 • Actuator com‐ Converter -
High Bank Short To – 200.0° C manded on GX11- . Re‐
2 Sensor 1 Battery fer to
Plus • Or ⇒ “3.6.41
• O2S up‐ Oxygen Sen‐
stream sor 2 Before
er output Converter
current driv‐ GX11 ,
er stage in‐ Checking”,
Control Rear age, lower ous Catalytic
Circuit Bank 2 range 1.92 Converter -
Bank 2 Open Cir‐ – 2.21 V GX8- . Refer
Sensor 2 cuit to
• O2S down‐ ⇒ “3.6.40
heater volt‐ sor 2 After
– 3.25 V GX8 , Check‐
ing”,
page 976 .

Q7 2016 ➤
tion ue
Control Rear age < 1.92 – ous Catalytic
Circuit Bank 2 2.21 V Converter -
Low Bank Short To GX8- . Refer
2 Sensor 2 Ground to
⇒ “3.6.40
Oxygen Sen‐
sor 2 After
Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .
P0058 Oxygen • O2S down‐ • Modeled EGT @ • 2.5 s • 2 DCY – Check the
Heater Heater heater driv‐ -273° C • Continu‐ sor 2 After
Control Rear er tempera‐ ous Catalytic
Circuit Bank 2 ture > 160.0 • Heater com‐ Converter -
High Bank Short To – 200.0° C manded on GX8- . Refer
2 Sensor 2 Battery • Engine not in to
Plus • Or ⇒ “3.6.40
start process
• O2S down‐ Oxygen Sen‐
stream sor 2 After
er output Converter
current > GX8 , Check‐
8.0 – 12.0 A ing”,
page 976 .
P006C Manifold • Manifold • 0.5 s • 2 DCY – Check the In‐
MAP - Tur‐ Absolute pressure take Air Tem‐
bocharger/ Pressure sensor sig‐ • Continu‐ perature
Super‐ (MAP) nal failure ous Sensor -
charger In‐ Sensor 1 detected G42- / Mani‐
let Pres‐ and 2 fold Absolute
sure Cor‐ commu‐ • Manifold Pressure
relation nication pressure Sensor -
check sensor 2 G71- . Refer
signal fail‐ to
ure detec‐ ⇒ “3.6.30 In‐
ted take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .

Q7 2016 ➤
tion ue
P0070 CAN: • AAT sensor • 2.0 s • 2 DCY – Check the In‐
Ambient Ambient voltage take Air Tem‐
Air Tem‐ Air Tem‐ (hardware • Continu‐ perature
perature perature values) > ous Sensor -
Sensor Sensor 4.50 V G42- / Mani‐
Circuit "A" Short To fold Absolute
Battery / Pressure
Open Cir‐ Sensor -
cuit G71- . Refer
to
⇒ “3.6.30 In‐
take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .

Q7 2016 ➤
tion ue
P0071 Ambient • High side: • Engine off time • 0.1 s • 2 DCY – Check the In‐
Ambient Air Tem‐ reference monitoring >= take Air Tem‐
Air Tem‐ perature measuring 360.0 min • Once / perature
perature Sensor DCY Sensor -
Sensor Cross • Diff. AAT @ • Engine off time G42- / Mani‐
Circuit "A" Check cold start monitoring fin‐ fold Absolute
Range/ vs. IAT @ ished Pressure
Perform‐ manifold @ Sensor -
ance cold start > • Time after en‐
G71- . Refer
25.0 K gine start <=
450.0 s to
• Diff. AAT @ ⇒ “3.6.30 In‐
cold start • Time after ECM take Air Tem‐
vs. IAT @ wake up 1.5 – perature
manifold 2 900.0 s Sensor G42 /
@ cold start • Manifold Ab‐
AAT sensor sig‐ solute Pres‐
> 25.0 K nal valid sure Sensor
• Diff. AAT @ • G71 , Check‐
Depending on
cold start ing”,
temperature
vs. ECT @ page 954 .
slope @ cold
cylinder start:
block @
25.0 K previous IAT
downstream
• Diff. AAT @ throttle @ cold
cold start start < 0.8 K
vs. IAT
down‐ • Diff. actual vs.
stream previous IAT @
throttle @ manifold @ cold
25.0 K
• Diff. actual vs.
• Min. previous IAT @
amount of manifold 2 @
faulty refer‐ cold start < 0.8 K
ence meas‐
urements to • Diff. actual vs.
detect de‐ previous ECT @
fective sen‐ cylinder block @
sor 4.00 [-] cold start < 0.8 K
• Or • Diff. actual vs.
previous AAT @
• Low side: cold start < 0.8 K
reference
measuring • For time >= 1.0 s
• Diff. IAT @ • Depending on
manifold @ mean value con‐
cold start dition
vs. AAT @ • Mean value of all
cold start > temperature
25.0 K sensors @ cold
• Diff. IAT @ start >= -256° C
manifold 2 • Number of valid
@ cold start sensors >= 4.00
vs. AAT @ [-]
cold start >
25.0 K • Depending on
block heater /
solar radiation
detection

Q7 2016 ➤
tion ue
• Diff. ECT @ • Time after en‐
cylinder gine start >=
block @ 410.5 s
cold start
vs. AAT @ • Vehicle speed
cold start > >= 22 mph
25.0 K • For time >=
• diff. IAT 410.0 s
down‐ • Diff. actual IAT
stream @ downstream
throttle @ throttle vs. min.
cold start IAT @ down‐
vs. AAT @ stream throttle <
cold start > 4.0 K
25.0 K
• Min. @ manifold vs.
amount of min. IAT @
faulty refer‐ manifold < 4.0 K
ence meas‐
urements to • Diff. actual IAT
detect de‐ @ manifold 2 vs.
fective sen‐ min. IAT @
sor 4.0 [-] manifold 2 < 4.0
K
• Diff. actual ECT
@ cylinder block
vs. min. ECT @
cylinder block <
4.0 K
• Diff. actual AAT
vs. min. AAT <
4.0 K
P0072 CAN: • AAT sensor • 2.0 s • 2 DCY – Check the In‐

Ambient Ambient voltage take Air Tem‐
Air Tem‐ Air Tem‐ (hardware • Continu‐ perature
perature perature values) < ous Sensor -
Sensor Sensor 0.10 V G42- / Mani‐
Circuit "A" Short To fold Absolute
Low Ground Pressure
Sensor -
G71- . Refer
to
⇒ “3.6.30 In‐
take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .

Q7 2016 ➤
tion ue
P007B IAT Sen‐ • IAT sensor • 0.5 s • 2 DCY – Check the
Tempera‐ Sensor ous Sensor -
ture Sen‐ Internal G31- / Intake
sor Circuit Fault Manifold
Range/ Temperature
Perform‐ Sensor -
ance Bank G72- . Refer
1 to
⇒ “3.6.10
Charge Air
Pressure
Sensor G31 /
Intake Mani‐
fold Temper‐
ature Sensor
G72 , Check‐
ing”,
page 914 .

Q7 2016 ➤
tion ue
P0087 Fuel Sys‐ • Deviation • Engine speed • 2.0 s • 2 DCY – Check the
Fuel Rail/ tem Pres‐ between 512 – 8,160 Fuel Pres‐
System sure Sen‐ reference RPM • Continu‐ sure Sensor -
Pressure - sor, High fuel pres‐ ous G247- . Re‐
Too Low Pressure sure set • Mass fuel flow fer to
Bank 1 Side Out point and set point 5.0 – ⇒ “3.6.27
Of Range current fuel 1,389.0 mg/rev Fuel Pres‐
Low pressure > • Time after en‐ sure Sensor
2,000.10 gine start > 25.0 G247 ,
kPa s Checking”,
page 948 .
• Case: 1 • Engine warm-up
• deviation not active – Check the
lambda of • Fuel Meter‐
Catalyst heating ing Valve -
controller n.a.
included N290- . Refer
adaption to
• Full load n.a.
17.0 – 50.0 ⇒ “3.6.26
% • Catalyst purge Fuel Meter‐
not active ing Valve
• High pres‐ N290 ,
sure con‐ • Lambda control Checking”,
troller out‐ n.a. page 946 .
put > 25 mg • Evap purge
• Fuel pres‐ functionality di‐
sure < agnosis not ac‐
34,777.60 tive
kPa • And
• Case: 2 • Depending on
• Fuel pump low dynamic
at max limit conditions:
• Mass fuel • Fuel mass set‐
flow set point lower
point < range > 0.00
1,389.0 mg/ mg/rev
rev • For time >= 2.0 s
• Fuel pres‐ • Fuel mass set‐
sure < point upper
1,500.21 range < 54.41 –
kPa 290.98 mg/rev
• Diff. fuel mass
setpoint vs. fil‐
tered fuel mass
setpoint <= 2.50
mg/rev
• And depending
on canister
purge:
2.00 [-]
• Or
• Evap purge
valve not active
or closed

Q7 2016 ➤
tion ue
Fuel Sys‐ • Deviation • Engine speed • 5.0 s
tem, High lambda of 512 – 8,160
Pressure controller RPM • Continu‐
Side Ra‐ included ous
tionality adaption • Mass fuel flow
Check -15.0 – 15.0 set point 5.0 –
Low % 1,389.0 mg/rev
• And • Time after en‐

gine start > 25.0
• High pres‐ s
sure con‐
troller out‐ • Engine warm-up
put > 49 mg not active
• And • Catalyst heating

n.a.
• Deviation
between • Full load n.a.
fuel pres‐ • Component pro‐
sure set tection n.a.
point and
current fuel • Catalyst purge
pressure > not active
-17,389.0
kPa • Lambda control
n.a.
• And
• Evap purge
• Fuel pres‐ functionality di‐
sure >= 0.0 agnosis not ac‐
kPa tive
• And
• Depending on
low dynamic
conditions:
• Fuel mass set‐
point lower
range > 0.00
mg/rev
point upper
range < 54.41 –
290.98 mg/rev
• Diff.fuel mass
setpoint vs. fil‐
tered fuel mass
setpoint <= 2.50
mg/rev
• And depending
on canister
purge:
2.00 [-]
• Or

Q7 2016 ➤
tion ue
• Evap purge
valve not active
or closed

Q7 2016 ➤
tion ue
P0088 Fuel Rail • Deviation • General: • 5.0 s • 2 DCY – Check the
Fuel Rail/ Pressure between Fuel Pres‐
System (FRP) out fuel pres‐ • Engine speed • Continu‐ sure Sensor -
Pressure - of range sure set‐ 512 – 8160 rpm ous G247- . Re‐
Too High high point and • Fuel mass set‐ fer to
Bank 1 current fuel point 5.00 – ⇒ “3.6.27
pressure < 1389.00 mg/rev Fuel Pres‐
-2999.90 sure Sensor
kPa • Time after en‐ G247 ,
gine start > 25.0 Checking”,
• Deviation [s] page 948 .
lambda of
controller • Engine warm-up – Check the
included not active Fuel Meter‐
adaption ing Valve -
-12.50 – • Catalyst heating N290- . Refer
12.50 % not calibrated to
• Case 1: • Full load not cali‐ ⇒ “3.6.26
brated Fuel Meter‐
• High pres‐ ing Valve
sure con‐ • Catalyst purge N290 ,
troller out‐ not active Checking”,
put < -48 page 946 .
• Lambda control
mg not calibrated
• Case 2: • Evap purge
• Flow control functionality di‐
valve open agnosis not ac‐
tive
• Mass fuel
flow set‐ • And
point > 6.51 • Depending on
mg/rev low dynamic
conditions:
point lower
range > 0.00
mg/rev
point upper
range < 54.41 –
290.98 mg/rev
• Diff.fuel mass
setpoint vs. fil‐
tered fuel mass
setpoint <= 2.50
mg/rev
• And
• Depending on
canister purge:
2.00 [-]
• Or

Q7 2016 ➤
tion ue
• Evap purge
valve not active
or closed
P0089 Fuel • Case 1: • Engine warm-up • 2.5 s • 2 DCY – Check the

Fuel Pres‐ Pump not active Fuel Pres‐
sure Reg‐ Out Of • Actual and • Continu‐ sure Sensor -
ulator 1 Range adapted I- • Catalyst heating ous G247- . Re‐
Perform‐ High part of elec‐ not active fer to
ance tric fuel ⇒ “3.6.27
Fuel Pres‐
troller load
sure Sensor
(PWM sig‐ • Lambda control G247 ,
nal) < -23.0 active Checking”,
% page 948 .

pressure <
-119.93 kPa • Diff. actual fuel
mass set point
correction
% s
20.0 s block -48° C
• And
ted fuel >= 0.70
[-]
• Fuel mass set
point for low
pressure-part
3.01 – 45.00 mg/
rev
• And
• Fuel mass set
point for low
pressure-part
3.01 – 50.00 mg/
rev

Q7 2016 ➤
tion ue
Fuel • Case 1: • Engine warm-up
Pump not active
Out Of • Actual and
Range adapted I- • Catalyst heating
Low part of elec‐ not active
tric fuel
troller load
(PWM sig‐ • Lambda control
nal) > 25.0 active
%

pressure >
54.92 kPa • Diff. actual fuel
mass set point
correction
% s
20.0 s block -48 – 105°
C
• And
ted fuel >= 0.70
[-]
• Fuel mass set
point for low
pressure-part
3.01 – 45.00 mg/
rev
• And
• Fuel mass set
point for low
pressure-part
3.01 – 50.00 mg/
rev
P008A Fuel Sys‐ • Low fuel • 0.5 s • 2 DCY – Check the

System sor, Low age < 0.35 ous tem for out of
Pressure - Pressure V spec condi‐
Too Low Side Out tions before
diagnosing

Q7 2016 ➤
tion ue
Of Range the pressure
Low sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Low Fuel
Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .
P008B Fuel Sys‐ • Low fuel • 0.5 s • 2 DCY – Check the

System sor, Low age > 4.75 ous tem for out of
Pressure - Pressure V spec condi‐
Too High Side Out tions before
Of Range diagnosing
High the pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Low Fuel
Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .

Q7 2016 ➤
tion ue
P0090 Fuel Con‐ • Voltage • Engine speed 0 • 0.8 s • 2 DCY – Check the
Fuel Pres‐ trol Valve high side < RPM Fuel Pres‐
sure Reg‐ Open Cir‐ 1.87 – 2.26 • Continu‐ sure Sensor -
ulator 1 cuit V • Or ous G247- . Re‐
Control fer to
Circuit/ • Voltage low • Fuel cut off ac‐
⇒ “3.6.27
side > 2.78 tive
Open Fuel Pres‐
– 3.33 V • Actuator com‐ sure Sensor
manded off G247 ,
Checking”,
• Low and • Engine speed > page 948 .
high side 600 RPM
off:
• And
• Voltage low
side > 2.78 • Fuel cut off not
– 3.33 V active
• Voltage • Actuator com‐

high side < manded on
1.87 – 2.26
V
• Low and
high side
On:
• Current low
side driver
stage inter‐
nal value
• Current
high side
driver stage
internal val‐
ue
P0091 Fuel Con‐ • Current • Ignition on • 0.1 s • 2 DCY – Check the

Fuel Pres‐ trol Valve high side Fuel Pres‐
sure Reg‐ Short To (hardware • Or • Continu‐ sure Sensor -
ulator 1 Ground values) ous G247- . Re‐
• Ignition off (dur‐
Control (High driver stage ing ECM keep fer to
Circuit Side) internal val‐ alive-time) ⇒ “3.6.27
Low ue Fuel Pres‐
• And sure Sensor
G247 ,
Fuel Con‐ • Voltage low • Ignition on
trol Valve side (hard‐
Short To ware val‐ • Or
Ground ues) < 1.92– • Ignition off (dur‐
(Low 2.10 V ing ECM keep
Side) alive-time)
• And
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
P0092 Fuel Con‐ • Current low • Ignition on • 0.1 s • 2 DCY – Check the
Fuel Pres‐ trol Valve side (hard‐ Fuel Pres‐
sure Reg‐ Short To ware val‐ • Or • Continu‐ sure Sensor -
ulator 1 Battery ues) driver • ous G247- . Re‐
Ignition off (dur‐
Control Plus (Low stage inter‐ ing ECM keep fer to
Circuit Side) nal value alive-time) ⇒ “3.6.27
High Fuel Pres‐
• And sure Sensor
G247 ,
Fuel Con‐ • Voltage • Ignition on
trol Valve high side
Short To (hardware • Or
Battery values) < • Ignition off (dur‐
Plus 1.92 – 2.21 ing ECM keep
(High V alive-time)
Side)
• And
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
P0096 Intake Air • High side: • Engine off time • 0.1 s • 2 DCY – Check the In‐
Intake Air Tempera‐ reference >= 360.0 min take Air Tem‐
Tempera‐ ture Sen‐ measuring • Once / perature
ture Too sor • Engine off time DCY Sensor -
High Down‐ • Diff. IAT monitoring fin‐ G42- / Mani‐
stream down‐ ished fold Absolute
Throttle stream Pressure
Cross throttle @ • Time after en‐
Sensor -
cold start gine start <=
Check 450.0 s G71- . Refer
vs. IAT @ to
manifold @ • Time after ECM ⇒ “3.6.30 In‐
cold start > wake up 1.5 – take Air Tem‐
25.0 K 900.0 s perature
• Diff. IAT Sensor G42 /
• AAT sensor sig‐ Manifold Ab‐
down‐ nal valid
stream solute Pres‐
throttle @ • sure Sensor
Depending on
cold start G71 , Check‐
temperature
vs. IAT @ ing”,
slope @ cold
manifold 2 page 954 .
start:
@ cold start
> 25.0 K • Diff. actual vs.
previous IAT
• Diff. IAT downstream
down‐ throttle @ cold
stream start < 0.8 K
throttle @
vs. ECT @ previous IAT @
cylinder manifold @ cold
block @ start < 0.8 K
• Diff. IAT manifold 2 @
down‐ cold start < 0.8 K
stream
throttle @ • Diff. actual vs.
previous ECT @
cold start cylinder block @
vs. AAT @ cold start < 0.8 K
cold start >
previous AAT @
amount of
faulty refer‐ • For time >= 1.0 s
ence meas‐
urements to • Depending on
detect de‐ mean value con‐
fective sen‐ dition
sor 4.0 [-]
• Mean value of all
• Or temperature
sensors @ cold
• Low side: start >= -256° C
reference
measuring • Number of valid
sensors >= 4.00
[-]
• Depending on
block heater /
solar radiation
detection

Q7 2016 ➤
tion ue
• Diff. IAT @ • Time after en‐
manifold @ gine start >=
cold start 410.5 s
vs. IAT
down‐ • Vehicle speed
stream >= 22 mph
cold start > s
25.0 K
• Diff. IAT @ @ downstream
manifold 2 throttle vs. min.
@ cold start IAT @ down‐
vs. IAT stream throttle <
down‐ 4.0 K
stream
throttle @ • Diff. actual IAT
cold start > @ manifold vs.
25.0 K min. IAT @
manifold < 4.0 K
• Diff. ECT @
cylinder • Diff. actual IAT
block @ @ manifold 2 vs.
cold start min. IAT @
vs. IAT manifold 2 < 4.0
down‐ K
stream
throttle @ • Diff. actual ECT
cold start > @ cylinder block
25.0 K vs. min. ECT @
cylinder block <
• Diff. AAT @ 4.0 K
cold start
vs. IAT • Diff. actual AAT
down‐ vs. min. AAT <
stream 4.0 K
throttle @
cold start >
25.0 K
• Min.
amount of
faulty refer‐
ence meas‐
urements to
detect de‐
fective sen‐
sor 4.0 [-]

Q7 2016 ➤
tion ue
P00A1 IAT Sen‐ • IAT sensor • 0.5 s • 2 DCY – Check the
Tempera‐ 2 Sensor ous Sensor 2 -
ture Sen‐ Internal G447- / In‐
sor Circuit Fault take Mani‐
Range/ fold Temper‐
Perform‐ ature Sensor
ance Bank 2 - G430- .
2 Refer to
⇒ “3.6.11 In‐
take Mani‐
fold Temper‐
ature Sensor
2 G430 /
Charge Air
Pressure
Sensor 2
G447 ,
Checking”,
page 916 .

Q7 2016 ➤
tion ue
P00AB Intake Air • High side: • Engine off time • 0.1 s • 2 DCY – Check the
Intake Air Tempera‐ reference >= 360.0 min Charge Air
Tempera‐ ture (IAT) measuring • Once / Pressure
ture Sen‐ Sensor • Engine off time DCY Sensor 2 -
sor 1 Cir‐ @ Mani‐ • Diff. IAT @ monitoring fin‐ G447- / In‐
cuit fold 2 manifold 2 ished take Mani‐
Range/ Cross @ cold start fold Temper‐
Perform‐ Check vs. IAT @ • Time after en‐
ature Sensor
ance Bank 450.0 s 2 - G430- .
2 cold start > Refer to
25.0 K • Time after ECM ⇒ “3.6.11 In‐
• Diff. IAT @ wake up 1.5 – take Mani‐
manifold 2 900.0 s fold Temper‐
@ cold start • ature Sensor
AAT sensor sig‐ 2 G430 /
vs. IAT nal valid
down‐ Charge Air
stream Pressure
• Depending on
throttle @ Sensor 2
temperature
cold start > G447 ,
slope @ cold
25.0 K Checking”,
start: page 916 .
• Diff. IAT @ • Diff. actual vs.
manifold 2 previous IAT
@ cold start downstream
vs. ECT @ throttle @ cold
cylinder start < 0.8 K
block @
manifold @ cold
• Diff. IAT @ start < 0.8 K
manifold 2
@ cold start • Diff. actual vs.
vs. AAT @ previous IAT @
cold start > manifold 2 @
25.0 K cold start < 0.8 K
• Min. • Diff. actual vs.
amount of previous ECT @
faulty refer‐ cylinder block @
detect de‐ previous AAT @
fective sen‐ cold start < 0.8 K
sor 4.0 [-]
• Or
• Depending on
• Low side: mean value con‐
reference dition
measuring
Diff. IAT @ • Mean value of all
• temperature
manifold @ sensors @ cold
cold start start >= -256° C
vs. IAT @
> 25.0 K [-]
• Depending on
block heater /
solar radiation
detection

Q7 2016 ➤
tion ue
• Diff. IAT • Time after en‐
down‐ gine start >=
stream 410.5 s
throttle @
cold start • Vehicle speed
vs. IAT @ >= 22 mph
manifold 2 • For time >= 20.0
@ cold start s
> 25.0 K
• Diff. ECT @ @ downstream
cylinder throttle vs. min.
block @ IAT @ down‐
cold start stream throttle <
vs. IAT @ 4.0 K
manifold 2
> 25.0 K @ manifold vs.
min. IAT @
• Diff. AAT @ manifold < 4.0 K
cold start
manifold 2 @ manifold 2 vs.
@ cold start min. IAT @
> 25.0 K manifold 2 < 4.0
K
• Min.
amount of • Diff. actual ECT
faulty refer‐ @ cylinder block
ence meas‐ vs. min. ECT @
urements to cylinder block <
detect de‐ 4.0 K
fective sen‐
sor 4.0 [-] • Diff. actual AAT
vs. min. AAT <
4.0 K
P0107 Pressure • Signal volt‐ • 0.5 s • 2 DCY – Check the In‐

Manifold Sensor age < 0.20 take Air Tem‐
Absolute Down‐ V • Continu‐ perature
Pressure/ stream ous Sensor -
Baromet‐ Throttle G42- / Mani‐
ric Pres‐ Short To fold Absolute
sure Sen‐ Ground Pressure
sor Circuit Sensor -
Low G71- . Refer
to
⇒ “3.6.30 In‐
take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .

Q7 2016 ➤
tion ue
P0108 Pressure • Signal volt‐ • 0.5 s • 2 DCY – Check the In‐
Manifold Sensor age > 4.80 take Air Tem‐
Absolute Down‐ V • Continu‐ perature
Pressure/ stream ous Sensor -
Baromet‐ Throttle G42- / Mani‐
ric Pres‐ Short To fold Absolute
sure Sen‐ Battery Pressure
sor Circuit Plus / Sensor -
High open cir‐ G71- . Refer
cuit to
⇒ “3.6.30 In‐
take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .

Q7 2016 ➤
tion ue
P0111 IAT Sen‐ • High side: • Engine off time • 0.1 s • 2 DCY – Check the In‐
Intake Air sor @ reference >= 360.0 min take Air Tem‐
Tempera‐ Manifold measuring • Once / perature
ture Sen‐ Cross • Engine off time DCY Sensor -
sor 1 Cir‐ Check • Diff. IAT @ monitoring fin‐ G42- / Mani‐
cuit manifold 2 ished fold Absolute
Range/ @ cold start Pressure
Perform‐ vs. IAT @ • Time after en‐
Sensor -
ance Bank 450.0 s G71- . Refer
1 cold start > to
25.0 K • Time after ECM ⇒ “3.6.30 In‐
• Diff. IAT @ wake up 1.5 – take Air Tem‐
manifold 2 900.0 s perature
@ cold start • Sensor G42 /
AAT sensor sig‐ Manifold Ab‐
vs. IAT nal valid
down‐ solute Pres‐
stream sure Sensor
• Depending on
throttle @ G71 , Check‐
temperature
cold start > ing”,
slope @ cold
25.0 K page 954 .
start:
• Diff. IAT @ • Diff. actual vs.
manifold 2 previous IAT
@ cold start downstream
vs. ECT @ throttle @ cold
cylinder start < 0.8 K
block @
manifold @ cold
• Diff. IAT @ start < 0.8 K
manifold 2
@ cold start • Diff. actual vs.
vs. AAT @ previous IAT @
cold start > manifold 2 @
25.0 K cold start < 0.8 K
• Min. • Diff. actual vs.
amount of previous ECT @
faulty refer‐ cylinder block @
detect de‐ previous AAT @
fective sen‐ cold start < 0.8 K
sor 4.0 [-]
• Or
• Depending on
• Low side: mean value con‐
reference dition
measuring
Diff. IAT @ • Mean value of all
• temperature
manifold @ sensors @ cold
cold start start >= -256° C
vs. IAT @
> 25.0 K [-]
• Depending on
block heater /
solar radiation
detection

Q7 2016 ➤
tion ue
• Diff. IAT • Time after en‐
down‐ gine start >=
stream 410.5 s
throttle @
cold start • Vehicle speed
vs. IAT @ >= 22 mph
manifold 2 • For time >= 20.0
@ cold start s
> 25.0 K
• Diff. ECT @ @ downstream
cylinder throttle vs. min.
block @ IAT @ down‐
cold start stream throttle <
vs. IAT @ 4.0 K
manifold 2
> 25.0 K @ manifold vs.
min. IAT @
• Diff. AAT @ manifold < 4.0 K
cold start
manifold 2 @ manifold 2 vs.
@ cold start min. IAT @
> 25.0 K manifold 2 < 4.0
K
• Min.
amount of • Diff. actual ECT
faulty refer‐ @ cylinder block
ence meas‐ vs. min. ECT @
urements to cylinder block <
detect de‐ 4.0 K
fective sen‐
sor 4.0 [-] • Diff. actual AAT
vs. min. AAT <
4.0 K

Q7 2016 ➤
tion ue
P0116 Engine • Difference • ECT @ cylinder • 1.0 s • 2 DCY – Check the
Engine Coolant between block > 39° C Engine Cool‐
Coolant Tempera‐ maximum • Once / ant Temper‐
Tempera‐ ture Sen‐ and mini‐ • IAT @ throttle DCY ature Sensor
ture Sen‐ sor @ mum tem‐ -48 – 143° C - G62- . Refer
sor 1 Cir‐ Cylinder perature of • Depending on to
cuit Block Ra‐ ECT @ cyl‐ thermostat con‐ ⇒ “3.6.17
Range/ tionality inder block trol: Engine Cool‐
Perform‐ Check < 2° C ant Temper‐
ance High • ECT @ cylinder ature Sensor
block <= n.a.° C G62 , Check‐
ing”,
• Or page 928 .
• ECT @ cylinder
block >= n.a.° C
• Engine n.a.
• And
• Engine part load
• Or
• Engine speed >
1,500 RPM
• Vehicle speed
>= 12 mph
• Engine load >
0.00 %
• For time >= 20.0
– 43.0 s
• Engine idle
• Vehicle speed <
93 mph
• Or
• Fuel cut off ac‐
tive
• Or
• Engine stop
• For time >= 20.0
– 43.0 s
gine start >
100.0 s
Engine • Difference • ECT @ cylinder • 10.0 s

Coolant between block -128 – 40°
Tempera‐ modelled C • Once /
ture Sen‐ and meas‐ DCY
sor @ ured cylin‐ • Time after en‐
Cylinder der block gine start > 0.0 s
Block Ra‐ tempera‐
tionality ture > 0° C
Check
Low

Q7 2016 ➤
tion ue
P0117 Engine • ECT sensor • 0.5 s • 2 DCY – Check the
Engine Coolant voltage @ Engine Cool‐
Coolant Tempera‐ cylinder • Continu‐ ant Temper‐
Tempera‐ ture Sen‐ block < 0.30 ous ature Sensor
ture Sen‐ sor @ V - G62- . Refer
sor 1 Cir‐ Cylinder to
cuit Low Block ⇒ “3.6.17
Short To Engine Cool‐
Ground ant Temper‐
ature Sensor
G62 , Check‐
ing”,
page 928 .
P0118 Engine • ECT sensor • IAT @ throttle • 0.5 s • 2 DCY – Check the
Engine Coolant voltage @ >= -33° C Engine Cool‐
Coolant Tempera‐ cylinder • Continu‐ ant Temper‐
Tempera‐ ture Sen‐ block > 4.90 • Time after en‐ ous ature Sensor
ture Sen‐ sor @ V gine start > 60.0 - G62- . Refer
sor 1 Cir‐ Cylinder s to
cuit High Block ⇒ “3.6.17
Battery / ant Temper‐
Open Cir‐ ature Sensor
cuit G62 , Check‐
ing”,
page 928 .
P0121 Throttle • Normalized • Throttle adapta‐ • 0.01 s • 2 DCY – Check the
sition Sen‐ Rationali‐ measured tection of throttle ous trol Module -
sor/Switch ty Check and mod‐ exchange or GX3- . Refer
"A" Circuit eled value checksum error) to
GX3 , Check‐
• Or ing”,
mass air
flow integral
from TPS 1
> 60.0 [-]
• Difference • 0.3 s
between
TPS 1 and • Continu‐
TPS 2 > ous
5.799° TPS

sition Sen‐ Short To age < 0.17 ous trol Module -
sor/Switch Ground / V GX3- . Refer
"A" Circuit open cir‐ to
Low cuit ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .

Q7 2016 ➤
tion ue
sition Sen‐ Short To age > 4.60 ous trol Module -
sor/Switch Battery V GX3- . Refer
"A" Circuit Plus to
High ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .

Q7 2016 ➤
tion ue
P012B Pressure • Diff. pres‐ • Engine @ driv‐ • 3.0 s • 2 DCY – Check the In‐
Turbo‐ Sensor sure down‐ ing cycle not take Air Tem‐
charger/ Down‐ stream started the first • Continu‐ perature
Super‐ stream throttle vs. time ous Sensor -
charger In‐ Throttle manifold G42- / Mani‐
let Pres‐ Engine pressure >= • Vehicle speed < fold Absolute
sure Sen‐ Off: 7.5 kPa 1 mph Pressure
sor "A" Cir‐ Cross Sensor -
cuit Check • Diff. pres‐ G71- . Refer
Range/ sure down‐ to
Perform‐ stream ⇒ “3.6.30 In‐
ance throttle vs. take Air Tem‐
manifold perature
pressure 2 Sensor G42 /
>= 7.5 kPa Manifold Ab‐
• Or solute Pres‐
sure Sensor
• Diff. pres‐ G71 , Check‐
sure down‐ ing”,
stream page 954 .
throttle vs.
manifold
pressure >=
7.5 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP 2 and
BARO) vs.
deviation
MAP to
mean value
(MAP 2 and
BARO) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP 2 and
MAP) vs.
deviation
BARO to
mean value
(MAP 2 and
MAP) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(BARO and
MAP) vs.
deviation
MAP 2 to
mean value
(BARO and
MAP) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Case 1: • Modeled pres‐
Sensor sure quotient
Down‐ • Diff. pres‐ (downstream /
stream sure down‐ upstream throt‐
Throttle stream tle) 0.30 – 0.45
Idle throttle vs. [-]
Speed: manifold
Cross pressure 2
Check >= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Or

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Diff. pres‐ • Engine stopped
Sensor sure down‐
Down‐ stream
stream throttle vs.
Throttle manifold
ECM pressure >=
Keep 7.5 kPa
Alive-
Time: • Diff. pres‐
Cross sure down‐
Check stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.5 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.5 kPa

Q7 2016 ➤
tion ue
tion pres‐ 1 mph
sure down‐
stream • ECM keep alive
throttle to time > 10.0 s
mean value • Time after en‐
(MAP 2 and gine stop >= 4.0
BARO) vs. s
deviation
MAP to • Barometric
BARO) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP 2 and
MAP) vs.
deviation
BARO to
mean value
(MAP 2 and
MAP) > 0
kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(BARO and
MAP) vs.
deviation
MAP 2 to
mean value
(BARO and
MAP) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Case 1: • Engine running
Sensor
Down‐ • Diff. pres‐ • Modeled pres‐
stream sure down‐ sure quotient
Throttle stream (downstream /
Engine throtte vs. upstream throt‐
Running manifold tle) > 0.45; <=
Non pressure 2 0.80 [-]
Charged >= 12.0 –
Engine: 27.0 kPa
Cross • Diff. pres‐
Check sure down‐
stream
throtte vs.
manifold
pressure >=
12.0 – 27.0
kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
< 12.0 –
27.0 kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Pressure • Case 1: • Fuel cut off ac‐ • 3.0 s
Sensor tive
Down‐ • Diff. pres‐
stream sure down‐
Throttle stream
Fuel Cut throttle vs.
Off: manifold
Cross pressure 2
Check >= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
tion pres‐ sure quotient
sure down‐ (downstream /
stream upstream throt‐
throttle to tle) 0.25 – 0.30
mean value [-]
(pressure
down‐ • For time >= 5.0 s
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
O2 Sensor Sensors voltage < Oxygen Sen‐
Circuit Front 0.15 V • Continu‐ sor 1 Before
Low Volt‐ Short To ous Catalytic
age Bank Ground Converter -
fer to
⇒ “3.6.39
Oxygen Sen‐
sor 1 Before
Catalytic
Converter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > Oxygen Sen‐
Circuit Front 5.20 – 5.35 • Continu‐ sor 1 Before
High Volt‐ Short To V ous Catalytic
age Bank Battery Converter -
1 Sensor 1 Plus GX10- . Re‐
fer to
⇒ “3.6.39
Oxygen Sen‐
sor 1 Before
Catalytic
Converter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors path: tions: Oxygen Sen‐
Circuit Front Re‐ • Continu‐ sor 1 Before
Slow Re‐ sponse • Lambda • Injection mode ous Catalytic
sponse Check value vs. change (DFI/ Converter -
Bank 1 modeled MFI) not active GX10- . Re‐
Sensor 1 lambda val‐ fer to
⇒ “3.6.39
[-] block >= 40° C
Oxygen Sen‐
• Or • Vehicle speed > sor 1 Before
0 mph Catalytic
• Ratio of Converter
failed diag‐ • Integrated air GX10 ,
nostic cycle mass after gear Checking”,
> n.a. [-] change > 0.0 g page 972 .
range >= 64.01 –
114.01 mg/rev
range <= 465.01
– 565.01 mg/rev
grated mass for
fuel in oil <
255.00 [-]
• Lambda sensor
dynamic error
not active
• And
gine start >= 0.0
s
• Or
• Integrated air
mass per cylin‐
der >= 0.680 kg
• Depending on
canister and cat‐
alyst purge:
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
• And

Q7 2016 ➤
tion ue
• Case 1:
• O2S front n.a.
• Lambda stimu‐
lation n.a.
• Upper limit of
lambda control‐
ler output n.a.
• Lower limit of
lambda control‐
ler output n.a.
• Engine speed
n.a. RPM
• Air mass n.a.
mg/rev
• MAF > n.a. kg/h
• Catalyst purge
n.a.
• And
• Depending on
limited dynamic
conditions:
• Integrated air
mass < n.a. g
• Dynamic engine
speed < n.a. g
• Dynamic air
mass < n.a. mg/
rev
• Dynamic lamb‐
da < n.a. %
• Or
• Dynamic engine
speed < n.a.
RPM
tered engine
load in limited
dynamic condi‐
tions, lower
range >= n.a. kg/
h
tered engine
load in limited
dynamic condi‐
tions, upper
range <= n.a. kg/
h

Q7 2016 ➤
tion ue
• Dynamic torque
< n.a. [-]
• Case 2:
ue adjustment
for conditioning
and measuring
active

Q7 2016 ➤
tion ue
• Delay path: • General condi‐ • 6.0 s
tions:
• Lambda de‐
ue > 0.90 [-]
range <= 450.01
– 550.00 mg/rev
• Integrated air
mass per cylin‐
der >= 0.93 –
1.37 kg
• Vehicle speed
>= 0 mph
gine start >= 0.0
s
• Injection mode
change (DFI/
MFI) not active
grated mass for
fuel in oil < 35.00
[-]
• Engine speed
960 – 3,008
RPM
• MAF (intake air
rate) 5.0 – 235.0
kg/h
• Vehicle speed
>= 0 mph
• Lambda sensor
dynamic error
not active
• And
• Depending on
dynamic condi‐
tions:
• Dynamic engine
speed < 512
RPM
• Dynamic torque
< 130.0 Nm
• Dynamic MAF <
80.0 kg/h
• And
• Depending on
canister and cat‐
alyst purge:

Q7 2016 ➤
tion ue
ous
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
O2 Sensor Sensors ic tempera‐ manded on Oxygen Sen‐
Heater Cir‐ Heater ture < 680° • Continu‐ sor 1 Before
cuit Bank 1 Front C • For time >= 17.0 ous Catalytic
Sensor 1 Function‐ s Converter -
al Check GX10- . Re‐
fer to
⇒ “3.6.39
Oxygen Sen‐
sor 1 Before
Catalytic
Converter
GX10 ,
Checking”,
page 972 .
O2 Sensor Sensors voltage < tive Oxygen Sen‐
Circuit Rear 0.15 V • Continu‐ sor 1 After
Low Volt‐ Short To ous Catalytic
age Bank Ground Converter -
1 Sensor 2 GX7- . Refer
to
⇒ “3.6.38
Oxygen Sen‐
sor 1 After
Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > tive Oxygen Sen‐
Circuit Rear 5.2 – 5.35 V • Continu‐ sor 1 After
High Volt‐ Short To ous Catalytic
age Bank Battery Converter -
1 Sensor 2 GX7- . Refer
to
⇒ “3.6.38
Oxygen Sen‐
sor 1 After
Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .

Q7 2016 ➤
tion ue
P013A Oxygen • Gradient • General condi‐ • 0.0 • 2 DCY – Check the
O2 Sensor Sensors sensor volt‐ tions: (FTP75: Oxygen Sen‐
Slow Re‐ Rear age < 800.0 50.0) s sor 1 After
sponse - Close mV/s • Intrusive lambda Catalytic
Rich to The Gap ramp request • Once / Converter -
Lean Bank Condi‐ not active DCY GX7- . Refer
1 Sensor 2 tions: Re‐ • Internal resist‐ to
sponse ance O2S rear < ⇒ “3.6.38
Check 3,000.0 Ohm Oxygen Sen‐
sor 1 After
• Counter of inte‐ Catalytic
grated mass for Converter
fuel in oil < 35.00 GX7 , Check‐
[-] ing”,
page 970 .
• Catalyst monitor
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 19 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.

Q7 2016 ➤
tion ue
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 2.200 -
2,700 kg
ance O2S rear
<= 1,000 Ω

Q7 2016 ➤
tion ue
P013B Oxygen • Gradient • General condi‐ • 0 (FTP75: • 2 DCY – Check the
O2 Sensor Sensors sensor volt‐ tions: 50) [s] Oxygen Sen‐
Slow Re‐ Rear Re‐ age < 800.0 sor 1 After
sponse - sponse mV/s • Intrusive lambda • Once / Catalytic
Lean to Check ramp request DCY Converter -
Rich Bank not active GX7- . Refer
1 Sensor 2 • Internal resist‐ to
ance O2S rear < ⇒ “3.6.38
3,000.0 Ω Oxygen Sen‐
sor 1 After
[-] ing”,
page 970 .
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 19 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.

Q7 2016 ➤
tion ue
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm

Q7 2016 ➤
tion ue
P013C Oxygen • Gradient • General condi‐ • 0.0 • 2 DCY – Check the
sponse - Bank 2 mV/s • Intrusive lambda Catalytic
Rich to Close ramp request • Once / Converter -
Lean Bank The Gap not active DCY GX8- . Refer
2 Sensor 2 Condi‐ • Internal resist‐ to
tions: Re‐ ance O2S rear < ⇒ “3.6.40
sponse 3,000.0 Ohm Oxygen Sen‐
Check sor 2 After
[-] ing”,
page 976 .
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 19 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.

Q7 2016 ➤
tion ue
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm

Q7 2016 ➤
tion ue
P013D Oxygen • Gradient • General condi‐ • 0.0 • 2 DCY – Check the
sponse - Bank 2 mV/s • Intrusive lambda Catalytic
Lean to Re‐ ramp request • Once / Converter -
Rich Bank sponse not active DCY GX8- . Refer
2 Sensor 2 Check • Internal resist‐ to
ance O2S rear < ⇒ “3.6.40
3,000.0 Ohm Oxygen Sen‐
sor 2 After
[-] ing”,
page 976 .
lambda modula‐
tion request ac‐
tive
• Vehicle speed
>= 19 mph
• BARO >= 63.0
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g

Q7 2016 ➤
tion ue
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%

Q7 2016 ➤
tion ue
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.

Q7 2016 ➤
tion ue
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm

Q7 2016 ➤
tion ue
P013E Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
O2 Sensor Sensors nal delay tions: (FTP75: Oxygen Sen‐
Delayed Rear time > 0.8 s 50.0) s sor 1 After
Response Bank 2 • Intrusive lambda Catalytic
- Rich to Delayed ramp request • Once / Converter -
Lean Bank Re‐ not active DCY GX7- . Refer
1 Sensor 2 sponse • Catalyst monitor to
Monitor‐ lambda modula‐ ⇒ “3.6.38
ing, De‐ tion request ac‐ Oxygen Sen‐
lay Meas‐ tive sor 1 After
urement Catalytic
• Vehicle speed Converter
>= 19 mph GX7 , Check‐
ing”,
• BARO >= 63.0 page 970 .
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a

Q7 2016 ➤
tion ue
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
• Canister load
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

Q7 2016 ➤
tion ue
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm

Q7 2016 ➤
tion ue
P013F Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
- Lean to Delayed ramp request • Once / Converter -
Rich Bank Re‐ not active DCY GX7- . Refer
urement Catalytic
ing”,
• BARO >= 63.0 page 970 .
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a

Q7 2016 ➤
tion ue
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

Q7 2016 ➤
tion ue
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm

O2 Sensor Sensors sistance of Oxygen Sen‐
Circuit No Rear O2S (bina‐ • Continu‐ sor 1 After
Activity Open Cir‐ ry) > ous Catalytic
Detected cuit 23,000.0 Ω Converter -
Bank 1 GX7- . Refer
Sensor 2 to
⇒ “3.6.38
Oxygen Sen‐
sor 1 After
Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .
O2 Sensor Sensors nal resist‐ manded on Oxygen Sen‐
Heater Cir‐ Heater ance of • Once / sor 1 After
cuit Bank 1 Rear Out O2S (bina‐ • For time >= 30.0 DCY Catalytic
Sensor 2 Of Range ry) >= s Converter -
High 1,000.0 – GX7- . Refer
23,000.0 Ω to
⇒ “3.6.38
Oxygen Sen‐
sor 1 After
Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .
P0149 Injection • Boost volt‐ • Engine running • 3.6 s • 2 DCY – Check the
Fuel Tim‐ Valves age < 30.0 >= 0.3 s fuel injectors.
ing Error Supply V • Continu‐ Refer to
Voltage ous ⇒ “3.6.24
Out Of • Boost volt‐ Fuel Injec‐
Range age <= 30.0 tors, Check‐
Low V ing”,
page 942 .

Q7 2016 ➤
tion ue
Injection • Boost volt‐
Valves age > 75.0
Supply V
Voltage
Out Of
Range
High

Q7 2016 ➤
tion ue
P014A Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
- Rich to Delayed ramp request • Once / Converter -
Lean Bank Re‐ not active DCY GX8- . Refer
urement Catalytic
ing”,
• BARO >= 63.0 page 976 .
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [-]
tion n.a

Q7 2016 ➤
tion ue
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

Q7 2016 ➤
tion ue
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm

Q7 2016 ➤
tion ue
P014B Oxygen • Sensor sig‐ • General condi‐ • 0.0 • 2 DCY – Check the
- Lean to Delayed ramp request • Once / Converter -
Rich Bank Re‐ not active DCY GX8- . Refer
urement Catalytic
ing”,
• BARO >= 63.0 page 976 .
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated air
mass, catalyst
temp. conditions
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.00 mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass to start di‐
agnosis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [%]
tion n.a

Q7 2016 ➤
tion ue
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

Q7 2016 ➤
tion ue
• Canister purge
valve (closing
time) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Integrated air
mass per cylin‐
der >= 1.85 kg
ance O2S rear
<= 1,000 Ohm
O2 Sensor Sensors voltage < Oxygen Sen‐
Circuit Front 0.15 V • Continu‐ sor 2 Before
Low Volt‐ Bank 2 ous Catalytic
age Bank Short To Converter -
fer to
⇒ “3.6.41
Oxygen Sen‐
sor 2 Before
Catalytic
Converter
GX11 ,
Checking”,
page 978 .
O2 Sensor Sensors voltage > Oxygen Sen‐
Circuit Front 5.20 – 5.35 • Continu‐ sor 2 Before
High Volt‐ Bank 2 V ous Catalytic
2 Sensor 1 Battery GX11- . Re‐
Plus fer to
⇒ “3.6.41
Oxygen Sen‐
sor 2 Before
Catalytic
Converter
GX11 ,
Checking”,
page 978 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors path: tions: Oxygen Sen‐
Circuit Front • Continu‐ sor 2 Before
Slow Re‐ Bank 2 • Lambda • Injection mode ous Catalytic
sponse Re‐ value vs. change (DFI/ Converter -
Bank 2 sponse modeled MFI) not active GX11- . Re‐
Sensor 1 Check lambda val‐ fer to
⇒ “3.6.41
[-] block >= 40° C
Oxygen Sen‐
• Or • Vehicle speed > sor 2 Before
0 mph Catalytic
• Ratio of Converter
failed diag‐ • Integrated air GX11 ,
nostic cycle mass after gear Checking”,
> n.a. [-] change > 0.0 g page 978 .
range >= 64.01 –
114.01 mg/rev
range <= 465.01
– 565.01 mg/rev
grated mass for
fuel in oil < 255.0
[-]
• Lambda sensor
dynamic error
not active
• And
gine start >= 0.0
s
• Or
• Integrated air
mass per cylin‐
der >= 0.680 kg
• Depending on
canister and cat‐
alyst purge:
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
• And

Q7 2016 ➤
tion ue
• Case 1:
• O2S front n.a.
• Lambda stimu‐
lation n.a.
• Upper limit of
lambda control‐
ler output n.a.
• Lower limit of
lambda control‐
ler output n.a.
• Engine speed
n.a. RPM
• Air mass n.a.
mg/rev
• MAF > n.a. kg/h
• Catalyst purge
n.a.
• And
• Depending on
limited dynamic
conditions:
• Integrated air
mass < n.a. g
• Dynamic engine
speed < n.a. g
• Dynamic air
mass < n.a. mg/
rev
• Dynamic lamb‐
da < n.a. %
• Or
• Dynamic engine
speed < n.a.
RPM
tered engine
load in limited
dynamic condi‐
tions, lower
range >= n.a. kg/
h
tered engine
load in limited
dynamic condi‐
tions, upper
range <= n.a. kg/
h

Q7 2016 ➤
tion ue
• Dynamic torque
< n.a.[-]
• Case 2:
ue adjustment
for conditioning
and measuring
active

Q7 2016 ➤
tion ue
• Delay Path: • General condi‐ • 6.0 s
tions:
• Lambda de‐
ue > 0.90 [-]
range <= 450.01
– 550.00 mg/rev
• Integrated air
mass per cylin‐
der >= 0.930 –
1.370 kg
• Vehicle speed
>= 0 mph
gine start >= 0.0
s
• Injection mode
change (DFI/
MFI) not active
grated mass for
fuel in oil < 35.0
[-]
• Engine speed
960 – 3,008
RPM
• MAF (intake air
rate) 5.0 – 235.0
kg/h
• Vehicle speed
>= 0 mph
• Lambda sensor
dynamic error
not active
• And
• Depending on
dynamic condi‐
tions:
• Dynamic engine
speed < 512
RPM
• Dynamic torque
< 130.0 Nm
• Dynamic MAF <
80.0 kg/h
• And
• Depending on
canister and cat‐
alyst purge:

Q7 2016 ➤
tion ue
ous
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
• Canister load
calculation n.a.
• Or
• Evap purge n.a.
n.a. [-]
O2 Sensor Sensors voltage < tive Oxygen Sen‐
Circuit Rear 0.15 V • Continu‐ sor 2 After
Low Volt‐ Bank 2 ous Catalytic
2 Sensor 2 Ground GX8- . Refer
to
⇒ “3.6.40
Oxygen Sen‐
sor 2 After
Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .
O2 Sensor Sensors voltage > tive Oxygen Sen‐
Circuit Rear 5.2 – 5.35 V • Continu‐ sor 2 After
High Volt‐ Bank 2 ous Catalytic
2 Sensor 2 Battery GX8- . Refer
to
⇒ “3.6.40
Oxygen Sen‐
sor 2 After
Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors sistance of Oxygen Sen‐
Circuit No Rear O2S (bina‐ • Continu‐ sor 2 After
Activity Bank 2 ry) > ous Catalytic
Detected Open Cir‐ 23,000.0 Converter -
Bank 2 cuit Ohm GX8- . Refer
Sensor 2 to
⇒ “3.6.40
Oxygen Sen‐
sor 2 After
Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .
O2 Sensor Sensors nal resist‐ manded on Oxygen Sen‐
Heater Cir‐ Heater ance (bina‐ • Once / sor 2 After
cuit Bank 2 Rear 2 ry) >= • For time >= 30.0 DCY Catalytic
Sensor 2 Out Of 1,000.0 – s Converter -
Range 23,000.0 Ω GX8- . Refer
High to
⇒ “3.6.40
Oxygen Sen‐
sor 2 After
Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .

Q7 2016 ➤
tion ue
System tem Too controller closed loop Fuel Delivery
Too Lean Lean output > • Continu‐ Unit - GX1- .
Bank 1 37.0 % • Mass air flow > ous Refer to
76.0 mg/rev ⇒ “3.6.23
• Engine speed > Fuel Delivery
544 RPM Unit GX1 ,
Checking”,
block > 70° C
– Check the
• IAT at intake fuel pressure
manifold > -11° regulator and
C residual
pressure.
• AAT > -48° C Refer to ap‐
• Ethanol value propriate re‐
n.a. pair manual.
• And – Check the
pressure in
• Evap purge the fuel sys‐
valve closed tem for out of
• Or spec condi‐
tions before
• Canister load <= diagnosing
2.00 [-] the pressure
sensor. Re‐
• Evap purge flow fer to Fuel
at max. value System Me‐
• Or chanical
Testing in
• Depending on ⇒ “3.1 Pre‐
canister purge liminary
min: Check”,
page 20 .
• Lower limit of
lambda control‐ – Check the
ler output n.a. fuel injectors.
Refer to
• Or ⇒ “3.6.24
• Upper limit of Fuel Injec‐
lambda control‐ tors, Check‐
page 942 .
• And
– Check intake
• Evap purge flow system visu‐
at min. value ally for leaks
(false air).

Q7 2016 ➤
tion ue
Too Rich Rich output < • Continu‐ Unit - GX1- .
Bank 1 -37.0 % • Mass air flow > ous Refer to
76.0 mg/rev ⇒ “3.6.23
544 RPM Unit GX1 ,
Checking”,
block > 70° C
– Check the
C residual
pressure.
n.a. pair manual.
• Oil dilution not – Check the
detected fuel injectors.
Refer to
• And ⇒ “3.6.24
• Evap purge Fuel Injec‐
valve closed tors, Check‐
ing”,
• Or page 942 .
• Canister load <= – Check the
2.00 [-] Oxygen Sen‐
• Evap purge flow sor 1 Before
at max. value Catalytic
Converter -
• Or GX10- . Re‐
fer to
• Depending on ⇒ “3.6.39
canister purge Oxygen Sen‐
min: sor 1 Before
Catalytic
• Lower limit of Converter
lambda control‐ GX10 ,
ler output n.a. Checking”,
• Or page 972 .
• Upper limit of – Check intake
lambda control‐ system visu‐
ler output n.a. ally for leaks
(false air).
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Lean Lean output > • Continu‐ Unit - GX1- .
Bank 2 37.0 % • Mass air flow > ous Refer to
76.0 mg/rev ⇒ “3.6.23
544 RPM Unit GX1 ,
Checking”,
block > 70° C
– Check the
C residual
pressure.
n.a. pair manual.
• And – Check the
pressure in
• Evap purge the fuel sys‐
valve closed tem for out of
tions before
• Canister load <= diagnosing
2.00 [-] the pressure
sensor. Re‐
• Evap purge flow fer to Fuel
at max. value System Me‐
• Or chanical
Testing in
• Depending on ⇒ “3.1 Pre‐
canister purge liminary
min: Check”,
page 20 .
• Lower limit of
ler output n.a. Oxygen Sen‐
sor 2 Before
• Or Catalytic
• Upper limit of Converter -
lambda control‐ GX11- . Re‐
ler output n.a. fer to
⇒ “3.6.41
• And Oxygen Sen‐
sor 2 Before
• Evap purge flow Catalytic
at min. value Converter
GX11 ,
Checking”,
page 978 .
– Check intake
system visu‐
ally for leaks
(false air).

Q7 2016 ➤
tion ue
Too Rich Rich output < • Continu‐ Unit - GX1- .
Bank 2 -37.0 % • Mass air flow > ous Refer to
76.0 mg/rev ⇒ “3.6.23
544 RPM Unit GX1 ,
Checking”,
block > 70° C
– Check the
C residual
pressure.
n.a. pair manual.
• Oil dilution not – Check the
detected Oxygen Sen‐
sor 2 Before
• And Catalytic
• Evap purge Converter -
valve closed GX11- . Re‐
fer to
• Or ⇒ “3.6.41
Oxygen Sen‐
• Canister load <= sor 2 Before
2.00 [-] Catalytic
• Evap purge flow Converter
at max. value GX11 ,
Checking”,
• Or page 978 .
• Depending on – Check intake
canister purge system visu‐
min: ally for leaks
(false air).
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P017B Engine • Difference • ECT @ cylinder • 10.0 s • 2 DCY – Check the
Cylinder Coolant between head -128 – 40° Engine Cool‐
Head Tempera‐ modelled C • Once / ant Temper‐
Tempera‐ ture Sen‐ and meas‐ DCY ature Sensor
ture Sen‐ sor @ ured cylin‐ • Time after en‐ - G62- . Refer
sor Circuit Cylinder der head gine start > 0.0 s to
Range/ Head Ra‐ tempera‐ ⇒ “3.6.17
Perform‐ tionality ture > 0.0 K Engine Cool‐
ance Check ant Temper‐
Low ature Sensor
G62 , Check‐
ing”,
page 928 .
– Check the
Engine Tem‐
perature
Control Sen‐
sor - G694- .
Refer to
⇒ “3.6.19
Engine Tem‐
perature
Control Sen‐
sor G694 ,
Checking”,
page 932 .
– Check the
Cylinder
Head Cool‐
ant Valve -
N489- . Refer
to
⇒ “3.6.15
Cylinder
Head Cool‐
ant Valve
N489 ,
Checking”,
page 924 .

Q7 2016 ➤
tion ue
P017C Engine • ECT sensor • 0.5 s • 2 DCY – Check the
Cylinder Coolant voltage @ Engine Cool‐
Head Tempera‐ cylinder • Continu‐ ant Temper‐
Tempera‐ ture Sen‐ head <= ous ature Sensor
ture Sen‐ sor @ 0.30 V - G62- . Refer
sor Circuit Cylinder to
Low Head ⇒ “3.6.17
Ground ant Temper‐
ature Sensor
G62 , Check‐
ing”,
page 928 .
– Check the
Engine Tem‐
perature
Control Sen‐
sor - G694- .
Refer to
⇒ “3.6.19
Engine Tem‐
perature
Control Sen‐
sor G694 ,
Checking”,
page 932 .
– Check the
Cylinder
Head Cool‐
ant Valve -
N489- . Refer
to
⇒ “3.6.15
Cylinder
Head Cool‐
ant Valve
N489 ,
Checking”,
page 924 .

Q7 2016 ➤
tion ue
P017D Engine • ECT sensor • IAT @ throttle • 0.5 s • 2 DCY – Check the
Cylinder Coolant voltage @ >= -33° C Engine Cool‐
Head Tempera‐ cylinder • Continu‐ ant Temper‐
Tempera‐ ture Sen‐ head > 4.70 • Time after en‐ ous ature Sensor
ture Sen‐ sor @ V gine start > 60.0 - G62- . Refer
sor Circuit Cylinder s to
High Head ⇒ “3.6.17
Battery / ant Temper‐
Open Cir‐ ature Sensor
cuit G62 , Check‐
ing”,
page 928 .
– Check the
Engine Tem‐
perature
Control Sen‐
sor - G694- .
Refer to
⇒ “3.6.19
Engine Tem‐
perature
Control Sen‐
sor G694 ,
Checking”,
page 932 .
– Check the
Cylinder
Head Cool‐
ant Valve -
N489- . Refer
to
⇒ “3.6.15
Cylinder
Head Cool‐
ant Valve
N489 ,
Checking”,
page 924 .

Q7 2016 ➤
tion ue
Fuel Pres‐ tem Pres‐ pressure pressure in
sure Reg‐ sure Sen‐ sensor volt‐ • Continu‐ the fuel sys‐
ulator 1 sor, High age > 4.80 ous tem for out of
Control Pressure V spec condi‐
Circuit/ Side tions before
Open Short To diagnosing
Battery / the pressure
Open Cir‐ sensor. Re‐
cuit fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Fuel Pres‐
sure Sensor -
G247- . Re‐
fer to
⇒ “3.6.27
Fuel Pres‐
sure Sensor
G247 ,
Checking”,
page 948 .
P0191 Fuel Rail, • Fuel pres‐ • Engine running • 2.5 s • 2 DCY – Check the
Fuel Rail High sure > pressure in
Pressure Pressure 27,900.09 • Engine speed < • Continu‐ the fuel sys‐
Sensor Side Out kPa 3,264 RPM ous tem for out of
Circuit Of Range • Time after en‐ spec condi‐
Range/ High gine start > 10.0 tions before
Perform‐ s diagnosing
ance Bank the pressure
1 sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Fuel Pres‐
sure Sensor -
G247- . Re‐
fer to
⇒ “3.6.27
Fuel Pres‐
sure Sensor
G247 ,
Checking”,
page 948 .

Q7 2016 ➤
tion ue
Fuel Rail tem Pres‐ pressure pressure in
Pressure sure Sen‐ sensor volt‐ • Continu‐ the fuel sys‐
Sensor sor, High age < 0.20 ous tem for out of
Circuit Pressure V spec condi‐
Low Bank Side tions before
1 Short To diagnosing
Ground the pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Fuel Pres‐
sure Sensor -
G247- . Re‐
fer to
⇒ “3.6.27
Fuel Pres‐
sure Sensor
G247 ,
Checking”,
page 948 .
Injector Open Cir‐ open circuit Fuel Injector
"A" Circuit cuit via power • ECT @ cylinder • Continu‐ - N30- . Refer
stage diag‐ block >= -48° C ous to
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Error power
stage diag‐
nosis detec‐
ted
• And
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
voltage <
2.0 V

Q7 2016 ➤
tion ue
• Injector low • ECT @ cylinder
side switch block >= -48° C
current
(hardware • Engine speed <
values) 7,000 RPM
driver stage • Injection time >=
internal val‐ 0.0 s
ue
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
Electrical pattern via • ECT @ cylinder
Error power block >= -48° C
stage diag‐ • Engine speed <
nosis detec‐ 7,000 RPM
ted
• Injection time >=
• And 0.0 s
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
voltage <
2.0 V

Q7 2016 ➤
tion ue
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
ted
• And 0.0 s
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
voltage <
2.0 V

Q7 2016 ➤
tion ue
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
ted
• And 0.0 s
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
voltage <
2.0 V

Q7 2016 ➤
tion ue
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
ted
• And 0.0 s
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
voltage <
2.0 V

Q7 2016 ➤
tion ue
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
tors, Check‐
< 2.0 V

Valves tern for
cuit via power
stage diag‐
nosis detec‐
ted
• Injector cur‐
rent rise
time during
peak phase
< 0.064 ms

Q7 2016 ➤
tion ue
Valves nate fault
ted
• And 0.0 s
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value
• Or
• Injector low
side voltage
< 2.0 V
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
voltage <
2.0 V
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
voltage <
2.0 V

Q7 2016 ➤
tion ue
• Injector low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector low
side switch
current driv‐
er stage in‐
ternal value
• Or
• Injector
load resist‐
ance to
ground and
battery >
20.0 Ohm
• Injector
high side
switch cur‐
rent driver
stage inter‐
nal value

sition Sen‐ Rationali‐ measured tection of throttle ous trol Module -
sor/Switch ty Check and mod‐ exchange or GX3- . Refer
"B" Circuit eled value checksum error) to
GX3 , Check‐
• Or ing”,
mass air
flow integral
from TPS 2
> 60.00 [-]

Q7 2016 ➤
tion ue
sition Sen‐ Short To age < 0.17 ous trol Module -
sor/Switch Ground V GX3- . Refer
"B" Circuit to
Low ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .
sition Sen‐ Short To age > 4.85 ous trol Module -
sor/Switch Battery V GX3- . Refer
"B" Circuit Plus to
High ⇒ “3.6.45
Throttle
Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .
Fuel Pump Fuel sensor: Fuel Delivery
Primary Pump short to • Continu‐ Unit - GX1- .
Circuit CAN ground fail‐ ous Refer to
Malfunc‐ Commu‐ ure feed‐ ⇒ “3.6.23
tion nication back >= 2.0 Fuel Delivery
With Fuel [-] Unit GX1 ,
Pump Checking”,
• Fuel pump • 2.2 s page 940 .
sensor:
open circuit • Continu‐
failure feed‐ ous
back >= 2.0
[-]

Q7 2016 ➤
tion ue
P0235 Manifold • Received • 0.5 s • 2 DCY – Check the In‐
Turbo‐ Absolute data im‐ take Air Tem‐
charger/ Pressure plausible • Continu‐ perature
Super‐ (MAP) message ous Sensor -
charger Sensor G42- / Mani‐
Boost commu‐ fold Absolute
Sensor "A" nication Pressure
Circuit with MAP Sensor -
G71- . Refer
to
⇒ “3.6.30 In‐
take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .
– Check the
charge air
system for
proper seal.
Refer to En‐
gine Me‐
chanical,
Fuel Injec‐
tion and Igni‐
tion, Charge
Air System.

Q7 2016 ➤
tion ue
charger/ Sensor stream started the first • Continu‐ Pressure
Super‐ Engine throttle vs. time ous Sensor -
charger Off: manifold G31- / Intake
Boost Cross pressure >= • Vehicle speed < Manifold
Sensor "A" Check 7.5 kPa 1 mph Temperature
Circuit Sensor -
Range/ • Diff. mani‐ G72- . Refer
Perform‐ fold pres‐ to
ance sure vs. ⇒ “3.6.10
manifold Charge Air
pressure 2 Pressure
>= 7.5 kPa Sensor G31 /
• Or Intake Mani‐
fold Temper‐
• Diff. pres‐ ature Sensor
sure down‐ G72 , Check‐
stream ing”,
throttle vs. page 914 .
manifold
pressure >= – Check the
7.5 kPa charge air
system for
• Diff. baro‐ proper seal.
metric pres‐ Refer to En‐
sure vs. gine Me‐
manifold chanical,
pressure >= Fuel Injec‐
7.5 kPa tion and Igni‐
tion, Charge
• Or Air System.
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(MAP 2 and
BARO) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(MAP2 and
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP2 and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) vs.
deviation
MAP 2 to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Sensor • Diff. mani‐ (downstream /
Speed: sure vs.
Cross manifold
Check pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐ tle) 0.30 – 0.45
tion pres‐ [-]
sure MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion pres‐
sure MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Sensor stream
ECM throttle vs.
Keep manifold
Alive pressure >=
Time: 7.5 kPa
Cross
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.5 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
7.5 kPa

Q7 2016 ➤
tion ue
tion MAP to 1 mph
mean value
(MAP 2 and • ECM keep alive
BARO) vs. time > 10.0 s
deviation • Time after en‐
pressure gine stop >= 4.0
down‐ s
stream
(MAP2 and 110.0 kPa
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Diff. devia‐
tion MAP to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) vs.
deviation
MAP 2 to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Pressure
Sensor • Diff. pres‐
Engine sure down‐
Running stream
Non throttle vs.
Charged manifold
Engine: pressure >=
Cross 12.0 – 27.0
Check kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
< 12.0 –
27.0 kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
12.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
tion MAP to sure quotient
mean value (downstream /
(pressure upstream throt‐
down‐ tle) > 0.45; <=
stream 0.80 [-]
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Sensor sure vs. • Modeled pres‐
Engine: tle) > 0.45 [-]
Cross • Filtered
controller
tion < -15.0; sure 0.40 – 0.83
> 15.0 % [-]

Q7 2016 ➤
tion ue
Pressure tive
Sensor • Diff. mani‐
>= 8.0 – tle) 0.25 – 0.30
27.0 kPa [-]
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
< 8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
P0239 Manifold • received • 0.5 s • 2 DCY – Check the

Manifold Absolute data im‐ Charge Air
Absolute Pressure plausible • Continu‐ Pressure
Pressure (MAP) message ous Sensor 2 -
(MAP) Sensor 2 G447- / In‐
Sensor 2 commu‐ take Mani‐
nication fold Temper‐
with MAP ature Sensor
2 2 - G430- .
Manifold • MAP 2 sig‐ • 0.5 s • 2 DCY Refer to
Absolute nal failure ⇒ “3.6.11 In‐
Pressure • Continu‐ take Mani‐
(MAP) ous fold Temper‐
Sensor 2 ature Sensor
internal 2 G430 /
hardware Charge Air
check Pressure
Sensor 2
G447 ,
Checking”,
page 916 .

Q7 2016 ➤
tion ue
charger/ Sensor 2 stream started the first • Continu‐ Pressure
Super‐ Engine throttle vs. time ous Sensor 2 -
Boost Cross pressure 2 • Vehicle speed < take Mani‐
Sensor "B" Check >= 7.5 kPa 1 mph fold Temper‐
Circuit ature Sensor
Range/ • Diff. mani‐ 2 - G430- .
Perform‐ fold pres‐ Refer to
ance sure vs. ⇒ “3.6.11 In‐
manifold take Mani‐
pressure 2 fold Temper‐
>= 7.5 kPa ature Sensor
• Or 2 G430 /
Charge Air
• Diff. pres‐ Pressure
sure down‐ Sensor 2
stream G447 ,
throttle vs. Checking”,
manifold page 916 .
pressure 2
>= 7.5 kPa – Check the
charge air
• Diff. baro‐ system for
metric pres‐ proper seal.
sure vs. Refer to En‐
manifold gine Me‐
pressure 2 chanical,
>= 7.5 kPa Fuel Injec‐
tion and Igni‐
• Or tion, Charge
• Diff. baro‐ Air System.
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (MAP
and BARO)
vs. devia‐
tion pres‐
sure down‐
stream
throttle to
mean value
(MAP and
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. devia‐
tion MAP 2
to mean val‐
ue (MAP
and pres‐
sure down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (BARO
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Sensor 2 • Diff. mani‐ (downstream /
Speed: sure vs.
Cross manifold
Check pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure <
8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐ tle) 0.30 – 0.45
tion MAP 2 [-]
to mean val‐
ue (pres‐
sure down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP 2
to mean val‐
ue (pres‐
sure down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Q7 2016 ➤
tion ue
Sensor 2 stream
ECM throttle vs.
Keep manifold
Alive pressure 2
Time: >= 7.5 kPa
Cross
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
tion MAP 2 1 mph
to mean val‐
ue (MAP • ECM keep alive
and BARO) time > 10.0 s
sure down‐ s
stream
(MAP and 110.0 kPa
BARO) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Diff. devia‐
tion MAP 2
to mean val‐
ue (MAP
and pres‐
sure down‐
stream
throttle) vs.
deviation
BARO to
mean value
(MAP and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (BARO
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP to
mean value
(BARO and
pressure
down‐
stream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
Pressure
Sensor 2 • Diff. pres‐
Engine sure down‐
Running stream
Non throttle vs.
Charged manifold
Engine: pressure 2
Cross >= 12.0 –
Check 27.0 kPa
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure <
12.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 12.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
12.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
tion MAP 2 sure quotient
to mean val‐ (downstream /
ue (pres‐ upstream throt‐
sure down‐ tle) > 0.45; <=
stream 0.80 [-]
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa

Sensor 2 sure vs. • Modeled pres‐
Engine: tle) > 0.45 [-]
Cross • Filtered
controller
tion < -15.0; sure 0.40 – 0.83
> 15.0 % [-]

Q7 2016 ➤
tion ue
Pressure tive
Sensor 2 • Diff. mani‐
>= 8.0 – tle) 0.25 – 0.30
27.0 kPa [-]
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure <
8.0 – 27.0
kPa
• Or
• Case 2:
• Diff. mani‐
fold pres‐
sure vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure 2
>= 8.0 –
27.0 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
manifold
pressure >=
8.0 – 27.0
kPa
• And

Q7 2016 ➤
tion ue
• Diff. devia‐
tion MAP 2
to mean val‐
ue (pres‐
sure down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
pressure
down‐
stream
throttle to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
• Diff. devia‐
tion MAP to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP2) vs.
deviation
MAP 2 to
mean value
(pressure
down‐
stream
throttle,
MAP and
MAP 2) > 0
kPa
P025A Fuel • Signal volt‐ • Commanded • 0.5 s • 2 DCY – Check the

Fuel Pump Pump age, lower PWM 9.80 – Fuel Delivery
Module Open Cir‐ range > 90.20 % • Continu‐ Unit - GX1- .
"A" Control cuit 1.92 – 2.21 ous Refer to
Circuit/ V • Fuel pump com‐ ⇒ “3.6.23
Open manded off Fuel Delivery
• And Unit GX1 ,
• Signal volt‐ Checking”,
age, upper page 940 .
range
(hardware
values) <
2.84 – 3.25
V

Q7 2016 ➤
tion ue
P025B Fuel Sys‐ • Case 1: • Engine speed > • 5.0 s • 2 DCY – Check the
Fuel Pump tem Con‐ 512; <= 8,160 Fuel Delivery
Module trol, Low • Actual and RPM • Continu‐ Unit - GX1- .
Control Pressure adapted I- ous Refer to
Circuit Side Ra‐ part of elec‐ • Electric fuel ⇒ “3.6.23
Range/ tionality tric fuel pump active Fuel Delivery
Perform‐ Check pump con‐ Unit GX1 ,
troller • Time after en‐
ance gine start > 12.0 Checking”,
(PWM sig‐ page 940 .
nal) > s
26.0% • ECT @ cylinder
• Or block 70 – 106°
C
• Actual and
adapted I- • Fuel mass set
part of elec‐ point for low
tric fuel pressure-part
pump con‐ 6.0 – 65.0 mg/
troller rev
(PWM sig‐ • Fuel pressure
nal) < pump not at
-23.0% max. limit
• Case 2:
• Adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) > n.a.%
• Or
• Adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) < n.a.
%

Q7 2016 ➤
tion ue
Fuel Sys‐ • Diff. fuel • Engine speed >
tem Con‐ pressure 512; <= 8,160
trol, Low set point vs. RPM
Pressure actual fuel
Side pressure > • Electric fuel
Function‐ 170.08 kPa pump active
al Check
• Electric fuel • Time after en‐
pump gine start > 12.0
(PWM sig‐ s
nal) > 0.0% • ECT @ cylinder
• For time >= block 70 – 106°
10.0 s C
• Or • Fuel mass set

point 6.0 – 65.0
• Diff. fuel mg/rev
pressure
set point vs. • Fuel pressure
actual fuel pump not at
pressure < max. limit
-170.08 kPa
• Electric fuel
pump
(PWM sig‐
nal) <
100.0%
• For time >=
10.0 s
P025C Fuel • Signal volt‐ • Commanded • 3.0 s • 2 DCY – Check the

Fuel Pump Pump age (hard‐ PWM 9.80 – Fuel Delivery
Module Short To ware val‐ 90.20 % • Continu‐ Unit - GX1- .
"A" Control Ground ues) < 1.92 ous Refer to
Circuit – 2.21 V • Fuel pump com‐ ⇒ “3.6.23
Low manded off Fuel Delivery
Unit GX1 ,
Checking”,
page 940 .
P025D Fuel • Power • Commanded • 0.5 s • 2 DCY – Check the
Fuel Pump Pump stage tem‐ PWM 9.80 – Fuel Delivery
Module Short To perature > 90.20 % • Continu‐ Unit - GX1- .
"A" Control Battery 160.0 – ous Refer to
Circuit Plus 200.0° C • Fuel pump com‐ ⇒ “3.6.23
High manded on Fuel Delivery
• Or Unit GX1 ,
• Signal cur‐ Checking”,
rent (hard‐ page 940 .
ware val‐
ues) driver
stage inter‐
nal value

Q7 2016 ➤
tion ue
Injector Short To short to Fuel Injector
"A" Circuit Ground ground via • ECT @ cylinder • Continu‐ - N30- . Refer
Low power block >= -48° C ous to
ted tors, Check‐
voltage <
2.0 V
Injection • Injector • Engine running • 720° CRK

Short To age < 2.0 V • ECT @ cylinder • Continu‐
Ground block >= -48° C ous
(High • And
• Engine speed <
driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue
Ground
(Low • And
Side) • Injector
driver high
side switch
current driv‐
er stage in‐
ternal value
• And
• Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
Injector Short To short to bat‐ Fuel Injector
"A" Circuit Battery tery plus via • ECT @ cylinder • Continu‐ - N30- . Refer
High Plus power block >= -48° C ous to
ted tors, Check‐
voltage >
2.0 V

Q7 2016 ➤
tion ue
Short To age > 2.0 V • ECT @ cylinder • Continu‐
Battery block >= -48° C ous
Plus • And
• Engine speed <
Side) driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage <
2.0 V

(High • And
• Engine speed <
driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • Injector
driver high
side switch
current driv‐
er stage in‐
ternal value
• And
• Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage >
2.0 V

Plus • And
• Engine speed <
Side) driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage <
2.0 V

(High • And
• Engine speed <
driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • Injector
driver high
side switch
current driv‐
er stage in‐
ternal value
• And
• Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage >
2.0 V

Plus • And
• Engine speed <
Side) driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage <
2.0 V

(High • And
• Engine speed <
driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • Injector
driver high
side switch
current driv‐
er stage in‐
ternal value
• And
• Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage >
2.0 V

Plus • And
• Engine speed <
Side) driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage <
2.0 V

(High • And
• Engine speed <
driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • Injector
driver high
side switch
current driv‐
er stage in‐
ternal value
• And
• Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage >
2.0 V

Plus • And
• Engine speed <
Side) driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage <
2.0 V

(High • And
• Engine speed <
driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Ground
(Low • And
Side) • Injector
driver high
side switch
current driv‐
er stage in‐
ternal value
• And
• Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue
ted tors, Check‐
voltage >
2.0 V

Plus • And
• Engine speed <
Side) driver high
current 0 ms
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
Battery
Plus (Low • And
Side) • Injector
driver low
side switch
current
(hardware
values)
driver stage
internal val‐
ue

Q7 2016 ➤
tion ue
P0299 Super‐ • Diff. set • Engine running • 1.0 s • 2 DCY – Check the
Turbo‐ charger point ratio of Charge Air
charger/ (SC) supercharg‐ • Time after en‐ • Continu‐ Pressure
Super‐ Boost er boost gine start > 10.0 ous Sensor -
charger Control pressure s G31- / Intake
"A" Under‐ rationality and MAP • BARO 63.00 – Manifold
boost Con‐ check upstream 105.00 kPa Temperature
dition high supercharg‐ Sensor -
er vs. meas‐ • Engine speed 0 G72- . Refer
ured ratio of – 8,160 RPM to
supercharg‐ ⇒ “3.6.10
er boost • IAT @ manifold Charge Air
pressure > 5° C Pressure
and MAP Sensor G31 /
• ECT @ cylinder
upstream Intake Mani‐
block > -48° C
supercharg‐ fold Temper‐
er > 0.25 – • Diff. engine ature Sensor
0.35 [-] speed vs. fil‐ G72 , Check‐
tered engine ing”,
• For time >= page 914 .
speed for engine
1.5 s speed dynamic
detection < 96
rpm
• Diff. air mass
setpoint vs. fil‐
tered air mass
setpoint for load
dynamic detec‐
tion < 15.01 mg/
rev
active
ent @ pressure
sensor up‐
stream super‐
charger
-8291.80 –
8291.50 kPa/s
charger boost
pressure
-1,500.00 –
1,500.00 kPa/s
• Fast throttle
adaptation fin‐
ished
• Engine speed >
1504 rpm
• SCB power
stage enabled
• Setpoint ratio of
supercharger
boost pressure
and MAP up‐
stream super‐
charger >= 1.25;
< 2.50 [-]

Q7 2016 ➤
tion ue
• Measured IAT
@ manifold <=
75° C
• Measured IAT
@ manifold 2 <=
75° C
P0300 Misfire • Number of • Emission • 1,000 • 2 DCY – Check the

Random/ Crank‐ cylinders threshold misfire revolu‐ Cylinder 1
Multiple shaft with emis‐ detected tions Fuel Injector
Cylinder Speed sion thresh‐ - N30- . Refer
Misfire De‐ Fluctua‐ old misfire • Continu‐ to
tected tion (Mul‐ within 4,000 ous ⇒ “3.6.24
tiple) revolutions Fuel Injec‐
>= 2.00 [-] tors, Check‐
ing”,
• Or page 942 .
• Number of
cylinders – Check the Ig‐
with emis‐ nition Coil
sion thresh‐ with Power
old misfire Output Stage
within 1,000 - N70- . Refer
revolutions to
>= 2.00 [-] ⇒ “3.6.29 Ig‐
nition Coils
With Power
• Number of • Catalyst damag‐ • 200 revo‐ • Immedi‐ Output
cylinders ing misfire de‐ lutions ately Stage ,
with cata‐ tected Checking”,
lyst damag‐ • Continu‐
ous page 952 .
ing misfire
>= 2.0 [-] – Check the
Engine Com‐
ponent Pow‐
er Supply
Relay -
J757- . Refer
to
⇒ “3.6.16
Engine Com‐
ponent Pow‐
er Supply
Relay J757 ,
Checking”,
page 926 .
– Check the
spark plugs
visually.
P0301 Misfire • Catalyst • Initial engine • 200 revo‐ • Immedi‐ – Check the
Cylinder 1 Crank‐ damage speed > 550 lutions ately Cylinder 1
Misfire De‐ shaft misfire RPM Fuel Injector
tected Speed • Continu‐ - N30- . Refer
Fluctua‐ • Catalyst • Engine speed > ous to
tion (Sin‐ damaging 500 RPM ⇒ “3.6.24
gle Or misfire rate Fuel Injec‐
> 0.83 – • Engine speed <
Multiple) 6,820 RPM tors, Check‐
13.89% ing”,
• Time after en‐ page 942 .
gine start > n.a.
s – Check the Ig‐
nition Coil
with Power

Q7 2016 ➤
tion ue
• Emission • Engine load > • 1,000 • 2 DCY Output Stage
threshold 4.50 – 41.20 % revolu‐ - N70- . Refer
misfire with‐ tions to
in 1,000 rev • Depending on ⇒ “3.6.29 Ig‐
ECT @ cylinder • Continu‐ nition Coils
• Emission block @ start ous With Power
threshold Output
misfire rate • ECT @ cylinder Stage ,
(MR) > block @ engine
start <= -8° C Checking”,
1.10% page 952 .
• Then activation
• Emission if • 4 x 1,000 • 2 DCY – Check the
threshold revolu‐ spark plugs
misfire with‐ • ECT @ cylinder tions visually.
in 4,000 rev block >= 20° C
• Continu‐ – Check the
• Emission • Or ous Fuel pres‐
threshold • ECT @ cylinder sure regula‐
misfire rate block @ engine tor and resid‐
(MR) > start > -8° C ual pressure
1.10% before high
• And pressure fuel
pumps . Re‐
• Fuel cut off not fer to appro‐
active priate repair
• Or manual.
• Single fuel cut – Check the

off not active pressure in
the fuel sys‐
• Or tem for out of
• Number of fade spec condi‐
out cylinders < tions before
3.00 [-] diagnosing
the pressure
• And sensor. Re‐
fer to Fuel
• Dynamic mani‐ System Me‐
fold air pressure chanical
<= n.a. kPa Testing in
⇒ “3.1 Pre‐
• Dynamic throttle liminary
position <= n.a.° Check”,
TPS/s page 20 .
• And
• Dynamic of en‐
gine load n.a.
• Engine speed
n.a. RPM
tion angle n.a.°
CRK
• Or
tion angle n.a.°
CRK
• And
• Rough road not
detected

Q7 2016 ➤
tion ue
13.89 % ing”,
• Emission gine start > n.a. • 1,000 • 2 DCY
threshold s revolu‐ – Check the Ig‐
misfire with‐ tions nition Coil 2
in 1,000 rev • Engine load > With Power
4.50 – 41.20 % • Continu‐ Output Stage
• Emission ous - N127- . Re‐
threshold • Depending on fer to
misfire rate ECT @ cylinder ⇒ “3.6.29 Ig‐
(MR) > block @ start nition Coils
1.10% With Power
• ECT @ cylinder
block @ engine Output
start <= -8° C Stage ,
Checking”,
• Then activation page 952 .
if
– Check the
• ECT @ cylinder spark plugs
block >= 20° C visually.
• Or
– Check the
• ECT @ cylinder Fuel pres‐
block @ engine sure regula‐
start > -8° C tor and resid‐
ual pressure
• And before high
• Fuel cut off not pressure fuel
active pumps . Re‐
fer to appro‐
• Or priate repair
manual.
• Single fuel cut
off not active – Check the
pressure in
• Or the fuel sys‐
• Number of fade tem for out of
out cylinders < spec condi‐
3.00 [-] tions before
diagnosing
• And the pressure
sensor. Re‐
• Dynamic mani‐ fer to Fuel
fold air pressure System Me‐
<= n.a. kPa chanical
• Dynamic throttle Testing in
position <= n.a.° ⇒ “3.1 Pre‐
TPS/s liminary
Check”,
• And page 20 .
gine load n.a.
• Engine speed
n.a. RPM

Q7 2016 ➤
tion ue
• Emission • Dynamic of igni‐ • 4 x 1,000 • 2 DCY
threshold tion angle n.a.° revolu‐
misfire with‐ CRK tions
in 4,000 rev • Or
• Continu‐
• Emission ous
threshold tion angle n.a.°
misfire rate CRK
(MR) >
1.10% • And
• Rough road not
detected

Q7 2016 ➤
tion ue
13.89% ing”,
misfire with‐ tions nition Coil
in 1,000 rev • Engine load > with Power
1.10% With Power
• ECT @ cylinder
Checking”,
if
– Check the
• Or
– Check the
ual pressure
• And before high
fer to appro‐
manual.
• Single fuel cut
pressure in
diagnosing
sensor. Re‐
TPS/s liminary
Check”,
• And page 20 .
gine load n.a.
• Engine speed
n.a. RPM

Q7 2016 ➤
tion ue
in 4,000 rev • Or
• Continu‐
• Emission ous
misfire rate CRK
(MR) >
1.10% • And
• Rough road not
detected

Q7 2016 ➤
tion ue
13.89% ing”,
1.10% With Power
• ECT @ cylinder
Checking”,
if
– Check the
• Or
– Check the
ual pressure
• And before high
fer to appro‐
manual.
• Single fuel cut
pressure in
diagnosing
sensor. Re‐
TPS/s liminary
Check”,
• And page 20 .
gine load n.a.
• Engine speed
n.a. RPM

Q7 2016 ➤
tion ue
in 4,000 rev • Or
• Continu‐
• Emission ous
misfire rate CRK
(MR) >
1.10% • And
• Rough road not
detected

Q7 2016 ➤
tion ue
13.89% ing”,
1.10% With Power
• ECT @ cylinder
Checking”,
if
– Check the
• Or
– Check the
ual pressure
• And before high
fer to appro‐
manual.
• Single fuel cut
pressure in
diagnosing
sensor. Re‐
TPS/s liminary
Check”,
• And page 20 .
gine load n.a.
• Engine speed
n.a. RPM

Q7 2016 ➤
tion ue
in 4,000 rev • Or
• Continu‐
• Emission ous
misfire rate CRK
(MR) >
1.10% • And
• Rough road not
detected

Q7 2016 ➤
tion ue
13.89% ing”,
1.10% With Power
• ECT @ cylinder
Checking”,
if
– Check the
• Or
– Check the
ual pressure
• And before high
fer to appro‐
manual.
• Single fuel cut
pressure in
diagnosing
sensor. Re‐
TPS/s liminary
Check”,
• And page 20 .
gine load n.a.
• Engine speed
n.a. RPM

Q7 2016 ➤
tion ue
in 4,000 rev • Or
• Continu‐
• Emission ous
misfire rate CRK
(MR) >
1.10% • And
• Rough road not
detected

Q7 2016 ➤
tion ue
Knock/ Sensor between block > 65° C Knock Sen‐
Combus‐ Rationali‐ knock sen‐ • Continu‐ sor 1 - G61- .
tion Vibra‐ ty Check sor signal • MAF > 354.0 ous Refer to
tion Sen‐ Low and aver‐ mg/rev ⇒ “3.6.34
sor 1 Cir‐ age knock Knock Sen‐
cuit sensor sig‐ sor 1 G61 ,
Range/ nal < 0.00 – Checking”,
Perform‐ 0.14 V page 962 .
ance Bank
1 or Single
Sensor
Knock/ Sensor nal < 0.12 – block > 65° C Knock Sen‐
Combus‐ Out Of 0.27 V • Continu‐ sor 1 - G61- .
tion Vibra‐ Range • MAF > 354.0 ous Refer to
tion Sen‐ mg/rev ⇒ “3.6.34
sor 1 Cir‐ • Engine speed > Knock Sen‐
cuit Low 1,760 RPM sor 1 G61 ,
Bank 1 or Checking”,
Single page 962 .
Sensor
Knock/ Sensor 2 between block > 65° C Knock Sen‐
Combus‐ Rationali‐ knock sen‐ • Continu‐ sor 2 - G66- .
tion Vibra‐ ty Check sor signal • MAF > 354.0 ous Refer to
tion Sen‐ Low and aver‐ mg/rev ⇒ “3.6.35
sor 2 Cir‐ age knock Knock Sen‐
cuit sensor sig‐ sor 2 G66 ,
Range/ nal < 0.00 – Checking”,
Perform‐ 0.14 V page 964 .
ance Bank
2
Knock/ Sensor 2 nal < 0.12 – block > 65° C Knock Sen‐
Combus‐ Out Of 0.27 V • Continu‐ sor 2 - G66- .
tion Vibra‐ Range • MAF > 354.0 ous Refer to
tion Sen‐ mg/rev ⇒ “3.6.35
sor 2 Cir‐ • Engine speed > Knock Sen‐
cuit Low 1,760 RPM sor 2 G66 ,
Bank 2 Checking”,
page 964 .

Q7 2016 ➤
tion ue
P0335 Crank‐ • Counted • Signal edges @ • 0.01 s • 2 DCY – Check the
Crank‐ shaft Po‐ exhaust selected cam‐ Engine
shaft Posi‐ sition camshaft shaft signal de‐ • Continu‐ Speed Sen‐
tion Sen‐ Sensor signals tected ous sor - G28- .
sor "A" Cir‐ Activity without syn‐ Refer to
cuit Check chroniza‐ • Choice of: ⇒ “3.6.18
tion >= 17.0 • Ignition off Engine
[-] Speed Sen‐
• Engine speed > sor G28 ,
• Or 192 RPM Checking”,
• Counted in‐ • page 930 .
Engine stalling
take cam‐ >= 1.0 s
shaft sig‐
nals without • Or
synchroni‐
zation >= • Synchronization
17.0 [-] test incorrect
• Or
• Engine speed
>= 192 RPM
• Or
• Engine running
• Engine stalling
>= 5.0 s
• Or
tion not detected
• Or
• Engine speed
>= 400 RPM
• Engine stop ac‐
tive
Crank‐ • Pulse width • Engine speed > • 1,800.0°

shaft Po‐ backwards 0.0; < = 3,000 CRK
sition < 62; > 150 RPM
Sensor μs • Continu‐
Out Of ous
Range • For number
of pulse
widths out‐
side toler‐
ance > 1.0
[-]
• Or
• Pulse width
forwards <
15; > 62 μs
• For number
of pulse
widths out‐
side toler‐
ance > 1.0
[-]

Q7 2016 ➤
tion ue
P0336 Engine • Segment • Fuel cut off ac‐ • 120.0° • 2 DCY – Check the
Crank‐ Speed adaptation tive CRK Engine
shaft Posi‐ Sensor >= 0.70 % Speed Sen‐
tion Sen‐ Out Of • Delay time >= • Continu‐ sor - G28- .
sor "A" Cir‐ Range 1,440.0° CRK ous Refer to
cuit • And ⇒ “3.6.18
Range/ Engine
Perform‐ • Diff. actual air Speed Sen‐
ance mass vs. previ‐ sor G28 ,
ous air mass <= Checking”,
20.01 – 39.99 page 930 .
mg/rev
• Engine load <=
20.0 %
• Dynamic throttle
position <=
269.50 –
398.40° TPS/s
• Rough road not
detected
• Engine rough‐
ness signal not
valid
• Segments in fuel
cut-off mode >=
12.00 [-]
• Segment adap‐
tation finished
• Diff. between
adapted value of
cylinder 1 and
cylinder 6 < 0.50
%
• Diff. Between
adapted value of
cylinder 4 and
cylinder 2 < 0.50
%
• Diff. between
adapted value of
cylinder 3 and
cylinder 5 < 0.50
%
• Engine speed
2,016 – 5,024
RPM

Q7 2016 ➤
tion ue
Crank‐ • Case 1: • Engine speed • 45,720.0°
shaft Po‐ >= 400 RPM CRK
sition • Engine
Sensor speed > • Continu‐
Rationali‐ 3,000 RPM ous
ty Check • Time be‐
tween fall‐
ing signal
edges 0 –
50 μs
• Case 2:
• Engine
speed <=
3,000 RPM
• Time be‐
tween sig‐
nal edges <
30 μs
• Counted • Crankshaft syn‐ • 2.0 (con‐

teeth vs. chronization via secutive
reference gap detection start/stop
>= 1 – <= 2 finished cycle) [-]
[-]
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 [s]
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 [s]
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
• Crankshaft • General condi‐ • 2,160.0°
reference tions: CRK
gap not de‐
tected • Reference gap • Continu‐
of reluctor wheel ous
detected
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
• Counted • General condi‐ • 1,800.0°
teeth vs. tions: CRK
reference
>= 1 – <= 2 • Engine speed > • Continu‐
[-] 320 RPM ous
• And
• Case 1:
• Ignition off
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Q7 2016 ➤
tion ue
P0339 Crank‐ • Crankshaft • General condi‐ • 3.0 (con‐ • 2 DCY – Check the
Crank‐ shaft Po‐ reference tions: secutive Engine
shaft Posi‐ sition gap not de‐ start/stop Speed Sen‐
tion Sen‐ Sensor tected • Reference gap cycle) sor - G28- .
sor "A" Cir‐ Rationali‐ of reluctor wheel Refer to
cuit Inter‐ ty Check not detected ⇒ “3.6.18
mittent • And Engine
Speed Sen‐
• Case 1: sor G28 ,
Checking”,
• Ignition off page 930 .
• Engine speed >
192 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed
>= 192 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed
>= 400 RPM
• Engine stopped

Sensor "A" Intake • Continu‐ Sensor -
Circuit Signal ous G40- . Refer
Bank 1 or Activity to
Single Check ⇒ “3.6.4
Sensor Camshaft
Position
Sensor G40 ,
Checking”,
page 901 .

Q7 2016 ➤
tion ue
Sensor "A" Intake segment • Continu‐ Sensor -
Circuit Rationali‐ time ratio ous G40- . Refer
Range/ ty Check and speci‐ to
1 or Single ratio > 2.75 Position
Sensor [-] Sensor G40 ,
Checking”,
• Or page 901 .
• Ratio be‐
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -70.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 19.0°
CRK

Sensor 50 μs
Intake • Continu‐
Signal ous
Activity
Check
Position / tween cam‐ nization not vali‐ CRK
Crank‐ shaft and dated
shaft Po‐ crankshaft • Once /
sition In‐ < -70.0° • Failure by ex‐ DCY
take - CRK haust camshaft
Correla‐ sensor detected
tion Out • Or
Of Range • Offset be‐
tween cam‐
shaft and
crankshaft
> 19.0°
CRK

Q7 2016 ➤
tion ue
Sensor "A" Intake 2 segment • Continu‐ Sensor 2 -
[-] Sensor 2
G163 ,
• Or Checking”,
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -70.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 19.0°
CRK

Sensor 50 μs
Intake 2 • Continu‐
Signal • No change • Engine speed ous
Activity on signal >= >= 400 RPM
Check 3 [-]

Q7 2016 ➤
tion ue
sition In‐ < -70.0° ished DCY
take - Out CRK
Of Range • or
• Or
• Offset be‐ nization via
crankshaft
> 19.0° • and
CRK • Failure by ex‐
haust camshaft
sensor detected

Circuit Signal ous G300- . Re‐
Bank 1 Activity fer to
Check ⇒ “3.6.6
Camshaft
Position
Sensor 3
G300 ,
Checking”,
page 905 .

Q7 2016 ➤
tion ue
Sensor "B" Exhaust segment • Continu‐ Sensor 3 -
[-] Sensor 3
G300 ,
• Or Checking”,
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -19.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 60.0°
CRK

Sensor 50 μs
Exhaust • Continu‐
Signal ous
Activity
Check
Position/ tween cam‐ nization via CRK
haust - CRK
Correla‐ • Or
tion Out • Or
crankshaft
> 60.0°
CRK

Q7 2016 ➤
tion ue
P0391 Camshaft • Segment • Engine speed • 1,440.0° • 2 DCY – Check the
Camshaft Position time value < 400 – 8,160 CRK Camshaft
Position Sensor 50 μs RPM Position
Circuit 2 Signal ous G301- . Re‐
Range/ Activity fer to
Perform‐ Check • No change • Engine speed • 1,080.0° ⇒ “3.6.7
ance Bank on signal >= >= 400 RPM CRK Camshaft
2 3 [-] Position
• Continu‐ Sensor 4
ous G301 ,
Checking”,
Camshaft • Ratio be‐ • Engine speed • 360.0° page 908 .
Position tween 400 – 8,160 CRK
Sensor measured RPM
Exhaust segment • Continu‐
2 Ration‐ time ratio ous
ality and speci‐
Check fied cam‐
shaft angle
ratio > 2.75
[-]
• Or
• Ratio be‐
tween
measured
segment
time ratio
and speci‐
fied cam‐
shaft angle
ratio < 0.36
[-]
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
< -19.0°
CRK
• Or
• Offset be‐
tween cam‐
shaft and
crankshaft
> 60.0°
CRK

Q7 2016 ➤
tion ue
haust - CRK
Correla‐ • Or
tion Out • Or
crankshaft
> 60.0°
CRK
tem Valve range >= • Actuator com‐ • Continu‐ Air Injection
Switching Open Cir‐ 1.92 – 2.21 manded off ous Solenoid
Valve "A" cuit V Valve -
Open • Output volt‐ to
age, upper ⇒ “3.6.43
range Secondary
(hardware Air Injection
values) <= Solenoid
2.85 – 3.25 Valve N112 ,
V Checking”,
page 984 .
tem Valve ware val‐ • Actuator com‐ • Continu‐ Air Injection
Switching Short To ues) < 1.92 manded off ous Solenoid
Valve "A" Ground – 2.21 V Valve -
Shorted Secon‐ • Actuator • Engine running to
dary Air tempera‐ ⇒ “3.6.43
Valve ture > 160 – • Actuator com‐ Secondary
Short To 200° C manded on Air Injection
Battery Solenoid
Plus • Or Valve N112 ,
Checking”,
• Output cur‐ page 984 .
rent (hard‐
ware val‐
ues) driver
stage inter‐
nal value

Q7 2016 ➤
tion ue
tem Con‐ Injection range 1.92 • Actuator com‐ • Continu‐ Air Injection
trol "A" Cir‐ Pump – 2.21 V manded off ous Pump Relay
cuit Relay - -J299-- /
Open Cir‐ • Output volt‐ Secondary
cuit age, upper Air Injection
range Pump Motor
(hardware - V101- . Re‐
values) <= fer to
2.85 – 3.25 ⇒ “3.6.42
V Secondary
Air Injection
Pump Relay
J299 / Sec‐
ondary Air In‐
jection Pump
Motor V101 ,
Checking”,
page 982 .

Q7 2016 ➤
tion ue
Catalyst System ficiency > tions: 70.0 s Oxygen Sen‐
System Ef‐ NMOG / 1.79 [-] sor 1 Before
ficiency NMHC • Vehicle speed • Once / Catalytic
Below Conver‐ >= 19 mph DCY Converter -
Threshold sion Ca‐ • BARO >= 63.0 GX10- . Re‐
Bank 1 pability kPa fer to
⇒ “3.6.39
• Catalyst over‐ Oxygen Sen‐
heating protec‐ sor 1 Before
tion not active Catalytic
Converter
• Turbine over‐ GX10 ,
tion not equip‐ page 972 .
ped
– Check the
• O2S rear ready Oxygen Sen‐
• O2S front ready sor 1 After
Catalytic
• ECT @ cylinder Converter -
block > 70° C GX7- . Refer
to
• IAT @ manifold ⇒ “3.6.38
> -48° C Oxygen Sen‐
• Modeled cata‐ sor 1 After
lyst temperature Catalytic
@ start of diag‐ Converter
nosis > 500° C GX7 , Check‐
ing”,
• Modeled cata‐ page 970 .
lyst temperature
@ during diag‐ – Check the
nosis 460 – 990° Three Way
C Catalytic
Converter
• Diff. between (TWC). Re‐
dynamic and fer to
stationary cata‐ ⇒ “3.6.44
lyst temperature Three Way
-292 – 292° C Catalytic
• Integrated air Converter
mass, catalyst (TWC),
temp. conditions Checking”,
fulfilled >= 25.0 – page 986 .
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.0 mg/rev
• And

Q7 2016 ➤
tion ue
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted %
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And

Q7 2016 ➤
tion ue
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or

Q7 2016 ➤
tion ue
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 2.20 -
2.70 kg
ance O2S rear
<= 1,000.0 Ohm

Q7 2016 ➤
tion ue
Catalyst System ficiency > tions: 70.0 s Oxygen Sen‐
System Ef‐ NMOG / 1.79 [-] sor 2 Before
ficiency NMHC • Vehicle speed • Once / Catalytic
Below Conver‐ >= 19 mph DCY Converter -
Threshold sion Ca‐ • BARO >= 63.0 GX11- . Re‐
Bank 2 pability kPa fer to
⇒ “3.6.41
• Catalyst over‐ Oxygen Sen‐
heating protec‐ sor 2 Before
tion not active Catalytic
Converter
• Turbine over‐ GX11 ,
tion not equip‐ page 978 .
ped
– Check the
• O2S rear ready Oxygen Sen‐
• O2S front ready sor 2 After
Catalytic
• ECT @ cylinder Converter -
block > 70° C GX8- . Refer
to
• IAT @ manifold ⇒ “3.6.40
> -48° C Oxygen Sen‐
• Modeled cata‐ sor 2 After
lyst temperature Catalytic
@ start of diag‐ Converter
nosis > 500° C GX8 , Check‐
ing”,
• Modeled cata‐ page 976 .
lyst temperature
@ during diag‐ – Check the
nosis 460 – 990° Three Way
C Catalytic
Converter
• Diff. between (TWC). Re‐
dynamic and fer to
stationary cata‐ ⇒ “3.6.44
lyst temperature Three Way
-292 – 292° C Catalytic
• Integrated air Converter
mass, catalyst (TWC),
temp. conditions Checking”,
fulfilled >= 25.0 – page 986 .
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
range >= 70.01 –
120.01 mg/rev
range <= 460.01
– 560.0 mg/rev
• And

Q7 2016 ➤
tion ue
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
• Dynamic air
mass < 60.0 mg/
rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated air
mass after dy‐
namic condi‐
tions are fulfilled
> 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted %
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And

Q7 2016 ➤
tion ue
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or

Q7 2016 ➤
tion ue
• Evap purge
valve n.a.
• And
• Modeled air
mass integral >
0.0 g
• Integrated air
mass per cylin‐
der >= 2.02 -
2.70 kg
ance O2S rear
<= 1,000.0 Ohm

Q7 2016 ➤
tion ue
P0441 EVAP • Ratio actual • ECT @ cylinder • 8.5 s • 2 DCY – Check the
EVAP Purge intake block > 60° C EVAP Canis‐
System In‐ Valve manifold • Once / ter Purge
correct Function‐ pressure • BARO > 73.0 DCY Regulator
Purge al Check: and mod‐ kPa Valve 1 -
Flow Stuck eled set • AAT > 4° C N80- . Refer
Close point intake to
manifold • AAT @ start >= ⇒ “3.6.20
pressure < 5° C EVAP Canis‐
0.05 [-] ter Purge
• Diff. barometric Regulator
pressure vs. fil‐ Valve 1 N80 ,
tered intake Checking”,
manifold pres‐ page 934 .
sure > n.a. kPa
– Check the
• Diff. barometric EVAP Sys‐
pressure vs. fil‐ tem for
tered intake Leaks. Refer
manifold pres‐ to
sure > 25.0 kPa ⇒
• Ratio MAF @ “2.2.4 EVAP
manifold and System,
MAF max > 0.15 Checking for
[-] Leaks”,
page 11 .
• Engine speed
1,050 – 2,500
RPM
• Vehicle speed
>= 3 mph
• Diff. engine
speed vs. fil‐
tered engine
speed < 90 RPM
• Diff. ratio MAF
@ manifold and
MAF max vs. ra‐
tio filtered MAF
@ manifold and
MAF max < 0.15
[-]
• Diff. modeled
MAP vs. filtered
modeled MAP <
1.20 kPa
• Integrated air
mass since en‐
gine start >=
5,000.0 –
7,500.0 g
• And lambda
led
• Lambda control
active
• Lambda control
value -30.0 –
30.0 %

Q7 2016 ➤
tion ue
• O2S front 0.90 –
1.10 [-]
• Fuel cut off n.a
• And
• Case 1:
• Integrated air
mass @ canister
purge valve per
driving cycle >=
n.a. g
• Case 2:
• Ratio MAF @
canister purge
and MAF per
cylinder >= 0.0
[-]
• Or
• Canister purge
sampling rate >=
40.0 %
• And
• Integrated air
mass @ canister
purge valve >=
7.1 g
• And
• Depending on
AAT:
• AAT >= 50° C
0.20 [-]
• Or
• AAT >= 30; <
50° C
0.20 [-]
• Or
• AAT < 30° C
0.20 [-]

Q7 2016 ➤
tion ue
EVAP Purge age, lower active EVAP Canis‐
System Valve range >= • Continu‐ ter Purge
Purge Open Cir‐ 1.92 – 2.21 • Engine running ous Regulator
Control cuit V • Evap purge Valve 1 -
Circuit • Output volt‐ to
age, upper signal (PWM) >
Open 3.13; <= 98.83 ⇒ “3.6.20
range EVAP Canis‐
(hardware %
ter Purge
values) <= • Actuator com‐ Regulator
2.85 – 3.25 manded off Valve 1 N80 ,
V Checking”,
page 934 .
EVAP Purge age (hard‐ active EVAP Canis‐
System Valve ware val‐ • Continu‐ ter Purge
Purge Short To ues) 1.92 – • Engine running ous Regulator
Control Ground 2.21 V • Evap purge Valve 1 -
Circuit signal (PWM) <= to
Shorted 98.83 % ⇒ “3.6.20
EVAP Canis‐
• Actuator com‐ ter Purge
manded off Regulator
Valve 1 N80 ,
EVAP • Actuator • Engine start not Checking”,
Purge tempera‐ active page 934 .
Valve ture 160 –
Short To 200° C • Engine running
Battery • Evap purge
Plus • Or
valve opening
• Output cur‐ signal (PWM) >=
rent (hard‐ 3.13 %
ware val‐
ues) driver • Actuator com‐
stage inter‐ manded on
nal value

Q7 2016 ➤
tion ue
EVAP Tempera‐ age 0.39 – EVAP Canis‐
System ture Sen‐ 0.55 V • Engine running • Continu‐ ter Purge
Pressure sor Open ous Regulator
• Case 2:
Sensor/ Circuit Valve 1 -
Switch Cir‐ • Ignition off N80- . Refer
cuit to
• NVLD (EVAP ⇒ “3.6.20
system) diag‐ EVAP Canis‐
nostic mode ac‐ ter Purge
tive Regulator
Valve 1 N80 ,
Checking”,
page 934 .
– Check the
Fuel Tank
Leak Detec‐
tion Control
Module -
J909- . Refer
to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .
– Check the
EVAP Sys‐
tem for
Leaks. Refer
to
⇒
“2.2.4 EVAP
System,
Checking for
Leaks”,
page 11 .

Q7 2016 ➤
tion ue
P0451 NVLD • Natural vac‐ • Ignition off • 35.0 s • 2 DCY – Check the
EVAP Switch uum leak EVAP Canis‐
System Function‐ detection • Fuel level < • Once / ter Purge
Pressure al Check: (NVLD) 85.10% DCY Regulator
Sensor/ Stuck switch posi‐ • Fuel tempera‐ Valve 1 -
Switch Cir‐ Close tion closed ture increase >= N80- . Refer
cuit 5K to
Range/ ⇒ “3.6.20
Perform‐ • For time >= 1.0 h EVAP Canis‐
ance ter Purge
• AAT >= 4° C Regulator
Valve 1 N80 ,
• Barometric Checking”,
pressure > page 934 .
73.00 kPa
• Time since igni‐ – Check the
tion off > 20; < EVAP Sys‐
1,440 min tem for
Leaks. Refer
to
⇒
“2.2.4 EVAP
System,
Checking for
Leaks”,
page 11 .

Q7 2016 ➤
tion ue
EVAP Tempera‐ age < 0.24 EVAP Canis‐
System ture Sen‐ V • Engine running • Continu‐ ter Purge
• Case 2:
Sensor/ To Valve 1 -
Switch Cir‐ Ground • Ignition off N80- . Refer
cuit Low to
• NVLD (EVAP ⇒ “3.6.20
tive Regulator
Valve 1 N80 ,
Checking”,
page 934 .
– Check the
Fuel Tank
Leak Detec‐
tion Control
Module -
J909- . Refer
to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .
– Check the
EVAP Sys‐
tem for
Leaks. Refer
to
⇒
“2.2.4 EVAP
System,
Checking for
Leaks”,
page 11 .

Q7 2016 ➤
tion ue
EVAP Tempera‐ age > 3.0 V EVAP Canis‐
System ture Sen‐ • Engine running • Continu‐ ter Purge
• Case 2:
Sensor/ To Bat‐ Valve 1 -
Switch Cir‐ tery Plus • Ignition off N80- . Refer
cuit High to
• NVLD (EVAP ⇒ “3.6.20
tive Regulator
Valve 1 N80 ,
Checking”,
page 934 .
– Check the
Fuel Tank
Leak Detec‐
tion Control
Module -
J909- . Refer
to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .
– Check the
EVAP Sys‐
tem for
Leaks. Refer
to
⇒
“2.2.4 EVAP
System,
Checking for
Leaks”,
page 11 .

Q7 2016 ➤
tion ue
P0456 EVAP • Natural vac‐ • Ignition off • 0.1 s • 2 DCY – Check the
EVAP System uum leak EVAP Canis‐
System Small detection • Fuel level < • Once / ter Purge
Leak De‐ Leak (NVLD) 85.10% DCY Regulator
tected Function‐ switch posi‐ • Fuel tempera‐ Valve 1 -
(Very al Check tion open ture drop >= 6 K N80- . Refer
Small to
Leak) • For time > 1.0 h ⇒ “3.6.20
EVAP Canis‐
• AAT >= 4° C ter Purge
Regulator
• Barometric Valve 1 N80 ,
pressure > Checking”,
73.00 kPa page 934 .
• Diff. barometric
pressure @ stop – Check the
and barometric EVAP Sys‐
pressure @ start tem for
< 0.65 kPa Leaks. Refer
to
• Time since igni‐ ⇒
tion off > 90; < “2.2.4 EVAP
600 min System,
Checking for
Leaks”,
page 11 .
P0461 Fuel Lev‐ • Diff. fuel • General: • 1.0 s • 2 DCY – Refer to ap‐
Fuel Level el Plausi‐ consump‐ propriate wir‐
Sensor "A" bility tion and fuel • Refueling or de- • Continu‐ ing diagram.
Circuit Check level fueling not de‐ ous If fuel level
Range/ changes < tected sensor and
Perform‐ -70.00; > • And circuitry are
ance 12.00 ok, then re‐
• Case 1: For tank place the in‐
full strument
cluster. Re‐
• Fuel level >= fer to appro‐
96.09 % priate repair
manual.
• Fuel consump‐
fueling or last
plausibility
check > 44.0
• Case 2: for tank
not full
• Fuel level <=
96.09 %
• Fuel consump‐
fueling or last
plausibility
check > 15.0

Fuel Level Fuel Lev‐ cluster propriate wir‐
Sensor "A" el Sensor module sig‐ • Continu‐ ing diagram.
Circuit 1 CAN nal: short to ous If fuel level
Low Commu‐ ground fail‐ sensor and
nication ure circuitry are
With In‐ ok, then re‐
strument place the in‐
strument

Q7 2016 ➤
tion ue
Cluster • Instrument cluster. Re‐
Module cluster fer to appro‐
module sig‐ priate repair
nal: signal manual.
range
check fail‐
ure

Sensor "A" el Sensor module sig‐ • Continu‐ ing diagram.
High Commu‐ battery / sensor and
nication open circuit circuitry are
With In‐ failure ok, then re‐
Cluster strument
fer to appro‐
priate repair
manual.

Q7 2016 ➤
tion ue
tem Insuf‐ System • Deviation start 5 – 50° C • Once / Air Injection
ficient Flow lambda DCY Pump Relay
Flow Bank Check controller • AAT @ engine - J299- / Sec‐
1 During output > start >= 5° C ondary Air In‐
Catalyst n.a. % jection Pump
Heating • Relative gine start >= Motor - -
diff. mod‐ 22.0 – 120.0 s V101-- . Re‐
eled secon‐ fer to
dary mass • Fuel cut off not ⇒ “3.6.42
air flow vs. active Secondary
actual sec‐ • Air Injection
O2S front ready Pump Relay
ondary
mass air J299 / Sec‐
• MAF <=
flow > n.a. ondary Air In‐
2,047.97 kg/h
[-] jection Pump
• Air mass (en‐ Motor V101 ,
• For time >= gine load), lower Checking”,
n.a. s range >= 0.0 – page 982 .
82.0 mg/rev
• Or – Check the
• Air mass (en‐ Combination
• Case 2: gine load), up‐ valve for sec‐
• Ratio mod‐ per range <= ondary air in‐
eled secon‐ 452.0 mg/rev jection. Refer
dary mass • to appropri‐
Engine speed, ate repair
measured manual.
800 – 8,160
secondary RPM
mass air
flow < 30.0 • Engine speed,
% upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.0
[-]
• Modeled pres‐
sure quotient <=
1.0 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM

Q7 2016 ➤
tion ue
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g
active
• Secondary air
injection active

Q7 2016 ➤
tion ue
tem Insuf‐ System 2 • Deviation start 5 – 50° C • Once / Air Injection
ficient Flow lambda DCY Pump Relay
Flow Bank Check controller • AAT @ engine - J299- / Sec‐
2 During output > start >= 5° C ondary Air In‐
Catalyst n.a. % jection Pump
Heating • Relative gine start >= Motor - -
diff. mod‐ 22.0 – 120.0 s V101-- . Re‐
eled secon‐ fer to
dary mass • Fuel cut off not ⇒ “3.6.42
air flow vs. active Secondary
actual sec‐ • Air Injection
O2S front ready Pump Relay
ondary
mass air J299 / Sec‐
• MAF <=
flow > n.a. ondary Air In‐
2,047.97 kg/h
[-] jection Pump
• For time >= gine load), lower Checking”,
n.a. s range >= 0.0 – page 982 .
82.0 mg/rev
• Air mass (en‐ Combination
• Case 2: gine load), up‐ valve for sec‐
• Ratio mod‐ per range <= ondary air in‐
eled secon‐ 452.0 mg/rev jection. Refer
dary mass • to appropri‐
Engine speed, ate repair
measured manual.
800 – 8,160
secondary RPM
mass air
flow < 30.0 • Engine speed,
% upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.00
[-]
• Modeled pres‐
sure quotient <=
1.00 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM

Q7 2016 ➤
tion ue
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g
active
• Secondary air
injection active
P0501 CAN: Ve‐ • Speed sen‐ • 0.1 s • 2 DCY – Check the

Vehicle hicle sor fault val‐ vehicle
Speed Speed ue: Out of • Continu‐ speed signal.
Sensor "A" Sensor range high ous Refer to
Circuit CAN failure ⇒ “3.6.47
Range/ Commu‐ Vehicle
Perform‐ nication • Speed sen‐ Speed Sig‐
ance With Ve‐ sor fault val‐ nal, Check‐
hicle ue: Out of ing”,
Speed range low page 992 .
Sensor failure
• Speed sen‐
sor fault val‐
ue: Ration‐
ality check
high failure
• Speed sen‐
sor fault val‐
ue: Ration‐
ality check
low failure
P0502 Vehicle • diagnostic • 0.1 s • 2 DCY – Check the

Vehicle Speed signal from vehicle
Speed Sensor output driv‐ • Continu‐ speed signal.
Sensor "A" (VSS) er failure ous Refer to
Circuit short to ⇒ “3.6.47
Low ground Vehicle
Vehicle Speed Sig‐
Speed nal, Check‐
Sensor ing”,
(VSS) page 992 .
open cir‐
cuit
Vehicle
Speed
Sensor
(VSS)
short to
battery
plus

Q7 2016 ➤
tion ue
tem RPM - Monitor‐ engine • Vehicle speed = ous trol Module -
Lower ing: En‐ speed set 0 mph GX3- . Refer
Than Ex‐ gine point < 100 • Accelerator ped‐ to
speed con‐ commanded on GX3 , Check‐
troller n.a. ing”,
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
not active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph
• Engine load <
100.0 % (man‐
ual transmission
only)

Q7 2016 ➤
tion ue
tem RPM - Monitor‐ engine • Vehicle speed = ous trol Module -
Higher ing: En‐ speed set 0 mph GX3- . Refer
Than Ex‐ gine point > 100 • Accelerator ped‐ to
speed con‐ commanded on GX3 , Check‐
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
not active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph

Q7 2016 ➤
tion ue
P050A Cold • Diff. actual • General condi‐ • 7.0 s • 2 DCY – Check the
Cold Start Start engine tions: Throttle
Idle Con‐ Monitor‐ speed vs. • Continu‐ Valve Con‐
trol Sys‐ ing Idle engine • Vehicle speed = ous trol Module -
tem Per‐ Controller speed set 0 mph GX3- . Refer
formance Function point > 200 • Accelerator ped‐ to
Monitor‐ RPM al released by ⇒ “3.6.45
ing: En‐ driver Throttle
gine • Integrated I- Valve Con‐
Speed part of idle • Throttle actuator trol Module
Deviation speed con‐ commanded on GX3 , Check‐
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph

Q7 2016 ➤
tion ue
• Diff. actual • General condi‐
engine tions:
speed vs.
engine • Vehicle speed =
speed set 0 mph
point < -100 • Accelerator ped‐
– -150 RPM al released by
• Integrated I- driver
part of idle • Throttle actuator
speed con‐ commanded on
troller n.a.
• Evap purge flow
< 4.0 kg/h
• Engine running
25.4 s
• Clutch switch
n.a.
• Barometric
pressure > 63.0
kPa
active
• ECT @ cylinder
block > -9° C
• And
• Set point
change < n.a.
RPM
s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active (automat‐
ic transmission
only)
al released by
driver
• Vehicle speed 0
mph
• Engine load <
100.0 % (man‐
ual transmission
only)

Q7 2016 ➤
tion ue
P050B Ignition • Ratio be‐ • Engine idle • 0.1 s • 2 DCY – Check the
Cold Start Control tween igni‐ speed Throttle
Ignition Ignition tion angle • Once / Valve Con‐
Timing Timing efficiency • Time @ idle DCY trol Module -
Perform‐ Monitor integral and speed > 5.0 s GX3- . Refer
ance time at idle • Ignition angle to
speed > set point <= 0.77 ⇒ “3.6.45
0.20 – 0.30 [-] Throttle
[-] Valve Con‐
• Modeled pres‐ trol Module
sure quotient <= GX3 , Check‐
0.73 – 0.82 [-] ing”,
page 987 .
• Vehicle speed
=0 mph
• And
point vs. filtered
air mass set
namic detection
< 1,389.0 mg/
rev
• And
• Diff. engine
speed vs. fil‐
tered engine
speed for engine
speed dynamic
detection < 200
RPM
"A" Cam‐ Monitor‐ viation > 130° C 45.0) s Adjustment
shaft Posi‐ ing VVT 10.0° CRK Valve 1 -
tion Timing Actuator • Engine speed • Once / N205- . Refer
tion not @ max. Adjustment
stop position Valve 1
N205 ,
active
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s

Q7 2016 ➤
tion ue
"A" Cam‐ Monitor‐ viation > 130° C 45.0) s Adjustment
shaft Posi‐ ing VVT 10.0° CRK Valve 2 -
tion Timing Actuator • Engine speed • Once / N208- . Refer
ty Check tion not @ max. Adjustment
stop position Valve 2
N208 ,
active
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s
P053F Cold • Deviation • General: • 0.0 s • 2 DCY – Check the

Cold Start Start between set Fuel Pres‐
Fuel Pres‐ Monitor‐ point and • Engine speed > • Once / sure Sensor -
sure Per‐ ing Fuel actual fuel 512 RPM DCY G247- . Re‐
formance System pressure < • Time after en‐ fer to
Bank 2 Out Of -1,499.70 gine start > 3.0 s ⇒ “3.6.27
Range kPa Fuel Pres‐
High • And sure Sensor
• For time >= G247 ,
5.0 s • Fuel mass set Checking”,
point lower page 948 .
range > 0.0 mg/
rev
• Fuel mass set
point upper
range <= 27.21 –
145.49 mg/rev
• Diff. fuel mass
set point vs. fil‐
tered fuel mass
set point for fuel
mass set point
dynamic detec‐
tion <= 2.50 mg/
rev
• And
• Additional for
catalyst heating:
active
• ECT @ cylinder
block > -48° C

Q7 2016 ➤
tion ue
Cold • Deviation • Fuel mass set
Start between set point lower
Monitor‐ point and range >= 8.50
ing Fuel actual fuel mg/rev
System pressure > • For time >= 3.0 s
Out Of 1,500.20
Range kPa
Low
• For time >=
5.0 s
Cold Start Start position de‐ perature 15 – (FTP75: Exhaust
"B" Cam‐ Monitor‐ viation > 130° C 45.0) s Camshaft
shaft Posi‐ ing VVT 10.0° CRK Adjustment
tion Timing Actuator • Engine speed • Once / Valve 1 -
Over-Ad‐ Outlet 608 – 7,008 DCY N318- . Refer
vanced Rationali‐ RPM to
Bank 1 ty Check • Camshaft posi‐ ⇒ “3.6.21
tion not @ max. Exhaust
stop position Camshaft
Adjustment
tion adjustment N318 ,
active Checking”,
page 936 .
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s

Q7 2016 ➤
tion ue
Cold Start Start position de‐ perature 15 – (FTP75: Exhaust
"B" Cam‐ Monitor‐ viation > 130° C 45.0) s Camshaft
shaft Posi‐ ing VVT 10.0° CRK Adjustment
tion Timing Actuator • Engine speed • Once / Valve 2 -
Over-Ad‐ Outlet 608 – 7,008 DCY N319- . Refer
vanced Bank 2 RPM to
Bank 2 Rationali‐ • Camshaft posi‐ ⇒ “3.6.22
ty Check tion not @ max. Exhaust
stop position Camshaft
Adjustment
tion adjustment N319 ,
active Checking”,
page 938 .
active
tegrator (actual
vs. set point po‐
sition) >= 40.0°
CRK * s
P0601 ECM • Calibration • 1.0 s • 2 DCY – Replace the

Internal Check‐ checksum faulty Engine
Control sum Veri‐ incorrect • Continu‐ Control Mod‐
Module fication ous ule . Refer to
Memory • Software appropriate
Checksum checksum repair man‐
Error incorrect ual.
– Replace the
Transmis‐
sion Control
Module -
J217- . Refer
to appropri‐
ate repair
manual.
P0603 ECM • Device 1: • 2.0 s • 2 DCY – Replace the
Internal Commu‐ faulty Engine
Control nication • SPI com‐ • Continu‐ Control Mod‐
Module Check munication ous ule . Refer to
Keep Alive with ATIC appropriate
Memory failure repair man‐
(KAM) Er‐ ual.
ror • Device 2:
– Replace the
• SPI com‐ Transmis‐
munication sion Control
with ATIC Module -
failure J217- . Refer
to appropri‐
• SPI com‐ ate repair
munication manual.
with ATIC
failure

Q7 2016 ➤
tion ue
ECM: In‐ • Hardware • 0.2 s
jection vs. software
Valves version • Once /
Internal check dur‐ DCY
Hardware ing initiali‐
Check zation fail‐
ure
• Calibration
during initi‐
alization
failure
• Hardware
during initi‐
alization
failure
• Time refer‐
ence from
micro con‐
troller dur‐
ing initiali‐
zation fail‐
ure
• Communi‐ • 2,880.0°
cation be‐ CRK
tween micro
and SDI- ous
Driver pow‐
er stage fail‐ • 360.0°
ure CRK
• Once /
DCY
• Time refer‐ • 2,880.0°

ence from CRK
micro con‐
troller dur‐ • Continu‐
ing initiali‐ ous
zation miss‐
ing
• Communi‐ • 4,320.0°
cation be‐ CRK
tween micro
and SDI- ous
Driver pow‐
er stage
failed

Q7 2016 ➤
tion ue
P0606 Baromet‐ • Engine_stand‐ • Engine stopped • 3.0 s • 2 DCY – Replace the
Control ric Pres‐ ing: faulty Engine
Module sure Sen‐ • Vehicle speed < • Continu‐ Control Mod‐
Processor sor Cross • Diff. pressure 1 mph ous ule . Refer to
Check downstream appropriate
throttle vs. • Engine @ driv‐
repair man‐
barometric ing cycle not
started the first ual.
pressure >=
7.5 kPa time
ric pressure
vs. manifold
pressure >=
7.5 kPa
• Or
• Diff. pressure
downstream
throttle vs.
barometric
pressure >=
7.5 kPa
ric pressure
vs. manifold
pressure 2 >=
7.5 kPa
• Or
ric pressure
vs. manifold
pressure >=
7.5 kPa
ric pressure
vs. manifold
pressure 2 >=
7.5 kPa
• Or
• Diff. pressure
downstream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. deviation
BARO to
mean value
(MAP 2 and
MAP) vs. devi‐
ation pressure
downstream
throttle to
mean value
(MAP 2 and
MAP) > 0 kPa
• Or

Q7 2016 ➤
tion ue
ric pressure
vs. manifold
pressure >=
7.5 kPa
• Diff. deviation
BARO to
mean value
(MAP 2 and
pressure
downstream
throttle) vs.
deviation MAP
to mean value
(MAP 2 and
pressure
downstream
throttle) > 0
kPa
• Or
ric pressure
vs. manifold
pressure 2 >=
7.5 kPa
• Diff. deviation
BARO to
mean value
(MAP and
pressure
downstream
throttle) vs.
deviation MAP
2 to mean val‐
ue (MAP and
pressure
downstream
throttle) > 0
kPa

Q7 2016 ➤
tion ue
• During • Engine stopped
ECM keep
alive-time:
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa
• Or
• Diff. pres‐
sure down‐
stream
throttle vs.
barometric
pressure >=
7.5 kPa

Q7 2016 ➤
tion ue
tion BARO 1 mph
to mean val‐
ue (MAP 2 • ECM keep alive
and MAP) time > 10.0 s
sure down‐ s
stream
MAP) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure >=
7.5 kPa
• Diff. devia‐
tion BARO
to mean val‐
ue (MAP 2
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP to
mean value
(MAP 2 and
pressure
down‐
stream
throttle) > 0
kPa
• Or
• Diff. baro‐
metric pres‐
sure vs.
manifold
pressure 2
>= 7.5 kPa

Q7 2016 ➤
tion ue
• Diff. devia‐
tion BARO
to mean val‐
ue (MAP
and pres‐
sure down‐
stream
throttle) vs.
deviation
MAP 2 to
mean value
(MAP and
pressure
down‐
stream
throttle) > 0
kPa
Baromet‐ • Measured • 12.5 s

sure Sen‐ pressure > • Continu‐
sor Out 110.0 kPa ous
Of Range
High
Baromet‐ • Measured
sure Sen‐ pressure <
sor Out 50.0 kPa
Of Range
Low
Knock • Knock con‐ • Engine running • 6.4 s
Control trol failure
Function‐ • Continu‐
al Check ous
ECM: • Acquisition • 10.0 s

Baromet‐ chain failure
ric Pres‐ • Continu‐
sure Sen‐ • EEPROM ous
sor Inter‐ check fail‐
nal Fault ure
• Sensor cell
failure
ECM: • Decryption • 1.0 s

EEPROM of
Check NVMCrypt • Once /
failed DCY
• Finished
NVMCrypt
integrity er‐
ror
• Communi‐
cation be‐
tween sam‐
ple software
and produc‐
tion hard‐
ware error

Q7 2016 ➤
tion ue
ECM: • Monitoring • 0.5 s
Random module
Access check failed • Continu‐
Memory ous
(RAM)
Function‐
al Check
ECM: • SPI com‐ • Time after igni‐ • 10.0 s
Commu‐ munication tion on >= 1.0 s
nication with ATIC • Continu‐
Check failed ous
• SPI com‐
munication
with ATIC
implausible
ECM: • Monitoring • Throttle actuator • 0.5 s

Electron‐ of differ‐ commanded on
ic Throttle ence be‐ • Continu‐
Control tween ac‐ ous
Module tual and set
Function point torque
Monitor‐ value en‐
ing: Tor‐ gine torque
que overflow >
45.0 – 350.0
Nm
• Monitoring • 0.01 s
of torque
difference • Continu‐
integration ous
integrated
engine tor‐
que >
655.35 Nms
ECM: • Engine • Engine speed • 0.5 s

Electron‐ speed > limitation active
ic Throttle 1,696 RPM • Continu‐
Control • Injection active ous
Module
Function
Monitor‐
ing: En‐
gine
Speed
Limitation
ECM: • Internal
Electron‐ check failed
ic Throttle
Control
Module
Function
Monitor‐
ing: A/D
Convert‐
er

Q7 2016 ➤
tion ue
Cold • Ratio of in‐ • General condi‐ • 120.0°
Start jection fault tions: CRK
Monitor‐ counter and
ing ECM: number of • Engine running • Continu‐
Dual In‐ requested • ous
Injection on all
jection injections > cylinders active
Rationali‐ 0.13 [-] MFI and DFI ac‐
ty Check tive
• Conditions for
measurement
window:
active
• Conditions at
fault decision:
finished
• Requested in‐
jections > 300.0
[-]
CAN: • RAM error • Initialization • 0.02 s

Controller memory phase active
RAM checksum • Once /
Check error • Ignition on DCY
P060C Engine • Fuel mass • 0.5 s • 2 DCY – Check the

Internal Control validation Throttle
Control Module failed • Continu‐ Valve Con‐
Module (ECM): ous trol Module -
Main Pro‐ Electron‐ GX3- . Refer
cessor ic Throttle to
Perform‐ Control ⇒ “3.6.45
ance Module Throttle
function Valve Con‐
monitor‐ trol Module
ing: injec‐ GX3 , Check‐
tion ing”,
Engine • Compari‐ page 987 .
Control son voltage
Module sensor 1
(ECM): with sensor
Electron‐ 2 implausi‐
ic Throttle ble
Control
Module
function
monitor‐
ing: ac‐
celerator
position

Q7 2016 ➤
tion ue
Engine • Engine
Control speed vali‐
Module dation failed
(ECM):
Electron‐
ic Throttle
Control
Module
function
monitor‐
ing: en‐
gine
speed
deviation
Engine • Validation
Control of torque
Module losses
(ECM): failed
Electron‐
ic Throttle
Control
Module
function
monitor‐
ing: tor‐
que
Control min. torque
Module @ clutch
(ECM): failed
Electron‐
ic Throttle
Control
Module
function
monitor‐
ing: tor‐
que
Control max. torque
Module @ clutch
(ECM): failed
Electron‐
ic Throttle
Control
Module
function
monitor‐
ing: tor‐
que
Control idle speed
Module engine tor‐
(ECM): que (I-Part)
Electron‐ failed
ic Throttle
Control
Module
function
monitor‐
ing: tor‐
que

Q7 2016 ➤
tion ue
Control engine tor‐
Module que failed
(ECM):
Electron‐
ic Throttle
Control
Module
function
monitor‐
ing: tor‐
que
Control idle speed
Module engine tor‐
(ECM): que (PD-
Electron‐ Part) failed
ic Throttle
Control
Module
function
monitor‐
ing: tor‐
que
Engine • Compari‐
Control son voltage
Module sensor 1
(ECM): with sensor
Electron‐ 2 implausi‐
ic Throttle ble
Control
Module
function
monitor‐
ing: throt‐
tle posi‐
tion
P0638 Throttle • Battery volt‐ • Throttle adapta‐ • 0.01 s • 2 DCY – Check the
Throttle Actuator age <= 7.92 tion (@ initial Throttle
Actuator Basic V start or after de‐ • Once per Valve Con‐
Control Settings tection of throttle lifetime trol Module -
Range/ Adapta‐ exchange or GX3- . Refer
Perform‐ tion Val‐ checksum error) to
ance Bank ue Moni‐ active ⇒ “3.6.45
1 toring Throttle
Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .

Q7 2016 ➤
tion ue
• Accelerator
pedal value
> 99.90 %
• Or
• Engine
speed > 64
RPM
• Or
• Vehicle
speed > 2
mph
• Or
• IAT @ throt‐
tle < 6° C
• Or
• ECT @ cyl‐
inder block
< 6° C
• Or
• ECT @ cyl‐
inder block
> 105° C
Throttle • Actual TPS • Throttle adapta‐

Actuator - ref. point > tion demanded
Basic 0.197° TPS
Settings • Accelerator ped‐
Monitor‐ al value < 99.90
ing Of Po‐ %
sition • Engine speed <
64 RPM
• Vehicle speed <
2 mph
• IAT @ throttle >
6° C
• ECT @ cylinder
block 6 – 105° C

Q7 2016 ➤
tion ue
• Throttle po‐ • Throttle adapta‐
sition sen‐ tion demanded
sor 1 volt‐
age < 0.40 • Engine speed <
V 64 RPM
• Or • Accelerator ped‐
al value < 99.90
• Throttle po‐ %
sition sen‐
sor 2 volt‐ • Vehicle speed <
age > 4.60 2 mph
• Or 6° C
• Throttle po‐ • ECT @ cylinder

sition sen‐ block 6 – 105° C
sor 1 volt‐
age > 0.80
V
• Or
• Throttle po‐
sition sen‐
sor 2 volt‐
age < 4.20
V
• Actual TPS • Throttle adapta‐

1 or 2 volt‐ tion demanded
age - volt‐
age ref. • Accelerator ped‐
point > 0.07 al value < 99.90
V %
• Engine speed <
• Actual TPS 64 RPM
1 or 2 volt‐
age - volt‐ • Vehicle speed <
age ref. 2 mph
point > 0.55
6° C
• Actual TPS • ECT @ cylinder
- ref. point > block 6 – 105° C
0.197° TPS
• Actual TPS
1 or 2 volt‐
age - volt‐
age ref.
point > 0.07
V
Throttle • Actual TPS • 0.01 s

Actuator - ref. point >
Basic 0.197° TPS • Once /
Settings DCY
Adapta‐ • Actual TPS
tion Val‐ 1 or 2 volt‐
ue Moni‐ age - volt‐
toring age ref.
point > 0.07
V

Q7 2016 ➤
tion ue
Sensor Supply put 1 supply faulty Engine
Reference Voltage voltage < • Continu‐ Control Mod‐
Voltage Out Of 4.62 V ous ule . Refer to
"A" Circuit Range appropriate
Low Low repair man‐
ual.
Reference Voltage voltage > • Continu‐ Control Mod‐
"A" Circuit Range appropriate
High High repair man‐
ual.
P064A CAN: • Fuel pump • Engine on • 1.2 s • 2 DCY – Check the
Fuel Pump Fuel signal: Fuel Delivery
Control Pump ROM / RAM • Continu‐ Unit - GX1- .
Module CAN failure feed‐ ous Refer to
Commu‐ back >= 2.0 ⇒ “3.6.23
nication [-] Fuel Delivery
With Fuel Unit GX1 ,
Pump • Fuel pump • 1.4 s Checking”,
signal: pow‐ page 940 .
failure feed‐ ous
back >= 2,0
[-]
• Fuel pump • 1.2 s

signal: pow‐
over tem‐ ous
perature
failure feed‐
back >= 2.0
[-]

"B" Circuit Range appropriate
ual.
"B" Circuit Range appropriate
ual.

Q7 2016 ➤
tion ue
Actuator Voltage age lower ded off Motronic En‐
Supply Relay En‐ range >= • Continu‐ gine Control
Voltage gine 1.90 – 2.30 ous Module Pow‐
"A" Circuit/ Compo‐ V er Supply
Open nents Relay -
Open Cir‐ • Output volt‐ J271- . Refer
cuit age upper to
range ⇒ “3.6.37
(hardware Motronic En‐
values) <= gine Control
2.80 – 3.20 Module Pow‐
V er Supply
Relay J271 ,
Checking”,
page 967 .
Actuator Voltage age (hard‐ ded off Motronic En‐
Supply Relay En‐ ware val‐ • Continu‐ gine Control
Voltage gine ues) < 1.90 ous Module Pow‐
"A" Circuit Compo‐ – 2.30 V er Supply
Low nents Relay -
Short To J271- . Refer
Ground to
⇒ “3.6.37
Motronic En‐
gine Control
Module Pow‐
er Supply
Relay J271 ,
Checking”,
page 967 .
P0659 Supply • Output cur‐ • Relay comman‐ • 1.5 s • 2 DCY – Check the
Actuator Voltage rent driver ded on Motronic En‐
Supply Relay En‐ stage inter‐ • Continu‐ gine Control
Voltage gine nal value ous Module Pow‐
"A" Circuit Compo‐ er Supply
High nents • Or Relay -
Short To • Actuator J271- . Refer
Battery tempera‐ to
Plus ture (hard‐ ⇒ “3.6.37
ware val‐ Motronic En‐
ues) > 175 – gine Control
195° C Module Pow‐
er Supply
Relay J271 ,
Checking”,
page 967 .
ECM/PCM lay Ra‐ cuit voltage manded off Motronic En‐
Power Re‐ tionality > 6.0 V • Continu‐ gine Control
lay Control Check • For time >= 0.3 s ous Module Pow‐
Circuit During er Supply
Low Engine Relay -
Off J271- . Refer
to
⇒ “3.6.37
Motronic En‐
gine Control
Module Pow‐
er Supply
Relay J271 ,
Checking”,
page 967 .

Q7 2016 ➤
tion ue
ECM/PCM lay Ra‐ cuit voltage manded on Motronic En‐
Power Re‐ tionality < 5.0 V • Continu‐ gine Control
lay Control Check • for time >= 0.1 s ous Module Pow‐
Circuit During er Supply
High Engine Relay -
Running J271- . Refer
Main Re‐ • Main relay • Main relay com‐ • 0.2 s to
lay Short driver tem‐ manded on ⇒ “3.6.37
To Bat‐ perature > • Continu‐ Motronic En‐
tery Plus 175 – 195° • For time >= 0.4 s ous gine Control
C Module Pow‐
er Supply
• Or Relay J271 ,
Checking”,
• Main relay page 967 .
output cur‐
rent (hard‐
ware val‐
ues) driver
stage inter‐
nal value

"C" Circuit Range appropriate
ual.
"C" Circuit Range appropriate
ual.
P10A0 Super‐ • Recircula‐ • 0.5 s • 2 DCY – Check the
Actuation charger tion flap out‐ Control
Flap For Short Cir‐ driver stage ous trol Unit -
Intake Air cuit internal val‐ J808- . Refer
Electrical ue to
Error ⇒ “3.6.13
Super‐ • Duty cycle > • Recirculation • 0.6 s Control
charger 95.0 % flap position Valve Con‐
Bypass adaptation not • Continu‐ trol Unit
Out Of • Or active ous J808 ,
Range Checking”,
• Duty cycle < page 920 .
-95.0 %
P10A1 Super‐ • Recircula‐ • Negative PWM • 0.5 s • 2 DCY – Check the

Flap For Short To (high side ) ous trol Unit -
Intake Air Battery driver stage J808- . Refer
Short Cir‐ internal val‐ to
cuit To B+ ue ⇒ “3.6.13
Control
Valve Con‐
trol Unit
J808 ,

Q7 2016 ➤
tion ue
• Positive PWM Checking”,
signal page 920 .
P10A2 Super‐ • Recircula‐ • Positive PWM • 0.5 s • 2 DCY – Check the

Flap For Short To (low side ) • Negative PWM ous trol Unit -
Intake Air Ground driver stage signal J808- . Refer
Short Cir‐ internal val‐ to
cuit To ue ⇒ “3.6.13
Ground Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .
P10A3 Super‐ • Electronic • Power stage de‐ • 0.2 s • 2 DCY – Check the
Actuation charger recircula‐ activation active Control
Regulating Bypass tion flap • Continu‐ Valve Con‐
Flap For Open Cir‐ driver load • And ous trol Unit -
Intake Air cuit resistance > • Diff. filtered val‐ J808- . Refer
Open Cir‐ 200.0 kΩ ue of recircula‐ to
cuit tion flap position ⇒ “3.6.13
vs. actual recir‐ Control
culation flap po‐ Valve Con‐
sition < 1.00° trol Unit
J808 ,
• For time >= 0.1 s Checking”,
page 920 .
P10A4 Super‐ • Limp home • General condi‐ • 0.0 s • 2 DCY – Check the
Regulating charger position < tions: (based on Control
Flap For Bypass 60.01° event) Valve Con‐
Intake Air Adapta‐ • ECT @ cylinder trol Unit -
Mechani‐ tion Val‐ • Or block >= 5° C • Once / J808- . Refer
cal Mal‐ ue Moni‐ • DCY to
Limp home • IAT @ manifold
function toring position > >= 5° C ⇒ “3.6.13
(Top Lim‐ 88.0° Control
it / Bottom • ECM keep alive Valve Con‐
Limit) time active trol Unit
J808 ,
• Time after igni‐ Checking”,
tion on > 2.6 s page 920 .

Q7 2016 ➤
tion ue
Super‐ • After • General condi‐ • 0.01 s
charger changed tions:
Bypass limp home • Once /
Adapta‐ position: • Vehicle speed 0 DCY
tion Val‐ mph
ue Moni‐ • Limp home
• Engine speed
toring position <
60.01° <= 64 RPM
(Top Lim‐
it / Bottom • Or • ECT @ cylinder
Limit) block 6 – 105° C
• Limp home
position > • IAT @ manifold
88.0° >= 6° C
tion on > 2.6 s
• Depending on
stored limp
home position:
• Stored sensor
voltage @ lower
mechanical stop
< 0.35 V
• Or
• Stored sensor
voltage @ lower
mechanical stop
> 0.65 V
• Or
tion change de‐
tected
Super‐ • Diff. actual • General condi‐

charger recircula‐ tions:
Bypass tion flap po‐
Adapta‐ sition vs. • ECT @ cylinder
tion Val‐ adapted set block >= 5° C
ue Moni‐ point recir‐ • IAT @ manifold
toring culation flap >= 5° C
(Top Lim‐ position >
it / Bottom 1.0° • ECM keep alive
Limit) time active
• Or
• Diff. adap‐ tion on > 2.6 s
ted limp
home posi‐
tion vs. ac‐
tual position
of recircula‐
tion flap >=
1.0°
Super‐ • Diff. mod‐ • Recirculation • 0.5 s

charger eled posi‐ flap position
Bypass tion vs. ac‐ adaptation not • Continu‐
Monitor‐ tual position active ous
ing Of Po‐ of recircula‐
sition tion flap >
8.0 – 23.99°

Q7 2016 ➤
tion ue
• Diff. adap‐ • Recirculation
ted limp flap position
home posi‐ adaptation not
tion vs. ac‐ active
tual position
of recircula‐ • Power stage dis‐
tion flap > able
6.54° • For time >= 0.5 s

Potenti‐ charger age > 4.90 v Control
Flap For Battery J808- . Refer
Intake Air Plus to
Signal Too ⇒ “3.6.13
High Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .
Potenti‐ charger age < 0.10 v Control
Flap For Ground / J808- . Refer
Intake Air Open Cir‐ to
Signal Too cuit ⇒ “3.6.13
Low Control
Valve Con‐
trol Unit
J808 ,
Checking”,
page 920 .
P10A7 Super‐ • Limp home • 0.01 s • 2 DCY – Check the
Adaptation charger position Control
Regulating Bypass change de‐ • Once / Valve Con‐
Flap For Adapta‐ tected DCY trol Unit -
Intake Air tion Val‐ J808- . Refer
Soiled ue Moni‐ to
toring ⇒ “3.6.13
(Top Lim‐ Control
it / Bottom Valve Con‐
Limit) trol Unit
J808 ,
Checking”,
page 920 .

Q7 2016 ➤
tion ue
P10A8 Super‐ • Sensor volt‐ • General condi‐ • 0.01 s • 2 DCY – Check the
Adaptation charger age @ low‐ tions: Control
Regulating Bypass er mechani‐ • Once / Valve Con‐
Flap For Adapta‐ cal stop < • Vehicle speed 0 DCY trol Unit -
Intake Air tion Val‐ 0.35 V mph J808- . Refer
Lower ue Moni‐ • Engine speed to
Limit Not toring • Or ⇒ “3.6.13
<= 64 RPM
Reached (Top Lim‐ • Sensor volt‐ Control
it / Bottom age @ low‐ • ECT @ cylinder Valve Con‐
Limit) er mechani‐ block 6 – 105° C trol Unit
cal stop > J808 ,
• IAT @ manifold Checking”,
0.65 V >= 6° C page 920 .
• Or • Time after igni‐
• Diff. sensor tion on > 2.6 s
voltage vs. • Depending on
sensor volt‐ stored limp
age @ low‐ home position:
er mechani‐
cal stop > • Stored sensor
0.40 V voltage @ lower
mechanical stop
• Or < 0.35 V
• Duty cycle • Or
(PWM) <=
0.0% • Stored sensor
voltage @ lower
mechanical stop
> 0.65 V
• Or
tion change de‐
tected
O2 Sensor Sensors ic tempera‐ manded on Oxygen Sen‐
Heater Cir‐ Heater ture < 680° • Continu‐ sor 2 Before
cuit Bank 2 Front 2 C • For time >= 17.0 ous Catalytic
Sensor 1 Function‐ s Converter -
al Check GX11- . Re‐
fer to
⇒ “3.6.41
Oxygen Sen‐
sor 2 Before
Catalytic
Converter
GX11 ,
Checking”,
page 978 .

Q7 2016 ➤
tion ue
Sensor In‐ sor, High sure-part): ous tem for out of
appropri‐ Pressure • Engine speed spec condi‐
ately Low Side Ra‐ • Deviation 576 – 3,008 tions before
tionality lambda of RPM diagnosing
Check controller the pressure
included • Mass fuel set
Low point 10.00 – sensor.
adaption <
-20.0 % 29.99 mg/rev
– Check the
• High pres‐ • Time after en‐ pressure in
sure con‐ gine start > 25.0 the fuel sys‐
troller out‐ s tem for out of
put > 30 mg • spec condi‐
Engine warm-up tions before
• And not active diagnosing
the pressure
• Phase 2 • Catalyst heating sensor. Re‐
(MPI-cross not calibrated fer to Fuel
check): • Full load not cali‐ System Me‐
brated chanical
• Lambda Testing in
controller • Lambda control ⇒ “3.1 Pre‐
included not calibrated liminary
adaption Check”,
not calibra‐ • Catalyst purge page 20 .
ted % not active
• For time not • Lambda control – Check the
calibrated not calibrated Fuel Pres‐
[s] sure Sensor -
• Evap purge G247- . Re‐
functionality di‐ fer to
agnosis not ac‐ ⇒ “3.6.27
tive Fuel Pres‐
sure Sensor
• Depending on G247 ,
low dynamic Checking”,
conditions: page 948 .
point lower
range > 0.00
[mg/rev]
• For time >= 2.0
[s]
point upper
range <
54.41...290.98
[mg/rev]
• Diff.fuel mass
setpoint vs. fil‐
tered fuel mass
setpoint < | 2.50
| [mg/rev]
• For time >= 3.0
[s]
• And

Q7 2016 ➤
tion ue
• Depending on
DFI-mode (high
pressure):
sure part >=
0.80 [-]
• For time >= 20.0
[s]
• And
• Depending on
canister purge:
2.00 [-]
• Or
• Evap purge
valve not active
or closed
• And
• Depending on
fuel pump:
• Fuel pump at
max limit
• Or
manded on
• And
• Phase2 (MFI-
cross check):
• Engine speed
not calibrated
[rpm]
point (for the low
pressure part)
not calibrated
[mg/rev]
• For time not cali‐
brated [s]

Q7 2016 ➤
tion ue
Sensor In‐ sor, High sure-part): ous tem for out of
appropri‐ Pressure • Engine speed spec condi‐
ately High Side Ra‐ • Deviation 576 – 3,008 tions before
tionality lambda of RPM diagnosing
Check controller the pressure
High set point 34.99 – sensor.
adaption >
27.50 % 60.0 mg/rev
– Check the
• High pres‐ • Time after en‐ Fuel Pres‐
sure con‐ gine start > 25.0 sure Sensor -
troller out‐ s G247- . Re‐
put < -28 fer to
• Engine warm-up ⇒ “3.6.27
mg not active Fuel Pres‐
• And sure Sensor
• Catalyst heating G247 ,
• Phase 2 not calibrated Checking”,
(MPI-cross • Full load not cali‐ page 948 .
check): brated
• Lambda • Lambda control
controller not calibrated
included
adaption • Catalyst purge
not calibra‐ not active
ted %
• Lambda control
• For time not not calibrated
calibrated s
• Evap purge
functionality di‐
agnosis not ac‐
tive
• And
• Depending on
low dynamic
conditions:
point lower
range > 0.00
[mg/rev]
• For time >= 2.0
[s]
point upper
range <
54.41...290.98
[mg/rev]
• Diff.fuel mass
setpoint vs. fil‐
tered fuel mass
setpoint < | 2.50
| [mg/rev]
• For time >= 3.0
[s]
• And

Q7 2016 ➤
tion ue
• Depending on
DFI-mode (high
pressure):
sure part >=
0.80 [-]
• For time >= 20.0
[s]
• And
• Depending on
canister purge:
2.00 [-]
• Or
• Evap purge
valve not active
or closed
• And
• Depending on
fuel pump:
• Fuel pump at
max limit
• Or
manded on
• And
• Phase2 (MFI-
cross check):
• Engine speed
not calibrated
[rpm]
point (for the low
pressure part)
not calibrated
[mg/rev]
• For time not cali‐
brated [s]
P1388 Engine • Test volt‐ • 0.5 s • 2 DCY – Replace the

Control Control age / test faulty Engine
Module Module pulse check • Continu‐ Control Mod‐
Processor (ECM): failed ous ule . Refer to
Electron‐ appropriate
ic Throttle repair man‐
Control ual.
Module
function
monitor‐
ing: A/D
converter

Q7 2016 ➤
tion ue
P13EA Ignition • Ratio be‐ • Engine part load • 0.1 s • 2 DCY – Check the Ig‐
Cold Start Control tween igni‐ nition Coil
Ignition Ignition tion angle • Time @ part • Once / with Power
Timing Timing efficiency load > 5.0 s DCY Output Stage
Perform‐ Monitor integral and • Ignition angle - N70- . Refer
ance Off time at part set point <= 0.77 to
Idle load > 0.20 [-] ⇒ “3.6.29 Ig‐
– 0.30 [-] nition Coils
• Vehicle speed > With Power
3 mph Output
Stage ,
page 952 .
point vs. filtered
air mass set
namic detection
< 1,389.0 mg/
rev
• and
• Diff. engine
speed vs. fil‐
tered engine
speed for engine
speed dynamic
detection < 200
RPM
P1545 Throttle • Control duty • Throttle position • 5.0 s • 2 DCY – Check the
Throttle Actuator cycle > 98.0 not at min. value Throttle
Actuator Out Of % • Continu‐ Valve Con‐
"A" Control Range • Throttle adapta‐ ous trol Module -
Motor Cir‐ tion not active GX3- . Refer
cuit • Throttle actuator to
Range/ commanded on ⇒ “3.6.45
Perform‐ Throttle
ance Valve Con‐
Throttle • Difference • Throttle adapta‐ • 0.5 s • 2 DCY trol Module
Actuator between tion not active GX3 , Check‐
Rationali‐ throttle po‐ • Continu‐
• Throttle actuator ous ing”,
ty Check sition set page 987 .
point and commanded on
throttle flap • Difference be‐
opening an‐ tween throttle
gle for elec‐ position set
tronic throt‐ point and throttle
tle control > flap opening an‐
2.998 – gle <= 1.999; >
24.982° -1.999° TPS
TPS

Q7 2016 ➤
tion ue
P154A Manifold • MAP signal • 0.5 s • 2 DCY – Check the In‐
Charge air Absolute failure take Air Tem‐
pressure Pressure • Continu‐ perature
sensor (MAP) ous Sensor -
Faulty Sensor G42- / Mani‐
internal fold Absolute
hardware Pressure
check Sensor -
G71- . Refer
to
⇒ “3.6.30 In‐
take Air Tem‐
perature
Sensor G42 /
Manifold Ab‐
solute Pres‐
sure Sensor
G71 , Check‐
ing”,
page 954 .
P169A ECM: • Transport • Vehicle speed < • 0.01 s • 1 DCY • Refer to ap‐
Loading Transport mode active 3 mph propriate re‐
Mode Ac‐ Mode • Continu‐ pair manual
tive Function • Max trip mileage ous for diagnosis
Monitor‐ since initial vehi‐ and repair.
ing: Mode cle start-up <
Change 62.15 [miles
• During ECM
keep alive-time
after ignition off
• Engine speed 0
RPM
• Production
mode not active
• For hybrid:
• Drive motor off
P2004 Intake • Signal volt‐ • Flap comman‐ • 0.2 s • 2 DCY – Check the In‐
Intake Manifold age > 1.76 ded off take Mani‐
Manifold Runner V • Continu‐ fold Runner
Runner Flap Ac‐ • Time after en‐ ous Control
Control tuator • For time >= gine start > 15.0 Valve -
Stuck Stuck 4.0 s s N316- . Refer
Open Open • Catalyst heating to
Bank 1 not active ⇒ “3.6.31 In‐
take Mani‐
fold Runner
Control
Valve N316 ,
Checking”,
page 956 .

Q7 2016 ➤
tion ue
Intake Manifold age > 1.76 ded off take Mani‐
Control tuator 2 • For time >= gine start > 15.0 Valve -
Open Open • Catalyst heating to
take Mani‐
fold Runner
Control
Valve N316 ,
Checking”,
page 956 .
Intake Manifold age < 2.71 ded on take Mani‐
Control tuator • For time >= gine start > 15.0 Valve -
Closed Close • Catalyst heating to
take Mani‐
fold Runner
Control
Valve N316 ,
Checking”,
page 956 .
Intake Manifold age < 2.71 ded on take Mani‐
Control tuator 2 • For time >= gine start > 15.0 Valve -
Closed Close • Catalyst heating to
take Mani‐
fold Runner
Control
Valve N316 ,
Checking”,
page 956 .
P2008 Intake • Output volt‐ • Engine running • 2.0 s • 2 DCY – Check the In‐
Intake Manifold age, lower take Mani‐
Manifold Runner range >= • Actuator com‐ • Continu‐ fold Runner
Runner Flap Ac‐ 1.92 – 2.21 manded off ous Control
Control tuator V Valve -
Circuit/ Open Cir‐ N316- . Refer
Open cuit • Output volt‐ to
Bank 1 age, upper ⇒ “3.6.31 In‐
range take Mani‐
(hardware fold Runner
values) <= Control
2.85 – 3.25 Valve N316 ,
V Checking”,
page 956 .

Q7 2016 ➤
tion ue
P2009 Intake • Output volt‐ • Engine running • 2.0 s • 2 DCY – Check the In‐
Intake Manifold age (hard‐ take Mani‐
Manifold Runner ware val‐ • Actuator com‐ • Continu‐ fold Runner
Runner Flap Ac‐ ues) < 1.92 manded off ous Control
Control tuator – 2.21 V Valve -
Circuit Short To N316- . Refer
Low Bank Ground • Output volt‐ to
1 age, upper ⇒ “3.6.31 In‐
range <= take Mani‐
2.85 – 3.25 fold Runner
V Control
Valve N316 ,
Checking”,
page 956 .
P2010 Intake • Power • Engine running • 2.0 s • 2 DCY – Check the In‐
Intake Manifold stage tem‐ take Mani‐
Manifold Runner perature > • Actuator com‐ • Continu‐ fold Runner
Runner Flap Ac‐ 160 – 200° manded on ous Control
Control tuator C Valve -
Circuit Short To N316- . Refer
High Bank Battery • Or to
1 Plus • Output cur‐ ⇒ “3.6.31 In‐
rent (hard‐ take Mani‐
ware val‐ fold Runner
ues) driver Control
stage inter‐ Valve N316 ,
nal value Checking”,
page 956 .
P2014 Intake • Intake • Engine start not • 0.2 s • 2 DCY – Check the In‐
Intake Manifold manifold active take Mani‐
Manifold Runner runner flap • Continu‐ fold Runner
Runner Flap Po‐ position ous Position
Position sition sensor volt‐ Sensor -
Sensor/ Sensor age < 0.20 G336- . Re‐
Switch Cir‐ Short To V fer to
cuit Bank 1 Ground / ⇒ “3.6.32 In‐
Open Cir‐ take Mani‐
cuit fold Runner
Position
Sensor
G336 ,
Checking”,
page 958 .

Q7 2016 ➤
tion ue
P2015 Intake • Diff. actual • Modeled pres‐ • 0.04 s • 2 DCY – Check the In‐
Intake Manifold value vs. sure quotient < take Mani‐
Manifold Runner substitution 0.55 [-] • Once per fold Runner
Runner Flap Ac‐ value @ lifetime Position
Position tuator lower me‐ • Engine running Sensor -
Sensor/ Adapta‐ chanical • Engine speed > G336- . Re‐
Switch Cir‐ tion Val‐ thresh hold 512; < 992 rpm fer to
cuit ue Moni‐ > 0.86 V ⇒ “3.6.32 In‐
Range/ toring • Ect @ cylinder take Mani‐
Perform‐ • Or block > 6° c fold Runner
ance Bank • Diff. actual • Position
1 Intake manifold Sensor
substitution G336 ,
chanical
thresh hold
> 0.86 V
• Failed
adaptations
>= 1.00 [-]
Position sition sensor volt‐ Sensor -
Sensor/ Sensor age > 4.80 G336- . Re‐
Switch Cir‐ Short To V fer to
cuit High Battery ⇒ “3.6.32 In‐
Bank 1 Plus take Mani‐
fold Runner
Position
Sensor
G336 ,
Checking”,
page 958 .
Position sition sensor volt‐ Sensor 2 -
Sensor/ Sensor age < 0.20 G512- . Re‐
Switch Cir‐ Bank 2 V fer to
cuit Bank 2 Short To ⇒ “3.6.33 In‐
Ground / take Mani‐
Open Cir‐ fold Runner
cuit Position
Sensor 2
G512 ,
Checking”,
page 960 .

Q7 2016 ➤
tion ue
P2020 Intake • Diff. actual • Modeled pres‐ • 0.04 s • 2 DCY – Check the In‐
Intake Manifold value vs. sure quotient < take Mani‐
Manifold Runner substitution 0.55 [-] • Once per fold Runner
Runner Flap Ac‐ value @ lifetime Position
Position tuator 2 lower me‐ • Engine running Sensor 2 -
Sensor/ Adapta‐ chanical • Engine speed > G512- . Re‐
Switch Cir‐ tion Val‐ thresh hold 512; < 992 rpm fer to
cuit ue Moni‐ > 0.86 V ⇒ “3.6.33 In‐
Range/ toring • Ect @ cylinder take Mani‐
Perform‐ • Or block > 6° c fold Runner
ance Bank • Diff. actual • Position
2 Intake manifold Sensor 2
substitution G512 ,
chanical
thresh hold
> 0.86 V
• Failed
adaptations
>= 1.00 [-]
Position sition sensor volt‐ Sensor 2 -
Sensor/ Sensor age > 4.80 G512- . Re‐
Switch Cir‐ Bank 2 V fer to
cuit High Short To ⇒ “3.6.33 In‐
Bank 2 Battery take Mani‐
Plus fold Runner
Position
Sensor 2
G512 ,
Checking”,
page 960 .
EVAP Fuel Tempera‐ put voltage Fuel Tank
Vapor ture Sen‐ lower range • Ignition on • Continu‐ Leak Detec‐
Tempera‐ sor Open >= 1.92 – ous tion Control
• Case 2:
ture Sen‐ Circuit 2.21 V Module -
sor Circuit • Ignition off (dur‐ J909- . Refer
• NVLD out‐ ing ECM keep to
put voltage alive-time) ⇒ “3.6.28
upper range Fuel Tank
<= 2.85 – Leak Detec‐
3.25 V tion Control
Module
J909 ,
Checking”,
page 950 .
P2025 Smart • Diff. time • Ignition off • 3.0 s • 2 DCY – Check the
EVAP Fuel Tempera‐ between Fuel Tank
Vapor ture Sen‐ ECU and • ECM keep alive • Once / Leak Detec‐
Tempera‐ sor Func‐ smart mod‐ time active DCY tion Control
ture Sen‐ tional ule > 3.0 s Module -
sor Per‐ Check J909- . Refer
formance to
⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control

Q7 2016 ➤
tion ue
• Reset coun‐ • Engine running • 0.1 s Module
ter > 3.00 [-] J909 ,
• Last ECM keep • Once / Checking”,
alive mode fin‐ DCY page 950 .
ished
Smart • Smart mod‐ • Ignition off • 300.0 s

Tempera‐ ule temper‐
ture Sen‐ ature > 119° • Fuel level < • Continu‐
sor Out C 85.10 % ous
Of Range • NVLD (EVAP-
High System) diag‐
nostic mode ac‐
tive
• Engine running • 30.0 s

• Continu‐
ous
Smart • Gradient • Ignition off • 300.0 s

Tempera‐ smart tem‐
ture Sen‐ perature > • Fuel level < • Continu‐
sor Sig‐ 20 K / 10 85.10 % ous
nal Dy‐ min • NVLD (EVAP-
namic System) diag‐
Check nostic mode ac‐
tive
Smart • Smart mod‐ • Engine off time • 1.0 s

Tempera‐ ule temper‐ >= 480.0 min
ture Sen‐ ature < -39° • Once /
sor Out C • ECT @ cylinder DCY
Of Range block > -15° C
Low • IAT cross check
finished
• ECT cross
check finished
• fuel level <
85.10 %

Q7 2016 ➤
tion ue
Smart • Diff. be‐ • Engine off time
Tempera‐ tween >= 480.0 min
ture Sen‐ smart tem‐
sor Sig‐ perature @ • IAT cross check
nal Cross engine start finished
Check and ECT @ • ECT cross
cylinder check finished
block @ en‐
gine start • Fuel level <
>= 24.8 K 85.10 %
• And
• Diff. be‐
tween
smart tem‐
perature @
engine start
and IAT @
manifold @
engine start
>= 24.8 K
Smart • Response • Case 1: • 5.0 s

Tempera‐ time > 1.0 s
ture Sen‐ • Ignition on • Continu‐
sor Com‐ • And ous
• Engine running
munica‐ • Number of
tion With checks > • Case 2:
Smart 3.0 [-]
Tempera‐ • Ignition off (dur‐
ture Sen‐ • Or ing ECM keep
sor alive-time)
• Security bit
incorrect
• And
• Number of
checks >
3.0 [-]

EVAP Fuel Tempera‐ put voltage Fuel Tank
Vapor ture Sen‐ < 1.92 – • Ignition on • Continu‐ Leak Detec‐
Tempera‐ sor Short 2.21 V ous tion Control
• Case 2:
ture Sen‐ To Module -
sor Circuit Ground • Ignition off (dur‐ J909- . Refer
Low Volt‐ ing ECM keep to
age alive-time) ⇒ “3.6.28
Fuel Tank
Leak Detec‐
tion Control
Module
J909 ,
Checking”,
page 950 .

Q7 2016 ➤
tion ue
EVAP Fuel Tempera‐ put temper‐ Fuel Tank
Vapor ture Sen‐ ature > • Ignition on • Continu‐ Leak Detec‐
Tempera‐ sor Short 160.0 – ous tion Control
• Case 2:
ture Sen‐ To Bat‐ 200.0° C Module -
sor Circuit tery Plus • Ignition off (dur‐ J909- . Refer
High Volt‐ • Or ing ECM keep to
age • NVLD out‐ alive-time) ⇒ “3.6.28
put current Fuel Tank
driver stage Leak Detec‐
internal val‐ tion Control
ue Module
J909 ,
Checking”,
page 950 .
Sensor "B" el Sensor module sig‐ • Continu‐ ing diagram.
Low Commu‐ ground fail‐ sensor and
nication ure circuitry are
With In‐ ok, then re‐
strument • Instrument place the in‐
Cluster cluster strument
Module module sig‐ cluster. Re‐
nal: signal fer to appro‐
range priate repair
check fail‐ manual.
ure

Sensor "B" el Sensor module sig‐ • Continu‐ ing diagram.
High Commu‐ battery / sensor and
nication open circuit circuitry are
With In‐ failure ok, then re‐
Cluster strument
fer to appro‐
priate repair
manual.
tion Actua‐ Short To ues) < 1.92 ded off ous Valve 1 -
tor Control Ground – 2.21 V N205- . Refer
Circuit to
1 Camshaft
Adjustment
Valve 1
N205 ,
Checking”,
page 897 .

Q7 2016 ➤
tion ue
tion Actua‐ Short To 160 – 200° ded on ous Valve 1 -
tor Control Battery C N205- . Refer
Circuit Plus to
High Bank • Or ⇒ “3.6.2
ware val‐ Valve 1
ues) driver N205 ,
stage inter‐ Checking”,
nal value page 897 .
tion Actua‐ Short To ues) < 1.92 ded off ous Adjustment
tor Control Ground – 2.21 V Valve 1 -
Low Bank to
1 ⇒ “3.6.21
Exhaust
Camshaft
Adjustment
Valve 1
N318 ,
Checking”,
page 936 .
tion Actua‐ Short To 160 – 200° ded on ous Adjustment
tor Control Battery C Valve 1 -
Circuit Plus N318- . Refer
High Bank • Or to
1 • Output cur‐ ⇒ “3.6.21
ues) driver Adjustment
stage inter‐ Valve 1
nal value N318 ,
Checking”,
page 936 .
tion Actua‐ Bank 2 ues) < 1.92 ded off ous Valve 2 -
tor Control Short To – 2.21 V N208- . Refer
Circuit Ground to
2 Camshaft
Adjustment
Valve 2
N208 ,
Checking”,
page 899 .

Q7 2016 ➤
tion ue
tion Actua‐ Bank 2 160 – 200° ded on ous Valve 2 -
tor Control Short To C N208- . Refer
Circuit Battery to
High Bank Plus • Or ⇒ “3.6.3
ware val‐ Valve 2
ues) driver N208 ,
stage inter‐ Checking”,
nal value page 899 .
tion Actua‐ Bank 2 ues) < 1.92 ded off ous Adjustment
tor Control Short To – 2.21 V Valve 2 -
Circuit Ground N319- . Refer
Low Bank to
2 ⇒ “3.6.22
Exhaust
Camshaft
Adjustment
Valve 2
N319 ,
Checking”,
page 938 .
tion Actua‐ Bank 2 160 – 200° ded on ous Adjustment
tor Control Short To C Valve 2 -
Circuit Battery N319- . Refer
High Bank Plus • Or to
2 • Output cur‐ ⇒ “3.6.22
ues) driver Adjustment
stage inter‐ Valve 2
nal value N319 ,
Checking”,
page 938 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value < trol n.a. Oxygen Sen‐
lyst Fuel Of Range -0.10 [-] • Continu‐ sor 1 Before
Trim Sys‐ Low • Catalyst purge ous Catalytic
tem Too not active Converter -
Lean Bank • Injection mode GX10- . Re‐
1 change (DFI/ fer to
MFI) not active ⇒ “3.6.39
Oxygen Sen‐
• Engine speed sor 1 Before
>= 608 RPM Catalytic
Converter
• Counter of inte‐ GX10 ,
grated mass for Checking”,
fuel in oil < 255.0 page 972 .
[-]
– Check the
• Choice of: Oxygen Sen‐
• O2S rear (bina‐ sor 1 After
ry) check not ac‐ Catalytic
tive Converter -
GX7- . Refer
• Or to
⇒ “3.6.38
• O2S rear (bina‐ Oxygen Sen‐
ry) check finish‐ sor 1 After
ed Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value > 0.10 trol n.a. Oxygen Sen‐
lyst Fuel Of Range [-] • Continu‐ sor 1 Before
Trim Sys‐ High • Catalyst purge ous Catalytic
Rich Bank • Injection mode GX10- . Re‐
Oxygen Sen‐
Converter
[-]
– Check the
tive Converter -
GX7- . Refer
• Or to
⇒ “3.6.38
ed Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value < trol n.a. Oxygen Sen‐
lyst Fuel Of Range -0.10 [-] • Continu‐ sor 2 Before
Trim Sys‐ Low • Catalyst purge ous Catalytic
Lean Bank • Injection mode GX11- . Re‐
Oxygen Sen‐
Converter
[-]
– Check the
tive Converter -
GX8- . Refer
• Or to
⇒ “3.6.40
ed Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .

Q7 2016 ➤
tion ue
Post Cata‐ tem Out value > 0.10 trol n.a. Oxygen Sen‐
lyst Fuel Of Range [-] • Continu‐ sor 2 Before
Trim Sys‐ High • Catalyst purge ous Catalytic
Rich Bank • Injection mode GX11- . Re‐
Oxygen Sen‐
Converter
[-]
– Check the
tive Converter -
GX8- . Refer
• Or to
⇒ “3.6.40
ed Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .
– Check the
Three Way
Catalytic
Converter
(TWC). Re‐
fer to
⇒ “3.6.44
Three Way
Catalytic
Converter
(TWC),
Checking”,
page 986 .
P2100 Throttle • Electronic • Difference be‐ • 0.1 s • 2 DCY – Check the
Throttle Actuator throttle tween meas‐ Throttle
Actuator Open Cir‐ valve driver ured and filtered • Continu‐ Valve Con‐
"A" Control cuit load resist‐ throttle position ous trol Module -
Motor Cir‐ ance > <= 0.073° TPS GX3- . Refer
cuit/Open 200.0 to
kOhm • Actuator com‐ ⇒ “3.6.45
manded off Throttle
Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .

Q7 2016 ➤
tion ue
Actuator Over valve driver • Continu‐ Valve Con‐
"A" Control Tempera‐ tempera‐ ous trol Module -
Motor Cir‐ ture ture (hard‐ GX3- . Refer
cuit ware val‐ to
Range/ ues) > ⇒ “3.6.45
Perform‐ 170.0 – Throttle
ance 190.0° C Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .
Actuator Short Cir‐ valve driver • Continu‐ Valve Con‐
"A" Control cuit current ous trol Module -
Motor Cir‐ (hardware GX3- . Refer
cuit High values) to
driver stage ⇒ “3.6.45
internal val‐ Throttle
ue Valve Con‐
trol Module
GX3 , Check‐
ing”,
page 987 .
P2121 Accelera‐ • APP 1 sig‐ • 0.1 s • 2 DCY – Check the
Throttle/ tor Pedal nal failure Accelerator
Pedal Po‐ Position • Continu‐ Pedal Mod‐
sition Sen‐ (APP) ous ule - GX2- .
sor/Switch Sensor 1 Refer to
"D" Circuit internal ⇒ “3.6.1 Ac‐
Range/ hardware celerator
Perform‐ check Pedal Mod‐
ance ule GX2 ,
Checking”,
page 895 .
Low Low celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .
High High celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .

Q7 2016 ➤
tion ue
P2126 Accelera‐ • APP 2 sig‐ • 0.1 s • 2 DCY – Check the
Throttle/ tor Pedal nal failure Accelerator
Pedal Po‐ Position • Continu‐ Pedal Mod‐
sition Sen‐ (APP) ous ule - GX2- .
sor/Switch Sensor 2 Refer to
"E" Circuit internal ⇒ “3.6.1 Ac‐
Range/ hardware celerator
Perform‐ check Pedal Mod‐
ance ule GX2 ,
Checking”,
page 895 .
Low Low celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .
High High celerator
Pedal Mod‐
ule GX2 ,
Checking”,
page 895 .
P2138 Accelera‐ • Difference • 0.4 s • 2 DCY – Check the
Throttle/ tor Pedal between Accelerator
Pedal Po‐ Position signal volt‐ • Continu‐ Pedal Mod‐
sition Sen‐ Sensor 1 age sensor ous ule - GX2- .
sor/Switch and 2 Ra‐ 1 and sen‐ Refer to
"D"/"E" tionality sor 2 > 0.10 ⇒ “3.6.1 Ac‐
Voltage Check – 0.12 V celerator
Correla‐ Pedal Mod‐
tion ule GX2 ,
Checking”,
page 895 .

Q7 2016 ➤
tion ue
System tem Too value >= 25 mg/rev Oxygen Sen‐
Too Lean Lean @ % • Continu‐ sor 1 Before
Off Idle Part Load • ECT @ cylinder ous Catalytic
Bank 1 block > 70° C Converter -
• IAT @ manifold GX10- . Re‐
> -11° C fer to
⇒ “3.6.39
• AAT > -48° C Oxygen Sen‐
sor 1 Before
• Lambda set Catalytic
point 0.92 – 1.05 Converter
[-] GX10 ,
Checking”,
• Lambda control page 972 .
closed loop
• Integrated air – Check the
mass >= 30.0 g Oxygen Sen‐
sor 1 After
• Mass fuel flow Catalytic
13.01 – 36.01 Converter -
mg/rev GX7- . Refer
to
• Engine speed ⇒ “3.6.38
704 – 4,960 Oxygen Sen‐
RPM sor 1 After
• Ethanol value Catalytic
n.a. Converter
GX7 , Check‐
• Low dynamic ing”,
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
System tem Too value <= mg/rev Oxygen Sen‐
Too Rich Rich @ -25 % • Continu‐ sor 1 Before
> -11° C fer to
⇒ “3.6.39
sor 1 Before
[-] GX10 ,
Checking”,
closed loop
sor 1 After
13.01 – 36.01 Converter -
mg/rev GX7- . Refer
to
704 – 4,960 Oxygen Sen‐
RPM sor 1 After
n.a. Converter
GX7 , Check‐
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
System tem Too value >= 25 mg/rev Oxygen Sen‐
Too Lean Lean @ % • Continu‐ sor 2 Before
> -11° C fer to
⇒ “3.6.41
sor 2 Before
[-] GX11 ,
Checking”,
closed loop
sor 2 After
13.01 – 36.01 Converter -
mg/rev GX8- . Refer
to
704 – 4,960 Oxygen Sen‐
RPM sor 2 After
n.a. Converter
GX8 , Check‐
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
System tem Too value <= mg/rev Oxygen Sen‐
Too Rich Rich @ -25 % • Continu‐ sor 2 Before
> -11° C fer to
⇒ “3.6.41
sor 2 Before
[-] GX11 ,
Checking”,
closed loop
sor 2 After
13.01 – 36.01 Converter -
mg/rev GX8- . Refer
to
704 – 4,960 Oxygen Sen‐
RPM sor 2 After
n.a. Converter
GX8 , Check‐
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Evap purge
valve closed
• Or
2.0 [-]

Q7 2016 ➤
tion ue
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P2181 Engine • Modeled • ECT @ cylinder • 1.0 s • 2 DCY – Check the
Cooling Cooling ECT @ cyl‐ block @ first Engine Cool‐
System System inder block start >= -8° C • Once / ant Temper‐
Perform‐ Rationali‐ > 87° C DCY ature Sensor
ance ty Check • ECT @ cylinder - G62- . Refer
• Choice of: block @ first to
start <= -48 – ⇒ “3.6.17
• ECT @ cyl‐ 57° C
inder block Engine Cool‐
< -48 – 76° • AAT > -8° C ant Temper‐
C ature Sensor
• Ratio accumula‐ G62 , Check‐
• Or ted time fuel cut ing”,
off vs. time since page 928 .
• ECT @ cyl‐ engine start <=
inder head 14.06 % – Check the
< n.a.° C Cylinder
• Ratio accumula‐ Head Cool‐
ted time engine ant Valve -
load condition N489- . Refer
vs. time since to
engine start <= ⇒ “3.6.15
42.19 % Cylinder
Head Cool‐
• Determination ant Valve
engine load con‐ N489 ,
dition: Checking”,
• Engine load page 924 .
(lower thresh‐
old) <= 2.50 % – Check the
Engine Tem‐
• Engine load (up‐ perature
per threshold) Control Sen‐
>= 2.50 % sor - G694- .
Refer to
• Ratio accumula‐ ⇒ “3.6.19
ted time high Engine Tem‐
speed condition perature
<= 40.23 % Control Sen‐
• Determination sor G694 ,
high speed con‐ Checking”,
dition: page 932 .
• Vehicle speed > – Check the

75 mph engine cool‐
ant thermo‐
• Ratio accumula‐ stat. Refer to
ted time start- appropriate
stop active <= repair man‐
15.23 % ual.
• Case 1:
• Engine speed <
4,500 RPM
• Case 2:
• Engine speed
>= 4,500 RPM
• Diff. ECT@ cyl‐
inder block dur‐
ing measure‐
ment < 50° C

Q7 2016 ➤
tion ue
• For time >= 40.0
s

Q7 2016 ➤
tion ue
System tem Too mg/rev Oxygen Sen‐
Too Lean Lean @ • Adaptive • Continu‐ sor 1 Before
at Idle Idle value >= • ECT @ cylinder ous Catalytic
Bank 1 n.a. mg/rev block > 70° C Converter -
• Case 2: • IAT @ manifold GX10- . Re‐
> -11° C fer to
• Adaptive ⇒ “3.6.39
value >= • AAT > -48° C Oxygen Sen‐
0.33 kg/h sor 1 Before
[-] GX10 ,
Checking”,
closed loop
• Integrated air
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Rich Rich @ • Adaptive • Continu‐ sor 1 Before
at Idle Idle value <= • ECT @ cylinder ous Catalytic
> -11° C fer to
value <= • AAT > -48° C Oxygen Sen‐
-0.33 kg/h sor 1 Before
[-] GX10 ,
Checking”,
closed loop
• Oil dilution not
detected
• Integrated air
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Lean Lean @ • Adaptive • Continu‐ sor 2 Before
at Idle Idle value >= • ECT @ cylinder ous Catalytic
> -11° C fer to
value >= • AAT > -48° C Oxygen Sen‐
0.33 kg/h sor 2 Before
[-] GX11 ,
Checking”,
closed loop
• Integrated air
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Too Rich Rich @ • Adaptive • Continu‐ sor 2 Before
at Idle Idle value <= • ECT @ cylinder ous Catalytic
> -11° C fer to
value <= • AAT > -48° C Oxygen Sen‐
-0.33 kg/h sor 2 Before
[-] GX11 ,
Checking”,
closed loop
• Oil dilution not
detected
• Integrated air
mass >= 30.0 g
• Vehicle speed <
31 mph
• Ethanol value
n.a.
• Low dynamic
conditions:
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 150
RPM
averaged air
mass for load
dynamic detec‐
tion < 130.01
mg/rev
• Diff. between
reference and
actual fuel pres‐
sure, high side
<= 34,777.60
kPa
• Integrated air
mass > 15.0 –
70.0 g
• And
• Mass fuel flow
lower range >
5.0 – 9.01 mg/
rev
• Mass fuel flow
upper range <
0.0 – 15.01 mg/
rev

Q7 2016 ➤
tion ue
• Engine speed
704 – 1,504
RPM
• Or
• Engine n.a.
• And
• Evap purge
valve closed
• Or
2.0 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
O2 Sensor Sensors check up‐ Oxygen Sen‐
Signal Front Ra‐ stream and • O2S rear ready • Continu‐ sor 1 Before
Biased/ tionality down‐ ous Catalytic
• ECT @ cylinder
Stuck Check stream oxy‐ block >= 60° C Converter -
Lean Bank gen sensor GX10- . Re‐
1 Sensor 1 signal: • MAF > 30.00; < fer to
300.0 kg/h ⇒ “3.6.39
• Lambda Oxygen Sen‐
value > 1.24 • Catalyst purge sor 1 Before
[-] not active Catalytic
• And Converter
• Integrated air GX10 ,
mass after end
• O2S signal Checking”,
of catalyst purge
rear >= 0.82 page 972 .
>= 0.0 g
V
• Engine speed >
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic MAF <
0.10 g/rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.85 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
Signal Front Ra‐ stream and • O2S rear ready • Continu‐ sor 1 Before
Biased/ tionality down‐ ous Catalytic
• ECT @ cylinder
Stuck Rich Check stream oxy‐ block >= 60° C Converter -
Bank 1 gen sensor GX10- . Re‐
Sensor 1 signal: • MAF > 30.00; < fer to
300.0 kg/h ⇒ “3.6.39
value < 0.80 • Catalyst purge sor 1 Before
• And Converter
mass after end
of catalyst purge
rear <= 0.15 page 972 .
>= 0.0 g
V
• Engine speed >
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic MAF <
0.10 g/rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.85 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
Signal Front stream and • O2S rear ready • Continu‐ sor 2 Before
Biased/ Bank 2 down‐ ous Catalytic
• ECT @ cylinder
Stuck Rationali‐ stream oxy‐ block >= 60° C Converter -
Lean Bank ty Check gen sensor GX11- . Re‐
2 Sensor 1 signal: • MAF > 30.00; < fer to
300.0 kg/h ⇒ “3.6.41
value > 1.24 • Catalyst purge sor 2 Before
• And Converter
mass after end
of catalyst purge
rear >= 0.82 page 978 .
>= 0.0 g
V
• Engine speed >
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic air
mass < 0.10 g/
rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.85 g/rev
• Engine speed
608 – 4,512
RPM

Q7 2016 ➤
tion ue
Signal Front stream and • O2S rear ready • Continu‐ sor 2 Before
Biased/ Bank 2 down‐ ous Catalytic
• ECT @ cylinder
Stuck Rich Rationali‐ stream oxy‐ block >= 60° C Converter -
Bank 2 ty Check gen sensor GX11- . Re‐
Sensor 1 signal: • MAF > 30.00; < fer to
300.0 kg/h ⇒ “3.6.41
value < 0.80 • Catalyst purge sor 2 Before
• And Converter
mass after end
of catalyst purge
rear <= 0.15 page 978 .
>= 0.0 g
V
• Engine speed >
992 RPM
• EGT @ O2S
front > 300; <
841° C
• Injection mode
change (DFI/
MFI) not active
• Integrated air
mass > 40.0 g
• Dynamic lamb‐
da controller
output < 3.0 %
• Dynamic air
mass < 0.10 g/
rev
• Dynamic engine
speed < 300
RPM
• And
• Second control
loop active:
0.85 g/rev
• Engine speed
608 – 4,512
RPM
P219C Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the

Air-Fuel rect Fuel inder indi‐ kPa • Continu‐ Fuel Injector
Ratio Im‐ Injection vidual lamb‐ ous - N30- . Refer
balance A/F Im‐ da control > • Air mass 0.0 – to
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
– Check the
Cylinder 1
Fuel Injector

Q7 2016 ➤
tion ue
Fuel Sys‐ • Adaptive • Lambda value 2 - N532- .
tem Di‐ value of cyl‐ vs. modeled Refer to
rect Fuel inder indi‐ lambda value < ⇒ “3.6.25
Injection vidual lamb‐ 0.50 [-] Fuel Injec‐
A/F Im‐ da control < • Cylinder shut off tors (2 [B Cir‐
balance: -10.0 % cuit]), Check‐
Out Of not active ing”,
Range • Canister load <= page 944
Low 0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev
• Target fuel
mass, upper
range <= 0.0 –
36.01 mg/rev
• Engine no full
load
not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P219D Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
vs. modeled – Check the
lambda value < Cylinder 2
0.50 [-] Fuel Injector
2 - N533- .
• Cylinder shut off Refer to
not active ⇒ “3.6.25
Fuel Injec‐
• Canister load <= tors (2 [B Cir‐
0.90 [-] cuit]), Check‐
• Integrated air ing”,
mass after high page 944
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P219E Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
2 - N534- .
Fuel Injec‐
0.90 [-] cuit]), Check‐
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P219F Fuel Sys‐ • Adaptive • Barometric • 3.0 s • 2 DCY – Check the
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
2 - N535- .
Fuel Injec‐
0.90 [-] cuit]), Check‐
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
2 - N536- .
Fuel Injec‐
0.90 [-] cuit]), Check‐
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.24
High RPM ing”,
page 942 .
• Lambda value
2 - N537- .
Fuel Injec‐
0.90 [-] cuit]), Check‐
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front ready
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
P21CF Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Injector Open Cir‐ age, lower Fuel Injector
"B" Circuit/ cuit range 1.92 • Fuel cut off not • Continu‐ 2 - N532- .
Open – 2.21 V active ous Refer to
• Injector Fuel Injec‐
tors (2 [B Cir‐
age, upper • No full load cuit]), Check‐
range ing”,
(hardware • Or page 944 .
values)
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off
tors (2 [B Cir‐
range ing”,
values)
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off
tors (2 [B Cir‐
range ing”,
values)
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
tors (2 [B Cir‐
range ing”,
values)
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off
tors (2 [B Cir‐
range ing”,
values)
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off
tors (2 [B Cir‐
range ing”,
values)
2.85 – 3.25 • Engine speed <
V 0 RPM
0 ms
• Actuator com‐
manded off

Q7 2016 ➤
tion ue
P21DB Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Injector Short To age (hard‐ Fuel Injector
"B" Circuit Ground ware val‐ • Fuel cut off not • Continu‐ 2 - N532- .
Low ues) < 1.92 active ous Refer to
– 2.21 V • Engine speed > ⇒ “3.6.25
0 RPM Fuel Injec‐
tors (2 [B Cir‐
• no full load cuit]), Check‐
ing”,
• or page 944 .
• engine speed <
0 [rpm]
• Actuator com‐
manded off
P21DC Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
Injector Short To rent driver Fuel Injector
"B" Circuit Battery stage inter‐ • Fuel cut off not • Continu‐ 2 - N532- .
High Plus nal value active ous Refer to
0 RPM
• Power tors (2 [B Cir‐
stage tem‐ • Injection time > cuit]), Check‐
perature 0 ms ing”,
hardware page 944 .
• Actuator com‐
values) > manded on
160 – 200°
C
P21DE Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
– 2.21 V • Engine speed > ⇒ “3.6.25
0 RPM Fuel Injec‐
tors (2 [B Cir‐
ing”,
• or page 944 .
• engine speed <
0 [rpm]
• Actuator com‐
manded off
P21DF Injection • Injector • Engine stop not • 7,200.0° • 2 DCY – Check the
0 RPM
hardware page 944 .
• Actuator com‐
values) > manded on
160 – 200°
C

Q7 2016 ➤
tion ue
– 2.21 V • Engine speed > ⇒ “3.6.25
0 RPM Fuel Injec‐
tors (2 [B Cir‐
ing”,
• or page 944 .
• engine speed <
0 [rpm]
• Actuator com‐
manded off
0 RPM
hardware page 944 .
• Actuator com‐
values) > manded on
160 – 200°
C
– 2.21 V • Engine speed > ⇒ “3.6.25
0 RPM Fuel Injec‐
tors (2 [B Cir‐
ing”,
• or page 944 .
• engine speed <
0 [rpm]
• Actuator com‐
manded off
0 RPM
hardware page 944 .
• Actuator com‐
values) > manded on
160 – 200°
C

Q7 2016 ➤
tion ue
– 2.21 V • Engine speed > ⇒ “3.6.25
0 RPM Fuel Injec‐
tors (2 [B Cir‐
ing”,
• or page 944 .
• engine speed <
0 [rpm]
• Actuator com‐
manded off
0 RPM
hardware page 944 .
• Actuator com‐
values) > manded on
160 – 200°
C
– 2.21 V • Engine speed > ⇒ “3.6.25
0 RPM Fuel Injec‐
tors (2 [B Cir‐
ing”,
• or page 944 .
• engine speed <
0 [rpm]
• Actuator com‐
manded off
0 RPM
perature 0.0 ms ing”,
hardware page 944 .
• Actuator com‐
values) > manded on
160 – 200°
C

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value >= mg/rev Fuel Delivery
trol Sys‐ port Fuel 25.0 % • Continu‐ Unit - GX1- .
tem "B" Injection • ECT @ cylinder ous Refer to
Too Lean System block > 70° C ⇒ “3.6.23
Off Idle Too Lean • IAT @ manifold Fuel Delivery
Bank 1 @ Part > -11° C Unit GX1 ,
Load Checking”,
• AAT > -48° C page 940 .
• Lambda set – Check the
point 0.92 – 1.05 fuel pressure
[-] regulator and
residual
• Lambda control pressure.
closed loop inte‐ Refer to ap‐
grated air mass propriate re‐
> 30.0 g pair manual.
• Fuel mass 13.01
– 36.01 mg/rev – Check the
pressure in
• Engine speed the fuel sys‐
704 – 4,960 tem for out of
RPM spec condi‐
tions before
• Ethanol value diagnosing
n.a. the pressure
• Low dynamic sensor. Re‐
conditions: fer to Fuel
System Me‐
• Diff. engine chanical
speed vs. aver‐ Testing in
aged engine ⇒ “3.1 Pre‐
speed for engine liminary
speed dynamic Check”,
detection < 150 page 20 .
RPM
– Check the
• Diff. air mass vs. fuel injectors
averaged air (2 [B circuit]).
mass for load Refer to
dynamic detec‐ ⇒ “3.6.25
tion < 130.01 Fuel Injec‐
mg/rev tors (2 [B Cir‐
• Diff. between cuit]), Check‐
reference and ing”,
actual fuel pres‐ page 944 .
sure, high side
<= 34,777.60 – Check the
kPa Fuel Pres‐
sure Sensor -
• Integrated air G247- . Re‐
mass > 15.0 – fer to
70.0 g ⇒ “3.6.27
Fuel Pres‐
• And sure Sensor
G247 ,
• Evap purge Checking”,
valve closed page 948 .
• Or
– Check intake
• Canister load <= system visu‐
2.0 [-] ally for leaks
(false air).

Q7 2016 ➤
tion ue
valve at max. Oxygen Sen‐
value sor 1 Before
Catalytic
• Or Converter -
• Dependence on GX10- . Re‐
canister purge fer to
min: ⇒ “3.6.39
Oxygen Sen‐
• Lower limit of sor 1 Before
lambda control‐ Catalytic
ler output n.a. Converter
GX10 ,
• Or Checking”,
page 972 .
• Upper limit of
• And sor 1 After
Catalytic
• Evap purge flow Converter -
at min. value GX7- . Refer
to
⇒ “3.6.38
Oxygen Sen‐
sor 1 After
Catalytic
Converter
GX7 , Check‐
ing”,
page 970 .

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value <= mg/rev fuel pressure
trol Sys‐ port Fuel -25.0 % • Continu‐ regulator and
tem "B" Injection • ECT @ cylinder ous residual
Too Rich System block > 70° C pressure.
Off Idle Too Rich • IAT @ manifold Refer to ap‐
Bank 1 @ Part > -11° C propriate re‐
Load pair manual.
• AAT > -48° C
– Check the
• lambda set point pressure in
0.92 – 1.05 [-] the fuel sys‐
tem for out of
• Lambda control spec condi‐
closed loop inte‐ tions before
grated air mass diagnosing
> 30.0 g the pressure
• Fuel mass 13.01 sensor. Re‐
– 36.01 mg/rev fer to Fuel
System Me‐
• Engine speed chanical
704 – 4,960 Testing in
RPM ⇒ “3.1 Pre‐
liminary
• Ethanol value Check”,
n.a. page 20 .
• Low dynamic
conditions: – Check the
fuel injectors
• Diff. engine (2 [B circuit]).
speed vs. aver‐ Refer to
aged engine ⇒ “3.6.25
speed for engine Fuel Injec‐
speed dynamic tors (2 [B Cir‐
detection < 150 cuit]), Check‐
RPM ing”,
page 944 .
averaged air – Check the
mass for load Fuel Pres‐
dynamic detec‐ sure Sensor -
tion < 130.01 G247- . Re‐
mg/rev fer to
• Diff. between ⇒ “3.6.27
reference and Fuel Pres‐
actual fuel pres‐ sure Sensor
sure, high side G247 ,
<= 34,777.60 Checking”,
kPa page 948 .

mass > 15.0 – Oxygen Sen‐
70.0 g sor 1 Before
Catalytic
• And Converter -
• Evap purge GX10- . Re‐
valve closed fer to
⇒ “3.6.39
• Or Oxygen Sen‐
sor 1 Before
• Canister load <= Catalytic
2.0 [-] Converter
GX10 ,
Checking”,
page 972 .

Q7 2016 ➤
tion ue
value sor 1 After
Catalytic
• Or Converter -
• Dependence on GX7- . Refer
canister purge to
min: ⇒ “3.6.38
Oxygen Sen‐
• Lower limit of sor 1 After
GX7 , Check‐
• Or ing”,
page 970 .
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value >= mg/rev Fuel Delivery
trol Sys‐ port Fuel 25.0 % • Continu‐ Unit - GX1- .
tem "B" Injection • ECT @ cylinder ous Refer to
Too Lean System block > 70° C ⇒ “3.6.23
Off Idle Too Lean • IAT @ manifold Fuel Delivery
Bank 2 @ Part > -11° C Unit GX1 ,
Load Checking”,
• AAT > -48° C page 940 .
0.92 – 1.05 [-] fuel pressure
regulator and
• Lambda control residual
closed loop inte‐ pressure.
grated air mass Refer to ap‐
> 30.0 g propriate re‐
• Fuel mass 13.01 pair manual.
– 36.01 mg/rev
– Check the
• Engine speed pressure in
704 – 4,960 the fuel sys‐
RPM tem for out of
spec condi‐
• Ethanol value tions before
n.a. diagnosing
• Low dynamic the pressure
conditions: sensor. Re‐
fer to Fuel
• Diff. engine System Me‐
speed vs. aver‐ chanical
aged engine Testing in
speed for engine ⇒ “3.1 Pre‐
speed dynamic liminary
detection < 150 Check”,
RPM page 20 .
• Diff. air mass vs. – Check the
averaged air fuel injectors
mass for load (2 [B circuit]).
dynamic detec‐ Refer to
tion < 130.01 ⇒ “3.6.25
mg/rev Fuel Injec‐
• Diff. between tors (2 [B Cir‐
reference and cuit]), Check‐
actual fuel pres‐ ing”,
sure, high side page 944 .
<= 34,777.60
kPa – Check the
Fuel Pres‐
• Integrated air sure Sensor -
mass > 15.0 – G247- . Re‐
70.0 g fer to
⇒ “3.6.27
• And Fuel Pres‐
sure Sensor
• Evap purge G247 ,
valve closed Checking”,
• Or page 948 .
• Canister load <= – Check intake
2.0 [-] system visu‐
ally for leaks
(false air).

Q7 2016 ➤
tion ue
value sor 2 Before
Catalytic
• Or Converter -
• Dependence on GX11- . Re‐
canister purge fer to
min: ⇒ “3.6.41
Oxygen Sen‐
• Lower limit of sor 2 Before
GX11 ,
• Or Checking”,
page 978 .
• Upper limit of
• And sor 2 After
Catalytic
• Evap purge flow Converter -
at min. value GX8- . Refer
to
⇒ “3.6.40
Oxygen Sen‐
sor 2 After
Catalytic
Converter
GX8 , Check‐
ing”,
page 976 .

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ value <= mg/rev fuel pressure
trol Sys‐ port Fuel -25.0 % • Continu‐ regulator and
tem "B" Injection • ECT @ cylinder ous residual
Too Rich System block > 70° C pressure.
Off Idle Too Rich • IAT @ manifold Refer to ap‐
Bank 2 @ Part > -11° C propriate re‐
Load pair manual.
• AAT > -48° C
– Check the
• lambda set point fuel injectors
0.92 – 1.05 [-] (2 [B circuit]).
Refer to
• Lambda control ⇒ “3.6.25
closed loop inte‐ Fuel Injec‐
grated air mass tors (2 [B Cir‐
> 30.0 g cuit]), Check‐
• Fuel mass 13.01 ing”,
– 36.01 mg/rev page 944 .
• Engine speed – Check the
704 – 4,960 Fuel Pres‐
RPM sure Sensor -
G247- . Re‐
• Ethanol value fer to
n.a. ⇒ “3.6.27
• Low dynamic Fuel Pres‐
conditions: sure Sensor
G247 ,
aged engine
speed for engine – Check the
speed dynamic Oxygen Sen‐
detection < 150 sor 2 Before
RPM Catalytic
Converter -
• Diff. air mass vs. GX11- . Re‐
averaged air fer to
dynamic detec‐ Oxygen Sen‐
tion < 130.01 sor 2 Before
mg/rev Catalytic
• Diff. between Converter
reference and GX11 ,
actual fuel pres‐ Checking”,
sure, high side page 978 .
<= 34,777.60
kPa – Check the
Oxygen Sen‐
• Integrated air sor 2 After
mass > 15.0 – Catalytic
70.0 g Converter -
GX8- . Refer
• And to
⇒ “3.6.40
• Evap purge Oxygen Sen‐
valve closed sor 2 After
• Or Catalytic
Converter
• Canister load <= GX8 , Check‐
2.0 [-] ing”,
page 976 .

Q7 2016 ➤
tion ue
• Evap purge
valve at max.
value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ mg/rev Fuel Delivery
trol Sys‐ port Fuel • Adaptive • Continu‐ Unit - GX1- .
tem "B" Injection value >= • ECT @ cylinder ous Refer to
Too Lean System n.a. mg/rev block > 70° C ⇒ “3.6.23
at Idle Too Lean • Case 2: • IAT @ manifold Fuel Delivery
Bank 1 @ Idle > -11° C Unit GX1 ,
• Adaptive Checking”,
value >= • AAT > -48° C page 940 .
0.33 kg/h
regulator and
closed loop pressure.
• Integrated air Refer to ap‐
mass > 30.0 g propriate re‐
pair manual.
• Vehicle speed <
31 mph – Check the
pressure in
• Ethanol value the fuel sys‐
n.a. tem for out of
• Low dynamic spec condi‐
conditions: tions before
diagnosing
• Diff. engine the pressure
speed vs. aver‐ sensor. Re‐
aged engine fer to Fuel
speed for engine System Me‐
speed dynamic chanical
detection < 150 Testing in
liminary
• Diff. air mass vs. Check”,
averaged air page 20 .
mass for load
dynamic detec‐ – Check the
tion < 130.01 fuel injectors
mg/rev (2 [B circuit]).
• Diff. between Refer to
reference and ⇒ “3.6.25
actual fuel pres‐ Fuel Injec‐
sure, high side tors (2 [B Cir‐
<= 34,777.60 cuit]), Check‐
kPa ing”,
page 944 .
• Integrated air
mass > 15.0 – – Check the
70.0 g Fuel Pres‐
sure Sensor -
• And G247- . Re‐
• Fuel mass lower fer to
⇒ “3.6.27
range > Fuel Pres‐
5.00...9.01 [mg/ sure Sensor
rev] G247 ,
• Fuel mass upper Checking”,
range < page 948 .
0.00...15.01
[mg/rev] – Check intake
system visu‐
• Engine speed ally for leaks
704...1504 [rpm] (false air).

Q7 2016 ➤
tion ue
Oxygen Sen‐
• Engine n.a. sor 1 Before
• And Catalytic
Converter -
valve closed fer to
⇒ “3.6.39
sor 1 Before
2.0 [-] Converter
• Evap purge GX10 ,
value page 972 .
Oxygen Sen‐
• Depending on sor 1 After
canister purge Catalytic
min: Converter -
• Lower limit of GX7- . Refer
lambda control‐ to
ler output n.a. ⇒ “3.6.38
Oxygen Sen‐
• Or sor 1 After
Catalytic
• Upper limit of Converter
lambda control‐ GX7 , Check‐
• And page 970 .
• Evap purge flow

at min. value

Q7 2016 ➤
tion ue
Fuel Con‐ tem Multi‐ mg/rev fuel pressure
trol Sys‐ port Fuel • Adaptive • Continu‐ regulator and
tem "B" Injection value <= • ECT @ cylinder ous residual
Too Rich System n.a. mg/rev block > 70° C pressure.
at Idle Too Rich • Case 2: • IAT @ manifold Refer to ap‐
Bank 1 @ Idle > -11° C propriate re‐
• Adaptive pair manual.
value <= • AAT > -48° C
-0.33 kg/h – Check the
0.92 – 1.05 [-] the fuel sys‐
tem for out of
closed loop tions before
• Oil dilution not diagnosing
detected the pressure
sensor. Re‐
• integrated air fer to Fuel
mass > 30.0 g System Me‐
chanical
• Vehicle speed < Testing in
31 mph ⇒ “3.1 Pre‐
• Ethanol value liminary
n.a. Check”,
page 20 .
• Low dynamic
fuel injectors
RPM ing”,
• Diff. air mass vs. page 944 .
averaged air
mass for load – Check the
tion < 130.01 sure Sensor -
mg/rev G247- . Re‐
fer to
<= 34,777.60 Checking”,
kPa page 948 .
70.0 g sor 1 Before
• And Catalytic
Converter -
• Fuel mass lower GX10- . Re‐
range > 5.00 – fer to
9.01 mg/rev ⇒ “3.6.39
Oxygen Sen‐
• Fuel mass upper sor 1 Before
range < 0.00 – Catalytic
15.01 mg/rev Converter
GX10 ,
• Engine speed Checking”,
704...1504 rpm page 972 .

Q7 2016 ➤
tion ue
Oxygen Sen‐
• Engine n.a. sor 1 After
• And Catalytic
Converter -
• Evap purge GX7- . Refer
valve closed to
⇒ “3.6.38
sor 1 After
2.0 [-] Converter
• Evap purge GX7 , Check‐
valve at max. ing”,
value page 970 .
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
P21FA Fuel Sys‐ • Case 1: • Air mass > 76.0 • 30.0 s • 2 DCY – Check the
Fuel Con‐ tem Multi‐ mg/rev Fuel Delivery
trol Sys‐ port Fuel • Adaptive • Continu‐ Unit - GX1- .
tem "B" Injection value >= • ECT @ cylinder ous Refer to
Too Lean System n.a. mg/rev block > 70° C ⇒ “3.6.23
at Idle Too Lean • Case 2: • IAT @ manifold Fuel Delivery
Bank 2 @ Idle > -11° C Unit GX1 ,
• Adaptive Checking”,
value >= • AAT > -48° C page 940 .
0.33 kg/h
regulator and
closed loop pressure.
• Integrated air Refer to ap‐
mass > 30.0 g propriate re‐
pair manual.
• Vehicle speed <
31 mph – Check the
pressure in
• Ethanol value the fuel sys‐
n.a. tem for out of
• Low dynamic spec condi‐
conditions: tions before
diagnosing
• Diff. engine the pressure
speed vs. aver‐ sensor. Re‐
aged engine fer to Fuel
speed for engine System Me‐
speed dynamic chanical
detection < 150 Testing in
liminary
• Diff. air mass vs. Check”,
averaged air page 20 .
mass for load
dynamic detec‐ – Check the
tion < 130.01 fuel injectors
mg/rev (2 [B circuit]).
• Diff. between Refer to
reference and ⇒ “3.6.25
actual fuel pres‐ Fuel Injec‐
sure, high side tors (2 [B Cir‐
<= 34,777.60 cuit]), Check‐
kPa ing”,
page 944 .
• Integrated air
mass > 15.0 – – Check the
70.0 g Fuel Pres‐
sure Sensor -
• And G247- . Re‐
• Fuel mass lower fer to
⇒ “3.6.27
range > Fuel Pres‐
5.00...9.01 [mg/ sure Sensor
rev] G247 ,
• Fuel mass upper Checking”,
range < page 948 .
0.00...15.01
[mg/rev] – Check intake
system visu‐
• Engine speed ally for leaks
704...1504 [rpm] (false air).

Q7 2016 ➤
tion ue
Oxygen Sen‐
• Engine n.a. sor 2 Before
• And Catalytic
Converter -
valve closed fer to
⇒ “3.6.41
sor 2 Before
2.0 [-] Converter
• Evap purge GX11 ,
value page 978 .
Oxygen Sen‐
• Depending on sor 2 After
canister purge Catalytic
min: Converter -
• Lower limit of GX8- . Refer
lambda control‐ to
ler output n.a. ⇒ “3.6.40
Oxygen Sen‐
• Or sor 2 After
Catalytic
• Upper limit of Converter
lambda control‐ GX8 , Check‐
• And page 976 .
• Evap purge flow

at min. value

Q7 2016 ➤
tion ue
P21FB Fuel Sys‐ • Case 1: • Air mass > 76.0 • 30.0 s • 2 DCY – Check the
Fuel Con‐ tem Multi‐ mg/rev fuel pressure
trol Sys‐ port Fuel • Adaptive • Continu‐ regulator and
tem "B" Injection value <= • ECT @ cylinder ous residual
Too Rich System n.a. mg/rev block > 70° C pressure.
at Idle Too Rich • Case 2: • IAT @ manifold Refer to ap‐
Bank 2 @ Idle > -11° C propriate re‐
• Adaptive pair manual.
value <= • AAT > -48° C
-0.33 kg/h – Check the
0.92 – 1.05 [-] the fuel sys‐
tem for out of
closed loop tions before
• Oil dilution not diagnosing
detected the pressure
sensor. Re‐
• integrated air fer to Fuel
mass > 30.0 g System Me‐
chanical
• Vehicle speed < Testing in
31 mph ⇒ “3.1 Pre‐
• Ethanol value liminary
n.a. Check”,
page 20 .
• Low dynamic
fuel injectors
RPM ing”,
• Diff. air mass vs. page 944 .
averaged air
mass for load – Check the
tion < 130.01 sure Sensor -
mg/rev G247- . Re‐
fer to
<= 34,777.60 Checking”,
kPa page 948 .
70.0 g sor 2 Before
• And Catalytic
Converter -
• Fuel mass lower GX11- . Re‐
range > 5.00 – fer to
9.01 mg/rev ⇒ “3.6.41
Oxygen Sen‐
• Fuel mass upper sor 2 Before
range < 0.00 – Catalytic
15.01 mg/rev Converter
GX11 ,
• Engine speed Checking”,
704...1504 rpm page 978 .

Q7 2016 ➤
tion ue
Oxygen Sen‐
• Engine n.a. sor 2 After
• And Catalytic
Converter -
• Evap purge GX8- . Refer
valve closed to
⇒ “3.6.40
sor 2 After
2.0 [-] Converter
• Evap purge GX8 , Check‐
valve at max. ing”,
value page 976 .
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda control‐
ler output n.a.
• Or
• Upper limit of
lambda control‐
ler output n.a.
• And
• Evap purge flow
at min. value

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage ar) ready Oxygen Sen‐
Positive Front (VIP) vs. vir‐ • Continu‐ sor 1 Before
Current Open Cir‐ tual ground • O2S ceramic ous Catalytic
Control cuit voltage temperature > Converter -
Circuit/ Pump (VG) > 1.20 830° C GX10- . Re‐
Open Voltage V • For time >= 17.0 fer to
Bank 1 (VIP) s ⇒ “3.6.39
Sensor 1 • Diff. nernst Oxygen Sen‐
voltage sor 1 Before
(VN) vs. vir‐ Catalytic
tual ground Converter
voltage GX10 ,
(VG) <= Checking”,
1.20 V page 972 .
• And
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00
Ohm

Q7 2016 ➤
tion ue
Positive Front (VIP) vs. vir‐ • Continu‐ sor 2 Before
Current Bank 2 tual ground • O2S ceramic ous Catalytic
Control Open Cir‐ voltage temperature > Converter -
Circuit/ cuit (VG) > 1.20 830° C GX11- . Re‐
Open Pump V • For time >= 17.0 fer to
Bank 2 Voltage s ⇒ “3.6.41
Sensor 1 (VIP) • Diff. nernst Oxygen Sen‐
voltage GX11 ,
(VG) <= Checking”,
1.20 V page 978 .
• And
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00
Ohm

Q7 2016 ➤
tion ue
Reference Front (VIP) vs. vir‐ • Continu‐ sor 1 Before
Voltage Open Cir‐ tual ground • O2S ceramic ous Catalytic
Circuit/ cuit voltage temperature > Converter -
Open Nernst (VG) <= 830° C GX10- . Re‐
Bank 1 Voltage 1.20 V • For time >= 17.0 fer to
Sensor 1 (VN) s ⇒ “3.6.39
• Diff. nernst Oxygen Sen‐
voltage GX10 ,
(VG) > 1.20 Checking”,
V page 972 .
• And
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00
Ohm

Q7 2016 ➤
tion ue
Reference Front (VIP) vs. vir‐ • Continu‐ sor 2 Before
Voltage Bank 2 tual ground • O2S ceramic ous Catalytic
Circuit/ Open Cir‐ voltage temperature > Converter -
Open cuit (VG) <= 830° C GX11- . Re‐
Bank 2 Nernst 1.20 V • For time >= 17.0 fer to
Sensor 1 Voltage s ⇒ “3.6.41
(VN) • Diff. nernst Oxygen Sen‐
voltage GX11 ,
(VG) > 1.20 Checking”,
V page 978 .
• And
• Choice of:
• Nernst volt‐
age (VN) >
4.40 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2.35
V
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value
• Or

Q7 2016 ➤
tion ue
• Measure‐
ment
WRAF sen‐
sor label re‐
sistor >
4,644.00
Ohm

Q7 2016 ➤
tion ue
O2 Sensor Sensors age (VN) > ar) ready Oxygen Sen‐
Negative Front 4.40 V • Continu‐ sor 1 Before
Current Open Cir‐ • O2S ceramic ous Catalytic
Control cuit Virtu‐ • Or temperature > Converter -
Circuit/ al Ground • 830° C GX10- . Re‐
Diff. pump
Open (VG) voltage • For time >= 17.0 fer to
Bank 1 (VIP) vs. vir‐ s ⇒ “3.6.39
Sensor 1 tual ground Oxygen Sen‐
(VG) > 2.35 Catalytic
V Converter
GX10 ,
• Diff. pump Checking”,
voltage page 972 .
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value
• Or
• measure‐
ment O2S
front label
resistor >
4,644.00
Ohm
• And
• Choice of:
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V

Q7 2016 ➤
tion ue
O2 Sensor Sensors age (VN) > ar) ready Oxygen Sen‐
Negative Front 4.40 V • Continu‐ sor 2 Before
Current Bank 2 • O2S ceramic ous Catalytic
Control Open Cir‐ • Or temperature > Converter -
Circuit/ cuit Virtu‐ • 830° C GX11- . Re‐
Diff. pump
Open al Ground voltage • For time >= 17.0 fer to
Bank 2 (VG) (VIP) vs. vir‐ s ⇒ “3.6.41
Sensor 1 tual ground Oxygen Sen‐
(VG) > 2.35 Catalytic
V Converter
GX11 ,
• Diff. pump Checking”,
voltage page 978 .
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.60
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.10
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value
• Or
• measure‐
ment O2S
front label
resistor >
4,644.00
Ohm
• And
• Choice of:
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) <=
1.20 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
tem Con‐ Injection ware val‐ • Actuator com‐ • Continu‐ Air Injection
trol "A" Cir‐ Pump ues) < 1.92 manded off ous Pump Relay
cuit Low Relay – 2.21 V - -J299-- /
Short To Secondary
Ground Air Injection
Pump Motor
- V101- . Re‐
fer to
⇒ “3.6.42
Secondary
Air Injection
Pump Relay
J299 / Sec‐
ondary Air In‐
jection Pump
Motor V101 ,
Checking”,
page 982 .

Q7 2016 ➤
tion ue
P2258 Secon‐ • Actuator • Engine running • 1.0 s • 2 DCY – Check the
AIR Sys‐ dary Air tempera‐ Secondary
tem Con‐ Injection ture > 160 – • Actuator com‐ • Continu‐ Air Injection
trol "A" Cir‐ Pump 200° C manded on ous Pump Relay
cuit High Relay - -J299-- /
Short To • Or Secondary
Battery • Output cur‐ Air Injection
Plus rent (hard‐ Pump Motor
ware val‐ - V101- . Re‐
ues) driver fer to
stage inter‐ ⇒ “3.6.42
nal value Secondary
Air Injection
Pump Relay
J299 / Sec‐
ondary Air In‐
jection Pump
Motor V101 ,
Checking”,
page 982 .
P2263 Super‐ • Set point • Engine running • 0.3 s • 2 DCY – Check the
Turbo‐ charger pressure ra‐ Charge Air
charger/ (SC) tio @ super‐ • Supercharger • Continu‐ Pressure
Super‐ Clutch charger > speed <= 0 rpm ous Sensor -
charger Actuator 1.10 • For time >= 30.0 G31- / Intake
Boost Sys‐ functional s Manifold
tem Per‐ check • And Temperature
formance • Actual pres‐ • And Sensor -
sure ratio @ • G72- . Refer
AAT < 256° C to
supercharg‐
er <= 1.00 • ⇒ “3.6.10
Engine speed >
[-] Charge Air
675 rpm Pressure
• For time >= • Air mass > Sensor G31 /
0.0 s 150.00 mg/rev Intake Mani‐
fold Temper‐
ature Sensor
G72 , Check‐
ing”,
page 914 .

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage < tions: (FTP75: Oxygen Sen‐
Signal Rear Sig‐ 0.82 V 50.0) s sor 1 After
Biased/ nal • Catalyst monitor Catalytic
Stuck Range • Intrusive lambda modula‐ • Once / Converter -
Lean Bank Check lambda tion request ac‐ DCY GX7- . Refer
1 Sensor 2 ramp lean < tive to
0.84 [-] ⇒ “3.6.38
• Vehicle speed
>= 19 mph Oxygen Sen‐
sor 1 After
• BARO >= 63.0 Catalytic
kPa Converter
GX7 , Check‐
• Catalyst over‐ ing”,
heating protec‐ page 970 .
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
der per stroke,
lower range >=
70.01 – 120.01
mg/rev

Q7 2016 ➤
tion ue
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted [%]
tion n.a.
• O2S heater rear
active

Q7 2016 ➤
tion ue
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) < n.a. s

Q7 2016 ➤
tion ue
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 [g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > tions: (FTP75: Oxygen Sen‐
Signal Rear Sig‐ 0.15 V 50.0) s sor 1 After
Biased/ nal • Catalyst monitor Catalytic
Stuck Rich Range • Intrusive lambda modula‐ • Once / Converter -
Bank 1 Check lambda tion request ac‐ DCY GX7- . Refer
Sensor 2 ramp lean > tive to
1.16 [-] ⇒ “3.6.38
ramp request Oxygen Sen‐
active sor 1 After
Catalytic
ing”,
• BARO >= 63.0 page 970 .
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
der per stroke,
lower range >=
70.01 – 120.01
mg/rev
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted

Q7 2016 ➤
tion ue
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:

Q7 2016 ➤
tion ue
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 [g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage < tions: (FTP75: Oxygen Sen‐
Signal Rear 0.82 V 50.0) s sor 2 After
Biased/ Bank 2 • Catalyst monitor Catalytic
Stuck Signal • Intrusive lambda modula‐ • Once / Converter -
Lean Bank Range lambda tion request ac‐ DCY GX8- . Refer
2 Sensor 2 Check ramp lean < tive to
0.84 [-] ⇒ “3.6.40
• Vehicle speed
>= 19 mph Oxygen Sen‐
sor 2 After
• BARO >= 63.0 Catalytic
kPa Converter
GX8 , Check‐
• Catalyst over‐ ing”,
heating protec‐ page 976 .
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h
der per stroke,
lower range >=
70.01 – 120.01
mg/rev

Q7 2016 ➤
tion ue
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted
tion n.a.
• O2S heater rear
active

Q7 2016 ➤
tion ue
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time ) < n.a. s

Q7 2016 ➤
tion ue
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
O2 Sensor Sensors voltage > tions: (FTP75: Oxygen Sen‐
Signal Rear 0.15 V 50.0) s sor 2 After
Biased/ Bank 2 • Catalyst monitor Catalytic
Stuck Rich Signal • Intrusive lambda modula‐ • Once / Converter -
Bank 2 Range lambda tion request ac‐ DCY GX8- . Refer
Sensor 2 Check ramp lean > tive to
1.16 [-] ⇒ “3.6.40
ramp request Oxygen Sen‐
active sor 2 After
Catalytic
ing”,
• BARO >= 63.0 page 976 .
kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not equip‐
ped
• O2S rear ready
• O2S front ready
• ECT @ cylinder
block > 70° C
• IAT @ manifold
> -48° C
• Modeled cata‐
lyst temperature
@ start of diag‐
nosis > 500° C
• Modeled cata‐
lyst temperature
@ during diag‐
nosis 460 – 990°
C
• Diff. between
dynamic and
stationary cata‐
lyst temperature
-292 – 292° C
• Integrated MAF,
catalyst temp.
led >= 25.0 –
200.0 g
• Modeled EGT @
O2S rear <=
1,300° C
der 32.0 – 190.0
kg/h

Q7 2016 ➤
tion ue
der per stroke,
lower range >=
70.01 – 120.01
mg/rev
der per stroke,
upper range <=
460.01 – 560.0
mg/rev
• And
• Low dynamic
conditions
and target en‐
gine speed <
310 RPM
and target MAF
< 60.0 mg/rev
and target lamb‐
da controller
output < 10.0 %
• And
• Integrated MAF
after dynamic
conditions are
fulfilled > 20.0 g
alyst purge
phase >= 0.0 s
age @ diagno‐
sis start >= 0.60
V
• Integrated MAF
to start diagno‐
sis >= 0.0 g
• Integrated heat
energy >= 500.0
kJ
• Engine speed
992 – 3,008
RPM
• Deviation of
lambda control‐
ler output < 50.0
%
• Proportional
part of secon‐
dary fuel control
loop not calibra‐
ted

Q7 2016 ➤
tion ue
tion n.a.
• O2S heater rear
active
tion not active
• Valve lift not
equipped
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop before di‐
agnosis < 0.17
[-]
• Or
• Sum of integral
and proportional
part of secon‐
dary fuel control
loop during diag‐
nosis < 0.25 [-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
• Canister load
calculation n.a.
• Evap purge flow
n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:

Q7 2016 ➤
tion ue
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time ) < n.a. s
• And
• Choice of:
• Evap purge
valve n.a.
• Or
• Evap purge
valve n.a.
• And
• Modeled MAF-
integral > 0.0 g
• Integrated MAF
per cylinder >=
2.20 – 2.70 kg
ance O2S rear
<= 1,000.0 Ω

Q7 2016 ➤
tion ue
P2279 Intake Air • Diff. set • Engine running • 0.0 s • 2 DCY – Check the In‐
MAP/MAF System point MAP take Air Tem‐
- Throttle Rationali‐ upstream • Time after en‐ • Continu‐ perature
Position ty Check supercharg‐ gine start > 10.0 ous Sensor -
Correla‐ Low er vs. meas‐ s G42- / Mani‐
tion ured MAP • Barometric fold Absolute
upstream pressure 63.0 – Pressure
supercharg‐ 105.0 kPa Sensor -
er < -15.0 G71- . Refer
kPa • Engine speed 0 to
– 8,160 RPM ⇒ “3.6.30 In‐
• For time >= take Air Tem‐
5.0 s • IAT @ manifold perature
> 5° C Sensor G42 /
Manifold Ab‐
• ECT @ cylinder solute Pres‐
block > -48° C sure Sensor
• Diff. engine G71 , Check‐
speed vs. fil‐ ing”,
tered engine page 954 .
speed for engine
speed dynamic .
detection < 96
RPM
point vs. filtered
air mass set
namic detection
< 15.01 mg/rev
• Engine speed >
512; < 512 RPM
active
ent @ pressure
sensor up‐
stream super‐
charger
-8,291.80 –
8,291.50 kPa/s
charger boost
pressure
-1,500.0 –
1,500.0 kPa/s
• Engine speed
tive
• Fast throttle
adaptation fin‐
ished
• Throttle actuator
commanded on
• Modeled pres‐
sure quotient >
0.30; <= 1.00 [-]

Q7 2016 ➤
tion ue
P2300 Ignition • Output cur‐ • Engine speed > • 0.8 s • 2 DCY – Check the Ig‐
Ignition Coils rent in ON 512 RPM nition Coil 1
Coil "A" Short To state (hard‐ • Continu‐ With Power
Primary Ground ware val‐ • ECT @ cylinder ous Output Stage
Control ues) driver block > -30° C - N70- . Refer
Circuit stage inter‐ • Engine stop not to
Low nal value active ⇒ “3.6.29 Ig‐
nition Coils
With Power
Output
Stage ,
Checking”,
page 952 .
P2301 Ignition • Diagnosis • Engine speed > • 0.8 s • 2 DCY – Check the Ig‐
Ignition Coils by inactive 512 RPM nition Coil 1
Coil "A" Short To low side • Continu‐ With Power
Primary Battery switch in • Engine stop not ous Output Stage
Control Plus ATIC: active - N70- . Refer
Circuit to
⇒ “3.6.29 Ig‐
nition Coils
state (hard‐ With Power
ware val‐ Output
ues) > 4.95 Stage ,
– 5.285 V Checking”,
page 952 .
• Diagnosis • Engine speed >
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) driver
stage inter‐
nal value
P2302 Ignition • Output volt‐ • Engine speed > • 0.8 s • 2 DCY – Check the Ig‐
Ignition Coils age in OFF 512 RPM nition Coil 1
Coil "A" Open Cir‐ state, lower • Continu‐ With Power
Secondary cuit range >= • ECT @ cylinder ous Output Stage
Circuit 1.92 – 2.21 block > -30° C - N70- . Refer
V • Engine stop not to
active ⇒ “3.6.29 Ig‐
• Output volt‐ nition Coils
age in OFF With Power
state, upper Output
range Stage ,
(hardware Checking”,
values) <= page 952 .
2.85 – 3.25
V

Q7 2016 ➤
tion ue
Coil "B" Short To state (hard‐ • Continu‐ With Power
Control ues) driver block > -30° C - N127- . Re‐
Circuit stage inter‐ • Engine stop not fer to
nition Coils
With Power
Output
Stage ,
Checking”,
page 952 .
Coil "B" Short To low side • Continu‐ With Power
Control Plus ATIC: active - N127- . Re‐
Circuit fer to
⇒ “3.6.29 Ig‐
nition Coils
ware val‐ Output
ues) > 4.95 Stage ,
page 952 .
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) driver
stage inter‐
nal value
Coil "B" Open Cir‐ state, lower • Continu‐ With Power
Circuit 1.92 – 2.21 block > -30° C - N127- . Re‐
V • Engine stop not fer to
state, upper Output
range Stage ,
2.85 – 3.25
V

Q7 2016 ➤
tion ue
Coil "C" Short To state (hard‐ • Continu‐ With Power
nition Coils
With Power
Output
Stage ,
Checking”,
page 952 .
Coil "C" Short To low side • Continu‐ With Power
Circuit fer to
⇒ “3.6.29 Ig‐
nition Coils
ware val‐ Output
ues) > 4.95 Stage ,
page 952 .
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) driver
stage inter‐
nal value
Coil "C" Open Cir‐ state, lower • Continu‐ With Power
state, upper Output
range Stage ,
2.85 – 3.25
V

Q7 2016 ➤
tion ue
Coil "D" Short To state (hard‐ • Continu‐ With Power
nition Coils
With Power
Output
Stage ,
Checking”,
page 952 .
Coil "D" Short To low side • Continu‐ With Power
Circuit fer to
⇒ “3.6.29 Ig‐
nition Coils
ware val‐ Output
ues) > 4.95 Stage ,
page 952 .
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) driver
stage inter‐
nal value
Coil "D" Open Cir‐ state, lower • Continu‐ With Power
state, upper Output
range Stage ,
2.85 – 3.25
V

Q7 2016 ➤
tion ue
Coil "E" Short To state (hard‐ • Continu‐ With Power
nition Coils
With Power
Output
Stage ,
Checking”,
page 952 .
Coil "E" Short To low side • Continu‐ With Power
Circuit fer to
⇒ “3.6.29 Ig‐
nition Coils
ware val‐ Output
ues) > 4.95 Stage ,
page 952 .
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) driver
stage inter‐
nal value
Coil "E" Open Cir‐ state, lower • Continu‐ With Power
state, upper Output
range Stage ,
2.85 – 3.25
V

Q7 2016 ➤
tion ue
Coil "F" Short To state (hard‐ • Continu‐ With Power
nition Coils
With Power
Output
Stage ,
Checking”,
page 952 .
Coil "F" Short To low side • Continu‐ With Power
Circuit fer to
⇒ “3.6.29 Ig‐
nition Coils
ware val‐ Output
ues) > 4.95 Stage ,
page 952 .
by inactive 512 RPM
low side
ATIC: active

perature manded on
from ATIC
in ON state
> 160.0 –
200.0° C
• Or
• Output cur‐
rent in ON
state (hard‐
ware val‐
ues) driver
stage inter‐
nal value
Coil "F" Open Cir‐ state, lower • Continu‐ With Power
state, upper Output
range Stage ,
2.85 – 3.25
V

Q7 2016 ➤
tion ue
Injector port Fuel inder indi‐ kPa • Continu‐ Fuel Injector
"B" Air- Injection vidual lamb‐ ous 2 - N532- .
Fuel Ratio A/F Im‐ da control > • Air mass 0.0 – Refer to
Imbalance balance: 10.0 % 1,389.0 mg/rev ⇒ “3.6.25
Range 600 – 8,160 tors (2 [B Cir‐
High RPM cuit]), Check‐
ing”,
• Lambda value page 944 .
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front valid
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
Range 600 – 8,160 tors (2 [B Cir‐
ing”,
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front valid
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
Range 600 – 8,160 tors (2 [B Cir‐
ing”,
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front valid
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
Range 600 – 8,160 tors (2 [B Cir‐
ing”,
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front valid
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
Range 600 – 8,160 tors (2 [B Cir‐
ing”,
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front valid
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
Range 600 – 8,160 tors (2 [B Cir‐
ing”,
vs. modeled
lambda value <
0.50 [-]
not active
0.90 [-]
• Integrated air
mass after high
dynamics >= 0.0
g
heating protec‐
tion not active
• Modeled EGT
upstream Cata‐
lyst <= 1,050° C
• Segment adap‐
tation finished
• ECT @ cylinder
block > 70° C
tual ground volt‐
age (VG) < -2.1;
> 2.1 V
• O2S front valid
• Min. injection
time not reached
• Lower limit of
lambda control‐
ler output not
reached
• Upper limit of
lambda control‐
ler output not
reached
• Target fuel
mass, lower
range > 12.99 –
1,389.0 mg/rev

Q7 2016 ➤
tion ue
Out Of
Low not active
• Secondary air
injection not ac‐
tive

Q7 2016 ➤
tion ue
O2 Sensor Sensors rent correc‐ Oxygen Sen‐
Exhaust Front Ra‐ tion (nernst- • Fuel cut off not • Continu‐ sor 1 Before
Sample tionality cell) > 3.6 active ous Catalytic
Error Bank Check mA • Injection mode Converter -
1 Sensor 1 change (DFI/ GX10- . Re‐
⇒ “3.6.39
• Depending on Oxygen Sen‐
engine state: sor 1 Before
Catalytic
• Engine part load Converter
GX10 ,
• Or Checking”,
• Engine full load page 972 .
• Or
• Engine idle
O2 Sensor Sensors rent correc‐ Oxygen Sen‐
Exhaust Front tion (nernst- • Fuel cut off not • Continu‐ sor 2 Before
Sample Bank 2 cell) > 3.6 active ous Catalytic
Error Bank Rationali‐ mA • Injection mode Converter -
2 Sensor 1 ty Check change (DFI/ GX11- . Re‐
⇒ “3.6.41
• Depending on Oxygen Sen‐
engine state: sor 2 Before
Catalytic
• Engine part load Converter
GX11 ,
• Or Checking”,
• Engine full load page 978 .
• Or
• Engine idle

Q7 2016 ➤
tion ue
tem System closed sec‐ start 5 – 50° C • Once / Air Injection
Switching Stuck ondary air DCY Pump Relay
Valve Open valve with • AAT @ engine - J299- / Sec‐
Stuck running start >= 5° C ondary Air In‐
Open secondary • Time after en‐ jection Pump
Bank 1 air pump vs. gine start >= Motor - -
lambda 22.0 –120.0 s V101-- . Re‐
controller @ fer to
closed sec‐ • Fuel cut off not ⇒ “3.6.42
ondary air active Secondary
valve with‐ Air Injection
out running • O2S front ready Pump Relay
secondary J299 / Sec‐
air pump > • MAF <= ondary Air In‐
20.0 % 2,047.97 kg/h jection Pump
gine load), lower Checking”,
range >= 0.0 – page 982 .
82.0 mg/rev
– Check the
• Air mass (en‐ combination
gine load), up‐ valve for sec‐
per range <= ondary air in‐
452.0 mg/rev jection. Refer
to appropri‐
• Engine speed, ate repair
lower range >= manual.
800 – 8,160
RPM
• Engine speed,
upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.0
[-]
• Modeled pres‐
sure quotient <=
1.0 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM

Q7 2016 ➤
tion ue
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g

Q7 2016 ➤
tion ue
tem System 2 closed sec‐ start 5 – 50° C • Once / Air Injection
Switching Stuck ondary air DCY Pump Relay
Valve Open valve with • AAT @ engine - J299- / Sec‐
Stuck running start >= 5° C ondary Air In‐
Open secondary • Time after en‐ jection Pump
Bank 2 air pump vs. gine start >= Motor - -
lambda 22.0 –120.0 s V101-- . Re‐
controller @ fer to
closed sec‐ • Fuel cut off not ⇒ “3.6.42
ondary air active Secondary
valve with‐ Air Injection
out running • O2S front ready Pump Relay
secondary J299 / Sec‐
air pump > • MAF <= ondary Air In‐
20.0 % 2,047.97 kg/h jection Pump
gine load), lower Checking”,
range >= 0.0 – page 982 .
82.0 mg/rev
– Check the
• Air mass (en‐ combination
gine load), up‐ valve for sec‐
per range <= ondary air in‐
452.0 mg/rev jection. Refer
to appropri‐
• Engine speed, ate repair
lower range >= manual.
800 – 8,160
RPM
• Engine speed,
upper range <=
3,008 RPM
• Additional mass
fuel flow for wall
fuel liquid film
-6.0 – 6.0 mg/rev
• O2S front > 2.0
[-]
• Modeled pres‐
sure quotient <=
1.0 [-]
• AIR system
commanded on
• Low dynamic
conditions
• Diff. engine
speed vs. aver‐
aged engine
speed for engine
speed dynamic
detection < 220
RPM

Q7 2016 ➤
tion ue
averaged air
mass for load
dynamic detec‐
tion < 110.0 mg/
rev
averaged lamb‐
da for lambda
dynamic detec‐
tion < 1.10 [-]
• Integrated MAF
> 10.0 g

System sor, Low age > 4.60 ous tem for out of
Sensor Pressure V spec condi‐
Circuit Side tions before
Short To diagnosing
Battery / the pressure
Open Cir‐ sensor.
cuit
– Check the
pressure in
the fuel sys‐
tem for out of
spec condi‐
tions before
diagnosing
the pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Low Fuel
Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .

Q7 2016 ➤
tion ue
P2540 Fuel Sys‐ • Depending • Engine warm-up • 1.0 s • 2 DCY – Check the
Low Pres‐ tem Pres‐ on Multiport not active pressure in
sure Fuel sure Sen‐ Fuel Injec‐ • Continu‐ the fuel sys‐
System sor, Low tion: • Catalyst heating ous tem for out of
Sensor Pressure not active spec condi‐
Circuit Side Ra‐ • Actual and tions before
Range/ tionality adapted I- • Engine no full
diagnosing
part of elec‐ load
Perform‐ Check the pressure
ance High tric fuel • Lambda control sensor.
pump con‐ active
troller – Check the
(PWM sig‐ • Catalyst over‐ pressure in
nal) < -20.0 heating protec‐ the fuel sys‐
% tion not active tem for out of
• Catalyst purge tions before
not active
• Diff. fuel diagnosing
pressure • Lambda control the pressure
set point vs. closed loop sensor. Re‐
actual fuel fer to Fuel
pressure < • Canister load <= System Me‐
-19.90 kPa 2.00 [-] chanical
Testing in
• And • Diff. actual fuel ⇒ “3.1 Pre‐
mass set point liminary
• Lambda vs. filtered fuel Check”,
controller mass set point < page 20 .
correction
• Time after en‐ – Check the
and adap‐
gine start > 15.0 Low Fuel
tion > 20.0
s Pressure
% Sensor -
• For time >= • ECT @ cylinder G410- . Re‐
15.0 s block -48° C fer to
⇒ “3.6.36
• And • And Low Fuel
Pressure
• Depending • MFI part of injec‐
Sensor
on high ted fuel >= 0.70
[-] G410 ,
pressure Checking”,
Direct Fuel • page 965 .
Fuel mass set
Injection: point for low
• Actual and pressure-part
adapted I- 3.01 – 45.00 mg/
part of elec‐ rev
tric fuel
pump con‐ • For time >= 3.5 s
troller • And
(PWM sig‐
nal) < • Fuel mass set
-12.50 % point for low
pressure-part
• Or 3.01 – 50.00 mg/
rev
• Diff. fuel
pressure • For time >= 3.5 s
set point vs.
actual fuel
pressure <
-19.90 kPa
• And

Q7 2016 ➤
tion ue
• Lambda
controller
included
correction
and adap‐
tion < 12.50
%
• For time >=
15.0 s

Q7 2016 ➤
tion ue
Fuel Sys‐ • Depending
tem Pres‐ on Multiport
sure Sen‐ Fuel Injec‐
sor, Low tion:
Pressure
Side Ra‐ • Actual and
tionality adapted I-
Check part of elec‐
Low tric fuel
pump con‐
troller
(PWM sig‐
nal) > 28.0
%
• Or
• Diff. fuel
pressure
set point vs.
actual fuel
pressure >
49.88 kPa
• And
• Lambda
controller
included
correction
and adap‐
tion < -20.0
%
• For time >=
10.0 s
• And
• Depending
on high
pressure
Direct Fuel
Injection:
• Actual and
adapted I-
part of elec‐
tric fuel
pump con‐
troller
(PWM sig‐
nal) > 24.90
%
• Or
• Diff. fuel
pressure
set point vs.
actual fuel
pressure >
49.88 kPa
• And

Q7 2016 ➤
tion ue
• Lambda
controller
included
correction
and adap‐
tion < 12.50
%
• For time >=
15.0 s

System sor, Low age < 0.20 ous tem for out of
Sensor Pressure V spec condi‐
Circuit Side tions before
Low Short To diagnosing
Ground the pressure
sensor.
– Check the
pressure in
the fuel sys‐
tem for out of
spec condi‐
tions before
diagnosing
the pressure
sensor. Re‐
fer to Fuel
System Me‐
chanical
Testing in
⇒ “3.1 Pre‐
liminary
Check”,
page 20 .
– Check the
Low Fuel
Pressure
Sensor -
G410- . Re‐
fer to
⇒ “3.6.36
Low Fuel
Pressure
Sensor
G410 ,
Checking”,
page 965 .

Q7 2016 ➤
tion ue
P2579 Super‐ • Ratio be‐ • Supercharger • 0.5 s • 2 DCY – Check the
Turbo‐ charger tween su‐ clutch closed >= Turbocharg‐
charger/ Speed percharger 0.5 s • Continu‐ er Speed
Super‐ Sensor speed vs. ous Sensor 1 -
charger Rationali‐ engine • Engine speed > G688- . Re‐
Speed ty Check speed < 0.0 700 RPM fer to
Sensor "A" [-] • Gradient engine ⇒ “3.6.46
Circuit speed -992.0 – Turbocharg‐
Range/ • Or er Speed
2,016.0 rpm/s
Perform‐ • Ratio be‐ Sensor 1
ance tween su‐ G688 ,
percharger Checking”,
speed vs. page 990 .
engine
speed >
2.75 [-]
P2580 Super‐ • Super‐ • Engine speed > • 0.5 s • 2 DCY – Check the
Turbo‐ charger charger 800 RPM Turbocharg‐
charger/ Speed speed sen‐ • Continu‐ er Speed
Super‐ Sensor sor output • Engine speed ous Sensor 1 -
charger Signal frequency < -704.0 – 704.0 G688- . Re‐
Speed Check 2.0 Hz rpm/s fer to
Sensor "A" • ECT @ cylinder ⇒ “3.6.46
Circuit block > 0° C Turbocharg‐
Low er Speed
• Supercharger Sensor 1
MAF > 40.0 kg/h G688 ,
Checking”,
page 990 .
P25E9 Super‐ • Ratio be‐ • Supercharger • 0.8 s • 2 DCY – Check the
Super‐ charger tween su‐ clutch closed Compressor
charger (SC) percharger commanded on • Continu‐ Magnetic
Discon‐ Clutch speed vs. ous Clutch -
nect Actuator engine • Gradient of en‐ N421- . Refer
Clutch Function‐ speed < gine speed < to
Stuck al Check 2.20 [-] 4,064.0 rpm/s ⇒ “3.6.12
Open Stuck • Engine speed > Compressor
Open 140 RPM Magnetic
Clutch
• For time > 0.3 s N421 ,
Checking”,
page 918 .
P25EA Super‐ • Ratio be‐ • Supercharger • 0.5 s • 2 DCY – Check the
Super‐ charger tween su‐ clutch open Compressor
charger (SC) percharger commanded on • Continu‐ Magnetic
Discon‐ Clutch speed vs. ous Clutch -
nect Actuator engine • Gradient of en‐ N421- . Refer
Clutch Function‐ speed > gine speed < to
Stuck al Check 2.10 [-] 1,504.0 RPM/s ⇒ “3.6.12
Closed Stuck • Engine speed > Compressor
Close 140 RPM Magnetic
Clutch
• For time > 49.0 s N421 ,
Checking”,
page 918 .

Q7 2016 ➤
tion ue
P25EB Super‐ • SC clutch • Actuator com‐ • 2.0 s • 2 DCY – Check the
Super‐ charger actuator manded off Compressor
charger (SC) voltage 2.0 • Continu‐ Magnetic
Discon‐ Clutch – 3.0 V ous Clutch -
nect Actuator N421- . Refer
Clutch Cir‐ Open Cir‐ to
cuit cuit ⇒ “3.6.12
Range/ Compressor
Perform‐ Magnetic
ance Clutch
N421 ,
Checking”,
page 918 .
P25EC Super‐ • SC clutch • Actuator com‐ • 2.0 s • 2 DCY – Check the
Super‐ charger actuator manded off Compressor
charger (SC) voltage < • Continu‐ Magnetic
Discon‐ Clutch 2.0 V ous Clutch -
nect Actuator N421- . Refer
Clutch Cir‐ Short To to
cuit Low Ground ⇒ “3.6.12
Compressor
Magnetic
Clutch
N421 ,
Checking”,
page 918 .
P25ED Super‐ • SC clutch • Actuator com‐ • 2.0 s • 2 DCY – Check the
Super‐ charger actuator manded on Compressor
charger (SC) current driv‐ • Continu‐ Magnetic
Discon‐ Clutch er stage in‐ ous Clutch -
nect Actuator ternal value N421- . Refer
Clutch Cir‐ Short To to
Plus Compressor
Magnetic
Clutch
N421 ,
Checking”,
page 918 .

Q7 2016 ➤
tion ue
P2610 Engine • Difference • Monitor Entry • 10.0 ms • 2 DCY – Replace the
ECM/PCM Off Time between Conditions: faulty Engine
Engine Off Rationali‐ engine-off • Once / Control Mod‐
Timer Per‐ ty Check time and • ECM keep alive DCY ule . Refer to
formance ECM keep time active appropriate
alive-time > • Delay time >= repair man‐
12.0 s 1.0 s ual.
• Last ECM acti‐

vation time >=
2.0 s
• Time after last
engine stop <
47.78 h
• Case 1:
• For time (after
entry conditions
fulfilled) >= 65.0
s
• Case 2:
• For time (after
entry conditions
fulfilled) < 65.0 s
• Ignition key tran‐
sition off to on
• Difference • Time after en‐

between gine stop <
engine-off 24.00 h
time and
ECM keep • Time after ECM
alive-time wake up < 2.0 s
>= 12.0 s • SPI initialization
finished
Engine • ECM inter‐ • ECM internal • 1.3 s

Off Time nal timer timer reset not
ECM In‐ failure active • Continu‐
ternal ous
Timer • Or • SPI initialization
Check finished
• ECM inter‐
nal timer
signal valid
• ECM inter‐
nal timer
stopped
• Time after
last engine
stop < 47.78
h

Q7 2016 ➤
tion ue
O2 Sensor Sensors ar) ready Oxygen Sen‐
Pumping Front • measure‐ • Once / sor 1 Before
Current Open Cir‐ ment O2S • O2S ceramic DCY Catalytic
Trim Cir‐ cuit front label temperature > Converter -
cuit/Open Nernst resistor > 830° C GX10- . Re‐
Bank 1 Voltage 4644.0 Ω fer to
• For time >= 17.0
Sensor 1 (VN) • And s ⇒ “3.6.39
Oxygen Sen‐
• Choice of: sor 1 Before
Catalytic
• Diff. pump Converter
voltage GX10 ,
voltage
(VG) <=
1.20 V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Case 2:
• Nernst volt‐
age (VN) >
4.4 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2,35
V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.6 V
• Or

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.1
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value

Q7 2016 ➤
tion ue
O2 Sensor Sensors ar) ready Oxygen Sen‐
Pumping Front • measure‐ • Once / sor 2 Before
Current Bank 2 ment O2S • O2S ceramic DCY Catalytic
Trim Cir‐ Open Cir‐ front label temperature > Converter -
cuit/Open cuit resistor > 830° C GX11- . Re‐
Bank 2 Nernst 4644.0 Ω fer to
• For time >= 17.0
Sensor 1 Voltage • And s ⇒ “3.6.41
(VN) Oxygen Sen‐
• Choice of: sor 2 Before
Catalytic
• Diff. pump Converter
voltage GX11 ,
voltage
(VG) <=
1.20 V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.20
V
• Case 2:
• Nernst volt‐
age (VN) >
4.4 V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) > 2,35
V
• Or
• Diff. pump
voltage
(VIP) vs. vir‐
tual ground
voltage
(VG) < -2.35
V
• Or
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) > 1.6 V
• Or

Q7 2016 ➤
tion ue
• Diff. nernst
voltage
(VN) vs. vir‐
tual ground
voltage
(VG) < -0.1
V
• Or
• Pump cur‐
rent driver
stage inter‐
nal value

Fuel Pump Fuel signal: over Fuel Delivery
"A" Low Pump current fail‐ • Continu‐ Unit - GX1- .
Flow/Per‐ CAN ure feed‐ ous Refer to
formance Commu‐ back >= 2.0 ⇒ “3.6.23
nication [-] Fuel Delivery
With Fuel Unit GX1 ,
Pump • Fuel pump • 1.8 s Checking”,
signal: rota‐ page 940 .
ry failure • Continu‐
feedback ous
>= 2.0 [-]
P2AB3 Cold • Signal volt‐ • Flap comman‐ • 0.2 s • 2 DCY – Check the In‐
Cold Start Start age > 1.76 ded off take Mani‐
Intake Monitor‐ V • Continu‐ fold Runner
Manifold ing Intake • Time after en‐ ous Control
Runner Manifold • For time >= gine start > 3.0 s Valve -
Control Runner 4.0 s N316- . Refer
Stuck Control active to
Open (IMRC) ⇒ “3.6.31 In‐
Bank 1 Actuator • And take Mani‐
stuck fold Runner
open • Idle active Control
• Or Valve N316 ,
Checking”,
• Part load active page 956 .
Cold Start Start age > 1.76 ded off take Mani‐
Open (IMRC) ⇒ “3.6.31 In‐
2 stuck fold Runner
open • Idle active Control
• Or Valve N316 ,
Checking”,

Q7 2016 ➤
tion ue
Cold Start Start age < 2.71 ded on take Mani‐
Closed (IMRC) ⇒ “3.6.31 In‐
stuck fold Runner
close • Idle active Control
Valve N316 ,
• Or Checking”,
Cold Start Start age < 2.71 ded on take Mani‐
Closed (IMRC) ⇒ “3.6.31 In‐
2 stuck fold Runner
close • Idle active Control
Valve N316 ,
• Or Checking”,
• Part load active page 956
P308D CAN: • Fuel pump • Engine on • 2.4 s • 2 DCY – Check the

Fuel Pump Fuel sensor: Fuel Delivery
Engine Pump short to bat‐ • Continu‐ Unit - GX1- .
Speed Too CAN tery failure ous Refer to
Low Commu‐ or rpm devi‐ ⇒ “3.6.23
nication ation feed‐ Fuel Delivery
With Fuel back >= 2.0 Unit GX1 ,
Pump [-] Checking”,
page 940 .
P30F1 ECM: • Direct fuel • ECM keep alive • 10.0 s • 1 DCY – Refer to ap‐
Operator Service injection time active propriate re‐
Mode Se‐ Mode (DFI) serv‐ • Once / pair manual.
lection Ac‐ Function ice mode • Engine speed 0 DCY
tive Monitor‐ active RPM
ing: Mode
Change • Multiport • 10.0 ms
fuel injec‐
tion (MFI) • Once /
service DCY
mode active
U0080 FlexRay: • FlexRay • Time after igni‐ • 0.4 s • 2 DCY – Check the
Vehicle Power‐ lost syn‐ tion on 0.5 s terminal re‐
Communi‐ train chroniza‐ • Continu‐ sistance of
cation Bus commu‐ tion trans‐ ous the CAN-
F nication mitting and Bus. Refer to
check receiving no ⇒ “3.6.8
message CAN-Bus
Terminal Re‐
sistance,
Checking”,
page 910 .

Q7 2016 ➤
tion ue
U013C Accelera‐ • Received • 0.1 s • 2 DCY – Check the
Lost Com‐ tor Pedal message, terminal re‐
munica‐ Position no mes‐ • Continu‐ sistance of
tion With (APP) sage ous the CAN-
Accelera‐ Sensor 1 Bus. Refer to
tor Pedal commu‐ ⇒ “3.6.8
Module nication CAN-Bus
with APP Terminal Re‐
Sensor 1 sistance,
Checking”,
page 910 .
Accelera‐ • Received • 0.1 s • 2 DCY – Check the
tor Pedal message, terminal re‐
Position no mes‐ • Continu‐ sistance of
(APP) sage ous the CAN-
Sensor 2 Bus. Refer to
commu‐ ⇒ “3.6.8
nication CAN-Bus
with APP Terminal Re‐
Sensor 2 sistance,
Checking”,
page 910 .
U043D Accelera‐ • Received • 0.1 s • 2 DCY – Check the
Invalid Da‐ tor Pedal data im‐ terminal re‐
ta Re‐ Position plausible • Continu‐ sistance of
ceived (APP) message ous the CAN-
From Ac‐ Sensor 1 Bus. Refer to
celerator commu‐ • Received • 0.2 s ⇒ “3.6.8
Pedal nication data im‐ CAN-Bus
Module with APP plausible • Continu‐ Terminal Re‐
Sensor 1 message ous sistance,
Checking”,
page 910 .
U043D Accelera‐ • Received • 0.2 s • 2 DCY – Check the
Invalid Da‐ tor Pedal data im‐ terminal re‐
ta Re‐ Position plausible • Continu‐ sistance of
ceived (APP) message ous the CAN-
From Ac‐ Sensor 2 Bus. Refer to
celerator commu‐ • 0.1 s ⇒ “3.6.8
Pedal nication CAN-Bus
Module with APP • Continu‐ Terminal Re‐
Sensor 2 ous sistance,
Checking”,
page 910 .
U060B Manifold • Received • 0.5 s • 2 DCY – Check the
Lost Com‐ Absolute message terminal re‐
munica‐ Pressure no mes‐ • Continu‐ sistance of
tion With (MAP) sage ous the CAN-
Turbo‐ Sensor Bus. Refer to
charger/ commu‐ ⇒ “3.6.8
Super‐ nication CAN-Bus
charger with MAP Terminal Re‐
Boost sistance,
Sensor "A" Checking”,
page 910 .

Q7 2016 ➤
tion ue
U060C Manifold • Received • 0.5 s • 2 DCY – Check the
Lost Com‐ Absolute message terminal re‐
munica‐ Pressure no mes‐ • Continu‐ sistance of
tion With (MAP) sage ous the CAN-
Turbo‐ Sensor 2 Bus. Refer to
charger/ commu‐ ⇒ “3.6.8
Super‐ nication CAN-Bus
charger with MAP Terminal Re‐
Boost 2 sistance,
Sensor "B" Checking”,
page 910 .
Lost Com‐ Trans‐ message tion on 0.5 s terminal re‐
munica‐ mission from TCM, • Continu‐ sistance of
tion with Control no mes‐ ous the CAN-Bus
TCM Module sage between the
(TCM) Engine Con‐
Commu‐ trol Module -
nication J623- and
With TCM the Trans‐
mission Con‐
trol Module -
J217- . Refer
to
⇒ “3.6.9
CAN-Bus
Terminal Re‐
sistance,
Powertrain,
Checking”,
page 912 .
Lost Com‐ Brake message tion on 0.5 s terminal re‐
munica‐ System from TCS, • Continu‐ sistance of
tion With Control no mes‐ ous the CAN-
Anti-Lock Module sage Bus. Refer to
Brake Sys‐ (BSCM) ⇒ “3.6.8
tem (ABS) Commu‐ CAN-Bus
Control nication Terminal Re‐
Module With sistance,
BSCM Checking”,
page 910 .
Lost Com‐ Body Message, tion on 0.5 s terminal re‐
munica‐ Control no mes‐ • Continu‐ sistance of
tion With Module sage ous the CAN-
Body Con‐ (BCM) Bus. Refer to
trol Mod‐ Commu‐ ⇒ “3.6.8
ule nication CAN-Bus
With Terminal Re‐
BCM sistance,
Checking”,
page 910 .

Q7 2016 ➤
tion ue
Lost Com‐ Body no mes‐ tion on 500.0 ms terminal re‐
munica‐ Control sage • Continu‐ sistance of
tion With Module 2 ous the CAN-
Body Con‐ (BCM) Bus. Refer to
trol Mod‐ Commu‐ ⇒ “3.6.8
ule "A" nication CAN-Bus
With Terminal Re‐
BCM 2 sistance,
Checking”,
page 910 .
U0155 COM: In‐ • Message, • Time after igni‐ • 5.0 s • 2 DCY – Check the
Lost Com‐ strument no mes‐ tion on 0.5 s terminal re‐
munica‐ Panel sage • Continu‐ sistance of
tion With Cluster ous the CAN-
Instrument (IPC) Bus. Refer to
Panel Commu‐ ⇒ “3.6.8
Cluster nication CAN-Bus
(IPC) Con‐ With IPC Terminal Re‐
trol Mod‐ sistance,
ule Checking”,
page 910 .
U0302 COM: • Received A/ • Time after igni‐ • 5.0 s • 2 DCY – Check the
Software Trans‐ T vehicle tion on 0.5 s terminal re‐
Incompati‐ mission data from • Continu‐ sistance of
bility With Control TCM signal ous the CAN-Bus
Transmis‐ Module between the
sion Con‐ (TCM) Transmis‐
trol Mod‐ Commu‐ sion Control
ule nication Module -
With TCM J217- and
the Engine
Control Mod‐
ule - J623- .
Refer to
⇒ “3.6.9
CAN-Bus
Terminal Re‐
sistance,
Powertrain,
Checking”,
page 912 .
Software Gateway tempera‐ tion on > 0.1 s terminal re‐
Incompati‐ Commu‐ ture sensor • Continu‐ sistance of
bility With nication coding ous the CAN-
Body Con‐ With monitoring Bus. Refer to
trol Mod‐ Gateway failure ⇒ “3.6.8
ule CAN-Bus
Terminal Re‐
sistance,
Checking”,
page 910 .
U0415 Vehicle • Vehicle • 0.1 s • 2 DCY – Check the
Invalid Da‐ Speed speed > 203 vehicle
ta Re‐ Rationali‐ mph • Continu‐ speed signal.
ceived ty Check ous Refer to
From Anti- High ⇒ “3.6.47
Lock Vehicle
Brake Sys‐ Speed Sig‐
tem (ABS) nal, Check‐
Control ing”,
Module page 992 .

Q7 2016 ➤
tion ue
COM: • Received • Time after igni‐ • 0.5 s
Brake data from tion on 0.5 s
System TCS, im‐ • Continu‐
Control plausible ous
Module message
(BSCM)
Commu‐ • Received • 0.06 s
nication data from
With TCS signal • Continu‐
BSCM out of valid ous
range
Invalid Da‐ Gateway tempera‐ tion on > 0.1 s terminal re‐
ta Re‐ Commu‐ ture value • Continu‐ sistance of
ceived nication (initializa‐ • Engine running ous the CAN-
From Body With tion) failure Bus. Refer to
Control Gateway ⇒ “3.6.8
Module CAN-Bus
Terminal Re‐
sistance,
Checking”,
page 910 .
U0423 COM: In‐ • Received • Time after igni‐ • 3.0 s • 2 DCY – Check the
Invalid Da‐ strument data from tion on 0.5 s terminal re‐
ta Re‐ Panel IPC, signal • Continu‐ sistance of
ceived Cluster out of valid ous the CAN-
From In‐ (IPC) range Bus. Refer to
strument Commu‐ ⇒ “3.6.8
Panel nication CAN-Bus
Cluster With IPC Terminal Re‐
Control sistance,
Module Checking”,
page 910 .
Invalid Da‐ Body data from tion on 500.0 ms terminal re‐
ta Re‐ Control BCM 2 im‐ • Continu‐ sistance of
ceived Module 2 plausible ous the CAN-
From Body (BCM) message Bus. Refer to
Control Commu‐ ⇒ “3.6.8
Module nication CAN-Bus
"A" With Terminal Re‐
BCM 2 sistance,
Checking”,
page 910 .
U1103 ECM: • Production • Vehicle speed < • 0.01 s • 1 DCY – Vehicle in
Production Produc‐ mode active 3 mph production
Mode Ac‐ tion Mode • Continu‐ mode. Refer
tive Function • Max trip mileage ous to appropri‐
Monitor‐ since initial vehi‐ ate repair
ing: Mode cle start-up < manual for
Change 62.15 miles resolution.
• During ECM Note the
keep alive-time mode can be
after ignition off deactivated
with a factory
• Engine speed 0 scan tool or
RPM will automati‐
cally turn off
• For hybrid: after vehicle
accumulates
• Drive motor off the first 100
km of driving.

Q7 2016 ➤
3.5 Transmission DTC Tables

♦ ⇒ “3.5.1 Transmission Control Module , 8-spd 0BW, 2016
MY”, page 815
♦ ⇒ “3.5.2 Transmission Control Module , 8-spd 0B5, 2017 MY”,
page 855
3.5.1 Transmission Control Module , 8-spd 0BW, 2016 MY

AL-551-8QE 0BW
DTC Fault Monitor Strat‐ Malfunction Threshold Secondary Pa‐ Monitor‐ Frequen‐
Code De‐ egy Descrip‐ Criteria Value rameters with ing Time cy of
scription tion Enable Condi‐ Length checks,
tions MIL Illum
P0603 Internal • The diag‐ • Number of • <2 • An EEPROM • < 1.0 s • Imme‐
Control nostic is sector read or write diate
Module monitoring groups • Or operation
Keep EEPROM with valid • = True has occurred
Alive check sums checksum = true
Memory and hard‐
(KAM) Er‐ ware fail‐ • Or
ror ures of the • Read or
Flash Con‐ write oper‐
trol Unit ation not
possible
(Flash
Control
Unit defec‐
tive)
P0605 Internal • A check‐ • Calculated • = True • TCM is in • < 30.0 • 2 DCY

Control sum is cal‐ checksum power-on s
Module culated for unequal to state
Read On‐ each mem‐ reference
ly Memo‐ ory block checksum
ry (ROM) and com‐
Error pared with a
stored ref‐
erence
checksum
P060 Internal • Functional • Inhibit path • Con‐ • 2 DCY

A Control check test of tinu‐
Module safety rele‐ ous
Monitor‐ vant power
ing Pro‐ supplies
cessor during initi‐
Perform‐ alization
ance failed
• Monitoring
of the DN
reset line
failed
Volkswagen Technical Site: http://vwts.ru http://vwts.info

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Plausibility • Hardware • Peripheral
check doesn't re‐ clock active
port any on
error al‐
though the • And
peripheral • Delay time
clock is passed
switched
off
• Or
• Peripheral
is switched
on
• And
• There are
hardware
error re‐
ports for at
least two
cycles
• Failure in
program
flow con‐
trol
• Software • SW - or
check configura‐
tion fault in
WDOG
SW-Modul
• Plausibility • An ASIC
check status fail‐
ure has
been de‐
tected
• A moni‐
tored mod‐
ule status
failure has
been de‐
tected
P060 Internal • ADC moni‐ • Measured • Inconsis‐ • Con‐ • 2 DCY

B Control toring ADC sig‐ tent to con‐ tinu‐
Module nals figured ous
A/D Pro‐ voltage
cessing limits or
Perform‐ other hard‐
ance ware sig‐
nals
• SPI moni‐ • SPI • Communi‐

toring cation er‐
ror

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• RAM ECC • ECC test • Failed
monitoring,
RAM ECC
interrupt
monitoring,
ROM ECC
monitoring
• CPU config‐ • Content of • Inconsis‐

uration reg‐ registers tent to the
ister moni‐ requested
toring values
P0613 TCM Pro‐ • Plausibility • Two sig‐ • Unequal • Con‐ • 2 DCY

cessor check nals repre‐ tinu‐
senting the ous
same val‐
ue but cal‐
culated in
two differ‐
ent ways
are
• Short to bat‐ • ASIC (SPI • Faulty • Power sup‐

tery register) ply activated
• 0%
• Feedback • Power sup‐
(PWM) ply voltage
>= 6.5 V
• Open pin • ASIC (SPI • Faulty
register) • And < 19.2 V
• Short to • ASIC (SPI • Faulty

ground register)
• 100 %
• Short to • Feedback
ground or (PWM)
open pin
• Static by‐ • ASIC (SPI • Faulty

pass to register)
ground
• Dynamic
bypass to
ground
• Current too • SW (calcu‐ • <= 850.0 – • Power sup‐

low lation) 120.0 mA ply activated
feedback
PWM • <= Calcu‐ • Power sup‐
lated lim‐ ply voltage
• No shift‐ its, de‐ >= 8.4 V
ing: pending on
incoming • And < 19.2 V
• Measured current
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Current too • >= 50.0 +
high 170.0 mA
• >= Calcu‐
lated lim‐
its, de‐
pending on
incoming
current
gradient
mA
• SPI com‐ • Check • > Sync-pe‐ • Power sup‐

munication byte of riod + 20 ply activated
monitoring message μs
wrong • Power sup‐
• PWM fre‐ • < Sync-pe‐ ply voltage
quency • Read back riod - 20 μs >= 6.5 V
of sent
message • And < 19.2 V
failed
• PWM
feedback
period
• Signal • Signal • No failure de‐

check read back tected on
from the CAN Bus
CAN Bus
is unequal
to the send
out signal

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
P0667 Control • With only • Number of • >1 • < • 2 DCY
Module one defec‐ defective 300.0
Internal tive sensor, tempera‐ s
Tempera‐ the trans‐ ture sen‐
ture Sen‐ mission sor signals
sor "A" uses one of
Range/ the remain‐
Perform‐ ing sensor
ance signals as
substitute
value and is
therefore
fully func‐
tional (no
MIL illumi‐
nation and
fault code
storage).
The moni‐
toring of the
3 sensors is
described
below. If at
least one of
the descri‐
bed moni‐
toring strat‐
egies for
each sen‐
sor detects
a malfunc‐
tion, the re‐
spective
sensor is
considered
defective. If
more than
one temper‐
ature sen‐
sor is defect
a fault is
stored and
the MIL is il‐
luminated.

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Circuit con‐ • Voltage at • > 4.7 V
tinuity sensor
plus pin (U • < 0.508 V
pin hi) • > 0.423 V
• Voltage at • < 0.005 V
sensor
plus pin (U • > 4.512 V
pin hi)
• < 0.135 V
• Voltage at
sensor mi‐ • > 15.5
nus pin (U • < 10
pin lo)
• Voltage at
sensor mi‐
nus pin (U
pin lo)
• Difference
voltage at
sensor
pins (U
sensor)
• Difference
voltage at
sensor
pins (U
sensor)
• Resistor
ratio (U
supply – U
sensor) / U
pin lo
• Resistor
ratio (U
supply – U
sensor) / U
pin lo
• Rationality • Transmis‐ • > 20° C • No failure de‐ • < 1.0 s

check sion oil tected in oth‐
tempera‐ er oil temper‐
ture delta ature sensor
between 2 monitors
measure‐
ments >
20° C
• In thermo‐ • > 15° C • No failure de‐ • 300.0

dynamic tected in oth‐ s
stable con‐ er oil temper‐
ditions: ature sensor
monitors
• Absolute
differen‐ • No failure de‐
ces be‐ tected in In‐
tween: put speed
signal and
engine
speed signal

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Oil temper‐ • > 30° C • Engine
ature value speed or in‐
and chip 1 put speed >
tempera‐ 400 RPM
ture value
and oil • And >= 300.0
tempera‐ s
ture value
and chip 2
tempera‐
ture value
• Signal • Out of • < - 45.9° C • < 1.0 s

range range low
check • > 167.8° C
• Out of
range high
• ASIC moni‐ • Plausibility

toring to internal
compara‐
tor outputs
violated

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Rationality • Absolute • > 10° C • No failure de‐ • 300.0
check differen‐ tected in oth‐ s
ces be‐ • > 15° C er chip tem‐
tween • > 30° C perature
Chip 1 and sensor moni‐
Chip 2 tors
tempera‐
ture value • No failure de‐
tected in in‐
• And put speed
signal and
• In thermo‐ engine
dynamic speed signal
stable con‐
ditions: • Engine
speed or in‐
• Absolute put speed >
differen‐ 400 RPM
ces be‐
tween: • And >= 300.0
s
• Oil temper‐
ature value
and chip 1
tempera‐
ture value
• In thermo‐
dynamic
stable con‐
ditions:
• Absolute
differen‐
ces be‐
tween:
• Oil temper‐
ature value
and chip 1
tempera‐
ture value
• Signal • Out of • < - 45.9° C • < 1.0 s

range range low
check • > 192° C
• Out of
range high
• ASIC moni‐ • Time out

toring during initi‐
alization

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
Chip 2 tors
tempera‐
tected in in‐
• And put speed
signal and
stable con‐
ditions: • Engine
speed or in‐
differen‐ 400 RPM
ces be‐
tween: • And >= 300.0
s
• Oil temper‐
ature value
and chip 2
tempera‐
ture value
• In thermo‐
dynamic
stable con‐
ditions:
• Absolute
differen‐
ces be‐
tween:
• Oil temper‐
ature value
and chip 2
tempera‐
ture value
P0715 Input Tur‐ • ASIC HW • ASIC • Open cir‐ • No failure de‐ • 200.0 • 2 DCY
bine/ monitoring CG124 in‐ cuit or tected in sen‐ ms
Speed dicates short cir‐ sor voltage
Sensor cuit to supply
"A" Cir‐ ground
cuit
P0716 Input/Tur‐ • Rationality • More than • Input • No failure de‐ • 300.0 • 2 DCY
bine check one of the speed, tected in sen‐ ms
Shaft following output sor voltage
Speed speed sig‐ speed supply
Sensor nals are
"A" Cir‐ defective: • Or wheel • Engine
cuit speed speed > 430
Range/ RPM
Perform‐ • No failure de‐
ance tected in en‐
gine speed
CAN mes‐
sage

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Input • Input • No failure de‐
speed sen‐ speed and tected in sen‐
sor and engine sor voltage
engine speed supply
speed sig‐ CAN mes‐
nal are sage
faulty
• Absolute • > 350 RPM • No failure de‐

difference tected in sen‐
between sor voltage
output supply
speed and
output • Transmis‐
speed cal‐ sion status
culated no power
from wheel flow or during
speed shifting
• Engine
speed > 430
RPM
• No failure de‐
tected in en‐
gine speed
CAN mes‐
sage
• Rationality • Implausi‐ • > 500 RPM • No failure de‐ • 100.0

check ble nega‐ tected in sen‐ ms
tive gradi‐ sor voltage
ent in fixed supply
gear
• Difference • > 250 RPM • No failure de‐ • 500.0

to output tected in sen‐ ms
speed cal‐ • > 250 RPM sor voltage
culated supply,
from wheel wheel speed
speed signal, out‐
put speed
• And differ‐ signal
ence to
output • And electri‐
speed cal output
speed sen‐
sor monitor‐
ing
P0720 Output • ASIC HW • ASIC • Open cir‐ • No failure de‐ • Con‐ • 2 DCY
Shaft monitoring CG124 in‐ cuit or tected in sen‐ tinu‐
Speed dicates short to sor voltage ous
Sensor ground supply
Circuit

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
P0721 Output • Rationality • Difference • > 350 RPM • No failure de‐ • Con‐ • 2 DCY
Shaft check to output tected in sen‐ tinu‐
Speed speed cal‐ • > 250 RPM sor voltage ous
Sensor culated supply,
Circuit from wheel wheel speed
Range/ speed signal, input
Perform‐ speed signal
ance • And differ‐
ence to • And electri‐
output cal output
speed cal‐ speed sen‐
culated sor monitor‐
from input ing
speed
P0727 Engine • Signal • Failure val‐ • And no fail‐ • Con‐ • 2 DCY

Speed In‐ check ue re‐ ure detected tinu‐
put Cir‐ ceived on CAN Bus ous
cuit No
Signal • And battery
voltage > 9 V
P0730 Incorrect • Affected • General • 3 • 2 DCY

Gear Ra‐ clutches: A descrip‐ times
tio or B tion: 30.0
ms
• Con‐
tinu‐
ous

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Affected • The actual
clutches: A ratio has to
or D stay in de‐
fined
bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.
• Affected • Actual ra‐ • > • Fixed gear

clutches: B tio CC_Ratio_THUP_x
engaged
or D
• Or actual • <
ratio CC_Ratio_THLO_x

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Affected • And output
clutches: B speed >= 50
or E RPM
• Affected
clutches: C
or D
• Affected • Output • > 320 RPM • Fixed gear

clutches: A speed engaged
or E times gear
ratio - input • And output
• Affected speed speed < 50
clutches: A RPM
or C
• Affected
clutches: B
or C
• Affected • Actual ra‐ • > Ratio at start

• Gear
of gear
en‐
clutches: C tio engagement + gagement in
or E CD_Ratio_OFTHUP_xprogress
• Or actual
• Affected ratio • < Gear X ratio
• -And output
clutches: D CC_Ratio_THLO_xspeed
- >= 50
or E CD_Ratio_OFTHLO_x
RPM
• And ratio at
• Affected start of gear
clutches: A engagement
or B or C > gear X ratio
• Affected
clutches: A
or B or E
• Affected • < Ratio at start

• Gear
of gear
en‐
clutches: B engagement + gagement in
or C or E CD_Ratio_OFTHLO_xprogress
• Affected • > Gear X ratio

• +And output
clutches: B CC_Ratio_THUP_xspeed
+ >= 50
or D or E CD_Ratio_OFTHUP_x
RPM
• And ratio at
clutches: B engagement
or C or D <= gear X ra‐
tio
• Affected
clutches: C
or D or E
• Affected • Last input • < 40 RPM • Gear en‐

clutches: A speed val‐ gagement in
or C or D ue - actual • > -40 RPM progress
input
• Affected speed • And time af‐
clutches: A ter start of
or D or E gear en‐
gagement <
1.5 s

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Affected • Or last in‐ • And output
clutches: A put speed speed < 50
or B or D value - ac‐ RPM
tual input
• Affected speed
clutches: A • (Time be‐
or B or C tween
measure‐
ments: 30
ms)
• Affected
clutches: A
or B or E
• Affected
clutches: B
or C or E
• Affected
clutches: B
or D or E
• Affected
clutches: B
or C or D
• Affected
clutches: C
or D or E
• Affected
clutches: A
or C or D
• Affected
clutches: A
or D or E
• Affected
clutches: A
or B or D
P0741 Torque • Rationality • Absolute • > CC Con‐ • Torque con‐ • 20,000.0• 2 DCY
Convert‐ check difference vClutch verter clutch ms
er Clutch of actual MAX‐ closed or
Circuit slip and OFFXD closed loop • Continu‐
Perform‐ target slip RPM control ous
ance/
Stuck Off • Engine tor‐
que < 1,000
Nm
• TCC-pres‐
sure > 3 bar
P0746 Pressure • Short to • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
Control ground register) ply activated tinu‐
Solenoid • 100% ous
"A" Per‐ • Feedback • Power sup‐
for‐ (PWM) ply voltage
>= 6.5 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
mance/ • Short to • And < 19.2 V
Stuck Off ground or
open pin
P0747 Pressure • Short to bat‐ • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
Control tery register) ply activated tinu‐
Solenoid • 0% ous
"A" Stuck • Feedback • Power sup‐
On (PWM) ply voltage
>= 6.5 V
• And < 19.2 V
P0748 Pressure • Static by‐ • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
Control pass to register) ply activated tinu‐
Solenoid ground ous
"A" Elec‐ • Power sup‐
trical • Dynamic ply voltage
bypass to >= 6.5 V
ground • And < 19.2 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current
• Current too • SW (calcu‐ • >= 50.0 +

high lation) 170.0 mA
feedback
PWM • >= Calcu‐
lated lim‐
• No shift‐ its, de‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
monitoring message µs
• < Sync-pe‐ ply voltage
• Read back riod - 20 µs >= 6.5 V
of sent
failed
• PWM
feedback
period
P0749 Pressure • Open circuit • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
Control register) ply activated tinu‐
Solenoid ous
"A" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
P0750 Shift Sol‐ • Static by‐ • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" pass to register) ply activated tinu‐
ground ous
• Power sup‐
• Dynamic ply voltage
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
P0751 Shift Sol‐ • Short to • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" ground register) ply activated tinu‐
Perform‐ • 100% ous
ance/ • Short to • Feedback • Power sup‐
Stuck Off ground or (PWM) ply voltage
open pin >= 6.5 V
• And < 19.2 V
P0752 Shift Sol‐ • Short to bat‐ • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" tery register) ply activated tinu‐
Stuck On • 0% ous
(PWM) ply voltage
>= 6.5 V
• And < 19.2 V
P0754 Shift Sol‐ • Open circuit • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" register) ply activated tinu‐
Intermit‐ ous
tent • Power sup‐
ply voltage
>= 6.5 V
• And < 19.2 V
"B" Per‐ • Short to • Feedback • Power sup‐
for‐ ground or (PWM) ply voltage
mance/ open pin >= 6.5 V
Stuck Off • And < 19.2 V
Solenoid • 0% ous
"B" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"B" Elec‐ • Power sup‐
trical ply voltage
>= 6.5 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Dynamic • And < 19.2 V
bypass to
ground

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
Solenoid ous
"B" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
P077 Output • ASIC HW • ASIC • Short cir‐ • No failure de‐ • Con‐ • 2 DCY
C Shaft monitoring CG124 in‐ cuit to bat‐ tected in sen‐ tinu‐
Speed dicates tery volt‐ sor voltage ous
Sensor age supply
Circuit
Low
P0780 Shift Er‐ • Shifting • General • 3 • 2 DCY
ror from gear: 1 descrip‐ times
tion: 30.0
• Shifting ms
from gear: 2 • While shift‐
ing from • Con‐
gear X to tinu‐
• Shifting gear Y the ous
from gear: 3 ratio also
has to stay
• Shifting in defined
from gear: 4 bounds.
While shift‐
ing it is not
possible to
relate the
reason of
the mal‐
function to
specific
clutches. If
one of the
following
malfunc‐
tion criteri‐
on is de‐
tected, a
fault code
is stored,
that corre‐
sponds to
the starting
gear of the
shifting.
• Shifting • Actual ra‐ • > Gear X ratio

• +Shifting from
from gear: 5 tio CC_Ratio_THUP_x gear +X to
CC_Ratio_OFTHUP_xy
gear Y in pro‐
• Shifting • Or actual gress X < Y
from gear: 6 ratio • < Gear Y ratio -(Upshift)
CC_Ratio_THLO_y -
CC_Ratio_OFTHLO_xy
• And output
speed >= 50
RPM
• Shifting • < Gear X ratio

• -Shifting from
from gear: 7 CC_Ratio_THLO_x gear-X to
CC_Ratio_OFTHLO_xy
gear Y in pro‐
• Shifting gress X > Y
from gear: 8 • > Gear Y ratio +(Downshift)
CC_Ratio_THUP_y +
CC_Ratio_OFTHUP_xy
• And output
speed >= 50
RPM
Solenoid ous

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
"C" Per‐ • Short to • Feedback • 100% • Power sup‐
Stuck Off
• And < 19.2 V
Solenoid • 0% ous
"C" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"C" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
Solenoid ous
"C" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
P07B Input/Tur‐ • ASIC HW • ASIC • Open cir‐ • No failure de‐ • 100.0 • 2 DCY
F bine monitoring CG124 in‐ cuit or tected in sen‐ ms
Shaft dicates short cir‐ sor voltage
Speed cuit to supply
Sensor ground
"A" Cir‐
cuit Low
P2637 Torque • Signal • Failure val‐ • No failure de‐ • Con‐ • 2 DCY
Manage‐ check ue re‐ tected on tinu‐
ment ceived CAN Bus ous
Feed‐
back Sig‐ • And battery
nal "A" voltage > 9 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
P2700 Trans‐ • Affected • General • 3 • 2 DCY
mission clutches: A descrip‐ times
Friction tion: 30.0
Element ms
"A" Apply • The actual
Time ratio has to • Con‐
Range/ stay in de‐ tinu‐
Perform‐ fined ous
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
mission clutches: B descrip‐ times
Friction tion: 30.0
Element ms
"B" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
mission clutches: C descrip‐ times
Friction tion: 30.0
Element ms
"C" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
mission clutches: D descrip‐ times
Friction tion: 30.0
Element ms
"D" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
mission clutches: E descrip‐ times
Friction tion: 30.0
Element ms
"E" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.
"D" Per‐ • Feedback
for‐ (PWM)

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
mance/ • Short to • Power sup‐
Stuck Off ground or ply voltage
open pin >= 6.5 V
• And < 19.2 V
Solenoid • 0% ous
"D" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"D" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
Solenoid ous
"D" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
"E" Per‐ • Short to • Feedback • Power sup‐
Solenoid • 0% ous
"E" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"E" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
Solenoid ous
"E" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
"F" Per‐ • Short to • Feedback • Power sup‐
Solenoid • 0% ous
"F" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"F" Elec‐ • Power sup‐
bypass to >= 6.5 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current
• SPI com‐ • Checkbyte • > Sync-pe‐ • Power sup‐

munication of mes‐ riod + 20 ply activated
monitoring sage µs
of sent
failed
• PWM
feedback
period
Solenoid ous
"F" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
P2753 Trans‐ • Open pin • PWM out‐ • <= 2.4 V • Power sup‐ • Con‐ • 2 DCY
mission put duty ply activated tinu‐
Fluid cycle • > 2.4 V ous
Cooler range 5 – • • Power sup‐
<4V ply voltage
Control 95 %
Circuit/ • <= 4 V >= 6.5 V
Open • Measured
voltage in • <= [] 23.5;
duty phase 18.69; V
23.5; 18.69;
• And in no 18.69 V
duty phase
• PWM out‐
put duty
cycle
range 0 – 5
%
• Measured
voltage in
no duty
phase
• Short to • ASIC (SPI • Faulty • Power sup‐

ground or register) ply activated
open pin
• PWM output
duty cycle
range 100 %
• Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V
P2754 Trans‐ • Short to • Feedback • <= 2.4 V • Power sup‐ • Con‐ • 2 DCY
mission ground (PWM) ply activated tinu‐
Fluid ous
Cooler • Measured • PWM output
Control voltage in duty cycle
Circuit no duty range 0 – 95
Low phase %
• Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
P2755 Trans‐ • Short to bat‐ • Measured • >= 3.5 V • Power sup‐ • Con‐ • 2 DCY
mission tery voltage ply activated tinu‐
Fluid from feed‐ ous
Cooler back • PWM output
Control (PWM) in duty cycle
Circuit duty phase range 5 – 100
High %
• Power sup‐
ply voltage
>= 6.5 V and
<= 23.5;
18.69; V
23.5; 18.69;
18.69 V16V
Control ground or register) ply activated tinu‐
Solenoid open pin ous
"G" Per‐ • PWM output
for‐ duty cycle
mance/ range 100 %
Stuck Off • Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V
Solenoid ous
"G" Con‐ • Power sup‐
trol Cir‐ ply voltage
cuit/Open >= 6.5 V
• And < 19.2 V
Solenoid ground ous
trol Cir‐ • Dynamic ply voltage
cuit bypass to >= 6.5 V
Range/ ground • And < 19.2 V
Perform‐
ance
feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
P2814 Pressure • Short to • Feedback • <= 2.4 V • Power sup‐ • Con‐ • 2 DCY
Control ground (PWM) ply activated tinu‐
Solenoid ous
"G" Con‐ • Measured • PWM output
trol Cir‐ voltage in duty cycle
cuit Low no duty range 0 – 95
phase %
• Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V
P2815 Pressure • Short to bat‐ • Measured • >= 3.5 V • Power sup‐ • Con‐ • 2 DCY
Control tery voltage ply activated tinu‐
Solenoid from feed‐ ous
"G" Con‐ back • PWM output
trol Cir‐ (PWM) in duty cycle
cuit High duty phase range 5 – 100
%
• Power sup‐
ply voltage
>= 6.5 V and
<= 23.5;
18.69; V
23.5; 18.69;
18.69 V16V

Q7 2016 ➤
AL-551-8QE 0BW
tions MIL Illum
U000 High • Rationality • CAN Bus • Off • Con‐ • 2 DCY
1 Speed check state tinu‐
CAN ous
Commu‐
nication
Bus
U000 High • Time out • Time out • Battery volt‐ • Con‐ • 2 DCY
2 Speed for all re‐ age > 9.0 V tinu‐
CAN ceived ous
Commu‐ messages • And
nication on A-CAN • Battery volt‐
Bus Per‐ age < 17.0 V
formance
U010 Lost • Time out • Message • Expired • No fault de‐ • Con‐ • 2 DCY
0 Commu‐ specific tected on tinu‐
nication time CAN Bus ous • Imme‐
With diate
ECM/ • And
PCM "A" • Battery volt‐
age > 9.0 V
• And
• Battery volt‐
age < 17.0 V
U040 Invalid • Time out • Message • Expired • No fault de‐ • Con‐ • 2 DCY
1 Data Re‐ specific tected on tinu‐
ceived time CAN Bus ous • Imme‐
From diate
ECM/ • And
age > 9.0 V
• And
• Battery volt‐
age < 17.0 V

Q7 2016 ➤
3.5.2 Transmission Control Module , 8-spd 0B5, 2017 MY

AL-551-8Q 0BW
tions MIL Illum
P0603 Internal • The diag‐ • Number of • <2 • An EEPROM • < 1.0 s • Imme‐
Control nostic is sector read or write diate
Module monitoring groups • Or operation
Keep EEPROM with valid • = True has occurred
Alive check sums checksum = true
Memory and hard‐
(KAM) Er‐ ware fail‐ • Or
ror ures of the • Read or
Flash Con‐ write oper‐
trol Unit ation not
possible
(Flash
Control
Unit defec‐
tive)
P0605 Internal • A check‐ • Calculated • = True • TCM is in • < 30.0 • 2 DCY

Control sum is cal‐ checksum power-on s
Module culated for unequal to state
Read On‐ each mem‐ reference
ly Memo‐ ory block checksum
ry (ROM) and com‐
Error pared with a
stored ref‐
erence
checksum
P060 Internal • Functional • Inhibit path • Con‐ • 2 DCY

A Control check test of tinu‐
Module safety rele‐ ous
Monitor‐ vant power
ing Pro‐ supplies
cessor during initi‐
Perform‐ alization
ance failed
• Monitoring
of the DN
reset line
failed

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Plausibility • Hardware • Peripheral
check doesn't re‐ clock active
port any on
error al‐
though the • And
peripheral • Delay time
clock is passed
switched
off
• Or
• Peripheral
is switched
on
• And
• There are
hardware
error re‐
ports for at
least two
cycles
• Failure in
program
flow con‐
trol
• Software • SW - or
check configura‐
tion fault in
WDOG
SW-Modul
• Plausibility • An ASIC
check status fail‐
ure has
been de‐
tected
• A moni‐
tored mod‐
ule status
failure has
been de‐
tected
P060 Internal • ADC moni‐ • Measured • Inconsis‐ • Con‐ • 2 DCY

B Control toring ADC sig‐ tent to con‐ tinu‐
Module nals figured ous
A/D Pro‐ voltage
cessing limits or
Perform‐ other hard‐
ance ware sig‐
nals
• SPI moni‐ • SPI • Communi‐

toring cation er‐
ror

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• RAM ECC • ECC test • Failed
monitoring,
RAM ECC
interrupt
monitoring,
ROM ECC
monitoring
• CPU config‐ • Content of • Inconsis‐

uration reg‐ registers tent to the
ister moni‐ requested
toring values
P0613 TCM Pro‐ • Plausibility • Two sig‐ • Unequal • Con‐ • 2 DCY

cessor check nals repre‐ tinu‐
senting the ous
same val‐
ue but cal‐
culated in
two differ‐
ent ways
are
• Signal • Signal • No failure de‐

check read back tected on
from the CAN Bus
CAN Bus
is unequal
to the send
out signal

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
P0667 Control • With only • Number of • >1 • < • 2 DCY
Module one defec‐ defective 300.0
Internal tive sensor, tempera‐ s
Tempera‐ the trans‐ ture sen‐
ture Sen‐ mission sor signals
sor "A" uses one of
Range/ the remain‐
Perform‐ ing sensor
ance signals as
substitute
value and is
therefore
fully func‐
tional (no
MIL illumi‐
nation and
fault code
storage).
The moni‐
toring of the
3 sensors is
described
below. If at
least one of
the descri‐
bed moni‐
toring strat‐
egies for
each sen‐
sor detects
a malfunc‐
tion, the re‐
spective
sensor is
considered
defective. If
more than
one temper‐
ature sen‐
sor is defect
a fault is
stored and
the MIL is il‐
luminated.

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Circuit con‐ • Voltage at • > 4.7 V
tinuity sensor
plus pin (U • < 0.508 V
pin hi) • > 0.423 V
• Voltage at • < 0.005 V
sensor
plus pin (U • > 4.512 V
pin hi)
• < 0.135 V
• Voltage at
sensor mi‐ • > 15.5
nus pin (U • < 10
pin lo)
• Voltage at
sensor mi‐
nus pin (U
pin lo)
• Difference
voltage at
sensor
pins (U
sensor)
• Difference
voltage at
sensor
pins (U
sensor)
• Resistor
ratio (U
supply - U
sensor) / U
pin lo
• Resistor
ratio (U
supply - U
sensor) / U
pin lo
• Rationality • Transmis‐ • > 20° C • No failure de‐ • < 1.0 s

check sion oil tected in oth‐
tempera‐ er oil temper‐
ture delta ature sensor
between 2 monitors
measure‐
ments
• In thermo‐ • > 15° C • No failure de‐ • 300.0

dynamic tected in oth‐ s
stable con‐ er oil temper‐
ditions: ature sensor
monitors
• Absolute
differen‐ • No failure de‐
ces be‐ tected in In‐
tween: put speed
signal and
engine
speed signal

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Oil temper‐ • > 30° C • Engine
ature value speed or in‐
and chip 1 put speed >
tempera‐ 400 RPM
ture value
and oil • And >= 300.0
tempera‐ s
ture value
and chip 2
tempera‐
ture value
• Signal • Out of • < - 45.9° C • < 1.0 s

range range low
check • > 167.8° C
• Out of
range high
• ASIC moni‐ • Plausibility

toring to internal
compara‐
tor outputs
violated

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
Chip 2 tors
tempera‐
tected in in‐
• And put speed
signal and
stable con‐
ditions: • Engine
speed or in‐
differen‐ 400 RPM
ces be‐
tween: • And >= 300.0
s
• Oil temper‐
ature value
and chip 1
tempera‐
ture value
• In thermo‐
dynamic
stable con‐
ditions:
• Absolute
differen‐
ces be‐
tween:
• Oil temper‐
ature value
and chip 1
tempera‐
ture value
• Signal • Out of • < - 45.9° C • < 1.0 s

range range low
check • > 192° C
• Out of
range high
• ASIC moni‐ • Time out

toring during initi‐
alization

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
Chip 2 tors
tempera‐
tected in in‐
• And put speed
signal and
stable con‐
ditions: • Engine
speed or in‐
differen‐ 400 RPM
ces be‐
tween: • And >= 300.0
s
• Oil temper‐
ature value
and chip 2
tempera‐
ture value
• In thermo‐
dynamic
stable con‐
ditions:
• Absolute
differen‐
ces be‐
tween:
• Oil temper‐
ature value
and chip 2
tempera‐
ture value
P0715 Input Tur‐ • ASIC HW • ASIC • Open cir‐ • No failure de‐ • 200.0 • 2 DCY
bine/ monitoring CG124 in‐ cuit or tected in sen‐ ms
Speed dicates short cir‐ sor voltage
Sensor cuit to supply
"A" Cir‐ ground
cuit
P0716 Input/Tur‐ • Rationality • More than • Input • No failure de‐ • 300.0 • 2 DCY
bine check one of the speed, tected in sen‐ ms
Shaft following output sor voltage
Speed speed sig‐ speed supply
Sensor nals is de‐
"A" Cir‐ fective: • Or wheel • Engine
cuit speed speed > 430
Range/ RPM
Perform‐ • No failure de‐
ance tected in en‐
gine speed
CAN mes‐
sage

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Input • Input • No failure de‐
speed sen‐ speed and tected in sen‐
sor and engine sor voltage
engine speed supply
speed sig‐ CAN mes‐
nal are sage
faulty
• Absolute • > 350 RPM • No failure de‐

difference tected in sen‐
between sor voltage
output supply
speed and
output • Transmis‐
speed cal‐ sion status
culated no power
from wheel flow or during
speed shifting
• Engine
speed > 430
RPM
• No failure de‐
tected in en‐
gine speed
CAN mes‐
sage
• Implausi‐ • > 500 RPM • No failure de‐ • 100.0

ble nega‐ tected in sen‐ ms
tive gradi‐ sor voltage
ent in fixed supply
gear
• Difference • > 250 RPM • No failure de‐ • 500.0

to output tected in sen‐ ms
speed cal‐ • > 250 RPM sor voltage
culated supply,
from wheel wheel speed
speed signal, out‐
put speed
• And differ‐ signal
ence to
output • And electri‐
speed cal output
speed sen‐
sor monitor‐
ing
P0720 Output • ASIC HW • ASIC • Open cir‐ • No failure de‐ • Con‐ • 2 DCY
Shaft monitoring CG124 in‐ cuit or tected in sen‐ tinu‐
Speed dicates short to sor voltage ous
Sensor ground supply
Circuit

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
P0721 Output • Rationality • Difference • > 350 RPM • No failure de‐ • Con‐ • 2 DCY
Shaft check to output tected in sen‐ tinu‐
Speed speed cal‐ • > 250 RPM sor voltage ous
Sensor culated supply,
Circuit from wheel wheel speed
Range/ speed signal, input
Perform‐ speed signal
ance • And differ‐
ence to • And electri‐
output cal output
speed cal‐ speed sen‐
culated sor monitor‐
from input ing
speed
P0727 Engine • Signal • Failure val‐ • And no fail‐ • Con‐ • 2 DCY

Speed In‐ check ue re‐ ure detected tinu‐
put Cir‐ ceived on CAN Bus ous
cuit No
Signal • And battery
voltage > 9.0
V
P0730 Incorrect • Affected • General • 3 • 2 DCY

Gear Ra‐ clutches: A descrip‐ times
tio or B tion: 30.0
ms
• Con‐
tinu‐
ous

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Affected • The actual
clutches: A ratio has to
or D stay in de‐
fined
bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.
• Affected • Actual ra‐ • > • Fixed gear

clutches: B tio CC_Ratio_THUP_x
engaged
or D
• Or actual • <
ratio CC_Ratio_THLO_x

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Affected • And output
clutches: B speed >= 50
or E RPM
• Affected
clutches: C
or D
• Affected • Output • > 320 RPM • Fixed gear

clutches: A speed engaged
or E times gear
ratio - input • And output
• Affected speed speed < 50
clutches: A RPM
or C
• Affected
clutches: B
or C
• Affected • Actual ra‐ • > Ratio at start

• Gear
of gear
en‐
clutches: C tio engagement + gagement in
or E CD_Ratio_OFTHUP_xprogress
• Or actual
• Affected ratio • < Gear X ratio
• -And output
clutches: D CC_Ratio_THLO_xspeed
- >= 50
or E CD_Ratio_OFTHLO_x
RPM
• And ratio at
clutches: A engagement
or B or C > gear X ratio
• Affected
clutches: A
or B or E
• Affected • < Ratio at start

• Gear
of gear
en‐
clutches: B engagement + gagement in
or C or E CD_Ratio_OFTHLO_xprogress
• Affected • > Gear X ratio

• +And output
clutches: B CC_Ratio_THUP_xspeed
+ >= 50
or D or E CD_Ratio_OFTHUP_x
RPM
• And ratio at
clutches: B engagement
or C or D <= gear X ra‐
tio
• Affected
clutches: C
or D or E
• Affected • Last input • < 40 RPM • Gear en‐

clutches: A speed val‐ gagement in
or C or D ue - actual • > -40 RPM progress
input
• Affected speed • And time af‐
clutches: A ter start of
or D or E gear en‐
gagement <
1.5 s

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Affected • Or last in‐ • And output
clutches: A put speed speed < 50
or B or D value - ac‐ RPM
tual input
• Affected speed
clutches: A • (Time be‐
or B or C tween
measure‐
ments:
30.0 ms)
• Affected
clutches: A
or B or E
• Affected
clutches: B
or C or E
• Affected
clutches: B
or D or E
• Affected
clutches: B
or C or D
• Affected
clutches: C
or D or E
• Affected
clutches: A
or C or D
• Affected
clutches: A
or D or E
• Affected
clutches: A
or B or D
P0741 Torque • Rationality • Absolute • > CC Con‐ • Torque con‐ • 20,000.0• 2 DCY
Convert‐ check difference vClutch verter clutch ms
er Clutch of actual MAX‐ closed or
Circuit slip and OFFXD closed loop • Continu‐
Perform‐ target slip RPM control ous
ance/
Stuck Off • Engine tor‐
que < 1,000
Nm
• TCC-pres‐
sure > 3 bar
"A" Per‐ • Feedback • Power sup‐
for‐ (PWM) ply voltage
>= 6.5 V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mance/ • Short to • And < 19.2 V
Stuck Off ground or
open pin
Solenoid • 0% ous
"A" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"A" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
P0749 Pressure • Open pin • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
Solenoid ous
"A" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
P0750 Shift Sol‐ • Static by‐ • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" pass to register) ply activated tinu‐
ground ous
• Power sup‐
• Dynamic ply voltage
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
P0751 Shift Sol‐ • Short to • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" ground register) ply activated tinu‐
Perform‐ • 100% ous
ance/ • Short to • Feedback • Power sup‐
Stuck Off ground or (PWM) ply voltage
open pin >= 6.5 V
• And < 19.2 V
P0752 Shift Sol‐ • Short to bat‐ • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" tery register) ply activated tinu‐
Stuck On • 0% ous
(PWM) ply voltage
>= 6.5 V
• And < 19.2 V
P0754 Shift Sol‐ • Open pin • ASIC (SPI • Faulty • Power sup‐ • Con‐ • 2 DCY
enoid "A" register) ply activated tinu‐
Intermit‐ ous
tent • Power sup‐
ply voltage
>= 6.5 V
• And < 19.2 V
"B" Per‐ • Short to • Feedback • Power sup‐
Solenoid • 0% ous
"B" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"B" Elec‐ • Power sup‐
trical ply voltage
>= 6.5 V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Dynamic • And < 19.2 V
bypass to
ground

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
Solenoid ous
"B" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
P077 Output • ASIC HW • ASIC • Short cir‐ • No failure de‐ • Con‐ • 2 DCY
C Shaft monitoring CG124 in‐ cuit to bat‐ tected in sen‐ tinu‐
Speed dicates tery volt‐ sor voltage ous
Sensor age supply
Circuit
Low
P0780 Shift Er‐ • Shifting • General • 3 • 2 DCY
ror from gear: 1 descrip‐ times
tion: 30.0
• Shifting ms
from gear: 2 • While shift‐
ing from • Con‐
gear X to tinu‐
• Shifting gear Y the ous
from gear: 3 ratio also
has to stay
• Shifting in defined
from gear: 4 bounds.
While shift‐
ing it is not
possible to
relate the
reason of
the mal‐
function to
specific
clutches. If
one of the
following
malfunc‐
tion criteri‐
on is de‐
tected, a
fault code
is stored,
that corre‐
sponds to
the starting
gear of the
shifting.
• Shifting • Actual ra‐ • > Gear X ratio

• +Shifting from
from gear: 5 tio CC_Ratio_THUP_x gear +X to
CC_Ratio_OFTHUP_xy
gear Y in pro‐
• Shifting • Or actual gress X < Y
from gear: 6 ratio • < Gear Y ratio -(Upshift)
CC_Ratio_THLO_y -
CC_Ratio_OFTHLO_xy
• AND output
speed >= 50
RPM
• Shifting • < Gear X ratio

• -Shifting from
from gear: 7 CC_Ratio_THLO_x gear-X to
CC_Ratio_OFTHLO_xy
gear Y in pro‐
• Shifting gress X > Y
from gear: 8 • > Gear Y ratio +(Downshift)
CC_Ratio_THUP_y +
CC_Ratio_OFTHUP_xy
• AND output
speed >= 50
RPM
Solenoid ous

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
"C" Per‐ • Short to • Feedback • 100% • Power sup‐
Stuck Off
• And < 19.2 V
Solenoid • 0% ous
"C" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"C" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
Solenoid ous
"C" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
P07B Input/Tur‐ • ASIC HW • ASIC • Short cir‐ • No failure de‐ • 100.0 • 2 DCY
F bine monitoring CG124 in‐ cuit to bat‐ tected in sen‐ ms
Shaft dicates tery volt‐ sor voltage
Speed age supply
Sensor
"A" Cir‐
cuit Low
P2637 Torque • Signal • Failure val‐ • No failure de‐ • Con‐ • 2 DCY
Manage‐ check ue re‐ tected on tinu‐
ment ceived CAN Bus ous
Feed‐
back Sig‐ • And battery
nal "A" voltage > 9.0
V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mission clutches: A descrip‐ times
Friction tion: 30.0
Element ms
"A" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mission clutches: B descrip‐ times
Friction tion: 30.0
Element ms
"B" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mission clutches: C descrip‐ times
Friction tion: 30.0
Element ms
"C" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mission clutches: D descrip‐ times
Friction tion: 30.0
Element ms
"D" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mission clutches: E descrip‐ times
Friction tion: 30.0
Element ms
"E" Apply • The actual
ance bounds. If
one of the
following
malfunc‐
tion criteria
is detec‐
ted, the
fault code
for the 3
corre‐
sponding
clutches in
that gear is
set and a
gear shift
to a substi‐
tute gear is
initiated.
Depending
on the be‐
havior in
the substi‐
tute gear,
an addi‐
tional fault
code for
only one or
two clutch‐
es may be
set to bet‐
ter distin‐
guish the
root cause
of the
problem.
Shifting to
further
substitute
gears is
possible
with the
goal to
identify a
single de‐
fective
clutch.
• Example:

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
• Malfunc‐
tion criteria
detection
in 4th gear
--> DTC for
clutches
"B or D or
E" set and
shifting to
5th gear
(substitute
gear). IF
malfunc‐
tion criteria
in 5th gear
still active
--> DTC for
clutches
"B or D"
set and
shifting to
6th gear
(substitute
gear),
ELSE -->
DTC for
clutch "E"
set IF mal‐
function
criteria in
6th gear
still active
--> DTC for
clutch "D"
set and
shifting to
3rd gear
(substitute
gear),
ELSE -->
DTC for
clutch "B"
set IF mal‐
function
criteria in
3rd gear
still active
--> DTC for
"undefined
clutches"
is set be‐
cause root
cause can‐
not be re‐
lated to a
single
clutch.
"D" Per‐ • Feedback
for‐ (PWM)

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
mance/ • Short to • Power sup‐
Stuck Off ground or ply voltage
open pin >= 6.5 V
• And < 19.2 V
Solenoid • 0% ous
"D" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"D" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
of sent
failed
• PWM
feedback
period
Solenoid ous
"D" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
"E" Per‐ • Short to • Feedback • Power sup‐
Solenoid • 0% ous
"E" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"E" Elec‐ • Power sup‐
bypass to >= 6.5 V

feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
Solenoid ous
"E" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V
"F" Per‐ • Short to • Feedback • Power sup‐
Solenoid • 0% ous
"F" Stuck • Feedback • Power sup‐
>= 6.5 V
• And < 19.2 V
Solenoid ground ous
"F" Elec‐ • Power sup‐
bypass to >= 6.5 V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
Solenoid ous
"F" Inter‐ • Power sup‐
mittent ply voltage
>= 6.5 V
• And < 19.2 V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
P2753 Trans‐ • Open pin • PWM out‐ • <= 2.4 V • Power sup‐ • Con‐ • 2 DCY
mission put duty ply activated tinu‐
Fluid cycle • > 2.4 V ous
Cooler range 5 – • • Power sup‐
< 4.0 V ply voltage
Control 95%
Circuit/ • <= 4.0 V >= 6.5 V
Open • Measured
voltage in • <= [] 23.5;
duty phase 18.69; V
23.5; 18.69;
• And in no 18.69 V
duty phase
• PWM out‐
put duty
cycle
range 0 –
5%
• Measured
voltage in
no duty
phase
• Short to • ASIC (SPI • Faulty • Power sup‐

ground or register) ply activated
open pin
• PWM output
duty cycle
range 100 %
• Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V
P2754 Trans‐ • Short to • Feedback • <= 2.4 V • Power sup‐ • Con‐ • 2 DCY
mission ground (PWM) ply activated tinu‐
Fluid ous
Cooler • Measured • PWM output
Control voltage in duty cycle
Circuit no duty range 0 – 95
Low phase %
• Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
P2755 Trans‐ • Short to bat‐ • Measured • >= 3.5 V • Power sup‐ • Con‐ • 2 DCY
mission tery voltage ply activated tinu‐
Fluid from feed‐ ous
Cooler back • PWM output
Control (PWM) in duty cycle
Circuit duty phase range 5 – 100
High %
• Power sup‐
ply voltage
>= 6.5 V and
<= 23.5;
18.69; V
23.5; 18.69;
18.69 V16V
Control ground or register) ply activated tinu‐
Solenoid open pin ous
"G" Per‐ • PWM output
for‐ duty cycle
mance/ range 100 %
Stuck Off • Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V
Solenoid ous
trol Cir‐ ply voltage
cuit/Open >= 6.5 V
• And < 19.2 V
Solenoid ground ous
trol Cir‐ • Dynamic ply voltage
cuit bypass to >= 6.5 V
Range/ ground • And < 19.2 V
Perform‐
ance
feedback
ing: pending on
current gradient
• During
shifting:
• Measured
current

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
feedback
PWM • >= Calcu‐
lated lim‐
ing: pending on
incoming
current gradient
• During mA
shifting:
• Measured
current

of sent
failed
• PWM
feedback
period
P2814 Pressure • Short to • Feedback • <= 2.4 V • Power sup‐ • Con‐ • 2 DCY
Control ground (PWM) ply activated tinu‐
Solenoid ous
"G" Con‐ • Measured • PWM output
trol Cir‐ voltage in duty cycle
cuit Low no duty range 0 – 95
phase %
• Power sup‐
ply voltage
>= 6.5 V
• <= [] 23.5;
18.69; V
23.5; 18.69;
18.69 V
P2815 Pressure • Short to bat‐ • Measured • >= 3.5 V • Power sup‐ • Con‐ • 2 DCY
Control tery voltage ply activated tinu‐
Solenoid from feed‐ ous
"G" Con‐ back • PWM output
trol Cir‐ (PWM) in duty cycle
cuit High duty phase range 5 – 100
%
• Power sup‐
ply voltage
>= 6.5 V and
<= 23.5;
18.69; V
23.5; 18.69;
18.69 V16V

Q7 2016 ➤
AL-551-8Q 0BW
tions MIL Illum
U000 High • Rationality • CAN Bus • Off • Con‐ • 2 DCY
1 Speed check state tinu‐
CAN ous
Commu‐
nication
Bus
U000 High • Time out • Time out • Battery volt‐ • Con‐ • 2 DCY
2 Speed for all re‐ age > 9.0 V tinu‐
CAN ceived ous
Commu‐ messages • And
nication on A-CAN • Battery volt‐
Bus Per‐ age < 17.0 V
formance
U010 Lost • Time out • Message • Expired • No fault de‐ • Con‐ • 2 DCY
0 Commu‐ specific tected on tinu‐
nication time CAN Bus ous • Imme‐
With diate
ECM/ • And
age > 9.0 V
• And
• Battery volt‐
age < 17.0 V
U040 Invalid • Signal • Checksum • False • No fault de‐ • Con‐ • 2 DCY

1 Data Re‐ check tected on tinu‐
ceived • Alive coun‐ • Doesn't CAN Bus ous • Imme‐
From • Signal ac‐ ter count diate
ECM/ tivity check • And
• Data • False
PCM "A" • Data field length • Battery volt‐
check code age > 9.0 V
• And
• Battery volt‐
age < 17.0 V
3.6 Diagnostic Procedures

♦ ⇒ “3.6.1 Accelerator Pedal Module GX2 , Checking”,
page 895
♦ ⇒ “3.6.2 Camshaft Adjustment Valve 1 N205 , Checking”,
page 897
♦ ⇒ “3.6.3 Camshaft Adjustment Valve 2 N208 , Checking”,
page 899
♦ ⇒ “3.6.4 Camshaft Position Sensor G40 , Checking”,
page 901
♦ ⇒ “3.6.5 Camshaft Position Sensor 2 G163 , Checking”, page
903
905
908
Volkswagen Technical Site: http://vwts.ru http://vwts.info 3. Diagnosis and Testing 893

Q7 2016 ➤
♦ ⇒ “3.6.8 CAN-Bus Terminal Resistance, Checking”,

page 910
♦ ⇒ “3.6.9 CAN-Bus Terminal Resistance, Powertrain, Check‐
ing”, page 912
♦ ⇒ “3.6.10 Charge Air Pressure Sensor G31 / Intake Manifold
Temperature Sensor G72 , Checking”, page 914
♦ ⇒ “3.6.11 Intake Manifold Temperature Sensor 2 G430 /
Charge Air Pressure Sensor 2 G447 , Checking”,
page 916
♦ ⇒ “3.6.12 Compressor Magnetic Clutch N421 , Checking”,
page 918
♦ ⇒ “3.6.13 Control Valve Control Unit J808 , Checking”,
page 920
♦ ⇒ “3.6.14 Coolant Recirculation Pump V50 , Checking”, page
922
♦ ⇒ “3.6.15 Cylinder Head Coolant Valve N489 , Checking”,
page 924
♦ ⇒ “3.6.16 Engine Component Power Supply Relay J757 ,
Checking”, page 926
♦ ⇒ “3.6.17 Engine Coolant Temperature Sensor G62 , Check‐
ing”, page 928
♦ ⇒ “3.6.18 Engine Speed Sensor G28 , Checking”,
page 930
♦ ⇒ “3.6.19 Engine Temperature Control Sensor G694 , Check‐
ing”, page 932
♦ ⇒ “3.6.20 EVAP Canister Purge Regulator Valve 1 N80 ,
♦ ⇒ “3.6.21 Exhaust Camshaft Adjustment Valve 1 N318 ,
♦ ⇒ “3.6.22 Exhaust Camshaft Adjustment Valve 2 N319 ,
♦ ⇒ “3.6.23 Fuel Delivery Unit GX1 , Checking”, page 940
♦ ⇒ “3.6.24 Fuel Injectors, Checking”, page 942
♦ ⇒ “3.6.25 Fuel Injectors (2 [B Circuit]), Checking”,
page 944
♦ ⇒ “3.6.26 Fuel Metering Valve N290 , Checking”,
page 946
♦ ⇒ “3.6.27 Fuel Pressure Sensor G247 , Checking”,
page 948
♦ ⇒ “3.6.28 Fuel Tank Leak Detection Control Module J909 ,
♦ ⇒ “3.6.29 Ignition Coils With Power Output Stage , Checking”,
page 952
♦ ⇒ “3.6.30 Intake Air Temperature Sensor G42 / Manifold Ab‐
solute Pressure Sensor G71 , Checking”, page 954
♦ ⇒ “3.6.31 Intake Manifold Runner Control Valve N316 ,
♦ ⇒ “3.6.32 Intake Manifold Runner Position Sensor G336 ,
♦ ⇒ “3.6.33 Intake Manifold Runner Position Sensor 2 G512 ,

Q7 2016 ➤
♦ ⇒ “3.6.34 Knock Sensor 1 G61 , Checking”, page 962

♦ ⇒ “3.6.35 Knock Sensor 2 G66 , Checking”, page 964
♦ ⇒ “3.6.36 Low Fuel Pressure Sensor G410 , Checking”, page
965
♦ ⇒ “3.6.37 Motronic Engine Control Module Power Supply Re‐
lay J271 , Checking”, page 967
♦ ⇒ “3.6.38 Oxygen Sensor 1 After Catalytic Converter GX7 ,
♦ ⇒ “3.6.39 Oxygen Sensor 1 Before Catalytic Converter GX10 ,
♦ ⇒ “3.6.40 Oxygen Sensor 2 After Catalytic Converter GX8 ,
♦ ⇒ “3.6.41 Oxygen Sensor 2 Before Catalytic Converter GX11 ,
♦ ⇒ “3.6.42 Secondary Air Injection Pump Relay J299 / Secon‐
dary Air Injection Pump Motor V101 , Checking”, page 982
♦ ⇒ “3.6.43 Secondary Air Injection Solenoid Valve N112 ,
♦ ⇒ “3.6.44 Three Way Catalytic Converter (TWC), Checking”,
page 986
♦ ⇒ “3.6.45 Throttle Valve Control Module GX3 , Checking”,
page 987
♦ ⇒ “3.6.46 Turbocharger Speed Sensor 1 G688 , Checking”,
page 990
♦ ⇒ “3.6.47 Vehicle Speed Signal, Checking”, page 992
3.6.1 Accelerator Pedal Module - GX2- ,

Checking
General Description
The Accelerator Pedal Position Sensor - G79- and Accelerator
Pedal Position Sensor 2 - G185- are combined in one component
and integrated into the Accelerator Pedal Module - GX2- . They
are used to detect the position of the accelerator pedal throughout
the entire adjustment range. The Engine Control Module - J623-
detects the driver’s request from these signals and uses them to
calculate the injection quantity and EPC throttle valve operation.
The Accelerator Pedal Module - GX2- contains the following com‐
ponents:
♦ Accelerator Pedal Position Sensor - G79-
♦ Accelerator Pedal Position Sensor 2 - G185-
The Accelerator Pedal Module - GX2- components cannot be
serviced separately, and they must be serviced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
• Battery voltage OK.

Q7 2016 ➤
• Vehicles with automatic transmission, ensure the selector lev‐

er position is in “P”.
• Vehicles with manual transmission, ensure the shifter lever
position is in “N” with the parking brake applied.
• Observe all safety precautions:
⇒ “1.1 Safety Precautions”, page 2 .
• View clean working conditions:
⇒ “1.2 Clean Working Conditions”, page 3 .
• For Hybrid vehicles, refer to:
⇒ “1.3 High Voltage System General Warnings”, page 4 .
Test Procedure
1 • PERFORM: Preliminary Check to verify the – YES:
customers concern. Refer to ♦ GO TO: Step 2 ⇒ page 896 .
⇒ “3.1 Preliminary Check”, page 20 .
– NO:
– Was Complaint verified? ♦ GATHER more information from customer
about the complaint.

♦ Condition may be intermittent.
• IGNITION: ON.
♦ PERFORM: Visual Inspection of wiring and
• CHECK: Throttle valve position closed. component.
• SPECIFIED VALUE: 3 – 25%. ♦ CHECK: Wiring for open, high resistance,
• DEPRESS: Accelerator pedal slowly to WOT short or harness connector for damage, corro‐
while observing the percentage display. The sion, loose or broken terminals.
percentage display must increase uniformly. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Throttle valve position at WOT. ♦ GO TO: Step 6 ⇒ page 897 .
• IGNITION: OFF. – NO:
• SPECIFIED VALUE: 84 – 97%. ♦ GO TO: Step 3 ⇒ page 896 .
– Was Value obtained?

3 • DISCONNECT: Accelerator Pedal Module - – YES:
GX2- harness connector. ♦ GO TO: Step 4 ⇒ page 896 .
• IGNITION: ON. – NO:
♦ GO TO Step 5 ⇒ page 897 .
• CHECK: Accelerator Pedal Module - GX2- har‐
ness connector terminals 2 to 3 and 1 to 5 for
voltage.
• IGNITION: OFF.
• SPECIFIED VALUE: About 5.0 V.
– Were Values obtained?
4 • REMOVE: Engine Control Module - J623- . – YES:
Refer to appropriate repair manual. ♦ REPLACE: Accelerator Pedal Module - GX2- .
Refer to appropriate repair manual.
ness connector terminal 4 to the Engine Con‐ ♦ GO TO: Step 6 ⇒ page 897 .
trol Module - J623- harness connector terminal
T91 / 72 for resistance. – NO:
• CHECK: Accelerator Pedal Module - GX2- har‐ component.
ness connector terminal 6 to the Engine Con‐
trol Module - J623- harness connector terminal ♦ CHECK: Wiring for open, high resistance,
T91 / 43 for resistance. short or harness connector for damage, corro‐
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω).
♦ REPAIR: Faulty wiring or connector.

Q7 2016 ➤

Refer to appropriate repair manual. ♦ GO TO: Step 6 ⇒ page 897 .
• CHECK: Accelerator Pedal Module - GX2- har‐ – NO:
ness connector terminal 2 to the Engine Con‐ ♦ PERFORM: Visual Inspection of wiring and
trol Module - J623- harness connector T91 / 33 component.
for resistance.
♦ CHECK: Wiring for open, high resistance,
• CHECK: Accelerator Pedal Module - GX2- har‐ short or harness connector for damage, corro‐
ness connector terminal 3 to the Engine Con‐ sion, loose or broken terminals.
trol Module - J623- harness connector T91 / 34
for resistance. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Accelerator Pedal Module - GX2- har‐ ♦ GO TO: Step 6 ⇒ page 897 .
for resistance.
for resistance.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω)
6 • Final Procedure – YES:
♦ CHECK: Engine Control Module - J623- har‐
• Perform a road test to verify repair. ness connector for any damaged, pushed-out
– Does the original DTC return? pins.
♦ REPAIR: As necessary.
♦ If all electrical connections are OK:
♦ REPLACE: Engine Control Module - J623- .
♦ Clear the DTC’s. Refer to
Memory”, page 29 .
♦ Repair is complete. Generate Readiness
Code. Refer to
♦ Return vehicle to Customer.
– NO:
♦ Perform the diagnostic procedure for any
DTCs.
♦ If no DTC’s return the repair is complete.
3.6.2 Camshaft Adjustment Valve 1 - N205- ,

Checking
General Description
The camshaft’s task is to operate the valves at the right time and
in the right order to control the charge cycle. Camshaft adjustment
using the Camshaft Adjustment Valve 1 - N205- varies the open‐
ing times of the valves to suit all operating conditions. This en‐
sures ideal charge cycles within a wide range of engine speeds
and loads. Fuel consumption and pollutant emissions are re‐
duced, torque and smoothness increased. In engines with a
double overhead camshaft the size and positioning of the valve

Q7 2016 ➤
opening overlap can be influenced, enhancing characteristics in

full-load and part-load operation. In continuous camshaft adjust‐
ment, the adjustment is infinitely variable within specific parame‐
ters.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
customers complaint. Refer to ♦ GO TO: Step 2 ⇒ page 898 .
– NO:
2 • IGNITION: OFF. – YES:

• DISCONNECT: Camshaft Adjustment Valve 1
- N205- harness connector. – NO:
♦ REPLACE: Camshaft Adjustment Valve 1 -
• CHECK: Camshaft Adjustment Valve 1 - N205- N205- . Refer to appropriate repair manual.
component connector terminals 1 to 2 for re‐
sistance. ♦ GO TO: Step 5 ⇒ page 899 .
• SPECIFIED VALUE: 5 – 20 Ω (at approx. 20°
C).
3 • IGNITION: ON. – YES:
• CHECK: Camshaft Adjustment Valve 1 - N205-
harness connector terminal 2 to ground for – NO:
voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
• SPECIFIED VALUE: Battery voltage. short or harness connector for damage, corro‐
– Was Value obtained? sion, loose or broken terminals.

Q7 2016 ➤

Refer to appropriate repair manual. ♦ TIP: The Camshaft Adjustment Valve 1 - N205-
may fail under loaded operation; please swap
• CHECK: Camshaft Adjustment Valve 1 - N205- a known good Camshaft Adjustment Valve 1 -
harness connector terminal 1 to the Engine N205- prior to continuing to the next step.
Control Module - J623- harness connector
T105 / 105 for resistance. ♦ GO TO: Step 5 ⇒ page 899 .
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). – NO:
– Was Value obtained? component.

Code. Refer to
– NO:
DTCs.
3.6.3 Camshaft Adjustment Valve 2 - N208- ,

Checking
General Description
using the Camshaft Adjustment Valve 2 - N208 - varies the open‐
ing times of the valves to suit all operating conditions. This en‐
sures ideal charge cycles within a wide range of engine speeds
and loads. Fuel consumption and pollutant emissions are re‐
duced, torque and smoothness increased. In engines with a
ters.

Q7 2016 ➤
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Camshaft Adjustment Valve 2
♦ REPLACE: Camshaft Adjustment Valve 2 -
• CHECK: Camshaft Adjustment Valve 2 - N208- N208- . Refer to appropriate repair manual.
C).
• CHECK: Camshaft Adjustment Valve 2 - N208-
component.
• IGNITION: OFF.

Q7 2016 ➤

Refer to appropriate repair manual. ♦ TIP: The Camshaft Adjustment Valve 2 - N208
- may fail under loaded operation; please swap
• CHECK: Camshaft Adjustment Valve 2 - N208- a known good Camshaft Adjustment Valve 2 -
harness connector terminal 1 to the Engine N208 - prior to continuing to the next step.

Code. Refer to
– NO:
DTCs.
3.6.4 Camshaft Position Sensor - G40- ,

Checking
General Description
Using the signal from the Camshaft Position Sensor - G40- , the
precise position of the camshaft relative to the crankshaft is de‐
termined very quickly when the engine is started. Used in combi‐
nation with the signal from the Engine Speed Sensor - G28- , the
signal from the Camshaft Position Sensor - G40- allows the En‐
gine Control Module - J623- to detect which cylinder is at TDC.
The fuel can be injected into the corresponding cylinder and ig‐
nited.
♦ Multimeter.
♦ Wiring Diagram.

Q7 2016 ➤
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Camshaft Position Sensor -
G40- harness connector. – NO:
• IGNITION: ON.
• CHECK: Camshaft Position Sensor - G40- har‐
ness connector terminals 1 to 3 for voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Camshaft Position Sensor - G40- .
• CHECK: Camshaft Position Sensor - G40- har‐
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). component.
– Was Value obtained? ♦ CHECK: Wiring for open, high resistance,

Q7 2016 ➤

• CHECK: Camshaft Position Sensor - G40- har‐ – NO:
trol Module - J623- harness connector terminal component.
T105 / 48 for resistance.
• CHECK: Camshaft Position Sensor - G40- har‐ short or harness connector for damage, corro‐
T105 / 33 for resistance. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ GO TO: Step 5 ⇒ page 903 .

Code. Refer to
– NO:
DTCs.
3.6.5 Camshaft Position Sensor 2 - G163- ,

Checking
General Description
Using the signal from the Camshaft Position Sensor 2 - G163- ,
the precise position of the camshaft relative to the crankshaft is
determined very quickly when the engine is started. Used in com‐
bination with the signal from the Engine Speed Sensor - G28- ,
the signal from the Camshaft Position Sensor 2 - G163- detects
which cylinder is at TDC. The fuel can be injected into the corre‐
sponding cylinder and ignited. In case of signal failure, the signal
from the Engine Speed Sensor - G28- is used instead. Because
the camshaft position and the cylinder position cannot be recog‐
nized as quickly, it may take longer to start the engine.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.

Q7 2016 ➤
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Camshaft Position Sensor 2 -
• IGNITION: ON.
• CHECK: Camshaft Position Sensor 2 - G163-
harness connector terminals 1 to 3 for voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Camshaft Position Sensor 2 -
G163- . Refer to appropriate repair manual.
harness connector terminal 2 to the Engine ♦ GO TO: Step 5 ⇒ page 905 .

Q7 2016 ➤

• CHECK: Camshaft Position Sensor 2 - G163- – NO:
harness connector terminal 1 to the Engine ♦ PERFORM: Visual Inspection of wiring and
Control Module - J623- harness connector ter‐ component.
minal T105 / 35 for resistance.
• CHECK: Camshaft Position Sensor 2 - G163- short or harness connector for damage, corro‐
harness connector terminal 3 to the Engine sion, loose or broken terminals.
Control Module - J623- harness connector ter‐
minal T105 / 47 for resistance. ♦ REPAIR: Faulty wiring or connector.

Code. Refer to
– NO:
DTCs.

Checking
General Description
Camshaft position sensors are located at each camshaft for con‐
trol and monitoring of the camshaft adjusters. For exact determi‐
nation of the camshaft adjustment, the basic settings (retard
position) of the four camshafts are learned by the control modules
(adaptation). During adaptation, the Camshaft solenoid valves
are de-energized. The camshafts are moved to retard position
(basic setting) both by the setting of the solenoid valves and the
direction of pull exerted by the chain. The position of the camshaft
position sensor signals relative to the engine speed sensor ref‐
erence mark (actual values), is stored as basic position and
compared to the specified values.
This provides the basic values for camshaft timing control. A dis‐
tinction is made between basic and fine adaptation. Basic adap‐
tation is always implemented after the ECM is de-energized (no
Terminal 30) or erasing of DTCs. After starting the engine, the
camshafts briefly remains in the basic position until the exact po‐
sition of the camshafts with respect to the crankshaft has been

Q7 2016 ➤
established. If the camshafts are already in basic position (valves

de-energized) and the coolant temperature is greater than 185°
F (85° C), and assuming basic adaptation has been implemented,
fine adaptation is always performed briefly several times (for ap‐
proximately one second) after starting the engine. Adaptation of
the inlet camshafts takes place at idle or in the near idle range.
Adaptation of the exhaust camshafts takes place in the engine
speed range between 1,200 and 2,000 RPM and at low engine
load. The camshaft timing control function is disabled if adaptation
is not performed successfully.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• IGNITION: ON.
• IGNITION: OFF.

Q7 2016 ➤


Control Module - J623- harness connector component.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤

Checking
General Description
Camshaft position sensors are located at each camshaft for con‐
trol and monitoring of the camshaft adjusters. For exact determi‐
nation of the camshaft adjustment, the basic settings (retard
position) of the four camshafts are learned by the control modules
(adaptation). During adaptation, the Camshaft solenoid valves
are de-energized. The camshafts are moved to retard position
(basic setting) both by the setting of the solenoid valves and the
direction of pull exerted by the chain. The position of the camshaft
position sensor signals relative to the engine speed sensor ref‐
erence mark (actual values), is stored as basic position and
compared to the specified values.
This provides the basic values for camshaft timing control. A dis‐
tinction is made between basic and fine adaptation. Basic adap‐
tation is always implemented after the ECM is de-energized (no
Terminal 30) or erasing of DTCs. After starting the engine, the
camshafts briefly remain in the basic position until the exact po‐
sition of the camshafts with respect to the crankshaft has been
established. If the camshafts are already in basic position (valves
de-energized) and the coolant temperature is greater than 185°
F (85° C), and assuming basic adaptation has been implemented,
fine adaptation is always performed briefly several times (for ap‐
proximately one second) after starting the engine. Adaptation of
the inlet camshafts takes place at idle or in the near idle range.
Adaptation of the exhaust camshafts takes place in the engine
speed range between 1200 and 2000 RPM and at low engine
load. The camshaft timing control function is disabled if adaptation
is not performed successfully.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• IGNITION: ON.
• IGNITION: OFF.


Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.8 CAN-Bus Terminal Resistance, Check‐

ing
General Description
The Engine Control Module - J623- communicates with other
CAN-Bus capable control modules.
The control modules are connected by two data bus wires which
are twisted together (CAN_High and CAN_Low), and exchange
information (messages). Missing information on the CAN-bus is
recognized as a malfunction by the Engine Control Module - J623-
and the other control modules connected to the CAN-bus.
Trouble-free operation of the CAN-Bus requires that it have a ter‐
minal resistance. This central terminal resistance is located in the
Engine Control Module - J623- .
♦ Multimeter.
♦ Wiring Diagram.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

♦ CONDITION: May be intermittent.
• DISCONNECT: Data Bus On Board Diagnos‐
tic Interface - J533- harness connector. ♦ PERFORM: Visual Inspection of wiring and
component.
• The Engine Control Module - J623- must re‐
main connected for the following step. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Data Bus On Board Diagnostic Inter‐ sion, loose or broken terminals.
face - J533- harness connector T54a / 29 to
T54a / 11 for resistance. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: 60 – 72 Ω (@ approx. 20° ♦ GO TO: Step 4 ⇒ page 912 .
C).
– NO:
– Was Value obtained? ♦ GO TO: Step 3 ⇒ page 911 .

Refer to appropriate repair manual. ♦ REPLACE: Engine Control Module - J623- .
• CHECK: Data Bus On Board Diagnostic Inter‐
face - J533- harness connector T54a / 29 to the ♦ GO TO: Step 4 ⇒ page 912 .
Engine Control Module - J623- harness con‐
nector T91 / 80 for resistance. – NO:
• CHECK: Data Bus On Board Diagnostic Inter‐ component.
face - J533- harness connector T54a / 11 to the
Engine Control Module - J623- harness con‐ ♦ CHECK: Wiring for open, high resistance,
nector T91 / 79 for resistance. short or harness connector for damage, corro‐

Q7 2016 ➤

♦ CHECK: Data Bus On Board Diagnostic Inter‐
• Perform a road test to verify repair. face - J533- harness connector for any dam‐
– Does the original DTC return? aged, pushed-out pins.
Code. Refer to
♦ REPLACE: Data Bus On Board Diagnostic In‐
terface - J533- . Refer to appropriate repair
manual.
Code. Refer to
– NO:
DTC’s.
♦ Return vehicle to customer.
3.6.9 CAN-Bus Terminal Resistance, Power‐

train, Checking
General Description
The Engine Control Module - J623- communicates with all data‐
bus capable control modules via a CAN databus.
These databus capable control modules are connected via two
data bus wires which are twisted together (CAN_High and
CAN_Low), and exchange information (messages). Missing in‐
formation on the databus is recognized as a malfunction and
stored.
Trouble-free operation of the CAN-bus requires that it have a ter‐
minal resistance. The central terminal resistor is located in the
Engine Control Module - J623- .
♦ Multimeter
♦ Wiring Diagram
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:
2 • The Engine Control Module - J623- must re‐ – YES:

main connected for the following step. The ♦ CONDITION: May be intermittent.
central terminal resistor is located in the En‐
gine Control Module - J623- . ♦ PERFORM: Visual Inspection of wiring and
component.
• REMOVE: Transmission Control Module -
J217- . Refer to appropriate repair manual. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Transmission Control Module - J217- sion, loose or broken terminals.
harness connector T16a / 12 to T16a / 7 for
resistance. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: 60 – 72 Ω (at approx. 20° ♦ GO TO: Step 4 ⇒ page 914 .

C). – NO:

Refer to appropriate repair manual. ♦ REPLACE: Engine Control Module - J623- .
• CHECK: CAN bus circuit between the Trans‐
mission Control Module - J217- harness con‐ ♦ GO TO: Step 4 ⇒ page 914 .
nector T16a / 12 and the Engine Control
Module - J623- harness connector T91 / 80 for – NO:
resistance. ♦ PERFORM: Visual Inspection of wiring and
component.
• CHECK: CAN bus circuit between the Trans‐
mission Control Module - J217- harness con‐ ♦ CHECK: Wiring for open, high resistance,
nector T16a / 7 and the Engine Control Module short or harness connector for damage, corro‐
- J623- harness connector T91 / 79 for resist‐ sion, loose or broken terminals.
ance. ♦ REPAIR: Faulty wiring or connector.

Q7 2016 ➤

♦ CHECK: Transmission Control Module - J217-
• Perform a road test to verify repair. harness connector for any damaged, pushed-
– Does the original DTC return? out pins.
Code. Refer to
♦ REPLACE: Transmission Control Module -
J217- . Refer to appropriate repair manual.
Code. Refer to
– NO:
DTC’s.
♦ Return vehicle to customer.
3.6.10 Charge Air Pressure Sensor - G31- / In‐

take Manifold Temperature Sensor -
G72- , Checking
General Description
The Charge Air Pressure Sensor - G31- / Intake Manifold Tem‐
perature Sensor - G72- are located in the inlet to the intake
manifold. The Engine Control Module - J623- uses the sensor
signal to regulate the turbo boost. There is no substitute function
in the event of signal failure. Charge air pressure regulation is shut
off, leading to a significant reduction in engine output.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Charge Air Pressure Sensor -
G31- / Intake Manifold Temperature Sensor - – NO:
G72- harness connector. ♦ GO TO: Step 4 ⇒ page 915 .
• IGNITION: ON.
• CHECK: Charge Air Pressure Sensor - G31- /
Intake Manifold Temperature Sensor - G72-
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Charge Air Pressure Sensor -
G31- / Intake Manifold Temperature Sensor -
• CHECK: Charge Air Pressure Sensor - G31- / G72- . Refer to appropriate repair manual.

• CHECK: Charge Air Pressure Sensor - G31- / – NO:
Intake Manifold Temperature Sensor - G72- ♦ PERFORM: Visual Inspection of wiring and
harness connector terminal 2 to the Engine component.
T105 / 33 for resistance. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Charge Air Pressure Sensor - G31- / sion, loose or broken terminals.
harness connector terminal 3 to the Engine ♦ REPAIR: Faulty wiring or connector.
Control Module - J623- harness connector ♦ GO TO: Step 5 ⇒ page 916 .

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.11 Intake Manifold Temperature Sensor 2 -

G430- / Charge Air Pressure Sensor 2 -
G447- , Checking
General Description
The Intake Manifold Temperature Sensor 2 - G430- / Charge Air
Pressure Sensor 2 - G447- is located in the inlet to the intake
manifold. The Engine Control Module - J623- uses the sensor’s
signal to regulate the charge air pressure. There is no substitute
function in the event of signal failure. In case of signal failure,
charge air pressure regulation is shut off, which will lead to a sig‐
nificant reduction in engine output.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Intake Manifold Temperature
Sensor 2 - G430- / Charge Air Pressure Sensor – NO:
2 - G447- harness connector. ♦ GO TO: Step 4 ⇒ page 917 .
• IGNITION: ON.
• CHECK: Intake Manifold Temperature Sensor
2 - G430- / Charge Air Pressure Sensor 2 -
G447- harness connector terminals 2 to 3 for
voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Intake Manifold Temperature Sen‐
sor 2 - G430- / Charge Air Pressure Sensor 2
• CHECK: Intake Manifold Temperature Sensor - G447- . Refer to appropriate repair manual.
G447- harness connector terminal 1 to the En‐ ♦ GO TO: Step 5 ⇒ page 918 .
gine Control Module - J623- harness connector

• CHECK: Intake Manifold Temperature Sensor – NO:
2 - G430- / Charge Air Pressure Sensor 2 - ♦ PERFORM: Visual Inspection of wiring and
G447- harness connector terminal 2 to the En‐ component.
T105 / 33 for resistance. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Intake Manifold Temperature Sensor sion, loose or broken terminals.
G447- harness connector terminal 3 to the En‐ ♦ REPAIR: Faulty wiring or connector.
gine Control Module - J623- harness connector ♦ GO TO: Step 5 ⇒ page 918 .

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.12 Compressor Magnetic Clutch - N421- ,

Checking
General Description
The supercharger Compressor Magnetic Clutch - N421- is con‐
trolled by the engine control module (ECM) as required, i.e. the
clutch is only engaged when high engine output is requested. The
Compressor Magnetic Clutch - N421- is engaged and forms a
frictional connection between the belt pulley and the
supercharger’s driveshaft, which is located in the hub. The Com‐
pressor Magnetic Clutch - N421- is disengaged and the super‐
charger is not driven when the engine output requirement is low.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Compressor Magnetic Clutch
♦ REPLACE: Compressor Magnetic Clutch -
• CHECK: Compressor Magnetic Clutch - N421- N421- . Refer to appropriate repair manual.
• SPECIFIED VALUE: 1 – 5 Ω (+/- 1.0 Ω @ 20°
C).
• CHECK: Compressor Magnetic Clutch - N421-
component.
• IGNITION: OFF.

Refer to appropriate repair manual. ♦ TIP: The Compressor Magnetic Clutch - N421-
may fail under loaded operation; please swap
• CHECK: Compressor Magnetic Clutch - N421- a known good Compressor Magnetic Clutch -
harness connector terminal 2 to the Engine N421- prior to continuing to the next step.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
♦ If no DTC’s return, the repair is complete.
3.6.13 Control Valve Control Unit - J808- ,

Checking
General Description
The Engine Control Module - J623- computes the nominal charge
pressure from the requested torque. If the actual charge pressure
deviates from the nominal charge pressure, the wastegate is
opened further by the Control Door Adjustment Motor - V380-
(charge pressure decreases) or closed further (charge pressure
increases). The rapid response of the Control Door Adjustment
Motor - V380- ensures that the wastegate opens quickly in over‐
run mode, thereby reducing the pumping effort of the turbocharg‐
er. The wastegate is closed in the start position. The Control Door
Adjustment Motor - V380- is activated by the PWM signal, and the
Control Valve Position Sensor - G584- provides position feed‐
back.
The Control Valve Control Unit - J808- contains the following
components:
♦ Control Door Adjustment Motor - V380-
♦ Control Valve Position Sensor - G584-
The Control Valve Control Unit - J808- components cannot be
serviced separately, and they must be serviced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Control Valve Control Unit -
J808- harness connector. – NO:
• IGNITION: ON.
• CHECK: Control Valve Control Unit - J808-
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Control Valve Control Unit - J808- .
• CHECK: Control Valve Control Unit - J808- component.
harness connector terminal 4 to the Engine
Control Module - J623- harness connector ♦ CHECK: Wiring for open, high resistance,
harness connector terminal 5 to the Engine ♦ REPAIR: Faulty wiring or connector.
Control Module - J623- harness connector ♦ GO TO: Step 5 ⇒ page 922 .

Q7 2016 ➤

• CHECK: Control Valve Control Unit - J808- – NO:
• CHECK: Control Valve Control Unit - J808- short or harness connector for damage, corro‐
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω) ♦ GO TO: Step 5 ⇒ page 922 .

Code. Refer to
– NO:
DTCs.
3.6.14 Coolant Recirculation Pump - V50- ,

Checking
General Description
The Coolant Recirculation Pump - V50- is cycled on and off by
the Engine Control Module - J623- .
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Coolant Recirculation Pump -
V50- harness connector. – NO:
• IGNITION: ON. component.
• CHECK: Coolant Recirculation Pump - V50- ♦ CHECK: Wiring for open, high resistance,
harness connector terminals 1 and 2 for volt‐ short or harness connector for damage, corro‐
age. sion, loose or broken terminals.
• IGNITION: OFF. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: Battery voltage. ♦ GO TO: Step 4 ⇒ page 924 .
Refer to appropriate repair manual. ♦ REPLACE: Coolant Recirculation Pump -
V50- . Refer to appropriate repair manual.
• CHECK: Coolant Recirculation Pump - V50-

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.15 Cylinder Head Coolant Valve - N489- ,

Checking
General Description
Coolant flow is regulated by means of two mechanically coupled
rotary slide valves. The angular position of the rotary slide valves
is regulated according to various engine maps stored in the en‐
gine control unit. Various switching positions can be implemented
by configuring the rotary slide valves accordingly. This allows
rapid heating of the engine, which, in turn, results in lower friction
and higher fuel economy.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
customers concern. Refer to ♦ GO TO: Step 2 ⇒ page 925 .
– NO:

• DISCONNECT: Cylinder Head Coolant Valve
♦ REPLACE: Cylinder Head Coolant Valve -
• CHECK: Cylinder Head Coolant Valve - N489- N489- . Refer to appropriate repair manual.
• SPECIFIED VALUE: 20 – 90 Ω (@ approx. 20°
C).
• CHECK: Cylinder Head Coolant Valve - N489-
component.
• IGNITION: OFF.

• CHECK: Cylinder Head Coolant Valve - N489- – NO:
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). short or harness connector for damage, corro‐

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.16 Engine Component Power Supply Relay

- J757- , Checking
General Description
The following procedure is used to diagnose the Engine Compo‐
nent Power Supply Relay - J757- and the power supply voltage
that is provided to the engine components.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• DISCONNECT: Engine Component Power
Supply Relay - J757- from the Fuse box in the – NO:
engine compartment. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: ON.
• CHECK: Engine Component Power Supply short or harness connector for damage, corro‐
Relay - J757- socket terminals 1 and 3 to sion, loose or broken terminals.
ground for voltage.
• IGNITION: OFF.
• SPECIFIED VALUE: Battery voltage.
3 • CONNECT: Jumper wire, between the Engine – YES:
Component Power Supply Relay - J757- sock‐ ♦ GO TO: Step 4 ⇒ page 927 .
et terminals 3 and 5.
– NO:
• DISCONNECT: Ignition Coil 1, 2, 3, 4 With ♦ PERFORM: Visual Inspection of wiring and
Power Output Stage - N70, N127, N291, N292- component.
harness connectors.
• IGNITION: ON. short or harness connector for damage, corro‐
• CHECK: Ignition Coil 1, 2, 3, 4 With Power
Output Stage - N70, N127, N291, N292- har‐ ♦ REPAIR: Faulty wiring or connector.
ness connectors terminals 1 to ground for volt‐
age. ♦ GO TO: Step 5 ⇒ page 928 .
• IGNITION: OFF.
4 • REMOVE: Jumper wire, between the Engine – YES:
Component Power Supply Relay - J757- sock‐ ♦ REPLACE: Engine Component Power Supply
et terminals 3 and 5. Relay - J757- . Refer to appropriate repair man‐
ual.
• REMOVE: Engine Control Module - J623- .
• CHECK: Engine Component Power Supply – NO:
Relay - J757- socket terminal 2 to the Engine ♦ PERFORM: Visual Inspection of wiring and

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.17 Engine Coolant Temperature Sensor -

G62- , Checking
General Description
The Engine Coolant Temperature Sensor - G62- sends informa‐
tion about the current coolant temperature to the Engine Control
Module - J623- . It uses the coolant temperature as a correction
value for calculating the injection quantity.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• DISCONNECT: Engine Coolant Temperature
Sensor - G62- harness connector. – NO:
♦ REPLACE: Engine Coolant Temperature Sen‐
• CHECK: Engine Coolant Temperature Sensor sor - G62- . Refer to appropriate repair manual.
- G62- component connector terminals 1 to 2
for resistance. ♦ GO TO: Step 4 ⇒ page 929 .
• SPECIFIED VALUE: 2,250 Ω (+/- 750 Ω @ ap‐
prox. 20° C).
• CHECK: Engine Coolant Temperature Sensor – NO:
- G62- harness connector terminal 1 to the En‐ ♦ PERFORM: Visual Inspection of wiring and
gine Control Module - J623- harness connector component.
• CHECK: Engine Coolant Temperature Sensor short or harness connector for damage, corro‐
- G62- harness connector terminal 2 to the En‐ sion, loose or broken terminals.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.18 Engine Speed Sensor - G28- , Checking

General Description
The Engine Speed Sensor - G28- detects rpm and reference
marks from a toothed wheel on the crankshaft. Without an engine
speed signal, the engine will not start. If the engine speed signal
fails while the engine is running, the engine will stop immediately.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• CONNECT: Scan Tool.
• START or CRANK: Engine. component.
• CHECK: Engine rpm. ♦ CHECK: Harness for open, high resistance,
• SPECIFIED VALUE: Cranking or Idle rpm. short or harness connector for damage, corro‐
• IGNITION: OFF.
– NO:

Q7 2016 ➤

3 • DISCONNECT: Engine Speed Sensor - G28- – YES:
harness connector. ♦ GO TO: Step 4 ⇒ page 931 .
• CHECK: Engine Speed Sensor - G28- harness
connector terminals 1 to 3 for voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REMOVE: Engine Speed Sensor - G28- . Re‐
fer to appropriate repair manual.
• CHECK: Engine Speed Sensor - G28- harness
connector terminal 2 to the Engine Control ♦ CHECK: Engine Speed Sensor - G28- wheel
Module - J623- harness connector T105 / 70 for proper seating, damage and/or run - out.
for resistance. Refer to appropriate repair manual.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ Sensor wheel OK.
– Was Value obtained? ♦ REPLACE: Engine Speed Sensor - G28- . Re‐
fer to appropriate repair manual.
– NO:
component.

• CHECK: Engine Speed Sensor - G28- harness – NO:
connector terminal 1 to the Engine Control ♦ PERFORM: Visual Inspection of wiring and
Module - J623- harness connector T105 / 35 component.
for resistance.
• CHECK: Engine Speed Sensor - G28- harness short or harness connector for damage, corro‐
connector terminal 3 to the Engine Control sion, loose or broken terminals.
Module - J623- harness connector T105 / 33

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.19 Engine Temperature Control Sensor -

G694- , Checking
General Description
The Engine Temperature Control Sensor - G694- sends informa‐
tion about the current coolant temperature to the Engine Control
Module - J623- . It uses the coolant temperature as a correction
value for calculating the injection quantity.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• DISCONNECT: Engine Temperature Control
Sensor - G694- harness connector. – NO:
♦ REPLACE: Engine Temperature Control Sen‐
• CHECK: Engine Temperature Control Sensor sor - G694- . Refer to appropriate repair man‐
- G694- component connector terminals 1 to 2 ual.
for resistance.
prox. 20° C).
Refer to appropriate repair manual. ♦ TIP: The Engine Temperature Control Sensor
- G694- may fail under loaded operation;
• CHECK: Engine Temperature Control Sensor please swap a known good Engine Tempera‐
- G694- harness connector terminal 1 to the ture Control Sensor - G694- prior to continuing
Engine Control Module - J623- harness con‐ to the next step.
nector T105 / 33 for resistance.
• CHECK: Engine Temperature Control Sensor
- G694- harness connector terminal 2 to the – NO:
Engine Control Module - J623- harness con‐ ♦ PERFORM: Visual Inspection of wiring and
nector T105 / 38 for resistance. component.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ CHECK: Wiring for open, high resistance,
– Were Values obtained? sion, loose or broken terminals.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.20 EVAP Canister Purge Regulator Valve 1

- N80- , Checking
General Description
The EVAP system is designed so the admission of fuel vapors
takes place only at idle and at light part-throttle. The EVAP Can‐
ister Purge Regulator Valve 1 - N80- is map-activated by the
Engine Control Module - J623- to accomplish this task.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: EVAP Canister Purge Regu‐
lator Valve 1 - N80- harness connector. – NO:
♦ REPLACE: EVAP Canister Purge Regulator
• CHECK: EVAP Canister Purge Regulator Valve 1 - N80- . Refer to appropriate repair
Valve 1 - N80- component connector terminals manual.
1 to 2 for resistance.
C).

Q7 2016 ➤

• CHECK: EVAP Canister Purge Regulator
Valve 1 - N80- harness connector terminal 1 to – NO:
ground for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.

Refer to appropriate repair manual. ♦ TIP: The EVAP Canister Purge Regulator
Valve 1 - N80- may fail under loaded operation;
• CHECK: EVAP Canister Purge Regulator please swap a known good EVAP Canister
Valve 1 - N80- harness connector terminal 2 to Purge Regulator Valve 1 - N80- prior to con‐
the Engine Control Module - J623- harness tinuing to the next step.
connector T91 / 75 for resistance.
– NO:
– Was Value obtained? ♦ PERFORM: Visual Inspection of wiring and
component.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.21 Exhaust Camshaft Adjustment Valve 1 -

N318- , Checking
General Description
using the Exhaust Camshaft Adjustment Valve 1 - N318- varies
the opening times of the valves to suit all operating conditions.
This ensures ideal charge cycles within a wide range of engine
speeds and loads. Fuel consumption and pollutant emissions are
reduced, torque and smoothness increased. In engines with a
ters.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Exhaust Camshaft Adjust‐
ment Valve 1 - N318- harness connector. – NO:
♦ REPLACE: Exhaust Camshaft Adjustment
• CHECK: Exhaust Camshaft Adjustment Valve Valve 1 - N318- . Refer to appropriate repair
1 - N318- component connector terminals 1 to manual.
2 for resistance.
C).

Q7 2016 ➤

• CHECK: Exhaust Camshaft Adjustment Valve
1 - N318- harness connector terminal 2 to – NO:
component.
• IGNITION: OFF.

Refer to appropriate repair manual. ♦ TIP: The Exhaust Camshaft Adjustment Valve
1 - N318- may fail under loaded operation;
• CHECK: Exhaust Camshaft Adjustment Valve please swap a known good Exhaust Camshaft
1 - N318- harness connector terminal 1 to the Adjustment Valve 1 - N318- prior to continuing
– NO:
component.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.22 Exhaust Camshaft Adjustment Valve 2 -

N319- , Checking
General Description
using the Exhaust Camshaft Adjustment Valve 2 - N319- varies
the opening times of the valves to suit all operating conditions.
This ensures ideal charge cycles within a wide range of engine
speeds and loads. Fuel consumption and pollutant emissions are
reduced, torque and smoothness increased. In engines with a
ters.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Exhaust Camshaft Adjust‐
ment Valve 2 - N319- harness connector. – NO:
♦ REPLACE: Exhaust Camshaft Adjustment
• CHECK: Exhaust Camshaft Adjustment Valve Valve 2 - N319- . Refer to appropriate repair
2 - N319- component connector terminals 1 to manual.
2 for resistance.
C).

Q7 2016 ➤

• CHECK: Exhaust Camshaft Adjustment Valve
2 - N319- harness connector terminal 2 to – NO:
component.
• IGNITION: OFF.

Refer to appropriate repair manual. ♦ TIP: The Exhaust Camshaft Adjustment Valve
2 - N319- may fail under loaded operation;
• CHECK: Exhaust Camshaft Adjustment Valve please swap a known good Exhaust Camshaft
2 - N319- harness connector terminal 1 to the Adjustment Valve 2 - N319- prior to continuing
– NO:
component.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.23 Fuel Delivery Unit - GX1- , Checking

General Description
The Engine Control Module - J623- tells the Fuel Pump Control
Module - J538- the demand needed for fuel volume and pressure
and activates the Transfer Fuel Pump - G6- . The Transfer Fuel
Pump - G6- transfers fuel to the rest of the fuel system, where it
is monitored by the Engine Control Module - J623- through sen‐
sors, and controlled through regulators and/or metering valves.
Note the Fuel Delivery Unit - GX1- is also referred to as the Fuel
Pump Control Module - J538- .
The Fuel Delivery Unit - GX1- contains the following components:
♦ Fuel Pump Control Module - J538-
♦ Transfer Fuel Pump - G6-
The Fuel Delivery Unit - GX1- components cannot be serviced
separately, and they must be serviced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
Note
When the door is opened or the Ignition is turned to the ON po‐

sition the fuel pump is activated for 2 seconds to build up the
pressure in the fuel system.

– NO:

Q7 2016 ➤

♦ Condition may be intermittent.
• LISTEN: Transfer Fuel Pump - G6- should be
heard running for 2 s. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
• SPECIFIED VALUE: Transfer Fuel Pump ON short or harness connector for damage, corro‐
for 2 s. sion, loose or broken terminals.
– Was Value obtained? ♦ REPAIR: Faulty wiring or connector.
– NO:
3 • DISCONNECT: Fuel Pump Control Module - – YES:

J538- harness connector. ♦ GO TO: Step 4 ⇒ page 941 .
• CHECK: Fuel Pump Control Module - J538- component.
harness connector terminals 5 to 4 and 5 to
chassis ground for voltage. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Fuel Pump Control Module - J538- sion, loose or broken terminals.
harness connector terminal 4 to battery voltage
for voltage. ♦ REPAIR: Faulty wiring or connector.
• IGNITION: OFF. ♦ GO TO: Step 7 ⇒ page 942 .
4 • RECONNECT: Fuel Pump Control Module - – YES:
J538- harness connector. ♦ REPLACE: Transfer Fuel Pump - G6- , Refer
to appropriate repair manual.
• DISCONNECT: Transfer Fuel Pump - G6- har‐
ness connector. ♦ GO TO: Step 7 ⇒ page 942 .
• CRANK: Engine. – NO:
• CHECK: Transfer Fuel Pump - G6- harness
connector terminals 1 to 3 for voltage while en‐
gine is cranking.
• IGNITION: OFF.
• SPECIFIED VALUE: 7 – 11 V.
5 • DISCONNECT: Fuel Pump Control Module - – YES:
J538- harness connector. ♦ GO TO: Step 6 ⇒ page 942 .
• CHECK: Transfer Fuel Pump - G6- harness – NO:
connector terminal 1 to the Fuel Pump Control ♦ PERFORM: Visual Inspection of wiring and
Module - J538- harness connector terminal 3 component.
for resistance.
• CHECK: Transfer Fuel Pump - G6- harness short or harness connector for damage, corro‐
connector terminal 2 to the Fuel Pump Control sion, loose or broken terminals.
Module - J538- harness connector terminal 2
• CHECK: Transfer Fuel Pump - G6- harness ♦ GO TO: Step 7 ⇒ page 942 .
connector terminal 3 to the Fuel Pump Control
for resistance.
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ).

Q7 2016 ➤

Refer to appropriate repair manual. ♦ REPLACE: Fuel Pump Control Module -
J538- . Refer to appropriate repair manual.
• CHECK: Fuel Pump Control Module - J538-
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ). component.

Code. Refer to
– NO:
DTCs.
3.6.24 Fuel Injectors, Checking

General Description
The Fuel Injectors - N30, N31, N32, N33, N83, N84- are controlled
by the Engine Control Module - J623- and are mounted normally
in the cylinder head. The fuel injectors spray high-pressure, atom‐
ized fuel directly into the combustion chamber.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
♦ LED Test Lamp.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Harness connector from sus‐
pect Fuel Injector . – NO:
♦ REPLACE: Suspect Fuel Injector (s). Refer to
• CHECK: Suspect Fuel Injector component appropriate repair manual.
connector terminals 1 to 2 for resistance (refer
to the wiring diagram for proper terminal loca‐ ♦ GO TO: Step 4 ⇒ page 944 .
tions).
• SPECIFIED VALUE: 0.5 – 15 Ω (@ approx. 20°
C).
Refer to appropriate repair manual. ♦ TIP: The Fuel Injector may fail under loaded
operation; please swap a known good Fuel In‐
• CHECK: Suspect Fuel Injector harness con‐ jector prior to continuing to the next step.
nector terminal 1 to the Engine Control Module
- J623- harness connector T105 / xx for resist‐ ♦ GO TO: Step 4 ⇒ page 944 .
ance (refer to the wiring diagram for proper
terminal locations). – NO:
• CHECK: Suspect Fuel Injector harness con‐ component.
- J623- harness connector T105 / xx for resist‐ ♦ CHECK: Wiring for open, high resistance,
ance (refer to the wiring diagram for proper short or harness connector for damage, corro‐
terminal locations). sion, loose or broken terminals.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ REPAIR: Faulty wiring or connector.
– Were Values obtained? ♦ GO TO: Step 4 ⇒ page 944 .

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.25 Fuel Injectors (2 [B Circuit]), Checking

General Description
The Fuel Injectors - N532, N533, N5324, N535, N536, N537- are
powered by a Fuse Panel B - SB- fuse and are ground side
switched/controlled by the Engine Control Module - J623- . They
are mounted normally in the cylinder head. The fuel injectors
spray high-pressure, atomized fuel directly into the combustion
chamber.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
♦ LED Test Lamp.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Harness connector from sus‐
pect Fuel Injector . – NO:
♦ REPLACE: Suspect Fuel Injector (s). Refer to
• CHECK: Suspect Fuel Injector component appropriate repair manual.
connector terminals 1 to 2 for resistance (refer
to the wiring diagram for proper terminal loca‐ ♦ GO TO: Step 5 ⇒ page 946 .
tions).
• SPECIFIED VALUE: 0.5 – 15 Ω (@ approx. 20°
C).
• CHECK: Suspect Fuel Injector harness con‐
nector terminal 1 to ground for voltage. – NO:
• IGNITION: OFF. component.
• SPECIFIED VALUE: Battery voltage. ♦ CHECK: Wiring for open, high resistance,
– Was Value obtained? short or harness connector for damage, corro‐

Refer to appropriate repair manual. ♦ TIP: The Fuel Injector may fail under loaded
operation; please swap a known good Fuel In‐
• CHECK: Suspect Fuel Injector harness con‐ jector prior to continuing to the next step.
- J623- harness connector T105 / xx for resist‐ ♦ GO TO: Step 5 ⇒ page 946 .
ance (refer to the wiring diagram for proper
terminal locations). – NO:

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.26 Fuel Metering Valve - N290- , Checking

General Description
The Engine Control Module - J623- regulates the Fuel Metering
Valve - N290- directly at the High Pressure Fuel Pump to control
the low pressure flow inside the High Pressure Fuel Pump.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• DISCONNECT: Fuel Metering Valve - N290-
harness connector. – NO:
♦ REPLACE: Fuel Metering Valve - N290- . Re‐
• CHECK: Fuel Metering Valve - N290- compo‐ fer to appropriate repair manual.
nent connector terminals 1 to 2 for resistance.
• SPECIFIED VALUE: 1.5 – 11 Ω (± 0.5 Ω @
approx. 20° C).
Refer to appropriate repair manual. ♦ TIP: The Fuel Metering Valve - N290- may fail
under loaded operation; please swap a known
• CHECK: Fuel Metering Valve - N290- harness good Fuel Metering Valve - N290- prior to con‐
connector terminal 1 to the Engine Control tinuing to the next step.
Module - J623- harness connector T105 / 67
for resistance. ♦ GO TO: Step 4 ⇒ page 947 .
• CHECK: Fuel Metering Valve - N290- harness – NO:
connector terminal 2 to the Engine Control ♦ PERFORM: Visual Inspection of wiring and
Module - J623- harness connector T105 / 3 for component.
resistance.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.27 Fuel Pressure Sensor - G247- , Check‐

ing
General Description
The Fuel Pressure Sensor - G247- measures the fuel pressure in
the high-pressure fuel system. The Engine Control Module - J623-
analyzes the signal and regulates the fuel high pressure through
the Fuel Metering Valve - N290- in the high-pressure pump.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Fuel Pressure Sensor - G247-
• IGNITION: ON.
• CHECK: Fuel Pressure Sensor - G247- har‐
ness connector terminals 1 to 3 for voltage.
• IGNITION: OFF.

Q7 2016 ➤

Refer to appropriate repair manual. ♦ REPLACE: Fuel Pressure Sensor - G247- .
• CHECK: Fuel Pressure Sensor - G247- har‐
trol Module - J623- harness connector T105 /
49 for resistance. – NO:

• CHECK: Fuel Pressure Sensor - G247- har‐ – NO:
trol Module - J623- harness connector T105 / component.
33 for resistance.
• CHECK: Fuel Pressure Sensor - G247- har‐ short or harness connector for damage, corro‐
trol Module - J623- harness connector T105 /
48 for resistance. ♦ REPAIR: Faulty wiring or connector.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.28 Fuel Tank Leak Detection Control Mod‐

ule - J909- , Checking
General Description
The system can test the evaporative system integrity by using
natural vacuum after the engine is shut off. The Engine Control
Module - J623- monitors the ability of the system to maintain vac‐
uum through signals sent from the Fuel Tank Pressure Sensor -
G400- and the Fuel Tank Leak Detection Control Module - J909- .
If the vacuum remains for a specified period of time, then there
are no evaporative leaks, and a PASS is reported by the Engine
Control Module - J623- . If there is a leak, the system either will
not achieve a vacuum, or a vacuum cannot be maintained. Usu‐
ally a fault can only be detected after a cold start.
The Fuel Tank Leak Detection Control Module - J909- operates
in conjunction with the following component:
♦ Fuel Tank Pressure Sensor - G400-
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
♦ Hand Vacuum pump.
♦ Evap Smoke Tester.
Test requirements
• Fuses OK.
Test Procedure
– NO:

Q7 2016 ➤

• REMOVE: Evaporative Canister. Refer to ap‐
propriate repair manual. – NO:
♦ REPLACE: Fuel Tank Pressure Sensor -
• Plug or Cap off the Fuel Tank Pressure Sensor G400- . Refer to appropriate repair manual.
- G400- hose going to the vent filter.
• CONNECT: Hand vacuum pump to the Fuel
Tank Pressure Sensor - G400- and apply
0.700 bar and see if the vacuum holds.
– Did the vacuum hold?
3 • DISCONNECT: Fuel Tank Leak Detection – YES:
Control Module - J909 - harness connector. ♦ GO TO: Step 4 ⇒ page 951 .
• CHECK: Fuel Tank Leak Detection Control component.
Module - J909 - harness connector terminal 4
to ground for voltage. ♦ CHECK: Wiring for open, high resistance,
• IGNITION: OFF. sion, loose or broken terminals.
• SPECIFIED VALUE: Battery voltage. ♦ REPAIR: Faulty wiring or connector.

Refer to appropriate repair manual. ♦ REPLACE: Fuel Tank Leak Detection Control
Module - J909 - . Refer to appropriate repair
• DISCONNECT: Fuel Tank Pressure Sensor - manual.
G400- harness connector.
• CHECK: Fuel Tank Leak Detection Control
Module - J909- harness connector terminal 2 – NO:
to the Engine Control Module - J623- harness ♦ PERFORM: Visual Inspection of wiring and
connector T91 / 36 for resistance. component.
• CHECK: Fuel Tank Leak Detection Control ♦ CHECK: Wiring for open, high resistance,
Module - J909- harness connector terminal 3 short or harness connector for damage, corro‐
to the Engine Control Module - J623- harness sion, loose or broken terminals.
Module - J909- harness connector terminal 1 ♦ GO TO: Step 5 ⇒ page 952 .
to the Fuel Tank Pressure Sensor - G400- har‐
ness connector terminal 1 for resistance.
to the Fuel Tank Pressure Sensor - G400- har‐
ness connector terminal 3 for resistance.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.29 Ignition Coils With Power Output Stage ,

Checking
General Description
The ignition coil must transform the relatively low 12.0 V on-board
vehicle voltage to the high ignition voltage required and supply
the energy stored in that voltage to the spark plug. The functional
principle of the ignition coil is relatively simple. It has a primary
winding (small number of turns) and a secondary winding (lots of
turns). The turn ratio between the number of primary and secon‐
dary winding turns determines the level of the voltage generated
at the output. The Ignition Coils With Power Output Stage are
plugged directly into the spark plug. This means that the ignition
energy can be transferred directly to the spark plug with virtually
zero power loss.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
♦ LED Test Lamp.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Suspect Ignition Coil With
Power Output Stage harness connector. – NO:
• CHECK: Suspect Ignition Coil With Power Out‐ ♦ CHECK: Wiring for open, high resistance,
put Stage harness connector terminals 1 to 2 short or harness connector for damage, corro‐
and 4 for voltage. sion, loose or broken terminals.
• CHECK: Suspect Ignition Coil With Power Out‐ – NO:
put Stage harness connector terminal 3 to the ♦ PERFORM: Visual Inspection of wiring and
Engine Control Module - J623- harness con‐ component.
nector T105 / xx for resistance (refer to appro‐
priate wiring diagram for proper terminal loca‐ ♦ CHECK: Wiring for open, high resistance,
tions). short or harness connector for damage, corro‐
4 • DISCONNECT: All of the Fuel Injectors . Refer – YES:

to appropriate wiring diagram. ♦ REPLACE: Suspect Ignition Coil With Power
Output Stage . Refer to appropriate repair
• DISCONNECT: Cold Start Injector (If applica‐ manual.
ble).
• CONNECT: Engine Control Module - J623-
• CONNECT: LED Test Lamp to Suspect Igni‐
tion Coil With Power Output Stage harness
connector terminals 3 to 2.
• CRANK: Engine.
• SPECIFIED VALUE: LED Test Lamp should
Flicker ON & OFF.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.30 Intake Air Temperature Sensor - G42- /

Manifold Absolute Pressure Sensor -
G71- , Checking
General Description
Air mass and charge pressure are two factors used for engine
load management. For this purpose, there are several sensors
with absolutely identical functions. They measure the intake air
temperature and the intake manifold pressure. The Intake Air
Temperature Sensor - G42- / Manifold Absolute Pressure Sensor
- G71- is located upstream of the Throttle Valve Control Module
- J338- . They measure the pressure and temperature of the air
in each individual cylinder bank. The values measured here cor‐
respond to the actual air mass in the cylinder bank(s).
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Intake Air Temperature Sen‐
sor - G42- / Manifold Absolute Pressure Sen‐ – NO:
sor - G71- harness connector. ♦ GO TO: Step 4 ⇒ page 955 .
• IGNITION: ON.
• CHECK: Intake Air Temperature Sensor -
G42- / Manifold Absolute Pressure Sensor -
voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Intake Air Temperature Sensor -
• CHECK: Intake Air Temperature Sensor - G71- . Refer to appropriate repair manual.
G71- harness connector terminal 2 to the ♦ GO TO: Step 5 ⇒ page 956 .
nector T105 / 51 for resistance. – NO:
• CHECK: Intake Air Temperature Sensor - component.
G71- harness connector terminal 4 to the ♦ CHECK: Wiring for open, high resistance,
Engine Control Module - J623- harness con‐ short or harness connector for damage, corro‐
nector T105 / 52 for resistance. sion, loose or broken terminals.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ REPAIR: Faulty wiring or connector.
– Were Values obtained? ♦ GO TO: Step 5 ⇒ page 956 .

• CHECK: Intake Air Temperature Sensor - – NO:
G42- / Manifold Absolute Pressure Sensor - ♦ PERFORM: Visual Inspection of wiring and
G71- harness connector terminal 1 to the component.
nector T105 / 33 for resistance. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Intake Air Temperature Sensor - sion, loose or broken terminals.
G71- harness connector terminal 3 to the ♦ REPAIR: Faulty wiring or connector.
Engine Control Module - J623- harness con‐ ♦ GO TO: Step 5 ⇒ page 956 .

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.31 Intake Manifold Runner Control Valve -

N316- , Checking
General Description
The intake manifold runner valve(s) are mounted on a common
shaft and actuated by a vacuum cell. The partial vacuum required
for actuation is supplied by the Intake Manifold Runner Control
Valve - N316- . The Engine Control Module - J623- activates the
Intake Manifold Runner Control Valve - N316- on the basis of a
characteristic map.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Intake Manifold Runner Con‐
trol Valve - N316- harness connector. – NO:
♦ REPLACE: Intake Manifold Runner Control
• CHECK: Intake Manifold Runner Control Valve Valve - N316- . Refer to appropriate repair
- N316- component connector terminals 1 to 2 manual.
for resistance.
C).
• CHECK: Intake Manifold Runner Control Valve
- N316- harness connector terminal 1 to – NO:
component.
• IGNITION: OFF.

Refer to appropriate repair manual. ♦ TIP: The Intake Manifold Runner Control Valve
- N316- may fail under loaded operation;
• CHECK: Intake Manifold Runner Control Valve please swap a known good Intake Manifold
- N316- harness connector terminal 2 to the Runner Control Valve - N316- prior to continu‐
Engine Control Module - J623- harness con‐ ing to the next step.
– NO:
component.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.32 Intake Manifold Runner Position Sensor

- G336- , Checking
General Description
The Intake Manifold Runner Position Sensor - G336- monitors the
position of the intake manifold runner flaps. These flaps can be
adjusted open or closed to provide longer or shorter intake run‐
ners depending on ambient conditions to increase engine effi‐
ciency.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• DISCONNECT: Intake Manifold Runner Posi‐
tion Sensor - G336- harness connector. – NO:
• IGNITION: ON.
• CHECK: Intake Manifold Runner Position Sen‐
sor - G336- harness connector terminals 1 to 3
for voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Intake Manifold Runner Position
Sensor - G336- . Refer to appropriate repair
• CHECK: Intake Manifold Runner Position Sen‐ manual.
sor - G336- harness connector terminal 2 to the
Engine Control Module - J623- harness con‐ ♦ GO TO: Step 5 ⇒ page 960 .
– NO:
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ PERFORM: Visual Inspection of wiring and
component.

• CHECK: Intake Manifold Runner Position Sen‐ – NO:
sor - G336- harness connector terminal 1 to the ♦ PERFORM: Visual Inspection of wiring and
Engine Control Module - J623- harness con‐ component.
• CHECK: Intake Manifold Runner Position Sen‐ short or harness connector for damage, corro‐
sor - G336- harness connector terminal 3 to the sion, loose or broken terminals.
nector T105 / 33 for resistance. ♦ REPAIR: Faulty wiring or connector.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.33 Intake Manifold Runner Position Sensor

2 - G512- , Checking
General Description
The Engine Control Module - J623- uses the Intake Manifold
Runner Position Sensor 2 - G512- signal to calculate a correction
value for the charge air pressure. Evaluation of the signal gives
consideration to the influence of temperature on the density of the
charge air.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:

• DISCONNECT: Intake Manifold Runner Posi‐
tion Sensor 2 - G512- harness connector. – NO:
• IGNITION: ON.
• CHECK: Intake Manifold Runner Position Sen‐
sor 2 - G512- harness connector terminals 1 to
3 for voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Intake Manifold Runner Position
Sensor 2 - G512- . Refer to appropriate repair
• CHECK: Intake Manifold Runner Position Sen‐ manual.
sor 2 - G512- harness connector terminal 2 to
the Engine Control Module - J623- harness ♦ GO TO: Step 5 ⇒ page 962 .
– NO:
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ PERFORM: Visual Inspection of wiring and
component.

• CHECK: Intake Manifold Runner Position Sen‐ – NO:
sor 2 - G512- harness connector terminal 1 to ♦ PERFORM: Visual Inspection of wiring and
the Engine Control Module - J623- harness component.
• CHECK: Intake Manifold Runner Position Sen‐ short or harness connector for damage, corro‐
sor 2 - G512- harness connector terminal 3 to sion, loose or broken terminals.
the Engine Control Module - J623- harness
connector T105 / 33 for resistance. ♦ REPAIR: Faulty wiring or connector.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.34 Knock Sensor 1 - G61- , Checking

General Description
The Knock Sensor 1 - G61- is a tuned accelerometer on the en‐
gine which converts engine vibration to an electrical signal. The
Engine Control Module - J623- uses this signal to determine the
presence of engine knock and to retard spark timing, if necessary.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

customers complaint. Refer to ♦ GO TO Step 2 ⇒ page 963 .
– NO:

• DISCONNECT: Knock Sensor 1 - G61- har‐
ness connector. – NO:
♦ REPLACE: Knock Sensor 1 - G61- . Refer to
• CHECK: Knock Sensor 1 - G61- component appropriate repair manual.
connector terminals 1 to 2 for resistance.
prox. 20° C).
Refer to appropriate repair manual. ♦ TIP: The Knock Sensor 1 - G61- may fail under
loaded operation; please swap a known good
• CHECK: Knock Sensor 1 - G61- harness con‐ Knock Sensor 1 - G61- prior to continuing to
nector terminal 1 to the Engine Control Module the next step.
- J623- harness connector T105 / 69 for resist‐
ance. ♦ GO TO: Step 4 ⇒ page 963 .
• CHECK: Knock Sensor 1 - G61- harness con‐ – NO:
nector terminal 2 to the Engine Control Module ♦ PERFORM: Visual Inspection of wiring and
- J623- harness connector T105 / 68 for resist‐ component.
ance.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.35 Knock Sensor 2 - G66- , Checking

General Description
The Knock Sensor 2 - G66- is a tuned accelerometer on the en‐
gine which converts engine vibration to an electrical signal. The
Engine Control Module - J623- uses this signal to determine the
presence of engine knock and to retard spark timing, if necessary.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
– NO:

• DISCONNECT: Knock Sensor 2 - G66- har‐
ness connector. – NO:
♦ REPLACE: Knock Sensor 2 - G66- . Refer to
• CHECK: Knock Sensor 2 - G66- component appropriate repair manual.
connector terminals 1 to 2 for resistance.
prox. 20° C).

Q7 2016 ➤

Refer to appropriate repair manual. ♦ TIP: The Knock Sensor 2 - G66- may fail under
loaded operation; please swap a known good
• CHECK: Knock Sensor 2 - G66- harness con‐ Knock Sensor 2 - G66- prior to continuing to
nector terminal 1 to the Engine Control Module the next step.
- J623- harness connector T105 / 16 for resist‐
ance. ♦ GO TO: Step 4 ⇒ page 965 .
• CHECK: Knock Sensor 2 - G66- harness con‐ – NO:
nector terminal 2 to the Engine Control Module ♦ PERFORM: Visual Inspection of wiring and
- J623- harness connector T105 / 17 for resist‐ component.
ance.

Code. Refer to
– NO:
DTCs.
3.6.36 Low Fuel Pressure Sensor - G410- ,

Checking
General Description
The low-side fuel pressure is constantly monitored by the Low
Fuel Pressure Sensor - G410- and sent to the Engine Control
Module - J623- . If this pressure deviates from the desired pres‐
sure, the Engine Control Module - J623- sends a signal to the Fuel
Pump Control Module - J538- . The Fuel Pump Control Module -
J538- then sends a PWM signal to the Transfer Fuel Pump - G6-
until the desired fuel pressure is achieved.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.

Q7 2016 ➤
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Low Fuel Pressure Sensor -
• IGNITION: ON.
• CHECK: Low Fuel Pressure Sensor - G410-
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Low Fuel Pressure Sensor -
• CHECK: Low Fuel Pressure Sensor - G410-

Q7 2016 ➤

• CHECK: Low Fuel Pressure Sensor - G410- – NO:
• CHECK: Low Fuel Pressure Sensor - G410- short or harness connector for damage, corro‐

Code. Refer to
– NO:
DTCs.
3.6.37 Motronic Engine Control Module Power

Supply Relay - J271 - , Checking
General Description
The following procedure is used to diagnose the Motronic Engine
Control Module Power Supply Relay - J271- and the Engine Con‐
trol Module - J623- power supply voltage that is provided by the
Motronic Engine Control Module Power Supply Relay - J271- .
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:
about the concern.

• DISCONNECT: Motronic Engine Control Mod‐
ule Power Supply Relay - J271- . – NO:
• CHECK: Motronic Engine Control Module ♦ CHECK: Wiring for open, high resistance,
Power Supply Relay - J271- socket terminals short or harness connector for damage, corro‐
1 and 3 to ground for voltage. sion, loose or broken terminals.
• CONNECT: Jumper wire, between the Motron‐ – NO:
ic Engine Control Module Power Supply Relay ♦ GO TO: Step 5 ⇒ page 969 .
- J271- socket terminals 3 and 5.
• IGNITION: ON.
• CHECK: Engine Control Module - J623- har‐
ness connector T91 / 3, T91 / 5, and T91 / 6 to
ground for voltage.
• IGNITION: OFF.

Q7 2016 ➤

4 • REMOVE: Jumper wire, between the Motronic – YES:
Engine Control Module Power Supply Relay - ♦ REPLACE: Motronic Engine Control Module
J271- socket terminals 3 and 5. Power Supply Relay - J271- . Refer to appro‐
priate repair manual.
• CHECK: Motronic Engine Control Module
Power Supply Relay - J271- socket terminal 2 ♦ GO TO: Step 6 ⇒ page 969 .
to the Engine Control Module - J623- harness
connector T91 / 21 for resistance. – NO:
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ) component.
5 • REMOVE: Jumper wire, between the Motronic – YES:

Engine Control Module Power Supply Relay - ♦ REPLACE: Fuse Panel B - SB- fuse box. Refer
J271- socket terminals 3 and 5. to appropriate repair manual.
• REMOVE: Fuse 14 (On Fuse Panel B) - ♦ GO TO: Step 6 ⇒ page 969 .
SB14- . Refer to appropriate repair manual.
– NO:
• CHECK: Downstream (output) side of Fuse 14 ♦ PERFORM: Visual Inspection of wiring and
(On Fuse Panel B) - SB14- to the Engine Con‐ component.
trol Module - J623- harness connector T91 / 3,
T91 / 5, and T91 / 6 for resistance. ♦ CHECK: Wiring for open, high resistance,
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). sion, loose or broken terminals.
– Were Values obtained? ♦ REPAIR: Faulty wiring or connector.

Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.38 Oxygen Sensor 1 After Catalytic Con‐

verter - GX7- , Checking
General Description
The Oxygen Sensor 1 After Catalytic Converter - GX7- is posi‐
tioned downstream of the primary catalytic converter and it sup‐
plies the Engine Control Module - J623- with a voltage signal
(nonlinear) indicating a “rich” or a “lean“ condition is present. If
the primary catalytic converter is supersaturated with oxygen (in‐
dicating a lean mixture is present), the Oxygen Sensor 1 After
Catalytic Converter - GX7- will send the Engine Control Module -
J623- a nonlinear signal indicating the lean mixture condition. The
mixture is then enriched with fuel until the oxygen has been “dis‐
placed” from the catalytic converter. This new condition, in turn,
is registered by the Oxygen Sensor 1 After Catalytic Converter -
GX7- as a nonlinear signal indicating the rich mixture condition.
The mixture is then leaned out by the Engine Control Module -
J623- . If the nonlinear signal is received again, the mixture will
again be enriched. The frequency, or period, during which the
mixture is enriched or leaned out is variable, being dependent on
the gas flow rate (engine load) at that moment.
Note the Oxygen Sensor 1 After Catalytic Converter - GX7- is also
known as the Oxygen Sensor After Three Way Catalytic Con‐
verter - G130- .
The Oxygen Sensor 1 After Catalytic Converter - GX7- contains
the following components:
♦ Oxygen Sensor After Three Way Catalytic Converter - G130-
♦ Heater For Oxygen Sensor 1 After Catalytic Converter - Z29-
The Oxygen Sensor 1 After Catalytic Converter - GX7- compo‐
nents cannot be serviced separately, and they must be serviced
as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
customers complaint. Refer to Oxygen Sensor ♦ GO TO: Step 2 ⇒ page 971 .
Preliminary Tests in
⇒ “3.1 Preliminary Check”, page 20 . – NO:
♦ GATHER more information from customer
– Was Complaint verified? about the complaint.

• DISCONNECT: Oxygen Sensor 1 After Cata‐
lytic Converter - GX7- harness connector. – NO:
♦ REPLACE: Oxygen Sensor 1 After Catalytic
• CHECK: Oxygen Sensor 1 After Catalytic Con‐ Converter - GX7- . Refer to appropriate repair
verter - GX7- component connector terminals manual.
• SPECIFIED VALUE: 1 – 5 Ω (@ 25° C).
• CHECK: Oxygen Sensor 1 After Catalytic Con‐
verter - GX7- harness connector terminal 1 to – NO:
component.
• IGNITION: OFF.
4 • RECONNECT: Oxygen Sensor 1 After Cata‐ – YES:

lytic Converter - GX7- harness connector. ♦ FAULT: Is intermittent.
• CONNECT: Scan Tool. ♦ PERFORM: Visual Inspection of wiring and
component.
• START: Engine and let Idle.
• Perform the function test located in diagnostic short or harness connector for damage, corro‐
mode 06. Refer to appropriate Diagnostic sion, loose or broken terminals.
Mode 06 - Read Test Results for Specific Di‐
agnostic Functions, ♦ REPAIR: Faulty wiring or connector.
⇒ “3.3 Diagnostic Modes 01 – 0A”, page 23 .
• IGNITION: OFF.
– NO:
• SPECIFIED VALUE: Mode 6 Pass. ♦ GO TO: Step 5 ⇒ page 972 .

Q7 2016 ➤

5 • DISCONNECT: Oxygen Sensor 1 After Cata‐ – YES:
lytic Converter - GX7- harness connector. ♦ REPLACE: Oxygen Sensor 1 After Catalytic
Converter - GX7- . Refer to appropriate repair
• REMOVE: Engine Control Module - J623- . manual.
the Engine Control Module - J623- connector ♦ PERFORM: Visual Inspection of wiring and
T105 / 97 for resistance. component.
• CHECK: Oxygen Sensor 1 After Catalytic Con‐ ♦ CHECK: Wiring for open, high resistance,
verter - GX7- harness connector terminal 3 to short or harness connector for damage, corro‐
the Engine Control Module - J623- connector sion, loose or broken terminals.
verter - GX7- harness connector terminal 4 to ♦ GO TO: Step 6 ⇒ page 972 .
the Engine Control Module - J623- connector
Code. Refer to
– NO:
DTCs.
3.6.39 Oxygen Sensor 1 Before Catalytic Con‐

General Description
The Oxygen Sensor 1 Before Catalytic Converter - GX10- does
not actually measure oxygen concentration, but rather the differ‐
ence between the amount of oxygen in the exhaust gas and the
amount of oxygen in the air. A rich mixture causes an oxygen
demand. This demand causes a voltage to build up, due to trans‐
portation of oxygen ions through the Oxygen Sensor 1 Before
Catalytic Converter - GX10- layer. A lean mixture causes a low
voltage, since there is an oxygen excess. The Oxygen Sensor 1
Before Catalytic Converter - GX10- and catalytic converters are
used in order to reduce exhaust emissions. Information on oxygen

Q7 2016 ➤
concentration is sent to the Engine Control Module - J623- , which

adjusts the amount of fuel injected into the engine to compensate
for excess air or excess fuel. The Engine Control Module - J623-
attempts to maintain, on average, a certain air–fuel ratio by inter‐
preting the information it gains from the Oxygen Sensor 1 Before
Catalytic Converter - GX10- . The primary goal is a compromise
between power, fuel economy, and emissions. The heater for the
Oxygen Sensor 1 Before Catalytic Converter - GX10- is designed
to minimize the time-to-readiness for closed-loop operation by
heating the Oxygen Sensor 1 Before Catalytic Converter - GX10-
as quickly as possible.
Note the Oxygen Sensor 1 Before Catalytic Converter - GX10- is
also known as the Heated Oxygen Sensor - G39- .
The Oxygen Sensor 1 Before Catalytic Converter - GX10- con‐
tains the following components:
♦ Heated Oxygen Sensor - G39-
♦ Oxygen Sensor Heater - Z19-
The Oxygen Sensor 1 Before Catalytic Converter - GX10- com‐
ponents cannot be serviced separately, and they must be serv‐
iced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure

Q7 2016 ➤

• DISCONNECT: Oxygen Sensor 1 Before Cat‐
alytic Converter - GX10- harness connector. – NO:
♦ REPLACE: Oxygen Sensor 1 Before Catalytic
• CHECK: Oxygen Sensor 1 Before Catalytic Converter - GX10- . Refer to appropriate repair
Converter - GX10- component connector ter‐ manual.
minals 3 to 5 for resistance.
• CHECK: Oxygen Sensor 1 Before Catalytic
Converter - GX10- harness connector terminal – NO:
5 to ground for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
4 • RECONNECT: Oxygen Sensor 1 Before Cat‐ – YES:

alytic Converter - GX10- harness connector. ♦ FAULT: Is intermittent.
component.
• IGNITION: OFF.
– NO:

Q7 2016 ➤

5 • DISCONNECT: Oxygen Sensor 1 Before Cat‐ – YES:
alytic Converter - GX10- harness connector. ♦ REPLACE: Oxygen Sensor 1 Before Catalytic
1 to the Engine Control Module - J623- harness ♦ PERFORM: Visual Inspection of wiring and
• CHECK: Oxygen Sensor 1 Before Catalytic ♦ CHECK: Wiring for open, high resistance,
Converter - GX10- harness connector terminal short or harness connector for damage, corro‐
2 to the Engine Control Module - J623- harness sion, loose or broken terminals.
Converter - GX10- harness connector terminal ♦ GO TO: Step 6 ⇒ page 975 .
3 to the Engine Control Module - J623- harness
Converter - GX10- harness connector terminal
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω).
Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.40 Oxygen Sensor 2 After Catalytic Con‐

General Description
The Oxygen Sensor 2 After Catalytic Converter - GX8- is posi‐
tioned downstream of the primary catalytic converter and it sup‐
plies the Engine Control Module - J623- with a voltage signal
(nonlinear) indicating a “rich” or a “lean“ condition is present. If
the primary catalytic converter is supersaturated with oxygen (in‐
dicating a lean mixture is present), the Oxygen Sensor 2 After
Catalytic Converter - GX8- will send the Engine Control Module -
J623- a nonlinear signal indicating the lean mixture condition. The
mixture is then enriched with fuel until the oxygen has been “dis‐
placed” from the catalytic converter. This new condition, in turn,
is registered by the Oxygen Sensor 2 After Catalytic Converter -
GX8- as a nonlinear signal indicating the rich mixture condition.
The mixture is then leaned out by the Engine Control Module -
J623- . If the nonlinear signal is received again, the mixture will
again be enriched. The frequency, or period, during which the
mixture is enriched or leaned out is variable, being dependent on
the gas flow rate (engine load) at that moment.
Note the Oxygen Sensor 2 After Catalytic Converter - GX8- is also
known as the Oxygen Sensor 2 After Catalytic Converter - G131- .
The Oxygen Sensor 2 After Catalytic Converter - GX8- contains
the following components:
♦ Oxygen Sensor 2 After Catalytic Converter - G131-
♦ Heater For Oxygen Sensor 2 After Catalytic Converter - Z30-
The Oxygen Sensor 2 After Catalytic Converter - GX8- compo‐
nents cannot be serviced separately, and they must be serviced
as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure

• DISCONNECT: Oxygen Sensor 2 After Cata‐
lytic Converter - GX8- harness connector. – NO:
♦ REPLACE: Oxygen Sensor 2 After Catalytic
• CHECK: Oxygen Sensor 2 After Catalytic Con‐ Converter - GX8- . Refer to appropriate repair
verter - GX8- component connector terminals manual.
component.
• IGNITION: OFF.
4 • RECONNECT: Oxygen Sensor 2 After Cata‐ – YES:

lytic Converter - GX8- harness connector. ♦ FAULT: Is intermittent.
component.
• IGNITION: OFF.
– NO:

Q7 2016 ➤

5 • DISCONNECT: Oxygen Sensor 2 After Cata‐ – YES:
lytic Converter - GX8- harness connector. ♦ REPLACE: Oxygen Sensor 2 After Catalytic
the Engine Control Module - J623- harness ♦ PERFORM: Visual Inspection of wiring and
• CHECK: Oxygen Sensor 2 After Catalytic Con‐ ♦ CHECK: Wiring for open, high resistance,
verter - GX8- harness connector terminal 3 to short or harness connector for damage, corro‐
the Engine Control Module - J623- harness sion, loose or broken terminals.
verter - GX8- harness connector terminal 4 to ♦ GO TO: Step 6 ⇒ page 978 .
the Engine Control Module - J623- harness
Code. Refer to
– NO:
DTCs.
3.6.41 Oxygen Sensor 2 Before Catalytic Con‐

General Description
The Oxygen Sensor 2 Before Catalytic Converter - GX11- does
not actually measure oxygen concentration, but rather the differ‐
ence between the amount of oxygen in the exhaust gas and the
amount of oxygen in the air. A rich mixture causes an oxygen
demand. This demand causes a voltage to build up, due to trans‐
portation of oxygen ions through the Oxygen Sensor 2 Before
Catalytic Converter - GX11- layer. A lean mixture causes a low
voltage, since there is an oxygen excess. The Oxygen Sensor 2
Before Catalytic Converter - GX11- and catalytic converters are
used in order to reduce exhaust emissions. Information on oxygen

Q7 2016 ➤
concentration is sent to the Engine Control Module - J623- , which

adjusts the amount of fuel injected into the engine to compensate
for excess air or excess fuel. The Engine Control Module - J623-
attempts to maintain, on average, a certain air–fuel ratio by inter‐
preting the information it gains from the Oxygen Sensor 2 Before
Catalytic Converter - GX11- . The primary goal is a compromise
between power, fuel economy, and emissions. The heater for the
Oxygen Sensor 2 Before Catalytic Converter - GX11- is designed
to minimize the time-to-readiness for closed-loop operation by
heating the Oxygen Sensor 2 Before Catalytic Converter - GX11-
as quickly as possible.
Note the Oxygen Sensor 2 Before Catalytic Converter - GX11- is
also known as the Heated Oxygen Sensor 2 - G108- .
The Oxygen Sensor 2 Before Catalytic Converter - GX11- con‐
tains the following components:
♦ Heated Oxygen Sensor 2 - G108-
♦ Oxygen Sensor 2 Heater - Z28-
The Oxygen Sensor 2 Before Catalytic Converter - GX11- com‐
ponents cannot be serviced separately, and they must be serv‐
iced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure

Q7 2016 ➤

• DISCONNECT: Oxygen Sensor 2 Before Cat‐
alytic Converter - GX11- harness connector. – NO:
♦ REPLACE: Oxygen Sensor 2 Before Catalytic
• CHECK: Oxygen Sensor 2 Before Catalytic Converter - GX11- . Refer to appropriate repair
Converter - GX11- component connector ter‐ manual.
minals 3 to 5 for resistance.
5 to ground for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
4 • RECONNECT: Oxygen Sensor 2 Before Cat‐ – YES:

alytic Converter - GX11- harness connector. ♦ FAULT: Is intermittent.
component.
• IGNITION: OFF.
– NO:

Q7 2016 ➤

5 • DISCONNECT: Oxygen Sensor 2 Before Cat‐ – YES:
alytic Converter - GX11- harness connector. ♦ REPLACE: Oxygen Sensor 2 Before Catalytic
1 to the Engine Control Module - J623- harness ♦ PERFORM: Visual Inspection of wiring and
• CHECK: Oxygen Sensor 2 Before Catalytic ♦ CHECK: Wiring for open, high resistance,
Converter - GX11- harness connector terminal short or harness connector for damage, corro‐
2 to the Engine Control Module - J623- harness sion, loose or broken terminals.
Converter - GX11- harness connector terminal ♦ GO TO: Step 6 ⇒ page 981 .
Code. Refer to
– NO:
DTCs.

Q7 2016 ➤
3.6.42 Secondary Air Injection Pump Relay -

J299- / Secondary Air Injection Pump
Motor - V101- , Checking
General Description
The secondary air injection system sends air into the exhaust us‐
ing passages in the cylinder head. This extra air injection takes
place using the Secondary Air Injection Pump Motor - V101- that
is powered by the Secondary Air Injection Pump Relay - J299- on
a cold-start of the engine for about 45 – 100 s and serves to quickly
heat the catalytic converter(s) for improved emissions.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Secondary Air Injection Pump
Relay - -J299-- . Refer to appropriate repair – NO:
manual. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: ON.
• CHECK: Secondary Air Injection Pump Relay short or harness connector for damage, corro‐
- -J299-- socket terminal 1 and 3 to ground for sion, loose or broken terminals.
voltage.
• IGNITION: OFF.

Q7 2016 ➤

3 • CONNECT: Jumper wire, between the Secon‐ – YES:
dary Air Injection Pump Relay - -J299-- socket ♦ GO TO: Step 4 ⇒ page 983 .
terminals 3 and 5.
– NO:
• IGNITION: ON. ♦ GO TO: Step 5 ⇒ page 983 .
• SPECIFIED VALUE: The Secondary Air Injec‐
tion Pump Motor - -V101-- should be heard
running.
• IGNITION: OFF.
4 • DISCONNECT: Jumper wire, between the – YES:
Secondary Air Injection Pump Relay - -J299-- ♦ REPLACE: Secondary Air Injection Pump Re‐
socket terminals 3 and 5. lay - -J299-- . Refer to appropriate repair man‐
ual.
• REMOVE: Engine Control Module - J623- .
• CHECK: Secondary Air Injection Pump Relay – NO:
- -J299-- socket terminal 2 to the Engine Con‐ ♦ PERFORM: Visual Inspection of wiring and
trol Module - J623- harness connector T91 / 28 component.
for resistance.
5 • DISCONNECT: Jumper wire, between the – YES:

Secondary Air Injection Pump Relay - -J299-- ♦ GO TO: Step 6 ⇒ page 983 .
socket terminals 3 and 5.
– NO:
• DISCONNECT: Secondary Air Injection Pump ♦ PERFORM: Visual Inspection of wiring and
Motor - V101- harness connector. component.
• CHECK: Secondary Air Injection Pump Relay ♦ CHECK: Wiring for open, high resistance,
- J299- socket terminal 5 to the Secondary Air short or harness connector for damage, corro‐
Injection Pump Motor - V101- harness connec‐ sion, loose or broken terminals.
tor terminal 2 for resistance.
6 • CHECK: Secondary Air Injection Pump Motor – YES:
- -V101-- harness connector terminal 1 to ♦ REPLACE: Secondary Air Injection Pump Mo‐
ground for resistance. tor - -V101-- . Refer to appropriate repair man‐
ual.
– NO:
component.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.43 Secondary Air Injection Solenoid Valve

- N112- , Checking
General Description
The secondary air injection system sends air into the exhaust,
behind the exhaust valves, using a passage in the cylinder head.
This extra air injection takes place on a cold-start of the engine
for about 45 – 100 s and serves to quickly heat the catalytic con‐
verter(s) for improved emissions. A "pressure based secondary
air diagnostics" function is used. In this system, the Engine Con‐
trol Module - J623- controls the Secondary Air Injection Solenoid
Valve - N112- , which allows the correct amount of air to be in‐
jected. The injected air quantity is determined from the pressure
level.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤

Test Procedure
– NO:

• DISCONNECT: Secondary Air Injection Sole‐
noid Valve - N112- harness connector. – NO:
♦ REPLACE: Secondary Air Injection Solenoid
• CHECK: Secondary Air Injection Solenoid Valve - N112- . Refer to appropriate repair
Valve - N112- component connector terminals manual.
C).
• CHECK: Secondary Air Injection Solenoid
Valve - N112- harness connector terminal 1 to – NO:
component.
• IGNITION: OFF.

Refer to appropriate repair manual. ♦ TIP: The Secondary Air Injection Solenoid
Valve - N112- may fail under loaded operation;
• CHECK: Secondary Air Injection Solenoid please swap a known good Secondary Air In‐
Valve - N112- harness connector terminal 2 to jection Solenoid Valve - N112- prior to continu‐
the Engine Control Module - J623- harness ing to the next step.
– NO:
– Were Values obtained? ♦ PERFORM: Visual Inspection of wiring and
component.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.44 Three Way Catalytic Converter (TWC),

Checking
General Description
A catalytic converter is a vehicle emissions control device that
converts toxic pollutants in exhaust gas to less toxic pollutants by
catalyzing a redox reaction (oxidation or reduction). Catalytic con‐
verters are used in internal combustion engines.
General recommendations
Oxygen sensors OK.
No leaks or damage to exhaust system.
Prior to repair work, perform a preliminary check to verify the con‐
dition. Refer to ⇒ “3.1 Preliminary Check”, page 20 .
Test requirements
• Fuses OK.

Q7 2016 ➤
Function test
1 Activate Monitors: ♦ Check the exhaust system for leaks.
• Perform the function test in the appropriate Di‐
agnostic Mode 06. Refer to ♦ If necessary, repair the leak(s) in the exhaust
⇒ “3.3 Diagnostic Modes 01 – 0A”, page 23 . system.
• End diagnosis and switch the ignition off. ♦ GO TO: Step 2 ⇒ page 987 .
• If the specified values are exceeded:
2 O2 Sensor Monitoring: ♦ Generate readiness code. Refer to

• Erase the DTC memory. Refer to ⇒ “3.2 Readiness Code”, page 21 .
Memory”, page 29 . ♦ If no leaks are found in the exhaust system:
• Perform a road test to verify repair. ♦ Replace the catalytic converter with front ex‐
haust pipe. Refer to appropriate repair manual.
• If the DTC does not return:
3 • Final procedure: • After the repair work, the following work steps
must be performed in the following sequence:
• Perform a road test to verify repair.
• Check the DTC memory. Refer to
⇒ “3.3.3 Diagnostic Mode 03 - Read DTC
• If necessary, erase the DTC memory. Refer to
• If the DTC memory was erased, generate read‐
iness code. Refer to
• Return vehicle to Customer.
3.6.45 Throttle Valve Control Module - GX3- ,

Checking
General Description
Throttle valve operation occurs by an electric motor identified as
the EPC Throttle Drive - G186- located within the Throttle Valve
Control Module - GX3- . It is controlled by the Engine Control
Module - J623- with primary inputs from the Accelerator Pedal
Module - GX2- as well as other peripheral inputs from the EPC
Throttle Drive Angle Sensor 1 - G187- and the EPC Throttle Drive
Angle Sensor 2 - G188- .
Note the Throttle Valve Control Module - GX3- is also referred to
as the Throttle Valve Control Module - J338- .
The Throttle Valve Control Module - GX3 / J338- contains the
following components:
♦ Throttle Valve Control Module - J338-
♦ EPC Throttle Drive - G186-
♦ EPC Throttle Drive Angle Sensor 1 - G187-
♦ EPC Throttle Drive Angle Sensor 2 - G188-
The Throttle Valve Control Module - GX3 / J338- components
cannot be serviced separately, and they must be serviced as a
unit.

Q7 2016 ➤
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:
– Was Complaint Verified? ♦ GATHER more information from customer

• IGNITION: ON.
• CHECK: Throttle valve position closed. component.
• SPECIFIED VALUE: 3 - 25%. ♦ CHECK: Wiring for open, high resistance,
• DEPRESS: Accelerator pedal slowly to WOT short or harness connector for damage, corro‐
while observing the percentage display. The sion, loose or broken terminals.
percentage display must increase uniformly. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Throttle valve position at WOT. ♦ GO TO: Step 6 ⇒ page 990 .
• SPECIFIED VALUE: 84 - 97%. – NO:
• IGNITION: OFF. ♦ GO TO: Step 3 ⇒ page 989 .

Q7 2016 ➤

3 • REMOVE: Throttle Valve Control Module - – YES:
GX3- far enough so that the harness connector ♦ GO TO: Step 4 ⇒ page 989 .
terminals are accessible.
– NO:
• DISCONNECT: Throttle Valve Control Module ♦ GO TO: Step 5 ⇒ page 989 .
- GX3- harness connector.
• IGNITION: ON.
• CHECK: Throttle Valve Control Module - GX3-
harness connector terminal 2 to ground for
voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Throttle Valve Control Module -
GX3- . Refer to appropriate repair manual.
• CHECK: Throttle Valve Control Module - GX3- component.
Control Module - J623- harness connector ♦ CHECK: Wiring for open, high resistance,

• CHECK: Throttle Valve Control Module - GX3- – NO:
• CHECK: Throttle Valve Control Module - GX3- short or harness connector for damage, corro‐
• CHECK: Throttle Valve Control Module - GX3- ♦ GO TO: Step 6 ⇒ page 990 .

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.46 Turbocharger Speed Sensor 1 - G688- ,

Checking
General Description
The supercharger speed sensor detects the speed of the me‐
chanically driven supercharger and transmits this information to
the Engine Control Module - J623- .
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
– NO:
– Was Complaint Verified? ♦ GATHER more information from customer

• DISCONNECT: Turbocharger Speed Sensor 1
- G688- harness connector. – NO:
• IGNITION: ON.
• CHECK: Turbocharger Speed Sensor 1 -
voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REPLACE: Turbocharger Speed Sensor 1 -
• CHECK: Turbocharger Speed Sensor 1 -
G688- harness connector terminal 2 to the En‐ ♦ GO TO: Step 5 ⇒ page 992 .

• CHECK: Turbocharger Speed Sensor 1 - – NO:
G688- harness connector terminal 1 to the En‐ ♦ PERFORM: Visual Inspection of wiring and
gine Control Module - J623- harness connector component.
• CHECK: Turbocharger Speed Sensor 1 - short or harness connector for damage, corro‐
G688- harness connector terminal 3 to the En‐ sion, loose or broken terminals.

Q7 2016 ➤

Code. Refer to
– NO:
DTCs.
3.6.47 Vehicle Speed Signal, Checking

General Description
The Vehicle Speed Signal or VSS measures Transmission /
Transaxle output or Wheel Speed from the ABS. The signal is
broad casted over the CAN Bus. The Engine Control Module -
J623- uses this information to modify engine functions such as
ignition timing, A/F ratio, transmission shift points, and to initiate
diagnostic routines.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

Q7 2016 ➤
Test Procedure
customers complaint. Refer to . ♦ GO TO: Step 2 ⇒ page 993 .
– Was Complaint verified? – NO:

• ROAD TEST: Vehicle.
• CHECK: Scan Tool to Speedometer for accu‐ component.
racy.
• SPECIFIED VALUE: Difference ≤ 10%. short or harness connector for damage, corro‐
– NO:
3 • CHECK: ABS. – YES:

♦ CHECK: CAN Bus wiring from Instrument
• CHECK: ABS DTC’s. Cluster Control Module - J285- to the ABS
– Was the ABS OK? Control Module - J104- .
– NO:
♦ REPAIR: Any ABS concerns 1st.

♦ Check the DTC memory. Refer to
• Perform a road test to verify repair. ⇒ “3.3.3 Diagnostic Mode 03 - Read DTC
• Do any DTC’s return: Memory”, page 27 .
♦ Perform the diagnostic procedure for that DTC.
– NO:
♦ Repair is complete. Generate readiness code.
Refer to ⇒ “3.2 Readiness Code”, page 21 .
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Service

Service Department. Technical Information

ST - Generic Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

ST – Generic Scan Tool

1.1 Safety Precautions

Failure to follow these instructions may result in personal injury

2 Rep. Gr.ST - Generic Scan Tool

♦ Before starting work, switch on the exhaust extraction sys‐

The battery must only be disconnected and connected with the

1.2 Clean Working Conditions

♦ Place removed parts on a clean surface and cover. Use lint-

1.3 High Voltage System General Warnings

4 Rep. Gr.ST - Generic Scan Tool

Read and follow the information below when de-energizing the

Working with high voltage cables:

Check the contact surfaces on the potential equalization cables

Observe the following precautions when working on the high volt‐

6 Rep. Gr.ST - Generic Scan Tool

Conventional Work Near High Voltage Components

8 Rep. Gr.ST - Generic Scan Tool

High voltage expert (HVE) A high voltage expert (HVE) is

2 Description and Operation

2.1 On Board Diagnostic Systems

2.2 Evaporative Emission System

10 Rep. Gr.ST - Generic Scan Tool

♦ ⇒ “2.2.4 EVAP System, Checking for Leaks”, page 11

2.2.1 Leak Detection Pump (LDP) EVAP Sys‐

2.2.2 Tank Leak Diagnostic Module (DM - TL)

2.2.3 Natural Vacuum Leak Detection (NVLD)

2.2.4 EVAP System, Checking for Leaks

2. Description and Operation 11

– Always follow the manufacturers directions for the proper in‐

2.3 Electronic Throttle Control (ETC) Sys‐

2.4 Electronic Power Control (EPC) Warn‐

12 Rep. Gr.ST - Generic Scan Tool

tem integrity (e.g. circuit integrity, communications, etc); the elec‐

2.5 Engine Control Module (ECM)

2.6 Malfunction Indicator Lamp (MIL)

2.7 Controller Area Network (CAN)

2. Description and Operation 13

allows modifications to CAN networks with minimal impact. Addi‐

2.8 Fuel Supply

14 Rep. Gr.ST - Generic Scan Tool

(performance) while reducing emissions and fuel consumption,

2.9 Ignition and Timing

2. Description and Operation 15

signed ignition logic provides optimum timing that best balances

2.10 Variable Valve Timing

2.11 Exhaust-Gas Recirculation (EGR) Sys‐

2.12 Secondary Air Injection

16 Rep. Gr.ST - Generic Scan Tool

2.13 Exhaust Systems

2.14 SCR NOx Catalyst system

2. Description and Operation 17

♦ ⇒ “2.14.1 Reducing Agent Quality Sensor G849 ”,

2.14.1 Reducing Agent Quality Sensor - G849-

2.14.2 Reducing Agent Injector - N474-

2.14.3 Reducing Agent Metering System De‐

18 Rep. Gr.ST - Generic Scan Tool

receives the echo which is reflected at the DEF surface. The

2.14.4 Reducing Agent Metering System Pres‐

2.14.5 Reducing Agent Heater Control Module

2. Description and Operation 19