Chrysler Neon 2004 User Manual

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Service Manual

Gas Powertrain

Body

Chassis

Transmission

2004 PL SRT-4 and Neon Technical Publications

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TABLE OF CONTENTS

1.0 INTRODUCTION .........................................................1

1.1 SYSTEM COVERAGE ...............................................1

1.2 SIX-STEP TROUBLESHOOTING PROCEDURE ..........................1

2.0 IDENTIFICATION OF SYSTEM .............................................1

3.0 SYSTEM DESCRIPTION AND FUNCTIONAL OPERATION ......................1

3.1 GENERAL DESCRIPTION ............................................1

3.2 FUNCTIONAL OPERATION...........................................2

3.2.1 FUEL CONTROL............................................2

3.2.2 ON-BOARD DIAGNOSTICS...................................2

3.2.3 OTHER CONTROLS.........................................5

3.2.4 PCM OPERATING MODES ..................................10

3.2.5 NON-MONITORED CIRCUITS................................10

3.2.6 SKIS OVERVIEW ..........................................10

3.2.7 SKIM ON-BOARD DIAGNOSTICS.............................10

3.2.8 SKIS OPERATION..........................................11

3.2.9 PROGRAMMING THE POWERTRAIN CONTROL MODULE........11

3.2.10 PROGRAMMING THE SENTRY KEY IMMOBILIZER MODULE .....12

3.2.11 PROGRAMMING THE IGNITION KEYS TO THE SENTRY KEY

IMMOBILIZER MODULE.....................................12

3.3 DIAGNOSTIC TROUBLE CODES .....................................12

3.3.1 HARD CODE..............................................12

3.3.2 INTERMITTENT CODE......................................13

3.3.3 STARTS SINCE SET COUNTER..............................13

3.3.4 DISTANCE SINCE MI SET...................................13

3.4 USING THE DRBIIIT ................................................13

3.5 DRBIIIT ERROR MESSAGES AND BLANK SCREEN .....................13

3.5.1 DRBIIIT DOES NOT POWER UP..............................14

3.5.2 DISPLAY IS NOT VISIBLE ...................................14

4.0 DISCLAIMERS, SAFETY, WARNINGS ......................................14

4.1 DISCLAIMERS.....................................................14

4.2 SAFETY..........................................................14

4.2.1 TECHNICIAN SAFETY INFORMATION.........................14

4.2.2 VEHICLE PREPARATION FOR TESTING.......................14

4.2.3 SERVICING SUB ASSEMBLIES ..............................14

4.2.4 DRBIIIT SAFETY INFORMATION .............................14

4.3 WARNINGS AND CAUTIONS ........................................15

4.3.1 ROAD TEST WARNINGS....................................15

4.3.2 VEHICLE DAMAGE CAUTIONS ..............................15

5.0 REQUIRED TOOLS AND EQUIPMENT .....................................15

6.0 GLOSSARY OF TERMS..................................................16

7.0 DIAGNOSTIC INFORMATION AND PROCEDURES ...........................17

COMMUNICATION

*NO RESPONSE FROM PCM (PCI BUS) - NGC..............................18

*NO RESPONSE FROM PCM (PCM SCI ONLY) - NGC ........................19

i

TABLE OF CONTENTS - Continued

*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE ................22

*NO RESPONSE FROM TRANSMISSION CONTROL MODULE - NGC ...........24

*PCI BUS COMMUNICATION FAILURE .....................................27

DRIVEABILITY - NGC

INTERMITTENT CONDITION..............................................30

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT....................31

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW .............................35

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW .............................35

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH .............................37

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH .............................37

P0033-SURGE VALVE SOLENOID CIRCUIT .................................40

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION...........42

P0071-AMBIENT TEMP SENSOR PERFORMANCE ...........................48

P0072-AMBIENT TEMP SENSOR LOW .....................................51

P0073-AMBIENT TEMP SENSOR HIGH.....................................53

P0107-MAP SENSOR LOW ...............................................55

P0108-MAP SENSOR HIGH...............................................58

P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE.................61

P0112-INTAKE AIR TEMPERATURE SENSOR LOW...........................64

P0113-INTAKE AIR TEMPERATURE SENSOR HIGH ..........................66

P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE...................68

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW ....................71

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH ....................73

P0122-THROTTLE POSITION SENSOR #1 LOW .............................75

P0123-THROTTLE POSITION SENSOR #1 HIGH.............................78

P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL . . .81

P0128-THERMOSTAT RATIONALITY .......................................83

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE ..........................88

P0131-O2 SENSOR 1/1 VOLTAGE LOW ....................................92

P0137-O2 SENSOR 1/2 VOLTAGE LOW ....................................92

P0132-O2 SENSOR 1/1 VOLTAGE HIGH ....................................95

P0138-O2 SENSOR 1/2 VOLTAGE HIGH ....................................95

P0133-O2 SENSOR 1/1 SLOW RESPONSE .................................98

P0139-O2 SENSOR 1/2 SLOW RESPONSE .................................98

P0135-O2 SENSOR 1/1 HEATER PERFORMANCE ..........................100

P0141-O2 SENSOR 1/2 HEATER PERFORMANCE ..........................100

P0171-FUEL SYSTEM 1/1 LEAN..........................................103

P0172-FUEL SYSTEM 1/1 RICH ..........................................108

P0201-FUEL INJECTOR #1 ..............................................112

P0202-FUEL INJECTOR #2 ..............................................112

P0203-FUEL INJECTOR #3 ..............................................112

P0204-FUEL INJECTOR #4 ..............................................112

P0234-OVERBOOST PERFORMANCE.....................................115

P1106-BARO SOLENOID PERFORMANCE .................................115

P1188 TIP SENSOR PERFORMANCE .....................................115

P0243-WASTEGATE SOLENOID CIRCUIT..................................119

P0300-MULTIPLE CYLINDER MISFIRE ....................................122

P0301-CYLINDER #1 MISFIRE ...........................................122

P0302-CYLINDER #2 MISFIRE ...........................................122

P0303-CYLINDER #3 MISFIRE ...........................................122

P0304-CYLINDER #4 MISFIRE ...........................................122

P0315-NO CRANK SENSOR LEARNED....................................130

ii

TABLE OF CONTENTS - Continued

P0325-KNOCK SENSOR #1 CIRCUIT .....................................132

P0335-CRANKSHAFT POSITION SENSOR CIRCUIT.........................135

P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT...................140

P0340-CAMSHAFT POSITION SENSOR CIRCUIT ...........................144

P0344-CAMSHAFT POSITION SENSOR INTERMITTENT .....................149

P0420-CATALYTIC 1/1 EFFICIENCY.......................................153

P0440-GENERAL EVAP SYSTEM FAILURE.................................154

P0441-EVAP PURGE SYSTEM PERFORMANCE ............................159

P0442-EVAP SYSTEM MEDIUM LEAK.....................................161

P0455-EVAP SYSTEM LARGE LEAK ......................................161

P0443-EVAP PURGE SOLENOID CIRCUIT .................................166

P0452-NVLD PRESSURE SWITCH SENSE CIRCUIT LOW ....................169

P0453-NVLD PRESSURE SWITCH SENSE CIRCUIT HIGH....................172

P0456-EVAP SYSTEM SMALL LEAK ......................................174

P0461-FUEL LEVEL SENSOR #1 PERFORMANCE ..........................176

P0462-FUEL LEVEL SENSOR #1 LOW ....................................178

P0463-FUEL LEVEL SENSOR #1 HIGH ....................................178

P0480-COOLING FAN 1 CONTROL CIRCUIT ...............................179

P0481-COOLING FAN 2 CONTROL CIRCUIT (NON-TURBO) ..................179

P0481-COOLING FAN 2 CONTROL CIRCUIT (TURBO) .......................181

P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW..............184

P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH .............185

P0501-VEHICLE SPEED SENSOR #1 PERFORMANCE (AUTO TRANS).........187

P0501-VEHICLE SPEED SENSOR #1 PERFORMANCE (MANUAL TRANS) ......188

P0506-IDLE SPEED LOW PERFORMANCE ................................190

P0507-IDLE SPEED HIGH PERFORMANCE ................................190

P0519-IDLE SPEED PERFORMANCE .....................................190

P0508-IAC VALVE SENSE CIRCUIT LOW ..................................192

P0509-IAC VALVE SENSE CIRCUIT HIGH..................................195

P0513-INVALID SKIM KEY...............................................197

P0516-BATTERY TEMPERATURE SENSOR LOW ...........................199

P0517-BATTERY TEMPERATURE SENSOR HIGH ...........................201

P0522-OIL PRESSURE SENSOR LOW ....................................203

P0551-POWER STEERING SWITCH PERFORMANCE .......................205

P0562-BATTERY VOLTAGE LOW .........................................207

P0563-BATTERY VOLTAGE HIGH.........................................210

P0572-BRAKE SWITCH #1 CIRCUIT LOW..................................212

P0573-BRAKE SWITCH #1 CIRCUIT HIGH .................................214

P0581-SPEED CONTROL SWITCH #1 HIGH................................216

P0582-SPEED CONTROL VACUUM SOLENOID CIRCUIT.....................218

P0586-SPEED CONTROL VENT SOLENOID CIRCUIT........................220

P0594-SPEED CONTROL SERVO POWER CIRCUIT.........................222

P0600-SERIAL COMMUNICATION LINK....................................225

P0601-INTERNAL MEMORY CHECKSUM INVALID...........................225

P0622-GENERATOR FIELD CONTROL CIRCUIT ............................226

P0627-FUEL PUMP RELAY CIRCUIT ......................................228

P0630-VIN NOT PROGRAMMED IN PCM ..................................230

P0632-ODOMETER NOT PROGRAMMED IN PCM...........................231

P0633-SKIM KEY NOT PROGRAMMED IN PCM.............................232

P0645-A/C CLUTCH RELAY CIRCUIT .....................................233

P0660-MANIFOLD TUNE VALVE SOLENOID CIRCUIT........................235

P0685-ASD RELAY CONTROL CIRCUIT ...................................238

P0688-ASD RELAY SENSE CIRCUIT LOW .................................240

iii

TABLE OF CONTENTS - Continued

P0700-TRANSMISSION CONTROL SYSTEM/READ TRANSMISSION DTCS

ON THE DRBIIIT .......................................................243

P0833-CLUTCH RELEASED SWITCH CIRCUIT .............................244

P0850-PARK/NEUTRAL SWITCH PERFORMANCE ..........................246

P1105-TIP SENSOR SOLENOID CIRCUIT..................................247

P1115-GENERAL TEMP SENSOR PERFORMANCE..........................249

P1189-TIP SENSOR CIRCUIT LOW .......................................253

P1190-TIP SENSOR CIRCUIT HIGH.......................................256

P1593-SPEED CONTROL SWITCH STUCK.................................259

P1602-PCM NOT PROGRAMMED ........................................262

P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION .................263

P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE. . .263

P1607-PCM INTERNAL SHUTDOWN TIMER RATIONALITY ...................263

P1696-EEPROM MEMORY WRITE DENIED/INVALID.........................264

P1697-EMR (SRI) MILEAGE NOT STORED.................................264

P1854-TIP BARO OUT OF RANGE........................................266

P2074-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION - HIGH

FLOW/VACUUM LEAK ..................................................270

P2096-DOWN STREAM FUEL SYSTEM 1/2 LEAN ...........................276

P2097-DOWN STREAM FUEL SYSTEM 1/2 RICH ...........................276

P2302-IGNITION COIL #1 SECONDARY CIRCUIT-INSUFFICIENT IONIZATION . . .279
P2305-IGNITION COIL #2 SECONDARY CIRCUIT-INSUFFICIENT IONIZATION . . .279

P2503-CHARGING SYSTEM VOLTAGE LOW ...............................282

U0101-NO TRANSMISSION BUS MESSAGE................................285

U0155-NO CLUSTER BUS MESSAGE .....................................287

U0168-NO SKIM BUS MESSAGES........................................288

U110C-NO FUEL LEVEL BUS MESSAGE ..................................290

*CHECKING PCM POWER AND GROUND CIRCUITS ........................292

*CHECKING RAD FAN HIGH SPEED OPERATION (TURBO) ..................293

*CHECKING RAD FAN LOW SPEED OPERATION (TURBO)...................295

*CHECKING RADIATOR FAN RELAY OUTPUT..............................298

*CHECKING THE A/C RELAY OUTPUT ....................................300

SENTRY KEY IMMOBILIZER

ANTENNA FAILURE ....................................................302

COP FAILURE.........................................................302

EEPROM FAILURE.....................................................302

INTERNAL FAULT......................................................302

RAM FAILURE.........................................................302

SERIAL LINK INTERNAL FAULT ..........................................302

STACK OVERFLOW FAILURE............................................302

PCM STATUS FAILURE .................................................304

SERIAL LINK EXTERNAL FAULT .........................................304

ROLLING CODE FAILURE...............................................306

VIN MISMATCH........................................................306

TRANSPONDER COMMUNICATION FAILURE ..............................308

TRANSPONDER CYCLIC REDUNDANCY CHECK (CRC) FAILURE .............308

TRANSPONDER ID MISMATCH ..........................................308

TRANSPONDER RESPONSE MISMATCH..................................308

STARTING

*CHECKING FUEL DELIVERY............................................311

*CHECKING FUEL PRESSURE LEAK DOWN...............................314

iv

TABLE OF CONTENTS - Continued

*ENGINE CRANKS DOES NOT START ....................................315

*ENGINE CRANKS DOES NOT START - 1.6L...............................323

*NO CRANK CONDITION................................................330

*NO RESPONSE FROM PCM WITH A NO START CONDITION ................333

*START AND STALL CONDITION .........................................334

VERIFICATION TESTS

VERIFICATION TESTS..................................................337

8.0 COMPONENT LOCATIONS..............................................345

8.1 CONTROL MODULES AND PDC.....................................345

8.2 CONTROLS AND SOLENOIDS ......................................345

8.3 DATA LINK CONNECTOR ..........................................347

8.4 SENSORS .......................................................347

8.5 FUEL SYSTEM ...................................................349

8.6 SWITCHES/GAUGES ..............................................349

9.0 CONNECTOR PINOUTS ................................................351

A/C COMPRESSOR CLUTCH - BLACK 2 WAY ..............................351

A/C HIGH PRESSURE SWITCH - BLACK 2 WAY ............................351

A/C LOW PRESSURE SWITCH (2.0L LHD) - DK. GREEN 2 WAY...............351

A/C LOW PRESSURE SWITCH (2.4L TURBO) - DK. GREEN 2 WAY ............351

A/C LOW PRESSURE SWITCH (RHD) - BLACK 2 WAY.......................352

AMBIENT TEMPERATURE SENSOR - BLACK 2 WAY ........................352

BATTERY TEMPERATURE SENSOR - BLACK 2 WAY ........................352

BRAKE LAMP SWITCH - BLACK 6 WAY ...................................352

CAMSHAFT POSITION SENSOR - BLACK 3 WAY ...........................353

CLOCKSPRING - GREEN 7 WAY .........................................353

CLUTCH INTERLOCK/UPSTOP SWITCH (MTX) - BLACK 3 WAY...............353

CRANKSHAFT POSITION SENSOR - BLACK 3 WAY.........................353

DATA LINK CONNECTOR - WHITE 16 WAY ................................354

ENGINE COOLANT TEMP SENSOR (2.0L) - BLACK 2 WAY ...................354

ENGINE COOLANT TEMP SENSOR (2.4L TURBO) - BLACK 2 WAY ............354

ENGINE OIL PRESSURE SWITCH - LT. GREEN 2 WAY ......................354

EVAP/PURGE SOLENOID - BLACK 2 WAY .................................355

FUEL INJECTOR NO. 1 - BLACK 2 WAY ...................................355

FUEL INJECTOR NO. 2 - BLACK 2 WAY ...................................355

FUEL INJECTOR NO. 3 - BLACK 2 WAY ...................................355

FUEL INJECTOR NO. 4 - BLACK 2 WAY ...................................355

FUEL PUMP MODULE - LT. GRAY 4 WAY ..................................356

FUSES (FB LHD) ......................................................358

FUSES (FB RHD) ......................................................360

GENERATOR (2.0L) - BLACK 2 WAY ......................................360

GENERATOR (2.4L TURBO) - LT. GRAY 2 WAY .............................360

GENERATOR (GENERATOR SIDE) .......................................361

IDLE AIR CONTROL MOTOR (2.0L/2.4L TURBO) - BLACK 2 WAY ..............361

IGNITION COIL - BLACK 3 WAY..........................................361

INLET AIR TEMPERATURE SENSOR - BLACK 2 WAY........................361

INSTRUMENT CLUSTER - BLACK 26 WAY.................................362

KNOCK SENSOR - BLACK 2 WAY ........................................362

MANIFOLD ABSOLUTE PRESSURE SENSOR (2.0L) - GRAY 3 WAY............363

v

TABLE OF CONTENTS - Continued

MANIFOLD ABSOLUTE PRESSURE SENSOR (2.4L TURBO) - NATURAL 3 WAY .363

MANIFOLD TUNING VALVE SOLENOID (RT) - BLACK 2 WAY .................363

OXYGEN SENSOR 1/1 UPSTREAM - BLACK 4 WAY.........................363

OXYGEN SENSOR 1/2 DOWNSTREAM - BLACK 4 WAY .....................364

OXYGEN SENSOR CONNECTOR (COMPONENT SIDE)-4WAY..............364

FUSES (PDC) .........................................................366

A/C COMPRESSOR CLUTCH RELAY......................................366

AUTOMATIC SHUT DOWN RELAY........................................366

FUEL PUMP RELAY ....................................................367

MANIFOLD TUNING VALVE RELAY (RT) ...................................367

RADIATOR FAN CONTROL RELAY (2.4L TURBO) ...........................367

RADIATOR FAN HIGH RELAY (2.4L TURBO) ...............................367

RADIATOR FAN RELAY (2.0L)............................................367

STARTER MOTOR RELAY...............................................367

POWERTRAIN CONTROL MODULE C1 - BLACK 38 WAY.....................368

POWERTRAIN CONTROL MODULE C2 (2.0L) - ORANGE 38 WAY .............369

POWERTRAIN CONTROL MODULE C3 - WHITE 38 WAY.....................370

RADIATOR FAN MOTOR (2.0L) - BLACK 2 WAY.............................371

RADIATOR FAN MOTOR (2.4L TURBO) - BLACK 4 WAY......................371

SENTRY KEY IMMOBILIZER MODULE - BLACK 6 WAY ......................371

SPEED CONTROL SERVO - BLACK 4 WAY ................................371

SURGE SOLENOID (2.4L TURBO) - BLACK 2 WAY ..........................372

THROTTLE INLET PRESSURE SENSOR (2.4L TURBO) - NATURAL 3 WAY......372

THROTTLE INLET PRESSURE SOLENOID (2.4L TURBO) - BLACK 2 WAY ......372

THROTTLE POSITION SENSOR (2.0L) - BLACK 3 WAY ......................372

THROTTLE POSITION SENSOR (2.4L TURBO) - NATURAL 3 WAY.............373

TURBO BOOST GAUGE LAMP (2.4L TURBO) - NATURAL 2 WAY ..............373

VEHICLE SPEED SENSOR - BLACK 3 WAY ................................373

WASTEGATE SOLENOID (2.4L TURBO) - BLACK 2 WAY .....................373

10.0 SCHEMATIC DIAGRAMS................................................375

10.1 2004 PL 2.0L ENGINE .............................................375

10.2 2004 SRT-4 2.4L ENGINE ..........................................377

11.0 CHARTS AND GRAPHS ................................................379

vi

GENERAL INFORMATION

NOTE (NGC)
The 2004 PL is equipped with the Powertrain

Control Module and Transmission Control
Module combined in a single control module.
This module is the Next Generation
Controller (NGC) for DaimlerChrysler and will
be referred to as the Powertrain Control
Module (PCM).
The PCM has four color coded connectors C1
through C4, (C1 - BLK, C2 - ORANGE, C3 ­WHITE, C4 - GREEN), with each connector
containing 38 pins.
Two tools are required to diagnose and repair
the PCM terminals and harness connectors:

1. Miller #3638 Terminal Removal Pick must
be used to release the connector
terminals or harness and connector
damage will occur.

2. Miller #8815 Pinout Box must be used to
probe the PCM terminals or terminal
damage will occur.

1.0 INTRODUCTION

The procedures contained in this manual include
specifications, instructions, and graphics needed to
diagnose the PCM Powertrain System. The diag­nostics in this manual are based on the failure
condition or symptom being present at time of
diagnosis.

Please follow the recommendations below when
choosing your diagnostic path.

1. First make sure the DRBIIIt is communicating

with the appropriatemodules;ie., if the DRBIIIt
displays a No Response condition, you must
diagnose this first before proceeding.

2. Read DTC’s (diagnostic trouble codes) with the

DRBIIIt.

3. If no DTC’s are present, identify the customer

complaint.

4. Once the DTC or customer complaint is identi-

fied, locate the matching test in the Table of
Contents and begin to diagnose the symptom.

All component location views are in Section 8.0.
All connector pinouts are in Section 9.0. All system
schematics are in Section 10.0.

An * placed before the symptom description indi­cates a customer complaint.

When repairs are required, refer to the appropri­ate service information for the proper removal and
repair procedure.

Diagnostic procedures change every year. New
diagnostic systems may be added; carryover sys-

tems may be enhanced. READ THIS DIAGNOSTIC
INFORMATION BEFORE TRYING TO DIAG­NOSE A VEHICLE CODE. It is recommended that
you review the entire diagnostic information to
become familiar with all new and changed diagnos­tic procedures.

If you have any comments or recommendations
after reviewing the diagnostic information, please
fill out the form at the back of the book and mail it
back to us.

1.1 SYSTEM COVERAGE

This diagnostic procedures manual covers the
2003 PL vehicle equipped with the 2.0L and 2.4L
Turbo Engines.

1.2 SIX-STEP TROUBLESHOOTING

PROCEDURE

Diagnosis of the powertrain control module
(PCM) is done in six basic steps:

• verification of complaint

• verification of any related symptoms

• symptom analysis

• problem isolation

• repair of isolated problem

• verification of proper operation

2.0 IDENTIFICATION OF

SYSTEM

The Powertrain Control Module (PCM) monitors
and controls:

• Fuel System

• Idle Air Control System

• Ignition System

• Charging System

• Speed Control System

• Cooling system

3.0 SYSTEM DESCRIPTION AND

FUNCTIONAL OPERATION

3.1 GENERAL DESCRIPTION

These Sequential Fuel Injection (SFI) engine sys­tems have the latest in technical advances. The
OBDII/Euro Stage III OBD diagnostics incorpo­rated with the Powertrain Control Module (PCM)
are intended to assist the field technician in repair­ing vehicle problems by the quickest means.

1

GENERAL INFORMATION

3.2 FUNCTIONAL OPERATION

3.2.1 FUEL CONTROL

The PCM controls the air/fuel ratio of the engine
by varying fuel injector on time. Air flow is calcu­lated using the speed density method using enigne
speed, manifold absolute pressure, and air temper­ature change.

Different fuel calculation strategies are used de­pending on the operational state of the engine.
During crank mode, a longer pulse width fuel pulse
is delivered followed by fuel pulses determined by a
crank time strategy. Cold engine operation is deter­mined via an open loop strategy until the O2
sensors have reached operating temperature. At
this point, the strategy enters a closed loop mode
where fuelrequirementsare based upon thestateof
the O2 sensors, engine speed, MAP, throttle posi­tion, air temperature, battery voltage, and coolant
temperature.

3.2.2 ON-BOARD DIAGNOSTICS

The PCM has been programmed to monitor many
different circuits of the fuel injection system. This
monitoring is called on-board diagnosis.

Certain criteria, or arming conditions, must be
met for a trouble code to be entered into the PCM
memory. Thecriteria may be arange of: engine rpm,
engine temperature, and/or input voltage to the
PCM. If a problem is sensed with a monitored
circuit, and all of the criteria or arming conditions
are met, then a trouble code will be stored in the
PCM.

It is possible that a trouble code for a monitored
circuit may not be entered into the PCM memory
even though a malfunction has occurred. This may
happen becauseone of the troublecode criteria have
not been met.

The PCM compares input signal voltages from
each input device with specifications (the estab­lished high and low limits of the range) that are
programmed into it for that device. If the input

voltage is not within specifications and other trou­ble code criteria are met, a trouble code will be
stored in the PCM memory.

The On Board Diagnostics have evolved to the
second Generation of Diagnostics referred to as
OBDII/Euro Stage III OBD. These OBDII/Euro
Stage III OBD Diagnostics control the functions
necessary to meet the requirements of California
OBDII, Federal OBD regulation and European reg­ulation. These requirements specify the inclusion of
a Malfunction Indicator Light (MIL) located on the
instrument panel. The purpose of the MIL is to
inform the vehicle operator in the event of a mal­function of any emission system or component fail­ure.

MIL Lamp Strategy

I/M Readiness OKtotest = Key On Engine OFF
– MIL Lamp will remain on until the engine is
started or Ignition is turned off.

I/M not ready for testing = Key On Engine OFF
– MIL Lamp on solid for (15) seconds then MIL
Lamp will flash on/off for (5) seconds then it will
remain on untilthevehicle is started or theIgnition
is turned off.

2

GENERAL INFORMATION

OBD II/EURO STAGE III OBD MONITOR INFORMATION

Comprehensive Major Monitors Major Monitors

Components Non Fuel Control Fuel Control

Monitor & Non Misfire & Misfire

Run constantly Run Once Per Trip Run Constantly
Includes All Engine Hardware Monitors Entire Emission Monitors Entire System

- Sensors, Switches, System
Solenoids, etc.

One Trip Faults - Turns On Two Trip Faults - Turns On Two Trip Faults - Turns On
The MIL and Sets DTC After The MIL and Sets DTC After The MIL and Sets DTC After
One Failure Two Consecutive Failures Two Consecutive Failures

Priority 3 Priority 1 or 3 Priority 2 or 4

All Checked For Continuity Done Stop Testing = Yes

Open Monitors Fuel Control
Short To Ground Oxygen Sensor Heater System For:
Short To Voltage Oxygen Sensor Response

Inputs Checked For
Rationality

Outputs Checked For - up to 6 tests per trip
Functionality and a one trip fault

Catalytic Converter
Efficiency Except EWMA

Evaporative Emission Monitors For Engine Misfire
System at:

Fuel Control Monitor

Fuel System Lean
Fuel System Rich

Requires 3 Consecutive

Fuel System Good Trips

Extinguish The MIL

Misfire Monitor

1000 RPM Counter

**200 RPM Counter

To

(Type B)

(Type A)

Requires 3 Consecutive Requires 3 Consecutive Requires 3 Consecutive

Global/Alternate Good Trips Global Good Trips Misfire Good Trips

to Extinguish the MIL* to Extinguish the MIL* To Extinguish the MIL

*40 Warm Up Cycles are required to erase **Type A misfire is a two

after

DTC’s

the MIL has been extinguished. trip failure. The MIL will

illuminate and blink at
the first failure.

3

GENERAL INFORMATION

OBDII Monitor Run Process
NGC Vehicle

The following procedure has been established to
assist Technicians in the field with enabling and
running OBDII Monitors. The order listed in the
following procedure is intended to allow the techni­cian to effectively complete each monitor and to set
the CARB Readiness Status in the least time pos­sible.

**NOTE**

A. Once the monitor run process has begun, do

not turn off the ignition. By turning the igni­tion key off, monitor enabling conditions will
be lost. Only the 02 Heater Monitor runs after
key off.

B. By performing a Battery Disconnect, or Se-

lecting Erase DTCs, the CARB Readiness and
all additional OBD information will be
cleared.

Monitor Preliminary Checks:

1. Plug a DRBIII into the vehicle’s DLC.

2. Turn the ignition, KEY ON–ENGINE OFF.

Watch for MIL lamp illumination during the
bulb check. MIL lamp must have illuminated, if
not, repair MIL lamp.

3. On the DRB III Select #1 DRB III Standalone.

4. Select #1 1998-2004 Diagnostics

5. Select #1 Engine

6. Select #2 DTCs and Related Functions

7. Select #1 Read DTCs

*Verify that No Emissions Related DTCs are
Present.
*If an Emissions DTC is Present, the OBD II
Monitors may not run and the CARB Readiness
will not update.
*The Emissions related DTC, will need to be
repaired, then cleared. By clearing DTCs, the
OBD Monitors will needtoberun and completed
to set the CARB Readiness Status.

8. Return to Engine Select Function Menu and

Select #9, OBD II Monitors.

9. Select #2 CARB Readiness Status.
Do all the CARB Readiness Status Locations read

YES?

*YES, then allmonitorshavebeen completed and

this vehicle is ready to be I/M or Emission Tested.

*NO, then the following procedure needs to be

followed to run/complete all available monitors.
**NOTE**

A. Only the monitors, which are not YES in the

CARB Readiness Status, need to be completed.

B. Specific criteria need to be met for each monitor.

Each monitor has a Pre-Test screen to assist in

running the monitor. For additional informa­tion, refer to the Chrysler Corporation Technical
Training Workbook title On Board Diagnostics,
part number 81-699-97094.

The most efficient order to run the monitors has
been outlined below, including suggestions to aid
the process.

A. NATURAL VACUUM LEAK DETECTION WITH
PURGE MONITOR

This monitor requires a cool down cycle, usually
an overnight soak for at least 8 hours without the
engine running. The ambient temperature must
decrease overnight – parking the vehicle outside is
advised. To run this test the fuel level must be
between 15-85% full. For the monitor run condi­tions select the EVAP MON PRE-TEST in the
DRB IIIt, OBD II Monitors Menu. The Purge mon­itor will run if the small leak test reports a pass.
Criteria for NVLD monitor.

1. Engine off time greater than one hour

2. Fuel Level between 15% and 85%

3. Start Up ECT and IAT within 10°C (18°F).

4. Vehicle started and run until Purge Monitor

reports a result.

NOTE: If the vehicle does not report a result
and the conditions were correct, it may take
up to two weeks to fail the small leak monitor.
DO NOT use this test to attempt to determine
a fault. Use the appropriate service
information procedure for finding a small
leak. If there are no faults and the conditions
are correct this test will run and report a
pass. Note the Small leak test can find leaks
less than 10 thousandths of an inch. If a
small leak is present it takes approximately
one week of normal driving to report a failure.

B. CATALYST/O2 MONITOR

With NGC, Catalyst and O2 Monitor information
are acquired and processed at the same time. Most
vehicles will need to be driven at highway speed
(<50 mph) for a few minutes. Some trucks run the
monitor at idle in drive. If the vehicle is equipped
with a manual transmission, using 4thgear may
assist in meeting the monitor running criteria. For
the monitor run conditions, select the BANK 1 CAT
MON PRE-TEST in the DRB IIIt, OBD II Monitors
Menu.

C. EGR MONITOR

The EGR monitor now runs in a closed throttle
decel or at idle on a warm vehicle. However, it is
necessary to maintain the TPS, Map and RPM
ranges to allow the monitor to complete itself. For

4

GENERAL INFORMATION

the monitor run conditions, select the EGR PRE­TEST in the DRB IIIt, OBD II Monitors Menu.

D. 02 SENSOR HEATER MONITOR

This monitor is now continuously running once
the heaters are energized. Pass information will be
processed at power down. For the monitor run
conditions, select the O2S HEATER MON PRE­TEST in the DRB IIIt, OBD II Monitors Menu.

3.2.3 OTHER CONTROLS

CHARGING SYSTEM (NGC)

The charging system is turned on when the
engine is started. The Generator field is controlled
by the PCM using a 12-volt high-side driver and a
body ground circuit. The Generator output voltage
is determined by the PCM. When more system
voltage is needed, the PCM will applies a longer
duty cycle using the 12-volt high-side drive and
shortens duty cycle or none at all when less voltage
is needed.

O2 SENSOR (NGC)

The O2 system with ignition on and engine off
has a normalized O2 voltage of around 5 volts as
displayed on the DRBIII or measured with a high
impedance voltmeter. As the O2 sensor starts gen­erating a signal the voltage will move towards 2.5
volts. The voltage will typically vary between 2.5
volts and 3.5 volts on a normal running engine. The
goal voltage is also typically between 2.5 and 3.5
volts. This implies that the 0-volt through 1-volt
range that you are used to is still valid, only it is
shifted up by a 2.5 volt offset. This 2.5 voltsupplyis
being delivered through the sensor return line.

NOTE: If two speed control switches are
selected simultaneously, the PCM will detect
an illegal switch operation and turn the speed
control off.

TURBOCHARGER SYSTEM 2.4L (NCG)

The turbocharger is a performancepartandmust
not be tampered with. The wastegate bracket is an
integral part of the turbocharger. Tampering with
the wastegate components can reduce durability by
increasing cylinder pressure and thermal loading
due to incorrect inlet and exhaust manifold pres­sure. Poor fuel economy and failure to meet regula­tory emissions laws may also result. Increasing the
turbocharger boost WILL NOT increase engine
power. The turbocharger is an exhaust-driven su­percharger, which increases the pressure and den­sity ofthe air entering theengine.With theincrease
of air entering the engine, more fuel can be injected
into the cylinders,whichcreates more power during
combusion. Refer to the Service Manual informa­tion for description and operation of the Turbo
system. The Turbo system consists of the following
components.

• Turbocharger with Surge Valve and Wastegate

Actuators

• Surge Valve Solenoid

• Throttle Inlet Pressure (TIP) Solenoid

• Wastegate Solenoid

• Throttle Inlet Pressure (TIP) Sensor

SPEED CONTROL SYSTEM

The PCM controls vehicle speed by operation of
the speed control servo vacuum and vent solenoids.
Energizing the vacuum solenoid applies vacuum to
the servo to increase throttle position. Operation of
the vent solenoid slowly releases the vacuum allow­ing throttle position to decrease. A special vacuum
dump solenoid allows immediate release of the
throttle during speed control operation.

Speed control maybecancelled by braking, driver
input using the speed control switches, shifting into
neutral, excessive engine speed (wheels spinning),
or turning the ignition off.

NATURAL VACUUM LEAK DETECTION (NVLD)
(NGC)

The Natural Vacuum Leak Detection (NVLD)
system is the next generation evaporative leak
detection system that will first be used on vehicles
equipped with the Next Generation Controller
(NGC) starting in 2002 M.Y. This new system
replaces the leak detection pump as the method of

5

GENERAL INFORMATION

evaporative system leak detection. The current
CARB requirement is to detect a leak equivalent to
a 0.0209 (0.5 mm) hole. This system has the capa­bility to detect holes of this size very dependably.

The basic leak detection theory employed with
NVLD is the 9Gas Law9. This is to say that the
pressure in a sealed vessel will change if the tem­perature ofthegas in the vesselchanges.The vessel
will only see this effect if it is indeed sealed. Even
small leaks will allow the pressure in the vessel to
come to equilibrium with the ambient pressure.

In addition to the detection of very small leaks,
this system has the capability of detecting medium
as well as large evaporative system leaks.

THE NVLD UTILIZES THE GAS LAW
PRINCIPLES

Avent valve seals thecanistervent during engine
off conditions. If the vapor system has a leak of less
than the failure threshold, the evaporative system
will be pulled into a vacuum, either due to the cool
down from operating temperature or diurnal ambi­ent temperature cycling. The diurnal effect is con­sidered one of the primary contributors to the leak
determination by thisdiagnostic.When the vacuum
in the system exceeds about 19 H2O (0.25 KPA), a
vacuum switch closes. The switch closure sends a
signal to the PCM. The PCM, via appropriate logic
strategies (described below), utilizes the switch
signal, or lack thereof, to make a determination of
whether a leak is present.

THE NVLD DEVICE AND HOW IT FUNCTIONS

The NVLD Assembly is designed with a normally
open vacuum switch, a normally closed solenoid,
and a seal, which is actuated by both the solenoid
and a diaphragm. The NVLD is located on the
atmospheric vent side of the canister.

The normally open vacuum switch will close with
about 19 H2O(0.25 KPA)vacuumin the evaporative
system. The diaphragm actuates the switch. This is
above the opening point of the fuel inlet check valve
in the fill tube so cap off leaks can be detected.
Submerged fill systems must have recirculation
lines that do not have the in-line normally closed
check valve that protects the system from failed
nozzle liquid ingestion, in order to detect cap off
conditions.

The normally closed valve in the NVLD is in­tended to maintain the seal on the evaporative
system duringthe engine off condition.Ifvacuum in
the evaporativesystemexceeds 39 to69 H2O (0.75 to

1.5 KPA), the valve will be pulled off the seat,
opening the seal. This will protect the system from
excessive vacuum as well as allowing sufficient
purge flow in the event that the solenoid was to
become inoperative.Thesolenoid actuates the valve
to unseal the canister vent while the engine is

running. It also willbeused to close the vent during
the medium and large leak tests and during the
purge flow check. This solenoid requires initial 1.5
amps of current to pull the valve open but after 100
ms. will be duty cycled down to an average of about
150 mA for the remainder of the drive cycle.

Another feature in the NVLD Assembly is a
diaphragm that will open the seal with pressure in
the evaporative system. The seal will be opened at
about 0.59 H2O (0.12 KPA) pressure to permit the
venting of vapors during refueling. An added bene­fit to this is that it will also allow the tank to
9breathe9 duringincreasing temperatures, thus lim­iting the pressure in the tank to this low level. This
is beneficial because the induced vacuum during a
subsequent declining temperature will achieve the
switch closed (pass threshold) sooner than if the
tank had to decay from a built up pressure.

The NVLD Assembly itself has 3 wires: Switch
sense, solenoid driver and ground. It also includes a
resistor to protect theswitchfroma short to battery
or a short to ground. The PCM utilizes a high-side
driver to energize and duty-cycle the solenoid.

THE PCM’S ROLE IN NVLD DIAGNOSIS:

The integral part of the diagnostic system that
makes engine-off leak detection possible is a special
circuit in the PCM controller. After the vehicle is
turned off,aspecial part ofthecontroller stays alive
and monitors for an NVLD switch closure. This
circuit within the PCM is very specific in its func­tion and consumes very little power. If a switch
closure is detected, it will log the event and time
from key-off, and then power down. This informa­tion will be processed at the next key cycle.

NVLD LEAK DETECTION

Small Leak Test (Passive)

If, after a specified delay after key off (perhaps 5
minutes), the switch closes or is closed, the test will
be passed, indicating that there is no leak. The
PCM records the switch closure. The NVLD circuit
in thePCMwill shut down for theremainderof that
particular engineoff(soak) period. When theengine
is started, theswitchclosure is recorded as a 9Pass,9
and the timersthatarerecording accumulated time
are reset.

This diagnostic test can take at least a week to
mature a leakfault.Aweek has been chosen for this
because the vehicle will have been exposed to the
largest possible drive scenarios before a decision is
made (most vehicles should see both daily work and
weekend driving cycles). This also satisfies CARB’s
stated goal of getting 3 MIL illuminations within a
month for0.0209 (0.5 mm) leak detectiondiagnostic.

The diagnostics will log engine run time and
engine off time to determine when a week has

6

GENERAL INFORMATION

elapsed. There is a limit on the total amount of run
time that is applied to the one-week timer. There is
also a limit on the total soak time that will be
allowed to be applied to the one-week timer. There
will be a limit on the amount of accrued run time
during one specific drive that can be applied to the
one-week timer.

The enabling criteria to run this monitor are:

• Fuel level less than 85%

• Ambient temperature greater than 40 °F (4.4 °C)

Rationality Tests

1. The rationality check of the switch, solenoid and
seal will be performed as follows:

• Atkey-on,the NVLD solenoidwillbe energized to

vent any vacuum that may be trapped in the
evaporative system from the previous soak. This
should result in an open switch condition.

• The solenoid will be de-energized (to seal the

system) at the point where purge begins. The
system / NVLD component rationality passes for
that drive cycle if the switch closes after purge
begins.

• The solenoid is then re-energized for the remain-

der of the drive cycle.

• If the switch events are not seen in a certain

period of time, the rationality check will have
failed (2 trip rule).

2. Purge Flow:

The above rationality check is considered suffi­cient to confirm purge solenoid function and con­formance with the purgeflowtestrequirement. The
Purge Flow Monitor is passed based on switch
activity when purge is turned on or based on a rich
fuel control shift when purge is turned on.

Medium and Large Leak Test (Intrusive)

NOTE: This intrusive test will only be run if
the Small Leak (passive) test fails, or is
inconclusive (the switch does not close)

Enabling Conditions:

• 40 °F to 90 °F

• Engine temperature at startup within 10 °F of

the ambient temperature

• Fuel level less than 85%

The intrusive Medium and Large leak are con-

ducted as follows:

• De-energize the NVLD solenoid to seal the can-

ister vent.

• Activate purge shortly after closed loop. Pull the

tank vacuum past the vacuum switch point (19
H2O vacuum) of the NVLD for a specific time
while tracking the standard purge flow rate.

• Turn purge off anddeterminehow long it takes to

decay the tank vacuum and reopen the switch.
Determine the leak size from the time it took to
reopen the switch. Note: Fuel level is an impor­tant determining factor.

• If the switch does not close, a more aggressive

purge flow will be applied to determine if it is a
very large leak, missing fuel cap, problem with
the NVLD device, purge flow problem, etc...

7

GENERAL INFORMATION

FIGURE 1

8

GENERAL INFORMATION

FIGURE 2

9

GENERAL INFORMATION

3.2.4 PCM OPERATING MODES

As input signals to the PCM change, the PCM
adjusts its response to output devices. For example,
the PCM must calculate a different injector pulse
width and ignition timing for idle than it does for
wide open throttle. There are several different
modes of operation that determine how the PCM
responds to the various input signals.

There are two types of engine control operation:
open loop and closed loop.

In open loop operation, the PCM receives input
signals and responds according to preset program­ming. Inputs from the heated oxygen sensors are
not monitored.

In closed loop operation, the PCM monitors the
inputs from the heated oxygen sensors. This input
indicates to the PCM whether or not the calculated
injector pulse width results in the ideal air-fuel
ratio of 14.7 parts air to 1 part fuel. By monitoring
the exhaust oxygen content through the oxygen
sensor, the PCM can fine tune injector pulse width.
Fine tuning injector pulse width allows the PCM to
achieve the lowest emission levels while maintain­ing optimum fuel economy.

The engine start-up (crank), engine warm-up,
and wide open throttle modes are open loop modes.
Under most operating conditions, closed loop modes
occur with the engine at operating temperature.

3.2.5 NON-MONITORED CIRCUITS

The PCM does not monitor the following circuits,
systems, and conditions even though they could
have malfunctions that result in driveability prob­lems.A diagnostic code may not be displayed forthe
following conditions. However, problems with these
systems maycausea diagnostic code tobedisplayed
for other systems. For example, a fuel pressure
problem will not register a diagnostic code directly,
but could cause a rich or lean condition. This could
cause an oxygen sensor, fuel system, or misfire
monitor trouble code to be stored in the PCM.

Engine Timing − The PCM cannot detect an
incorrectly indexed timing chain, camshaft
sprocket, or crankshaft sprocket. The PCM also
cannot detect an incorrectly indexed distributor.(*)

Fuel Pressure − Fuel pressure is controlled by
the fuel pressure regulator. The PCM cannot detect
a cloggedfuelpump inlet filter, clogged in-linefilter,
or a pinched fuel supply.(*)

Fuel Injectors −ThePCM cannot detect if a fuel
injector is clogged, the pintle is sticking, or the
wrong injectors are installed.(*)

Fuel Requirements − Poor quality gasoline can
cause problems such as hard starting, stalling, and
stumble. Use of methanol-gasoline blends may re-

sult in starting and driveability problems. See indi­vidual symptoms and their definitions in Section

6.0 (Glossary of Terms).
PCM Grounds − The PCM cannot detect a poor

system ground. However, a diagnostic trouble code
may be stored in the PCM as a result of this
condition.

Throttle Body Air Flow − The PCM cannot

detect a clogged or restricted air cleaner inlet or
filter element.(*)

Exhaust System − The PCM cannot detect a

plugged, restricted, or leaking exhaust system.(*)

Cylinder Compression − The PCM cannot de-

tect uneven, low, or high engine cylinder compres­sion.(*)

Excessive Oil Consumption − Although the

PCM monitors the exhaust stream oxygen content
through the oxygen sensor when the system is in a
closed loop, it cannot determine excessive oil con­sumption.

NOTE: Any of these conditions could result
in a rich or lean condition causing an oxygen
sensor TROUBLE CODE to be stored in the
PCM, or the vehicle may exhibit one or more
of the driveability symptoms listed in the
Table of Contents.

3.2.6 SKIS OVERVIEW

The Sentry Key Immobilizer System (SKIS) is

designed to prevent unauthorized vehicle opera­tion. The system consists of a Sentry Key Immobi­lizer Module (SKIM), ignition key(s) equipped with
a transponder chip and PCM. When the ignition
switch is turned on, the SKIM interrogates the
ignition key. If the ignition key is Valid or Invalid,
the SKIM sends a PCI Bus message to the PCM
indicating ignition key status. Upon receiving this
message the PCM will terminate engine operation,
or allow the engine to continue to operate.

3.2.7 SKIM ON-BOARD DIAGNOSTICS

The SKIM has been programmed to transmit and

monitor many different coded messages as well as
PCI Bus messages. This monitoring is called On
Board Diagnosis.

Certain criteria must be met for a diagnostic

trouble code to be entered into the SKIM memory.
The criteria may be a range of; Input voltage, PCI
Bus message, or coded messages to the SKIM. If all
of the criteria for monitoring a circuit or function
are met and a fault is sensed, a diagnostic trouble
code will be stored in the SKIM memory.

10

GENERAL INFORMATION

3.2.8 SKIS OPERATION

When ignition power is supplied to the SKIM, the
SKIM performs an internal self-test. After the self­test is completed, the SKIM energizes the antenna
(this activates the transponder chip) and sends a
challenge to the transponder chip. The transponder
chip responds to the challenge by generating an
encrypted response message using the following:

Secret Key - This is an electronically stored
value (identification number) that is unique to each
SKIS. The secret key is stored in the SKIM, PCM
and all ignition key transponders.

Challenge - This is a random number that is
generated by the SKIM at each ignition key cycle.

The secret key and challenge are the two vari­ables used in the algorithm that produces the
encrypted response message. The transponder uses
the crypto algorithm to receive, decode and respond
to the message sent by the SKIM. After responding
to the coded message, the transponder sends a
transponder I.D. message to the SKIM. The SKIM
compares thetransponder I.D. to theavailable valid
key codes in the SKIM memory (8 key maximum at
any one time). After validating the key ignition the
SKIM sends a PCI Bus message called a Seed
Request to the engine controller then waits for a
PCM response. If the PCM does not respond, the
SKIM will send the seed request again. After three
failed attempts theSKIMwillstop sending the seed
request and store a trouble code. If the PCM sends
a seed response, theSKIMsendsa valid/invalid key
message to the PCM. This is an encrypted message
that is generated using the following:

VIN - Vehicle Identification Number

Seed -This is a randomnumber that is generated

by the PCM at each ignition key cycle.

The VIN and seed are the two variables used in
the rolling code algorithm that encrypts the valid/
invalid key message. The PCM uses therollingcode
algorithm to receive, decode and respond to the
valid/invalid key message sent by the SKIM. After
sending the valid/invalid key message the SKIM
waits 3.5 seconds for a PCM status message from
the PCM. If the PCM does not respond with a valid
key message to the SKIM, a fault is detected and a
trouble code is stored.

The SKIS incorporates a VTSS LED located on
the instrument panel upper cover. The LED re­ceives switched ignition voltage and is hardwired to
the body control module.TheLEDis actuated when
the SKIM sends a PCI Bus message to the body
controller requesting the LED on. The body control­ler then provides the ground for the LED. The
SKIM will request VTSS LED operation for the
following:

– bulb checks at ignition on

– to alert the vehicle operator to a SKIS mal-

function

– customer key programming mode

For allfaultsexcept transponder faults andVTSS
LED remains on steady. In the event of a transpon­der fault the LED flashes at a rate of 1 Hz (once per
second). If a fault ispresenttheLED will remain on
or flashing for the complete ignition cycle. If a fault
is stored in SKIM memory which prevents the
system from operating properly, the PCM will allow
the engine to start and run (for 2 seconds) up to six
times. After the sixth attempt, the PCM disables
the starter relay until the fault is corrected.

3.2.9 PROGRAMMING THE POWERTRAIN

CONTROL MODULE

Important Note: BeforereplacingthePCM for a
failed driver, control circuit or ground circuit, be
sure to check the related component/circuit integ­rity for failures not detected due to a double fault in
the circuit. Most PCM driver/control circuit failures
are caused by internal failure to components (i.e.
12-volt pull-ups,driversand ground sensors). These
failures are difficult to detect when a double fault
has occurred and only one DTC has set.

NOTE: If the PCM and the SKIM are
replaced at the same time, program the VIN
into the PCM first. All vehicle keys will then
need to be replaced and programmed to the
new SKIM.

The SKIS Secret Key is an I.D. code that is
unique to each SKIS. This code is programmed and
stored intheSKIM, engine controller and transpon­der chip (ignition key). When replacing the PCM it
is necessary to program the secret key into the
PCM.

NOTE: After replacing the PCM, you must
program pinion factor.

NOTE: 2.4L Turbo Manual Transmission.
After replacing the PCM, you must program
pinion factor.

1. Turn the ignition on (transmission in park/

neutral).

2. Use the DRBIIIt and select THEFT ALARM,

SKIM then MISCELLANEOUS.

3. Select PCM REPLACED.

4. Enter secured access mode by entering the vehi-

cle four-digit PIN.

11

GENERAL INFORMATION

NOTE: If three attempts are made to enter
the secure access mode using an incorrect
PIN, secured access mode will be locked out
for one hour. To exit this lockout mode, turn
the ignition to the run position for one hour
then enter the correct PIN. (Ensure all
accessories are turned off. Also monitor the
battery state and connect a battery charger if
necessary).

5. Press ENTER to transfer the secret key (the
SKIM will send the secret key to the PCM).

3.2.10 PROGRAMMING THE SENTRY KEY

IMMOBILIZER MODULE

NOTE: If the PCM and the SKIM are replaced
at the same time, program the VIN into the
PCM first. All vehicle keys will then need to
be replaced and programmed to the new
SKIM.

1. Turn the ignition on (transmission in park/
neutral).

2. Use the DRBIIIt and select THEFT ALARM,
SKIM then MISCELLANEOUS.

3. Select SKIM MODULE REPLACEMENT (GAS­OLINE).

4. Program the vehicle four-digit PIN into the
SKIM.

5. Select COUNTRY CODE and enter the correct
country.

3. Select PROGRAM IGNITION KEYS.

4. Enter secured access mode by entering the vehi­cle four-digit PIN.

NOTE: A maximum of eight keys can be
learned to each SKIM AT ONE TIME. Once a
key is learned to a SKIM it (the key) cannot be
transferred to another vehicle.

If ignition key programming is unsuccessful, the

DRBIIIt will display one of the following messages:

Programming Not Attempted - The DRBIIIt
attempts to read the programmed key status and
there are no keys programmed in the SKIM mem­ory.

Programming Key Failed - (Possible Used Key
From Wrong Vehicle) - SKIM is unable to program
key due to one of the following:

– faulty ignition key transponder
– ignition key is programmedtoanothervehicle.

8 Keys Already Learned, Programming Not
Done - SKIM transponder ID memory is full.

1. Obtain ignition keys to be programmed from

customer (8 keys maximum)

2. Using the DRBIIIt, erase all ignition keys by

selecting MISCELLANEOUS and ERASE ALL
CURRENT IGN. KEYS

3. Program all ignition keys.

Learned Key In Ignition - Ignition key tran­sponder IDiscurrently programmed in SKIMmem­ory.

3.3 DIAGNOSTIC TROUBLE CODES

NOTE: Be sure to enter the correct country
code. If the incorrect country code is
programmed into SKIM, the SKIM must be
replaced.

6. Select UPDATE VIN (the SKIM will learn the
VIN from the PCM).

7. Press ENTER to transfer the VIN (the PCM will
send the VIN to the SKIM).

8. The DRBIIIt will ask if you want to transfer the
secret key. Select ENTER to transfer secret key
from the PCM. This will ensure the current
vehicle ignition keys will still operate the SKIS
system.

3.2.11 PROGRAMMING THE IGNITION

KEYS TO THE SENTRY KEY
IMMOBILIZER MODULE

1. Turn the ignition on (transmission in park/
neutral).

2. Use the DRBIIIt and select THEFT ALARM,
SKIM, then MISCELLANEOUS.

Each diagnostic trouble code is diagnosed by
following a specific testing procedure. The diagnos­tic test procedurescontainstep-by-step instructions
for determining thecause of trouble codes as wellas
no trouble code problems. It is not necessary to
perform all of the tests in this book to diagnose an
individual code.

Always begin by reading the diagnostic trouble
codes using the DRBIIIt.

3.3.1 HARD CODE

A diagnostic trouble code that comes back within
one cycle of the ignition key is a hard code. This
means that the defect is there every time the
powertrain control module checks that circuit or
function. Procedures in this manual verify if the
DTC is a hard code at the beginning of each test.
When it is not a hard code, an intermittent test
must be performed.

DTC’s that are for OBDII/Euro Stage III OBD
monitors will not set with just the ignition key on.
Comparing these to non-emission DTC’s, they will
seem like an intermittent. These DTC’s require a

12

GENERAL INFORMATION

set of parameters to be performed (The DRBIIIt
pre-test screens will help with this for MONITOR
DTC’s), this is called a TRIP. All OBDII/Euro Stage
III OBD DTCs will be set after one or in some cases
two trip failures, and the MIL will be turned on.
These DTC’s require three successful, no failures,
TRIPS to extinguish the MIL, followed by 40
warm-up cycles to erase the DTC. For further
explanation of TRIPS, Pre-test screens, Warm-up
cycles, and the use of the DRBIIIt, refer to the On
Board Diagnostic training booklet #81-699-97094.

3.3.2 INTERMITTENT CODE

A diagnostic trouble code that is not there every
time the PCM checks the circuit is an intermittent
DTC. Most intermittent DTC’s are caused by wiring
or connector problems. Defects that come and go
like this are the most difficult to diagnose; they
must be looked for under specific conditions that
cause them. The following checks may assist you in
identifying a possible intermittent problem:

• Visually inspect related wire harness connectors.

Look for broken, spread, bent, pushed out, or

corroded terminals.

• Visually inspect the related harnesses. Look for

chafed, pierced, or partially broken wire.

• Refer to any technical service bulletins that may

apply.

• Use the DRBIIIt data recorder or co-pilot.

3.3.3 STARTS SINCE SET COUNTER

The start since set counter counts the number of
times the vehicle has been started since codes were
last set, erased, or the battery was disconnected.
The reset counter will count up to 255 start counts.

The number of starts helps determine when the
trouble code actually happened. This is recorded by
the PCM and can be viewed on the DRBIIIt as
STARTS since set.

When there are no trouble codes stored in mem­ory, the DRBIIIt will display NO DTC’s Detected
and the reset counter will show STARTSsinceclear
= XXX.

3.3.4 DISTANCE SINCE MI SET

The Euro Stage III OBD directive requires that
the distance traveled by the vehicle while the MI is
activated must be available at any instant through
the serial port on the standard data link connector.
This feature works as follows:

1. If the MI is illuminated due to a fault, the

distance count is updated (i.e. it is counting).

2. If there is a stale MI fault (i.e. the fault is still
frozen in memory but the MI has been extin­guished dueto 3 good trips),the distance count is
held (i.e. frozen).

3. If the distance count is being held due to (Item

2.) and the fault is cleared, the distance is
cleared (set to zero).

4. If the distance count is being held due to (Item

2.) and another MI occurs, the distance count is
reset (to) and begins updating anew.

5. If a fault occurs while the MI is already illumi­nated due to a previous fault (the distance count
is updating), then the distance count continues
to update w/out interruption.

6. If the MI is flashing due to active misfire and
there is an active fault (i.e. matured fault for
which 3 good trips have not occurred), the dis­tance count behaves as the MI in ON.

7. If the MI is flashing due to active misfire and
there is no active fault (i.e. the MI is flashing for
a 1 malf.), the distance count behaves as if the
MI is off (because it is not yet a matured fault).

8. The distance count is cleared whenever the fault
is cleared. (Via 40 warm up cycles, or via scan
tool).

3.4 USING THE DRBIIIT

Refer to the DRBIIIt user’s guide for instructions
and assistance with reading DTC’s, erasing DTC’s,
and other DRBIIIt functions.

3.5 DRBIIIT ERROR MESSAGES AND

BLANK SCREEN

Under normal operation, the DRBIIIt will dis­play one of only two error messages:

– User-Requested WARM Boot or User-

Requested COLD Boot

If the DRBIIIt should display any other error
message, record the entire display and call the Star
Center for information and assistance. This is a
sample of such an error message display:

ver: 2.14
date: 26 Jul93
file: key_itf.cc
date: Jul 26 1993
line: 548
err: 0x1
User-Requested COLD Boot

Press MORE to switch between this display

and the application screen.

Press F4 when done noting information.

13

GENERAL INFORMATION

3.5.1 DRBIIIT DOES NOT POWER UP

If the LED’s do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage (data link
connector cavity 16). A minimum of 11 volts is
required to adequately power the DRBIIIt.

If all connections are proper between the
DRBIIIt and the vehicle or other devices, and the
vehicle battery is fully charged, and inoperative
DRBIIIt may be the result of faulty cable or vehicle
wiring.

3.5.2 DISPLAY IS NOT VISIBLE

Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition

4.2 SAFETY

4.2.1 TECHNICIAN SAFETY INFORMATION

WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.

Set theparking brake and blockthe wheels before
testing or repairing the vehicle. It is especially
important to block the wheels on front-wheel drive
vehicles; the parking brake does not hold the drive
wheels.

When servicing a vehicle, always wear eye pro­tection, and remove any metal jewelry such as
watchbands or bracelets that might make an inad­vertent electrical contact.

When diagnosing a powertrain system problem,
it is important to follow approved procedures where
applicable. These procedures can be found in ser­vice manual procedures. Following these proce­dures is very important to the safety of individuals
performing diagnostic tests.

4.0 DISCLAIMERS, SAFETY,
WARNINGS

4.1 DISCLAIMERS

All information, illustrations, and specifications
contained in this manual are based on the latest
information available at the time of publication.
The right is reserved to make changes at any time
without notice.

4.2.2 VEHICLE PREPARATION FOR
TESTING

Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnosticcodes
or error messages may occur.

4.2.3 SERVICING SUB ASSEMBLIES

Some components of the powertrain system are
intended to be serviced in assembly only. Attempt­ing to remove or repair certain system sub­components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation proceduresin
the service manual should be serviced.

4.2.4 DRBIIIT SAFETY INFORMATION

WARNING: EXCEEDING THE LIMITS OF THE
DRBIIIT MULTIMETER IS DANGEROUS. IT
CAN EXPOSE YOU TO SERIOUS INJURY.
CAREFULLY READ AND UNDERSTAND THE
CAUTIONS AND THE SPECIFICATION
LIMITS.

Follow the vehicle manufacturer’s service specifi­cations at all times.

• Do not use the DRBIIIt if it has been damaged.

14

GENERAL INFORMATION

• Do not use the test leads if the insulation is

damaged or if metal is exposed.

• To avoid electrical shock, do not touch the test

leads, tips, or the circuit being tested.

• Choose the proper range and function for the

measurement. Do not try voltage or current mea­surements that may exceed the rated capacity.

• Donot exceed the limitsshownin the tablebelow:

FUNCTION INPUT LIMIT

Volts 0 - 500 peak volts AC

0 - 500 volts DC
Ohms (resistance)* 0 - 1.12 megohms
Frequency Measured

0-10kHz
Frequency Generated

Temperature -58 - 1100°F

-50 - 600°C

* Ohms cannot be measured if voltage is present.

Ohms can be measured only in a non-powered
circuit.

• Voltage between any terminal and ground must

not exceed 500v DC or 500v peak AC.

• Use caution when measuring voltage above 25v

DC or 25v AC.

• The circuit being tested must be protected by a

10A fuse or circuit breaker.

• Use the low current shunt to measure circuits up

to 10A. Use the high current clamp to measure
circuits exceeding 10A.

• When testing for the presence of voltage or cur-

rent, make sure the meter is functioning cor­rectly. Take a reading of a known voltage or
current before accepting a zero reading.

• When measuring current, connect the meter in

series with the load.

• Disconnect the live test lead before disconnecting

the common test lead.

• When using the meter function, keep the

DRBIIIt away from spark plug or coil wires to
avoid measuring error from outside interference.

4.3 WARNINGS AND CAUTIONS

4.3.1 ROAD TEST WARNINGS

Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.

CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not try to read the
DRBIIIT screen while in motion. Do not hang
the DRBIIIT from the rear view mirror or
operate it yourself. Have an assistant
available to operate the DRBIIIT.

4.3.2 VEHICLE DAMAGE CAUTIONS

Before disconnecting any control module, make
sure the ignition is off. Failure to do so could
damage the module.

When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually cause
it to fail because of corrosion.

Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second DTC could be set, making diagnosis of the
original problem more difficult.

5.0 REQUIRED TOOLS AND

EQUIPMENT

DRBIIIt (diagnostic read-out box) scan tool

Evaporative System Diagnostic Kit #6917

fuel filler adapter #8382

fuel pressure adapter (C-6631) or #6539

fuel pressure kit (C-4799-B) or #5069

fuel release hose (C-4799-1)

Min Air flow fitting #6714

Pinout Box (Miller #8815)

jumper wires

ohmmeter

oscilloscope

vacuum gauge

voltmeter

12 volt test light minimum 25 ohms resistance
with probe #6801

CAUTION: A 12 volt test light should not be
used for the following circuits, damage to the
powertrain controller will occur.

• 5 Volt Supply

• J1850 PCI Bus

• CKP Sensor Signal

• CMP Sensor Signal

• Vehicle Speed Sensor Signal

• O2 Sensor Signal

15

GENERAL INFORMATION

6.0 GLOSSARY OF TERMS

ABS anti-lock brake system
backfire,

popback
CKP crank position sensor
CMP camshaft position sensor
cuts out,

misses

DLC data link connector (previously

detona­tion,
spark
knock

ECT engine coolant temperature sensor
EGR exhaust gas recirculation valve and

genera­tor

fuel ignites in either the intake or
the exhaust system

a steady pulsation or the inability of
the engine to maintain a consistent
rpm

called engine diagnostic connector)
a mild to severe ping, especially un-

der loaded engine conditions

system
previously called alternator

LDP leak detection pump
MAP manifold absolute pressure sensor
MIL malfunction indicator lamp
MTV manifold tuning valve
NGC next generation controller
O2S oxygen sensor
PCI programmable communication inter-

face

PCM powertrain control module
PCV positive crankcase ventilation
PEP peripheral expansion port
poor fuel

economy

rough,
unstable,
or er­ratic idle
stalling

There is significantly less fuel mile­age than other vehicles of the same
design ad configuration

The engine runs unevenly at idle
and causes the engine to shake if it
is severe enough. The engine idle
rpm may vary (called hunting). This
condition may cause stalling if it is
severe enough.

hard
start

hesita­tion, sag,
stumble

IAT intake/inlet air temperature sensor
IAC idle air control motor
JTEC Combined engine and transmission

lack of
power,
sluggish

The engine takes longer than usual
to start, even though it is able to
crank normally.

There is a momentary lack of re­sponse when the throttle is opened.
This can occur at all vehicle speeds.
If it is severe enough, the engine
may stall.

control module
The engine has less than expected

power, with little or no increase in
vehicle speed when the throttle is
opened.

SBEC single board engine controller
SKIM sentry key immobilizer module
SKIS sentry key immobilizer system
start &

stall
surge engine rpm fluctuation without cor-

TIP throttle inlet pressure
TPS throttle position sensor
TRS transmission range sensor
VSS vehicle speed sensor/signal

The engine starts but immediately
dies.

responding change in throttle posi­tion sensor

16

7.0

DIAGNOSTIC INFORMATION AND

PROCEDURES

17

COMMUNICATION

Symptom:

*NO RESPONSE FROM PCM (PCI BUS) - NGC

POSSIBLE CAUSES

PCM PCI NO RESPONSE
POWERTRAIN CONTROL MODULE
PCI BUS CIRCUIT OPEN

TEST ACTION APPLICABILITY

1 Turn the ignition on.

NOTE: As soon as one or more module communicates with the DRB, answer
the question.

With the DRB, enter Anti-Lock Brakes.
With the DRB, enter Electro/Mechanical Cluster (MIC).
With the DRB, enter Passive Restraints then Airbag.
Were you able to establish communications with any of the modules?

All

Yes → Go To 2
No → Refer to symptom PCI Bus Communication Failure in the Com-

munications category.
Perform POWERTRAIN VERIFICATION TEST VER - 1.

2 Withthe DRB readthe Powertrain DTC’s.This is toensure power andgrounds to the

PCM are operational.

NOTE: If the DRB will not read PCM DTC’s, follow the NO RESPONSE TO
PCM (PCM SCI only) symptom path.

Turn the ignition off.
Disconnect the PCM harness connectors.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Use Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and
black test probes.
Connect the scope input cable to the channel one connector on the DRB. Attach the
red and black leads and the cable to probe adapter to the scope input cable.
With the DRBIIIt select Pep Module Tools.
Select lab scope.
Select Live Data.
Select 12 volt square wave.
Press F2 for Scope.
Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again
when complete.
Connect the Black lead to the chassis ground. Connect the Red lead to the PCI Bus
circuit in the appropriate terminal of special tool #8815.
Turn the ignition on.
Observe the voltage display on the DRB Lab Scope.
Does the voltage pulse from 0 to approximately 7.5 volts?

All

Yes → Replace and program the Powertrain Control Module in accor-

dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 1.

No → Repair the PCI Bus circuit for an open.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

18

Symptom:

*NO RESPONSE FROM PCM (PCM SCI ONLY) - NGC

POSSIBLE CAUSES

CHECK PCM POWERS AND GROUNDS
PCM SCI TRANSMIT CIRCUIT SHORTED TO VOLTAGE
PCM SCI RECEIVE CIRCUIT SHORTED TO VOLTAGE
PCM SCI CIRCUITS SHORTED TOGETHER
PCM SCI TRANSMIT CIRCUIT SHORTED TO GROUND
PCM SCI RECEIVE CIRCUIT SHORTED TO GROUND
PCM SCI RECEIVE CIRCUIT OPEN
PCM SCI TRANSMIT CIRCUIT OPEN
POWERTRAIN CONTROL MODULE

COMMUNICATION

TEST ACTION APPLICABILITY

1 Perform the symptom CheckingPCM Power and Ground Circuits in the Driveability

category.

NOTE: With the DRBIIIt in the generic scan tool mode, attempt to commu­nicate with the PCM.
NOTE: If the DRBIIIt can communicate with the PCM in the generic scan
tool mode, it may not be necessary to perform this step.

Did the vehicle pass this test?

Yes → Go To 2
No → Repair as necessary.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

2 Turn the ignition off.

Disconnect the DRBIIIt from the DLC.
Disconnect the PCM harness connectors.
Turn the ignition on.
Measure the voltage of the PCM SCI Transmit circuit at the Data Link harness
connector (cav 7).
Is the voltage above 1.0 volt?

Yes → Repair the PCM SCI Transmit circuit for a short to voltage.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

No → Go To 3

3 Turn the ignition off.

Disconnect the DRBIIIt from the DLC.
Disconnect the PCM harness connectors.
Turn the ignition on.
Measure the voltage of the PCM SCI Receive circuit at the Data Link harness
connector (cav 12).
Is the voltage above 1.0 volt?

All

All

All

Yes → Repair the PCM SCI Receive circuit for a short to voltage.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

No → Go To 4

19

COMMUNICATION

*NO RESPONSE FROM PCM (PCM SCI ONLY) - NGC — Continued

TEST ACTION APPLICABILITY

4 Turn the ignition off.

Disconnect the DRBIIIt from the DLC.
Disconnect the PCM harness connectors.
Measure the resistance between the PCM SCI Transmit circuit and the PCM SCI
Receive circuit at the Data Link harness connector (cavs 7 and 12).
Is the resistance below 5.0 ohms?

Yes → Repair the short between the PCM SCI Transmit and the PCM

SCI Receive circuits.
Perform POWERTRAIN VERIFICATION TEST VER - 1.

No → Go To 5

All

5 Turn the ignition off.

Disconnect the PCM harness connectors.
Disconnect the DRBIIIt from the DLC.
Measure the resistance between ground and the PCM SCI Transmit circuit at the
Data Link harness connector (cav 7).
Is the resistance below 5.0 ohms?

Yes → Repair the PCM SCI Transmit circuit for a short to ground.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

No → Go To 6

6 Turn the ignition off.

Disconnect the PCM harness connector.
Disconnect the DRBIIIt from the DLC.
Measure theresistance between groundand the PCMSCI Receive circuit in the Data
Link harness connector (cav 12).
Is the resistance below 5.0 ohms?

Yes → Repair the PCM SCI Receive circuit for a short to ground.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

No → Go To 7

7 Turn the ignition off.

Disconnect the PCM harness connector.
Disconnect the DRBIIIt from the DLC.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the PCM SCI Receive circuit from the Data Link harness
connector (cav 12) to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Go To 8
No → Repair the PCM SCI Receive circuit for an open.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

20

COMMUNICATION

*NO RESPONSE FROM PCM (PCM SCI ONLY) - NGC — Continued

TEST ACTION APPLICABILITY

8 Turn the ignition off.

Disconnect the PCM harness connector.
Disconnect the DRBIIIt from the DLC.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistanceof the PCM SCI Transmit circuit fromthe Data Link harness
connector (cav 7) to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 9
No → Repair the PCM SCI Transmit circuit for an open.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

9 If there are no possible causes remaining, view repair. All

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 1.

All

21

COMMUNICATION

Symptom:

*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE

POSSIBLE CAUSES

ATTEMPT TO COMMUNICATE WITH THE MIC
GROUND CIRCUIT OPEN
FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
FUSED B(+) CIRCUIT OPEN
OPEN PCI BUS CIRCUIT
SENTRY KEY IMMOBILIZER MODULE

TEST ACTION APPLICABILITY

1 Turn the ignition on.

With the DRB, enter Body then Electro/Mech Cluster (MIC).
Was the DRB able to I/D or communicate with the MIC?

All

Yes → Go To 2
No → Refer to the symptom list for problems related to no communica-

tion with the MIC.
Perform SKIS VERIFICATION.

2 Turn the ignition off.

Disconnect the SKIM harness connector.
Measure the resistance between ground and the ground circuit.
Is the resistance below 5.0 ohms?

Yes → Go To 3
No → Repair the ground circuit for an open.

Perform SKIS VERIFICATION.

3 Turn the ignition off.

Disconnect the SKIM harness connector.
Turn the ignition on.
Using a 12-volt test light connected to ground, probe the Fused Ignition Switch
Output circuit.
Is the test light illuminated?

Yes → Go To 4
No → Repair the Fused Ignition Switch Output circuit for an open.

Perform SKIS VERIFICATION.

4 Turn the ignition off.

Disconnect the SKIM harness connector.
Using a 12-volt test light connected to ground, probe the Fused B(+) circuit.
Is the test light illuminated?

All

All

All

Yes → Go To 5
No → Repair the Fused B+ circuit for an open.

Perform SKIS VERIFICATION.

22

COMMUNICATION

*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE —

Continued

TEST ACTION APPLICABILITY

5 Note: Ensure there is PCI Bus communication with other modules on the

vehicle before proceeding. If not, refer to the symptom list from the menu
and repair as necessary.

Disconnect the SKIM harness connector.
Use Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and
black test probes.
Connect the scope input cable to the channel one connector on the DRB. Attach the
red and black leads and the cable to probe adapter to the scope input cable.
With the DRBIIIt select Pep Module Tools.
Select lab scope.
Select Live Data.
Select 12 volt square wave.
Press F2 for Scope.
Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again
when complete.
Connect the Black lead to the chassis ground. Connect the Red lead to the PCI Bus
circuit in the SKIM connector.
Turn the ignition on.
Observe the voltage display on the DRB Lab Scope.
Does the voltage pulse from 0 to approximately 7.5 volts?

All

Yes → Go To 6
No → Repair the PCI Bus circuit for an open.

Perform SKIS VERIFICATION.

6 If there are no possible causes remaining, view repair. All

Repair

Replace and program the Sentry Key Immobilizer Module in
accordance with the Service Information.
Perform SKIS VERIFICATION.

23

COMMUNICATION

Symptom:

*NO RESPONSE FROMTRANSMISSION CONTROL MODULE - NGC

POSSIBLE CAUSES

NO RESPONSE FROM TRANSMISSION CONTROL MODULE
FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
FUSED B(+) CIRCUIT OPEN
GROUND CIRCUIT(S) OPEN
PCI BUS CIRCUIT OPEN
POWERTRAIN CONTROL MODULE

TEST ACTION APPLICABILITY

1 Turn the ignition on.

Note: As soon as one or more module communicates with the DRB, answer
the question.

With the DRB, attempt to communicate with the Instrument Cluster.
With the DRB, attempt to communicate with the Airbag Control Module.
Was the DRB able to I/D or establish communications with both of the modules?

All

Yes → Go To 2
No → Refer to the Communications category and perform the appropri-

ate symptom.
Perform 40/41TE (NGC) TRANSMISSION VERIFICATION
TEST - VER 1.

2 Turn the ignition off.

Disconnect the PCM harness connectors.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Turn the ignition on.
Using a 12-volt test light connected to ground, probe both Fused Ignition Switch
Output circuits (cavs 11 and 12) in the appropriate terminal of special tool #8815.

NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.

Is the test light illuminated for both circuits?

Yes → Go To 3
No → Repair the Fused Ignition Switch Output circuit for an open.

Refer to the wiring diagrams located in the Service Information.
Perform 40/41TE (NGC) TRANSMISSION VERIFICATION
TEST - VER 1.

All

24

COMMUNICATION

*NO RESPONSE FROM TRANSMISSION CONTROL MODULE - NGC —

Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the PCM harness connectors.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Using a 12-volt test light connected to ground, probe the Fused B(+) circuit in the
appropriate terminal of special tool #8815.

NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.

Is the test light illuminated?

Yes → Go To 4
No → Repair the Fused B(+) circuit for an open. Refer to the wiring

diagrams located in the Service Information.
Perform 40/41TE (NGC) TRANSMISSION VERIFICATION
TEST - VER 1.

All

4 Turn the ignition off.

Disconnect the PCM harness connectors.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Using a 12-volt test light connected to 12-volts, probe each ground circuit in the
appropriate terminal of special tool #8815.

NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.

Is the light illuminated at all ground circuits?

Yes → Go To 5
No → Repair the Ground circuit(s) for an open. Check the main ground

connection to engine block and/or chassis. Refer to the wiring
diagrams located in the Service Information.
Perform 40/41TE (NGC) TRANSMISSION VERIFICATION
TEST - VER 1.

All

25

COMMUNICATION

*NO RESPONSE FROM TRANSMISSION CONTROL MODULE - NGC —

Continued

TEST ACTION APPLICABILITY

5 Note: Ensure there is PCI Bus communication with other modules on the

vehicle before proceeding. If not, refer to the symptom list from the menu
and repair as necessary.

Disconnect the PCM harness connectors.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Use Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and
black test probes.
Connect the scope input cable to the channel one connector on the DRB. Attach the
red and black leads and the cable to probe adapter to the scope input cable.
With the DRBIIIt select Pep Module Tools.
Select lab scope.
Select Live Data.
Select 12 volt square wave.
Press F2 for Scope.
Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again
when complete.
Connect the Black lead to the chassis ground. Connect the Red lead to the PCI Bus
circuit in the appropriate terminal of special tool #8815.
Turn the ignition on.
Observe the voltage display on the DRB Lab Scope.
Does the voltage pulse from 0 to approximately 7.5 volts?

All

Yes → Go To 6
No → Repair the PCI Bus circuit for an open.

Perform 40/41TE (NGC) TRANSMISSION VERIFICATION
TEST - VER 1.

6 Using the schematics as a guide, inspect the wiring and connectors. Repair as

necessary. Pay particular attention to all power and ground circuits.
If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the service information. WITH THE DRBIIIt PER­FORM QUICK LEARN AND REPROGRAM PINION FACTOR.
Perform 40/41TE (NGC) TRANSMISSION VERIFICATION
TEST - VER 1.

All

26

COMMUNICATION

Symptom:

*PCI BUS COMMUNICATION FAILURE

POSSIBLE CAUSES

WIRING HARNESS INTERMITTENT
OPEN PCI BUS CIRCUIT AT THE DATA LINK CONNECTOR (DLC)
PCI BUS CIRCUIT SHORTED TO VOLTAGE
MODULE SHORT TO VOLTAGE
PCI BUS CIRCUIT SHORTED TO GROUND
MODULE SHORT TO GROUND

TEST ACTION APPLICABILITY

1 Note: Determine which modules this vehicle is equipped with before begin-

ning.
Note: When attempting to communicate with any of the modules on this
vehicle, the DRB will display 1 of 2 different communication errors: a NO
RESPONSE message or a BUS +/- SIGNALS OPEN message.

Turn the ignition on.
Using the DRB, attempt to communicate with the following control modules:
Airbag Control Module
SKIM (SENTRY KEY IMMOBILIZER)
MIC (INSTRUMENT CLUSTER)
Was the DRBIIIt able to communicate with one or more Module(s)?

All

Yes → Go To 2
No → Go To 3

2 Turn the ignition off.

Note: Visually inspect the related wiring harness. Look for any chafed,
pierced, pinched, or partially broken wires.
Note: Visually inspectthe related wireharness connectors.Look for broken,
bent, pushed out, or corroded terminals.
Note: If the DRB can not communicate with a single module, refer to the
category list for the related symptom.

Were any problems found?

Yes → Repair wiring harness/connectors as necessary.

Perform BODY VERIFICATION TEST - VER 1.

No → Test Complete.

All

27

COMMUNICATION

*PCI BUS COMMUNICATION FAILURE — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the PCM harness connector. Note: If equipped with NGC follow the
caution below.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Disconnect the DRB from the Data Link Connector (DLC).
Disconnect the negative battery cable.
Measure the resistance of the PCI Bus circuit between the Data Link Connector
(DLC) and the PCM harness connector.
Is the resistance below 5.0 ohms?

Yes → Go To 4
No → Repair the PCI Bus circuit for an open.

Perform BODY VERIFICATION TEST - VER 1.

All

4 NOTE: Reconnect the PCM harness connector and the negative battery

cable.

Turn the ignition on.
Measure the voltage of the PCI Bus circuit at the Data Link Connector (DLC).
Is the voltage above 7.0 volts?

Yes → Go To 5
No → Go To 6

5 Turn the ignition off.

Using a voltmeter, connect one end to the PCI Bus circuit at the DLC, and the other
end to ground.

Note: When performingthe next step turn the ignition off (wait one minute)
before disconnecting any module. When the module is disconnected turn
the ignition on to check for a short to voltage.

Turn the ignition on.
While monitoring thevoltmeter, disconnecteach module the vehicle is equipped with
one at a time.
Is the voltage steadily above 7.0 volts with all the modules disconnected?

Yes → Repair the PCI Bus circuit for a short to voltage.

Perform BODY VERIFICATION TEST - VER 1.

No → Replace the module that when disconnected the short to voltage

was eliminated.
Perform BODY VERIFICATION TEST - VER 1.

All

All

28

COMMUNICATION

*PCI BUS COMMUNICATION FAILURE — Continued

TEST ACTION APPLICABILITY

6 Turn the ignition off.

Disconnect the negative battery cable.
Using a ohmmeter, connect one end to the PCI Bus circuit at the DLC, and the other
end to ground.
While monitoringthe ohmmeter, disconnecteach module thevehicle isequipped with
one at a time.

NOTE: Total bus resistance to ground thru all of the modules is typically
between 350 to 1000 ohms. The more modules on thebus, the lower the total
bus resistance will be.

Is the resistance below 150.0 ohms with all the modules disconnected?

Yes → Repair the PCI Bus circuit for a short to ground.

Perform BODY VERIFICATION TEST - VER 1.

No → Replace the module that when disconnected the short to ground

was eliminated.
Perform BODY VERIFICATION TEST - VER 1.

All

29

DRIVEABILITY - NGC

Symptom:

INTERMITTENT CONDITION

POSSIBLE CAUSES

INTERMITTENT CONDITION

TEST ACTION APPLICABILITY

1 NOTE: The conditions that set the DTC are not present at this time. The

following list may help in identifying the intermittent condition.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Refer to any Technical Service Bulletins (TSBs) that may apply.
Review the DRB Freeze Frame information. If possible, try to duplicate the
conditions under which the DTC set.
With the engine running at normal operating temperature, monitor the DRB
parameters related to the DTC while wiggling the wire harness. Look for parameter
values to change and/or a DTC to set.
Visually inspect the related wire harness. Look for any chafed, pierced, pinched,
partially broken wires and broken, bent, pushed out, or corroded terminals.

CAUTION: NEVER PROBE THE PCM HARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Inspect and clean all PCM, engine, and chassis grounds.
If numerous trouble codes were set, use a wire schematic to help you find any
common ground or supply circuits.
For anyRelay DTCs, actuatethe Relay with theDRBIIIt and wigglethe related wire
harness to try to interrupt the actuation.
For intermittent Evaporative Emission trouble codes perform a visual and physical
inspection of the related parts including hoses and the Fuel cap.
A co-pilot, data recording, and/or lab scope should be used to help diagnose
intermittent conditions.
Use the DRBIIIt to perform a System Test if one applies to failing component.
Were any problems found during the above inspections?

All

Yes → Repair as necessary
No → Test Complete.

30

Symptom:

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT

When Monitored and Set Condition:

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT

When Monitored: Engine cranking and Engine running
Set Condition: PowertrainControlModuledetectsan error when the camshaft position is

out of phase with the crankshaft position. One trip fault.

POSSIBLE CAUSES

INTERMITTENT CONDITION
CHECKING INTERMITTENT CMP SIGNAL WITH LAB
CMP WIRE HARNESS INSPECTION

DRIVEABILITY - NGC

TONE WHEEL/PULSE RING INSPECTION
CKP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
INTERMITTENT CKP SIGNAL
CAMSHAFT POSITION SENSOR
CRANKSHAFT POSITION SENSOR

TEST ACTION APPLICABILITY

1 WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A

DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Ignition on, engine not running.
With the DRBIIIt, read DTCs and record the related Freeze Frame data.
With the DRBIIIt, erase DTCs.
Start the engine and run until operating temp is reached. (Closed Loop)
If the DTC does not reset it may be necessary to take the vehicle on a test drive.
Does the DTC reset?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

31

DRIVEABILITY - NGC

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT — Continued

TEST ACTION APPLICABILITY

2 Turn the ignition off.

With the DRBIIIt lab scope probe and the Miller special tool #6801, backprobe the
(K44) CMP Signal circuit at the CMP harness connector.

WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Start the engine.
Observe the lab scope screen.
Are there any irregular or missing signals?

Yes → Go To 3
No → Go To 6

All

3 Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or

partially broken wires.
Visually inspect the related wire harness connectors. Look for broken, bent, pushed
out, or corroded terminals.
Ensure the Crankshaft Position Sensor and the Camshaft Position Sensor are
properly installed and the mounting bolt(s) tight.
Refer to any TSBs that may apply.
Were any of the above conditions present?

Yes → Repair as necessary

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

4 Turn the ignition off.

Remove the Camshaft Position Sensor.
Inspect the Tone Wheel/Pulse Ring for damage, foreign material, or excessive
movement.
Were any problems found?

Yes → Repair or replace the Tone Wheel/Pulse Ring as necessary.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 If there are no possible causes remaining, view repair. All

Repair

Replace the Camshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

6 WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A

DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Start the engine.
Gently tap on the Cam Position Sensor and wiggle the Sensor.
Ignition on, engine not running.
Inspect theSensor harness connector, PCM harnessconnector, Sensor connector,and
PCM connector for loose, bent, corroded, or pushed out pins/terminals.
Inspect the related wire harness and the splices in the (K44) CMP circuits.
Did the DTC reset?

Yes → Repair the wiring/connector concerns as needed or replace the

Camshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 7

32

All

DRIVEABILITY - NGC

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT — Continued

TEST ACTION APPLICABILITY

7 Turn the ignition off.

With the DRBIIIt lab scope probe and the Miller special tool #6801, backprobe the
(K24) CKP Signal circuit at the CKP harness connector.

WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Start the engine.
Observe the lab scope screen.
Are there any irregular or missing signals?

Yes → Go To 8
No → Go To 11

All

8 Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or

partially broken wires.
Visually inspect the related wire harness connectors. Look for broken, bent, pushed
out, or corroded terminals.
Ensure the Crankshaft Position Sensor and the Camshaft Position Sensor are
properly installed and the mounting bolt(s) tight.
Refer to any TSBs that may apply.
Were any of the above conditions present?

Yes → Repair as necessary

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 9

9 Turn the ignition off.

Remove the Crankshaft Position Sensor.
Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive
movement.
Were any problems found?

Yes → Repair or replace the Tone Wheel/Flex Plate as necessary.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 10

10 If there are no possible causes remaining, view repair. All

Repair

Replace the Crankshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

33

DRIVEABILITY - NGC

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT — Continued

TEST ACTION APPLICABILITY

11 NOTE: The conditions that set this DTC are not present at this time. The

following test may help in identifying the intermittent condition.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Start the engine.
Gently tap on the Crank Position Sensor and wiggle the CKP Sensor.
Turn the ignition off.
Inspect theSensor harness connector, PCM harnessconnector, Sensor connector,and
PCM connector for loose, bent, corroded, or pushed out pins/terminals.
Inspect the related wire harness and the splices in the (K24) CKP circuits.
Were any problems found?

Yes → Repair the wiring/connector concerns as needed or replace the

Crankshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Test Complete.

All

34

DRIVEABILITY - NGC

Symptom List:

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW
P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW

Test Note: All symptoms listed above are diagnosed using the same tests.

The title for the tests will be P0031-O2 SENSOR 1/1 HEATER
CIRCUIT LOW.

When Monitored and Set Condition:

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW

When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is
on.

Set Condition: Desired state does not match Actual state.

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW

When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is
on.

Set Condition: Desired state does not match Actual state.

POSSIBLE CAUSES

O2 SENSOR HEATER OPERATION
O2 HEATER ELEMENT
O2 HEATER CONTROL CIRCUIT
O2 HEATER CONTROL SHORTED TO GROUND
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip Counter displayed and equal to zero?

Yes → Go To 3
No → Go To 2

All

35

DRIVEABILITY - NGC

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW — Continued

TEST ACTION APPLICABILITY

2 Turn the ignition off.

NOTE: Allow the O2 Sensor to cool down before continuing the test. The O2
Sensor voltage should stabilize at 5.0 volts. Raising the hood may help in
reducing under hood temps quicker.

Ignition on, engine not running.
With the DRBIIIt, actuate the O2 Heater Test.
With the DRBIIIt, monitor O2 Sensor voltage for at least 2 minutes.
Does the O2 Sensor voltage stay above 4.5 volts?

Yes → Go To 3
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

3 Turn the ignition off.

NOTE: Allow the O2 sensor to cool down to room temperature.

Disconnect the O2 Sensor harness connector.
Measure the resistance across the O2 Sensor Heater element component side.

NOTE: Heater Resistance Specification: 1/1 and 2/1 = 3.0 to 4.0 ohms or 1/2
and 2/2 = 4.0 to 5.0 ohms.

Is the O2 Sensor Heater element within specification?

Yes → Go To 4
No → Replace the O2 Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

4 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, actuate the O2 Heater Test.
Using a 12-volttest light connected toground, probe the O2 HeaterControl circuit in
the O2 Sensor harness connector.
Does the test illuminate brightly and flash on and off?

Yes → Replace the O2 Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the O2 Heater Control circuit in the O2
Sensor harness connector.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Repair the short to ground in the O2 Sensor Heater Control

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

36

DRIVEABILITY - NGC

Symptom List:

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH
P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH

Test Note: All symptoms listed above are diagnosed using the same tests.

The title for the tests will be P0032-O2 SENSOR 1/1 HEATER
CIRCUIT HIGH.

When Monitored and Set Condition:

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH

When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is
off.

Set Condition: The O2 heater voltage is out of range high. One trip fault.

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH

When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is
off.

Set Condition: The O2 heater voltage is out of range high. One trip fault.

POSSIBLE CAUSES

O2 SENSOR HEATER OPERATION
O2 HEATER ELEMENT
O2 HEATER GROUND CIRCUIT OPEN
O2 SENSOR
O2 HEATER CONTROL SHORTED TO VOLTAGE
O2 HEATER CONTROL CIRCUIT OPEN
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip Counter displayed and equal to zero?

All

Yes → Go To 3
No → Go To 2

37

DRIVEABILITY - NGC

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH — Continued

TEST ACTION APPLICABILITY

2 Turn the ignition off.

NOTE: Allow the O2 Sensor to cool down before continuing the test. The O2
Sensor voltage should stabilize at 5.0 volts. Raising the hood may help in
reducing under hood temps quicker.

Ignition on, engine not running.
With the DRBIIIt, actuate the O2 Heater Test.
With the DRBIIIt, monitor O2 Sensor voltage for at least 2 minutes.
Does the O2 Sensor voltage stay above 4.5 volts?

Yes → Go To 3
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

3 Turn the ignition off.

NOTE: Allow the O2 sensor to cool down to room temperature.

Disconnect the O2 Sensor harness connector.
Measure the resistance across the O2 Sensor Heater element component side.

NOTE: Heater Resistance Specification: 1/1 and 2/1 = 3.0 to 4.0 ohms or 1/2
and 2/2 = 4.0 to 5.0 ohms.

Is the O2 Sensor Heater element within specification?

Yes → Go To 4
No → Replace the O2 Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

4 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, actuate the O2 Heater Test.
Using a 12-volttest light connected toground, probe the O2 HeaterControl circuit in
the O2 Sensor harness connector.
Does the test illuminate brightly and flash on and off?

Yes → Go To 5
No → Go To 6

5 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Measure the resistance between engine ground and the O2 Heater ground circuit in
the O2 Sensor harness connector.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Replace the O2 Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Repair the open in the O2 Heater ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

38

DRIVEABILITY - NGC

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH — Continued

TEST ACTION APPLICABILITY

6 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Disconnect the PCM harness connector.
Ignition on, engine not running.
Measure the voltage on the O2 Heater Control circuit at the O2 Sensor harness
connector.
Does the voltmeter indicate any voltage present?

Yes → Repair the short to voltage in the O2 Heater Control circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 7

All

7 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the O2 Heater Control circuit from the O2 Sensor harness
connector to the appropriate terminal of special tool #8815
Is the resistance below 5.0 ohms?

Yes → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Repair the open in the O2 Heater Control circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

39

DRIVEABILITY - NGC

Symptom:

P0033-SURGE VALVE SOLENOID CIRCUIT

When Monitored and Set Condition:

P0033-SURGE VALVE SOLENOID CIRCUIT

When Monitored: Ignition on or engine running. Battery voltage greater than 10 volts.
Set Condition: The PCM will set the DTC if the actual state of the solenoid does not

match the intended state.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO
SURGE VALVE SOLENOID OPERATION
(A142) ASD RELAY OUTPUT CIRCUIT
(K150) SURGE SOL CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K150) SURGE SOL CONTROL CIRCUIT OPEN
(K150) SURGE SOL CONTROL CIRCUIT SHORTED TO GROUND
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read PCM DTCs and record the related Freeze Frame data.
Is the Good Trip displayed and equal to zero?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the Surge Valve Solenoid harness connector.
Using a 12-volt test light, jumper across the Surge Valve harness connector.

NOTE: While actuating the solenoid wiggle the related wiring harness.

Turn the ignition on.
With the DRBIIIt, actuate the Surge Valve Solenoid.
Does the test light illuminate brightly and flash on and off?

Yes → Replace the Surge Valve Solenoid.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

No → Go To 3

40

DRIVEABILITY - NGC

P0033-SURGE VALVE SOLENOID CIRCUIT — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the Surge Valve Solenoid harness connector.
Using a 12-volt test light connected to ground, probe the (A142) ASD Relay Output
circuit in the harness connector.
Turn the ignition on.
With the DRBIIIt, actuate the ASD Relay.
Does the test light illuminate brightly and flash on and off?

Yes → Go To 4
No → Repair the (A142) ASD Relay Output circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

4 Turn the ignition off.

Disconnect the Surge Valve Solenoid harness connector.
Disconnect the PCM harness connectors.
Turn the ignition on.
Measure the voltage of the (K150) Surge Sol Control circuit in the Surge Valve
Solenoid harness connector.
Does the voltmeter indicate any voltage present?

Yes → Repairthe shortto voltage inthe (K150)Surge SolControl circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the Surge Valve Solenoid harness connector.
Disconnect the PCM harness connectors.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K150) Surge Sol Control circuit from the Surge Valve
Solenoid harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6
No → Repair the open in the (K150) Surge Sol Control circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

6 Turn the ignition off.

Disconnect the Surge Valve Solenoid harness connector.
Disconnect the PCM harness connectors.
Measure the resistance between ground and the (K150) Surge Sol Control circuit at
the Surge Valve Solenoid harness connector.
Is the resistance below 100 ohms?

Yes → Repairthe short toground inthe (K150) SurgeSol Controlcircuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 7

7 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

41

All

All

DRIVEABILITY - NGC

Symptom:

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELA­TION

When Monitored and Set Condition:

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION

When Monitored: With the engine running and no MAP Sensor or TP Sensor DTC’s set.
Set Condition: The PCM determines a valid range in which the TP Sensor should be, at

a given RPM/Load. The actual TP Sensor voltage is then compared to this value. If the TP
Sensor voltage does not fall within the expected range within a predetermined time an
error will be detected. Two Trip Fault.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO
HIGH RESISTANCE IN MAP (K7) 5 VOLT SUPPLY CIRCUIT
RESISTANCE TO GROUND IN MAP (K7) 5 VOLT SUPPLY CIRCUIT
MAP SENSOR
HIGH RESISTANCE IN (K1) MAP SIGNAL CIRCUIT
RESISTANCE TO GROUND IN (K1) MAP SIGNAL CIRCUIT
HIGH RESISTANCE IN (K4) MAP GROUND CIRCUIT
PCM
TP SENSOR OPERATION
HIGH RESISTANCE IN TP SENSOR (K6) 5 VOLT SUPPLY CIRCUIT
RESISTANCE TO GROUND IN TP SENSOR (K6) 5 VOLT SUPPLY CIRCUIT
TP SENSOR
HIGH RESISTANCE IN (K22) TP SIGNAL CIRCUIT
RESISTANCE TO GROUND IN (K22) TP SENSOR SIGNAL CIRCUIT
HIGH RESISTANCE IN TP (K167) SENSOR GROUND CIRCUIT
PCM

42

DRIVEABILITY - NGC

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION —

Continued

TEST ACTION APPLICABILITY

1 NOTE: Diagnose any TP Sensor or MAP Sensor component DTCs before

continuing.
NOTE: The throttle plate and linkage must be free from binding and carbon
build up, ensure the throttle plate is at the idle position.

Ignition on, engine not running.
With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip Counter displayed and equal to zero?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

2 Start the engine.

With the DRBIIIt, monitor the MAP Sensor voltage.
Snap the throttle.
Does the MAP Sensor voltage vary from below 2.0 volts at idle to above 3.5 volts at
WOT?

Yes → Go To 3
No → Go To 11

3 Ignition on, engine not running.

With the DRBIIIt, monitor the TP Sensor voltage while slowly depressing the
throttle pedal from the idle position to the wide open throttle position.
Does thevoltage startapproximately at0.8 volts andgo above3.5 volts witha smooth
transition?

Yes → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

4 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K6) 5 Volt Supply circuit from the TP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Go To 5
No → Repair the TP Sensor (K6) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

43

DRIVEABILITY - NGC

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION —

Continued

TEST ACTION APPLICABILITY

5 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K6) 5 Volt Supply circuit at the TP
Sensor harness connector.
Is the resistance above 100k ohms?

Yes → Go To 6
No → Repair the (K6) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

6 Turn the ignition off.

Disconnect the TP Sensor harness connector.
With the DRBIIIt, monitor the TP Sensor voltage.
Ignition on, engine not running.
Connect a jumper wire between the (K22) TP Signal circuit and the (K4) Sensor
ground circuit .
Does the TP Sensor voltage change from approximately 4.9 volts to below 0.5 of a
volt?

Yes → Replace the Throttle Position Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 7

7 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K22) TP Signal circuit from the TP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 8
No → Repair the (K22) TP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

8 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K22) TP Signal circuit in the TP
Sensor harness connector.
Is the resistance above 100k ohms?

Yes → Go To 9
No → Repair the (K22) TP Sensor Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

44

All

DRIVEABILITY - NGC

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION —

Continued

TEST ACTION APPLICABILITY

9 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) Sensorground circuit from theTP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 10
No → Repair the (K167) Sensor Ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

10 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

11 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K7) 5 Volt Supply circuit from the MAP Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 12
No → Repair the MAP (K7) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

12 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K7) 5 Volt Supply circuit at the
MAP Sensor harness connector.
Is the resistance above 100k ohms?

All

All

All

Yes → Go To 13
No → Repair the short to ground in the (K7) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

45

DRIVEABILITY - NGC

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION —

Continued

TEST ACTION APPLICABILITY

13 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
With the DRBIIIt, monitor the MAP Sensor voltage.
Ignition on, engine not running.
Connect a jumper wire between the (K1) MAP Sensor Signal circuit and the (K4)
Sensor ground circuit .
Cycle the ignition switch from off to on.
With the DRBIIIt, monitor the MAP Sensor voltage.
Does the DRBIIIt display MAP voltage from approximately 4.9 volts to below 0.5
volt?

Yes → Replace the MAP Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 14

All

14 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K1) MAP Signal circuitfrom the MAP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 15
No → Repair the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

15 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistancebetween ground and the (K1) MAPSignal circuit at the MAP
Sensor harness connector.
Is the resistance above 100k ohms?

Yes → Go To 16
No → Repair the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

16 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) Sensor ground circuit from the MAP Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Go To 17
No → Repair the (K4) Sensor Ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

46

DRIVEABILITY - NGC

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION —

Continued

TEST ACTION APPLICABILITY

17 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

47

DRIVEABILITY - NGC

Symptom:

P0071-AMBIENT TEMP SENSOR PERFORMANCE

When Monitored and Set Condition:

P0071-AMBIENT TEMP SENSOR PERFORMANCE

When Monitored: Engine off time is greater than 480 minutes. Ambient temperature is
greater than -23°C (-9°F).

Set Condition: After a calibrated amount of cool down time, the PCM compares the ECT
Sensor, IAT Sensor and the Ambient Air Temperature Sensor values. If the Ambient Air
Temperature Sensor value is not within 10°C (53°F) of the other two temperartue sensors
an error is detected. Two Trip Fault.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO
(K145) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
AMBIENT AIR TEMPERATURE SENSOR VOLTAGE BELOW 0.1 VOLT
(K145) AAT SIGNAL CIRCUIT OPEN
(K4) SENSOR GROUND CIRCUIT OPEN
(K145) AAT SIGNAL CIRCUIT SHORTED TO GROUND
(K145) AAT SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND
PCM LOW
PCM HIGH

TEST ACTION APPLICABILITY

1 NOTE: After repairing this DTC, theAAT sensor value will not refresh until

either the ignition is OFF for more than 5 hours or the vehicle has been
driven at a speed greater than 20 MPH for more than 2 minutes.

Ignition on, engine not running.
With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip Counter displayed and equal to zero?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

48

DRIVEABILITY - NGC

P0071-AMBIENT TEMP SENSOR PERFORMANCE — Continued

TEST ACTION APPLICABILITY

2 NOTE: Visually inspect both the component and the PCM connectors. Look

for damage, partially broken wires and backed out or corroded terminals

Turn the ignition off.
Disconnect the Ambient Air Temp Sensor harness connector.
Ignition on, engine not running.
Measure thevoltage ofthe (K145)AATSignal circuit intheAmbient AirTemperature
Sensor harness connector.
Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltage in the (K145) AAT Signal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

3 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the Ambient Air Temperature Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 4
No → Go To 7

4 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Using a jumper wire, jumper across the Ambient Air Temperature Sensor harness
connector.
Ignition on, engine not running.
With the DRBIIIt, read the Ambient Air Temperature voltage.
Is the voltage below 0.1 volt?

Yes → Replace the Ambient Air Temperature Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K145) AAT Signal circuit from the Ambient Air
Temperature Sensor harness connector to the appropriate terminal of special tool
#8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Go To 6
No → Repair the open in the (K145) AAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

49

DRIVEABILITY - NGC

P0071-AMBIENT TEMP SENSOR PERFORMANCE — Continued

TEST ACTION APPLICABILITY

6 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K167) Sensor ground circuit from the Ambient Air
Temperature Sensor harness connector to the appropriate terminal of special tool
#8815.
Is the resistance below 5.0 ohms?

Yes → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Contorl Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Repair the open in the (K4) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

7 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K145) AAT Signal circuit.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K145) AAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

8 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.
Measure theresistance between the(K145) AAT Signal circuit and the (K167) Sensor
ground circuit in the Ambient Air Temperature Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the (K4) Sensor ground shorted to the (K145) AAT Signal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

50

DRIVEABILITY - NGC

Symptom:

P0072-AMBIENT TEMP SENSOR LOW

When Monitored and Set Condition:

P0072-AMBIENT TEMP SENSOR LOW

When Monitored: The ignition key on.
Set Condition: Ambient Temperature Sensor is less than .04 of a volt at the PCM. One

Trip Fault.

POSSIBLE CAUSES

AMBIENT AIR TEMPERATURE SENSOR VOLTAGE BELOW .04 VOLTS
AMBIENT AIR TEMPERATURE SENSOR INTERNAL FAILURE
(K145) AAT SIGNAL CIRCUIT SHORTED TO GROUND
(K145) AAT SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM

TEST ACTION APPLICABILITY

1 NOTE: After repairing this DTC, theAAT sensor value will not refresh until

either the ignition is OFF for more than 5 hours or the vehicle has been
driven at a speed greater than 20 MPH for more than 2 minutes.

Ignition on, engine not running.
With the DRBIIIt, read the Ambient Air Temperature Sensor voltage.
Is the voltage below .04 of a volt?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read Ambient Air Temperature Sensor voltage.
Is the voltage between 4.8 and 5.2 volts?

Yes → Replace the Ambient Air Temperature Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

All

51

DRIVEABILITY - NGC

P0072-AMBIENT TEMP SENSOR LOW — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K145) AAT Signal circuit in the
Ambient Air Temperature Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K145) AAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.
Measure theresistance between the(K145) AAT Signal circuit and the (K167) Sensor
ground circuit in the Ambient Air Temperature Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the (K4) Sensor ground shorted to the (K145) AAT Signal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

52

DRIVEABILITY - NGC

Symptom:

P0073-AMBIENT TEMP SENSOR HIGH

When Monitored and Set Condition:

P0073-AMBIENT TEMP SENSOR HIGH

When Monitored: The ignition key on.
Set Condition: The Ambient Temperature Sensor voltage is greater than 4.9 volts. One

Trip Fault.

POSSIBLE CAUSES

AMBIENT AIR TEMPERATURE SENSOR VOLTAGE ABOVE 4.9 VOLTS
(K145) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
AMBIENT AIR TEMPERATURE SENSOR INTERNAL FAILURE
(K145) AAT SIGNAL CIRCUIT OPEN
(K4) SENSOR GROUND CIRCUIT OPEN
PCM

TEST ACTION APPLICABILITY

1 NOTE: After repairing this DTC, theAAT sensor value will not refresh until

either the ignition is OFF for more than 5 hours or the vehicle has been
driven at a speed greater than 20 MPH for more than 2 minutes.

Ignition on, engine not running.
With the DRBIIIt, read the Ambient Air Temperature Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Ignition on, engine not running.
Measure thevoltage ofthe (K145)AATSignal circuit intheAmbient AirTemperature
Sensor harness connector.
Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltage in the (K145) AAT Signal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

No → Go To 3

53

DRIVEABILITY - NGC

P0073-AMBIENT TEMP SENSOR HIGH — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Connect a jumper wire between the (K145)AAT Signal circuit andthe (K167) Sensor
ground circuit in the Ambient Air Temperature Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read Ambient Air Temperature Sensor voltage.
Is the voltage below 1.0 volt?

Yes → Replace the Ambient Air Temperature Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K145) AAT Signal circuit from the Ambient Air
Temperature Sensor harness connector to the appropriate terminal of special tool
#8815.
Is the resistance below 5.0 ohms?

Yes → Go To 5
No → Repair the open in the (K145) AAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

5 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K167) Sensor ground circuit from the Ambient Air
Temperature Sensor harness connector to the appropriate terminal of special tool
#8815.
Is the resistance below 5.0 ohms?

All

All

Yes → Go To 6
No → Repair the open in the (K4) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

6 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

54

All

Symptom:

P0107-MAP SENSOR LOW

When Monitored and Set Condition:

P0107-MAP SENSOR LOW

When Monitored: Ignition on. TPS voltage less than 1.2 volts. Battery voltage greater
than 10 volts.

Set Condition: The MAP sensor signal voltage is less than 0.782 of a volt for 1.7 seconds.
One trip Fault.

POSSIBLE CAUSES

MAP SENSOR VOLTAGE BELOW .078 VOLTS
(K7) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

DRIVEABILITY - NGC

(K7) 5 VOLT SUPPLY CIRCUIT OPEN
MAP SENSOR INTERNAL FAILURE
(K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND
(K1) MAP SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM (K7) 5 VOLT SUPPLY CIRCUIT
PCM (K1) MAP SENSOR SIGNAL CIRCUIT

TEST ACTION APPLICABILITY

1 Turn the ignition on.

With the DRBIIIt, read the MAP Sensor voltage.
Is the voltage below .078 of a volt?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K7) 5 volt Supply circuit in the MAP Sensor harness
connector.
Is the voltage between 4.75 to 5.2 volts?

All

All

Yes → Go To 3
No → Go To 7

55

DRIVEABILITY - NGC

P0107-MAP SENSOR LOW — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, monitor the MAP Sensor voltage.
Is the voltage between 4.5 and 5.2 volts?

Yes → Replace the MAP Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistancebetween ground and the (K1) MAPSignal circuit at the MAP
Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K1) MAP Signal circuit and the (K4) Sensor
ground circuit in the MAP Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the (K4) Sensor ground shorted to the (K1) MAP Signal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 6

6 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

All

All

All

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

7 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance of the (K7) 5 volt Supply circuit in the MAP Sensor harness
connector to ground.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K7) 5 volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

56

All

DRIVEABILITY - NGC

P0107-MAP SENSOR LOW — Continued

TEST ACTION APPLICABILITY

8 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure theresistance ofthe (K7)5 volt Supply circuit fromthe MAPSensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 9
No → Repair the open in the (K7) 5 volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

9 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

57

DRIVEABILITY - NGC

Symptom:

P0108-MAP SENSOR HIGH

When Monitored and Set Condition:

P0108-MAP SENSOR HIGH

When Monitored: Ignition on. TP sensor voltage less than 1.2 volts for greater than 1.7
seconds. Battery voltage greater than 10 volts

Set Condition: The MAP sensor signal voltage is greater than 4.92 volts for 1.7 seconds.
One trip Fault.

POSSIBLE CAUSES

MAP SENSOR VOLTAGE ABOVE 4.9 VOLTS
(K1) MAP SIGNAL CIRCUIT SHORTED TO (K7) 5 VOLT SUPPLY CIRCUIT
(K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
MAP SENSOR INTERNAL FAILURE
(K1) MAP SIGNAL CIRCUIT OPEN
(K4) SENSOR GROUND CIRCUIT OPEN
PCM

TEST ACTION APPLICABILITY

1 Turn the ignition on.

With the DRBIIIt, read the MAP Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K1) MAP Signal circuit and the (K7) 5-Volt
Supply circuit in the MAP Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the (K1) MAP Signal circuit for a short to the (K7) 5 volt

Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

No → Go To 3

58

DRIVEABILITY - NGC

P0108-MAP SENSOR HIGH — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K1) MAP Signal circuit in the MAP Sensor harness
connector.
Is the voltage above 5.2 volts?

Yes → Repairthe short tobattery voltage inthe (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Connect a jumper wire between the (K1) MAP Sensor Signal circuit and the (K4)
Sensor ground circuit.
With the DRBIIIt, monitor the MAP Sensor voltage.
Ignition on, engine not running.
Is the voltage below 1.0 volt?

Yes → Replace the MAP Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K1) MAP Signal circuitfrom the MAP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6
No → Repair the open in the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

6 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) Sensor ground circuit from the MAP Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 7
No → Repair the open in the (K4) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

59

All

DRIVEABILITY - NGC

P0108-MAP SENSOR HIGH — Continued

TEST ACTION APPLICABILITY

7 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

60

Symptom:

P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE

When Monitored and Set Condition:

P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE

When Monitored: Engine off time is greater than 480 minutes. Ambient temperature is
greater than -23°C (-9°F).

Set Condition: After a calibrated amount of cool down time, the PCM compares the ECT
Sensor, IAT Sensor and the Ambient Air Temperature Sensor values. If the IAT Sensor
value is not within calibrated temperature amount of the other two temperature sensors
an error is detected. Two Trip Fault.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO

DRIVEABILITY - NGC

(K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
IAT SENSOR VOLTAGE BELOW 0.1 VOLTS
(K21) IAT SIGNAL CIRCUIT OPEN
(K167) SENSOR GROUND CIRCUIT OPEN
(K21) IAT SIGNAL SHORTED TO GROUND
(K21) IAT SIGNAL CIRCUIT SHORTED TO (K167) SENSOR GROUND
PCM HIGH
PCM LOW

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip Counter displayed and equal to zero?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the IAT Sensor harness connector.

NOTE: Visually inspect both the component and the PCM connectors. Look
for damaged, partiallybroken wires, and backed out or corroded terminals.

Ignition on, engine not running.
Measure the voltage on the (K21) IAT Signal circuit in the IAT Sensor harness
connector.
Is the voltage above 5.2 volts?

All

All

Yes → Repairthe short tobattery voltage inthe (K21) IAT Signalcircuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

61

DRIVEABILITY - NGC

P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE —

Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the IAT Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 4
No → Go To 7

All

4 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Using a jumper wire, jumper across the IAT Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the IAT Sensor voltage.
Is the voltage below 0.1 volt?

Yes → Replace the IAT Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K21) IAT Signal circuit from the IAT Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6
No → Repair the open in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

6 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K167) Sensor ground circuit from the IAT Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Repair the open in the (K167) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

62

DRIVEABILITY - NGC

P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE —

Continued

TEST ACTION APPLICABILITY

7 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K21) IAT Signal circuit in the IAT
Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

All

8 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K4) Sensor ground circuit and the (K21) IAT
Sensor Signal circuit at the IAT Sensor harness connector.
Is the resistance below 5.0 ohms?

Yes → Repair the (K167) Sensor ground circuit shorted to the (K21) IAT

Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

63

DRIVEABILITY - NGC

Symptom:

P0112-INTAKE AIR TEMPERATURE SENSOR LOW

When Monitored and Set Condition:

P0112-INTAKE AIR TEMPERATURE SENSOR LOW

When Monitored: With the ignition on.
Set Condition: The Intake Air Temperature (IAT) sensor voltage is less than 0.1 of a volt.

One trip Fault.

POSSIBLE CAUSES

IAT SENSOR VOLTAGE BELOW 0.1 VOLT
IAT SENSOR INTERNAL FAILURE
(K21) IAT SIGNAL SHORTED TO GROUND
(K21) IAT SIGNAL SHORTED TO (K167) SENSOR GROUND CIRCUIT
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the IAT Sensor voltage.
Is the voltage below 0.1 volt?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the IAT harness connector.
Ignition on, engine not running.
With the DRBIIIt, read IAT Sensor voltage.
Is the voltage between 4.8 and 5.2 volts?

Yes → Replace the IAT Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

3 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K21) IAT Signal circuit at the IAT
Sensor harness connector.
Is the resistance below 100 ohms?

All

All

All

Yes → Repair the short to ground in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

64

DRIVEABILITY - NGC

P0112-INTAKE AIR TEMPERATURE SENSOR LOW — Continued

TEST ACTION APPLICABILITY

4 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K21) IAT Sensor Signal circuit and the (K4)
Sensor ground circuit in the IAT Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the (K167) Sensor ground shorted to the (K21) IATSignal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

All

5 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

65

DRIVEABILITY - NGC

Symptom:

P0113-INTAKE AIR TEMPERATURE SENSOR HIGH

When Monitored and Set Condition:

P0113-INTAKE AIR TEMPERATURE SENSOR HIGH

When Monitored: With the ignition on.
Set Condition: The Intake Air Temperature (IAT) sensor voltage at the PCM is greater

than 4.9 volts. One trip Fault.

POSSIBLE CAUSES

IAT SENSOR VOLTAGE ABOVE 4.9 VOLTS
(K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
IAT SENSOR INTERNAL FAILURE
(K21) IAT SIGNAL CIRCUIT OPEN
(K167) SENSOR GROUND CIRCUIT OPEN
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the IAT Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K21) IAT Signal circuit in the IAT Sensor harness
connector.
Is the voltage above 5.2 volts?

Yes → Repairthe short tobattery voltage inthe (K21) IAT Signalcircuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

All

66

DRIVEABILITY - NGC

P0113-INTAKE AIR TEMPERATURE SENSOR HIGH — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the IAT harness connector.
Connect a jumper wire between the (K21) IAT Signal circuit and the (K4) Sensor
ground circuit in the IAT harness connector.
Ignition on, engine not running.
With the DRBIIIt, read IAT voltage.
Is the voltage below 1.0 volt?

Yes → Replace the IAT Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K21) IAT Signal circuit from the IAT Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 5
No → Repair the open in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

5 Turn the ignition off.

Disconnect the IAT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) Sensor ground circuit from the IAT Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6

All

All

No → Repair the open in the (K167) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

6 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

67

All

DRIVEABILITY - NGC

Symptom:

P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE

When Monitored and Set Condition:

P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE

When Monitored: Engine off time is greater than 480 minutes. Ambient temperature is
greater than -23°C (-9°F).

Set Condition: After a calibrated amount of cool down time, the PCM compares the ECT
Sensor, IAT Sensor and the Ambient Air Temperature Sensor values. If the ECT Sensor
value is not within calibrated temperature amount of the other two temperature sensors
an error is detected. Two Trip Fault.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO
(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
ECT SENSOR VOLTAGE BELOW 0.1 VOLT
(K2) ECT SIGNAL CIRCUIT OPEN
(K167) SENSOR GROUND CIRCUIT OPEN
(K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND
(K2) ECT SIGNAL SHORTED TO (K167) SENSOR GROUND
PCM HIGH
PCM LOW

TEST ACTION APPLICABILITY

1 NOTE: ThePCM compares IAT, AAT andECT to determineif they arewithin

a calibrated temp of one another. Using a block heater that does not meet
OEM specifications or that is not installed at the proper location can defeat
the algorithm in the PCM.

Ignition on, engine not running.

NOTE: Check with the customer to determine if such a block heater is
installed on the vehicle.

With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip Counter displayed and equal to zero?

Yes → Go To 2

All

No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

68

DRIVEABILITY - NGC

P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE — Continued

TEST ACTION APPLICABILITY

2 Turn the ignition off.

Disconnect the ECT Sensor harness connector.

NOTE: Visually inspect both the component and the PCM connectors. Look
for damaged, partiallybroken wires, and backed out or corroded terminals.

Ignition on, engine not running.
Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor harness
connector.
Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltagein the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

3 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the ECT Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 4
No → Go To 7

4 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Using a jumper wire, jumper across the ECT Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the ECT Sensor voltage.
Is the voltage below 0.1 volt?

Yes → Replace the ECT Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K2) ECT Signal circuit from the ECT Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → Go To 6
No → Repair the open in the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

69

DRIVEABILITY - NGC

P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE — Continued

TEST ACTION APPLICABILITY

6 Turn the ignition off.

Disconnect the ECT harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K167) Sensor ground circuit from the ECT Sensor
harness connector to the appropriate terminal of special tool # 8815.
Is the resistance below 5.0 ohms?

Yes → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Repair the open in the (K167) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

7 Disconnect the ECT Sensor harness connector.

Turn the ignition off.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K2) ECT Signal circuit in the ECT
Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

8 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K2) ECT Sensor Signal circuit and the (K167)
Sensor ground circuit at the ECT Sensor harness connector.
Is the resistance below 5.0 ohms?

Yes → Repair the (K167) Sensor ground shorted to the (K2) ECT Sensor

Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

70

Symptom:

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW

When Monitored and Set Condition:

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW

When Monitored: With the ignition on.
Set Condition: The Engine Coolant Temperature (ECT) sensor circuit voltageatthe PCM

is less than 0.1 of a volt. One Trip Fault.

POSSIBLE CAUSES

ECT SENSOR VOLTAGE BELOW 0.1 VOLTS
ECT SENSOR INTERNAL FAILURE
(K2) ECT SIGNAL SHORTED TO GROUND

DRIVEABILITY - NGC

(K2) ECT SIGNAL SHORTED TO (K167) SENSOR GROUND CIRCUIT
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the ECT Sensor voltage.
Is the voltage below 0.1 volt?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the ECT harness connector.
Ignition on, engine not running.
With the DRBIIIt, read ECT Sensor voltage.
Is the voltage between 4.8 and 5.2 volts?

Yes → Replace the ECT Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

3 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K2) ECT Signal circuit in the ECT
Sensor harness connector.
Is the resistance below 100 ohms?

All

All

All

Yes → Repair the ground shorted to the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

71

DRIVEABILITY - NGC

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW — Continued

TEST ACTION APPLICABILITY

4 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K2) ECT Sensor Signal circuit and the (K167)
Sensor ground circuit in the ECT Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the (K167) Sensor ground shorted to the (K2) ECT Sensor

Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

All

5 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

72

Symptom:

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH

When Monitored and Set Condition:

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH

When Monitored: With the ignition on.
Set Condition: The Engine Coolant Temperature (ECT) sensor voltage at the PCM is

greater than 4.9 volts. One trip Fault.

POSSIBLE CAUSES

ECT SENSOR VOLTAGE ABOVE 4.9 VOLTS
(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
ECT SENSOR INTERNAL FAILURE

DRIVEABILITY - NGC

(K2) ECT SIGNAL CIRCUIT OPEN
(K167) SENSOR GROUND CIRCUIT OPEN
PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the ECT Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

2 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K2) ECT Signal circuit in the ECT Sensor harness
connector.
Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltagein the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

All

73

DRIVEABILITY - NGC

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the ECT harness connector.
Connect a jumper wire between the (K2) ECT Signal circuit and the (K4) Sensor
ground circuit in the ECT harness connector.
Ignition on, engine not running.
With the DRBIIIt, read ECT Sensor voltage.
Is the voltage below 1.0 volt?

Yes → Replace the ECT Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K2) ECT Signal circuit from the ECT Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 5
No → Repair the open in the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

5 Turn the ignition off.

Disconnect the ECT Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K167) Sensor ground circuit from the ECT Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6

All

All

No → Repair the open in the (K167) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

6 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

74

All

Symptom:

P0122-THROTTLE POSITION SENSOR #1 LOW

When Monitored and Set Condition:

P0122-THROTTLE POSITION SENSOR #1 LOW

When Monitored: With the ignition on. Battery voltage greater than 10 volts.
Set Condition: Throttle Position Sensor voltage at the PCM is less than 0.0978 of a volt.

One Trip Fault.

POSSIBLE CAUSES

THROTTLE POSITION SENSOR SWEEP
INTERMITTENT CONDITION
(K6) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

DRIVEABILITY - NGC

(K6) 5 VOLT SUPPLY CIRCUIT OPEN
TP SENSOR INTERNAL FAILURE
(K22) TP SIGNAL CIRCUIT SHORTED TO GROUND
(K22) TP SIGNAL CIRCUIT SHORTED TO (K167) SENSOR GROUND CIRCUIT
PCM (K6) 5 VOLT SUPPLY CIRCUIT
PCM (K22) TP SENSOR SIGNAL

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the Throttle Position Sensor voltage.
Is the voltage below 0.2 of a volt?

Yes → Go To 2
No → Go To 10

2 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K7) 5 volt Supply circuit in the TP Sensor harness
connector.
Is the voltage between 4.5 to 5.2 volts?

Yes → Go To 3

All

All

No → Go To 7

75

DRIVEABILITY - NGC

P0122-THROTTLE POSITION SENSOR #1 LOW — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the TP Sensor harness connector.
With the DRBIIIt, monitor the TP Sensor voltage.
Ignition on, engine not running.
Is the voltage above 4.5 volts?

Yes → Replace the Throttle Position Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the TP harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K22) TP Signal circuit at the TP
Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K22) TP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K22) TPS Signal circuit and the (K167) Sensor
ground circuit in the TPS harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to (K4) Sensor ground in the (K22) TP Signal

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 6

6 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

All

All

All

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

7 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K6) 5 volt Supply circuit in the TP
Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K6) 5 volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

76

All

DRIVEABILITY - NGC

P0122-THROTTLE POSITION SENSOR #1 LOW — Continued

TEST ACTION APPLICABILITY

8 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K6) 5 volt Supply circuit from the TP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 9
No → Repair the open in the (K6) 5 volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

9 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

10 Ignition on, engine not running.

With the DRBIIIt, monitor the Throttle Position Sensor voltage.
Slowly open the throttle from the idle position to the wide open throttle position.
Does voltagestart at approximately 0.7of a volt andgo above 3.5 voltswith a smooth
transition?

Yes → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Replace the Throttle Position Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

77

DRIVEABILITY - NGC

Symptom:

P0123-THROTTLE POSITION SENSOR #1 HIGH

When Monitored and Set Condition:

P0123-THROTTLE POSITION SENSOR #1 HIGH

When Monitored: With the ignition on. Battery voltage greater than 10 volts.
Set Condition: Throttle Position Sensor voltage at the PCM is greater than 4.4721 volts.

One Trip Fault.

POSSIBLE CAUSES

THROTTLE POSITION SENSOR SWEEP
INTERMITTENT CONDITION
(K22) TP SIGNAL CIRCUIT SHORTED TO (K7) 5 VOLT SUPPLY CIRCUIT
(K22) TP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
TP SENSOR INTERNAL FAILURE
(K167) SENSOR GROUND CIRCUIT OPEN
(K22) TP SIGNAL CIRCUIT OPEN
PCM

TEST ACTION APPLICABILITY

1 NOTE: Ensure the throttle is fully closed and free from binding or carbon

build up.

Start the engine.
With the DRBIIIt, read the TP Sensor voltage.
Is the voltage above 4.5 volts?

Yes → Go To 2
No → Go To 8

2 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the (K22) TP Signal circuit and the (K7) 5 Volt
Supply circuit in the TP Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to the (K7) 5 volt Supply circuit in the (K22) TP

Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

No → Go To 3

78

DRIVEABILITY - NGC

P0123-THROTTLE POSITION SENSOR #1 HIGH — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K22) TP Signal circuit in the TP Sensor harness
connector.
Is the voltage above 5.2 volts?

Yes → Repair the short tobattery voltage in the (K22) TP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

All

4 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Connect a jumper wire between the (K22) TP Signal circuit and the (K4) Sensor
ground circuit.
With the DRBIIIt, monitor the TP Sensor voltage.
Ignition on, engine not running.
Is the voltage below 0.5 of a volt?

Yes → Replace the Throttle Position Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the TP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K167) Sensor ground circuit from the TP Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6
No → Repair the open in the (K167) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

6 Turn the ignition off.

Disconnect the TP harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K22) TP Signal circuit from the TP harness connector
to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 7
No → Repair the open in the (K22) TP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

79

All

DRIVEABILITY - NGC

P0123-THROTTLE POSITION SENSOR #1 HIGH — Continued

TEST ACTION APPLICABILITY

7 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

8 Ignition on, engine not running.

With the DRBIIIt, monitor the TP Sensor voltage.
Slowly open the throttle from the idle position to the wide open throttle position.
Does voltagestart at approximately 0.7of a volt andgo above 3.5 voltswith a smooth
transition?

Yes → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Replace the Throttle Position Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

80

Symptom:

P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL
CONTROL

When Monitored and Set Condition:

P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL

When Monitored: With battery voltage greater than 10.4 volts, after engine is started.
Set Condition: Theenginetemperaturedoesnotgoaboveacalibratedvalue.Failuretime

depends on start-up coolant temperature and ambient temperature. (i.e. 2 minutes for a
start temp of 10°C (50°F) or up to 5 minutes for a vehicle with a start-up temp of -7°C
(20°F). Two Trip Fault.

POSSIBLE CAUSES

LOW COOLANT LEVEL

DRIVEABILITY - NGC

THERMOSTAT OPERATION
ENGINE COOLANT TEMPERATURE SENSOR

TEST ACTION APPLICABILITY

1 NOTE: If a Engine Coolant Temperature (ECT) DTC is set along with this

code, diagnose the ECT DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Ensure the
terminals are free from corrosion and damage.
NOTE: The best way to diagnose this DTC is to allow the vehicle to sit
overnight outside in order to have a totally cold soaked engine.
Note: Extremely cold outside ambient temperatures may have caused this
DTC to set.
WARNING: Never open the cooling system when the engine is hot. The
system is under pressure. Extreme burns or scalding may result. Allow the
engine to cool before opening the cooling system.

Check the coolant system to make sure that the coolant is in good condition and at
the proper level.
Is the coolant level and condition OK?

Yes → Go To 2
No → Inspect the vehicle for a coolant leak and add the necessary

amount of coolant.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

81

DRIVEABILITY - NGC

P0125-INSUFFICIENT COOLANT TEMPFOR CLOSED-LOOP FUEL CON
TROL —

TEST ACTION APPLICABILITY

2 NOTE: This test works best if performed on a cold engine (cold soak).

3 Ignition on, engine not running.

Continued

All
Ignition on, engine not running.
Withthe DRBIIIt, readthe ECTDeg value. Ifthe engine wasallowed tosit overnight
(cold soak),the temperature value shouldbe a sensiblevalue that is somewhereclose
to the ambient temperature.

Note: If engine coolant temperature is above 82°C (180°F), allow the engine
to cool until 65°C (150°F) is reached.

Start the Engine.
During engine warm-up, monitor the ECT Deg value. The temp deg value change
should be a smooth transition from start up to normal operating temp 82°C (180°F)
. Also monitor the actual coolant temperature with a thermometer.

NOTE:As the engine warms up to operating temperature, the actual coolant
temperature (thermometer reading) and the ECT Deg in the DRB sensor
should stay relatively close to each other.

Using the appropriate service information, determine the proper opening tempera­ture of the thermostat.
Did the thermostat open at the proper temperature?

Yes → Go To 3
No → Replace the thermostat.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All
With the DRBIIIt, read the ECT Sensor temperature value. If the engine was
allowed to sitovernight (cold soak), thetemperature value should bea sensible value
that is somewhere close to the ambient temperature.

Note: If engine coolant temperature is above 82°C (180°F), allow the engine
to cool until 65°C (150°F) is reached.

Start the Engine.
During engine warm-up, monitor the ECT Deg value. The temp deg value change
should be a smooth transition from start up to normal operating temp 82°C (180°F)
. Also monitor the actual coolant temperature with a thermometer.

NOTE:As the engine warms up to operating temperature, the actual coolant
temperature (thermometer reading) and the ECT Sensor Temperature in
the DRBIIIt sensors should stay relatively close to each other.

Is the thermometer reading relatively close to the DRBIIIt ECT Sensor reading?

-

Yes → Test Complete.
No → Replace the Engine Coolant Temperature Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

82

Symptom:

P0128-THERMOSTAT RATIONALITY

When Monitored and Set Condition:

P0128-THERMOSTAT RATIONALITY

When Monitored: The engine running. During cold start.
Set Condition: The PCM predicts a coolant temperature value that it will compare to the

actual coolant temperature. If the two coolant temperature values are not within 10°C
(18°F) of each other an error is detected. Two Trip Fault.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO
LOW COOLANT LEVEL

DRIVEABILITY - NGC

OTHER POSSIBLE CAUSES
SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
MONITOR ENGINE COOLANT TEMPERATURE
TEMPERATURE SENSOR VOLTAGE BELOW 0.1 VOLT
SIGNAL CIRCUIT OPEN
SENSOR GROUND CIRCUIT OPEN
SIGNAL CIRCUIT SHORTED TO GROUND
SIGNAL CIRCUIT SHORTED TO SENSOR GROUND
PCM LOW
PCM HIGH

TEST ACTION APPLICABILITY

1 NOTE: Ifany ECT,AAT, CMPor CKP sensorDTCs have set along with P0128,

diagnose them first before continuing.
NOTE: Ensure that Pinion Factor has been programmed correctly into the
PCM.

Ignition on, engine not running.
With the DRBIIIt, read DTCs and record the related Freeze Frame data.
Is the Good Trip displayed and equal to zero?

Yes → Go To 2

All

No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

83

DRIVEABILITY - NGC

P0128-THERMOSTAT RATIONALITY — Continued

TEST ACTION APPLICABILITY

2 NOTE: If a Engine Coolant Temperature (ECT) DTC is set along with this

code, diagnose the ECT DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Ensure the
terminals are free from corrosion and damage.
NOTE: The best way to diagnose this DTC is to allow the vehicle to sit
overnight outside in order to have a totally cold soaked engine.
Note: Extremely cold outside ambient temperatures may have caused this
DTC to set.
WARNING: Never open the cooling system when the engine is hot. The
system is under pressure. Extreme burns or scalding may result. Allow the
engine to cool before opening the cooling system.

Check the coolant system to make sure that the coolant is in good condition and at
the proper level.
Is the coolant level and condition OK?

Yes → Go To 3
No → Inspect the vehicle for a coolant leak and add the necessary

amount of coolant.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

3 Using the appropriate service information, determine the proper opening tempera-

ture of the thermostat.

NOTE: It is important that the thermostat meets all OEM specifications. An
incorrect thermostat or an improperly installed thermostat will cause this
DTC to set.
NOTE: This test works best if performed on a cold engine (cold soak).

Ignition on, engine not running.
With the DRBIIIt, monitor the Engine Coolant temperature. If the engine was
allowed to sitovernight (cold soak), thetemperature value should bea sensible value
that is somewhere close to the ambient temperature.

NOTE: Ifengine coolant temperature is above 82°C (180°F), allow the engine
to cool until 65°C (150°F) is reached.

Start the Engine.
During engine warm-up, monitor the ECT Deg value on the DRBIIIt. The temper­ature change should be a smooth transition from start up to normal operating temp
82°C (180°F) . Also monitor the actual coolant temperature with a thermometer.

NOTE:As the engine warms up to operating temperature, the actual coolant
temperature (thermometer reading) and the ECT Deg on the DRBIIIt
should stay within 10° (18°F) of each other.

If the thermostat does not open at the proper temperature, replace the thermostat.
If the monitored Engine Coolant Temperature transition from cold to hot was not
smooth or ifthe temperature value on theDRBIIIt was not within 10°C (18°F) of the
thermometer reading during warm-up, replace the ECT Sensor.
Were any problems found?

Yes → Repair as necessary.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

No → Go To 4

4 Turn the ignition on.

With the DRBIIIt, read and record the AAT Sensor Temperature value
Using the DRB Temperature Probe #CH7050, measure the ambient air temperature
near the AAT sensor.
Is the AAT Sensor value with 5°C (9°F) of the temperature probe reading?

Yes → Go To 5
No → Go To 7

84

All

DRIVEABILITY - NGC

P0128-THERMOSTAT RATIONALITY — Continued

TEST ACTION APPLICABILITY

5 WARNING: MAKE SURE THE ENGINE COOLING SYSTEM IS COOL BE-

FORE REMOVING THE PRESSURE CAP OR ANY HOSE. SEVERE PER­SONAL INJURY MAY RESULT FROM ESCAPING HOT COOLANT. THE
COOLING SYSTEM IS PRESSURIZED WHEN HOT.

Turn the ignition on.
With the DRBIIIt, read and record the ECT Sensor Temperature value
Using the DRB Temperature Probe #CH7050, measure the engine coolant tempera­ture.
Is the ECT Sensor value with 5°C (9°F) of the temperature probe reading?

Yes → Go To 6
No → Go To 7

All

6 Inspect the Temperature sensors for any physical damage.

Inspect the engine coolant. Ensure the coolant is at the proper level. Refer to the
Service Information COOLING.
Ensure the Temperature sensors are properly mounted.
Ensure the CMP and CKP sensors are mounted properly. Check the connectors for
any signs of damage.

WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.

Refer to any Technical Service Bulletins (TSBs) that may apply.
Withthe engine running atnormal operating temperature, monitorthe Temperature
sensor parameters while wiggling the wire harness. Look for parameter values to
change.
Visually inspect the related wire harness. Look for any chafed, pierced, pinched,
partially broken wires and broken, bent, pushed out, or corroded terminals.

CAUTION: NEVER PROBE THE PCM HARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Inspect and clean all PCM, engine, and chassis grounds.
Were any problems found during the above inspections?

Yes → Repair as necessary

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Test Complete.

7 NOTE: Visually inspect both the component and the PCM connectors. Look

for damage, partially broken wires and backed out or corroded terminals

Turn the ignition off.
Disconnect the applicable Temperature Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the Signal circuit in the applicable Temperature Sensor
harness connector.
Is the voltage above 5.2 volts?

All

All

Yes → Repair the short to battery voltage in the Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

85

DRIVEABILITY - NGC

P0128-THERMOSTAT RATIONALITY — Continued

TEST ACTION APPLICABILITY

8 Turn the ignition off.

Disconnect the applicable Temperature Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the Temperature Sensor voltage.
Is the voltage above 4.9 volts?

Yes → Go To 9
No → Go To 12

All

9 Turn the ignition off.

Disconnect the applicable Temperature Sensor harness connector.
Using a jumper wire, jumper across the Temperature Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, read the Temperature voltage.
Is the voltage below 0.1 volt?

Yes → Replace the applicable Temperature Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 10

10 Turn the ignition off.

Disconnect the applicable Temperature Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the Signal circuit from the Temperature Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 11
No → Repair the open in the Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

11 Turn the ignition off.

Disconnect the applicable Temperature Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the Sensor ground circuit from the Ambient Air Temper­ature Sensor harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

All

All

All

Yes → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Contorl Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Repair the open in the Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

86

DRIVEABILITY - NGC

P0128-THERMOSTAT RATIONALITY — Continued

TEST ACTION APPLICABILITY

12 Turn the ignition off.

Disconnect the applicable Temperature Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the Signal circuit in the Temperature
harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 13

All

13 Turn the ignition off.

Disconnect the applicable Temperature Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between the Signal circuit and the Sensor ground circuit in
the Temperature Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the Sensor ground shorted to the Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

87

DRIVEABILITY - NGC

Symptom:

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE

When Monitored and Set Condition:

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE

When Monitored: With the ignition key on. No CamorCranksignalwithin75ms.Engine
speed at less than 250 RPM.

Set Condition: The PCM senses the voltage from the MAP sensor to be greater than 4.9
volts (2.4 volts Turbo) but below 2.28 volts (1.2 Turbo) of a volt for 300 milliseconds. One
Trip Fault.

POSSIBLE CAUSES

IAC SIGNAL CIRCUIT LOW
IAC SIGNAL CIRCUIT HIGH
INTERMITTENT CONDITION
(K7) 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K7) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K7) 5 VOLT SUPPLY CIRCUIT OPEN
MAP SENSOR INTERNAL FAILURE
(K1) MAP SIGNAL CIRCUIT OPEN
(K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND
PCM (K7) 5 VOLT SUPPLY CIRCUIT
PCM (K1) MAP SIGNAL

TEST ACTION APPLICABILITY

1 NOTE: Refer to any TSBs that may apply to this DTC before proceeding.

Ignition on, engine not running.
With the DRBIIIt, read the MAP Sensor voltage.
Is the voltage greater than 4.9 volts (2.4 volts turbo).

Yes → Go To 3
No → Go To 2

2 Ignition on, engine not running.

With the DRBIIIt, read the MAP Sensor voltage.
Is the voltage below 2.28 volts (1.2 volts Turbo).

All

All

Yes → Go To 3
No → Go To 12

88

DRIVEABILITY - NGC

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K7) 5 Volt Supply circuit in the MAP Sensor harness
connector.
Is the voltage between 4.5 to 5.2 volts?

Yes → Go To 4
No → Go To 8

All

4 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, monitor the MAP Sensor voltage.
Is the voltage above 2.2 volts?

Yes → Replace the MAP Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 5

5 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K1) MAP Signal circuitfrom the MAP Sensor harness
connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 6
No → Repair the open in the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

6 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistancebetween ground and the (K1) MAPSignal circuit at the MAP
Sensor harness connector.
Is the resistance below 100 ohms?

All

All

All

Yes → Repair the short to ground in the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 7

7 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

89

All

DRIVEABILITY - NGC

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE — Continued

TEST ACTION APPLICABILITY

8 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Ignition on, engine not running.
Measure the voltage of the (K7) 5 Volt Supply circuit in the MAP Sensor harness
connector.
Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltage in the (K7) 5 Volt Supply

circuit.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 9

All

9 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the (K7) 5 Volt Supply circuit at the
MAP Sensor harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K7) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 10

10 Turn the ignition off.

Disconnect the MAP Sensor harness connector.
Disconnect the PCM harness connector.

CAUTION: DONOT PROBETHE PCMHARNESS CONNECTORS. PROBING
THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMI­NALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL
MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K7) 5 Volt Supply circuit from the MAP Sensor
harness connector to the appropriate terminal of special tool #8815.
Is the resistance below 5.0 ohms?

Yes → Go To 11
No → Repair the open in the (K7) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

11 NOTE: Before continuing, check the PCM harness connector terminals for

corrosion, damage, or terminal push out. Repair as necessary.

If there are no possible causes remaining, view repair.

All

All

All

Repair

Replace and program the Powertrain Control Module in accor­dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

12 Start the engine.

NOTE: Ifthe engine will not idle, maintain an enginespeed between 800and
1500 RPM.

Allow the engine to idle.
With the DRBIIIt, read the IAC Current.
Is the IAC Current below 146 mA?

Yes → Refer to P0508 - IAC Valve Sense Low

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 13

90

All

DRIVEABILITY - NGC

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE — Continued

TEST ACTION APPLICABILITY

13 Start the engine.

NOTE: Ifthe engine will not idle, maintain an enginespeed between 800and
1500 RPM.

Allow the engine to idle.
With the DRBIIIt, read the IAC Current.
Is the IAC Current above 999 mA?

Yes → Refer to P0509 - IAC Valve Sense Circuit High

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

91

DRIVEABILITY - NGC

Symptom List:

P0131-O2 SENSOR 1/1 VOLTAGE LOW
P0137-O2 SENSOR 1/2 VOLTAGE LOW

Test Note: All symptoms listed above are diagnosed using the same tests.

The title for the tests will be P0131-O2 SENSOR 1/1 VOLTAGE
LOW.

When Monitored and Set Condition:

P0131-O2 SENSOR 1/1 VOLTAGE LOW

When Monitored: Engine Running.
Set Condition: The oxygen sensor signal voltage is below 2.402 volts for 9 seconds. Two

trip Fault.

P0137-O2 SENSOR 1/2 VOLTAGE LOW

When Monitored: Engine Running.
Set Condition: The oxygen sensor signal voltage is below 2.402 volts for 9 seconds. Two

trip Fault.

POSSIBLE CAUSES

O2 SENSOR BELOW 2.52 VOLTS
O2 SENSOR
O2 RETURN CIRCUIT SHORTED TO GROUND
O2 SIGNAL CIRCUIT SHORTED TO GROUND
O2 SIGNAL CIRCUIT SHORTED TO O2 RETURN CIRCUIT
O2 SIGNAL SHORTED TO HEATER GROUND CIRCUIT
PCM RETURN CIRCUIT
PCM SIGNAL CIRCUIT

92

DRIVEABILITY - NGC

P0131-O2 SENSOR 1/1 VOLTAGE LOW — Continued

TEST ACTION APPLICABILITY

1 NOTE: If one of the O2 Sensors Signal or Return circuits are shorted to

ground, the DRBIIIt willdisplay all O2 Sensor voltagereadings low.The O2
Sensor that is shorted to ground will display a voltage reading near or at 0
volts.
NOTE: It is important to perform the diagnostics on the O2 Sensor that set
the DTC.
NOTE:After therepairs havebeen made, verify proper O2Sensor operation.
If allthe O2 Sensor voltage readingshave not returnedto normal, follow the
diagnostic procedure for the remaining O2 Sensors.

Start the engine.
Allow the engine to reach normal operating temperature.
With the DRBIIIt, read the O2 Sensor voltage.
Is the voltage below 2.52 volts?

Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION symptom in the

Driveability category.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

2 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Ignition on, engine not running.
With the DRBIIIt, monitor the O2 Sensor voltage.
Is the O2 Sensor voltage above 4.8 volts?

Yes → Go To 3
No → Go To 5

3 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Ignition on, engine not running.
Measure the voltage on the O2 Return circuit in the O2 Sensor harness connector.
Is the voltage at 2.5 volts?

Yes → Replace the O2 Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

4 Turn the ignition off.

Disconnect the O2 Sensor harness connector.
Disconnect the PCM harness connector.
Measure the resistance between ground and the O2 Return circuit in the O2 Sensor
harness connector.
Is the resistance below 100 ohms?

Yes → Repair the short to ground in the O2 Return circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

All

All

No → NOTE: Before continuing, check the PCM harness connector

terminals for corrosion, damage, or terminal push out. Repair as
necessary. Replace and program the Powertrain Control Module
in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

93