Chrysler Pacifica 2004, Pacifica 2004 User Manual

SERVICE MANUAL

2004

PACIFICA

To order the special service tools used and illustrated, please refer to the instructions on inside back cover.

NO PART OF THIS PUBLICATION MAY BE REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED, IN ANY FORM OR BY ANY MEANS, ELECTRONIC, MECHANICAL, PHOTOCOPYING, RECORDING, OR OTHERWISE, WITHOUT THE PRIOR WRITTEN PERMISSION OF DAIMLERCHRYSLER CORPORATION.

DaimlerChrysler Corporation reserves the right to make changes in design or to make additions to or improvements in its products without imposing any obligations upon itself to install them on its products previously manufactured.

FOREWORD

The information contained in this service manual has been prepared for the professional automotive technician involved in daily repair operations. Information describing the operation and use of standard and optional equipment is included in the Owner’s Manual provided with the vehicle.

Information in this manual is divided into groups. These groups contain description, operation, diagnosis, testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and components. To assist in locating a group title page, use the Group Tab Locator by clicking to the following page. The solid bar after the group title is aligned to a solid tab on the first page of each group. The first page of the group has a contents section that lists major topics within the group. If you are not sure which Group contains the information you need, look up the Component/System in the alphabetical index located in the rear of this manual.

A Service Manual Comment form is included at the rear of this manual. Use the form to provide DaimlerChrysler Corporation with your comments and suggestions.

Tightening torques are provided as a specific value throughout this manual. This value represents the midpoint of the acceptable engineering torque range for a given fastener application. These torque values are intended for use in service assembly and installation procedures using the correct OEM fasteners. When replacing fasteners, always use the same type (part number) fastener as removed.

DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

Welcome

Service Manual

Gas Powertrain

Body

Chassis

Transmission

2004 CS Pacifica 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......................2

3.1 GENERAL DESCRIPTION ............................................2

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 ...................................9

3.2.5 NON-MONITORED CIRCUITS.................................9

3.2.6 SENTRY KEY REMOTE ENTRY SYSTEM (SKREES) OVERVIEW . . .9

3.2.7 SKREEM ON-BOARD DIAGNOSTICS...........................9

3.2.8 SKREES OPERATION ......................................10

3.2.9 PROGRAMMING THE POWERTRAIN CONTROL MODULE .......10

3.2.10 PROGRAMMING THE SKREEM ..............................11

3.2.11 PROGRAMMING THE IGNITION KEYS TO THE SKREEM.........11

3.3 DIAGNOSTIC TROUBLE CODES .....................................11

3.3.1 HARD CODE ..............................................11

3.3.2 INTERMITTENT CODE......................................12

3.3.3 STARTS SINCE SET COUNTER ..............................12

3.3.4 DISTANCE SINCE MI SET...................................12

3.4 USING THE DRBIIIT ................................................12

3.5 DRBIIIT ERROR MESSAGES AND BLANK SCREEN .....................12

3.5.1 DRBIIIT DOES NOT POWER UP..............................12

3.5.2 DISPLAY IS NOT VISIBLE ...................................13

4.0 DISCLAIMERS, SAFETY, WARNINGS ......................................13

4.1 DISCLAIMERS.....................................................13

4.2 SAFETY..........................................................13

4.2.1 TECHNICIAN SAFETY INFORMATION.........................13

4.2.2 VEHICLE PREPARATION FOR TESTING.......................13

4.2.3 SERVICING SUB ASSEMBLIES ..............................13

4.2.4 DRBIIIT SAFETY INFORMATION .............................13

4.3 WARNINGS AND CAUTIONS ........................................14

4.3.1 ROAD TEST WARNINGS....................................14

4.3.2 VEHICLE DAMAGE CAUTIONS ..............................14

5.0 REQUIRED TOOLS AND EQUIPMENT .....................................14

6.0 GLOSSARY OF TERMS..................................................14

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

COMMUNICATION

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

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

*NO RESPONSE FROM SENTRY KEY REMOTE ENTRY MODULE..............22

i

TABLE OF CONTENTS - Continued

*NO RESPONSE FROM TRANSMISSION CONTROL MODULE .................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

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION...........40

P0071-AMBIENT TEMP SENSOR PERFORMANCE ...........................46

P0072-AMBIENT TEMP SENSOR LOW .....................................49

P0073-AMBIENT TEMP SENSOR HIGH.....................................51

P0107-MAP SENSOR LOW ...............................................53

P0108-MAP SENSOR HIGH...............................................56

P0111-INTAKE AIR TEMPERATURE SENSOR PERFORMANCE.................59

P0112-INTAKE AIR TEMPERATURE SENSOR LOW...........................62

P0113-INTAKE AIR TEMPERATURE SENSOR HIGH ..........................64

P0116-ENGINE COOLANT TEMPERATURE PERFORMANCE...................66

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW ....................69

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH ....................71

P0122-THROTTLE POSITION SENSOR #1 LOW .............................73

P0123-THROTTLE POSITION SENSOR #1 HIGH.............................76

P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL . . .79

P0128-THERMOSTAT RATIONALITY .......................................81

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW......................86

P0131-O2 SENSOR 1/1 VOLTAGE LOW ....................................89

P0137-O2 SENSOR 1/2 VOLTAGE LOW ....................................89

P0132-O2 SENSOR 1/1 VOLTAGE HIGH ....................................92

P0138-O2 SENSOR 1/2 VOLTAGE HIGH ....................................92

P0133-O2 SENSOR 1/1 SLOW RESPONSE .................................95

P0139-O2 SENSOR 1/2 SLOW RESPONSE .................................95

P0135-O2 SENSOR 1/1 HEATER PERFORMANCE ...........................97

P0141-O2 SENSOR 1/2 HEATER PERFORMANCE ...........................97

P0171-FUEL SYSTEM 1/1 LEAN..........................................100

P0172-FUEL SYSTEM 1/1 RICH ..........................................105

P0201-FUEL INJECTOR #1 ..............................................109

P0202-FUEL INJECTOR #2 ..............................................109

P0203-FUEL INJECTOR #3 ..............................................109

P0204-FUEL INJECTOR #4 ..............................................109

P0205-FUEL INJECTOR #5 ..............................................109

P0206-FUEL INJECTOR #6 ..............................................109

P0300-MULTIPLE CYLINDER MISFIRE ....................................112

P0301-CYLINDER #1 MISFIRE ...........................................112

P0302-CYLINDER #2 MISFIRE ...........................................112

P0303-CYLINDER #3 MISFIRE ...........................................112

P0304-CYLINDER #4 MISFIRE ...........................................112

P0305-CYLINDER #5 MISFIRE ...........................................112

P0306-CYLINDER #6 MISFIRE ...........................................112

P0315-NO CRANK SENSOR LEARNED....................................120

P0325-KNOCK SENSOR #1 CIRCUIT .....................................122

P0335-CRANKSHAFT POSITION SENSOR CIRCUIT .........................125

ii

TABLE OF CONTENTS - Continued

P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT ...................130

P0340-CAMSHAFT POSITION SENSOR CIRCUIT ...........................134

P0344-CAMSHAFT POSITION SENSOR INTERMITTENT .....................139

P0401 - EGR SYSTEM PERFORMANCE...................................143

P0403 - EGR CONTROL CIRCUIT ........................................146

P0404 - EGR POSITION SENSOR PERFORMANCE .........................149

P0405 - EGR POSITION SENSOR LOW ...................................153

P0406 - EGR POSITION SENSOR HIGH ...................................156

P0420-CATALYTIC 1/1 EFFICIENCY.......................................159

P0440-GENERAL EVAP SYSTEM FAILURE.................................161

P0441-EVAP PURGE SYSTEM PERFORMANCE ............................166

P0442-EVAP SYSTEM MEDIUM LEAK .....................................168

P0455-EVAP SYSTEM LARGE LEAK ......................................168

P0443-EVAP PURGE SOLENOID CIRCUIT .................................173

P0452-NVLD PRESSURE SWITCH SENSE CIRCUIT LOW ....................176

P0453-NVLD PRESSURE SWITCH SENSE CIRCUIT HIGH....................179

P0456-EVAP SYSTEM SMALL LEAK ......................................181

P0461-FUEL LEVEL SENSOR #1 PERFORMANCE ..........................183

P2066-FUEL LEVEL SENSOR #2 PERFORMANCE ..........................183

P0462-FUEL LEVEL SENSOR #1 LOW ....................................186

P0463-FUEL LEVEL SENSOR #1 HIGH ....................................186

P2067-FUEL LEVEL SENSOR #2 LOW ....................................186

P2068-FUEL LEVEL SENSOR #2 HIGH ....................................186

P0480-COOLING FAN 1 CONTROL CIRCUIT ...............................188

P0481-COOLING FAN 2 CONTROL CIRCUIT ...............................190

P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW..............192

P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH .............193

P0501-VEHICLE SPEED SENSOR #1 PERFORMANCE ......................195

P0506-IDLE SPEED LOW PERFORMANCE ................................196

P0507-IDLE SPEED HIGH PERFORMANCE ................................196

P0508-IAC VALVE SENSE CIRCUIT LOW ..................................198

P0509-IAC VALVE SENSE CIRCUIT HIGH..................................201

P0513-INVALID SKIM KEY...............................................203

P0516-BATTERY TEMPERATURE SENSOR LOW ...........................205

P0517-BATTERY TEMPERATURE SENSOR HIGH ...........................207

P0522 PRESSURE SENSOR LOW ........................................209

P0532-A/C PRESSURE SENSOR LOW ....................................210

P0533-A/C PRESSURE SENSOR HIGH....................................213

P0562-BATTERY VOLTAGE LOW .........................................216

P0563-BATTERY VOLTAGE HIGH.........................................219

P0572-BRAKE SWITCH #1 CIRCUIT LOW..................................221

P0573-BRAKE SWITCH #1 CIRCUIT HIGH .................................223

P0580-SPEED CONTROL SWITCH #1 LOW ................................225

P0581-SPEED CONTROL SWITCH #1 HIGH................................227

P0582-SPEED CONTROL VACUUM SOLENOID CIRCUIT.....................229

P0586-SPEED CONTROL VENT SOLENOID CIRCUIT........................231

P0594-SPEED CONTROL SERVO POWER CIRCUIT.........................233

P0600-SERIAL COMMUNICATION LINK....................................236

P0601-INTERNAL MEMORY CHECKSUM INVALID...........................236

P0622-GENERATOR FIELD CONTROL CIRCUIT ............................237

P0627-FUEL PUMP RELAY CIRCUIT ......................................239

P0630-VIN NOT PROGRAMMED IN PCM ..................................241

P0632-ODOMETER NOT PROGRAMMED IN PCM...........................242

iii

TABLE OF CONTENTS - Continued

P0633-SKIM KEY NOT PROGRAMMED IN PCM.............................243

P0645-A/C CLUTCH RELAY CIRCUIT .....................................244

P0660-MANIFOLD TUNE VALVE SOLENOID CIRCUIT........................246

P0685-ASD RELAY CONTROL CIRCUIT ...................................249

P0688-ASD RELAY SENSE CIRCUIT LOW .................................251

P0700-TRANSMISSION CONTROL SYSTEM/READ TRANSMISSION DTCS

ON THE DRBIIIT .......................................................254

P0850-PARK/NEUTRAL SWITCH PERFORMANCE ..........................255

P1115-GENERAL TEMP SENSOR PERFORMANCE..........................256

P1593-SPEED CONTROL SWITCH STUCK.................................260

P1602-PCM NOT PROGRAMMED ........................................263

P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION .................264

P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE. . .264

P1607-PCM INTERNAL SHUTDOWN TIMER RATIONALITY ...................264

P1696-EEPROM MEMORY WRITE DENIED/INVALID.........................265

P1697-EMR (SRI) MILEAGE NOT STORED.................................265

P1861-SIPHON LINE DISCONNECTED ....................................267

P2008-SHORT RUNNER SOLENOID CIRCUIT ..............................269

P2074-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION - HIGH

FLOW/VACUUM LEAK ..................................................271

P2096-DOWN STREAM FUEL SYSTEM 1/2 LEAN ...........................277

P2097-DOWN STREAM FUEL SYSTEM 1/2 RICH ...........................277

P2302-IGNITION COIL #1 SECONDARY CIRCUIT-INSUFFICIENT IONIZATION . . .280 P2305-IGNITION COIL #2 SECONDARY CIRCUIT - INSUFFICIENT IONIZATION. .280 P2308-IGNITION COIL #3 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION. . .280 P2311-IGNITION COIL #4 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION. . .280 P2314-IGNITION COIL #5 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION. . .280 P2317-IGNITION COIL #6 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION. . .280

P2503-CHARGING SYSTEM VOLTAGE LOW ...............................284

U0101-NO TRANSMISSION BUS MESSAGE................................287

U0140-NO BODY BUS MESSAGES .......................................289

U0155-NO CLUSTER BUS MESSAGE .....................................291

U0168-NO SKIM BUS MESSAGES ........................................292

U110C-NO FUEL LEVEL BUS MESSAGE ..................................294

*CHECKING PCM POWER AND GROUND CIRCUITS ........................296

*CHECKING THE A/C RELAY OUTPUT ....................................297

SKREEM

ANTENNA FAILURE ....................................................299

COP FAILURE.........................................................299

EEPROM FAILURE.....................................................299

RAM FAILURE.........................................................299

ROMFAULT ..........................................................299

SERIAL LINK INTERNAL FAULT ..........................................299

STACK OVERFLOW FAILURE............................................299

PCM STATUS FAILURE .................................................301

SERIAL LINK EXTERNAL FAULT .........................................301

ROLLING CODE FAILURE...............................................303

VIN MISMATCH........................................................303

TRANSPONDER COMMUNICATION FAILURE ..............................305

TRANSPONDER ID MISMATCH ..........................................305

TRANSPONDER RESPONSE MISMATCH..................................305

UNPROGRAMMED SKREEM ............................................308

iv

TABLE OF CONTENTS - Continued

STARTING

*CHECKING FUEL DELIVERY............................................309

*CHECKING FUEL PRESSURE LEAK DOWN ...............................312

*CHECKING HARD START (FUEL DELIVERY SYSTEM) ......................313

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

*NO CRANK CONDITION................................................320

*NO RESPONSE FROM PCM WITH A NO START CONDITION ................323

*START AND STALL CONDITION .........................................324

VERIFICATION TESTS

VERIFICATION TESTS..................................................327

8.0 COMPONENT LOCATIONS..............................................333

8.1 CONTROL MODULES .............................................333

8.2 CONTROL AND SOLENOIDS .......................................333

8.3 SENSOR ........................................................335

8.4 FUEL SYSTEM AND EVAP SYSTEM .................................336

8.5 SWITCHES ......................................................336

9.0 CONNECTOR PINOUTS ................................................337

A/C COMPRESSOR CLUTCH - LT. GRAY 2 WAY ............................337

A/C PRESSURE TRANSDUCER - GRAY 4 WAY .............................337

AMBIENT TEMPERATURE SENSOR - BLACK 2 WAY ........................337

BATTERY TEMPERATURE SENSOR - BLACK 2 WAY ........................337

CAMSHAFT POSITION SENSOR - BLACK 3 WAY ...........................338

COIL ON PLUG NO.1-LT.GRAY2WAY..................................338

COIL ON PLUG NO.2-LT.GRAY2WAY..................................338

COIL ON PLUG NO.3-LT.GRAY2WAY..................................338

COIL ON PLUG NO.4-LT.GRAY2WAY..................................339

COIL ON PLUG NO.5-LT.GRAY2WAY..................................339

COIL ON PLUG NO.6-LT.GRAY2WAY..................................339

CRANKSHAFT POSITION SENSOR - BLACK 3 WAY.........................339

DATA LINK CONNECTOR - BLACK 16 WAY ................................340

EGR SOLENOID - BLACK 6 WAY.........................................340

ENGINE COOLANT TEMPERATURE SENSOR - BLACK 2 WAY................340

ENGINE OIL PRESSURE SWITCH - BLACK 2 WAY..........................340

EVAP/PURGE SOLENOID - BLACK 2 WAY .................................341

FUEL INJECTOR NO. 1 - BLACK 2 WAY ...................................341

FUEL INJECTOR NO. 2 - BLACK 2 WAY ...................................341

FUEL INJECTOR NO. 3 - BLACK 2 WAY ...................................342

FUEL INJECTOR NO. 4 - BLACK 2 WAY ...................................342

FUEL INJECTOR NO. 5 - BLACK 2 WAY ...................................342

FUEL INJECTOR NO. 6 - BLACK 2 WAY ...................................343

FUEL PUMP MODULE - BLACK 6 WAY ....................................343

GENERATOR - BLACK 2 WAY ...........................................343

INTAKE AIR TEMPERATURE SENSOR - BLACK 2 WAY ......................343

FUSES (IPM)..........................................................345

A/C COMPRESSOR CLUTCH RELAY......................................345

FUEL PUMP RELAY ....................................................346

MANIFOLD TUNING VALVE RELAY .......................................346

STARTER MOTOR RELAY...............................................346

v

TABLE OF CONTENTS - Continued

INTEGRATED POWER MODULE C1 - BLACK 15 WAY .......................347

INTEGRATED POWER MODULE C2 - DK. GRAY 4 WAY......................347

INTEGRATED POWER MODULE C3 - GRAY 2 WAY .........................347

INTEGRATED POWER MODULE C4 - GREEN 16 WAY.......................348

INTEGRATED POWER MODULE C5 - GRAY 26 WAY ........................348

INTEGRATED POWER MODULE C6 - GRAY 12 WAY ........................349

INTEGRATED POWER MODULE C7 - GRAY 10 WAY ........................349

INTEGRATED POWER MODULE C8 - WHITE 15 WAY .......................349

INTEGRATED POWER MODULE C9 - BLUE 26 WAY ........................350

KNOCK SENSOR - BLACK 2 WAY ........................................350

MANIFOLD ABSOLUTE PRESSURE SENSOR - GRAY 3 WAY .................350

MANIFOLD TUNING VALVE SOLENOID - DK. GRAY 2 WAY...................351

NATURAL VACUUM LEAK DETECTION ASSEMBLY - BLACK 3 WAY ...........351

OXYGEN SENSOR-1/1 UPSTREAM - BLACK 4 WAY.........................351

OXYGEN SENSOR-1/2 DOWNSTREAM - WHITE 4 WAY......................351

POWERTRAIN CONTROL MODULE C1 - BLACK/BLACK 38 WAY ..............352

POWERTRAIN CONTROL MODULE C2 - BLACK/ORANGE 38 WAY ............353

POWERTRAIN CONTROL MODULE C3 - BLACK/WHITE 38 WAY ..............354

POWERTRAIN CONTROL MODULE C4 - BLACK/GREEN 38 WAY..............355

RADIATOR FAN MOTOR NO. 1 - BLACK 2 WAY.............................355

RADIATOR FAN MOTOR NO. 2 - BLACK 2 WAY.............................356

RADIATOR FAN RELAY - BLACK 4 WAY ...................................356

SHORT RUNNER VALVE SOLENOID - GRAY 2 WAY.........................356

SKREEM MODULE - BLACK 6 WAY.......................................356

SPEED CONTROL SERVO - BLACK 4 WAY ................................357

SPEED CONTROL SWITCH-LEFT - BLACK 3 WAY ..........................357

SPEED CONTROL SWITCH-RIGHT - BLACK 3 WAY .........................357

THROTTLE POSITION SENSOR - GRAY 3 WAY ............................357

10.0 SCHEMATIC DIAGRAMS................................................359

10.1 2004 CS 3.5L.....................................................359

10.2 2004 CS 3.5L.....................................................360

10.3 2004 CS 3.5L.....................................................361

11.0 CHARTS AND GRAPHS ................................................363

vi

GENERAL INFORMATION

NOTE (NGC) The 2004 CS 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.

An * placed before the symptom description indi-

cates 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 systems 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 2004 CS vehicle equipped with the 3.5L engine.

1.2 SIX-STEP TROUBLESHOOTING

PROCEDURE

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 appropriate modules; 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.

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

1

GENERAL INFORMATION

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.

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. Mass 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 fuel requirements are based upon the state of the O2 sensors, engine speed, MAP, throttle position, air temperature, battery voltage, and coolant temperature.

even though a malfunction has occurred. This may happen because one of the trouble code 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.

MIL Lamp Strategy

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

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. The criteria may be a range 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

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

EGR System

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

OBD II MONITOR RUN PROCESS – NGC VEHICLES

The following procedure has been established to assist Technicians in the field with enabling and running OBD II 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. NVLD Monitor runs after key off. B. By performing a Battery Disconnect, or Selecting Erase DTCs, the CARB Readiness and all additional OBD II information will be cleared.

Monitor Preliminary Checks:

1. Plug a DRB IIIt 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 IIIt 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 need to be run and completed to set the CARB Readiness Status.

8. Return to Engine Select Function Menu and

Select #9, OBD II Monitors.

9. Select #3 CARB Readiness Status.

Do all the CARB Readiness Status Locations read YES?

*YES, then all monitors have been 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 titled On Board Diagnostics: OBDII/EOBD, part number 81-699-01050.

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 DRBIIIt, 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 4th gear 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.

4

GENERAL INFORMATION

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

D. O2 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

The charging system is turned on when the engine is started. The Generator field is control 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.

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

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

O2 SENSOR

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 volt supply is being delivered through the sensor return line.

NATURAL VACUUM LEAK DETECTION (NVLD)

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 Powertrain Control Module (PCM) or Next Generation Controller (NGC) starting in 2002 M.Y. This new system replaces the leak detection pump as the method of 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 of the gas in the vessel changes. 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

Aventvalve seals the canister vent 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 this diagnostic. 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 NVLD Assembly is mounted on top of the canister outlet for the LH.

The normally open vacuum switch will close with about 19 H2O (0.25 KPA)vacuum in 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

5

GENERAL INFORMATION

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 during the engine off condition. If vacuum in the evaporative system exceeds 39 to 69 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. The solenoid actuates the valve to unseal the canister vent while the engine is running. It also will be used 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 duringincreasingtemperatures, 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 the switch from a 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, a special part of the controller 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

is started, the switch closure is recorded as a 9Pass,9 and the timers that are recording accumulated time are reset.

This diagnostic test can take at least a week to mature a leak fault. 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 for 0.0209 (0.5 mm) leak detection diagnostic.

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

• At key-on, the NVLD solenoid will be 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 purge flow test requirement. 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.

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 pass, indicating that there is no leak. The PCM records the switch closure. The NVLD circuit in the PCM will shut down for the remainder of that particular engine off (soak) period. When the engine

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

6

GENERAL INFORMATION

• Engine temperature at startup within 10 °F of

the ambient temperature

• Fuel level less than 85%

The intrusive Medium and Large leak are conducted 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.

• Turnpurge off and determine how 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...

FIGURE 1

7

GENERAL INFORMATION

FIGURE 2

8

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.Adiagnostic code may not be displayed for the following conditions. However, problems with these systems may cause a diagnostic code to be displayed 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 clogged fuel pump inlet filter, clogged in-line filter, or a pinched fuel supply.(*)

Fuel Injectors − The PCM 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 SENTRY KEY REMOTE ENTRY

SYSTEM (SKREES) OVERVIEW

The Sentry Key Remote Entry Module

(SKREEM) combines the Sentry Immobilizer Module (SKIM) and the Remote Keyless Entry (RKE) Module into one module system that performs the functions of both modules. Refer to the Body diagnostic information manual for all RKE related diagnostic information.

The SKREEM is designed to prevent unautho-

rized vehicle operation. The system consists of a SKREEM, ignition key(s) equipped with a transponder chip and PCM. When the ignition switch is turned on, the SKREEM interrogates the ignition key. If the ignition key is Valid or Invalid, the SKREEM 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 SKREEM ON-BOARD DIAGNOSTICS

The SKREEM 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 SKREEM memory. The criteria may be a range of; Input voltage,

9

GENERAL INFORMATION

PCI Bus message, or coded messages to the SKREEM. 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 SKREEM memory.

3.2.8 SKREES OPERATION

When ignition power is supplied to the SKREEM, the SKREEM performs an internal self-test. After the self-test is completed, the SKREEM 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 SKREES. The secret key is stored in the SKREEM, PCM and all ignition key transponders.

Challenge - This is a random number that is generated by the SKREEM 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 SKREEM. After responding to the coded message, the transponder sends a transponder I.D. message to the SKREEM. The SKREEM compares the transponder I.D. to the available valid key codes in the SKREEM memory (8 key maximum at any one time). After validating the key ignition the SKREEM 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 SKREEM will send the seed request again. After three failed attempts the SKREEM will stop sending the seed request and store a trouble code. If the PCM sends a seed response, the SKREEM sends a 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 random number 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 the rolling code algorithm to receive, decode and respond to the valid/invalid key message sent by the SKREEM. After sending the valid/invalid key message the SKREEM 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 SKREEM, a fault is detected and a trouble code is stored.

The SKREES 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. The LED is actuated when the SKREEM sends a PCI Bus message to the body controller requesting the LED on. The body controller then provides the ground for the LED. The SKREEM 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 all faults except transponder faults and VTSS 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 is present the LED will remain on or flashing for the complete ignition cycle. If a fault is stored in SKREEM 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: Before replacing the PCM 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, drivers and 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 SKREEM 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 SKREEM.

The SKREES Secret Key is an I.D. code that is unique to each SKREES. This code is programmed and stored in the SKREEM, 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 reprogram pinion factor.

1. Turn the ignition on (transmission in park/

neutral).

2. Use the DRBIIIt and select THEFT ALARM,

SKREEM then MISCELLANEOUS.

3. Select PCM REPLACED.

4. Enter secured access mode by entering the vehi-

cle four-digit PIN.

10

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 SKREEM will send the secret key to the PCM).

3.2.10 PROGRAMMING THE SKREEM

NOTE: If the PCM and the SKREEM 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 SKREEM.

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

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

3. Select SKREEM MODULE REPLACEMENT (GASOLINE).

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

5. Select COUNTRY CODE and enter the correct country.

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

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

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

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 SKREES system.

3.2.11 PROGRAMMING THE IGNITION

KEYS TO THE SKREEM

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

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

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 SKREEM AT ONE TIME. Once a key is learned to a SKREEM 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) - SKREEM is unable to program key due to one of the following:

– faulty ignition key transponder – ignition key is programmed to another vehicle.

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 ID is currently programmed in SKREEM memory.

3.3 DIAGNOSTIC TROUBLE CODES

Each diagnostic trouble code is diagnosed by following a specific testing procedure. The diagnostic test procedures contain step-by-step instructions for determining the cause of trouble codes as well as 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 set of parameters to be performed (The DRBIIIt

11

GENERAL INFORMATION

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, 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 STARTS since clear = 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 due to 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.

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

12

GENERAL INFORMATION

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

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.

4.2.2 VEHICLE PREPARATION FOR

TESTING

Make sure the vehicle being tested has a fully charged battery. If it does not, false diagnostic codes 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 procedures in the service manual should be serviced.

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 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 the parking brake and block the wheels before testing or repairing the vehicle. It is especially

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 specifi-

cations at all times.

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

• 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.

• Do not exceed the limits shown in the table below:

13

GENERAL INFORMATION

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

Diagnostic Pinout Box #8815

DRBIIIt (diagnostic read-out box) scan tool

Evaporative Emissions Leak Detector #8404

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)

jumper wires

Min Air flow fitting #6714

ohmmeter

oscilloscope

Pinout Box (Miller #8815)

Terminal Removal Tool #3638

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

• 8 Volt Supply

• J1850 PCI Bus

• CCD Bus

• CKP Sensor Signal

• CMP Sensor Signal

• Vehicle Speed Sensor Signal

• O2 Sensor Signal

6.0 GLOSSARY OF TERMS

ABS anti-lock brake system backfire,

popback CKP crank position sensor CMP camshaft position sensor

fuel ignites in either the intake or the exhaust system

14

GENERAL INFORMATION

cuts out, misses

DLC data link connector (previously

detonation, spark knock

ECT engine coolant temperature sensor EGR exhaust gas recirculation valve and

generator

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

LDP leak detection pump MAP manifold absolute pressure sensor

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

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.

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

SBEC single board engine controller SKREEM sentry key remote entry module SKREES sentry key remote entry system SKIM sentry key immobilizer module SKIS sentry key immobilizer system start &

stall surge engine rpm fluctuation without cor-

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

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.

The engine starts but immediately dies.

responding change in throttle position sensor

MIL malfunction indicator lamp MTV manifold tuning valve

15

NOTES

16

7.0

DIAGNOSTIC INFORMATION AND

PROCEDURES

17

COMMUNICATION

Symptom:

*NO RESPONSE FROM PCM (PCI BUS)

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 Body then Body Computer With the DRB, enter Body then 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 read the Powertrain DTC’s. This is to ensure power and grounds 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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)

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 Checking PCM 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 SCI Transmit (PCM) circuit at the Data Link harness connector (cav 7). Is the voltage above 1.0 volt?

Yes → Repair the SCI Transmit (PCM) 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 SCI Receive (PCM) circuit at the Data Link harness connector (cav 12). Is the voltage above 1.0 volt?

All

Yes → Repair the SCI Receive (PCM) 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) — 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 SCI Transmit(PCM) circuit and the SCI Receive (PCM) circuit at the Data Link harness connector (cavs 7 and 12). Is the resistance below 5.0 ohms?

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

Receive (PCM) 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 SCI Transmit (PCM) circuit at the Data Link harness connector (cav 7). Is the resistance below 5.0 ohms?

Yes → Repair the SCI Transmit (PCM) 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 the resistance between ground and the SCI Receive (PCM) circuit in the Data Link harness connector (cav 12). Is the resistance below 5.0 ohms?

Yes → Repair the SCI Receive (PCM) 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the SCI Receive (PCM) 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

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

Perform POWERTRAIN VERIFICATION TEST VER - 1.

20

COMMUNICATION

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

TEST ACTION APPLICABILITY

8 Turn the ignition off.

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

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the SCI Transmit (PCM) circuit from the 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 SCI Transmit (PCM) 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 REMOTE ENTRY MODULE

POSSIBLE CAUSES

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

TEST ACTION APPLICABILITY

1 Turn the ignition on.

With the DRB, enter Body then Body Computer. Was the DRB able to I/D or communicate with the BCM?

All

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

tion with the BCM. Perform SKREEM VERIFICATION TEST - VER 1A.

2 Turn the ignition off.

Disconnect the SKIM harness connector. Using a 12-volt test light connected to 12-volts, probe the Ground circuit. Is the test light illuminated?

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

Perform SKREEM VERIFICATION TEST - VER 1A.

3 Turn the ignition off.

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

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

Perform SKREEM VERIFICATION TEST - VER 1A.

4 Turn the ignition off.

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

All

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

Perform SKREEM VERIFICATION TEST - VER 1A.

22

COMMUNICATION

*NO RESPONSE FROM SENTRY KEY REMOTE ENTRY 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 SKREEM 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 DRBIIIt. 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 SKREEM connector. Turn the ignition on. Observe the voltage display on the DRBIIIt 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 SKREEM VERIFICATION TEST - VER 1A.

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

Repair

Replace and program the Sentry Key Remote Entry Module in accordance with the Service Information. Perform SKREEM VERIFICATION TEST - VER 1A.

23

COMMUNICATION

Symptom:

*NO RESPONSE FROM TRANSMISSION CONTROL MODULE

POSSIBLE CAUSES

NO RESPONSE FROM TRANSMISSION CONTROL MODULE IGNITION UNLOCK/RUN/START 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Turn the ignition on. Using a 12-volt test light connected to ground, probe the Ignition unlock/run/start 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 3 No → Repair the Ignition unlock/run/start 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 — Continued

TEST ACTION APPLICABILITY

3 Turn the ignition off.

Disconnect the PCM harness connectors.

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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 — 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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 Body Control Module 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: Visuallyinspectthe related wire harness 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 connectors.

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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 performing the 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 the voltmeter,disconnect each 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

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 monitoring the ohmmeter,disconnecteachmodulethevehicleis equipped 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 the bus, 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 any Relay DTCs, actuate the Relay with the DRBIIIt andwiggle the 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

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

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: Powertrain Control Module detects an 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

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 the Sensor harness connector,PCMharnessconnector, 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

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 the Sensor harness connector,PCMharnessconnector, 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: The PCM detects the O2 Heater voltage is out of acceptable range. Below

0.0926 of a volt. One Trip Fault.

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: The PCM detects the O2 Heater voltage is out of acceptable range. Below

0.0926 of a volt. One Trip Fault.

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

All

No → Go To 2

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 1/2 O2 Sensor 2.1 to 2.7 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-volt test light connected to ground, probe the O2 Heater Control 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

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 1/2 O2 Sensor 2.1 to 2.7 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-volt test light connected to ground, probe the O2 Heater Control 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

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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:

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 (K6) 5 VOLT SUPPLY CIRCUIT RESISTANCE TO GROUND IN MAP (K6) 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 (K4) SENSOR GROUND CIRCUIT PCM

40

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 the voltage start approximately at 0.8 volts and go above 3.5 volts with a 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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

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

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

41

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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

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.

42

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) 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 10 No → Repair the (K4) 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K6) 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 (K6) 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 (K6) 5 Volt Supply circuit at the MAP Sensor harness connector. Is the resistance above 100k ohms?

All

Yes → Go To 13 No → Repair the short to ground in the (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

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K1) MAP Signal 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 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 resistance between ground and the (K1) MAP Signal 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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

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

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

44

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

45

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(-10°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 a calibrated temperature amount of the other two temperature sensors an error is detected. Two Trip Fault.

POSSIBLE CAUSES

GOOD TRIP EQUAL TO ZERO (K25) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE AMBIENT AIR TEMPERATURE SENSOR VOLTAGE BELOW 1.0 VOLT (K25) AAT SIGNAL CIRCUIT OPEN (K4) SENSOR GROUND CIRCUIT OPEN (K25) AAT SIGNAL CIRCUIT SHORTED TO GROUND (K25) AAT SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND PCM LOW PCM HIGH

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.

All

46

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 the voltage of the (K25) AAT Signal circuit in the Ambient Air Temperature Sensor harness connector. Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltage in the (K25) 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 1.0 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K25) 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

Yes → Go To 6 No → Repair the open in the (K25) AAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

47

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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 (K25) AAT Signal circuit. Is the resistance below 100 ohms?

Yes → Repair the short to ground in the (K25) 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 the resistance between the (K25) AAT Signal circuit and the (K4) Sensor ground circuit in the Ambient Air Temperature Sensor harness connector. Is the resistance below 100 ohms?

Yes → Repair the Sensor ground shorted to the (K25)AATSignalcircuit.

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

48

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 Temperture Sensor is less than .0392 of a volt at the PCM. One

Trip Fault.

POSSIBLE CAUSES

AMBIENT AIR TEMPERATURE SENSOR VOLTAGE BELOW 0.3 VOLTS AMBIENT AIR TEMPERATURE SENSOR INTERNAL FAILURE (K145) AAT SIGNAL CIRCUIT SHORTED TO GROUND (K25) AAT SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the Ambient Air Temperature Sensor voltage. Is the voltage below 0.3 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 above 1.0 volt?

Yes → Replace the Ambient Air Temperature Sensor.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

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 (K25) AAT Signal circuit in the Ambient Air Temperature Sensor harness connector. Is the resistance below 100 ohms?

All

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

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

49

DRIVEABILITY - NGC

P0072-AMBIENT TEMP SENSOR LOW — Continued

TEST ACTION APPLICABILITY

4 Turn the ignition off.

Disconnect the Ambient Air Temperature Sensor harness connector. Disconnect the PCM harness connector. Measure the resistance between the (K25) AAT Signal circuit and the (K4) 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 (K25) AAT 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

50

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 4.94 volts. One

Trip Fault.

POSSIBLE CAUSES

AMBIENT AIR TEMPERATURE SENSOR VOLTAGE ABOVE 4.8 VOLTS (K25) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE AMBIENT AIR TEMPERATURE SENSOR INTERNAL FAILURE (K25) AAT SIGNAL CIRCUIT OPEN (K4) SENSOR GROUND CIRCUIT OPEN PCM

TEST ACTION APPLICABILITY

1 Ignition on, engine not running.

With the DRBIIIt, read the Ambient Air Temperature Sensor voltage. Is the voltage above 4.8 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 the voltage of the (K25) AAT Signal circuit in the Ambient Air Temperature Sensor harness connector. Is the voltage above 5.2 volts?

Yes → Repair the short to battery voltage in the (K25) AAT Signal

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

All

No → Go To 3

51

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 and the (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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K25) 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 (K25) 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) 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

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.

52

All

Symptom:

P0107-MAP SENSOR LOW

When Monitored and Set Condition:

P0107-MAP SENSOR LOW

When Monitored: Engine speed between 600 to 3500 RPM. TPS voltage less than 1.2 volts. Battery voltage greater than 10 volts.

Set Condition: The MAP sensor signal voltage is less than 0.0782 of a volt for 1.7 seconds. One trip Fault.

POSSIBLE CAUSES

MAP SENSOR VOLTAGE BELOW .078 VOLTS (K6) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

DRIVEABILITY - NGC

(K6) 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 (K6) 5 VOLT SUPPLY CIRCUIT PCM (K1) MAP SENSOR SIGNAL CIRCUIT

TEST ACTION APPLICABILITY

1 Start the engine.

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 (K6) 5 Volt Supply circuit in the MAP Sensor harness connector. Is the voltage between 4.75 to 5.2 volts?

All

Yes → Go To 3 No → Go To 7

53

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 above 1.2 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 resistance between ground and the (K1) MAP Signal 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

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 (K6) 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 (K6) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

54

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K6) 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 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.

All

55

DRIVEABILITY - NGC

Symptom:

P0108-MAP SENSOR HIGH

When Monitored and Set Condition:

P0108-MAP SENSOR HIGH

When Monitored: Engine speed between 600 to 3500 RPM. 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. One trip Fault.

POSSIBLE CAUSES

MAP SENSOR VOLTAGE ABOVE 4.9 VOLTS (K1) MAP SIGNAL CIRCUIT SHORTED TO (K6) 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 Start the engine.

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 (K6) 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 (K6) 5 Volt

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

All

No → Go To 3

56

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 → Repair the short to battery voltage in the (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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K1) MAP Signal 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 6 No → Repair the open in the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

6 Turn the ignition off.

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

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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.

57

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

58

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 (-10°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 1.0 VOLTS (K21) IAT SIGNAL CIRCUIT OPEN (K4) SENSOR GROUND CIRCUIT OPEN (K21) IAT SIGNAL SHORTED TO GROUND (K21) IAT SIGNAL CIRCUIT SHORTED TO (K4) 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, partially broken 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

Yes → Repair the short to battery voltage in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

59

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 1.0 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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?

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 (K4) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

60

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 (K4) 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

61

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. Battery voltage greater than 10 volts. Set Condition: The Intake Air Temperature (IAT) sensor voltage is less than 0.0784 of a

volt. One trip Fault.

POSSIBLE CAUSES

IAT SENSOR VOLTAGE BELOW 1.0 VOLT IAT SENSOR INTERNAL FAILURE (K21) IAT SIGNAL SHORTED TO GROUND (K21) IAT SIGNAL SHORTED TO (K4) 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 1.0 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 above 1.0 volt?

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

Yes → Repair the short to ground in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

62

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 (K4) Sensor ground shorted to the (K21) IAT 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

63

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. Battery voltage greater than 10 volts. Set Condition: The Intake Air Temperature (IAT) sensor voltage at the PCM is greater

than 4.98 volts. One trip Fault.

POSSIBLE CAUSES

IAT SENSOR VOLTAGE ABOVE 4.6 VOLTS (K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE IAT SENSOR INTERNAL FAILURE (K21) IAT SIGNAL CIRCUIT OPEN (K4) 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 4.6 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 → Repair the short to battery voltage in the (K21) IAT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

64

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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

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.

65

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 4°C (39°F) 02 MY or -23°C (-10°F) 03 MY.

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 1.0 VOLT (K2) ECT SIGNAL CIRCUIT OPEN (K4) SENSOR GROUND CIRCUIT OPEN (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND (K2) ECT SIGNAL SHORTED TO (K4) SENSOR GROUND PCM HIGH PCM LOW

TEST ACTION APPLICABILITY

1 NOTE: Due to the fact that the PCM compares the IAT, AAT and ECT sensor

to see if they are within a calibrated temp of one another, the use of a block heater can cause false readings for the PCM. Check with the customer to see if they use a block heater.

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

66

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, partially broken 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 voltage in 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 4.6 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 1.0 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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

Yes → Go To 6 No → Repair the open in the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

67

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) 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 (K4) 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 (K4) Sensor ground circuit at the ECT Sensor harness connector. Is the resistance below 5.0 ohms?

Yes → Repair the (K4) 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

68

Symptom:

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW

When Monitored and Set Condition:

P0117-ENGINE COOLANT TEMPERATURE SENSOR LOW

When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: The Engine Coolant Temperature(ECT) sensor circuit voltage at the PCM

is less than 0.0782 of a volt. One Trip Fault.

POSSIBLE CAUSES

ECT SENSOR VOLTAGE BELOW 1.0 VOLTS ECT SENSOR INTERNAL FAILURE (K2) ECT SIGNAL SHORTED TO GROUND

DRIVEABILITY - NGC

(K2) ECT SIGNAL SHORTED TO (K4) 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 1.0 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

Yes → Repair the ground shorted to the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 4

69

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 (K4) Sensor ground circuit in the ECT Sensor harness connector. Is the resistance below 100 ohms?

Yes → Repair the (K4) 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

70

Symptom:

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH

When Monitored and Set Condition:

P0118-ENGINE COOLANT TEMPERATURE SENSOR HIGH

When Monitored: With the ignition on. Battery voltage greater than 10 volts. 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 (K4) 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 voltage in the (K2) ECT Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 3

All

71

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) 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

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.

72

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 (K4) 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 (K6) 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

No → Go To 7

73

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 (K4) 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

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

74

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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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 voltage start at approximately 0.7 of a volt and go above 3.5 volts with 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

75

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 4.47 volts.

One Trip Fault.

POSSIBLE CAUSES

THROTTLE POSITION SENSOR SWEEP INTERMITTENT CONDITION (K22) TP SIGNAL CIRCUIT SHORTED TO (K6) 5 VOLT SUPPLY CIRCUIT (K22) TP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE TP SENSOR INTERNAL FAILURE (K22) TP SIGNAL CIRCUIT OPEN (K4) SENSOR GROUND 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 (K6) 5 Volt Supply circuit in the TP Sensor harness connector. Is the resistance below 100 ohms?

Yes → Repair the short to the (K6) 5 Volt Supply circuit in the (K22) TP

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

All

No → Go To 3

76

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 to battery 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 harness connector. Disconnect the PCM harness connector.

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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 6 No → Repair the open in the (K22) TP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

All

6 Turn the ignition off.

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

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K4) 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 7 No → Repair the open in the (K4) Sensor ground circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

77

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 voltage start at approximately 0.7 of a volt and go above 3.5 volts with 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

78

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: The engine temperature does not enable closed loop. Failure time 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 10 minutes for a vehicle with a start-up temp of -28°C (-18°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

79

DRIVEABILITY - NGC

P0125-INSUFFICIENT COOLANT TEMP FOR 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. WiththeDRBIIIt,read the ECT Deg value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a 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:Asthe 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 sit overnight (cold soak), the temperature value should be a 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:Asthe 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.

80

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 (50°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 1.0 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: If any ECT,AAT, CMP or CKP sensor DTCs 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.

81

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 sit overnight (cold soak), the temperature value should be a 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 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:Asthe 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 if the temperature value on the DRBIIIt 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 -15°C (5°F) of the temperature probe reading?

Yes → Go To 5 No → Go To 7

82

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 -15°C (5°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 at normal operating temperature, monitor the 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

Yes → Repair the short to battery voltage in the Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

83

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 4.6 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 1.0 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL 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

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.

84

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

85

DRIVEABILITY - NGC

Symptom:

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW

When Monitored and Set Condition:

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW

When Monitored: Withthe ignition key on. No Cam or Crank signal within 75 ms. Engine speed at less than 250 RPM.

Set Condition: The PCM senses the voltage from the MAP sensor to be less than 2.196 volts but above 0.0392 of a volt for 300 milliseconds.One Trip Fault.

POSSIBLE CAUSES

IAC SIGNAL CIRCUIT LOW IAC SIGNAL CIRCUIT HIGH INTERMITTENT CONDITION (K6) 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE (K6) 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K6) 5 VOLT SUPPLY CIRCUIT OPEN MAP SENSOR INTERNAL FAILURE (K1) MAP SIGNAL CIRCUIT OPEN (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND PCM (K6) 5 VOLT SUPPLY CIRCUIT PCM (K1) MAP SIG CIRCUIT

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 below 2.2 volts.

Yes → Go To 2 No → Go To 11

2 Turn the ignition off.

Disconnect the MAP Sensor harness connector. Ignition on, engine not running. Measure the voltage of the (K6) 5 Volt Supply circuit in the MAP Sensor harness connector. Is the voltage between 4.5 to 5.2 volts?

All

Yes → Go To 3 No → Go To 7

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DRIVEABILITY - NGC

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE 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 above 2.2 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.

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the (K1) MAP Signal 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 5 No → Repair the open in the (K1) MAP Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

5 Turn the ignition off.

Disconnect the MAP Sensor harness connector. Disconnect the PCM harness connector. Measure the resistance between ground and the (K1) MAP Signal 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 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

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. Ignition on, engine not running. Measure the voltage of the (K6) 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 (K6) 5 Volt Supply

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

No → Go To 8

87

All

DRIVEABILITY - NGC

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW — Continued

TEST ACTION APPLICABILITY

8 Turn the ignition off.

Disconnect the MAP Sensor harness connector. Disconnect the PCM harness connector. Measure the resistance between ground and the (K6) 5 Volt Supply circuit at the MAP 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 9

All

9 Turn the ignition off.

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

CAUTION: DO NOT PROBE THE PCM HARNESS CONNECTORS. PROBING THE PCM HARNESS CONNECTORS WILL DAMAGE THE PCM TERMINALS RESULTING IN POOR TERMINAL TO PIN CONNECTION. INSTALL MILLER SPECIAL TOOL #8815 TO PERFORM DIAGNOSIS.

Measure the resistance of the 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 10 No → Repair the open in the (K6) 5 Volt Supply circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

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 Start the engine.

NOTE: If the engine will not idle, maintain an engine speed between 800 and 1500 RPM.

Allow the engine to idle. With the DRBIIIt, read the IAC Current. Is the IAC Current below 146 mA?

All

Yes → Refer to P0508 - IAC Valve Sense Low

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 12

12 Start the engine.

NOTE: If the engine will not idle, maintain an engine speed between 800 and 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.

88

All

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 1.5 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

89

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 will display all O2 Sensor voltage readings 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 the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to 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 1.5 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

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.

90

DRIVEABILITY - NGC

P0131-O2 SENSOR 1/1 VOLTAGE LOW — Continued

TEST ACTION APPLICABILITY

5 Turn the ignition off.

Disconnect the O2 Sensor harness connector. Disconnect the PCM harness connector. Measure the resistance between ground and the O2 Signal circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms?

Yes → Repair the short to ground in the O2 Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 6

All

6 Turn the ignition off.

Disconnect the O2 Sensor harness connector. Disconnect the PCM harness connector. Measure the resistance between the O2 Signal circuit and the O2 Return circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms?

Yes → Repair the O2 Return circuit shorted to the O2 Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 7

7 Turn the ignition off.

Disconnect the O2 Sensor harness connector. Disconnect the PCM harness connector. Measure the resistance between the O2 Signal circuit and the Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms?

Yes → Repair the Heater Ground circuit shorted to the O2 Signal circuit.

Perform POWERTRAIN VERIFICATION TEST VER-5-NGC.

No → Go To 8

8 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

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Chrysler Pacifica 2004, Pacifica 2004 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual