Innova 3040C User Manual

Table of Contents

INTRODUCTION

WHAT IS OBD? ........................................................................ 1

YOU CAN DO IT! .............................................................................. 2

SAFETY PRECAUTIONS

SAFETY FIRST! ....................................................................... 3

ABOUT THE SCAN TOOL

VEHICLES COVERED ............................................................. 4

CONTROLS AND INDICATORS .............................................. 5

DISPLAY FUNCTIONS ............................................................ 6

INITIAL ADJUSTMENTS .......................................................... 8

ONBOARD DIAGNOSTICS

COMPUTER ENGINE CONTROLS ......................................... 9

DIAGNOSTIC TROUBLE CODES (DTCs) .............................. 14

OBD2 MONITORS ................................................................... 17

PREPARATION FOR TESTING

BEFORE YOU BEGIN .............................................................. 29

VEHICLE SERVICE MANUALS ............................................... 30

USING THE SCAN TOOL

CODE RETRIEVAL PROCEDURE .......................................... 31

VIEWING FREEZE FRAME DATA .......................................... 37

VIEWING ENHANCED DTCs .................................................. 38

VIEWING ABS DTCs ............................................................... 48

ERASING DIAGNOSTIC TROUBLE CODES (DTCs) .............. 50

ABOUT REPAIRSOLUTIONS® ............................................... 52

I/M READINESS TESTING ...................................................... 56

LIVE DATA MODE

VIEWING LIVE DATA .............................................................. 62

CUSTOMIZING LIVE DATA (PIDs) ......................................... 63

ADDITIONAL FUNCTIONS

BATTERY/ALTERNATOR MONITOR ..................................... 66

VIEWING VEHICLE INFORMATION ....................................... 67

VIEWING THE FIRMWARE VERSION .................................... 70

THE TOOL LIBRARY ............................................................... 70

ADJUSTMENTS AND SETTINGS ........................................... 73

GENERIC (GLOBAL) OBD2 PID LIST ............................................ 77

VEHICLE APPLICATIONS - ABS

VEHICLE APPLICATIONS – MAKES COVERED ................... 82

WARRANTY AND SERVICING

LIMITED ONE YEAR WARRANTY .......................................... 85

SERVICE PROCEDURES ....................................................... 85

i 3040c

Introduction

WHAT IS OBD?

The Scan Tool is designed to work on all OBD2 compliant vehicles.

All 1996 and newer vehicles (cars, light trucks and SUVs) sold in

One of the most exciting improvements in the automobile industry was the addition of onboard diagnostics (OBD) on vehicles, or in more basic terms, the computer that activates the vehicle’s “CHECK ENGINE” light. OBD1 was designed to monitor manufacturer-specific systems on vehicles built from 1981 to 1995. Then came the development of OBD2, which is on all 1996 and newer vehicles sold in the U.S. Like its predecessor, OBD2 was adopted as part of a government mandate to lower vehicle emissions. But what makes OBD2 unique is its universal application for all late model cars and trucks - domestic and import. This sophisticated program in the vehicle’s main computer system is designed to detect failures in a range of systems, and can be accessed through a universal OBD2 port, which is usually found under the dashboard. For all OBD systems, if a problem is found, the computer turns on the “CHECK ENGINE” light to warn the driver, and sets a Diagnostic Trouble Code (DTC) to identify where the problem occurred. A special diagnostic tool, such as the Scan Tool, is required to retrieve these codes, which consumers and professionals use as a starting point for repairs.

The Scan Tool provides the additional ability to retrieve enhanced DTCs from most Chrysler/Jeep, Ford/Mazda, GM/Isuzu, Honda/Acura and Toyota/Lexus vehicles, as well as Anti-Lock Brake System (ABS) DTCs and vehicle information. The types of enhanced data available depends on the vehicle make.

To learn more about vehicle Computer Control Systems and

the United States are OBD2 compliant.

OBD2, see COMPUTER ENGINE CONTROLS on page 8.

3040c 1

You Can Do It!

EASY TO USE - EASY TO VIEW - EASY TO DEFINE

Easy To Use . . . .

 Connect the Scan Tool to the vehicle’s

test connector.

 Turn the ignition key "On.” DO NOT

start the engine.

 The Scan Tool will automatically link to

the vehicle’s computer.

Easy To View . . . .

 The Scan Tool retrieves stored codes,

Freeze Frame data System Status.

 Codes, System Status and Freeze

Frame data are displayed on the Scan Tool’s display screen. System status is indicated by LED indicators.

Easy To Define . . . .

 Read code definitions from the Scan

Tool’s display

 View Freeze Frame data.

 View Live Data.

 View Anti-Lock Brake System (ABS)

DTCs.

2 3040c

About the Scan Tool

SAFETY FIRST

SAFETY FIRST!

This manual describes common test procedures used by experienced service technicians. Many test procedures require precautions to avoid accidents that can result in personal injury, and/or damage to your vehicle or test equipment. Always read your vehicle's service manual and follow its safety precautions before and during any test or service procedure. ALWAYS observe the following general safety precautions:

When an engine is running, it produces carbon monoxide, a toxic and poisonous gas. To prevent serious injury or death from carbon monoxide poisoning, operate the vehicle ONLY in a well-ventilated area.

To protect your eyes from propelled objects as well as hot or caustic liquids, always wear approved safety eye protection.

When an engine is running, many parts (such as the coolant fan, pulleys, fan belt etc.) turn at high speed. To avoid serious injury, always be aware of moving parts. Keep a safe distance from these parts as well as other potentially moving objects.

Engine parts become very hot when the engine is running. To prevent severe burns, avoid contact with hot engine parts.

Before starting an engine for testing or trouble-shooting, make sure the parking brake is engaged. Put the transmission in

park (for automatic transmission) or neutral (for manual transmission). Block the drive wheels with suitable blocks.

Connecting or disconnecting test equipment when the ignition is ON can damage test equipment and the vehicle's electronic components. Turn the ignition OFF before connecting the Code Reader to or disconnecting the Code Reader from the vehicle’s Data Link Connector (DLC).

To prevent damage to the on-board computer when taking vehicle electrical measurements, always use a digital multimeter with at least 10 MegOhms of impedance.

The vehicle's battery produces highly flammable hydrogen gas. To prevent an explosion, keep all sparks, heated items and open flames away from the battery.

Don't wear loose clothing or jewelry when working on an engine. Loose clothing can become caught in the fan, pulleys, belts, etc. Jewelry is highly conductive, and can cause a severe burn if it makes contact between a power source and ground.

3040c 3

About the Scan Tool

SAFETY FIRST

VEHICLES COVERED

The Scan Tool is designed to work on all OBD2 compliant vehicles. All 1996 and newer vehicles (cars and light trucks) sold in the United States are OBD2 compliant. This includes all Domestic, Asian and European vehicles.

Some 1994 and 1995 vehicles are OBD2 compliant. To find out if a 1994 or 1995 vehicle is OBD2 compliant, check the following:

1. The Vehicle Emissions Control Information (VECI) Label. This label is located under the hood or by the radiator of most vehicles. If the vehicle is OBD2 compliant, the label will state “OBD II Certified.”

VEHICLE EMISSION CONTROL INFORMATION

ENGINE FAMILY EFN2.6YBT2BA

VEHICLE

MANUFACTURER

REFER TO SERVICE MANUAL FOR ADDITIONAL INFORMATION TUNE-UP CONDITIONS: NORMAL OPERATING ENGINE TEMPERATURE, ACCESSORIES OFF, COOLING FAN OFF, TRANSMISSION IN NEUTRAL

EXHAUST EMISSIONS STANDARDS STANDARD CATEGORY CERTIFICATION

IN-USE

SPARK PLUG

TYPE NGK BPRE-11

GAP: 1.1MM

2. Government Regulations require that all OBD2 compliant vehicles must have a “common” sixteen-pin Data Link

Connector (DLC).

DISPLACEMENT 2.6L

THIS VEHICLE CONFORMS TO U.S. EPA AND STATE OF CALIFORNIA REGULATIONS APPLICABLE TO 1999 MODEL YEAR NEW TLEV PASSENGER CARS.

CATALYST

Some 1994 and 1995 vehicles have 16-pin connectors but are not OBD2 compliant. Only those vehicles with a Vehicle Emissions Control Label stating “OBD II Certified” are OBD2 compliant.

TLEV TLEV INTERMEDIATE

OBD II

CERTIFIED

OBD II

CERTIFIED

12345678

9 10111213141516

Data Link Connector (DLC) Location

The 16-pin DLC is usually located under the instrument panel (dash), within 12 inches (300 mm) of center of the panel, on the driver’s side of most vehicles. It should be easily accessible and visible from a kneeling position outside the vehicle with the door open.

LEFT CORNER

OF DASH

NEAR

CENTER

OF DASH

BEHIND

ASHTRAY

On some Asian and European vehicles the DLC is located behind the “ashtray” (the ashtray must be removed to access it) or on the far left corner of the dash. If the DLC cannot be located, consult the vehicle’s service manual for the location.

4 3040c

About the Scan Tool

CONTROLS AND INDICATORS

10 11

Figure 1. Controls and Indicators

See Figure 1 for the locations of items 1 through 14, below.

ERASE button - Erases Diagnostic Trouble Codes (DTCs)

and "Freeze Frame" data from your vehicle's computer, and resets Monitor status.

2. FF button - When retrieving and viewing DTCs, displays Freeze Frame data for the highest priority code.

3. DTC button - Displays the DTC View screen and/or scrolls the display when more than one DTC is present.

4. LD button - When linked to a vehicle, places the Scan Tool in “Live Data” mode.

3040c 5

About the Scan Tool

DISPLAY FUNCTIONS

5. M (Menu) button – When pressed while linked to a vehicle, displays the “Main Menu.”

6. ABS button – When pressed, links the diagnostic tool to the vehicle’s ABS control module to retrieve diagnostic data from the computer’s memory.

UP button – When in MENU mode, scrolls UP through the

menu and submenu selection options. When LINKED to a vehicle, scrolls UP through the current display screen to display any additional data.

ENTER button - When in Menu mode, confirms the selected

option or value.

9. DOWN button - When in MENU mode, scrolls down through the menu and submenu selection options. When LINKED to a vehicle, scrolls down through the current display screen to display any additional data.

10. GREEN LED - Indicates that all engine systems are running normally (all Monitors on the vehicle are active and performing their diagnostic testing, and no DTCs are present).

11. YELLOW LED - Indicates there is a possible problem. A “Pending” DTC is present and/or some of the vehicle's emission monitors have not run their diagnostic testing.

12. RED LED - Indicates there is a problem in one or more of the vehicle's systems. The red LED is also used to show that DTC(s) are present. DTCs are shown on the Scan Tool’s LCD display. In this case, the Multifunction Indicator (“Check Engine”) lamp on the vehicle's instrument panel will light steady on.

13. LCD Display - Displays test results, Scan Tool functions and Monitor status information. See DISPLAY FUNCTIONS, below, for details.

14. CABLE - Connects the Scan Tool to the vehicle's Data Link Connector (DLC).

DISPLAY FUNCTIONS

3 4 5

8 9 10

Figure 2. Display Functions

6 3040c

About the Scan Tool

DISPLAY FUNCTIONS

See Figure 2 for the locations of items 1 through 11, below.

1. I/M MONITOR STATUS field – Identifies the I/M Monitor status area.

2. Monitor icons - Indicates which Monitors are supported by the

vehicle under test, and whether or not the associated Monitor has run its diagnostic testing (Monitor status). When a Monitor icon is solid green, it indicates that the associated Monitor has completed its diagnostic testing. When a Monitor icon is flashing red, it indicates that the vehicle supports the associated Monitor, but the Monitor has not yet run its diagnostic testing.

6. DTC Display Area - Displays the Diagnostic Trouble Code (DTC)

7. Test Data Display Area – Displays DTC definitions, Freeze Frame

8. MIL icon - Indicates the status of the Malfunction Indicator Lamp

9. FREEZE FRAME icon - Indicates that “Freeze Frame” data has been

10. Code Type – Indicates whether the code is “generic” or

11. Code Number Sequence – Shows the number of the currently

Vehicle icon - Indicates whether or not the Scan Tool is being

properly powered through the vehicle's Data Link Connector (DLC). A visible icon indicates that the Scan Tool is being powered through the vehicle's DLC connector.

Link icon - Indicates whether or not the Scan Tool is communicating (linked) with the vehicle's on-board computer. When visible, the Scan Tool is communicating with the computer. If the Link icon is not visible, the Scan Tool is not communicating with the computer.

Computer icon - When this icon is visible it indicates that the Scan Tool is linked to a personal computer. Optional “PC Link” software is available that makes it possible to upload retrieved data to a personal computer.

number and definition. Each fault is assigned a code number that is specific to that fault.

data, and other pertinent rest information messages.

(MIL). The MIL icon is visible only when a DTC has commanded the MIL on the vehicle's dashboard to light.

stored in the vehicle’s computer for the currently displayed DTC.

“manufacturer-specific” and shows the type of code; Stored, Pending or Permanent.

displayed code and the total number of codes retrieved from the vehicle’s computer. The Diagnostic Tool assigns a sequence number to each DTC that is present in the computer’s memory, starting with “1.” Code number “1” is always the highest priority code, and the one for which “Freeze Frame” data has been stored.

If “01” is a “Pending” code, there may or may not be “Freeze Frame” data stored in memory.

3040c 7

About the Scan Tool

INITIAL ADJUSTMENTS

The first time the unit is connected to a vehicle, the Select Language screen displays. You must select the desired display language (English, French or Spanish) and unit of measurement (USA or Metric) as follows:

1. Use the UP as necessary, to highlight the desired display language.

2. When the desired display language is selected, press the ENTER confirm your selection.

 The Select Unit screen displays.

3. Use the UP as necessary, to highlight the desired unit of measurement.

4. When the desired unit of measurement is selected, press the ENTER to confirm your selection.

After the initial language and unit of measurement selections are performed, these, as well as other settings, can be changed as desired. Proceed to “ADJUSTMENTS AND SETTINGS” on page 70 for further instructions.

and DOWN buttons,

button to

and DOWN buttons,

button

8 3040c

Onboard Diagnostics

COMPUTER ENGINE CONTROLS

The Introduction of Electronic Engine Controls

Electronic Computer Control Systems make it possible

for vehicle manufacturers to comply with the tougher emissions and fuel efficiency standards mandated by

State and Federal Governments.

As a result of increased air pollution (smog) in large cities, such as Los Angeles, the California Air Resources Board (CARB) and the Environmental Protection Agency (EPA) set new regulations and air pollution standards to deal with the problem. To further complicate matters, the energy crisis of the early 1970s caused a sharp increase in fuel prices over a short period. As a result, vehicle manufacturers were not only required to comply with the new emissions standards, they also had to make their vehicles more fuel-efficient. Most vehicles were required to meet a miles-per-gallon (MPG) standard set by the U.S. Federal Government.

Precise fuel delivery and spark timing are needed to reduce vehicle emissions. Mechanical engine controls in use at the time (such as ignition points, mechanical spark advance and the carburetor) responded too slowly to driving conditions to properly control fuel delivery and spark timing. This made it difficult for vehicle manufacturers to meet the new standards.

A new Engine Control System had to be designed and integrated with the engine controls to meet the stricter standards. The new system had to:

 Respond instantly to supply the proper mixture of air and fuel for any

driving condition (idle, cruising, low-speed driving, high-speed driving, etc.).

 Calculate instantly the best time to “ignite” the air/fuel mixture for

maximum engine efficiency.

 Perform both these tasks without affecting vehicle performance or

fuel economy.

Vehicle Computer Control Systems can perform millions of calculations each second. This makes them an ideal substitute for the slower mechanical engine controls. By switching from mechanical to electronic engine controls, vehicle manufacturers are able to control fuel delivery and spark timing more precisely. Some newer Computer Control Systems also provide control over other vehicle functions, such as transmission, brakes, charging, body, and suspension systems.

3040c 9

Onboard Diagnostics

COMPUTER ENGINE CONTROLS

The Basic Engine Computer Control System

The Computer Control System consists of an on-board

computer and several related control devices (sensors,

The on-board computer is the heart of the Computer Control System. The computer contains several programs with preset reference values for air/fuel ratio, spark or ignition timing, injector pulse width, engine speed, etc. Separate values are provided for various driving conditions, such as idle, low speed driving, high-speed driving, low load, or high load. The preset reference values represent the ideal air/fuel mixture, spark timing, transmission gear selection, etc., for any driving condition. These values are programmed by the vehicle manufacturer, and are specific to each vehicle model.

Most on-board computers are located inside the vehicle behind the dashboard, under the passenger’s or driver’s seat, or behind the right kick panel. However, some manufacturers may still position it in the engine compartment.

Vehicle sensors, switches, and actuators are located throughout the engine, and are connected by electrical wiring to the on-board computer. These devices include oxygen sensors, coolant temperature sensors, throttle position sensors, fuel injectors, etc. Sensors and switches are input devices. They provide signals representing current engine operating conditions to the computer. Actuators are output devices. They perform actions in response to commands received from the computer.

The on-board computer receives information inputs from sensors and switches located throughout the engine. These devices monitor critical engine conditions such as coolant temperature, engine speed, engine load, throttle position, air/fuel ratio etc.

The computer compares the values received from these sensors with its preset reference values, and makes corrective actions as needed so that the sensor values always match the preset reference values for the current driving condition. The computer makes adjustments by commanding other devices such as the fuel injectors, idle air control, EGR valve or Ignition Module to perform these actions.

OUTPUT DEVICES

Fuel Injectors Idle Air Control EGR Valve Ignition Module

switches, and actuators).

TYPICAL COMPUTER

CONTROL SYSTEM

On-Board Computer

INPUT DEVICES

Coolant Temperature Sensor Throttle Position Sensor Fuel Injectors

INPUT DEVICES

Oxygen Sensors

10 3040c

Onboard Diagnostics

COMPUTER ENGINE CONTROLS

Vehicle operating conditions are constantly changing. The computer continuously makes adjustments or corrections (especially to the air/fuel mixture and spark timing) to keep all the engine systems operating within the preset reference values.

On-Board Diagnostics - First Generation (OBD1)

With the exception of some 1994 and 1995 vehicles,

most vehicles from 1982 to 1995 are equipped with

some type of first generation On-Board Diagnostics.

Beginning in 1988, California’s Air Resources Board

(CARB), and later the Environmental Protection Agency (EPA)

required vehicle manufacturers to include a self-diagnostic

program in their on-board computers. The program would be capable of identifying emissions-related faults in a system. The first generation of Onboard Diagnostics came to be known as OBD1.

OBD1 is a set of self-testing and diagnostic instructions

programmed into the vehicle’s on-board computer. The programs are specifically designed to detect failures in the sensors, actuators, switches and wiring of the various vehicle emissions-related systems. If the computer detects a failure in any of these components or systems, it lights an indicator on the dashboard to alert the driver. The indicator lights only when an emissions-related problem is detected.

The computer also assigns a numeric code for each specific problem that it detects, and stores these codes in its memory for later retrieval. These codes can be retrieved from the computer’s memory with the use of a “Code Reader” or a “Scan Tool.”

On-Board Diagnostics - Second Generation (OBD2)

In addition to performing all the functions of the OBD1 System, the OBD2 System has been enhanced with new Diagnostic Programs. These programs closely monitor the functions

The OBD2 System is

an enhancement of the

OBD1 System.

of various emissions-related components and systems (as well as other systems) and make this information readily available (with the proper equipment) to the technician for evaluation.

The California Air Resources Board (CARB) conducted studies on OBD1 equipped vehicles. The information that was gathered from these studies showed the following:

 A large number of vehicles had deteriorating or degraded

emissions-related components. These components were causing an increase in emissions.

3040c 11

Onboard Diagnostics

COMPUTER ENGINE CONTROLS

 Because OBD1 systems only detect failed components, the

degraded components were not setting codes.

 Some emissions problems related to degraded components only

occur when the vehicle is being driven under a load. The emission checks being conducted at the time were not performed under simulated driving conditions. As a result, a significant number of vehicles with degraded components were passing Emissions Tests.

 Codes, code definitions, diagnostic connectors, communication

protocols and emissions terminology were different for each manufacturer. This caused confusion for the technicians working on different make and model vehicles.

To address the problems made evident by this study, CARB and the EPA passed new laws and standardization requirements. These laws required that vehicle manufacturers to equip their new vehicles with devices capable of meeting all of the new emissions standards and regulations. It was also decided that an enhanced on-board diagnostic system, capable of addressing all of these problems, was needed. This new system is known as “On-Board Diagnostics Generation Two (OBD2).” The primary objective of the OBD2 system is to comply with the latest regulations and emissions standards established by CARB and the EPA.

The Main Objectives of the OBD2 System are:

 To detect degraded and/or failed emissions-related components or

systems that could cause tailpipe emissions to exceed by 1.5 times the Federal Test Procedure (FTP) standard.

 To expand emissions-related system monitoring. This includes a set

of computer run diagnostics called Monitors. Monitors perform diagnostics and testing to verify that all emissions-related components and/or systems are operating correctly and within the manufacturer’s specifications.

 To use a standardized Diagnostic Link Connector (DLC) in all

vehicles. (Before OBD2, DLCs were of different shapes and sizes.)

 To standardize the code numbers, code definitions and language

used to describe faults. (Before OBD2, each vehicle manufacturer used their own code numbers, code definitions and language to describe the same faults.)

 To expand the operation of the Malfunction Indicator Lamp (MIL).

 To standardize communication procedures and protocols between

the diagnostic equipment (Scan Tools, Code Readers, etc.) and the vehicle’s on-board computer.

OBD2 Terminology

The following terms and their definitions are related to OBD2 systems. Read and reference this list as needed to aid in the understanding of OBD2 systems.

12 3040c

Onboard Diagnostics

COMPUTER ENGINE CONTROLS

 Powertrain Control Module (PCM) - The PCM is the OBD2

accepted term for the vehicle’s “on-board computer.” In addition to controlling the engine management and emissions systems, the PCM also participates in controlling the powertrain (transmission) operation. Most PCMs also have the ability to communicate with other computers on the vehicle (ABS, ride control, body, etc.).

 Monitor - Monitors are “diagnostic routines” programmed into the

PCM. The PCM utilizes these programs to run diagnostic tests, and to monitor operation of the vehicle’s emissions-related components or systems to ensure they are operating correctly and within the vehicle’s manufacturer specifications. Currently, up to fifteen Monitors are used in OBD2 systems. Additional Monitors will be added as the OBD2 system is further developed.

Not all vehicles support all fifteen Monitors.

 Enabling Criteria - Each Monitor is designed to test and monitor

the operation of a specific part of the vehicle’s emissions system (EGR system, oxygen sensor, catalytic converter, etc.). A specific set of “conditions” or “driving procedures” must be met before the computer can command a Monitor to run tests on its related system. These “conditions” are known as “Enabling Criteria.” The requirements and procedures vary for each Monitor. Some Monitors only require the ignition key to be turned “On” for them to run and complete their diagnostic testing. Others may require a set of complex procedures, such as, starting the vehicle when cold, bringing it to operating temperature, and driving the vehicle under specific conditions before the Monitor can run and complete its diagnostic testing.

 Monitor Has/Has Not Run - The terms “Monitor has run” or

“Monitor has not run” are used throughout this manual. “Monitor

has

run,” means the PCM has commanded a particular Monitor to

perform the required diagnostic testing on a system to ensure the system is operating correctly (within factory specifications). The term “Monitor has not particular Monitor to perform diagnostic testing on its associated part of the emissions system.

 Trip - A Trip for a particular Monitor requires that the vehicle is

being driven in such a way that all the required “Enabling Criteria” for the Monitor to run and complete its diagnostic testing are met. The “Trip Drive Cycle” for a particular Monitor begins when the ignition key is turned “On.” It is successfully completed when all the “Enabling Criteria” for the Monitor to run and complete its diagnostic testing are met by the time the ignition key is turned “Off.” Since each of the fifteen monitors is designed to run diagnostics and testing on a different part of the engine or emissions system, the “Trip Drive Cycle” needed for each individual Monitor to run and complete varies.

run” means the PCM has not yet commanded a

3040c 13

Onboard Diagnostics

DIAGNOSTIC TROUBLE CODES (DTCs)

 OBD2 Drive Cycle - An OBD2 Drive Cycle is an extended set of driving

procedures that takes into consideration the various types of driving conditions encountered in real life. These conditions may include starting the vehicle when it is cold, driving the vehicle at a steady speed (cruising), accelerating, etc. An OBD2 Drive Cycle begins when the ignition key is turned “On” (when cold) and ends when the vehicle has been driven in such a way as to have all the “Enabling Criteria” met for all its applicable Monitors. Only those trips that provide the Enabling Criteria for all Monitors applicable to the vehicle to run and complete their individual diagnostic tests qualify as an OBD2 Drive Cycle. OBD2 Drive Cycle requirements vary from one model of vehicle to another. Vehicle manufacturers set these procedures. Consult your vehicle’s service manual for OBD2 Drive Cycle procedures.

Do not confuse a “Trip” Drive Cycle with an OBD2 Drive Cycle. A “Trip” Drive Cycle provides the “Enabling Criteria” for one specific Monitor to run and complete its diagnostic testing. An OBD2 Drive Cycle must meet the “Enabling Criteria” for all Monitors on a particular vehicle to run and complete their diagnostic testing.

 Warm-up Cycle - Vehicle operation after an engine off period where

engine temperature rises at least 40°F (22°C) from its temperature before starting, and reaches at least 160°F (70°C). The PCM uses warm-up cycles as a counter to automatically erase a specific code and related data from its memory. When no faults related to the original problem are detected within a specified number of warm-up cycles, the code is erased automatically.

DIAGNOSTIC TROUBLE CODES (DTCs)

Diagnostic Trouble Codes (DTCs) are meant to guide you to the proper service procedure in the vehicle’s service manual. DO NOT replace parts based only on DTCs without first consulting the vehicle’s service manual for proper testing procedures for that particular system, circuit or component.

DTCs are alphanumeric codes that are used to identify a problem that is present in any of the systems that are monitored by the on-board computer (PCM). Each trouble code has an assigned message that identifies the circuit, component or system area where the problem was found.

OBD2 diagnostic trouble codes are made up of five characters:

 The 1st character is a letter (B, C, P or U). It identifies the “main sys-

tem” where the fault occurred (Body, Chassis, Powertrain, or Network).

 The 2nd character is a numeric digit (0 thru 3). It identifies the

“type” of code (Generic or Manufacturer-Specific).

Generic DTCs are codes that are used by all vehicle manufacturers. The standards for generic DTCs, as well as their definitions, are set by the Society of Automotive Engineers (SAE).

Diagnostic Trouble

Codes (DTCs) are

codes that identify a

specific problem area.

14 3040c

Onboard Diagnostics

DIAGNOSTIC TROUBLE CODES (DTCs)

Manufacturer-Specific DTCs are codes that are controlled by the vehicle manufacturers. The Federal Government does not require vehicle manufacturers to go beyond the standardized generic DTCs in order to comply with the new OBD2 emissions standards. However, manufacturers are free to expand beyond the standardized codes to make their systems easier to diagnose.

 The 3rd character is a letter or a numeric digit (0 thru 9, A thru F).

It identifies the specific system or sub-system where the problem is located.

 The 4th and 5th characters are letters or numeric digits (0 thru 9, A

thru F). They identify the section of the system that is malfunctioning.

P0201 - Injector Circuit Malfunction, Cylinder 1

OBD2 DTC EXAMPLE

Body

Chassis

Powertrain

Network

Generic

0 1

Manufacturer Specific

Generic ("P" Codes) and Manufacturer

Specific ("B", "C" and "U" Codes) Includes both Generic and Manufacturer

Specific Codes

Identifies the system where the problem is located. "P" Code systems are listed below. "B", "C" and "U" Code systems will vary.

Fuel and Air Metering; Auxiliary Emission Controls

1 - Fuel and Air Metering 2

Fuel and Air Metering (injector circuit malfunction only)

Ignition System or Misfire

Auxiliary Emission Control System

Vehicle Speed Control and Idle Control System

Computer Output Circuits

Transmission

8 - Transmission 9 - Transmission A - Hybrid Propulsion B - Hybrid Propulsion C

Hybrid Propulsion

P 0 2 0 1

Identifies what section of the system is malfunctioning

3040c 15

Onboard Diagnostics

DIAGNOSTIC TROUBLE CODES (DTCs)

DTCs and MIL Status

When the vehicle’s on-board computer detects a failure in an emissions-related component or system, the computer’s internal diagnostic program assigns a diagnostic trouble code (DTC) that points to the system (and subsystem) where the fault was found. The diagnostic program saves the code in the computer’s memory. It records a “Freeze Frame” of conditions present when the fault was found, and lights the Malfunction Indicator Lamp (MIL). Some faults require detection for two trips in a row before the MIL is turned on.

The “Malfunction Indicator Lamp” (MIL) is the accepted term used to describe the lamp on the dashboard that lights to warn the driver that an emissions-related fault has been found. Some manufacturers may still call this lamp a “Check Engine” or “Service Engine Soon” light.

There are two types of DTCs used for emissions-related faults: Type “A” and Type “B.” Type “A” codes are “One-Trip” codes; Type “B” DTCs are usually Two-Trip DTCs.

When a Type “A” DTC is found on the First Trip, the following events take place:

 The computer commands the MIL “On” when the failure is first found.

 If the failure causes a severe misfire that may cause damage to the

catalytic converter, the MIL “flashes” once per second. The MIL continues to flash as long as the condition exists. If the condition that caused the MIL to flash is no longer present, the MIL will light “steady” On.

 A DTC is saved in the computer’s memory for later retrieval.

 A “Freeze Frame” of the conditions present in the engine or emissions

system when the MIL was ordered “On” is saved in the computer’s memory for later retrieval. This information shows fuel system status (closed loop or open loop), engine load, coolant temperature, fuel trim value, MAP vacuum, engine RPM and DTC priority.

When a Type “B” DTC is found on the First Trip, the following events take place:

 The computer sets a Pending DTC, but the MIL is not ordered “On.”

“Freeze Frame” data may or may not be saved at this time depending on manufacturer. The Pending DTC is saved in the computer’s memory for later retrieval.

 If the failure is found on the second consecutive trip, the MIL is

ordered “On.” “Freeze Frame” data is saved in the computer’s memory.

 If the failure is not found on the second Trip, the Pending DTC is

erased from the computer’s memory.

The MIL will stay lit for both Type “A” and Type “B” codes until one of the following conditions occurs:

16 3040c

Onboard Diagnostics

OBD2 MONITORS

 If the conditions that caused the MIL to light are no longer present

for the next three trips in a row, the computer automatically turns the MIL “Off” if no other emissions-related faults are present. However, the DTCs remain in the computer’s memory as a history code for 40 warm-up cycles (80 warm-up cycles for fuel and misfire faults). The DTCs are automatically erased if the fault that caused them to be set is not detected again during that period.

 Misfire and fuel system faults require three trips with “similar

conditions” before the MIL is turned “Off.” These are trips where the engine load, RPM and temperature are similar to the conditions present when the fault was first found.

After the MIL has been turned off, DTCs and Freeze Frame data stay in the computer’s memory.

 Erasing the DTCs from the computer’s memory can also turn off the

MIL. See ERASING DIAGNOSTIC TROUBLE CODES (DTCs) on page 50, before erasing codes from the computer’s memory. If a Diagnostic Tool or Scan Tool is used to erase the codes, Freeze Frame data will also be erased.

OBD2 MONITORS

To ensure the correct operation of the various emissions-related components and systems, a diagnostic program was developed and installed in the vehicle’s on-board computer. The program has several procedures and diagnostic strategies. Each procedure or diagnostic strategy is made to monitor the operation of, and run diagnostic tests on, a specific emissions-related component or system. These tests ensure the system is running correctly and is within the manufacturer’s specifications. On OBD2 systems, these procedures and diagnostic strategies are called “Monitors.”

Currently, fifteen Monitors are supported by OBD2 systems. Additional monitors may be added as a result of Government regulations as the OBD2 system grows and matures. Not all vehicles support all fifteen Monitors. Additionally, some Monitors are supported by “spark ignition” vehicles only, while others are supported by “compression ignition” vehicles only.

Monitor operation is either “Continuous” or “Non-Continuous,” depending on the specific monitor.

Continuous Monitors

Three of these Monitors are designed to constantly monitor their associated components and/or systems for proper operation. Continuous Monitors run constantly when the engine is running. The Continuous Monitors are:

Comprehensive Component Monitor (CCM)

Misfire Monitor

Fuel System Monitor

3040c 17

Onboard Diagnostics

OBD2 MONITORS

Non-Continuous Monitors

The other twelve Monitors are “non-continuous” Monitors. “Noncontinuous” Monitors perform and complete their testing once per trip. The “non-continuous” Monitors are:

Oxygen Sensor Monitor

Oxygen Sensor Heater Monitor

Catalyst Monitor

Heated Catalyst Monitor

EGR System Monitor

EVAP System Monitor

Secondary Air System Monitor

The following Monitors will be standard beginning in 2010. The majority of vehicles produced before this time will not support these Monitors

NMHC Monitor

NOx Adsorber Monitor

Boost Pressure System Monitor

Exhaust Gas Sensor Monitor

PM Filter Monitor

The following provides a brief explanation of the function of each Monitor:

Comprehensive Component Monitor (CCM) - This Monitor

continuously checks all inputs and outputs from sensors, actuators, switches and other devices that provide a signal to the computer. The Monitor checks for shorts, opens, out of range value, functionality and “rationality.”

Rationality: Each input signal is compared against all other inputs and against information in the computer’s memory to see if it makes sense under the current operating conditions. Example: The signal from the throttle position sensor indicates the vehicle is in a wide-open throttle condition, but the vehicle is really at idle, and the idle condition is confirmed by the signals from all other sensors. Based on the input data, the computer determines that the signal from the throttle position sensor is not rational (does not make sense when compared to the other inputs). In this case, the signal would fail the rationality test.

The CCM is supported by both “spark ignition” vehicles and “compression ignition” vehicles. The CCM may be either a “One-Trip” or a “Two-Trip” Monitor, depending on the component.

18 3040c

Onboard Diagnostics

OBD2 MONITORS

Fuel System Monitor - This Monitor uses a Fuel System

Correction program, called Fuel Trim, inside the on-board computer. Fuel Trim is a set of positive and negative values that represent adding or subtracting fuel from the engine. This program is used to correct for a lean (too much air/not enough fuel) or rich (too much fuel/not enough air) air-fuel mixture. The program is designed to add or subtract fuel, as needed, up to a certain percent. If the correction needed is too large and exceeds the time and percent allowed by the program, a fault is indicated by the computer.

The Fuel System Monitor is supported by both “spark ignition” vehicles and “compression ignition” vehicles. The Fuel System Monitor may be a “One-Trip” or “Two-Trip” Monitor, depending on the severity of the problem.

Misfire Monitor - This Monitor continuously checks for engine mis-

fires. A misfire occurs when the air-fuel mixture in the cylinder does not ignite. The misfire Monitor uses changes in crankshaft speed to sense an engine misfire. When a cylinder misfires, it no longer contributes to the speed of the engine, and engine speed decreases each time the affected cylinder(s) misfire. The misfire Monitor is designed to sense engine speed fluctuations and determine from which cylinder(s) the misfire is coming, as well as how bad the misfire is. There are three types of engine misfires, Types 1, 2, and 3.

- Type 1 and Type 3 misfires are two-trip monitor faults. If a fault is sensed

on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The MIL is not commanded on at this time. If the fault is found again on the second trip, under similar conditions of engine speed, load and temperature, the computer commands the MIL “On,” and the code is saved in its long term memory.

- Type 2 misfires are the most severe type of misfire. When a Type 2

misfire is sensed on the first trip, the computer commands the MIL to light when the misfire is sensed. If the computer determines that a Type 2 misfire is severe , and may cause catalytic converter damage, it commands the MIL to “flash” once per second as soon as the misfire is sensed. When the misfire is no longer present, the MIL reverts to steady “On” condition.

The Misfire Monitor is supported by both “spark ignition” vehicles and “compression ignition” vehicles.

Catalyst Monitor - The catalytic converter is a device that is

installed downstream of the exhaust manifold. It helps to oxidize (burn) the unburned fuel (hydrocarbons) and partially burned fuel (carbon monoxide) left over from the combustion process. To accomplish this, heat and catalyst materials inside the converter react with the exhaust gases to burn the remaining fuel. Some materials inside the catalytic converter also have the ability to store oxygen, and release it as needed to oxidize hydrocarbons and carbon monoxide. In the process, it reduces vehicle emissions by converting the polluting gases into carbon dioxide and water.

The computer checks the efficiency of the catalytic converter by monitoring the oxygen sensors used by the system. One sensor is located before (upstream of) the converter; the other is located after (downstream

3040c 19

Onboard Diagnostics

OBD2 MONITORS

of) the converter. If the catalytic converter loses its ability to store oxygen, the downstream sensor signal voltage becomes almost the same as the upstream sensor signal. In this case, the monitor fails the test.

The Catalyst Monitor is supported by “spark ignition” vehicles only. The Catalyst Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On” and saves the code in its long-term memory.

Heated Catalyst Monitor - Operation of the “heated” catalytic

converter is similar to the catalytic converter. The main difference is that a heater is added to bring the catalytic converter to its operating temperature more quickly. This helps reduce emissions by reducing the converter’s down time when the engine is cold. The Heated Catalyst Monitor performs the same diagnostic tests as the catalyst Monitor, and also tests the catalytic converter’s heater for proper operation.

The Heated Catalyst Monitor is supported by “spark ignition” vehicles only. This Monitor is also a “Two-Trip” Monitor.

Exhaust Gas Recirculation (EGR) Monitor - The Exhaust Gas

Recirculation (EGR) system helps reduce the formation of Oxides of Nitrogen during combustion. Temperatures above 2500°F cause nitrogen and oxygen to combine and form Oxides of Nitrogen in the combustion chamber. To reduce the formation of Oxides of Nitrogen, combustion temperatures must be kept below 2500°F. The EGR system recirculates small amounts of exhaust gas back into the intake manifold, where it is mixed with the incoming air/fuel mixture. This reduces combustion temperatures by up to 500°F. The computer determines when, for how long, and how much exhaust gas is recirculated back to the intake manifold. The EGR Monitor performs EGR system function tests at preset times during vehicle operation.

The EGR Monitor is supported by both “spark ignition” vehicles and “compression ignition” vehicles. The EGR Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Evaporative System (EVAP) Monitor - OBD2 vehicles are

equipped with a fuel Evaporative system (EVAP) that helps prevent fuel vapors from evaporating into the air. The EVAP system carries fumes from the fuel tank to the engine where they are burned during combustion. The EVAP system may consist of a charcoal canister, fuel tank cap, purge solenoid, vent solenoid, flow monitor, leak detector and connecting tubes, lines and hoses.

Fumes are carried from the fuel tank to the charcoal canister by hoses or tubes. The fumes are stored in the charcoal canister. The computer controls the flow of fuel vapors from the charcoal canister to the engine via a purge solenoid. The computer energizes or de-energizes the purge

20 3040c

Onboard Diagnostics

OBD2 MONITORS

solenoid (depending on solenoid design). The purge solenoid opens a valve to allow engine vacuum to draw the fuel vapors from the canister into the engine where the vapors are burned. The EVAP Monitor checks for proper fuel vapor flow to the engine, and pressurizes the system to test for leaks. The computer runs this Monitor once per trip.

The EVAP Monitor is supported by “spark ignition” vehicles only. The EVAP Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the PCM commands the MIL “On,” and saves the code in its long-term memory.

Oxygen Sensor Heater Monitor - The Oxygen Sensor Heater

Monitor tests the operation of the oxygen sensor’s heater. There are two modes of operation on a computer-controlled vehicle: “openloop” and “closed-loop.” The vehicle operates in open-loop when the engine is cold, before it reaches normal operating temperature. The vehicle also goes to open-loop mode at other times, such as heavy load and full throttle conditions. When the vehicle is running in open-loop, the oxygen sensor signal is ignored by the computer for air/fuel mixture corrections. Engine efficiency during open-loop operation is very low, and results in the production of more vehicle emissions.

Closed-loop operation is the best condition for both vehicle emissions and vehicle operation. When the vehicle is operating in closed-loop, the computer uses the oxygen sensor signal for air/fuel mixture corrections.

In order for the computer to enter closed-loop operation, the oxygen sensor must reach a temperature of at least 600°F. The oxygen sensor heater helps the oxygen sensor reach and maintain its minimum operating temperature (600°F) more quickly, to bring the vehicle into closed-loop operation as soon as possible.

The Oxygen Sensor Heater Monitor is supported by “spark ignition” vehicles only. The Oxygen Sensor Heater Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Oxygen Sensor Monitor - The Oxygen Sensor monitors how

much oxygen is in the vehicle’s exhaust. It generates a varying voltage of up to one volt, based on how much oxygen is in the exhaust gas, and sends the signal to the computer. The computer uses this signal to make corrections to the air/fuel mixture. If the exhaust gas has a large amount of oxygen (a lean air/fuel mixture), the oxygen sensor generates a “low” voltage signal. If the exhaust gas has very little oxygen (a rich mixture condition), the oxygen sensor generates a “high” voltage signal. A 450mV signal indicates the most efficient, and least polluting, air/fuel ratio of 14.7 parts of air to one part of fuel.

The oxygen sensor must reach a temperature of at least 600-650°F, and the engine must reach normal operating temperature, for the computer to enter into closed-loop operation. The oxygen sensor only

3040c 21

Onboard Diagnostics

OBD2 MONITORS

functions when the computer is in closed-loop. A properly operating oxygen sensor reacts quickly to any change in oxygen content in the exhaust stream. A faulty oxygen sensor reacts slowly, or its voltage signal is weak or missing.

The Oxygen Sensor Monitor is supported by “spark ignition” vehicles only. The Oxygen Sensor Monitor is a “Two-Trip” monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Secondary Air System Monitor - When a cold engine is first

started, it runs in open-loop mode. During open-loop operation, the engine usually runs rich. A vehicle running rich wastes fuel and creates increased emissions, such as carbon monoxide and some hydrocarbons. A Secondary Air System injects air into the exhaust stream to aid catalytic converter operation:

1. It supplies the catalytic converter with the oxygen it needs to oxidize

the carbon monoxide and hydrocarbons left over from the combustion process during engine warm-up.

2. The extra oxygen injected into the exhaust stream also helps the

catalytic converter reach operating temperature more quickly during warm-up periods. The catalytic converter must heat to operating temperature to work properly.

The Secondary Air System Monitor checks for component integrity and system operation, and tests for faults in the system. The computer runs this Monitor once per trip.

The Secondary Air System Monitor is a “Two-Trip” monitor. If a fault is found on the first trip, the computer temporarily saves this fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Non-Methane Hydrocarbon Catalyst (NMHC) Monitor - The

non-methane hydrocarbon catalyst is a type of catalytic converter. It helps to remove non-methane hydrocarbons (NMH) left over from the combustion process from the exhaust stream. To accomplish this, heat and catalyst materials react with the exhaust gases to convert NMH to less harmful compounds. The computer checks the efficiency of the catalyst by monitoring the quantity of NMH in the exhaust stream. The monitor also verifies that sufficient temperature is present to aid in particulate matter (PM) filter regeneration.

The NMHC Monitor is supported by “compression ignition” vehicles only. The NMHC Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

22 3040c

Onboard Diagnostics

OBD2 MONITORS

NOx Aftertreatment Monitor - NOx aftertreatment is based on

a catalytic converter support that has been coated with a special washcoat containing zeolites. NOx Aftertreatment is designed to reduce oxides of nitrogen emitted in the exhaust stream. The zeolite acts as a molecular "sponge" to trap the NO and NO2 molecules in the exhaust stream. In some implementations, injection of a reactant before the aftertreatment purges it. NO2 in particular is unstable, and will join with hydrocarbons to produce H2O and N2. The NOx Aftertreatment Monitor monitors the function of the NOx aftertreatment to ensure that tailpipe emissions remain within acceptable limits.

The NOx Aftertreatment Monitor is supported by “compression ignition” vehicles only. The NOx Aftertreatment Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Boost Pressure System Monitor - The boost pressure system

serves to increase the pressure produced inside the intake manifold to a level greater than atmospheric pressure. This increase in pressure helps to ensure compete combustion of the air-fuel mixture. The Boost Pressure System Monitor checks for component integrity and system operation, and tests for faults in the system. The computer runs this Monitor once per trip.

The Boost Pressure System Monitor is supported by “compression ignition” vehicles only. The Boost Pressure System Monitor is a “TwoTrip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

Exhaust Gas Sensor Monitor - The exhaust gas sensor is

used by a number of systems/monitors to determine the content of the exhaust stream. The computer checks for component integrity, system operation, and tests for faults in the system, as well as feedback faults that may affect other emission control systems.

The Exhaust Gas Sensor Monitor is supported by “compression ignition” vehicles only. The Exhaust Gas Sensor Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

3040c 23

Onboard Diagnostics

OBD2 MONITORS

PM Filter Monitor - The particulate matter (PM) filter removes

particulate matter from the exhaust stream by filtration. The filter has a honeycomb structure similar to a catalyst substrate, but with the channels blocked at alternate ends. This forces the exhaust gas to flow through the walls between the channels, filtering the particulate matter out. The filters are self-cleaning by periodic modification of the exhaust gas concentration in order to burn off the trapped particles (oxidizing the particles to form CO2 and water). The computer monitors the efficiency of the filter in trapping particulate matter, as well as the ability of the filter to regenerate (self-clean).

The PM Filter Monitor is supported by “compression ignition” vehicles only. The PM Filter Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer temporarily saves the fault in its memory as a Pending Code. The computer does not command the MIL on at this time. If the fault is sensed again on the second trip, the computer commands the MIL “On,” and saves the code in its long-term memory.

OBD2 Reference Table

The table below lists current OBD2 Monitors, and indicates the following for each Monitor:

A. Monitor Type (how often does the Monitor run; Continuous or

Once per trip)

B. Number of trips needed, with a fault present, to set a pending DTC

C. Number of consecutive trips needed, with a fault present, to

command the MIL “On” and store a DTC

D. Number of trips needed, with no faults present, to erase a Pending

DTC

E. Number and type of trips or drive cycles needed, with no faults

present, to turn off the MIL

F. Number of warm-up periods needed to erase the DTC from the

computer’s memory after the MIL is turned off

24 3040c

Onboard Diagnostics

OBD2 MONITORS

Name of

Monitor

Comprehensive Component Monitor

Misfire Monitor (Type 1 and 3)

Misfire Monitor (Type 2)

Fuel System Monitor

Catalytic Converter Monitor

Oxygen Sensor Monitor

Oxygen Sensor Heater Monitor

Exhaust Gas Recirculation (EGR) Monitor

Evaporative Emissions Controls Monitor

Secondary Air System (AIR) Monitor

NMHC Monitor Once per

NOx Adsorber Monitor

Boost Pressure System Monitor

Exhaust Gas Sensor Monitor

PM Filter Monitor Once per

Continuous 1 2 1 3 40

Continuous 1 2 1

Continuous 1

Continuous 1 1 or 2 1

Once per

trip

1 2 1 3 trips 40

3 - similar

conditions

3 - similar

conditions

3 - similar

conditions

3040c 25

+ 61 hidden pages