engine coolant ASTON MARTIN V8 VANTAGE 2010 Repair Manual
[x] Cancel search | Manufacturer: ASTON MARTIN, Model Year: 2010, Model line: V8 VANTAGE, Model: ASTON MARTIN V8 VANTAGE 2010Pages: 947, PDF Size: 43.21 MB
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AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 5 of 43
Catalyst Monitor Operation:
DTCs P0420 Bank 1, P0430 Bank 2 for Series System ( and P0420 Complete
System for 'Y pipe' configuration ).
Monitor execution once per driving cycle
Monitor Sequence HO2S monitor complete and OK
Sensors OK ECT, IAT, TP, VSS, CPS
Monitoring Duration Approximately 900 seconds dur ing appropriate conditions (approximately
200 to 600 oxygen sensor switches are collected).
Typical catalyst monitor entry conditions: Minimum Maximum
Time since engine start-up (70 oF start) 240 seconds
Engine Coolant Temp 160 oF 230 oF
Intake Air Temp 20 oF 180 oF
Engine Load 10%
Throttle Position Part Throttle Part Throttle
Time since entering closed loop fuel 30 sec
Vehicle Speed 5 mph 70 mph
Steady Air Mass Flow 1.0 lb/min 5.0 lb/min
( Note: 25 - 35 mph steady state driving must be performed to complete the monitor )
Typical malfunction thresholds:
Rear-to-front O2 sensor switch-ratio/ Index Ratio > 0.75
Catalyst Monitor temporary disablement conditions (other than entry requirements) :
EGR, Secondary air, Front and Rear O2 sensor, Engine Coolant Temperature, Mass Air Flow sensor, Air
Charge Temperature sensor, Profile Ignition Pickup & Throttle Position monitor failure.
Page 854 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 8 of 43
deviant accelerations of this type are considered noise. Noise-free deviant acceleration exceeding a given
threshold is labeled a misfire.
The number of misfires are counted over a continuous 200 revolution and 1000 (or 4000)
revolution period. (The revolution counters are not reset if the misfire monitor is temporarily disabled such
as for negative torque mode, etc.) At the end of the evaluation period, the total misfire rate and the misfire
rate for each individual cylinder is computed. The misfire rate evaluated every 200 revolution period
(Type A) and compared to a threshold value obtaine d from an engine speed/load table. This misfire
threshold is designed to prevent damage to the cat alyst due to sustained excessive temperature. If the
misfire threshold is exceeded and the catalyst temperature model calculates a catalyst mid-bed temperature
that exceeds the catalyst damage threshold, the MIL blinks at a 1 Hz rate while the misfire is present. If the
threshold is again exceeded on a subsequent driving cy cle, the MIL is illuminated. If a single cylinder is
indicated to be consistently misfiring in excess of the catalyst damage criteria, the fuel injector to that
cylinder may be shut off for a period of time to pr event catalyst damage. Up to two cylinders may be
disabled at the same time. This fuel shut-off feature is used on many 8-cylinder engines. It is never used
on a 4-cylinder or 6-cylinder engine. Next, the misf ire rate is evaluated every 1000 (or 4000) rev period
and compared to a single ( Type B ) threshold value to indicate an emission-threshold malfunction. If a
1000 rev period is calibrated, a single 1000 rev exceedence from startup or four subsequent 1000 rev
exceedences on a drive cycle after start-up is used as the malfunction criteria. If a 4000 rev period is
calibrated, a single 4000 rev exceedence is used to indicate an emission-threshold malfunction.
Misfire Monitor Operation :
DTCs P0300 to P0312, P316 ,P1309, P1310, P1311
Monitor execution Continuous, misfire rate calculated every 200 and 1000 or 4000 revs
Monitor Sequence none
Sensors OK CKP, CMP, ECT
Monitoring Duration Entire driving cycle ( see disablement conditions below )
Typical misfire monitor entry conditions Minimum Maximum
Time since engine start-up 5 seconds
Engine Coolant Temp 20 oF 250 oF
RPM Range idle as per Directive
Profile correction factors learned in KAM Yes
Misfire Monitor temporary disablement conditions ( other than entry requirements )
Closed throttle decels (negative torque, engine being driven)
Engine Torque Reduction Modes
Accessory load-state change (A/C, power steering)
EGR Monitor Flow Test
Typical misfire monitor malfunction thresholds :
Type A (catalyst damaging misfire rate) misfire rate is an rpm/load table ranging from 40% at idle to
4% at high rpm and loads.
Type B (emission threshold rate) 1% to 5%
Page 857 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 11 of 43
Typical HO2S response rate entry conditions : Minimum Maximum
Short Term Fuel Trim Range 90% 110%
Engine Coolant Temp 150 oF 240 oF
Intake Air Temp 140 oF
Engine Load 20% 50%
Vehicle Speed 37 mph 55 mph
Engine RPM 1500 rpm 3000 rpm
Time since entering closed loop fuel 10 seconds
Typical HO2S response rate malfunction thresholds:
Voltage amplitude: < 0.4 volts
HO2S response rate temporary disablement conditions ( other than entry requirements ) :
Disabled if a lack of switching fault is present, also sensors noted in “Sensors OK” section.
Rear HO2S Signal.
A functional test of the rear HO2S sensors is done dur ing normal vehicle operation. The peak rich and lean
voltages are continuously monitored. Voltages that exceed the calibratable rich and lean thresholds
indicate a functional sensor. If the voltages have not ex ceeded the thresholds after a long period of vehicle
operation, the air/fuel ratio may be forced rich or lean in an attempt to get the rear sensor to switch. This
situation normally occurs only with a green catalyst (< 500 miles). If the sensor does not exceed the rich
and lean peak thresholds, a malfunction is indicated.
Rear HO2S Check Operation:
DTCs Bank 1 - P0136, Bank 2 - P0156
Monitor execution once per driving cycle
Monitor Sequence after 'Upstream Response' test
Monitoring Duration 20sec for excursion
Typical Rear HO2S check entry conditions : Minimum Maximum
Inferred exhaust temperature range 400 oF 1600 oF
Rear HO2S heater-on time 120 seconds
Throttle position part throttle
Engine RPM (forced excursion only) 1000 rpm none
Typical Rear HO2S check malfunction thresholds:
Does not exceed rich and lean threshold envelope: Rich < 0.25 volts
Lean > 0.65 volts
Rear HO2S temporary disablement conditions (other than entry requirements) :
None.
Page 870 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 24 of 43
SAIR Diagnostic High Level Flow
AIR Monitor Flow Check Operation: onitor Flow Check Operation:
DTCs P0491 Pump Low Flow Bank1
P0492 Pump Low Flow Bank2
P0410 Pump Inlet Hose Off
P2448 Pump Outlet Hose Off Bank1
P2449 Pump Outlet Hose Off Bank2
P0412 primary side circuit check
P2257, P2258 secondary side circuit checks
Monitor execution Flow check - once per driving cycle, circuit checks – continuous
Monitor Sequence Runs approx. 5 seconds after start during normal SAIR operation
Sensors OK ECT, IAT, MAF, TP, ETC, and HO2S
Monitoring Duration From 5 to 70 seconds
Typical AIR flow check entry conditions: (The monitor will run when the air pump
runs, the entry conditions below are secondary air system entry conditions.) re secondary air
system entry conditions.)
Entry condition Minimum Maximum
Time since engine start-up 5 seconds 70 seconds
Engine Coolant Temperature -7oC (20oF) 35oC (90oF)
Predicted Pump Flow 18.5kg/h (0.68lb/min)
Manifold Vacuum 13.2kPa (3.9”Hg)
Catalyst Temperature 847oC (1558oF)
Inlet Air Temperature -12oC (10oF)
Battery Voltage 11 volts 18 volts
Note: There is a Throttle position stability ch eck that can delay the calculation of the flow ratio. If the throttle is continuously moving, it is
possible, to delay calculation of the flow ratio.
Typical AIR functional check malfunction thresholds:heck malfunction thresholds:
On Flow ratio < 0.75 (P0491, P0492 - Low Flow or, P0410 - Inlet Hose Off)
Off Flow ratio < 0.75 (P0491, P0492 - Lo w Flow or, P0410 - Inlet Hose Off)
Fuel Shift >0.3/Long term fuel shift bank1/bank2 (Clears possible outlet blocked P0491/92, but leaves valid P0410)
Bank1 – Bank2 lambda correcti on error >0.5 (P0491, P0492)
Closed Loop Fuel Control Active >10 seconds (P0491, P0492 – Low Flow)
On Flow ratio > 1.58 (P2448, P2449 – Outlet Hose Off)
Page 873 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 27 of 43
Comprehensive Component Monitor - Engine
General Inputs
Analog inputs such as Ambient Air Temperature (P0072, P0073), Intake Air Temperature (P0112, P0113),
Engine Coolant Temperature (P0117, P0118), Cylinder Head Temperature (P1289, P1290), Mass Air Flow
(P0102, P0103) and Manifold Absolute Pressure (P0107, P0108) are checked for opens, shorts, or out-of-
range values by monitoring the analog -to-digital (A/D) input voltage.
Analog Sensor Check Operation:
DTCs P0072, P0073, P0112, P0113, P0117, P0118, P0102, P0103, P0107, P0108,
P1289, P1290
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 5 seconds to register a malfunction
Typical analog sensor check malfunction thresholds:
Voltage < 0.20 volts or voltage > 4.80 volts
On Vehicles fitted with Cylinder Head Temperature (CHT ) Sensors, 'Fail Safe Cooling' can be applied if
the cylinder head temperature is too high. The P1299 DTC will be set under these conditions.
Loss of Keep Alive Memory (KAM) power (a separate wire feeding the PCM) results in a P1633 DTC and
immediate MIL illumination.
Loss or corruption of the Vehicle Identification (VID) Block in the PCM results in a P1639 DTC and
immediate MIL illumination.
Ignition
Electronic Ignition systems (Electronic Distributorless Ignition System - EDIS or Coil on Plug - COP)
systems are used on all applications.
The EDIS system, located in the PCM, processes the 36 (or 40) tooth crankshaft position signal to
generate a low data rate PIP signal to control a 4 or 6 terminal 'double-ended' coil pack. The 'double ended'
coils fire a pair of spark plugs simultaneously - one is on its compression stroke, the other on its exhaust
stroke. The COP system also uses the EDIS system in the same way as described above, however each
sparkplug has it’s own coil which is fired only once on the compression stroke.
The ignition system is checked by monitoring three ignition signals during normal vehicle operation:
Profile Ignition Pickup (CKP, commonly known as PIP), the timing reference signal derived from the crankshaft 36-tooth wheel and processed by the EDIS system. PIP is a 50% duty cycle, square
wave signal that has a rising edge at 10 ° BTDC.
Camshaft IDentification (CMP, commonly known at CID), a signal derived from the camshaft to identify the #1 cylinder
Page 882 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 36 of 43
Serial Data Link MIL Illumination
The instrument cluster on some vehicles use the J1850 serial data link or CAN data link to receive and
display various types of information from the PCM. For example, the engine coolant temperature
information displayed on the instrument cluster com es from the same ECT sensor used by the PCM for all
its internal calculations.
These same vehicles use the J1850 serial data link or CAN data link to illuminate the MIL rather than a
circuit, hard-wired to the PCM. The PCM periodically sends the instrument cluster a message that tells it
to turn on the MIL, turn off the MIL or blink the MI L. If the instrument cluster fails to receive a message
within a 5-second timeout period, the instrument cluster itself illuminates the MIL. If communication is
restored, the instrument cluster turns off the MI L after 5 seconds. Due to its limited capabilities, the
instrument cluster does not generate or store Diagnostic Trouble Codes.
Page 883 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 37 of 43
Glossary of Terms
A/D Analogue to Digital
ASM Auto Shift Manul
BTDC Before Top Dead Centre
CALID CALibration IDentification
CD4E Automatic Transmission for Intermediate size Family saloon.
CID Camshaft Identification.
CKP Crankshaft Position
CMP Camshaft Position
COP Coil on Plug
CPC Camshaft Position Control
CVN Calibration Verification Number
DPFE Delta Pressure Feedback
DTC Diagnostic Trouble Code
ECT Engine Coolant Temperature
EDIS Electronic Distributorless Ignition System
EGR Exhaust Gas Re-circulation.
EOBD European On Bard Diagnostics
EPC Electronic Pressure Control
ETC Electronic Throttle Control
ETM Electronic Throttle Monitor
EVR Electronic Vacuum Regulator
EWMA Exponentially Weighted Moving Average
FMEM Failure Mode and Effects Management
FN Automatic Transmission for Medium size Family Saloon
FWD Front Wheel Drive
HDR High Data Rate
HO2S Heated Oxygen Sensor.
IAC Idle Air Control
IDM Ignition Diagnostic Monitor
IMRC Inlet Manifold Runner Control
IPC Independent Plausibility Checker
KAM Keep Alive Memory
LDR Low Data Rate
LTFT Long Term Fuel Trim
MAF Mass Air Flow
MAP Manifold Absolute Pressure
MIL Malfunction Indicator Lamp
OSS Output Shaft Speed
PCM Powertrain Control Module
PIP Profile Ignition Pickup
RWD Rear Wheel Drive
SAE Society of Automotive Engineers
SAIR Secondary AIR
SCV Swirl Control Valve
STFT Short Term Fuel Trim
TCC Torque Converter Clutch
TCIL Transmission Control Indicator Lamp
TP Throttle Position
TPPC Throttle Plate Position Controller
TRS Transmission Range Sensor
TSS Turbine Shaft Speed
VID Vehicle IDentification
VIN Vehicle Identification No.
VQZ VQuizzer
VMV Vapour Management Valve
Page 884 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 39 of 43
MIL Code List
MIL Code Description
X P0070 Ambient Air Temperature (AAT) Sensor out of range
X P0106 Manifold Absolute Pressure (MAP) / Barometric Sensor Range/Performance Fault
X P0107 Manifold Absolute Pressure (MAP) / Barometric Sensor Circuit Low Input
X P0108 Manifold Absolute Pressure (MAP) / Barometric Sensor Circuit High Input
P0109 Manifold Absolute Pressure (MAP) / Barometric Sensor Intermittent
X P0112 Intake Air Temperature (IAT) Circuit Low Input
X P0113 Intake Air Temperature (IAT) Circuit High Input
X P0116 Engine Coolant Temperature (ECT) Circuit Range/Performance Fault
X P0117 Engine Coolant Temperature (ECT) Circuit Low Input
X P0118 Engine Coolant Temperature (ECT) Circuit High Input
P0121 Throttle position sensor A circuit Range/Performance
P0122 Throttle position sensor A circuit Low Input
P0123 Throttle position sensor A circuit High Input
P0124 Throttle position sensor A circuit Intermittent
P0125 Insufficient coolant temperature for closed loop fuel control
X P0131 Heated Oxygen Sensor (Bank 1, Sensor 1) Low Voltage
X P0132 Heated Oxygen Sensor (Bank 1, Sensor 1) High Voltage
X P0133 Heated Oxygen Sensor (Ba nk 1, Sensor 1) Slow Response
X P0135 Heated Oxygen Sensor (Bank 1, Sensor 1) Heater Circuit Malfunction
X P0136 Heated Oxygen Sensor (Bank 1, Sensor 2) Lack Of Switching
X P0138 Heated Oxygen Sensor (Bank 1, Sensor 2) High Voltage
X P0141 Heated Oxygen Sensor (Bank 1, Sensor 2) Heater Circuit Malfunction
X P0171 System Too Lean [Bank 1]
X P0172 System Too Rich [Bank 1]
X P0201 Cylinder #1 Injector Circuit Malfunction
X P0202 Cylinder #2 Injector Circuit Malfunction
X P0203 Cylinder #3 Injector Circuit Malfunction
X P0204 Cylinder #4 Injector Circuit Malfunction
P0221 Throttle position sensor B circuit range/performance
P0222 Throttle position sensor B circuit low input
P0223 Throttle position sensor B circuit high input
P0224 Throttle position sensor B circuit intermittent
P0230 Fuel Pump Primary Circuit Fault
P0231 Fuel Pump Secondary Circuit Low Fault
P0232 Fuel Pump Secondary Circuit High Fault
P0298 Engine Oil Over-temperature Condition
X P0300 Random Cylinder Misfire Detected
X P0301 Cylinder #1 Misfire Detected
X P0302 Cylinder #2 Misfire Detected
X P0303 Cylinder #3 Misfire Detected
X P0304 Cylinder #4 Misfire Detected
X P0305 Cylinder #5 Misfire Detected
X P0306 Cylinder #6 Misfire Detected
X P0307 Cylinder #7 Misfire Detected
X P0308 Cylinder #8 Misfire Detected
X P0309 Cylinder #9 Misfire Detected
Page 885 of 947
AML EOBD System Operation Summary
Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 40 of 43
X P0310 Cylinder #10 Misfire Detected
X P0311 Cylinder #11 Misfire Detected
X P0312 Cylinder #12 Misfire Detected
X P0316 Misfire Monitor Disabled; unable to Learn Trigger Wheel Profile
X P0320 Ignition/Distributor Engine Speed Input Circuit
P0325 Knock Sensor 1 Circuit
X P0340 Camshaft Position Sens or (CMP) Circuit Malfunction
X P0351 Ignition Coil A Primary/Secondary Circuit Malfunction
X P0352 Ignition Coil B Primary/Secondary Circuit Malfunction
X P0353 Ignition Coil C Primary/Secondary Circuit Malfunction
X P0354 Ignition Coil D Primary/Secondary Circuit Malfunction
X P0400 Exhaust Gas Recirculation Flow
X P0403 Exhaust Gas Recirculation (EGR) Control Circuit
X P0420 Catalyst System Efficiency Below Threshold (Bank 1)
X P0430 Catalyst System Efficiency Below Threshold (Bank 2)
X P0443 Evaporative Emission Control System (EVAP) Purge Control Valve Circuit Malfunction
** P0460 Fuel Level (FLI) Sensor Circuit
P0480 Fan 1 Control Circuit Malfunction
P0504 Brake switch A/B correlation (BPS on when BLS is off)
P0505 Idle Air Control System
P0506 Idle Air Control System – RPM Lower Than Expected
P0507 Idle Air Control System – RPM Higher Than Expected
P0571 Brake switch A circuit (BPS failed)
P0602 Powertrain Control Module Programming Error
P0603 Powertrain Control Module Keep Alive Memory (KAM) Error
P0605 Powertrain Control Module Read Only Memory (ROM) Error
X P0607 Powertrain Control Module Performance
P0610 Powertrain Control Module Vehicle Options Error
P0703 Brake switch B circuit (BLS failed)
X P0720 Output Shaft Speed Sensor (OSS) Circuit Malfunction
P0721 Output Shaft Speed Sensor (OSS) Circuit Range/Performance
P0722 Output Shaft Speed Sensor (OSS) Circuit No Signal
P1000 EOBD System Readiness Test Not Complete
P1001 KOER Test Not Able To Complete, KOER Aborted
P1100 Mass Air Flow Sensor Circuit Intermittent
P1112 Intake Air Temperature (IAT) Circuit Intermittent
P1116 Engine Coolant Temperature Sensor Out of Self Test Range
P1117 Engine Coolant Temperature Sensor Circuit Intermittent
P1125 Throttle Position Sensor A Circuit Intermittent
P1127 Exhaust Temperature Out of Range – O2 sensor tests not completed
P1128 Upstream HO2S Sensors Swapped
P1129 Downstream HO2S Sensors Swapped
X P1130 Lack of Heated Oxygen Sensor (Bank 1, Sensor 1) Switches, Adaptive Fuel at Limit
X P1131 Lack of Heated Oxygen Sensor (Bank 1, Sensor 1) Switches, Sensor Indicates Lean
X P1132 Lack of Heated Oxygen Sensor (Bank 1, Sensor 1) Switches, Sensor Indicates Rich
P1246 Alternator Load Input
P1260 Theft Detected, Vehicle Immobilised
P1270 Engine RPM or Vehicle Speed Limiter Reached
X P1285 Cylinder Head OverTemperature Condition
X P1299 Cylinder Head over Temperature Protection Active
P1408 Exhaust Gas Recirculation Flow Out of Self Test Range
Page 889 of 947
Aston Martin V8 Vantage 2009 MY EOBD DocumentationAston Martin/Ford Confidential
Component/ System Fault Code Monitor Strategy
Description Malfunction Criteria Threshold Parameter Secondary Parameters Entry Parameters Time Required DTC
StorageMIL Illumin-
ation
Catalyst System
Efficiency Below
Threshold
(Index Monitor) P0420
(Bank 1)
HC efficiency inferred from
oxygen storage capacity Rear/Front HO2S switch
ratio> 0.396 (Unitless) Engine coolant temp and
ECT sensor OK
(P0117/0118) -7C < Engine coolant <
110C (20 - 230F)
Once per driving
cycle
P0430
(Bank 2) >0.396 (Unitless) Intake air temp and IAT
sensor OK (P0112/0113) -7C < Inlet Air Tmp < 82C
(20-180F) Approximately 600
sec during
appropriate FTP74
conditions
Minimum time since start
to run Catalyst Monitor 60 sec
Air mass range cell 1 HO2S11 switches : 1023 HO2S21 switches: 1023 3.76 - 18.8 g/s
(0.5-2.49 lb/min)
Air mass range cell 2 HO2S11 switches : 1023 HO2S21 switches: 1023 18.9 - 27.8 g/sec
(2.5-3.69 lb/min)
Air mass range cell 3 HO2S11 switches : 1023 HO2S21 switches: 1023 27.9 - 36.3 g/s
(3.7-4.8 lb/min)
Maximum number of
HO2S11 (Bank 1 front)
switches to allow monitor
completion 250
Maximum number of
HO2S21 (Bank 2 front)
switches to allow monitor
completion 250
Load range for air
mass cell 1 HO2S11 switches : 1023
HO2S21 switches: 1023 0.1 * 100 % - 1.99 * 100
%
Load range for air
mass cell 2 HO2S11 switches : 1023
HO2S21 switches: 1023 0.1 * 100 % - 1.99 * 100
%
Load range for air
mass cell 3 HO2S11 switches : 1023
HO2S21 switches: 1023 0.1 * 100 % - 1.99 * 100
%
Rpm range for air
mass cell 1 HO2S11 switches : 1023
HO2S21 switches: 1023 1000 - 4000 rpm
Rpm range for air
mass cell 2 HO2S11 switches : 1023
HO2S21 switches: 1023 1000 - 4000 rpm
Rpm range for air
mass cell 3 HO2S11 switches : 1023
HO2S21 switches: 1023 1000 - 4000 rpm
Inferred midbed catalyst
temp for air mass cell 1
(Bank1/Bank2) 400 - 1000 deg C
(752-1832 deg F)
Inferred midbed catalyst
temp for air mass cell 2
(Bank1/Bank2) 400 - 1000 deg C
(752-1832 deg F)
Inferred midbed catalyst
temp for air mass cell 3
(Bank1/Bank2) 400 - 1000 deg C
(752-1832 deg F)
Time constant to
determine throttle position
rate 1.0 (Unitless)
Maximum throttle position
rate of change < 30 * 5/ 1024 volts per
sec
Minimum inferred rear
HO2S12/HO2S22 temp to
enter test 400 deg C
(752 deg F)
Time since part-throttle
decel > 1.0 sec
Vehicle speed 8 - 76 mph
Crankshaft position circuit
(PIP) OK (P0320)
HO2S Monitor
COMPLETE with no DTCs
prior to final switch ratio
computation
Evap system OK, no Evap
System DTCs
EWMA "fast" filter constant
for first 2 driving cycles
after KAM cleared 0.99 (Unitless)
EWMA "normal" filter
constant after first 2 driving
cycles 0.99 (Unitless)
Fuel level > 0.15 * 100 % Footnote a)
Footnote c)
Catalyst Efficiency Monitor
1