engine DODGE TOWN AND COUNTRY 2001 Service Manual

A failed or malfunctioning EGR system can cause
engine spark knock, sags or hesitation, rough idle,
engine stalling and increased emissions.
REMOVAL - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.
(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
REMOVAL - 3.3/3.8L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 2).
(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.
(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
INSTALLATION - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Assemble EGR valve with new gasket onto the
cylinder head adaptor.
(2) Loose assemble the bolts from EGR valve to
EGR tube.
(3) Loose assemble the bolts from EGR valve to
cylinder head.
(4) Tighten bolts from EGR valve to cylinder head
to 22.8 N´m (200625 in. lbs.) torque.
(5) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105620 in. lbs.) torque.
(6) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
INSTALLATION - 3.3/3.8L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 2).
(1) Loose assemble the bolts from EGR valve to
EGR tube.
(2) Loose assemble the bolts from EGR valve to
cylinder head adaptor.
(3) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105620 in. lbs.) torque.
(4) Tighten bolts from EGR valve to cylinder head
to 22.9 N´m (200625 in. lbs.) torque.
(5) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
Fig. 3 EGR Valve and Transducer - Typical
1 - DIAPHRAGM
2 - PISTON
3 - SPRING
4 - EGR VALVE ASSEMBLY
5 - VACUUM MOTOR
6 - VACUUM MOTOR FITTING
7 - VACUUM OUTLET FITTING TO EGR VALVE
8 - EGR VALVE CONTROL ASSEMBLY
9 - ELECTRIC SOLENOID PORTION OF VALVE CONTROL
10 - VACUUM INLET FITTING FROM ENGINE
11 - BACK-PRESSURE HOSE
12 - TRANSDUCER PORTION OF VALVE CONTROL
13 - ELECTRICAL CONNECTION POINT
14 - EGR VALVE BACK-PRESSURE FITTING
15 - EXHAUST GAS INLET
16 - STEM PROTECTOR AND BUSHING
17 - BASE
18 - MOVEMENT INDICATOR
19 - POPPET VALVE
20 - SEAT
21 - EXHAUST GAS OUTLET
25 - 22 EXHAUST GAS RECIRCULATIONRS
VALVE (Continued)
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The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the third key cycle) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MILL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
²Priority 0 ÐNon-emissions related trouble codes
²Priority 1 Ð One trip failure of a two trip fault
for non-fuel system and non-misfire.
²Priority 2 Ð One trip failure of a two trip fault
for fuel system (rich/lean) or misfire.
²Priority3ÐTwotrip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault.
²Priority4ÐTwotrip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within6375RPM and load is within610% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRBIIIt.
Erasing the DTC with the DRBIIIterases all OBD II
information. The DRBIIItautomatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
TheTripis essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
²Global Good Trip
²Fuel System Good Trip
²Misfire Good Trip
²Alternate Good Trip (appears as a Global Good
Trip on DRBIIIt)
²Comprehensive Components
²Major Monitor
²Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sen-
sor and Catalyst efficiency monitors must have run
and passed.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
²Engine in closed loop
²Operating in Similar Conditions Window
²Short Term multiplied by Long Term less than
threshold
²Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
²Operating in Similar Condition Window
²1000 engine revolutions with no misfire
Alternate Good Trip
Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
25 - 24 ON-BOARD DIAGNOSTICSRS
TASK MANAGER (Continued)
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Major Monitors. If the Task Manager cannot run a
Global Good Trip because a component fault is stop-
ping the monitor from running, it will attempt to
count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip
for Comprehensive components when the following
conditions are met:
²Two minutes of engine run time
²No other faults occur
The Task Manager counts an Alternate Good Trip
for a Major Monitor when the monitor runs and
passes. Only the Major Monitor that failed needs to
pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRBIIIt. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRBIIIT;or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM
²Fuel System Similar Conditions WindowÐ
An indicator that 'Absolute MAP When Fuel Sys Fail'
and 'RPM When Fuel Sys Failed' are all in the samerange when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Fuel Sys FailÐ The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Fuel Sys FailÐ The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
²Upstream O2S VoltsÐ A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
²SCW Time in Window (Similar Conditions
Window Time in Window)Ð A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
²Fuel System Good Trip CounterÐATrip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
²Test Done This TripÐ Indicates that the
monitor has already been run and completed during
the current trip.
MISFIRE
²Same Misfire Warm-Up StateÐ Indicates if
the misfire occurred when the engine was warmed up
(above 160É F).
²In Similar Misfire WindowÐ An indicator
that 'Absolute MAP When Misfire Occurred' and
'RPM When Misfire Occurred' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Misfire OccurredÐ
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
RSON-BOARD DIAGNOSTICS25-25
TASK MANAGER (Continued)
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²RPM When Misfire OccurredÐ The stored
RPM reading at the time of failure. Informs the user
at what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.²200 Rev CounterÐ Counts 0±100 720 degree
cycles.
²SCW Cat 200 Rev CounterÐ Counts when in
similar conditions.
²SCW FTP 1000 Rev CounterÐ Counts 0±4
when in similar conditions.
²Misfire Good Trip CounterÐ Counts up to
three to turn OFF the MIL.
25 - 26 ON-BOARD DIAGNOSTICSRS
TASK MANAGER (Continued)
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EMISSIONS CONTROL 2.5L TURBO DIESEL
TABLE OF CONTENTS
page page
EMISSIONS CONTROL 2.5L TURBO DIESEL
DESCRIPTION............................1
SPECIFICATIONS.........................2EXHAUST GAS RECIRCULATION.............3
ON-BOARD DIAGNOSTICS..................6
EMISSIONS CONTROL 2.5L
TURBO DIESEL
DESCRIPTION
The 2.5L diesel Engine Control Module (ECM) con-
trols many different circuits in the fuel injection
pump and engine systems. If the ECM senses a prob-
lem with a monitored circuit that indicates an actual
problem, a Diagnostic Trouble Code (DTC) will be
stored in the ECM's memory, and eventually may
illuminate the MIL (Malfunction Indicator Lamp)
constantly while the key is on. If the problem is
repaired, or is intermittent, the ECM will erase the
DTC after 40 warm-up cycles without the the fault
detected. A warm-up cycle consists of starting the
vehicle when the engine is cold, then the engine is
warmed up to a certain temperature, and finally, the
engine temperature falls to a normal operating tem-
perature, then the key is turned off.
Certain criteria must be met for a DTC to be
entered into ECM memory. The criteria may be a
specific range of engine rpm, engine or fuel tempera-
ture and/or input voltage to the ECM. A DTC indi-
cates that the ECM has identified an abnormal
signal in a circuit or the system.
There are several operating conditions that the
ECM does not monitor and set a DTC for. Refer to
the following Monitored Circuits and Non±Monitored
Circuits in this section.
ECM MONITORED SYSTEMS
The ECM can detect certain problems in the elec-
trical system.
Open or Shorted Circuit± The ECM will not
distinguish between an open or a short to ground,
however the ECM can determine if there is excessive
current on a circuit, such as a short to voltage or a
decrease in component resistance.
Output Device Current Flow± The ECM senses
whether the output devices are electrically connected.
If there is a problem with the circuit, the ECM
senses whether the circuit is open, shorted to ground
(±), or shorted to (+) voltage.Fuel Pressure:Fuel pressure is controlled by the
fuel injection pump and fuel pressure solenoid. The
ECM uses a fuel pressure sensor to determine if a
fuel pressure problem exists.
Fuel Injector Malfunctions:The ECM can deter-
mine if a fuel injector has an electrical problem. The
fuel injectors on the diesel engine arecontrolledby
the ECM.
ECM NON±MONITORED SYSTEMS
The ECM does not monitor the following circuits,
systems or conditions that could have malfunctions
that result in driveability problems. A DTC will not
be displayed for these conditions.
Cylinder Compression:The ECM cannot detect
uneven, low, or high engine cylinder compression.
Exhaust System:The ECM cannot detect a
plugged, restricted or leaking exhaust system.
Vacuum Assist:Leaks or restrictions in the vac-
uum circuits of the Exhaust Gas Recirculation Sys-
tem (EGR) are not monitored by the ECM.
ECM System Ground:The ECM cannot deter-
mine a poor system ground. However, a DTC may be
generated as a result of this condition.
ECM/PCM Connector Engagement:The ECM
cannot determine spread or damaged connector pins.
However, a DTC may be generated as a result of this
condition.
HIGH AND LOW LIMITS
The ECM compares input signals from each input
device. It has high and low limits that are pro-
grammed into it for that device. If the inputs are not
within specifications and other DTC criteria are met,
a DTC will be stored in memory. Other DTC criteria
might include engine rpm limits or input voltages
from other sensors or switches. The other inputs
might have to be sensed by the ECM when it senses
a high or low input voltage from the control system
device in question.
RGEMISSIONS CONTROL 2.5L TURBO DIESEL25a-1
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EXHAUST GAS RECIRCULATION
TABLE OF CONTENTS
page page
EXHAUST GAS RECIRCULATION
DESCRIPTION............................3
OPERATION.............................3
VA LV E
DESCRIPTION............................3
OPERATION.............................4REMOVAL...............................4
INSTALLATION............................4
VALVE COOLER
DESCRIPTION............................4
REMOVAL...............................4
INSTALLATION............................5
EXHAUST GAS
RECIRCULATION
DESCRIPTION
The EGR system reduces oxides of nitrogen (NOx)
in the engine exhaust. This is accomplished by allow-
ing a predetermined amount of hot exhaust gas to
recirculate and dilute the incoming fuel/air mixture.
A malfunctioning EGR system can cause engine
stumble, sags, or hesitation, rough idle, engine stall-
ing and poor driveability.
OPERATION
The system consists of:
²An EGR valve assembly. The valve is located on
the rear of the engine above the exhaust manfiold.
²An EGR solenoid.The EGR solenoid controls the
ªon timeº of the EGR valve.
²The ECM operates the EGR solenoid. The ECM
is located inside the vehicle under the instrument
panel.
²An EGR tube connects a passage in the EGR
valve to the rear of the exhaust manifold.
²The vacuum pump supplies vacuum for the EGR
solenoid and the EGR valve. This pump also supplies
vacuum for operation of the power brake boosterb
and the heating and air conditioning system. The
pump is located internally in the front of the engine
block and is driven by the crankshaft gear.
²Vacuum lines and hoses connect the various
components.
When the ECM supplies a variable ground signal
to the EGR solenoid, EGR system operation starts to
occur. The ECM will monitor and determine when tosupply and remove this variable ground signal. This
will depend on inputs from the engine coolant tem-
perature, throttle position and engine speed sensors.
When the variable ground signal is supplied to the
EGR solenoid, vacuum from the vacuum pump will
be allowed to pass through the EGR solenoid and on
to the EGR valve with a connecting hose.
Exhaust gas recirculation will begin in this order
when:
²The ECM determines that EGR system opera-
tion is necessary.
²The engine is running to operate the vacuum
pump.
²A variable ground signal is supplied to the EGR
solenoid.
²Variable vacuum passes through the EGR sole-
noid to the EGR valve.
²The inlet seat (poppet valve) at the bottom of
the EGR valve opens to dilute and recirculate
exhaust gas back into the intake manifold.
The EGR system will be shut down by the ECM
after 60 seconds of continuous engine idling to
improve idle quality.
VA LV E
DESCRIPTION
The EGR system consists of (Fig. 1):
²EGR valve
²EGR tube
²Vacuum hoses
²EGR cooler
²EGR solenoid
RGEXHAUST GAS RECIRCULATION25a-3
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OPERATION
The engines use Exhaust Gas Recirculation (EGR)
systems. The EGR system reduces oxides of nitrogen
(NOx) in engine exhaust and helps prevent detona-
tion (engine knock). Under normal operating condi-tions, engine cylinder temperature can reach more
than 3000ÉF. Formation of NOx increases proportion-
ally with combustion temperature. To reduce the
emission of these oxides, the cylinder temperature
must be lowered. The system allows a predetermined
amount of hot exhaust gas to recirculate and dilute
the incoming air/fuel mixture. The diluted air/fuel
mixture reduces peak flame temperature during com-
bustion.
REMOVAL
(1) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(2) Remove front wiper unit (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL).
(3) Disconnect EGR valve vacuum line.
(4) Remove EGR cooler to EGR valve retaining
bolts (Fig. 1).
(5) Remove EGR valve retaining nuts (Fig. 1) and
EGR valve.
INSTALLATION
(1) Clean gasket mating surfaces.
(2) Install EGR valve (Fig. 1). Torque nuts to
32.4N´m.
(3) Connect EGR cooler to EGR valve (Fig. 1).
Torque bolts to 32.4N´m
(4) Install front wiper unit (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
INSTALLATION).
(5) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION) .
VALVE COOLER
DESCRIPTION
The EGR valve on this engine uses a cooler to cool
the exhaust gases before the returned to the intake
manifold (Fig. 2). The EGR cooler attaches to the
EGR valve and is cooled with engine coolant.
REMOVAL
(1) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(2) Partially drain cooling system (Refer to 7 -
COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE).
(3) Remove front wiper unit (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL) .
(4) Disconnect coolant supply and return lines at
EGR cooler (Fig. 2).
(5) Remove EGR cooler to exhaust manifold retain-
ing bolt (Fig. 2).
Fig. 1 EGR COMPONENTS
1 - HOSE CLAMP
2 - COOLANT HOSE
3 - HOSE CLAMP
4 - EGR VALVE RETAINING NUT
5 - E G R VA LV E
6 - COOLANT HOSE
7 - EGR VALVE GASKET
8 - EGR VALVE RETAINING STUDS
9 - EGR COOLER RETAINING BOLT
10 - HOSE CLAMP
11 - HOSE CLAMP
12 - EGR COOLER
13 - EGR COOLER TO EGR VALVE RETAINING BOLT
14 - TURBOCHARGER BRACKET
15 - TURBOCHARGER BRACKET RETAINING BOLT
16 - TURBOCHARGER DOWNPIPE
17 - TURBOCHARGER DOWNPIPE RETAINING NUT
18 - DOWNPIPE GASKET
19 - DOWNPIPE STUD
25a - 4 EXHAUST GAS RECIRCULATIONRG
VALVE (Continued)
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(6) Remove EGR cooler to EGR valve retaining
bolts (Fig. 2) and remove cooler.
INSTALLATION
(1) Clean gasket sealing surfaces.
(2) Connect EGR valve cooler and new gasket to
EGR valve (Fig. 2). Torque bolts to 32.4N´m.
(3) Install EGR valve cooler to exhaust manifold
attaching bolt (Fig. 2). Torque bolt to 32.4N´m.
(4) Connect EGR cooler coolant supply and return
hoses to cooler (Fig. 2).
(5) Install front wiper unit (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
INSTALLATION).
(6) Refill cooling system (Refer to 7 - COOLING/
ENGINE/COOLANT - STANDARD PROCEDURE).
(7) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION) .
Fig. 2 EGR COMPONENTS
1 - HOSE CLAMP
2 - COOLANT HOSE
3 - HOSE CLAMP
4 - EGR VALVE RETAINING NUT
5 - E G R VA LV E
6 - COOLANT HOSE
7 - EGR VALVE GASKET
8 - EGR VALVE RETAINING STUDS
9 - EGR COOLER RETAINING BOLT
10 - HOSE CLAMP
11 - HOSE CLAMP
12 - EGR COOLER
13 - EGR COOLER TO EGR VALVE RETAINING BOLT
14 - TURBOCHARGER BRACKET
15 - TURBOCHARGER BRACKET RETAINING BOLT
16 - TURBOCHARGER DOWNPIPE
17 - TURBOCHARGER DOWNPIPE RETAINING NUT
18 - DOWNPIPE GASKET
19 - DOWNPIPE STUD
RGEXHAUST GAS RECIRCULATION25a-5
VALVE COOLER (Continued)
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ON-BOARD DIAGNOSTICS
TABLE OF CONTENTS
page
ON-BOARD DIAGNOSTICS
DESCRIPTION............................6
ON-BOARD DIAGNOSTICS
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
On the following pages, a list of DTC's is provided
for the 2.5L diesel engine. A DTC indicates that the
ECM has recognized an abnormal signal in a circuit
or the system. A DTC may indicate the result of a
failure, but most likely will not identify the failed
component directly. Refer to the appropriate diagnos-
tic manual for more information on diagnosis of trou-
ble codes.
ACCESSING DIAGNOSTIC TROUBLE CODES
A stored DTC can be displayed through the use of
the DRB IIItscan tool. The DRB IIItconnects to the
data link connector. The data link connector is
located under the instrument panel near bottom of
the steering column (Fig. 1).
ERASING TROUBLE CODES
After the problem has been repaired, use the DRB
IIItscan tool to erase a DTC.
ENGINE CONTROL MODULE (ECM) - DRBIIITCODES
Generic Scan Tool Code DRB IIITScan Tool Display
P0070 Ambient Air Temperature Circuit Signal Voltage Too High
Ambient Air Temperature Circuit Signal Voltage Too Low
P0100 Mass Air Flow Sensor Plausibility
Mass Air Flow Sensor Plausibility Positive Area
Mass Air Flow Sensor Signal Voltage Too High
Mass Air Flow Sensor Signal Voltage Too Low
Mass Air Flow Sensor Supply Voltage Too High Or Low
P0105 Barometric Pressure Circuit Signal Voltage To High
Barometric Pressure Circuit Signal Voltage To Low
P0110 Intake Air Temperature Sensor Circuit Signal Too High
Intake Air Temperature Sensor Circuit Signal Too Low
Fig. 1 DATA LINK CONNECTOR
25a - 6 ON-BOARD DIAGNOSTICSRG
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Generic Scan Tool Code DRB IIITScan Tool Display
P0115 Engine Coolant Temperature Sensor Circuit Engine Is Cold Too Long
Engine Coolant Temperature Sensor Circuit Voltage To Low
Engine Coolant Temperature Sensor Circuit Voltage To High
P0190 Fuel Pressure Sensor Circuit MALF Signal Voltage Too High
Fuel Pressure Sensor Circuit MALF Signal Voltage Too Low
P0195 Oil Temperature Sensor Circuit MALF Signal Voltage Too High
Oil Temperature Sensor Circuit MALF Signal Voltage Too Low
P0201 Cylinder 1 Injector Circuit Current Decrease
Cylinder 1 Injector Circuit Load Drop
Cylinder 1 Injector Circuit Overcurrent High Side
Cylinder 1 Injector Circuit Overcurrent Low Side
P0202 Cylinder 2 Injector Circuit Current Decrease
Cylinder 2 Injector Circuit Load Drop
Cylinder 2 Injector Circuit Overcurrent High Side
Cylinder 2 Injector Circuit Overcurrent Low Side
P0203 Cylinder 3 Injector Circuit Current Decrease
Cylinder 3 Injector Circuit Load Drop
Cylinder 3 Injector Circuit Overcurrent High Side
Cylinder 3 Injector Circuit Overcurrent Low Side
P0204 Cylinder 4 Injector Circuit Current Decrease
Cylinder 4 Injector Circuit Load Drop
Cylinder 4 Injector Circuit Overcurrent High Side
Cylinder 4 Injector Circuit Overcurrent Low Side
P0235 Boost Pressure Sensor Plausibility
Boost Pressure Sensor Signal Voltage Too Low
Boost Pressure Sensor Signal Voltage Too High
Boost Pressure Sensor Signal Voltage Too High Or Low
P0335 CKP Position Sensor Circuit Dynamic Plausibility
CKP Position Sensor Circuit Overspeed Recognition
CKP Position Sensor Circuit Static Plausibility
P0340 CMP Position Sensor Circuit CMP/CKP Sync. Failure
CMP Position Sensor Circuit Dynamic Plausibility
CMP Position Sensor Circuit Fuel Shut-Off Activated
CMP Position Sensor Circuit Signal Frequency Too High
CMP Position Sensor Circuit Static Plausibility
P0380 Glow Plug Circuit A Open Circuit
Glow Plug Circuit A Short Circuit
RGON-BOARD DIAGNOSTICS25a-7
ON-BOARD DIAGNOSTICS (Continued)
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