sensor ISUZU AXIOM 2002 Service Repair Manual

6E±114
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Electric Throttle Control (ETC) System Check

 
StepNo Ye s Value(s) Action
61. Install the Tech 2
2. Ignition ªONº but not engine run.
3. Chech the valve for APS and TPS.
Was the problem found?Idle AP1 =
11±13% AP2
= 87±88%
AP3 =
87±88% TP1
= 1±6% TP2
= 1±6% WOT
AP1 =
85±89% AP2
= 11±15%
AP3 =
32±36% TP1
= 98±100%
TP2 =
98±100%
Go to Step 10Go to Step 7
7Replace the throttle valve.
Is the action complete?
ÐGo to Step 8Ð
8Check the following circuits for an open, short to
voltage, short to ground, or poor connection at the
PCM:

Accelerator position sensor 1 circuit.

Accelerator position sensor 2 circuit.

Accelerator position sensor 3 circuit.

Accelerator position sensor resistance.
If a problem is found, repair as necessary.
Was a problem found?
Vcc±GND
4±6k

SIG±GND
change
resistance
Verify repairGo to Step 9
9Replace the accelerator position sensor.
Is the action complete?
ÐGo to Step 10±
10Following below the DTCs stored:
P1125, P1290, P1295, P1299
Ð
Go to
applicable
DTC chart
Go to Step 11
11Following below the DTCs stored:
P1514, P1515, P1516, P1523, P1271, P1272, P1273
Ð
Go to
applicable
DTC chart
Go to Step 12
12Replace the PCM.
IMPORTANT:The replacement PCM must be
programmed. Refer to
On-Vehicle Service in
Powertrain Control Module and Sensors for
procedures.
And also refer to latest Service Bulletin.
Check to see if the Latest software is released or not.
And then Down Load the LATEST PROGRAMMED
SOFTWARE to the replacement PCM.
Is the action complete?
ÐVerify repairÐ

6E±116
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Circuit Description
When the ignition switch is turned ªONº, the powertrain
control module (PCM) will turn ªONº the in-tank fuel
pump. The in-tank fuel pump will remain ªONº as long as
the engine is cranking or running and the PCM is receiving
58X crankshaft position pulses. If there are no 58X
crankshaft position pulses, the PCM will turn the in-tank
fuel pump ªOFFº 2 seconds after the ignition switch is
turned ªONº or 2 seconds after the engine stops running.
The in-tank fuel pump is an electric pump within an
integral reservoir. The in-tank fuel pump supplies fuel
through an in-line fuel filter to the fuel rail assembly. The
fuel pump is designed to provide fuel at a pressure above
the pressure needed by the fuel injectors. A fuel pressure
regulator, attached to the fuel rail, keeps the fuel available
to the fuel injectors at a regulated pressure. Unused fuel
is returned to the fuel tank by a separate fuel return line.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. Connect the fuel pressure gauge to the fuel feed line
as shown in the fuel system illustration. Wrap a
shop towel around the fuel pressure connection in
order to absorb any fuel leakage that may occur
when installing the fuel pressure gauge. With the
ignition switch ªONº and the fuel pump running, the
fuel pressure indicated by the fuel pressure gauge
should be 333-376 kPa (48-55 psi). This pressure
is controlled by the amount of pressure the spring
inside the fuel pressure regulator can provide.
3. A fuel system that cannot maintain a constant fuel
pressure has a leak in one or more of the following
areas:

The fuel pump check valve.

The fuel pump flex line.

The valve or valve seat within the fuel pressure
regulator.

The fuel injector(s).
4. Fuel pressure that drops off during acceleration,
cruise, or hard cornering may case a lean condition.
A lean condition can cause a loss of power, surging,
or misfire. A lean condition can be diagnosed using
a Tech 2. If an extremely lean condition occurs, the
oxygen sensor(s) will stop toggling. The oxygen
sensor output voltage(s) will drop below 500 mV.
Also, the fuel injector pulse width will increase.
IMPORTANT:Make sure the fuel system is not
operating in the ªFuel Cut-Off Modeº.
When the engine is at idle, the manifold pressure is
low (high vacuum). This low pressure (high vacuum)
is applied to the fuel pressure regulator diaphragm.
The low pressure (high vacuum) will offset the
pressure being applied to the fuel pressure regulator
diaphragm by the spring inside the fuel pressure
regulator. When this happens, the result is lower fuel
pressure. The fuel pressure at idle will vary slightly as
the barometric pressure changes, but the fuel
pressure at idle should always be less than the fuel
pressure noted in step 2 with the engine ªOFFº.16.Check the spark plug associated with a particular
fuel injector for fouling or saturation in order to
determine if that particular fuel injector is leaking. If
checking the spark plug associated with a particular
fuel injector for fouling or saturation does not
determine that a particular fuel injector is leaking,
use the following procedure:

Remove the fuel rail, but leave the fuel lines and
injectors connected to the fuel rail. Refer to
Fuel Rail
Assembly
in On-Vehicle Service.

Lift the fuel rail just enough to leave the fuel injector
nozzles in the fuel injector ports.
CAUTION: In order to reduce the risk of fire and
personal injury that may result from fuel spraying on
the engine, verify that the fuel rail is positioned over
the fuel injector ports and verify that the fuel injector
retaining clips are intact.

Pressurize the fuel system by connecting a 10 amp
fused jumper between B+ and the fuel pump relay
connector.

Visually and physically inspect the fuel injector
nozzles for leaks.
17.A rich condition may result from the fuel pressure
being above 376 kPa (55 psi). A rich condition may
cause a DTC P0132 or a DTC P0172 to set.
Driveability conditions associated with rich
conditions can include hard starting (followed by
black smoke) and a strong sulfur smell in the
exhaust.
20.This test determines if the high fuel pressure is due
to a restricted fuel return line or if the high fuel
pressure is due to a faulty fuel pressure regulator.
21.A lean condition may result from fuel pressure
below 333 kPa (48 psi). A lean condition may
cause a DTC P0131 or a DTC P0171 to set.
Driveability conditions associated with lean
conditions can include hard starting (when the
engine is cold ), hesitation, poor driveability, lack of
power, surging , and misfiring.
22.Restricting the fuel return line causes the fuel
pressure to rise above the regulated fuel pressure.
Command the fuel pump ªONº with the Tech 2. The
fuel pressure should rise above 376 kPa (55 psi) as
the fuel return line becomes partially closed.
NOTE: Do not allow the fuel pressure to exceed 414 kPa
(60 psi). Fuel pressure in excess of 414 kPa (60 psi) may
damage the fuel pressure regulator.
CAUTION: To reduce the risk of fire and personal
injury:

It is necessary to relieve fuel system pressure
before connecting a fuel pressure gauge. Refer to
Fuel Pressure Relief Procedure, below.

A small amount of fuel may be released when
disconnecting the fuel lines. Cover fuel line
fittings with a shop towel before disconnecting, to
catch any fuel that may leak out. Place the towel in
an approved container when the procedure is
completed.

6E±120
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Exhaust Gas Recirculation (EGR) System Check
060R200050
Circuit Description
A properly operation exhaust gas recirculation (EGR)
system will directly affect the air/fuel requirements of the
engine. Since the exhaust gas introduced into the air/fuel
mixture is an inert gas (contains very little or no oxygen),
less fuel is required to maintain a correct air/fuel ratio.
Introducing exhaust gas into the combustion chamber
lowers combustion temperatures and reduces the
formation of oxides of nitrogen (NOx) in the exhaust gas.
Lower combustion temperatures also prevent detonation.
If the EGR pintle were to stay closed, the inert exhaust
gas would be replaced with air and the air/fuel mixture
would be leaner. The powertrain control module (PCM)
would compensate for the lean condition by adding fuel,
resulting in higher long term fuel trim values.
Diagnostic Aids
The EGR valve chart is a check of the EGR system. An
EGR pintle constantly in the closed position could cause
detonation and high emissions of NOx. It could also result
in high long term fuel trim values in the open throttle cell,
but not in the closed throttle cell. An EGR pintle
constantly in the open position would cause a rough idle.
Also, an EGR mounted incorrectly (rotated 180
) could
cause rough idle. Check for the following items:

EGR passages ± Check for restricted or blocked EGR
passages.

Manifold absolute pressure sensor ± A manifold
absolute pressure sensor may shift in calibration
enough to affect fuel delivery. Refer to
Manifold
Absolute Pressure Output Check.

6E±122
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Manifold Absolute Pressure (MAP) Output Check
060R200051
Circuit Description
The manifold absolute pressure (MAP) sensor measures
the changes in the intake MAP which result from engine
load (intake manifold vacuum) and engine speed
changes; and converts these into a voltage output. The
powertrain control module (PCM) sends a 5-volt
reference voltage to the MAP sensor. As the MAP
changes, the output voltage of the sensor also changes.
By monitoring the sensor output voltage, the PCM knows
the MAP. A lower pressure (low voltage) output voltage
will be about 1-2 volts at idle. Higher pressure (high
voltage) output voltage will be about 4-4.8 volts at wide
open throttle. The MAP sensor is also used, under certain
conditions, to measure barometric pressure, allowing the
PCM to make adjustments for different altitudes. The
PCM uses the MAP sensor to diagnose proper operation
of the EGR system, in addition to other functions.
Test Description
IMPORTANT:Be sure to used the same diagnostic test
equipment for all measurements.
The number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. Applying 34 kPa (10 inch Hg) vacuum to the MAP
sensor should cause the voltage to be 1.5-2.1 volts
less than the voltage at step 1. Upon applying
vacuum to the sensor, the change in voltage should
be instantaneous. A slow voltage change indicates
a faulty sensor.
3. Check the vacuum hose to the sensor for leaking or
restriction, Be sure that no other vacuum devices
are connected to the MAP hose.
IMPORTANT:Make sure the electrical connector
remains securely fastened.
4. Disconnect the sensor from the bracket. Twist the
sensor with your hand to check for an intermittent
connection. Output changes greater than 0.10 volt
indicate a bad sensor.

6E±123
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Manifold Absolute Pressure (MAP) Output Check

StepActionValue(s)Ye sNo
11. Turn the ignition ªOFFº and leave it ªOFFº for 15
seconds.
2. Ignition ªONº. Don't crank engine.
3. The Tech 2 should indicate a manifold absolute
pressure (MAP) sensor voltage.
4. Compare this scan reading to scan reading of a
known good vehicle obtained using the exact same
procedure as in Steps 1-4.
Is the voltage reading the same +/±0.40 volt?
ÐGo to Step 2Go to Step 5
21. Disconnect the vacuum hose at the MAP sensor
and plug the hose.
2. Connect a hand vacuum pump to the MAP sensor.
3. Start the engine.
4. Apply 34 kPa (10 in.Hg) of vacuum and note the
voltage change.
Is the voltage change 1.5-2.1 volts less than Step 1?
ÐGo to Step 3Go to Step 4
3Check the sensor cover for leakage or restriction.
Does the hose supply vacuum to the MAP sensor only?
ÐGo to Step 5Go to Step 4
4Repair the hose blockage.
Is the action complete?
ÐVerify repairÐ
5Check the sensor connection.
Is the sensor connection good?
ÐGo to Step 6Go to Step 7
6Refer to On-Vehicle Service, MAP Sensor.
Is the action complete?ÐVerify repairÐ
7Repair the poor connection.
Is the action complete?
ÐVerify repairÐ

6E±125
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Evaporative (EVAP) Emissions Canister Purge Valve Check

StepActionValue(s)Ye sNo
11. Ignition ªOFFº.
2. Ignition ªONº, engine ªOFFº.
3. At the throttle body, disconnect the hose that goes
to the purge solenoid.
4. Using a hand vacuum pump with an attached
vacuum gauge J 23738-A, apply vacuum (10 in. Hg
or 34 kPa) to the solenoid.
Does the solenoid hold the vacuum?
ÐGo to Step 3Go to Step 2
21. Disconnect the solenoid electrical connector.
2. As in Step 1, apply vacuum (10 in. Hg or 34 kPa) to
the solenoid.
Does the solenoid hold the vacuum?
ÐGo to Step 4Go to Step 7
31. At the throttle body, put a cap over the vacuum port
where the hose was disconnected for testing. This
is to prevent a vacuum leak when the engine is
started.
2. Ignition ªOFFº.
3. Install the Tech 2.
4. Apply vacuum to the purge solenoid with the hand
vacuum pump.
5. Start the engine, run at 2500 RPM.
6. Using the Tech 2, select Powertrain, 3.5±V6 6VE1,
F3: Misc. Tests, F2: EVAP Purge, F0: EVAP Purge.
(Refer to the Misellaneous Test.)
7. Turn the purge solenoid ªONº.
Did the vacuum drop when the purge was turned on?
ÐGo to Step 8Go to Step 9
4Check for a short to ground in the S7 Pin wire.
Is there a short?
ÐGo to Step 5Go to Step 6
5Repair the short to ground.
Is the action complete?
ÐVerify repairÐ
6Replace the PCM.
IMPORTANT:The replacement PCM must be
programmed. Refer to
On-Vehicle Servicein
Powertrain Control Module and Sensors for
procedures.
And also refer to latest Service Bulletin.
Check to see if the Latest software is released or not.
And then Down Load the LATEST PROGRAMMED
SOFTWARE to the replacement PCM.
Is the action complete?
ÐVerify repairÐ
7Replace the faulty purge solenoid. Refer to On-Vehicle
Service, EVAP Canister Purge Solenoid.
Is the action complete?ÐVerify repairÐ

6E±127
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
PCM Diagnostic Trouble Codes
The following table lists the diagnostic trouble codes
supported by this vehicle application. If any DTCs not
listed here are displayed by a Tech 2, the Tech 2 data may
be faulty; notify the Tech 2 manufacturer of any DTCs
displayed that are not included in the following table.
PCM Diagnostic Trouble Codes
DTC
DescriptionTypeIlluminate
MIL
(Check
Engine
Lamp)Illuminate
RPL
(Reduced
Power
Lamp)
P0101MAF System PerformanceBYe sNo
P0102MAF Sensor Circuit Low FrequencyBYe sNo
P0103MAF Sensor Circuit High FrequencyBYe sNo
P0106MAP Rationality/PerformanceBYe sNo
P0107MAP Circuit Low Input VoltageBYe sNo
P0108MAP Circuit High Input VoltageBYe sNo
P0112IAT Circuit Low Input VoltageBYe sNo
P0113IAT Circuit High Input VoltageBYe sNo
P0117ECT Circuit Low Input VoltageBYe sNo
P0118ECT Circuit High Input VoltageBYe sNo
P0125ECT Insufficient for Closed Loop Fuel ControlBYe sNo
P0128ECT Below Thermostat Regulating TemperatureBYe sNo
P0131O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1)BYe sNo
P0132O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)BYe sNo
P0133O2 Sensor Circuit Slow Response (Bank 1 Sensor 1)BYe sNo
P0134O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 1)BYe sNo
P0135O2 Sensor Heater Circuit (Bank 1 Sensor 1)BYe sNo
P0137O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2)BYe sNo
P0138O2 Sensor Circuit High Voltage (Bank 1 Sensor 2)BYe sNo
P0140O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 2)BYe sNo
P0141O2 Sensor Heater Circuit (Bank 1 Sensor 2)BYe sNo
P0151O2 Sensor Circuit Low Voltage (Bank 2 Sensor 1)BYe sNo
P0152O2 Sensor Circuit High Voltage (Bank 2 Sensor 1)BYe sNo
P0153O2 Sensor Circuit Slow Response (Bank 2 Sensor 1)BYe sNo
P0154O2 Sensor Circuit No Activity Detected (Bank 2 Sensor 1)BYe sNo
P0155O2 Sensor Heater Circuit (Bank 2 Sensor 1)BYe sNo
P0157O2 Sensor Circuit Low Voltage (Bank 2 Sensor 2)BYe sNo
P0158O2 Sensor Circuit High Voltage (Bank 2 Sensor 2)BYe sNo
P0160O2 Sensor Circuit No Activity Detected (Bank 2 Sensor 2)BYe sNo
P0161O2 Sensor Heater Circuit (Bank 2 Sensor 2)BYe sNo
P0171O2 Sensor ± System too Lean (Bank 1)BYe sNo
P0172O2 Sensor ± System too Rich (Bank 1)BYe sNo
P0174O2 Sensor ± System too Lean (Bank 2)BYe sNo
P0175O2 Sensor ± System too Rich (Bank 2)BYe sNo

6E±128
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
DTCIlluminate
RPL
(Reduced
Power
Lamp) Illuminate
MIL
(Check
Engine
Lamp) Type Description
P0201Injector 1 Control CircuitAYe sNo
P0202Injector 2 Control CircuitAYe sNo
P0203Injector 3 Control CircuitAYe sNo
P0204Injector 4 Control CircuitAYe sNo
P0205Injector 5 Control CircuitAYe sNo
P0206Injector 6 Control CircuitAYe sNo
P0300Engine Misfire DetectedBYe sNo
P0301Engine Misfire Detected Cylinder #1BYe sNo
P0302Engine Misfire Detected Cylinder #2BYe sNo
P0303Engine Misfire Detected Cylinder #3BYe sNo
P0304Engine Misfire Detected Cylinder #4BYe sNo
P0305Engine Misfire Detected Cylinder #5BYe sNo
P0306Engine Misfire Detected Cylinder #6BYe sNo
P0325ION Sensing ModuleBYe sNo
P0336CKP Sensor Circuit Range/Performance (58X)BYe sNo
P0337CKP Sensor Circuit No signal (58X)BYe sNo
P0351Ignition 1 Control CircuitAYe sNo
P0352Ignition 2 Control CircuitAYe sNo
P0353Ignition 3 Control CircuitAYe sNo
P0354Ignition 4 Control CircuitAYe sNo
P0355Ignition 5 Control CircuitAYe sNo
P0356Ignition 6 Control CircuitAYe sNo
P0401EGR Flow InsufficientBYe sNo
P0402EGR Flow ExcessiveBYe sNo
P0404EGR Range/Performance (Open Valve)BYe sNo
P0405EGR Sensor Circuit Low VoltageBYe sNo
P0406EGR Sensor Circuit High VoltageBYe sNo
P0420Catalyst System Low Efficiency (Bank 1)AYe sNo
P0430Catalyst System Low Efficiency (Bank 2)AYe sNo
P0440EVAP Control SystemBYe sNo
P0442EVAP Control System Small Leak DetectedBYe sNo
P0444EVAP Purge Control Circuit OpenDNoNo
P0445EVAP Purge Control Circuit ShortDNoNo
P0446EVAP Canister Vent Control MalfunctionBYe sNo
P0447EVAP Vent Solenoid Circuit OpenDNoNo
P0448EVAP Vent Solenoid Circuit ShortDNoNo
P0452EVAP Control System Tank Pressure Sensor Low InputBYe sNo
P0453EVAP Control System Tank Pressure Sensor High InputBYe sNo
P0456EVAP Control System Very Small Leak DetectedBYe sNo
P0461Fuel Level Sensor Circuit Range/PerformanceDNoNo

6E±129
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
DTCIlluminate
RPL
(Reduced
Power
Lamp) Illuminate
MIL
(Check
Engine
Lamp) Type Description
P0462Fuel Level Sensor Circuit Low Input VoltageBYe sNo
P0463Fuel Level Sensor Circuit High Input VoltageBYe sNo
P0464Fuel Level Sensor Noisy SignalDNoNo
P0502No VSS SignalBYe sNo
P0506Idle Speed Control RPM too LowBYe sNo
P0507Idle Speed Control RPM too HighBYe sNo
P0562System Voltage is LowDNoNo
P0563System Voltage is HighBYe sNo
P0565Cruise Main Switch Circuit ErrorDNoNo
P0566Cruise Cancel Switch Circuit ErrorDNoNo
P0567Cruise Resume Switch Circuit ErrorDNoNo
P0568Cruise Set Switch Circuit ErrorDNoNo
P0601PCM/ECM Memory ChecksumAYe sNo
P0602PCM/ECM Programming errorDNoNo
P0604PCM/ECM RAM errorDNoNo
P0606PCM/ECM Internal PerformanceDNoNo
P1106MAP Circuit Intermittent High Voltage)DNoNo
P1107MAP Circuit Intermittent Low Input VoltageDNoNo
P 1111IAT Circuit Intermittent High VoltageDNoNo
P1112IAT Circuit Intermittent Low Input VoltageDNoNo
P1114ECT Circuit Intermittent Low VoltageDNoNo
P1115ECT Circuit Intermittent High VoltageDNoNo
P1120TPS1 CircuitBYe sNo
P1125ETC Limit Performance ModeAYe sYe s
P1133O2 Sensor ± Too Few Rich/Lean and Lean/Rich Switches (Bank
1 Sensor 1)BYe sNo
P1134O2 Sensor ± Transition Switch Time ratio (Bank 1 Sensor 1)BYe sNo
P1153O2 Sensor ± Too Few Rich/Lean and Lean/Rich Switches (Bank
2 Sensor 1)BYe sNo
P1154O2 Sensor ± Transition Switch Time ratio (Bank 2 Sensor 1)BYe sNo
P1167Fuel supply System RICH During Decel Fuel Cut Off (Bank 1)DNoNo
P1169Fuel supply System RICH During Decel Fuel Cut Off (Bank 2)DNoNo
P1171Fuel supply System Lean During Power EnrichmentDNoNo
P1220TPS2 CircuitBYe sNo
P1221TPS1±TPS2 Correlation (Circuit Performance)DNoNo
P1271APS1±APS2 Correlation (Circuit Performance)DNoNo
P1272APS2±APS3 Correlation (Circuit Performance)DNoNo
P1273APS1±APS3 Correlation (Circuit Performance)DNoNo
P1275APS1 CircuitBYe sNo
P1280APS2 CircuitBYe sNo
P1285APS3 CircuitBYe sNo

6E±131
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P0101 MAF System Performance
060R200052
Circuit Description
The mass air flow (MAF) sensor measures the amount of
air which passes through it into the engine during a given
time. The powertrain control module (PCM) uses the
mass air flow information to monitor engine operating
conditions for fuel delivery calculations. A large quantity
of air entering the engine indicates an acceleration or high
load situation, while a small quantity or air indicates
deceleration or idle.
The MAF sensor produces a frequency signal which can
be monitored using a Tech 2. The frequency will vary
within a range of around 4 to 7g/s at idle to around 25 to
40g/s at maximum engine load. DTC P0101 will be set if
the signal from the MAF sensor does not match a
predicted value based on throttle position and engine
RPM.
Conditions for setting the DTC

The engine is running.

No TP sensor and MAP sensor DTCs are set.

No MAF frequency DTCs are set.

System voltage is between 11.5 volts and 16 volts.
Action Taken When the DTC Sets

The PCM will ON the MIL after second trip with
detected fault.

The PCM calculates an air flow value based on idle air
control valve position, throttle position, RPM and
barometric pressure.
The PCM will store condition which were present when
the DTC was set as Freeze Frame and in the Failure
Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P0101 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P0101 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.

The duct work at the MAF sensor for leaks.

An engine vacuum leak.

The PCV system for vacuum leaks.

An incorrect PCV valve.

The engine oil dip stick not fully seated.

The engine oil fill cap loose or missing.
Check for the following conditions: