DTC ISUZU AXIOM 2002 Service Manual Online
[x] Cancel search | Manufacturer: ISUZU, Model Year: 2002, Model line: AXIOM, Model: ISUZU AXIOM 2002Pages: 2100, PDF Size: 19.35 MB
Page 1064 of 2100
6E±97
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Starter Control System Check
StepNo Ye s Value(s) Action
31. Gear position is ªpark or neutralº.
2. Do not depress the accelerator pedal.
3. Turn the key to ªSTARTº position.
4. Release the key switch to the to ªONº position.
Does the engine crank?
ÐGo to Step 27Go to Step 4
41. Install the Tech 2.
2. Select ªDisplay DTCsº with the Tech 2.
Are any DTCs stored?
ÐGo to Step 5Go to Step 6
5Review and record for Tech 2 Failure Records data and
DTCs.
Were any DTCs information stored?
Ð
Go to DTCs
Chart
Ð
61. Gear position is ªpark or neutralº.
2. Do not depress the accelerator pedal.
3. Turn the key to ªSTARTº position.
Is the engine cranking?
ÐGo to Step 27Go to Step 7
7Check the anti±theft module circuit. Check the circuit
between PCM and anti±theft module.
Is the problem found?
ÐGo to Step 8Go to Step 9
8Repair the circuit as necessary.
Is the action complete?
ÐVerify repairÐ
91. Probe the anti-theft module circuit to GND.
2. Turn the key to ªSTARTº position.
Is the engine cranking?
ÐGo to Step 10Go to Step 11
10Check the anti-theft system. Refer to section 8H
anti-theft.
ÐVerify repairÐ
11Check the starter relay, starter fuse and engine fuse.
Is the problem found?
Go to Step 12Go to Step 13
12Replace the starter relay, starter fuse and engine fuse.
Is the action complete?
ÐVerify repairÐ
13Check the starter circuit.
1. Ignition is ºOFFº.
2. Remove the starter relay.
3. Check the circuit between starter relay and starter
motor.
Is the problem found?
ÐGo to Step 14Go to Step 15
14Repair the circuit as necessary.
Is the action complete?
ÐVerify repairÐ
15Check the starter circuit.
1. Remove the main fuse (100A).
2. Check the circuit between main fuse and starter
motor.
3. Check the circuit between GND and starter motor.
Is the problem found?
ÐGo to Step 16Go to Step 17
Page 1069 of 2100
6E±102
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Circuit Description
The electronic Ignition system uses a coil -at-plug method
of spark distribution. In this type of ignition system, the
powertrain control module (PCM) triggers the correct
driver outside the Ignition Current Sense System (ICSS),
which then triggers the correct ignition coil based on the
58X signal received from the crankshaft position sensor
(CKP). The spark plug connected to the coil fires when
the ICSS opens the ground circuit for the coil's primary
circuit.
During crank, the PCM monitors the CKP 58X signal. The
CKP signal is used to determine which cylinder will fire
first. After the CKP 58X signal has been processed by the
PCM, it will command all six injectors to allow a priming
shot of fuel for all the cylinders. After the priming, the
injectors are left ªOFFº during the next six 58X reference
pulses from the CKP. This allows each cylinder a chance
to use the fuel from the priming shot. During this waiting
been received by the PCM. The ION sensor signal allows
the PCM to operate the injectors sequentially based on
camshaft position. If the camshaft position signal is not
present at start - up, the PCM will begin sequential fuel
delivery with a 1 -in-6 chance that fuel delivery is correct.
The engine will run without a ION sensor signal, but will
set a DTC code.
Diagnostic Aids
An intermittent problem may be caused by a poor
connection, rubbed - through wire insulation or a wire
broken inside the insulation. Check for the following
items:
Poor connection or damaged harness-Inspect the
PCM harness and connectors for improper mating,
broken locks, improperly formed or damaged
terminals, poor terminal-to-wire connection, and
damaged harness.
Faulty engine coolant temperature sensor-Using a
Tech 2, compare engine coolant temperature with
intake air temperature on a completely cool engine.
Engine coolant temperature should be within 10 C of
intake air temperature. If not, replace the ECT sensor.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
5. An obvious cause of low fuel pressure would be an
empty fuel tank.
6. The engine will easily start and run if a few injectors
are disabled. It is not necessary to test all injectors
at this time since this step is only a test to verify that
all of the injectors have not been disabled by fuel
contamination.
7. A blinking test light verifies that the PCM is
monitoring the 58X crankshaft reference signal and
is capable of activating the injectors. If there is an
open or shorted driver circuit, DTCs 201 ± 206 and
a misfire DTC 300 ± 306 should be set.
19. By using a spark tester, each ignition coil's ability to
produce 25,000 volts is verified.
25. If there is an open or shorted driver circuit, DTCs
201 ± 206 and a misfire DTC 301 ± 306 should be
set. All six injector driver circuits can be checked at
one time without removing the intake manifold if a J
39021 ± 95 test light is available. This is the
alternative procedure:
With the ignition ªOFFº, disconnect the gray
connector located at the rear of the air filter, attached
to a bracket on the purge canister.
Connect test light J 39021 ± 95 to the connector. Do
any of the light constantly illuminate or fail to blink
when the engine is cranked? If so, repair the short or
open circuit, or replace the PCM if indicated.
This procedure only tests the driver circuit as far as the
test connection, so step 31 is added to test the circuit all
the way to the injector.
Engine Cranks But Will Not Run
StepActionValue(s)Ye sNo
1Was the ªOn-Board Diagnostic (OBD) System Checkº
performed?
ÐGo to Step 2
Go to OBD
System
Check
2Check the ignition coil fuse, the engine fuse, and the
PCM fuse.
Was a fuse blown?
ÐGo to Step 3Go to Step 4
3Check for a short to ground and replace the fuse.
Is the action complete?
ÐVerify repairÐ
Page 1079 of 2100
6E±112
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Circuit Description
The powertrain control module (PCM) controls
engine speed by adjusting the position of the throttle
control valve (DC motor). The throttle motor is a DC
motor driven by one coil. The PCM applies current to
the DC motor coil in PWM (%) to adjust the throttle
valve into a passage in the throttle body to allow air
flow. This method allows highly accurate control of
engine speed and quick response to changes in
engine load.
The accelerator position (AP1) sensor circuit
provides a voltage signal relative to accelerator pedal
angle.
The accelerator pedal angle will vary about 13% at
idle position to about 87% at wide open
throttle(WOT).
APS signal is used to determine which DC motor will
adjust throttle position.
After the APS signal has been processed by the
PCM, it will command DC motor to allow movement
of throttle position.
Diagnostic Aids
An intermittent may be caused by a poor connection,
rubbed-through wire insulation or a wire broken inside
the insulation. Check for poor connections or a
damaged harness. Inspect the PCM harness and
connector for improper mating, broken locks,
improperly formed or damaged terminals, poor
terminal-to-wire connection, and damaged harness.
Throttle body ± Check for objects blocking the DC
motor or throttle bore, excessive deposits in the ETC
passage and on the valve spring, and excessive
deposits in the throttle bore and on the throttle valve
plate.
Accelerator pedal ± Check for objects blocking the AP
sensor or pedal arm with spring, and excessive
deposits in the accelerator pedal arm and on the
accelerator pedal.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart:
2. Visually/physically inspect for the following throttle
valve conditions.
3. Visually/physically inspect for the following
accelerator pedal conditions.
5. Check the following circuits for throttle valve and DC
motor. Check the following TP sensor resistance
and DC motor.
7. Check the following circuits for accelerator pedal.
Check the following AP sensor resistance.
10. Following DTC: Software detect Error for ETC
system.
11. Following DTC: Software detect Error for ETC
system.
Page 1081 of 2100
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
Page 1083 of 2100
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.
Page 1088 of 2100
6E±121
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Exhaust Gas Recirculation (EGR) System Check
StepActionValue(s)Ye sNo
1Check the EGR valve for looseness.
Is the EGR valve Loose?
ÐGo to Step 2Go to Step 3
2Tighten the EGR valve.
Is the action complete?
ÐVerify repairÐ
31. Place the transmission selector in Park or Neutral.
2. Start the engine and idle until warm.
3. Using a Tech 2, command EGR ª50% ONº.
(Refer to the Miscellaneous Test.)
Does the engine idle rough and lose RPMs?
Ð
EGR system
working
properly. No
problem
found.
Go to Step 4
41. Engine ªOFFº.
2. Ignition ªONº.
3. Using a test light to ground, check the EGR harness
between the EGR valve and the ignition feed.
Does the test light illuminate?
ÐGo to Step 6Go to Step 5
5Repair the EGR harness ignition feed.
Was the problem corrected?
ÐVerify repairGo to Step 6
61. Remove the EGR valve.
2. Visually and physically inspect the EGR valve
pintle, valve passages and adapter for excessive
deposits, obstructions or any restrictions.
Does the EGR valve have excessive deposits,
obstructions or any restrictions?
ÐGo to Step 7Go to Step 8
7Clean or replace EGR system components as
necessary.
Was the problem corrected?
ÐVerify repairGo to Step 8
81. Ground the EGR valve metal case to battery (±).
2. Using a Tech 2, command EGR ªONº and observe
the EGR valve pintle for movement.
Does the EGR valve pintle move according to
command?
ÐGo to Step 9
Go to DTC
P1406 chart
91. Remove the EGR inlet and outlet pipes from the
intake and exhaust manifolds.
2. Visually and physically inspect manifold EGR ports
and EGR inlet and outlet pipes for blockage or
restriction caused by excessive deposits or other
damage.
Do the manifold EGR ports or inlet and outlet pipes
have excessive deposits, obstructions, or any
restrictions?
ÐGo to Step 10
EGR system
working
properly. No
problem
found.
10Clean or replace EGR system components as
necessary.
Is the action complete?
ÐVerify repairÐ
Page 1094 of 2100
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
Page 1095 of 2100
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
Page 1096 of 2100
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
Page 1097 of 2100
6E±130
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
DTCIlluminate
RPL
(Reduced
Power
Lamp) Illuminate
MIL
(Check
Engine
Lamp) Type Description
P1290ETC Forced Idle ModeAYe sYe s
P1295ETC Power Management ModeAYe sYe s
P1299ETC Forced Engine Shutdown in ModeAYe sYe s
P1310ION Sensing Module DiagnosticAYe sNo
P1311ION Sensing Module SEC 1 Line Circuit FaultAYe sNo
P1312ION Sensing Module SEC 2 Line Circuit FaultAYe sNo
P1326ION Sensing Module Combustion Quality circuitAYe sNo
P1340ION Sensing Module ± Cylinder SynchronizationBYe sNo
P1404EGR Range/Performance (Closed Valve)BYe sNo
P1441EVAP Control System Continuous Open Purge FlowBYe sNo
P1514TPS±MAF CorrelationAYe sNo
P1515Command±Acrual TPS CorrelationAYe sNo
P1516Command±Acrual TPS Correlation ErrorAYe sNo
P1523Throttle Actuator Control Return PerformanceDNoNo
P1625PCM/ECM System ResetDNoNo
P1635Reference Voltage #1 CircuitDNoNo
P1639Reference Voltage #2 CircuitDNoNo
P1640ODM Output circuit FaultDNoNo
P1650QDM Output Circuit FaultDNoNo