Comprehensive Component (Engine Input) Monitor 1
OBD System Description - Comprehensive Component (Engine Input) MonitorMass Air Flow (MAF) Sensor Circuit
DTC
P0102 (Low Frequency) Refer to DTC P0102: Mass Air Flow (MAF) Sensor Circuit Low Frequency. P0102
P0103 (High Frequency) Refer to DTC P0103: Mass Air Flow (MAF) Circuit Sensor High Frequency. P0103
MONITOR STRATEGY DESCRIPTION
Low Frequency:
The purpose of the diagnosis shall be to detect electrical faults in the frequency sensor HFM. The diagnosis will run only when the engine is running (HFM diagnosis).
High Frequency:
The purpose of the diagnosis shall be to detect electrical faults in the frequency sensor HFM. The diagnosis will run only when the engine is running (HFM diagnosis).
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Low Frequency:
MAF voltage < 0.024 V
RPM < 512 U/min
Throttle position < 0.5 degrees TPS
Low frequency flag = 1 after debounce
Fail Time > 100 ms
High Frequency:
MAF voltage > 4.961 V
High frequency errors flag = 1 after debouncing
Fail Time > 100 ms
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Low Frequency:
IGK = ON
Engine ON
RPM > 512 rpm
Throttle flap opening angle with low resolution >= 0.5 degrees TPS
High Frequency:
IGK = ON
Engine ON
RPM > 512 rpm
Throttle flap opening angle with low resolution >= 0.5 degrees TPS
TIME LENGTH AND FREQUENCY
Recurrence rate: 10 ms
Manifold Absolute Pressure (MAP) Sensor Circuit
DTC
P0107 (Low Voltage) Refer to DTC P0107: Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage. P0107
P0108 (High Voltage) Refer to DTC P0108: Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage. P0108
MONITOR STRATEGY DESCRIPTION
The purpose is to diagnose the mean value of the analog input signal circuit or the MAP sensor to the micro-controller for SCG, SCVB and OL.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Low voltage/Open line:
MAP Volts < 0.049 V
Fail Time > 250 ms
High voltage:
MAP Volts > 4.712 V
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Ignition Key "ON", Eng "OFF" or "ON" MAP control system equals active.
TIME LENGTH AND FREQUENCY
Recurrence rate: 10 ms
Intake Air temperature (IAT) Sensor Circuit Range/Performance
DTC
P0111 Refer to DTC P0111: Intake Air Temperature (IAT) Sensor Performance. P0111
MONITOR STRATEGY DESCRIPTION
Dynamic diagnosis:
The target is to detect a stuck IAT sensor.
The malfunction "dynamic" is detected when the air intake temperature variation is below a calibratable threshold value.
Plausibility diagnosis:
The purpose is to check the dynamic (increase and decrease) of the measured IAT value and to detect a plausibility failure.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Dynamic diagnosis:
IAT < 2.25 degrees C
Fail Time > 1,000 ms
Plausibility diagnosis:
Increase test:
IAT variation value < Table up to 3.00 degrees C
Or
IAT variation value > 45 degrees C
Decrease test:
IAT variation value > Table down to -3.0 degrees C
IAT variation value < 39.75 degrees C
Fail Time > 200 ms
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Dynamic diagnosis:
Enable Conditions:
- engine running (after start phase reached)
- IAT within min/max thresholds: -9.75 degrees C < IAT < 110.25 degrees C
- ECT higher than min threshold: > -9.75 degrees C
- cold start conditions fulfilled:
|ECT at engine stop - ECT at engine start| > 45 degrees C
|ECT at engine start - measured value of IAT at engine start| < 3.75 degrees C
- time after start higher than min threshold: > 1,000 s
- distance driven since start higher than min threshold: > 10,000 m
- IAT dynamic diagnosis not performed within this driving cycle yet
Plausibility diagnosis:
- engine coolant temperature value higher than min threshold: > -9.75 degrees C
- mass air flow integral value higher than calibratable threshold: > 0 kg
- conditions for "decrease test" must have been fulfilled at least one time
- specific additional conditions for "increase test"
Conditions for increase tests:
- mass air flow integral value higher than calibratable threshold: > 3.99 kg
- increase test request Conditions for decrease tests:
- mass air flow integral value higher than calibratable threshold: > 7 kg
- increase test request
TIME LENGTH AND FREQUENCY
Recurrence rate: 100 ms
Intake Air temperature (IAT) Sensor Circuit
DTC
P0112 (Low Voltage) Refer to DTC P0112: Intake Air Temperature (IAT) Sensor Circuit Low Voltage. P0112
P0113 (High Voltage) Refer to DTC P0113: Intake Air Temperature (IAT) Sensor Circuit High Voltage. P0113
MONITOR STRATEGY DESCRIPTION
The purpose of this diagnosis, is to detect SCG, SCVB or OL in the intake air temperature sensor or it's circuit.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Low voltage:
Engine run time > 0 s
IAT Voltage < 0.088 V
High voltage/Open line:
Engine run time > 0 s
MAF < 2047.96875 kg/h
IAT Voltage > 4.97658 V
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Low Voltage:
Ign Key "ON", Eng "ON"
High voltage:
Ign Key "ON", Eng "ON"
TIME LENGTH AND FREQUENCY
Recurrence rate: 100 ms
Intake Air temperature (IAT) Sensor signal Intermittent
DTC
P0114 Refer to DTC P0114: Intake Air Temperature (IAT) Sensor Circuit Intermittent. P0114
MONITOR STRATEGY DESCRIPTION
The purpose is to detect intermittent failure in order to avoid sudden calculation transitions for any function based on a sensor temperature value. Failure is detected when the difference between the raw value and the mean value of IAT overpasses a calibratable threshold.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
IAT raw value > 8.25 degrees C
Fail Time > 1,000 ms
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Ign Key "ON"
TIME LENGTH AND FREQUENCY
Recurrence rate: 100 ms
Engine Coolant Temperature Circuit Performance
DTC
P0116 Refer to DTC P0116: Engine Coolant Temperature (ECT) Sensor Performance. P0116
MONITOR STRATEGY DESCRIPTION
ECT stuck signal:
The purpose of the signal stuck diagnosis is to detect a stuck measured coolant temperature sensor signal. The diagnosis function checks if after a variation of the calculated coolant temperature substitute value (ECT_SUB) also a variation of the measured coolant value is detected.
The diagnosis is performed only once per engine run.
ECT stuck high:
The diagnosis is based on monitoring the alteration of the coolant temperature signal (ECT) (positive and negative change) to determine a malfunctioning sensor stuck signal at high coolant temperature values.
Even at high coolant temperature values at engine start, a smooth change of the coolant temperature signal can be observed. Either at special engine operating conditions after a specific time interval or due to temperature changes caused by the coolant thermostat.
ECT sensor stuck in range:
The purpose of the signal stuck in range diagnosis is to detect a measured coolant temperature signal, which is stuck in range above the lowest maximum enable temperature.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
ECT stuck signal:
Difference of substitute coolant temperature values > Table value (Up to 110.25 degrees C)
Difference of measured coolant temperature values < Table value (Up to 35.25 degrees C)
If this error is detected then the ECT model temp is used. The error will latch for this drive cycle.
ECT stuck high:
Detected ECT difference for coolant temperature stuck high diagnosis < 2.25 degrees C
And
Part load request = 1
Or
Full load request = 1
And
RPM > 1,400 rpm
And
VS > 35 km/h
And
Air-mass flow per segment in kg/h > 25 kg/h
=> Decrement Enable condition 1 (higher load) delay counter for coolant temperature stuck high diagnosis.
(Idle speed request = 1 and VS < 20 km/h)
Or
Engine operating state (trailing throttle fuel cut off) = 1
=> decrement Enable condition 2 (lower load) delay counter for coolant temperature stuck high diagnosis.
Enable condition 2 (lower load) delay counter for coolant temperature stuck high diagnosis = 0
And
Enable condition 1 (higher load) delay counter for coolant temperature stuck high diagnosis = 0
And
Time after engine start > 600 s
=> Failure detected
ECT sensor stuck in range:
Difference of measured ECT and Air temperature at the throttle body at start > table (43.50 degrees C up to 59.25 degrees C)
Measured ECT > table (43.50 degrees C up to 59.25 degrees C)
SECONDARY PARAMETERS AND ENABLE CONDITIONS
ECT stuck signal:
Battery voltage > 10.46 V
ETC at start < 75.75 degrees C
Enable Conditions:
- Ignition Key "ON"
- Engine running
ECT stuck high:
Enable Conditions:
- Ignition Key "ON"
- Engine running
10.460 V < Battery voltage < 16.046 V
Coolant temperature at start > 75.75 degrees C
Air temperature at the throttle body at start > 75.75 degrees C
Air temperature at the throttle body at start < 69.75 degrees C
Ambient temperature > -9.75 degrees C
ECT sensor stuck in range:
Air temperature at the throttle body at start < 50.25 degrees C
Air temperature at the throttle body at start > -9.75 degrees C
Ambient air temperature at start > - 48.00 degrees C
Engine OFF duration time > 360 min
Time after exit start to after start < 3 s
Difference of Air temperature at the throttle body at start and Ambient air temperature at start > 190.50 degrees C
TIME LENGTH AND FREQUENCY
Recurrence rate: 1,000 ms
Engine Coolant Temperature Sensor Electrical Diagnosis (ECT)
DTC
P0117 Refer to DTC P0117: Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage. P0117
P0118 Refer to DTC P0118: Engine Coolant Temperature (ECT) Sensor Circuit High Voltage. P0118
MONITOR STRATEGY DESCRIPTION
This Diagnosis is to detect an Electrical malfunction, short circuit to VB, SCG and OL.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Short circuit to ground Diagnosis:
- ECT Volts < 0.0830 V
- Fail Time > 1,000 ms
Short circuit to VB or OL Diagnosis:
- ECT Volts > 4.956 V
- Inlet Air Temp. ≥ -30 degrees C or Inlet Air Temp. < -30 degrees C
And
- Time after engine start > 120 s
- Fail Time > 1,000 ms
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Short circuit to ground Diagnosis:
IGN = ON
Short circuit to VB or OL Diagnosis:
IGN = ON
TIME LENGTH AND FREQUENCY
Recurrence rate: 100 ms
Engine Coolant Temperature Circuit intermittent
DTC
P0119 Refer to DTC P0119: Engine Coolant Temperature (ECT) Sensor Circuit Intermittent. P0119
MONITOR STRATEGY DESCRIPTION
The purpose of the signal gradient diagnosis is to detect a not plausible gradient on the measured coolant temperature sensor signal. The monitoring is based on a comparison between the actual measured and the last measure coolant temperature value.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Limited measured coolant temperature - measured coolant temperature > 5.25 degrees C
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Enable Conditions:
IGK "ON"
Battery voltage > 10.46 V
TIME LENGTH AND FREQUENCY
Recurrence rate: 100 ms
Insufficient Coolant Temperature for Closed Loop Fuel Control
DTC
P0125 Refer to DTC P0125: Engine Coolant Temperature (ECT) Insufficient for Closed Loop Fuel Control. P0125
MONITOR STRATEGY DESCRIPTION
To monitor the activation of the lambda control after start above a coolant temperature threshold (OBD II requirement), a validation between the coolant temperature increase and the calculated coolant temperature increase is made.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
ECT < 9.75 degrees C
ECT model > 9.75 degrees C (Table used for Lambda Sensor Closed Loop operation)
P0125 = Active
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Disable Conditions:
- Inlet air temp. sensor fault
- ECT fault
Enable Conditions:
ECT at start < 9.75 degrees C
10.968 V < Battery voltage < 16.046 V
TIME LENGTH AND FREQUENCY
Recurrence rate: 1,000 ms
ECT signal output
DTC
P1668 Refer to DTC P1668: Engine Coolant Temperature (ECT) Signal Output. P1668
MONITOR STRATEGY DESCRIPTION
The ECT duty cycle value is driven by the ECU via an output driver. The failure detection is done by ECU Hardware. The purpose is to perform the electrical diagnosis of the ECT duty cycle value to detect electrical faults as defined by OBD I requirements. Three symptoms are distinguished.
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Enable Conditions:
IGK "ON"
LV_ST = 0
10.968 V < Battery voltage < 16.046 V
TIME LENGTH AND FREQUENCY
Recurrence rate: 100 ms
Throttle/Pedal Position Sensor/Switch "A" Circuit
DTC
P0121 (TPS_MAF error / A) Refer to DTC P0121: Throttle Position (TP) Sensor 1 Performance. P0121
MONITOR STRATEGY DESCRIPTION
plausibility error between TPS 1 and MAF
In the case of an error-free system, the throttle position 1 and 2 must not differ by more than 6.499 degrees TPS If the threshold is exceeded, TPS error detection is done through plausibility with measured mass air flow
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
plausibility error between TPS 1 and MAF
Timer variable for TPS-MAF plausibility check ≥ 0.3 s
And
-> The MAF sensor can be selected for the TPS _MAF plausibility check and MAF error was detected ->or The MAF sensor can't be selected for the TPS _MAF plausibility check and MAP error was detected
Or
=> Integrated error between Mass air flow measured by the main load sensor and Substitute mass air flow calculated with Throttle flap opening angle of position sensor 1 (TPS ratio error) >= Integrated error between Mass air flow measured by the main load sensor and Substitute mass air flow calculated with Throttle flap opening angle of position sensor 2 (TPS ratio error)
=> Then an TPS_MAF error is detected
Integrated error between Measurement Value and substitute value > 60
=> Then an TPS_MAF error is detected
SECONDARY PARAMETERS AND ENABLE CONDITIONS
plausibility error between TPS 1 and MAF
Flag for usage of FSD error to distinguish between load or TPS error is set.
- Drive cycle has started
- The load/TP rationality check was complete
- No pervious faulty exists on the MAF, MAP or TPS Plausibility performance
- IGK "ON"
- Value of TPS Sensor 1- sensor 2 > 6.499 degrees TPS And actual TPS value < 119.50 degrees TPS (table)
TIME LENGTH AND FREQUENCY
Recurrence rate: 20 ms
Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance
DTC
P0221 (TPS_MAF error / B) Refer to DTC P0221: Throttle Position (TP) Sensor 2 Performance. P0221
MONITOR STRATEGY DESCRIPTION
In the case of an error-free system, the throttle position 1 and 2 must not differ by more than 6.499 degrees TPS. If the threshold is exceeded, TPS error detection is done through plausibility with measured mass air flow.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Timer variable for TPS-MAF plausibility check ≥ 0.3 s
and
-> The MAF sensor can be selected for the TPS_MAF plausibility check and MAF error was detected
-> or The MAF sensor can't be selected for the TPS_MAF plausibility check and MAP error was detected
or
=> Integrated error between Mass air flow measured by the main load sensor and Substitute mass air flow calculated with Throttle flap opening angle of position sensor 1 (TPS ratio error) <= Integrated error between Mass air flow measured by the main load sensor and Substitute mass air flow calculated with Throttle flap opening angle of position sensor 2 (TPS ratio error)
-> Then an TPS_MAF error is detected
Integrated error between Measurement Value and substitute value > 30
-> an TPS_MAF error is detected
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Enable Conditions:
- Drive cycle has started
- The load/TP rationality check was complete
- No pervious faulty exists on the MAF, MAP or TPS Plausibility performance
- IGK "ON"
- Value of TPS Sensor 1 - sensor 2 > 6.499 degrees TPS And actual TPS value < 119.50 degrees TPS (table)
TIME LENGTH AND FREQUENCY
Recurrence rate: 10 ms
Mass or Volume Air Flow Circuit Range/Performance
DTC
P0101 Refer to DTC P0101: Mass Air Flow (MAF) Sensor Performance. P0101
MONITOR STRATEGY DESCRIPTION
Rationality check:
The plausibility is checked by comparing the excitation of the controller (reduced area & pressure with the corresponding "basic" value (Throttle reduce area if area controlled).
The MAF sensor is determined implausible by comparing the controller excitation when the model (IMM) was adapted to MAF sensor
If the delta excitation of reduced area is greater than a threshold.
The MAF sensor is considered implausible.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Identification of reason for unplausibility
- of reduced area controller deviation
Pressure quotient at the throttle ≤ 0.800 and
44% (table < reduced area excitation under MAP
Or
reduced area excitation under MAP < -49.9% (table)
- pressure controller deviation
Pressure quotient at the throttle > 0.800
And
45% (table) < reduced area excitation under MAP
Or
reduced area excitation under MAP < -25% (table)
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Identification of reason for unplausibility
Enable conditions:
- Drive cycle has started
- The load/TP rationality check was complete
- No pervious faulty exists on the MAF, MAP or TPS Plausibility performance
- 512 rpm < RPM < 4512 rpm
- 0.14999 < relative engine load < 0.99998
Disable conditions:
TPS error
TIME LENGTH AND FREQUENCY
Recurrence rate: 20 ms
Manifold absolute Pressure/Barometric pressure Circuit Range/Performance
DTC
P0106 Refer to DTC P0106: Manifold Absolute Pressure (MAP) Sensor Performance. P0106
MONITOR STRATEGY DESCRIPTION
The purpose of this test is to check the plausibility between the MAP value measured from the MAP sensor and the MAP value calculated by the air path model (from the engine speed, the TPS value and the MAF sensor value).
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
MAP sensor signal not plausible
- Engine stop = 0
- IGK ON
- MAF controlled system
- Deviance of Air mass flow at the throttle And Air mass flow out of the intake manifold <= 500 kg/h
and
- (50 mg/stk < Predicted air mass for calculation of basic fuel injection < 550 mg/stk)
and
- Intake manifold pressure per segment measured > 149 hPa
and
- deviation of Intake manifold pressure per segment measured and Predicted air mass for calculation of basic fuel > 199.997 hPa
-> MAP sensor signal not plausible
MAP plausibility error at engine stop (after stop)
- Engine stop = 1
- IGK OFF
- Time elapsed since power-latch phase has started for MAP sensor plausibility diagnosis >= 2 s
and
- VS < 1 km/h and
- (deviation of Intake manifold pressure per segment measure and Ambient pressure > 2716.96 hPa
Or
Intake manifold pressure per segment measure < 499.99 hPa
or
Intake manifold pressure per segment measure > 1099.98 hPa)
-> MAP plausibility error at engine stop (after stop)
MAP plausibility error at engine stop (before start)
- Engine stop = 1
- Power latch = 0
- VS < 1 km/h
- (Intake manifold pressure per segment measure < 499.99 hPa or Intake manifold pressure per segment measure > 1099.98 hPa)
-> MAP plausibility error at engine stop (before start)
SECONDARY PARAMETERS AND ENABLE CONDITIONS
MAP sensor signal not plausible Always active
This diagnostic is inhibited if any of the following DTC's are present:
-> MAP error
-> Main relay error
-> IAT error
-> TPS error
-> CAM error
-> ECT error
-> rationality check error
-> The air path model adjustment is reset or stopped
-> abs (Air mass flow at the throttle - Air mass flow out of the intake manifold) > 500 kg/h
-> 50 mg/stk < MAF <550 mg/stk)
-> MAP_MES <= 149 hPa
MAP plausibility error at engine stop (after stop)
Always active
This diagnostic is inhibited if any of the following DTC's are present:
-> MAP error
-> Main relay error
-> IAT error
-> TPS error
-> CAM error
-> ECT error
-> rationality check error
-> The air path model adjustment is reset or stopped
-> abs (Air mass flow at the throttle - Air mass flow out of the intake manifold) > 500 kg/h
-> 50 mg/stk < MAF < 550 mg/stk)
-> MAP_MES <= 150 hPa
MAP plausibility error at engine stop (before start)
Always active
This diagnostic is inhibited if any of the following DTC's are present:
-> MAP error
-> Main relay error
-> IAT error
-> TPS error
-> CAM error
-> ECT error
-> rationality check error
-> The air path model adjustment is reset or stopped
-> abs (Air mass flow at the throttle - Air mass flow out of the intake manifold) > 500 kg/h
-> 50 mg/stk < MAF < 550 mg/stk)
-> MAP_MES <= 150 hPa
TIME LENGTH AND FREQUENCY
MAP sensor signal not plausible
Recurrence rate: 100 ms
MAP plausibility error at engine stop (after stop)
Recurrence rate: 20 ms
MAP plausibility error at engine stop (before start)
Recurrence rate: 20 ms
Throttle Position Sensor # 1 Electrical Diagnosis (TP)
DTC
P0122 (TP 1) (Low Volts) Refer to DTC P0122: Throttle Position (TP) Sensor 1 Circuit Low Voltage. P0122
P0123 (TP 1) (High Volts) Refer to DTC P0123: Throttle Position (TP) Sensor 1 Circuit High Voltage. P0123
MONITOR STRATEGY DESCRIPTION
This Diagnosis is to detect an Electrical malfunction, short circuit to Battery voltage, SCG and OL.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Low Volts:
TP Volts < 0.044 V
Fail Time = 120 ms
P0122 = Active (SCG)
Low Volts:
TP Volts > 4.839 V
Fail Time = 120 ms
P0123 = Active (SCVB/OL)
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Enable Conditions:
Ignition Key "ON"
Disable Conditions:
- TPS fault
- Limp home active
TIME LENGTH AND FREQUENCY
Recurrence rate: 10 ms
Throttle/Pedal Position Sensor/Switch "D" Circuit Low Input
DTC
P2122 Refer to DTC P2122: Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage. P2122
MONITOR STRATEGY DESCRIPTION
The purpose of the diagnosis shall be the detection of electrical faults and not plausible conditions. Therefore the following error-checks are performed:
- Signal range check high
- Signal range check low
- Ratio check
- High resistance check (only for potentiometer systems)
- Plausibility brake/pedal value senor
For freeze frame, DTC, error code number, symptom number, emission error type, successive error management, data for MIL-management and anti-bounce configuration see chapters for general diagnosis information and application incidences.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Voltage of pedal value senor 1 < 0.288 V
Fail Time = 300 ms
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Activation: IGN = 1
No PVS error detected
Voltage of pedal value sensor 2 >= 0.498 V
TIME LENGTH AND FREQUENCY
Recurrence rate: 10 ms
Throttle/Pedal Position Sensor/Switch "D" Circuit High Input
DTC
P2123 Refer to DTC P2123: Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage. P2123
MONITOR STRATEGY DESCRIPTION
The purpose of the diagnosis shall be the detection of electrical faults and not plausible conditions. Therefore the following error-checks are performed:
- Signal range check high
- Signal range check low
- Ratio check
- High resistance check (only for potentiometer systems)
- Plausibility brake/pedal value senor
For freeze frame, DTC, error code number, symptom number, emission error type, successive error management, data for MIL-management and anti-bounce configuration see chapters for general diagnosis information and application incidences.
MALFUNCTION CRITERIA AND THRESHOLD VALUE(S)
Voltage pedal value senor < 4.766 V
Fail Time = 300 ms
SECONDARY PARAMETERS AND ENABLE CONDITIONS
Activation: IGN = 1
No PVS error detected
TIME LENGTH AND FREQUENCY
Recurrence rate: 10 ms
Throttle/Pedal Position Sensor/Switch "E" Circuit Low Input
DTC
P2127 Refer to DTC P2127: Accelerator Pedal Position (APP) Sensor 2 Circuit Low Voltage. P2127
MONITOR STRATEGY DESCRIPTION
The purpose of the diagnosis shall be the detection of electrical faults and not plausible conditions. Therefore the following error-checks are performed:
- Signal range check high
- Signal range check low
- Ratio check
- High resistance check (only for potentiometer systems)
- Plausibility brake/pedal value senor
For freeze frame, DTC, error code number, symptom number, emission error type, successive error management, data for MIL-management and anti-bounce configuration see chapters for general diagnosis information and application incidences.