DOBDSM1501

2015 MY OBD System Operation
Summary for Diesel Engines

Table of Contents
Introduction – OBD-II and HD OBD ........................................................................................................................... 5
General Description 6.7L/3.2L Diesel Engines............................................................................................................ 6
System Schematic 3.2L Chassis Certified ................................................................................................ 7
System Schematic 6.7L Chassis Certified ................................................................................................ 8
System Schematic 6.7L Dynamometer Certified ...................................................................................... 9
2015 MY 3.2L I5 Diesel Exhaust Features, Medium Duty, Chassis Cert ...............................................11
2015 MY 6.7L V8 Diesel Exhaust Features, Medium Duty, Chassis Cert..............................................12
2015 MY 6.7L V8 Diesel Exhaust Features, Medium Duty, Dyno Cert ..................................................12
NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST MONITOR ........................................ 13
Diesel Oxidation Catalyst Efficiency Monitor - Functional ......................................................................13
Diesel Oxidation Catalyst Efficiency Monitor – Intrusive ........................................................................14
Diesel Oxidation Catalyst DPF Regeneration Assistance Monitor .........................................................15
Diesel Oxidation Catalyst SCR Assistance Monitor ...............................................................................15
OXIDES OF NITROGREN (NOx) CONVERTING CATALYST MONITORING..................................................... 15
Selective Catalyst Reduction Catalyst Efficiency Monitor ......................................................................15
Selective Catalyst Reduction Feedback Control Monitors .....................................................................17
Exhaust Temperature Controller Monitor ...............................................................................................18
Selective Catalyst Reduction Tank Level ...............................................................................................19
MISFIRE MONITOR.................................................................................................................................................... 20
Misfire System Overview ........................................................................................................................20
Misfire Algorithm Processing ..................................................................................................................20
FUEL SYSTEM MONITOR ........................................................................................................................................ 22
Fuel System Overview ............................................................................................................................22
Fuel Rail Pressure Sensor Circuit Check ...............................................................................................22
Fuel Rail Pressure Sensor Range Check: ..............................................................................................24
Injector Code Missing/Invalid: .................................................................................................................31
Fuel system pressure control:.................................................................................................................32
Fuel Rail Pressure Monitors: ..................................................................................................................32
FORD MOTOR COMPANY REVISION DATE: DECEMBER 22, 2014 09.01.00.02-PAGE 1 OF 186
Injection Timing / Injection quantity ........................................................................................................34
Fuel Mass Observer (Global Fuel Bias): ................................................................................................36
Feedback control: ...................................................................................................................................37
Zero Fuel Calibration: .............................................................................................................................37
EXHAUST GAS SENSOR MONITOR ...................................................................................................................... 41
Air-Fuel Ratio Sensors: Feedgas NOx Sensor Control Module .............................................................41
Air-Fuel Ratio Sensors: Tailpipe NOx and O2 Sensor Control Module ..................................................48
Particulate Matter Sensor............................................................................................................................................ 55
Exhaust Gas Particulate Matter Sensor (PMS) ......................................................................................55
Particulate Matter Sensor Sampling Monitor ..........................................................................................61
Particulate Matter Sensor Regeneration Monitor ...................................................................................62
Particulate Matter Filter Monitor Using PM Sensor ................................................................................63
EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITOR........................................................................... 65
EGR Rate System Monitor .....................................................................................................................65
EGR Cooler / EGR Cooler Bypass Monitor ............................................................................................68
EGR System Slow Response .................................................................................................................71
EGR Control Limits Monitor ....................................................................................................................71
Mass Airflow Closed-loop Control Limits Monitor ...................................................................................72
BOOST PRESSURE CONTROL SYSTEM MONITORING .................................................................................... 73
Intrusive Turbo Position and Response Monitoring ................................................................................73
Overboost Monitoring .............................................................................................................................75
Threshold Overboost Monitoring ............................................................................................................76
Underboost Monitoring ...........................................................................................................................77
Charge Air Cooler Monitoring .................................................................................................................78
PARTICULATE MATTER (PM) FILTER MONITORING ......................................................................................... 80
DPF Filter Efficiency Monitor (3.2L only) ................................................................................................80
DPF Filter Missing Substrate Monitor .....................................................................................................81
DPF Frequent Regeneration Monitor .....................................................................................................82
DPF Incomplete Regeneration Monitor ..................................................................................................83
DPF Feedback Control Monitors ............................................................................................................84
DPF Restriction Monitor ..........................................................................................................................85
ENGINE COOLING SYSTEM MONITORING .......................................................................................................... 86
Thermostat Monitor .................................................................................................................................86
Primary Coolant Temp Rise Monitoring ..................................................................................................87
Secondary Coolant Temp Rise Monitoring .............................................................................................88
COLD START EMISSION REDUCTION STRATEGY MONITORING................................................................... 89
Cold Start Emission Reduction System Monitor (Only 6.7L Pickup Applications) .................................89
Cold Start Emission Reduction Component Monitor ..............................................................................90
Crankcase Ventilation Monitor.................................................................................................................................... 94
Engine Sensors ........................................................................................................................................................... 95
Air Temperature Rationality Test ............................................................................................................95
Ambient Air Temperature Physical Range Check ..................................................................................96
Barometric Pressure and Manifold Absolute Pressure .........................................................................102
Turbine Upstream Pressure Sensor Plausibility Checks ......................................................................104
Upstream Turbine Pressure Sensor Signal Range Check ...................................................................106
EGR Valve Position Sensor ..................................................................................................................106
Throttle Position Sensor .......................................................................................................................106
EGR Downstream Temperature Sensor Dynamic Plausibility Check ..................................................107
Engine Coolant & Engine Oil Correlation .............................................................................................107
Cam and Crank Sensor: .......................................................................................................................111
Mass Air Meter ......................................................................................................................................113
MAF Rationality Check .........................................................................................................................114
Air Path Leakage Check .......................................................................................................................116
Turbocharger/Boost Sensor..................................................................................................................118
DEF Pressure Sensor ...........................................................................................................................119
Reductant Pressure Sensor Signal Range Check................................................................................120
Reductant Pressure Plausibility Check before Start-up .......................................................................120
DEF Pressure Build-up Check at Start-up ............................................................................................121
DEF System Pressure Control..............................................................................................................122
Reductant Tank Level Sensor ..............................................................................................................124
Reductant Tank Level Sensor Circuit Checks ......................................................................................125
Reductant Tank Level Sensor Plausibility Check .................................................................................126
Reductant Tank Temperature Sensor ..................................................................................................126
Reductant Tank Termparature Plausibility Check ................................................................................127
Exhaust Gas Temperature Sensor Rationality Test .............................................................................128
Diesel Particulate Filter Pressure Sensor Rationality Test ...................................................................131
Diesel Particulate Filter Pressure Offset Test.......................................................................................132
Delta Pressure Sensor ..........................................................................................................................133
Driver Input Devices .................................................................................................................................................. 135
Accelerator Pedal Diagnostics ..............................................................................................................135
Brake Switch Diagnostics .....................................................................................................................135
Engine Outputs .......................................................................................................................................................... 136
EGR Valve Actuator Signal Range Check ............................................................................................136
EGR Valve Offset Learn Limits .............................................................................................................136
EGR Valve Actuator Jammed Detection ..............................................................................................137
Throttle Valve Actuator Signal Range Check .......................................................................................138
Throttle Valve Offset Learn Limits ........................................................................................................138
Throttle Valve Actuator Jammed Detection ..........................................................................................139
ECB Valve Actuator Signal Range Check ............................................................................................140
Urea System Pressure Control .............................................................................................................140
Reductant Pump Motor .........................................................................................................................141
Reductant Pump Motor Circuit Checks ................................................................................................142
Reductant Pump Motor Functional Check ............................................................................................142
Reductant Dosing Valve (Injector) ........................................................................................................143
Reductant Dosing Valve Circuit Checks ...............................................................................................143
Plausibility Check for Pump Motor Duty Cycle (Clogging) ...................................................................144
Reductant Dosing Valve Functional Check ..........................................................................................145
Reverting Valve.....................................................................................................................................146
Reverting Valve Circuit Checks ............................................................................................................146
Reverting Valve Functional Check........................................................................................................147
Urea Heaters.........................................................................................................................................148
Reductant Heater Plausibility Checks ..................................................................................................148
Lack of Communication Codes: ............................................................................................................155
Glow Plugs and Glow Plug Control Modujle (GPCM)............................................................................................. 157
Down Stream Injection (DSI) Sytem ........................................................................................................................ 161
DSI Vaporizer Pump Circuit Continuity Check Monitor ........................................................................161
DSI Vaporizer Glow Plug Circuit Continuity Check Monitor .................................................................162
DSI Vaporizer Glow Plug Relay Plausibility Check Monitor .................................................................163
DSI Leakage Monitor ............................................................................................................................164
Turbocharger Actuator Signal Range Check ........................................................................................165
Miscellaneous ECU Faults:...................................................................................................................166
Transmission Park/Neutral Gear Check at Start-Up.............................................................................166
Comprehensive Component Monitor - Transmission ............................................................................................. 167
Transmission Inputs ..............................................................................................................................167
Transmission Outputs ...........................................................................................................................170
Transmission Control Module (TCM) ....................................................................................................174
6R140 (RWD) Transmission with external PCM or TCM ....................................................................................... 176
On Board Diagnostic Executive ................................................................................................................................ 179
Exponentially Weighted Moving Average ................................................................................................................ 181
Serial Data Link MIL Illumination .............................................................................................................................. 182
Calculated Load Value .............................................................................................................................................. 183
I/M Readiness ............................................................................................................................................................ 183
Power Take Off Mode ............................................................................................................................184
In-Use Monitor Performance Ratio........................................................................................................................... 185
Mode $06 Results...................................................................................................................................................... 186
Introduction – OBD-II and HD OBD
Light Duty OBD-II Systems
On Board Diagnostics II - Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines
certified under title 13, CCR section 1968.2
California OBD-II applies to all California and "CAA Sec. 177 States" for gasoline engine vehicles up to 14,000 lbs.
Gross Vehicle Weight Rating (GVWR) starting in the 1996 MY and all diesel engine vehicles up to 14,000 lbs.
GVWR starting in the 1997 MY.
"CAA Sec. 177 States" or "California States" are states that have adopted and placed into effect the California Air
Resources Board (CARB) regulations for a vehicle class or classes in accordance with Section 177 of the Clean
Air Act.. At this time, “CAA Sec. 177 States" are Massachusetts, New York, Vermont and Maine for 2004, Rhode
Island, Connecticut, Pennsylvania for 2008, New Jersey, Washington, Oregon for 2009, Maryland for 2011,
Delaware for 2014 and New Mexico for 2016. These States receive California-certified vehicles for passenger cars
and light trucks, and medium-duty vehicles, up to 14,000 lbs. GVWR."
Federal OBD applies to all gasoline engine vehicles up to 8,500 lbs. GVWR starting in the 1996 MY and all diesel
engine vehicles up to 8,500 lbs. GVWR starting in the 1997 MY. US Federal only OBD-certified vehicles may use
the US Federal allowance to certify to California OBD II but then turn off/disable 0.020" evap leak detection).
Starting in the 2004 MY, Federal vehicle over 8,500 lbs. are required to phase in OBD-II. Starting in 2004 MY,
gasoline-fueled Medium Duty Passenger Vehicles (MDPVs) are required to have OBD-II. By the 2006 MY, all
Federal vehicles from 8,500 to 14,000 lbs. GVWR will have been phased into OBD-II.
Heavy Duty OBD Systems
Heavy Duty On-Board Diagnostics - Heavy-duty engines (>14,000 GVWR) certified to HD OBD under title
13, CCR section 1971.1(d)(7.1.1) or (7.2.2) (i.e., 2010 and beyond model year diesel and gasoline engines
that are subject to full HD OBD)
Starting in the 2010 MY, California and Federal gasoline-fueled and diesel fueled on-road heavy duty engines used
in vehicles over 14,000 lbs. GVWR are required to phase into HD OBD. The phase-in starts with certifying one
engine family to HD OBD in the 2010 MY. (2010 MY 6.8L 3V Econoline) By the 2015 MY, all engine families must
certify to the HD OBD requirements. Vehicles/engines that do not comply with HD OBD during the phase-in period
must comply with EMD+.
OBD-II system implementation and operation is described in the remainder of this document.
General Description 6.7L/3.2L Diesel Engines
The 6.7L is a V8 engine designed to meet customer expectations of high horsepower and torque with exceptional
fuel economy and low NVH. It must do this while meeting the tough emissions standards set by the EPA and
CARB.
Some of the technologies employed to meet these diverse criteria include a Variable Geometry Turbocharger
(VGT), common rail fuel injection system, electronically controlled, cooled EGR, a diesel oxidation catalyst (DOC) ,
Selective Catalytic Reduction catalyst (SCR), Diesel Exhaust Fluid (DEF) injection system, and a diesel particulate
filter (DPF).
The system schematic on the next page shows the path of the air as it is compressed by the turbocharger, cooled
by the air-to-coolant intercooler, and mixed with the cooled EGR gases. The state of this compressed and heated
air is sensed by the manifold absolute pressure (MAP) sensor just before it enters the cylinders and the two
temperature sensors that represent Charge Air Cooler Outlet temperature (CACT1) and EGR Cooler outlet
temperature (EGRCOT). The exhaust gas pressure is measured by the exhaust backpressure (EP) sensor before
it exits through the turbocharger. The exhaust after treatment system consists of a DOC, a SCR, a DPF and a
muffler.
An electronic, proportional valve controls EGR rates with an integral position sensor (EGRP). Flows are
determined by valve position and the amount that backpressure exceeds boost pressure. An EGR throttle
(EGRTP) is used for regeneration control as well as to optimize the boost pressure vs. backpressure levels.
Fuel injection pressure is measured by the high-pressure fuel rail sensor (FRP). Injection pressure is controlled by
the high pressure pump and two regulating valves, a Pressure Control Valve (PCV), and a Fuel Metering Unit
(MeUn), formerly known as Volume Control Valve (VCV).
Engine speed (N) and crankshaft position are determined by the crankshaft position sensor (CKP) which senses a
60 minus 2 tooth target wheel. Camshaft position is determined by the camshaft position sensor (CMP), which
senses the profile of a multiple lobed camshaft.
Atmospheric pressure is determined by the Barometric Pressure sensor (BARO) mounted internally in the Engine
Control Module (ECM).
During engine operation, the ECM calculates engine speed from the crankshaft position sensor. The ECM
controls engine operation by controlling the piezo injector opening and closing times as well as the pressure at
which the fuel is injected, thereby controlling fuel quantity and timing. Simultaneously, airflow is modulated by
controlling the turbocharger vane position.
Fuel quantity is controlled by injector “on time” (pulse width) and the fuel rail pressure. Desired engine speed is
determined from the position of the accelerator pedal.
The 3.2L I5 engine has the same technologies and engine layout employed on the 6.7L V8 engine with some
exceptions. See engine diagram below.
System Schematic 3.2L Chassis Certified
SBS = Single brick system

(i.e., catalyzed DPF)
System Schematic 6.7L Chassis Certified
System Schematic 6.7L Dynamometer Certified
Actuators Acronym Sensors Acronym
DEF (Reductant) System
DEF Pump DEF Temp-Level Combination
Sensor
DEF Tank Heater Heater #1 DEF Pressure Sensor
DEF Pump & Line Heater Heater #2
DEF Injector
NOx Sensor System
Feedgas NOx Sensor Controller NOx11 NOx Sensor
Tailpipe NOx Sensor Controller NOx12 NOx Sensor
Reductant Control Module RDCM
Boost System
Variable Geometry Turbo Control VGTC Manifold Pressure Sensor MAP
Charge Air Cooler Temperature CACT1
at Outlet
Variable Nozzle Turbocharger VNT Mass Airflow Sensor MAF
Motor
Intake Air Temperature IAT11
Exhaust Back Pressure EBP or P3
Exhaust Gas Recirculation System
Exhaust Gas Recirculation Valve EGRVC Exhaust Gas Recirculation Valve EGRVP
Control Position
Exhaust Gas Recirculation EGRCBV Exhaust Gas Recirculation EGR_COT
Cooler Bypass Vacuum Control Cooler Gas Temperature at
Solenoid Outlet
EGR Throttle Motor Control TACM EGR Throttle Position Sensor TPS
Fuel System
High Pressure Fuel Volume FVCV High Pressure Fuel Rail Pressure FRPS
Control Valve Sensor
High Pressure Fuel Pressure FRPRV Low Pressure Fuel Delivery FDPS
Relief Valve Switch
Fuel Injectors INJ 1-8 Low Pressure Fuel Temperature FTS
Sensor
Low Pressure Fuel Pump and DFCM
Filters
Water In Fuel Sensor WFS

Fuel Tank Level Sensor
Glow Plug System
Glow Plugs
Glow Plug Controller GPCM
Exhaust System
Diesel Oxidation Inlet DOC_IT or EGT11
Temperature
Diesel Oxidation Outlet DOC_OT or EGT12
Temperature
Selective Catalytic Reduction SCR_OT or EGT 13
Outlet Temperature
Upstream Catalyzed Diesel DPFP
Particulate Filter Pressure
Downstream Diesel Particulate DPF_OT or EGT 14
Filter Temperature
Single Pressure Gauge Sensor SPGS
Engine System
Electric Clutch Fan Controller FC-V Cam Shaft Position Sensor CMP
Engine Coolant Temperature ECT
Crank Shaft Position Sensor CKP

Engine Oil Temperature EOT
Engine Oil Pressure Switch EOP_SW
Low Temperature Coolant Loop ECT2
Temperature
Engine Fan Speed Sensor FSS
Environmental Temperature ENV_T
Sensor
Barometric Pressure Sensor BARO
2015 MY 3.2L I5 Diesel Exhaust Features, Medium Duty, Chassis Cert
Exhaust system architecture for the 6.7L Diesel
The dynamometer certified application of the 6.7L diesel engine has a similar layout to the chassis certified version.
The main difference is a change in the order of the aftertreatment systems. The dynamometer certified 6.7L
exhaust system layout is shown below:.
2015 MY 6.7L V8 Diesel Exhaust Features, Medium Duty, Chassis Cert
2015 MY 6.7L V8 Diesel Exhaust Features, Medium Duty, Dyno Cert
NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST MONITOR
Diesel Oxidation Catalyst Efficiency Monitor - Functional
The Diesel Oxidation Catalyst (DOC) is monitored to ensure it is capable of converting hydrocarbons and carbon
monoxide. The monitor is only run during aftertreatment regeneration events. After entering regen, there is a short
delay to allow the DOC to achieve light-off temperature. Then the exotherm is monitored for a short period of time
and normalized versus an expected exotherm (a function of post-injection fuel quantity and ambient air temp). The
exotherm is defined as the DOC outlet temperature (EGT12) minus the DOC inlet temperature (EGT11). The
normalized exotherm is filtered for a short period of time, and then compared to a threshold. If the normalized
exotherm is below the threshold, a fault is indicated. No other preconditioning is required.
This monitor applies to >10,000 GVW 6.7L pickups, all 6.7L chassis cabs, and all 3.2L products.
DOC Efficiency Monitor Summary:

DTCs P0420 – Catalyst System Efficiency Below Threshold
Monitor execution Once per driving cycle during which an active DPF regeneration occurs
Monitor Sequence None
Sensors OK EGT11, EGT12, ECT, MAF, IAT
Monitoring Duration 4 minutes
Typical DOC Efficiency Monitor Entry Conditions:

Entry condition Minimum Maximum
DPF regeneration event
Engine speed 1000 rpm 3000 rpm
Torque set point 100 Nm 1000 Nm
Engine coolant temperature 70 deg C
DOC inlet temperature 200 deg C 500 deg C
PTO inactive
Typical DOC Efficiency Monitor Malfunction Threshold:

Normalized exotherm is less than 40% of the expected exotherm for 60 seconds
Diesel Oxidation Catalyst Efficiency Monitor – Intrusive
The Diesel Oxidation Catalyst (DOC) is monitored to ensure it is capable of converting hydrocarbons and carbon
monoxide. While entry conditions are met, a small quantity of fuel is post-injected late in the combustion cycle
(similar injection timing as DPF regen). The actual exothermic efficiency is calculated from the temperature rise
across the DOC and normalized by the expected exothermic efficiency (based on quantity of fuel injected), which
results in a ratio having values between 0-1. If the normalized exotherm is below the threshold, a fault is indicated.
No other preconditioning is required.
The Intrusive DOC Monitor is only applicable on <10,000 GVW 6.7L pickups.
DOC Efficiency Monitor Summary:

DTCs P0420 – Catalyst System Efficiency Below Threshold
Monitor execution Once every 400 km
Sensors OK EGT11, EGT12, ECT, MAF, IAT
Monitoring Duration With valid entry conditions:
Monitor session: 75 sec (includes time to post-inject fuel and calculate
metric)
Total time: Approx. 8 minutes (3 sessions required in order to complete,
120 sec wait time between sessions)
Typical DOC Efficiency Monitor Entry Conditions:

Distance since last monitor completion 400 km
Time since entering normal Engine 300 sec (if transitioning from
Operating Mode (EOM0) EOM1/2 (Regen), EOM3
(Catalyst Warmup)
600 sec (if transitioning from
Aftertreatment Overheat mode
Pre-DOC Temp 210 deg C 280 deg C
Post-DOC Temp 210 deg C 1000 deg C
Exhaust Mass Flow Rate 70 kg/hr 1000 kg/hr
Post Injection Fuel (from requests other than -10 mg/stroke 10 mg/stroke
this monitor)
Ambient Air Temperature -6.7 deg C
Barometric Pressure 75.5 kPa
Engine speed 1000 rpm
Torque set point 50 Nm
Typical DOC Efficiency Monitor Malfunction Threshold:

Monitor requires 3 failing results in order to diagnose a failed DOC.
Normalized exotherm efficiency must be less than 30% of expected for all 3 monitor sessions.
Diesel Oxidation Catalyst DPF Regeneration Assistance Monitor
The DOC is monitored to ensure it is capable of generating a sufficient exotherm to allow DPF regeneration events
by burning the soot which is stored in the Diesel Particulate Filter (DPF). This is accomplished with the same
diagnostic described above for the DOC Catalyst Efficiency Monitor.
Diesel Oxidation Catalyst SCR Assistance Monitor
The DOC in this system is not utilized to provide any changes in the feedgas constituency that would aid in the
proper SCR operation.
OXIDES OF NITROGREN (NOx) CONVERTING CATALYST MONITORING
Selective Catalyst Reduction Catalyst Efficiency Monitor
The SCR catalyst is monitored to ensure it is capable of NOx conversion. NOx concentrations upstream and
downstream of the SCR are measured with NOx sensors. Using these concentrations, the cumulative efficiency of
the SCR catalyst is calculated and compared to a threshold. If the cumulative efficiency is below this threshold at
the end of the sample period (approx 1 minute), a fault will be indicated.
The reductant, Diesel Exhaust Fluid (DEF), which is used as part of the SCR catalyst reaction, is monitored to
ensure the tank is not refilled with an improper reductant. After the SCR Catalyst Efficiency Monitor has completed
and the SCR has been determined to be functional, the efficiency monitor continues to calculate the cumulative
efficiency of the system, with a calibrated wait time between iterations of the monitor. Successive values for
cumulative efficiency are included in two filtering routines, one for short term efficiency and the other for long term
efficiency. The short term efficiency must be less than a threshold (0.35-0.55, depending on application) and the
difference between short and long term conversion efficiency must be greater than a threshold (0.10).
Monitor Summary:
DTCs P20EE – SCR NOx Catalyst Efficiency Below Threshold
P207F – Reductant Quality Performance
P204F – Reductant System Perforamnce (Bank 1)
Monitor execution P20EE - Once per driving cycle
P207F – Continuously (while entry conditions are met)
P204F - Continuously
Monitor Sequence P20EE test followed by P207F test
Sensors OK NOx, EGT12, EGT13, ECT, DEF injection system, MAF, BARO, O2,
DPFP, EGR system
Monitoring Duration P20EE – 2 Minutes, P207F – Dependent on driving conditions and
DEF dilution
P204F - Continuous
Typical Entry Conditions:
SCR Feedback Control Enabled
FG and TP NOx sensors ready (light-off
temp reached and internal checks complete)
Regeneration Cycle Not Requested
Ambient air temperature -6.7 degC
Barometric Pressure 81.2 kPa 120 kPa
Engine Speed 1000 rpm 3000 rpm
Torque Transients -30 N-m/s, +10 N-m/s
Exhaust Space Velocity 5000 /hr 120,000 /hr
SCR Inlet temp 180 degC 320 degC
Filtered rate of change of SCR inlet temp 30 seconds
Feedgas NOx 75 ppm 800 ppm
DEF storage 40% understored 10% overstored
Minimum NH3 storage 0.75 grams
Delay between iterations of monitor (for DEF 1400 sec
Quality monitor)
Short term efficiency 0.35-0.55 (depends on
application)
(DEF Quality monitor)
Short term to long term efficiency delta 0.1
(DEF Quality monitor)
Typical Malfunction Thresholds:

P20EE: If the cumulative efficiency of the SCR Catalyst is less than 35% for approx 60 seconds., a fault is
indicated.
P207F: the short term NOx efficiency needs to be less than a threshold (0.35-0.55) and the delta between short
and long term efficiency needs to be greater than 0.10. The fault will generally be detected within 1 hour under
most conditions.
P204F: If CAN communication with the RDCM is lost OR the RDCM reports a fault which requires MIL
illumination
Selective Catalyst Reduction Feedback Control Monitors
The SCR system is monitored to ensure the proper closed loop control of the reductant injection. As part of the
reductant injection control, a correction factor is adapted to account for long term drift of the system (injector, etc).
This correction factor is monitored continuously. If the correction factor reaches a threshold in the positive or
negative direction for a sufficient period of time, a fault will be indicated.
A SCR Time to Closed Loop monitor is implemented to ensure that SCR feedback occurs when expected. Once
entry conditions are met, a timer is incremented. If the fraction of time in closed loop control is less than a
threshold, a fault is indicated.
Additionally, the system has a temperature controller that increased the tailpipe temperatures under certain
situations to improve the function of the SCR system. This controller is also monitored.
Monitor Summary:
DTCs P249D – SCR Feedback at Minimum Limit
P249E – SCR Feedback at Maximum Limit
P249C – SCR Time to Closed Loop
Monitor execution Continuous
Sensors OK NOx, EGT12, EGT13, ECT, EGT11 EGT14, MAF, BARO, IAT,
DPFP, and EGR system
Monitoring Duration 5 minutes

Low Temp Adaptation is enabled
(Feedback monitor only)
Barometric pressure 74.5 kPa
Ambient temperature -6.7 deg C
SCR temperature 160 deg C 550 deg C

P249D: If the correction factor is clipped at its minimum value for 30 seconds then a fault is indicated.
P249E: If the correction factor is clipped at its maximum value for 30 seconds then a fault is indicated.
P249C: The error is set as soon as the fraction of closed loop operation vs expected is less than the
threshold. The monitor needs to run for 300 seconds to call it complete.
Exhaust Temperature Controller Monitor
The monitoring of exhaust temperature is done by comparing the temperature deviation between the setpoint
temperature and the actual measured temperature with a maximum allowed deviation threshold.
Monitor Summary:
DTCs P22FF – SCR NOx Catalyst Inlet Temperature Too Low
Monitor execution Continuous while entry conditions are meet
Sensors OK EGT12, ECT, BARO, ENV_T, CKP, EGR system, Fuel injection
system, PCV,
Monitoring Duration 300 seconds - Dependent on driving condtions

Barometric pressure 80 kPa
Ambient temperature 2.96 deg C
Engine coolant temperature 17.46 deg C
Normal Engine Operation Mode

The error is set if the measured SCR inlet temp is more than 80 deg C below the setpoint for 300 seconds.
Selective Catalyst Reduction Tank Level
The SCR system is monitored to ensure the level of DEF in the reductant tank is sufficient to achieve system
performance. As part of the DEF level customer warning system, a fault will be recorded when the calculated
mileage remaining of DEF is equal to 200 miles (The discrepancy between actual and reported mileage is due to
expected tolerance of calculations). The calculated mileage remaining is derived from the three pin level sensor in
the tank and the volume of DEF commanded to be injected over distance. This fault will be erased once the
system senses a DEF refill event.
Monitor Summary:
DTCs P203F - Reductant Level Too Low
Sensors OK DEF Temp-Level Combination Sensor
MISFIRE MONITOR
Misfire System Overview
The 3.2L and 6.7L Diesel engine utilizes a Hall Effect sensor (CKP) that processes the edges of a 60-2 tooth
stamped target wheel mounted on the crankshaft. The software gets an edge every 3 degrees and these edges
are used for fuel injection timing, fuel quantity control, and the calculation of engine speed. A software algorithm
corrects for irregularities of the teeth of the target wheel to improve crankshaft signal resolution. A second Hall
effect sensor is used to processes the edges of the three-lobed camshaft (CMP) target. The CMP signal and the
window of 2 missing teeth on the crankshaft target wheel indicate proper camshaft to crankshaft position for correct
cylinder timing.
Misfire Algorithm Processing
The Misfire Monitor divides two rotations of the crankshaft into 16 half-segments, each 45 degrees of crankshaft
rotation. The crankshaft speed shows increases due to combustion of fuel in the cylinder followed by decreases
due to friction and other forces between cylinder firing events. The location of the half-segments is chosen such
that for each cylinder one half-segment contains the majority of the higher crankshaft speed values (the "high" half-
segment) and the other half-segment the majority of the lower crankshaft speed values (the "low" half-segment).
The range of crankshaft speed within each half-segment is averaged. The sum of the eight low half-segment
speeds is subtracted from the sum of the eight high half-segment speeds and the result divided by eight to get an
average increase in speed due to combustion. The Misfire Monitor then calculates the difference between the high
and low half-segments for a specific cylinder combustion event and increments a misfire counter for the firing
cylinder if this value is less than 20% of the average increase in speed due to combustion described above.
The Misfire Monitor collects blocks of data consisting of 20 crankshaft rotations. Upon achieving the correct entry
conditions for the Misfire Monitor as described below, the first block of 20 rotations is discarded to ensure stable
idle operation. All subsequent blocks of data are counted unless vehicle conditions change such that the entry
conditions are no longer satisfied. In this case, any data in the current partial block are discarded, along with the
data from the block immediately prior, as stable idle cannot be ensured for these data. The Misfire Monitor
completes once 50 valid blocks (1000 crankshaft revolutions) have been collected, and a fault is reported if a
cylinder shows 350 or more misfire events (out of 500 possible combustion events) in this time.
Certain engine operating parameters are monitored to ensure misfire operates in a region that yields accurate
misfire results. The table below outlines the entry conditions required for executing the misfire monitor algorithm.
Misfire Monitor Operation:
DTCs P0300 – Random Misfire Detected
P0301 – Cylinder 1 Misfire Detected
Monitor execution Continuous, at idle

Sensors OK Engine Coolant Temperature (ECT), Vehicle Speed (VSS), Crankshaft
Position Sensor (CKP) Injector Faults, Injector Bank Faults
Monitoring Duration 1000 revs
Typical Misfire Monitor Entry Conditions:

Engine Speed (Idle) 500 rpm 1150 rpm
Engine Coolant Temperature (ECT) -7 deg C
Vehicle Speed (VSS) <= 2 km/hr
Total fuel mass 2.0 mg/stroke 40.0 mg/stroke
FUEL SYSTEM MONITOR
Fuel System Overview
Fuel injection pressure is measured by the high-pressure fuel rail sensor (FRP). Injection pressure is controlled by
the high pressure pump and two regulating valves, a Pressure Control Valve (PCV), and a Fuel Metering Unit
(MeUn), formerly known as Volume Control Valve (VCV).
LEAK OFF RAIL
INJECTORS 180 l/hr maximum at:

140 - 150oC Limit
PCV To 1.1 bar gage
FUEL RAIL
RETURN
FUEL DIESEL FUEL
COOLER CONDITIONING
MODULE (DFCM)
CONTAINS
LIFT PUMP
95 l/hr at: PRIMARY FILTER
SECONDARY
2 - 5oC above Inlet SUPPLY AND WIF
To 1.1 bar
FUEL
FILTER. CHASSIS FRAME
HP PUMP MOUNTED
ENGINE
(ITP)
MOUNTED
230 l/hr requirement at:

70oC Continuous
Fuel Rail 80oC Intermittent
90oC Limit
WATER
BLEED
INJECTORS
22 – 25 l/hr max.:
FUEL TANK
140 - 150oC
3 to 10 bar CHASSIS
FRAME
MOUNTED
Fuel Rail Pressure Sensor Circuit Check
Fuel Rail Pressure ( FRP ) Sensor Circuit Check:

DTCs P0192 - Fuel Rail Pressure Sensor A Circuit Low Input
P0193 - Fuel Rail Pressure Sensor A Circuit High Input
Monitor Execution Continuous
Sensors OK Sensor Supply Voltage 1 OK (P06A6)
Typical Monitoring Duration 0.5 sec
Typical Fuel Rail Pressure Sensor Circuit Check Malfunction Thresholds:

FRP voltage < 0.13 V, or > 3.17 V
Fuel Rail Pressure ( FRP ) Sensor Circuit Intermittent Check:
DTCs P0194 - Fuel Rail Pressure Sensor Circuit Intermittent/Erratic (Bank 1)
Sensors OK Sensor Supply Voltage 1 OK (P06A6)
FRP (P0192, P0193)
Typical Monitoring Duration 4 sec
Typical Fuel Rail Pressure Sensor Circuit Intermittent Malfunction Thresholds:

FRP gradient > 60 MPa
Fuel Rail Pressure ( FRP ) Rationality Check Operation:

DTCs P0191 - Fuel Rail Pressure Sensor "A" Circuit Range/Performance
Monitor Execution Immediately Prior to Crank and After Key-off
Sensors OK Sensor Supply Voltage 1 OK (P06A6), FRP OK (P0192, P0193)
Typical Fuel Rail Pressure Rationality Check Entry Conditions:

Pre-crank: engine coolant temperature -7 deg C
Pre-crank: time engine off 600 sec
After key-off: fuel temperature -40 deg C
After key-off: time since key off 12 sec
Typical Fuel Rail Pressure Rationality Malfunction Thresholds:

FRP voltage < 0.251 V (-40 bar) or > 0.384 V (68 bar).
Fuel Rail Pressure Sensor Range Check:
When fuel rail pressure is controlled by the Pressure Control Valve, the Pressure Control Valve signal needed to
maintain rail control is compared to an expected value. An adaptation factor for the Pressure Control Valve is
calculated from the difference between observed and expected control values. Inaccuracy in the Rail Pressure
Sensor Signal Slope is a potential cause of inaccuracy in the needed Pressure Control Valve signal along
with physical errors in the PCV itself. If the adaptation factor required for the Pressure Control Valve
exceeds a minimum or maximum control limit, then a code is set for rail pressure slope out of acceptable
range.
Fuel Rail Pressure ( FRP ) Range Check Operation:

DTCs P016D - Excessive Time To Enter Closed Loop Fuel Pressure Control
P228E - Fuel Pressure Regulator 1 Exceeded Learning Limits - Too Low
P228F - Fuel Pressure Regulator 1 Exceeded Learning Limits - Too High
Sensors OK Sensor Supply Voltage 1 (P06A6), FRP (P0192, P0193)
Typical Monitoring Duration P016D – 30 sec, P228E, P228F - 10 sec
Typical Fuel Rail Pressure Range Check Entry Conditions:

P016D:
Requested rail pressure 500 bar 1200 bar
Change in requested rail pressure 30 sec
Fuel temperature 40 deg C
P228E, P228F:
Rail pressure set point 500 bar 1200 bar
Fuel Temperature 40 deg C
Time since engine start 30 sec
Typical Fuel Rail Pressure Range Check Malfunction Thresholds:

P016D: If the system is within the adaptation operating conditions, but fails to learn a new adaptation factor
after 30 seconds, this DTC is set.
P228E, P228F: If the adaptation factor exceeds positive or negative thresholds which correspond to
approximately a 20% deviation in the Rail Pressure Sensor slope, a DTC is set.
Fuel Temperature Sensor Circuit Check Operation:
DTCs P0180 – Fuel Temperature Sensor “A” Circuit
P0181 – Fuel Temperature Sensor "A" Circuit Range/Performance
P0182 – Fuel Temperature Sensor "A" Circuit Low
P0183 – Fuel Temperature Sensor "A" Circuit High
P0184 – Fuel Temperature Sensor “A” Circuit Intermittent
Sensors OK None
Typical Fuel Temperature Sensor Circuit Check Entry Conditions:

P0181:
Engine Off Time 6 hours
Typical Fuel Temperature Sensor Circuit Check Malfunction Thresholds:

P0181: If after an 6 hour engine off soak, the difference in temperature between the fuel temperature sensor
and the charge air cooler outlet temperature sensor exceeds 40 deg C or if the difference in temperature
between the fuel temperature sensor and the charge air cooler outlet temperature sensor exceeds 20 deg C
and no active block heater is detected, a DTC is set
P0182, P0183: FTS voltage < 0.0946 V (0.122.4 V = 150 deg C) or > 4.918 V (4.762 V = -40 deg C)
P0184: If the rate of change of FTS reading is > 10 deg C/100 ms, this DTC is set.
Volume Control Valve (VCV) Monitor Operation:
DTCs P0001 - Fuel Volume Regulator Control Circuit / Open
P0002 - Fuel Volume Regulator Control Circuit Range/Performance
P0003 - Fuel Volume Regulator Control Circuit Low
P0004 - Fuel Volume Regulator Control Circuit High
Sensors OK None
Typical Volume Control Valve Monitor Malfunction Thresholds:

P0001 – If the volume control valve is not energized and the voltage from the volume control valve control chip
is in the range 2.8 – 4.8 V (normal operation: 5V secondary voltage supply)
P0002 – Temperature of powerstage driver on ECM > 170 deg C
P0003 – If the volume control valve is not energized and the observed voltage from the volume control valve
control chip is less than 2.8V (normal operation: 5V secondary voltage supply)
P0004 – If the volume control valve is energized and the current to the volume control valve exceeds 3.7A
(normal operation: 2.2A maximum)
Fuel Volume Regulator Control Valve (VCV) Monitor Operation:

DTCs P000E - Fuel Volume Regulator Control Exceeded Learning Limit
P228D - Fuel Pressure Regulator 1 Exceeded Control Limits - Pressure Too
High
Sensors OK FRP (P0191, P0192, P0193)
Typical Monitoring Duration P000E – 50 sec, P228D – 1 sec
Typical Volume Control Valve Monitor Malfunction Thresholds:

P000E – adaption value is outside of -99.90 and 1500 ml/mm, code is set
P228D – Fuel rail pressure < 100 MPa and relative deviation of fuel pressure difference is 5%, code is set
Fuel Pressure Control Valve (PCV) Monitor Operation:
DTCs P0089 - Fuel Pressure Regulator Performance
P0090 - Fuel Pressure Regulator Control Circuit
P0091 - Fuel Pressure Regulator Control Circuit Low
P0092 - Fuel Pressure Regulator Control Circuit High
Sensors OK None
Typical Fuel Pressure Control Valve Monitor Malfunction Thresholds:

P0089 – Temperature of power stage driver on ECM is > 170 deg C
P0090 – The pressure control valve is not energized and the voltage from the pressure control valve control
chip is in the range 2.8 – 4.8 V (normal operation: 5V secondary voltage supply)
P0091 – The pressure control valve is not energized and the voltage from the pressure control valve control
chip is less than 2.8V (normal operation: 5V secondary voltage supply)
P0092 – The pressure control valve is energized and the observed current to the pressure control valve
exceeds 5.1A (normal operation: 3.7A maximum)
Fuel Low Pressure Lift Pump Monitor Operation:
DTCs P0627 - Fuel Pump "A" Control Circuit / Open
P0628 - Fuel Pump "A" Control Circuit Low
P0629 - Fuel Pump "A" Control Circuit High
P062A – Fuel Pump "A" Control Circuit Range/Performance
P0230 – Fuel Pump Primary Circuit
P0231 – Fuel Pump Secondary Circuit Low
P0232 – Fuel Pump Secondary Circuit High
Sensors OK None
Typical Monitoring Duration P0627, P0628, P0629 - 0.2 sec
P0230, P0231, P0232, P062A – 0.5 sec
Typical Fuel Low Pressure Lift Pump Monitor Malfunction Thresholds:

P0627 – Lift pump NOT energized and the voltage from the lift pump control chip is between 2.8 – 4.8V (normal
operation: 5V secondary voltage supply)
P0628 – Lift pump NOT energized and the voltage from the lift pump control chip is less than 2.8V (normal
operation: 5V secondary voltage supply)
P0629 – Lift pump energized and the current to the lift pump exceeds 3.7A (normal operation: 2.2A maximum)
P062A – If the airbag deployment module sends a deployment signal and the fuel pump shows as energized
via the fuel pump monitor signal or the status of the energizing request to the fuel pump and the monitoring
signal from the fuel pump does not match (6.7L) or if the frequency of the signal to the lift pump is outside the
range 0.8 Hz to 1.1 Hz (3.2L)
P0230 – If the lift pump duty cycle is outside the range 18-22%, this DTC is set.
P0231 – If the lift pump duty cycle is <5%, this DTC is set.
P0232 – If the lift pump duty cycle is >95%, this DTC is set.
Fuel Injector Driver Circuit Monitor Operation:
DTCs P062D - Fuel Injector Driver Circuit Performance Bank 1
P062E - Fuel Injector Driver Circuit Performance Bank 2
P1291 - Injector High Side Short To GND Or VBATT (Bank 1)
P1292 - Injector High Side Short To GND Or VBATT (Bank 2)
P1295 – Injector Multiple Faults (Bank 1)
Sensors OK None
Typical Monitoring Duration P062D, P062E – 0.5 seconds
P1291, P1292, P1295 – 0.2 seconds
Typical Fuel Injector Driver Circuit Malfunction Thresholds:

P062D, P062E – Failure of injector driver of bank detected by IC Internal logic
P1291, P1292 – Short to ground or battery of bank detected by IC internal logic
P1295 – One or more short to ground or battery faults detected (3.2L)
Injection Circuits Monitor Operation:
DTCs P0201 - Injector Circuit / Open - Cylinder 1
P0202 - Injector Circuit / Open - Cylinder 2
P02EE – Cylinder 1 Injector Circuit Range/Performance
P02EF – Cylinder 2 Injector Circuit Range/Performance
P02F0 – Cylinder 3 Injector Circuit Range/Performance
P1201 – Cylinder #1 Injector Circuit Open/Shorted
P1261 – Cylinder #1 High To Low Side Short
P0261 – Cylinder 1 Injector "A" Circuit Low
P0262 – Cylinder 1 Injector "A" Circuit High
P126A – Cylinder 1 Injector Input Circuit
P126B – Cylinder 2 Injector Input Circuit
P126C – Cylinder 3 Injector Input Circuit
P126D– Cylinder 4 Injector Input Circuit
P126E – Cylinder 5 Injector Input Circuit
Sensors OK None
Typical Monitoring Duration P0201 – P0208 – 0.3 seconds, P02EE – P2F5 – 0.3 seconds.
P1201 – P1208 – 0.3 seconds, P1261 – P1268 – 0.3 seconds.
P126A – P126E – 5 seconds
Typical Injection Circuits Malfunction Thresholds:
P0201 – P0208 – Injector open circuit detected by IC internal logic
P02EE – P02F5 – Implausible injector response detected by IC internal logic
P1201 – P1208 – Injector short circuit detected by IC internal logic
P1261 – P1268 – Injector high side to low side short circuit detected by IC internal logic
P0261 – P0273 (Low): IC internal control > 10 mJ
P0262 – P0274 (High): IC internal control < -10 mJ
P126A – P126E: voltage is not within 210 and 240 v
Injector Code Missing/Invalid:
Injector Code Monitor Operation:

DTCs P268C – Cylinder 1 Injector Data Incompatible
P268D – Cylinder 2 Injector Data Incompatible
P268E – Cylinder 3 Injector Data Incompatible
P268F – Cylinder 4 Injector Data Incompatible
P2690 – Cylinder 5 Injector Data Incompatible
Sensors OK None
Typical Monitoring Duration 0.5 seconds
Typical Injector Code Monitor Malfunction Thresholds:

P268C – P2693: Each injector has a code stored in EEPROM that provides information to the ECU about
deviations of that injector from a theoretical average injector. If the injector code is missing or invalid, a DTC
is set.
Fuel system pressure control:
Fuel Rail Pressure Monitors:
The pressure in the fuel rail is controlled by a closed-loop control strategy that is always active during vehicle
operation. Two controllers may be used to control the rail pressure: the Pressure Control Valve and the Volume
Control Valve. The Pressure Control Valve is used to control pressure at engine start and when fuel temperature
is low. The Volume Control Valve is used to control fuel pressure under most other conditions. A third operation
mode allows fuel rail pressure to be controlled by a combination of the Pressure Control Valve and Volume Control
Valve; this mode is typically used to transition from control by one device to the other and in regimes where low
fuel volume is required.
The fuel rail pressure is controlled either with the Pressure Control Valve, the Volume Control Valve, or both,
depending upon engine operation condition. The high and low Fuel Rail Pressure Monitors detect when there is
an excessive deviation from the desired fuel pressure when the controller has reached a control limit or when the
minimum or maximum allowable rail pressures are exceeded.
Fuel Rail Pressure ( FRP ) Monitor Operation:

DTCs P0087 - Fuel Rail/System Pressure - Too Low
P0088 - Fuel Rail/System Pressure – Too High
P0093 – Fuel System Leak Detected – Large Leak
Sensors OK FRP (P0191, P0192, P0193)
Typical Monitoring Duration P0087, P0088 – 1.4 sec

P0093 – 2 sec
Typical Fuel Rail Pressure Monitor Malfunction Thresholds:

P0087: If the commanded rail pressure exceeds the measured rail pressure by 250 bar for 1.4 sec or if the
measured rail pressure drops below 140 bar for 0.3 sec
P0088: If the measured rail pressure exceeds the commanded rail pressure by 250 bar for 1.4 sec or if the
measured rail pressure exceeds 2150 bar for 0.3 sec
P0093: If the set point needed for the volume control valve to maintain desired rail pressure exceeds 13,500
mm3/sec at idle or if the set point needed for the volume control valve to maintain desired rail pressure is 40%
greater than the volume control valve set point as calculated from the requested injection quantity when not at
idle
Low Fuel Rail Pressure Switch Monitor Operation:
DTCs P2539 - Low Pressure Fuel System Sensor Circuit

P008A - Low Pressure Fuel System Pressure - Too Low
Sensors OK none
Typical Monitoring Duration P2539 – 50 ms

P008A – 5 sec
Low Fuel Rail Pressure Switch Monitor Entry Conditions:

Fuel Temperature -40 deg C
Fuel in tank 10 liter
Engine coolant temperature -40 deg C
Airbag Not deployed
Battery 9v
Duration time since Low Fuel 12 sec
Rail Pressure indicated
Typical Fuel Rail Pressure Monitor Malfunction Thresholds:

P2539: If fuel pressure switch is on, code is set.
P008A: If fuel filter pressure switch switching frequency > 10, code is set
Injection Timing / Injection quantity
Fuel Balancing Control:
Fuel Balancing Control is an algorithm designed to reduce differences in injected fuel quantity from cylinder to
cylinder. The increase in crankshaft speed due to individual cylinder combustion events is measured. The
amount of fuel injected to each cylinder is then adjusted up or down to minimize the difference in increase in
crankshaft speed from cylinder to cylinder. The total amount of fuel injected among all cylinders remains constant.
The concept is shown in the graphic below.
FBC operates in closed-loop control in an engine speed range of 500-3000 rpm, and a commanded injection
quantity of 3.5 – 90 mg/stroke. The maximum allowed correction in fuel quantity for an individual cylinder is given
by the following table.
Fuel Balancing Control (FBC) Control Limits:

Injection quantity requested before FBC correction (mg/stroke)
Maximum allowable FBC correction (mg/stroke): 3.5 7.5 15
4 7 14
Fuel Balancing Control (FBC) Monitor Operation:
DTCs P0263 – Cylinder #1 Contribution/Balance
P0266 – Cylinder #2 Contribution/Balance
P029A - Cylinder 1 – Fuel Trim at Max Limit
P029B - Cylinder 1 – Fuel Trim at Min Limit
P029E - Cylinder 2 – Fuel Trim at Max Limit
P029F - Cylinder 2 – Fuel Trim at Min Limit
P02A2 - Cylinder 3 – Fuel Trim at Max Limit
P02A3 - Cylinder 3 – Fuel Trim at Min Limit
P02A6 - Cylinder 4 – Fuel Trim at Max Limit
P02A7 - Cylinder 4 – Fuel Trim at Min Limit
P02AA - Cylinder 5 – Fuel Trim at Max Limit
P02AB - Cylinder 5 – Fuel Trim at Min Limit
Monitor Execution continuous
Sensors OK CKP (P0335, P0336)
Typical Fuel Balancing Control (FBC) Monitor Entry Conditions:

Injection quantity 3.5 mg/stroke 90 mg/stroke
Not In Regeneration
FBC wheel learn complete
Typical Fuel Balancing Control (FBC) Monitor Malfunction Thresholds:

P0266 – P2084If the current correction for the injector exceeds 90% of the allowable correction for current
operation conditions, the code is set.
P029A – P02AB: If absolute value of cylinder balance limit exceeds 0.1001 then code is set.
Fuel Mass Observer (Global Fuel Bias):
Fuel Mass Observer (FMO) is an algorithm used to detect deviations in performance of all injectors from nominal.
The oxygen percentage as measured by the tailpipe oxygen sensor is compared to a modeled oxygen percentage
based upon current fuel, boost, and EGR settings. Deviation between the observed and modeled oxygen
percentage is expressed in terms of the error in fueling required to explain the deviation. This calculated error in
fueling is then divided by the current requested fueling level to generate a ratio of percentage error in fueling. This
fueling ratio is then filtered over time. If the filtered error in fueling ratio exceeds minimum or maximum limits, then
a code is set.
Fuel Mass Observer (FMO) Monitor Operation:

DTCs P0170 – Fuel Trim (Bank 1)
Sensors OK
Typical Monitoring Duration P0170 - 45 sec
Typical Fuel Mass Observer (FMO) Monitor Entry Conditions:

Fuel injection quantity 20 mg/stroke 80 mg/stroke
Ambient pressure 700 hPa
System voltage 9V
Ambient temperature -5 C
Tailpipe oxygen sensor status Ready
Post injection Not occurring
Typical Fuel Mass Observer (FMO) Monitor Malfunction Thresholds:

P0170 : if the absolute value of the filtered ratio of error in fueling exceeds 0.19, this code is set.
Feedback control:
Zero Fuel Calibration:
Zero Fuel Calibration (ZFC) is an algorithm used to compensate for deviations in individual injector performance
from nominal. In an overrun/decel fuel shut-off condition, fuel rail pressure is set to 300 bar and small injections are
made from a single injector. The observed acceleration in crankshaft speed is detected and a regression line
generated to predict the fueling required to achieve the expected acceleration. If the calculated fueling required to
generate the expected acceleration in crankshaft speed falls outside the allowable control limits for the system, an
addition routine is called to very precisely learn the adjustment to injector energizing time required to achieve
expected acceleration. This information is then used to adjust all pilot injections on that injector to ensure correct
fuel delivery. If the absolute energizing time observed for the test injection to yield the expected acceleration
exceeds minimum or maximum limits, a code is set.
Zero Fuel Calibration (ZFC) Monitor Operation:

DTCs P02CC – Cylinder 1 Fuel Injector Offset Learning at Min Limit
P02CD – Cylinder 1 Fuel Injector Offset Learning at Max Limit
P02CE – Cylinder 2 Fuel Injector Offset Learning at Min Limit
P02CF – Cylinder 2 Fuel Injector Offset Learning at Max Limit
P02D0 – Cylinder 3 Fuel Injector Offset Learning at Min Limit
P02D1 – Cylinder 3 Fuel Injector Offset Learning at Max Limit
P02DA – Cylinder 8 Fuel Injector Offset Learning at Min Limit
P02DB – Cylinder 8 Fuel Injector Offset Learning at Max Limit
Sensors OK
Typical Monitoring Duration all DTCs 30 sec
Typical Zero Fuel Calibration (ZFC) Monitor Entry Conditions:
P02CC, P02CD, P02CE, P02CF, P02D0, P02D1, P02D2, P02D3,
P02D4, P02D5, P02D6, P02D7, P02D8, P02D9, P02DA, P02DB:
Intake air temperature 0 deg C
Fuel temperature 10 deg C 75 deg C
System voltage 10 V
Time in overrun/decel fuel shut-off 30 sec
Boost pressure 750 mbar
Accelerator pedal 2%
Transmission gear (no gear change) 4 th 6 th
Torque converter locked
Fuel Balance Control wheel learn complete
Note: these are the entry conditions for the base function. The
monitor runs whenever the base function runs.
Typical Zero Fuel Calibration (ZFC) Monitor Malfunction Thresholds:

P02CC, P02CE, P02D0, P02D2, P02D4, P02D6, P02D8, P02DA:
If the observed energizing time for the test injection is 156 us or more lower than the target 430 us energizing
time for the given injector, the code is set.
P02CD, P02CF, P02D1, P02D3, P02D5, P02D7, P02D9, P02DB:
If the observed energizing time for the test injection is 254 us or more higher than the target 430 us energizing
time for the given injector, the code is set.
Nominal Voltage Calibration:
Nominal Voltage Calibration (NVC) is a series of closed-loop controllers on the charge/discharge profile of fuel
injectors during an injection event. NVC is designed to compensate for changes due to aging of the piezo stack
and hydraulic control elements within individual injectors and of the injector charging circuitry to maintain consistent
operation of these components over the life of the injector. The injector charge/discharge profile is shown in the
figure below.
injector voltage Energizing

Time voltage at end
after charging of energizing
Voltage
discharged
voltage
charge time discharge

(fixed at 100 us) time
Time
Nominal Voltage Calibration (NVC) Monitor Operation:

DTCs P1551 – Cylinder 1 Injector Circuit Range/Performance
P1552 – Cylinder 2 Injector Circuit Range/Performance
Monitor Execution continuous
Sensors OK Injector open circuit (P0201-0208), Injector performance (P02EE-02F5), Injector

short circuit (P1201-1208), Injector high to low short (P1261-1268), ECT (P0117,
P0118), RPS (P0191, P0192, P0193, P228E, P228F)
Typical Monitoring Duration 2 sec (set point voltage), 90 sec (other two tests)
Typical Nominal Voltage Calibration (NVC) Monitor Entry Conditions:
Rail pressure 1200 bar 1600 bar
Engine coolant temperature 70 deg C 100 deg C
Injection duration 300 us
Single pilot-main injection profile
Typical Nominal Voltage Calibration (NVC) Monitor Malfunction Thresholds:

If the set point voltage at end of energizing (yellow dot in figure) exceeds the allowable voltage given in the chart
below for the current rail pressure set point or if there exists a persistent deviation between set and measured
discharge time (yellow dot to blue dot in figure) or if there exists a persistent deviation between the set and
measured voltage at end of energizing (yellow dot in figure)
Maximum Allowable Voltage At End of Energizing :

Rail pressure (bar) 300 800 1200 2000
Maximum allowed voltage (V) 89 91 93 108
EXHAUST GAS SENSOR MONITOR
Air-Fuel Ratio Sensors: Feedgas NOx Sensor Control Module
The NOx controller module is mounted to the vehicle frame under the body. It is used to control the feed gas NOx
sensor mounted in diesel after-treatment exhaust system upstream of the SCR and DPF on a Chassis Certified
Vehicle and upstream of the SCR only on a Dynamometer Certified Vehicle. It communicates to the ECU via
HSCAN to report NOx concentrations or OBDII errors.
The controller module consists of RAM, ROM, EEPROM, Ip1 circuit, Ip2 circuit, Rpvs circuit, heater driver,
microprocessor, and temperature sensor. The RAM temporarily stores information obtained from the sensing
element during operation. The ROM and EEPROM store sensor and controller module calibration coefficients
obtained during the manufacturing process. The Ip2 circuit adjusts the pumping current in the sensing element’s
Ip2 circuit for NOx detection. The Ip2 circuit consists of 2 bands: a wide range and a narrow range. The Rpvs
circuit is a measurement of the resistance of the Vs cell of the sensor element. This measurement is used to
estimate the temperature of the sensing element. The heater driver supplies a PWM voltage to the heater portion
of the sensing element to maintain the element’s target operational temperature. PID feedback from Rpvs is used
to control and maintain the element temperature. The microprocessor processes all of the inputs from the sensing
element and outputs to the CAN circuit. The temperature sensor in the controller module is used for compensating
the temperature dependency of circuit components and for OBD rationality checks.
The NOx controller module interfaces with the vehicle via a power source, signal ground, power ground, CAN-H
and CAN-L. The compensated NOx concentration; Rpvs, pressure compensation factors, sensor/module OBD
(including monitor completion flags), module temperature, software ID, CALID, and CVN are communicated via
HSCAN to the vehicle PCM.
NOx Controller Module Malfunctions
DTCs P06EA NOx Sensor Processor Performance (Bank 1 Sensor 1)
U05A1 NOx Sensor "A" Received Invalid Data From ECM/PCM
P225A NOx Sensor Calibration Memory (Bank 1 Sensor 1)
Monitor Sequence Ip2-N and Ip2-W range rationality – 50ppm < [NOx] < 100ppm
Sensors OK not applicable
Monitoring Duration 5 seconds to register a malfunction
Typical NOx Controller Malfunction Thresholds

P06EA RAM failure
ROM CRC check error
EEPROM CRC check error
Ip1 out of range – Ip1(VIP2.1) < 1.8V, Ip1(VIP2.1) > 2.2V, Ip1(VIP2.2) < 0.2V, or Ip1(VIP2.2) > 0.6V
Ip2-W out of range – Vs+ ≥ 5.35V and Ip2-W > 4.8V
Ip2-N out of range – Vs+ ≥ 5.35V and Ip2-N < 0.2V
Ip2-N and Ip2-W range rationality – Integral value of differential between Ip2-N & Ip2-W ≥ 250ppm
Vp2 circuit failure – Vp2 < 250mV or Vp2 > 650mV
Rpvs short to ground – Rpvs < 0.2V
Temperature sensor short to battery – Temp > 4.5V
Temperature sensor short to ground – Temp < 0.45V
Temperature sensor open – 0.45V ≤ Temp < 0.48V
NOx Module temperature within 40 deg. C of Exhaust Temperature Sensor on Cold Start
U05A1 Erroneous Signal (Dew point reached with ignition off, etc.)
Timeout (>1 second before message received)
P225A Memory does not pass CRC check
The NOx sensor is primarily used to sense NOx concentrations in diesel exhaust gas. The sensor is mounted in a
vehicle’s exhaust pipe, perpendicular to exhaust gas flow. The sensor is typically mounted, in an aftertreatment-
equipped diesel exhaust system, upstream of the SCR and DPF on a Chassis Certified Vehicle and upstream of
the SCR only on a Dynamometer Certified Vehicle. The sensor interfaces to a NOx controller module that controls
the sensor element’s sense circuit and heater.
nd
The Ip2 (NOx concentration) measurement takes place in a 2 measurement chamber. Exhaust gas passes from
st nd nd
the 1 measurement chamber through a 2 diffusion barrier into the 2 measurement chamber. The NOx present
nd nd
in the 2 measurement chamber is dissociated into N2 and O2. The excess O2 is pumped out of the 2
measurement chamber by the pumping current, Ip2. Ip2 is proportional to the NOx concentration in the measured
gas.
The NOx sensor is equipped with a memory component which stores unique sensor characteristics used to
compensate for part-to-part variation of the element during the manufacturing process. The memory stores Ip1
and Ip2 gains/offsets for each individual sensor.
The NOx sensor interfaces the NOx controller module with the following:
nd
Ip2 – pumping current for pumping out dissociated O2 from 2 chamber
COM – virtual ground for Vs, Ip1, and Ip2 circuits
Vs – Nernst cell voltage, 425mV from COM. Also carries current for pumped reference.
TM – Touch memory which stores Ip1 and Ip2 gain/offset.
TM GND – Ground for touch memory reading
H+ – Heater voltage (High-side driver) – Duty cycle ON/OFF to control sensor temperature.
H- – Heater ground side
Cross section of element
Interface circuit
O2 2nd diffusion passage
Ip1
Ip1 drive
circuit
1st diffusion 1st Pumping Cell (Ip1) Gnd
Gnd
Ip+
Ip+
passage
GND
GND
Detecting
Detecting
Cell
Cell
(Vs Cell) Vs
Vs Vs signal Reference
detection 425mV
•Ip2+
•Ip2+ GND
GND
Comparison
2nd Pumping Cell (Ip2)
O2 Icp Icp supply
Heater
Heater
Ip2 drive circuit
Ip2
Heater power supply
IP2 Open (FLO) OBD Algorithm
The Feed Gas Low NOx Plausibility Monitor runs once per drive cycle during an intrusive EGR shutoff, in which the
calculated NOx value (using fuel quantity, temperature and ambient pressure) is then compared to the threshold.
Max recorded Nox

4 Sec
Delay
Minimum Threshold
7 Sec
EGR Off
Test Start Test End
Entry Conditions met
FG NOx Plausibility Monitor
DTCs P2201 - NOx Sensor Circuit Range/Performance (Bank 1 Sensor 1)
Monitor execution Once a drive cycle
Monitor Sequence When EGR is disabled at idle, for air mass adaptation, the monitor runs.
Sensors OK NOx Sensor, EGR system
Typical Nominal FG NOx Plausibility Monitor Entry Conditions:

Pedal Position 0%
Fuel 7 mg/stroke 15 mg/stroke
Engine Coolant 70C
Fuel Cut Duration before test 1.5 sec.

Measured maximum NOx is less than 50% of expected.
NOx Sensor Malfunctions

DTCs P2200 NOx Sensor Circuit (Bank 1 Sensor 1)
P2201 NOx Sensor Circuit Range/Performance (Bank 1 Sensor 1)
P220E NOx Sensor Heater Control Circuit Range/Performance (Bank 1
Sensor 1)
P2209 NOx Sensor Heater Sense Circuit Range/Performance (Bank 1
Sensor 1)
P220A NOx Sensor Supply Voltage Circuit (Bank 1 Sensor 1)
Monitor execution continuous
Monitor Sequence Ip2 Open – O2 ≥ 5% or F/C > 3 seconds and O2 ≥ 19%
Ip2 Crack – F/C > 5 seconds and O2 ≥ 19%
Sensors OK Not applicable
Monitoring Duration
Typical NOx Sensor Malfunctions Thresholds
P2200 Vs, COM, Ip1 short to battery – ASIC Diag2=1 and Vs, COM, Ip1 ≥ 9V
Ip2 short to battery – Ip2 ≥ 4.8V
Vs, COM, Ip1 short to ground – ASIC Diag2=1 and Vs, COM, Ip1 < 9V
Ip2 short to ground – Ip2 ≤ 2V
Ip1 Open – Vs ≤ 225mV, Vs ≥ 625mV & -0.2mA ≤ Ip1 ≤ 0.2mA
Vs Open – Vs > 1.5V
COM Open – Rpvs > RpvsA (target Rpvs stored in sensor memory) or ASIC Diag1=1
Ip2 Open – Ip2-W ≤ 0.2V and Ip2-N ≤ 0.2V
Sensor Memory CRC check
Vs/Ip1 Cell Crack – Ip1 > 6.4mA
Ip2 Cell Crack – Ip2-W > 4.8V
P2201 NOx Sensor reading 50% Lower than expected (low threshold) during EGR Off
NOx Negative Offset – NOx Sensor greater than ~ - 20 ppm offset
NOx Positive Offset – NOx Sensor greater than ~50 ppm offset
P220E Heater control failure – Rpvs ≥ 0.2V and Rpvs < TRpvs - 30Ω or Rpvs > TRpvs + 30Ω
Heater Open – Heater current < 0.4A
Heater short to battery – ∆ Heater Voltage > 0.2V
Heater short to ground – ∆ Heater Voltage > 0.2V
Heater performance failure – Heater current ≥ 0.4A and Heater Resistance ≥ 11Ω
P2209 NOx Availability – > 1 PL (Healing mode) per cycle or > 9 sec of NOx not valid
P220A Battery failure – Battery > 17V or Battery < 10V
NOx Sensor Operation Modes
Drive start Drive end
Engine OFF Engine OFF Engine ON Engine OFF Engine OFF

Key-OFF Key-ON Key-ON Key OFF Key-OFF
NA Mode NA Mode A Mode A Mode
- - Heater OFF A Mode & F/C Self Shut Down -
Vs No Active Vs Active under FLO After FLO
Failure occurred timing
②： case of normal
②：In
① ③ ④ ⑤ ⑥ ⑦ ⑧ ⑩ ①
⑨： case of engine stall
⑨：In
Mode 1 – No voltage supply to module or sensor. Non-operational.

Mode 2 – Voltage is supplied to module, yet voltage is not supplied to the sensor.
Mode 3 – Voltage is supplied to module, yet voltage is not supplied to the sensor. Dew-point waiting
period.
Mode 4 – Voltage is supplied to the module and to the sensor. The Vs cell of the sensor is not active.
Mode 5 – Voltage is supplied to the module and to the sensor. The Vs cell of the sensor is active.
Mode 6 – Voltage is supplied to the module and to the sensor. Sensor is in fast light-off to quickly heat
sensing element to operational temperature.
Mode 7 – Voltage is supplied to the module and to the sensor. The sensor has exited fast light-off and O2
and NOx will be available during this mode.
Mode 8 - Voltage is supplied to the module and to the sensor. The sensor has exited fast light-off and O2
and NOx will be available during this mode. During this mode a fuel cut condition is present, as
communicated by the PCM.
Mode 9 - Voltage is supplied to module, yet voltage is not supplied to the sensor.
Mode 10 - No voltage supply to module or sensor. Non-operational.
Air-Fuel Ratio Sensors: Tailpipe NOx and O2 Sensor Control Module
The NOx controller module is mounted to the vehicle frame under the body. It is used to control the combination
tailpipe NOx and O2 sensor mounted in diesel after-treatment exhaust system downstream of the SCR and DPF.
It communicates to the ECU via HSCAN to report NOx and O2 concentrations or OBDII errors.
The controller module consists of RAM, ROM, EEPROM, Ip1 circuit, Ip2 circuit, Rpvs circuit, heater driver,
microprocessor, and temperature sensor. The RAM temporarily stores information obtained from the sensing
element during operation. The ROM and EEPROM store sensor and controller module calibration coefficients
obtained during the manufacturing process. The Ip1 circuit consists of an ASIC (like that of a UEGO ASIC) that
adjusts pumping current in the sensing element’s Ip1 circuit for O2 detection. The Ip2 circuit adjusts the pumping
current in the sensing element’s Ip2 circuit for NOx detection. The Ip2 circuit consists of 2 bands: a wide range and
a narrow range. The Rpvs circuit is a measurement of the resistance of the Vs cell of the sensor element. This
measurement is used to estimate the temperature of the sensing element. The heater driver supplies a PWM
voltage to the heater portion of the sensing element to maintain the element’s target operational temperature. PID
feedback from Rpvs is used to control and maintain the element temperature. The microprocessor processes all of
the inputs from the sensing element and outputs to the CAN circuit. The temperature sensor in the controller
module is used for compensating the temperature dependency of circuit components and for OBD rationality
checks.
The NOx controller module interfaces with the vehicle via a power source, signal ground, power ground, CAN-H
and CAN-L. The compensated O2 concentration compensated NOx concentration; Rpvs, pressure compensation
factors, sensor/module OBD (including monitor completion flags), module temperature, software ID, CALID, and
CVN are communicated via HSCAN to the vehicle PCM.
NOx Controller Module Malfunctions
DTCs P06EB NOx Sensor Processor Performance (Bank 1 Sensor 2)
U05A2 NOx Sensor "B" Received Invalid Data From ECM/PCM
P225B NOx Sensor Calibration Memory (Bank 1 Sensor 2)
Monitor Sequence Ip2-N and Ip2-W range rationality – 50ppm < [NOx] < 100ppm

P06EB RAM failure
ROM CRC check error
EEPROM CRC check error
Ip1 out of range – Ip1(VIP2.1) < 1.8V, Ip1(VIP2.1) > 2.2V, Ip1(VIP2.2) < 0.2V, or Ip1(VIP2.2) > 0.6V
Ip2-W out of range – Vs+ ≥ 5.35V and Ip2-W > 4.8V
Ip2-N out of range – Vs+ ≥ 5.35V and Ip2-N < 0.2V
Ip2-N and Ip2-W range rationality – Integral value of differential between Ip2-N & Ip2-W ≥ 250ppm
Vp2 circuit failure – Vp2 < 250mV or Vp2 > 650mV
Rpvs short to ground – Rpvs < 0.2V
Temperature sensor short to battery – Temp > 4.5V
Temperature sensor short to ground – Temp < 0.45V
Temperature sensor open – 0.45V ≤ Temp < 0.48V
NOx Module temperature within 40 deg. C of Exhaust Temperature Sensor on Cold Start
U05A2 Erroneous Signal (Dew point reached with ignition off, etc.)
Timeout (>1 second before message received)
P225B Memory does not pass CRC check
The NOx sensor is primarily used to sense O2 and NOx concentrations in diesel exhaust gas. The sensor is
mounted in a vehicle’s tailpipe, perpendicular to exhaust gas flow. The sensor is typically mounted downstream of
an SCR and DPF in an aftertreatment-equipped diesel exhaust system. The sensor interfaces to a NOx controller
module that controls the sensor element’s sense circuit and heater.
The NOx Sensor operates similarly to a UEGO sensor for measuring Ip1 (O2 concentration). Exhaust gas enters
through a diffusion barrier into the 1st measurement chamber. The sensor infers an air fuel ratio relative to the
stoichiometric (chemically balanced) air fuel ratio by balancing the amount of oxygen pumped in or out of the 1st
measurement chamber. As the exhaust gasses get richer or leaner, the amount of oxygen that must be pumped in
st
or out to maintain a stoichiometric air fuel ratio in the 1 measurement chamber varies in proportion to the air fuel
ratio. By measuring the current required to pump the oxygen in or out, the O2 concentration can be estimated.
nd
The Ip2 (NOx concentration) measurement takes place in a 2 measurement chamber. Exhaust gas passes from
st nd nd
the 1 measurement chamber through a 2 diffusion barrier into the 2 measurement chamber. The NOx present
nd nd
in the 2 measurement chamber is dissociated into N2 and O2. The excess O2 is pumped out of the 2
measurement chamber by the pumping current, Ip2. Ip2 is proportional to the NOx concentration in the measured
gas.
The NOx sensor is equipped with a memory component which stores unique sensor characteristics used to
compensate for part-to-part variation of the element during the manufacturing process. The memory stores Ip1
and Ip2 gains/offsets for each individual sensor.
The NOx sensor interfaces the NOx controller module with the following:
st
Ip1 – pumping current for maintaining the A/F ratio in the 1 chamber
nd
Ip2 – pumping current for pumping out dissociated O2 from 2 chamber
COM – virtual ground for Vs, Ip1, and Ip2 circuits
Vs – Nernst cell voltage, 425mV from COM. Also carries current for pumped reference.
TM – Touch memory which stores Ip1 and Ip2 gain/offset.
TM GND – Ground for touch memory reading
H+ – Heater voltage (High-side driver) – Duty cycle ON/OFF to control sensor temperature.
H- – Heater ground side
Cross section of element
Interface circuit
O2 2nd diffusion passage
Ip1
Ip1 drive
circuit
1st diffusion 1st Pumping Cell (Ip1) Gnd
Gnd
Ip+
Ip+
passage
GND
GND
Detecting
Detecting
Cell
Cell
(Vs Cell) Vs
Vs Vs signal Reference
detection 425mV
•Ip2+
•Ip2+ GND
GND
Comparison
2nd Pumping Cell (Ip2)
O2 Icp Icp supply
Heater
Heater
Ip2 drive circuit
Ip2
Heater power supply
NOx – O2 Sensor Malfunctions

DTCs P0139 O2 Sensor Circuit Slow Response (Bank 1 Sensor 2)
P0140 O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 2)
P2A01 O2 Sensor Circuit Range/Performance (Bank 1 Sensor 2)
P229E NOx Sensor Circuit (Bank 1 Sensor 2)
P229F NOx Sensor Circuit Range/Performance (Bank 1 Sensor 2)
P220F NOx Sensor Heater Control Circuit Range/Performance (Bank 1
Sensor 2)
P22A7 NOx Sensor Heater Sense Circuit Range/Performance (Bank 1
Sensor 2)
P220B NOx Sensor Supply Voltage Circuit (Bank 1 Sensor 2)
Monitor Sequence Ip2 Open – 02 ≥ 5% or F/C > 3 seconds and O2 ≥ 19%
Ip2 Crack – F/C > 5 seconds and O2 ≥ 19%
Typical NOx – O2 Sensor Malfunctions Thresholds
P0139 As shown in figure below, during a transition from load to overrun/decel fuel shutoff, one of the
following occurs:
The time for the observed O2 percentage to increase from the value under load by 30% of (21%-O2
percentage under load) exceeds 6 seconds
OR
The time for the observed O2 percentage to increase from the value under load + 30% of the
difference to the value under load + 60% of the difference exceeds 5 seconds
OR
The time for the observed O2 percentage to increase from the value under load to the value under
load + 60% of the difference exceeds 11 seconds. (Used to detect completely inert sensors.)
(monitor operates when the vehicle is not undergoing particulate filter regeneration)
P0140 If there is no available O2 signal at 300 seconds after the sensor has achieved operating
temperature
P2A01 A calculated oxygen concentration is derived from fuel, boost, and EGR. Observed oxygen
concentration is evaluated within two speed/load/air mass ranges. Code is set if observed oxygen
concentration falls outside the range ((calculated O2 concentration – negative offset, calculated O2
concentration + positive offset). Ranges and allowable O2 concentration deviations are given in the table
below.
OR
In an extended overrun/decel fuel shutoff condition, an adaption factor is calculated for the response
of the O2 sensor to ensure that the sensor reads 20.95% O2 in air. Code is set if adaption factor is outside
the range 0.95 – 1.22.
(monitor operates when the vehicle is not undergoing particulate filter regeneration)
P229E Vs, COM, Ip1 short to battery – ASIC Diag2=1 and Vs, COM, Ip1 ≥ 9V
Ip2 short to battery – Ip2 ≥ 4.8V
Vs, COM, Ip1 short to ground – ASIC Diag2=1 and Vs, COM, Ip1 < 9V
Ip2 short to ground – Ip2 ≤ 2V
Ip1 Open – Vs ≤ 225mV, Vs ≥ 625mV & -0.2mA ≤ Ip1 ≤ 0.2mA
Vs Open – Vs > 1.5V
COM Open – Rpvs > RpvsA (target Rpvs stored in sensor memory) or ASIC Diag1=1
Ip2 Open – Ip2-W ≤ 0.2V and Ip2-N ≤ 0.2V
Sensor Memory CRC check
Vs/Ip1 Cell Crack – Ip1 > 6.4mA
Ip2 Cell Crack – Ip2-W > 4.8V
P229F NOx Negative Offset – NOx Sensor greater than ~ - 10 ppm offset
NOx Positive Offset – NOx Sensor greater than ~20 ppm offset
Tip-in – Filtered tailpipe NOx on tip-in delta > 0 ppm
P220F Heater control failure – Rpvs ≥ 0.2V and Rpvs < TRpvs - 30Ω or Rpvs > TRpvs + 30Ω
Heater Open – Heater current < 0.4A
Heater short to battery – ∆ Heater Voltage > 0.2V
Heater short to ground – ∆ Heater Voltage > 0.2V
Heater performance failure – Heater current ≥ 0.4A and Heater Resistance ≥ 11Ω
P22A7 NOx/O2 Availability – > 1 PL (Healing mode) per cycle or > 9 sec of NOx/O2 not valid
P220B Battery failure – Battery > 17V or Battery < 10V
P0133 (O2 slow response) monitor operation
21% O2
60% of difference
percent O2
30% of difference
beginning
of overrun
0% of difference between
O2 at start of overrun and
21% O2
time
Oxygen Sensor Plausibility Measurement (P2A01) Evaluation Ranges and Allowable Deviations:
Range 1 Overrun
Minimum Maximum Minimum Maximum
Engine speed (rpm) 1100 2700 100 4000
Fuel injection quantity 15 38 0 0.5
(mg/stroke)
Air mass (mg/stroke) 400 1000 100 1000
Allowable deviation (% O2) -7.0 5.5 -5.0 4.6
NOx Sensor Operation Modes
Drive start Drive end
Engine OFF Engine OFF Engine ON Engine OFF Engine OFF

Key-OFF Key-ON Key-ON Key OFF Key-OFF
NA Mode NA Mode A Mode A Mode
- - Heater OFF A Mode & F/C Self Shut Down -
Vs No Active Vs Active under FLO After FLO
Failure occurred timing
②： case of normal
②：In
① ③ ④ ⑤ ⑥ ⑦ ⑧ ⑩ ①
⑨： case of engine stall
⑨：In
Mode 1 – No voltage supply to module or sensor. Non-operational.

Mode 2 – Voltage is supplied to module, yet voltage is not supplied to the sensor.
Mode 3 – Voltage is supplied to module, yet voltage is not supplied to the sensor. Dew-point waiting
period.
Mode 4 – Voltage is supplied to the module and to the sensor. The Vs cell of the sensor is not active.
Mode 5 – Voltage is supplied to the module and to the sensor. The Vs cell of the sensor is active.
Mode 6 – Voltage is supplied to the module and to the sensor. Sensor is in fast light-off to quickly heat
sensing element to operational temperature.
Mode 7 – Voltage is supplied to the module and to the sensor. The sensor has exited fast light-off and O2
and NOx will be available during this mode.
Mode 8 - Voltage is supplied to the module and to the sensor. The sensor has exited fast light-off and O2
and NOx will be available during this mode. During this mode a fuel cut condition is present, as
communicated by the PCM.
Mode 9 - Voltage is supplied to module, yet voltage is not supplied to the sensor.
Mode 10 - No voltage supply to module or sensor. Non-operational.
Particulate Matter Sensor
Exhaust Gas Particulate Matter Sensor (PMS)
The particulate matter sensor (PMS) on the 6.7L diesel is used to detect high levels of particulate emissions
resulting from a leak in the particulate filter. The sensor consists of an exhaust mounted probe and a sensor
control module. On chassis certified vehicles the probe is mounted in the highest point of the kick-up pipe routed
above the rear axle. On dyno certified vehicles the probe is mounted after the SCR near the NOx sensor and
EGT14 sensor. The sensor module is mounted to the vehicle frame under the body near the probe. The sensor
probe and the control module are permanently connected and cannot be serviced independently.
The PMS interfaces to the vehicle via a power supply, power ground, CAN low and CAN high. The sensor specific
calibration factor, status of the sensor, temperature, electrode current, heater duty cycle, software ID, calibration ID,
and various sensor diagnostic results are communicated of HSCAN to the PCM.
PMS Control Module Checks:

DTCs P24D0 Particulate Matter Sensor Supply Voltage Circuit Low
U02A3 Lost Communication With PM Sensor
U04A4 Invalid Data Received From PM Sensor
Typical Monitoring Duration P24D0 – 2 seconds
U02A3 – 7 seconds
U04A4 – 2 seconds
PMS Control Module Checks Entry Conditions:

Battery voltage 11 V 16 V
PMS Control Module Checks Malfunction Thresholds:

P24D0: If battery voltage is > 15 V, voltage drop > 1.1 V
if battery voltage is > 11.7 V, voltage drop > 2.1 V
if battery voltage is < 11.7 V, voltage drop > 3 V
U02A3: PMS CAN message missing for more than 7 seconds
U04A4: PMS calibration factor transmitted is < 0.75 or > 1.25
The PMS probe consists of three internal parts: a heater, a temperature sensor and a set of particulate matter
measurement electrodes. The sensor operates by accumulating exhaust particles in the gap separating the
electrodes. As particles accumulate the resistance between the electrodes drops, and an electric current can flow
due to the voltage potential applied. The duration of accumulation to a certain current threshold determines the
leakage of the particulate filter. Because particles accumulate on the sensor, it must be regenerated occasionally
by activating the sensor heater. The temperature of the part is controlled with feedback from the temperature
sensor, and measurement of sensor temperature is used to correct sensor output for variation in resistivity of
particulate matter as a function of temperature.
The PMS module handles basic circuit checks for the sensor components. Standard open and short circuit
diagnostics are run on the temperature sensor and the heater by the PMS module and reported to the PCM via
CAN messages.
PMS Temperature Sensor Circuit Checks:

DTCs P24C6 Particulate Matter Sensor Temperature Circuit
Typical Monitoring Duration P24C6 – 2 seconds
PMS Temperature Sensor Circuit Checks Entry Conditions:

Exhaust temperature -39 degC 800 degC
PMS Temperature Sensor Circuit Checks Malfunction Thresholds:

Temperature sensor circuit voltage is < 0.3 volts or > 3 volts
PMS Heater Circuit Checks:
DTCs P24B3 Particulate Matter Sensor Heater Control Circuit/Open
P24B4 Particulate Matter Sensor Heater Control Circuit Range/Performance
Monitor Execution P24B3: Continuous during PMS regeneration
P24B4: Continuous during PMS measuring
Sensors OK PMS Temperature
Typical Monitoring Duration 2 seconds
PMS Heater Circuit Checks Entry Conditions:

For P24B3, PMS heating on
For P24B4, PMS heating off
PMS Heater Circuit Checks Malfunction Thresholds:

P24B3: PMS heater current < 0.2 amps
P24B4: PMS heater voltage > 7 volts
In addition to basic circuit checks the temperature sensor in the PMS is monitored for offset and plausibility
compared to other exhaust gas temperature sensors. The temperature offset check occurs at key-on after a long
engine-off soak to ensure all sensors have stabilized to ambient temperature. The PMS temperature is compared
to the average reading of three other exhaust temperature sensors. During PMS measurement, the sensor
temperature is compared to a model of the sensor temperature to check plausibility. The model estimates PMS
temperature based on exhaust gas temperature and exhaust pipe wall temperature. This monitor only runs while
the PMS is not actively heating and sufficient time has elapsed since the last heating event to ensure that the
sensor temperature has stabilized to the exhaust conditions.
PMS Temperature Plausibility Checks:

DTCs P24C7 Particulate Matter Sensor Temperature Circuit Range/performance
Monitor Execution - Offset test once per cold start
- Dynamic check during sensor measurement
Sensors OK EGT14
Typical Monitoring Duration - Cold start test, 10 sec
- Dynamic test, 120 sec
PMS Temperature Plausibility Checks Entry Conditions:

Engine off time 6 hours
EGT for offset check -40 degC 80 degC
Exhaust gas velocity 12 m/s 655 m/s
Vehicle speed 25 km/hr 250 km/hr
BARO 74.5 kPa
Modeled PMS temperature for dynamic check -40 degC 400 degC
Modeled PMS temperature change during 30 degC
dynamic check
PMS Temperature Plausibility Checks Malfunction Thresholds:

- Difference between PM Sensor reported temperature and modeled temperature < -150 degC or > 60 degC
- Difference between PMS temperature and average of reference exhaust sensors > 45 degC
- PM sensor temperature at key-on < -40 degC
The resistance of the PMS heater is monitored as a surrogate for the performance of the heater. When the PMS is
powered up, two short pulses are sent to the heater during which the current through the heater is measured.
Using the measured supply voltage, the resistance of the heater can be calculated. The resistance is compared to
a threshold based on the sensor temperature and reported over CAN.
PMS Heater Checks:

DTCs P24B7 Particulate Matter Sensor Heater Resistance
Monitor Execution Once per drive at key on
Sensors OK PMS Temperature
PMS Heater Checks Entry Conditions:

PMS Temperature -30 degC 150 degC
Change in PMS Temperature during monitor 150 degC
PMS Heater Checks Malfunction Thresholds:

PMS heater resistance @ -30 degC < 1.06 Ohms or > 2.93 Ohms
PMS heater resistance @ 150 degC < 1.81 Ohms or > 4.12 Ohms
Because the sensor electrode is normally open circuit and can exhibit a short circuit in case it is heavily loaded with
PM, it poses unique challenges for on-board diagnostics. Monitoring the electrode for open circuit involves taking
advantage of movement of sodium ions through the hot ceramic substrate of the sensor electrode. At sensor
regeneration temperature, movement of the ions causes a current which is measured to ensure the integrity of the
sensor electrodes. This form of open circuit check takes place at the end of sensor regeneration while the
electrode is still hot. The check for short circuit takes place after the sensor has cooled below 425 °C immediately
following regeneration when the sensor is sure to be free of any PM. During sensor operation, the positive
electrode of the sensor is monitored to ensure the electrode supply voltage is in range. If the voltage drops due to
a hardware failure in the sensor, a fault will be set. If a short circuit occurs in the electrode and sensor regeneration
will be performed to ensure the short is not due to accumulation of soot, then a fault set.
PMS Electrode Checks:

DTCs P24AE Particulate Matter Sensor Circuit
P24AF Particulate Matter Sensor Circuit Range/Performance
P24B0 Particulate Matter Sensor Circuit Low
P24B1 Particulate Matter Sensor Circuit High
Monitor Execution P24AE – After each PMS regeneration
P24AF – After each PMS regeneration
P24B0 – Continuous during sensor measurement
P24B1 – Continuous during sensor measurement
Sensors OK EGT
Typical Monitoring Duration P24AE – 120 seconds
P24AF – 120 seconds
P24B0 – 1.6 seconds
P24B1 – 3 seconds
PMS Electrode Checks Entry Conditions:

Key on
PMS Electrode Checks Malfunction Thresholds:

P24AE: PMS current > 5 microamps after sensor regeneration
P24AF: PMS current during sensor regeneration less than 0.094 microamps
P24B0: PMS Voltage < 41.55
P24B1: PMS Current > 41 microamps
Particulate Matter Sensor Sampling Monitor
To operate correctly, the PMS must have unrestricted exposure to exhaust gas. A monitor for PM sensor sampling
checks the sensor once per drive for plugging with excessive soot and proper installation in the exhaust. The
monitor evaluates the change in voltage required to maintain a constant sensor heater temperature for changes in
exhaust gas velocity. In the event that the voltage, calculated from heater duty cycle, changes less than a
calibrated threshold for certain magnitude changes in exhaust gas flow, a fault for a PM sensor sampling error is
set. The sampling tube monitor runs during cold start before exhaust dewpoint is reached while the PMS is
operating at a low heating level for contamination protection.
PMS Sampling Error Check:

DTCs P24DA Particulate Matter Sensor Exhaust Sample Error Bank 1
Monitor Execution Once per drive
Sensors OK EGT14
Typical Monitoring Duration 3 minutes
PMS Sampling Error Check Entry Conditions:

PMS in protective heating mode
Exhaust gas acceleration 0.5 m/sec/sec 5 m/sec/sec
Time after engine start 10 sec
Exhaust gas temperature -3000 degC 3000 degC
Engine running
PMS Sampling Error Check Malfunction Thresholds:

Cumulative PM sensor voltage during exhaust gas velocity changes < 0.5 volts
Particulate Matter Sensor Regeneration Monitor
To burn off accumulated particulates, the PMS must occasionally regenerate. This is accomplished by heating the
sensor element to 785 °C for a period of time. The success of sensor regeneration is monitored by evaluating if
the sensor is able to maintain the regeneration temperature for the time required to ensure all accumulated
material is removed. The monitoring only takes place if vehicle conditions are such that the sensor is capable of
regeneration. For example, the PMS may not be able to regenerate if the battery voltage is below normal and the
engine is at peak power. This is because at the reduced voltage, the PMS heater may not be capable of providing
the power required to reach the setpoint temperature.
PMS Regeneration Check:

DTCs P24D1 Particulate Matter Sensor Regeneration Incomplete
Monitor Execution After each PMS regeneration
Sensors OK EGT14
PMS Regeneration Check Entry Conditions:

PMS heater power not exceeded
PMS Regeneration Check Malfunction Thresholds:

PMS temperature < 775 degC or > 795 degC for 5 seconds
Particulate Matter Filter Monitor Using PM Sensor
The DPF is monitored to ensure no leaks have developed in the substrate. The monitor runs anytime the filter is
not being regenerated and the exhaust is sufficiently warm to allow operation of the PMS. In addition, the NOx,
exhaust gas temperature and gas velocity must be at normal operating levels.
The DPF efficiency monitor compares the response of the tailpipe mounted PMS to a model of the expected PMS
response to a threshold leak DPF. If the sensor response exceeds the model response, the DPF is interpreted as
leaking more than the threshold and an error flag is set. The PMS response is a time required to a threshold
current, 12 microamps. The modeled sensor response provides the estimated time the PM sensor should reach
the threshold current as a function of the vehicle operating condition. The leakage rate of the DPF is indicated with
a metric derived from how close to the 12 microamp threshold the observed sensor current got at the point in time
the sensor model indicates the current threshold should have been reached for a sensor measuring an emission
threshold DPF.
Cool/OB
Particle Deposition
Regen
Regen
Current threshold
Accumulation Time
The results of the DPF monitor are reported as a ratio of the PMS sensor current observed at the time of monitor
completion and the maximum sensor current possible for either an OK or failed DPF. The result is calculated as
2 for an OK DPF, yielding a leak rate between 1 and 2. For a failed DPF, the
leak rate is calculated as yielding a value between 0 and 1. The
overall DPF leakage assessment is provided only after two or more results of the preceeding calculations has
completed and been averaged. An assessment of DPF leak is provided after the required number of sensor
measurements has been taken. The measurements may span one or more drive cycles.
DPF Efficiency Check:
DTCs P2002 Particulate Filter Efficiency Below Threshold (Bank 1)
Monitor Execution Continuous while PMS can measure
Sensors OK PMS, EGT, ECT, MAF, NOx, IAT
Typical Monitoring Duration 10 minutes
DPF Efficiency Check Entry Conditions:

Dewpoint reached at PMS
Not currently in DPF regeneration
Time since DPF regeneration 600 sec
PMS temperature 400 degC
Estimated soot load on DPF 0g 300 g
Exhaust velocity 0 m/s 50 m/s
Exhaust pressure 74.5 kPa 135 kPa
EGT 65 degC 400 degC
Engine run time 10 sec
Tailpipe NOx 200 ppm
DPF Efficiency Check Malfunction Thresholds:

DPF leakage ratio of PMS response to modeled threshold DPF PMS response is below a threshold for a
sufficient number of monitoring sessions
Ratio: 1 (unitless)
Debounce counter for number of failed sessions: 1
Counter for number of sessions to declare the monitor complete: 1
EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITOR
EGR Rate System Monitor
The EGR system is a closed loop control system that controls percent of EGR in the cylinder using the EGR valve
and Throttle. The percent of EGR is calculated using two different methods and the difference between these two
calculations is used to determine if the system is operating corrected. First, the expected amount of EGR in the
cylinder is calculated using a model that is based on the commanded EGR and Throttle position. Second, the
EGR in the cylinder is measured by subtracting the mass air sensor (MAF) reading from a speed-density model of
the air charge into the cylinder. The speed-density model accounts for both fresh air and EGR and is based on the
volumetric efficiency of the engine. High or excessive EGR flow is detected when the measured amount of EGR is
greater than the expected amount of EGR. Low or insufficient EGR flow is detected when the measured amount
of EGR is less than the expected amount of EGR. A slow EGR system is detected using the excessive EGR flow
system monitor.
The monitor compares the two calculations, when a set of entry conditions are met, and determines if the system is
operating correctly. The entry conditions are selected to ensure robust fault/non-fault detection. A summary of the
entry conditions is shown in the tables below. The fault must be detected for a minimum amount of time before
being reported. A timer counts up when the entry conditions are met and the fault is present. The timer counts
down when the entry conditions are met, the fault is not present, and the current count is greater than 0. When this
timer exceeds the time required detect a malfunction, the malfunction is reported.
EGR Flow Check Operation:

DTCs P0401 – Insufficient EGR Flow
P0402 – Excessive EGR Flow
Monitoring Duration High Flow 4 seconds required to detect a malfunction
Monitoring Duration Low Flow 8 seconds required to detect a malfunction
Typical EGR Flow Check Entry Conditions (High Flow Detection):

Entry Condition Minimum Maximum
Engine Torque Monitor is released in a speed/load region
as shown in the following figure.
Engine RPM
Engine Coolant Temperature 70 deg C 100 deg C
EGR Valve Position 0% 6%
Desired EGR Ratio 0% 15%
Ambient Pressure 74.5 kPa
EGR System in Closed Loop Control
1400
1200
1000
Release Region
Torque (Nm)
800 for Excessive EGR
Flow Monitoring
600
400
200
0
0 500 1000 1500 2000 2500 3000 3500 4000
Engine Speed (rpm)
Typical EGR High Flow Rate Malfunction Thresholds:

Expected EGR Ratio – Measured EGR Ratio < -15 (function of engine speed / torque)
Typical EGR Flow Check Entry Conditions (Low Flow Detection):
Engine Torque Monitor is released in a speed/load region
as shown in the following figure.
Engine RPM
EGR Valve Position 40% 60%
Desired EGR Ratio 0% 100%
EGR System in Closed Loop Control
1400
1200
1000
Torque (Nm)
800
600
400
Release Region for

200 Insufficient EGR
Flow Monitoring
0
0 500 1000 1500 2000 2500 3000 3500 4000
Engine Speed (rpm)
Typical EGR Low Flow Rate Malfunction Thresholds:

Expected EGR Ratio – Measured EGR Ratio > 10 (function of engine speed / torque)
EGR Cooler / EGR Cooler Bypass Monitor
The functionality of the EGR cooler system, including the bypass valve and temperature sensor, is monitored by
means of comparing measured EGR gas temperature downstream of the EGR cooler assembly with measured
coolant temperature in the main coolant loop when certain engine operating conditions exist. The operating
conditions in which this detection can occur are the monitor entry conditions. Following changes in engine
operating conditions, there is a delay before the changes are reflected in the EGR system temperatures.
Because of this delay the entry conditions include a number of timers which must complete before the monitor is
released. When a condition feeding a timer is no longer met, the timer resets. EGR undercooling is detected
using this EGR cooler monitor.
Monitor Entry Condition Timer Locations

Bypass Valve in Position
Bypass
Position
Closed Loop EGR Control Timer
Coolant Temperature in
Required Range
Engine Speed in
Required Range & & Monitor Entry
State
Combined
Engine Torque in Release
Required Range Timer
Exhaust Temperature in
Required Range
Exhaust
Temperature
Timer
EGR Flow in Required
Range
EGR Flow
Timer
Engine in Normal
Operating Mode
Engine Mode
Timer
The undercooling monitor can detect when EGR is not being cooled sufficiently, for example, when the EGR
cooler bypass is stuck in the bypass position. The entry conditions for EGR undercooling monitoring must be met
for monitoring to take place. Once the entry conditions are met and while they continue to be met, the measured
EGR temperature downstream of the EGR cooler assembly is compared to a threshold which is determined
based on measured coolant temperature. A typical value for this threshold is 70 deg C above engine coolant
temperature. If the measured EGR temperature downstream of the EGR cooler assembly is greater than the
threshold, for a predetermined amount of time, a fault is detected.
EGR Cooler (Undercooling) Monitor:
DTCs P2457 – EGR Cooler Performance

Monitor execution Once per driving cycle , once entry conditions are met
Monitoring Duration 12 seconds to detected a malfunction
EGR Cooler/ECB Entry Conditions (Undercooling):

EGR Cooler Bypass Valve Command Cooling Position
EGR System in Closed-Loop Control
Engine Torque 200 Nm 1400 Nm
Exhaust Temperature 0 deg C 800 deg C
EGR Flow 0 g/s 42 g/s
Engine Operating Mode Normal
EGR Cooler/ECB Entry Timers (Undercooling):

Timer Minimum Time
Bypass Position Timer 5 sec
Combined Release Timer 1 sec
Exhaust Temperature Timer 5 sec
EGR Flow Timer 5 sec
Engine Mode Timer 100 sec
Typical Undercooling Malfunction Thresholds:

Measured EGR temperature downstream of the EGR cooler assembly > Coolant Temperature + 70
For overcooling, EGR cooling system is monitored by intrusively moving the bypass door from the cooling position
to the bypass position and looking at the response of the temperature out of the EGR cooler. The gradient (slope)
of the temperature is compared to a threshold, if the gradient is less than the threshold for the entire monitoring
duration, a fault is detected. In contrast, on a non-fault system, once the gradient exceeds the threshold, the
monitor pass is latched. Once the monitor pass is latched, the bypass door returns to the cooling position to
protect the engine hardware from overheating. The bypass door returns to the cooling position before the monitor
is complete but the monitor continues to be released as long as the entry conditions are met. The monitor only
completes once the monitor is released for the full monitoring duration, consecutively.
Monitoring is done during somewhat steady state operation at medium to high speed-load conditions with sufficient
EGR flow. Entry are selected so the monitor is released to run when the conditions are correct. The entry
conditions required to release the monitor are listed EGR Cooler (Intrusive) Entry Conditions table below. The
bypass door must be in the cooling position for a minimum calibrated time for the monitor to be released. The rest
of the entry conditions must be met for a different minimum calibrated time before the monitor is released.
To protect the hardware, the monitor is not allowed to re-release immediately if the release is lost because one of
more of the entry condition are no longer met.
EGR Cooler (Intrusive) Monitor:
DTCs P245A – Exhaust Gas Recirculation (EGT) Cooler Bypass Control Circuit (bank 1)
P24A5 – Exhaust Gas Recirculation Cooler Bypass Control Stuck (Bank 1)
Monitor execution Once per driving cycle, once entry conditions are met
Monitoring Duration P245A: 3 sec to detect a malfunction, P24A5: 12 sec to detect a malfunction
EGR Cooler (Intrusive) Entry Conditions:

EGR Cooler Bypass Valve Command (only evaluated during Cooling Position
monitor pre-release)
EGR System in Closed-Loop Control
Filtered Absolute Value of the Gradient of Engine Speed 150 rpm/s
Filtered Absolute Value of the Gradient of Engine Torque 150 Nm/s
Exhaust Temperature 300 deg C 700 deg C
Filtered Absolute Value of the Gradient of Exhaust Temperature 8 deg C / s
Fuel Injection Quantity 0.1 g/rev 0.4 g/rev
Filtered Absolute Value of the Gradient of Fuel Injection Quantity 0.05 g/rev/s
EGR Flow 22 g/s 112 g/s
Filtered Absolute Value of the Gradient of EGR Flow 22 g/s/s
Modeled Intake Manifold Temperature 140 deg C
Engine Operating Mode Normal
P245A: Measured Gradient of EGR Downstream Temperature < 3 deg C / s
P24A5: Measured EGR temperature downstream of the EGR cooler assembly < Coolant temperature +16C
EGR System Slow Response
Slow responding EGR systems are detected through the EGR rate system monitor.
EGR Control Limits Monitor
The control limit monitor functions continuously during normal (non-regen) closed-loop operation. The control limits
monitor compares the desired percent of EGR with the measured percent of EGR. If the error between these is
greater than the threshold for the required duration of time, a fault is set. Specifically, a timer counts up when the
entry conditions are met and the fault is present. The timer counts down when the entry conditions are met, the
fault is not present, and the current count is greater than 0. When this timer exceeds the time required detect a
malfunction, the malfunction is reported.
EGR Closed-loop Control Limits Check Operation:

DTCs P04DA (Closed Loop EGR Control At Limit - Flow Too High)
P04D9 (Closed Loop EGR Control At Limit - Flow Too Low)
Monitoring Duration 20 seconds to detect a malfunction
Typical EGR Closed-loop Control Limits Check Entry Conditions:

No Air System Faults
EGR system in closed loop EGR control
Typical EGR Control Limits Malfunction Thresholds:

Desired EGR Ratio – Measured EGR Ratio < -60 (function of Engine Speed / Torque)
or
Desired EGR Ratio – Measured EGR Ratio > 45 (function of Engine Speed / Torque)
Mass Airflow Closed-loop Control Limits Monitor
During DPF regeneration the engine control system controls the mass of fresh air into the cylinder using the EGR
valve and throttle valve. In this operating mode, the desired mass of fresh air in the cylinder is compared to the
actual mass of air entering the cylinder. If the error is greater than the threshold for the required duration, a fault is
set. The monitor is released when the system is in closed loop control. Specifically, a timer counts up when the
entry conditions are met and the fault is present. The timer counts down when the entry conditions are met, the
fault is not present, and the current count is greater than 0. When this timer exceeds the time required detect a
malfunction, the malfunction is reported.
Mass Airflow Closed-loop Control Limits Check Operation:

DTCs P02EC - Diesel Intake Air Flow Control System - High Air Flow Detected
P02ED - Diesel Intake Air Flow Control System - Low Air Flow Detected
Monitoring Duration 20 seconds required to detect a malfunction
Typical Mass Air Flow Closed-loop Control Limits Check Entry Conditions:
No Air System Faults
EGR System in closed loop air mass control
Typical Air Mass Control Limits Malfunction Thresholds:

Desired Air Mass – Measure Air Mass > 400 (function of Engine Speed / Torque)
or
Desired Air Mass – Measure Air Mass < -400 (function of Engine Speed / Torque)
BOOST PRESSURE CONTROL SYSTEM MONITORING
Intrusive Turbo Position and Response Monitoring
The 6.7L engine is equipped with an oil pressure actuated, variable vane turbocharger. The variable geometry
turbo (VGT) does not have a position sensor, so the position is inferred using a duty cycle to position transfer
function. To verify actual position based on the nominal transfer function, an intrusive monitor sweep is performed.
When entry conditions are met, the intrusive monitor for VGT closes the EGR valve, opens the throttle and then
commands the output PWM to open and closed position for a calibratable duration. Typical values are 85%, then
25%. The minimum and maximum MAP values are saved and compared to a threshold. If the desired separation
in MAP pressure isn’t achieved, a fault is detected. If the desired separation in MAP is achieved, the test is
considered a pass.
In the example above, at 1871 seconds, the EGR valve is commanded closed, after 3 seconds with EGR off and
turbocharger at 85% position, the turbocharger is opened up to. 25% position. The 25% position is held for 4
seconds. If desired separation of 2kpa at sea level is achieved the test is considered a pass. If desired separation
isn’t achieved the test is completed and failed.
Note: this monitor also serves to monitor for a slowly responding boost pressure system due to the time
component of the threshold.
VGT Monitor:
DTCs P132B - Turbocharger/Supercharger Boost Control "A" Performance
Monitor Execution Once per driving cycle
Sensors OK ECT, MAP, VS
Typical Monitoring Duration 7 seconds for full VGT monitoring cycle if pressure abort threshold hasn’t been
reached
Typical VGT Monitor Entry Conditions:

Engine speed for learning 500 rpm 760 rpm
Pedal position allowed for learning 0.5 %
Engine coolant temperature for learning 70 deg C 124 deg C
Fuel quantity allowed for learning 20 mg/stoke
Vehicle speed for learning 3 mph
Loop counts after brake cycle 800 counts
Barometric Pressure 67 kPa 102 kPa
Time after engine start 120 seconds
Typical VGT Monitor Malfunction Thresholds:

Response from 25% VGT position to 85% VGT position in 4 seconds results in a change in manifold pressure
of 2 kPa or greater at sea level or 1.25 kPa at 8000 feet.
Overboost Monitoring
The 6.7L engine utilizes a closed loop boost pressure controller to maintain desired boost pressure set point under
all temperature ranges and engine operating modes. The overboost monitor compares the desired vs. actual
measured boost pressure while in a specific range of closed loop boost pressure operation. If the boost pressure
governor deviation is greater than the calibrated threshold for 7 seconds, a fault is detected and the P-code is set.
The closed loop monitoring window is defined as any inner torque above 50 nm, and any engine speed above
1000 rpm. Torque window and threshold slightly different for dyno cert due to different turbocharger configuration,
calibration, and air path response.
This diagnostic will detect a turbo slowly responding or stuck in the primarily closed condition.
Overboost Monitor:
DTCs P0234 - Turbocharger/Supercharger "A" Overboost Condition
Sensors OK ECT, MAP, MAF,
Typical Monitoring Duration 7 seconds for fault detection
Typical Overboost Monitor Entry Conditions:

Engine Torque 50 Nm
Engine Speed 1000 4000
Typical Overboost Monitor Malfunction Thresholds:

If desired boost pressure – actual boost pressure < -15.0 kPa for 7 seconds, a fault is detected.
Threshold Overboost Monitoring
For the pickup applications, use of the engine brake function can result in conditions where a momentary slow
response of the turbocharger vanes to movement can result in a transient high pressure condition that can be
erroneously detected as overboost by the pressure based monitor. Instead, a monitor of exhaust pressure above
a maximum threshold is used as the threshold overboost monitor.
Threshold Overboost Monitor:

DTCs P259F - Turbocharger "A" Boost Control Position At High Limit
Sensors OK ECT, MAP, MAF
Typical Threshold Overboost Entry Conditions:

Key-on
Battery voltage (IVPWR) 9V 16.25 V
Typical Threshold Overboost Monitor Malfunction Thresholds:

If exhaust pressure > 5.5 bar absolute for 2 seconds, the fault sets.
Underboost Monitoring
The underboost monitor works in a similar fashion to the overboost monitor by comparing the desired vs. actual
measured boost pressure while in a specific range of closed loop boost pressure operation. If the boost pressure
governor deviation is greater than the calibrated threshold for 7 seconds, a fault is detected and the P-code is set.
The closed loop monitoring window is defined as any inner torque above 50 nm, and any engine speed above
1500 rpm. The threshold limit is wider for the underbooost monitor due to transient boost system response,
compensation for boost pressure lag, and short term (1-2 second) momentary torque truncation when air path
torque is kept high, but fueling is limited for component protection.
This diagnostic will detect a gross air path leak such as the turbo discharge or CAC discharge tube being blown off,
major pre-turbo exhaust leaks, or a turbo slowly responding or stuck in the open VGT position.
Underboost Monitor:
DTCs P1247 - Turbocharger Boost Pressure Low
P0299 – Turbocharger/Supercharger “A” Underboost Condition
Sensors OK ECT, MAP, MAF,
Typical Underboost Monitor Entry Conditions:

P1247:
Engine Torque 50 Nm
P0299:
Engine coolant temperature -7 deg C
Ambient air temperature -7 deg C
MAP steady state pressure 100 kPa
TOxiCatUs Temperature 99 deg C
Mass Air Flow 1300 kg/h
Not in Cold Start Warm-up Mode
Regeneration Status None
Typical Underboost Monitor Malfunction Thresholds:

P1247: If desired boost pressure – actual boost pressure > 15 kPa for 7 seconds, a fault is detected.
P0299: If control effort percent is > threshold for 4 seconds and exhaust lambda is <1.33, a fault is detected.
Typical Threshold Underboost monitor (P0299) Threshold Map
RPM/TRQ 600 750 1000 1200 1600 2000 2250 2500 2750 3000 3250 3500
0
50 50 50 50 50 50 50 50 50 50 50 50
100
50 50 50 50 50 50 50 50 50 50 50 50
150
50 50 50 50 50 50 50 50 50 50 50 50
200
50 50 20 12 12 12 12 12 12 25.5 25.5 25.5
250
50 50 20 12 12 12 12 12 12 27.5 27.5 25.5
300
50 50 20 12 12 12 12 12 12 27.5 27.5 25.5
350
50 50 20 12 12 12 12 12 12 27.5 27.5 25.5
400
50 50 20 12 12 12 12 15 15 25.5 25.5 25.5
450
50 50 20 12 12 12 12 15 16 25.5 25.5 25.5
500
50 50 20 12 12 12 12 18.5 18.5 25.5 25.5 25.5
600
50 50 20 12 12 12 12 18.5 22.5 25.5 25.5 25.5
700
50 50 20 12 12 12 12 18.5 22.5 25.5 25.5 25.5
Charge Air Cooler Monitoring
The 6.7L engine is equipped with an air to water charge air intercooler. The CAC is on a secondary coolant loop,
independent from the main engine coolant system. The temperature at the outlet of the cooler is measured as
TCACDs, however the temperature going into the cooler is modeled.
To detect a CAC under cooling situation, the efficiency of the cooler is modeled at various speeds and airflows via
a 3d speed/airflow multiplier table, providing a modeled cooler out temperature. Cooler efficiency * compressor out
temperature = modeled cooler out temp. This modeled cooler out temp is then compared to the measured coolant
out temp, if the difference is less than a threshold curve or greater than a threshold, a fault is detected and a p-
code is set.
Charge Air Cooler Monitor:

DTCs P026A - Charge Air Cooler Efficiency Below Threshold
P007E - Charge Air Cooler Temperature Sensor Intermittent/Erratic (Bank 1)
Sensors OK ECT, MAP, MAF
Typical Monitoring Duration 4 seconds for fault detection
Typical Charge Air Cooler Monitor Entry Conditions:
Ambient air temperature -7 deg C
Manifold absolute pressure 120 kPa
Intake air temperature -7 deg C
Injection quantity 20mg/stk 85mg/stk
Typical Charge Air Cooler Monitor Malfunction Thresholds:

P026A - If the difference of measured temperature and modeled temperature is less than -15 deg C at 0 deg C
compressor out temp, or less than -10 deg C at 250 deg C compressor out temp, a fault is set.
P007E – If the difference of measured temperature and modeled temperature is greater than 35 deg C a fault is
set.
PARTICULATE MATTER (PM) FILTER MONITORING
DPF Filter Efficiency Monitor (3.2L only)
The DPF is monitored to ensure no leaks have developed in the substrate. The monitor runs after a regeneration
event where sufficient time was spent above a temperature threshold (in order to insure a proper regen).
The DPF Filter Efficiency monitor compares the calculated restriction (from a sensor measuring delta pressure
across the DPF) to the expected restriction calculated from a soot model (using various engine sensors as inputs).
After a successful regeneration event, the monitor waits for DPF temperatures to fall below a threshold (400 degC,
to allow for an accurate soot estimate)and for a small quantity of soot to build up in the DPF (approx 3 grams). At
this point, the monitor performs a filtering routine on the calculated restriction (from deltaP sensor) and locks in the
initial restriction. Once sufficient soot has built up in the DPF (based on integrated soot from the soot model), the
monitor will repeat the filtering routine on the calculated restriction (from deltaP sensor) and from the estimated
soot in the DPF (from soot model). The ratio of restrictions (actual vs soot estimate) is compared to a threshold. If
the ratio is less than a threshold, an error flag is set. The monitor allows for multiple monitoring sessions in order to
provide debouncing before declaring the monitor as a pass or fail. When a sufficient number of sessions have
been completed, the monitor is declared complete. The number of sessions with a failed result is compared to a
threshold. If the number of failed sessions is greater than a threshold, the monitor is declared as failed and the
code is set.
DPF Monitor:
DTCs P2002 – Diesel Particulate Filter Efficiency Below Threshold
Monitor Execution P2002: Once per trip after a DPF regeneration
Sensors OK EGT, DPFP, CKP, ECT (P0117, P0118), EGT13 EGT14, MAF, IAT, DPFdP
Typical Monitoring Duration Once between regeneration events
Typical DPF Monitor Entry Conditions:

DPF temperature during regen (average of DPF inlet/outlet) 550 degC
Time above temp threshold in regen 300 sec
DPF temperature (post-regen, to trigger monitor) 400 degC
Estimated soot load in DPF 38.5 grams
Estimated soot consumed due to passive regen 10 grams
DPF temperature (inlet or outlet) 500 degC
No codes for sensors used as inputs to the monitor
Not currently in a regeneration event
Exhaust volumetric flow 300 m3/hour 1800 m3/hour
Ambient air temperature -6.7 decC
Ambient pressure 74.5 kPa
DPF restriction not being calculated from open loop soot estimation
Percentage of integrated soot under conditions where soot model is not 32%
accurate
Typical DFP Monitor Malfunction Thresholds:
DPF Efficiency Test: (P2002)
Ratio of restriction from delta pressure sensor vs soot model is below a threshold for a sufficient number of
monitoring sessions. Typical values for thresholds:
Ratio of restrictions: 0.70 (unitless)

Debounce counter for number of failed sessions: 3
Counter for number of sessions to declare the monitor complete: 3
DPF Filter Missing Substrate Monitor
The DPF is monitored to ensure that the filter has not been removed. The DPF Missing Substrate monitor
compares the measured pressure upstream of the DPF to a threshold (function of volumetric exhaust flow). A
debounce counter will increment when the pressure is below the threshold and decrement if the pressure is above
the threshold (clipped to a minimum of 0). When the debounce counter exceeds a threshold, a fault is indicated.
Monitor Summary:
DTCs P244A – Diesel Particulate Filter Differential Pressure Too Low
Monitor execution P244A: Continuous while meeting entry conditions
Sensors OK EGT, DPFP, CKP, ECT (P0117, P0118), EGT13 EGT14, MAF,
IAT
Monitoring Duration 90 sec

Exhaust volumetric flow 300 m3/hour 2400 m3/hour
Not a regeneration event
Intake air temperature -20 deg C

DPF Differential Pressure Test: (P244A)
Measured DPF inlet pressure is below a threshold (function of engine exhaust volumetric flow) for 90 seconds.
Typical values for threshold:
Flow (m^3/hr) 300 600 900 1200 1500 1800 2100 2500
Pressure (kPa) 7.99 15.02 27.94 47.13 72.80 104.94 143.45 204.61
DPF Frequent Regeneration Monitor
The DPF Frequent Regeneration monitor calculates the distance between aftertreatment regeneration events.
The distance between successive regeneration events is calculated and the average distance is calculated for the
two most recent regeneration events. If the distance between regen events is below a threshold, a fault is
indicated.
Monitor Summary:
DTC P2459 – Diesel Particulate Filter Regeneration Frequency
Monitor execution During each completed regeneration event
Sensors OK DPFP

Regeneration runs to completion (not aborted by customer input or drive
cycle)
Not in “degraded regen” mode due to DPF pressure sensor error
Fraction of time spent in speed/load conditions where monitor is reliable 0.20

A fault is stored when the average distance between regeneration events is below a threshold. Typical
threshold is 42 km.
DPF Incomplete Regeneration Monitor
The DPF Incomplete Regeneration monitor is used to detect an event where the DPF is not fully regenerated. If a
regeneration event is aborted due to duration and the restriction of the DPF is still above a threshold, a fault is
indicated. Upon the first occurrence of an incomplete regen, the system is put into a “degraded” regen
mode. Another regen will be forced in approximately 150 miles unless a normal regen is triggered by the soot load
first.
Monitor Summary:
DTC P24A2 – Diesel Particulate Filter Regeneration Incomplete
Monitor execution During each DPF regeneration cycle
Sensors OK EGT11, EGT12,EGT13, EGT14, DPFP, INJ
Monitoring Duration 20 minutes (maximum)

Monitor is activated during Aftertreatment regeneration
events
Ambient air temperature -6.7 degC
Ambient pressure 74.5 kPa
Engine Indicated Torque 150 N-m 1500 N-m
Engine Coolant Temperature 70 degC
Minimum time with valid entry conditions (function of regen
duration)

If the restriction is above a threshold, a fault is indicated.
DPF Feedback Control Monitors
The system is monitored to ensure that closed loop control of the regeneration event is initiated within a reasonable
period of time. The monitor runs during a regeneration event and compares the time in closed loop control to the
total time in regen. If the time in closed loop control is less than a threshold (a function of total time in regen), then
a fault is indicated.
If the closed loop controller is saturated at its limits and the temperature is not within the desired limit, a timer will
increment. If control is regained, the timer will decrement. At the end of the regeneration event, if this timer
exceeds a threshold (a function of total time in regen), a fault is indicated
Note: Ford Motor Company 2011 diesel programs are using in-cylinder post injection to achieve regeneration, not
external exhaust injection. The Post injection is monitored during this feedback monitor; there is no additional
monitor for "active / intrusive injection"
Monitor Summary:
DTC P24A0 – DPF Temperature Control
P249F – Excessive Time To Enter Closed Loop DPF
Regeneration Control
Monitor execution During an active regeneration event
Sensors OK TIA, ECT, AMP, EGT11, EGT12, EGT13, EGT14
Monitoring Duration Once per regeneration event

Indicated Torque Setpoint 200 Nm 1500 Nm
Ambient Temperature -6.7 deg C
Coolant Temperature 70 deg C
Barometric Pressure 74.5 kPa

P249F - If the time in closed loop operation is less than a threshold (function of total time in regen), a fault is
indicated.
P24A0 - If the difference between desired and actual temperature is greater than a threshold for a sufficient
period of time, a fault is indicated.
DPF Restriction Monitor
The DPF is monitored for conditions where it may be overloaded. The monitor compares the calculated restriction
of the DPF to a threshold. If the threshold is exceeded for a sufficient period of time, a wrench light and a MIL will
be illuminated and engine output will be limited and EGR is disabled.
Monitor Summary:
DTCs P246C - Diesel Particulate Filter Restriction – Forced Limited Power
Monitor execution Continuous while meeting entry conditions
Sensors OK DPFP
Monitoring Duration 300 seconds

Engine Speed 625 rpm

Diesel Particulate Filter Restriction – Forced Limited Power (P246C) (Immediate MIL and Wrench Light)
Calculated normalized restriction is 2.0 times the normal value for soot load.
ENGINE COOLING SYSTEM MONITORING
Thermostat Monitor
The Thermostat Monitor checks that the thermostat is operating properly by modeling Engine Coolant
Temperature (ECT) based on engine fueling, engine speed, vehicle speed, and the ambient temperature. There
are increment and decrement portions to the model; the increment is based on engine speed and fuel quantity,
while the decrement is derived from calculated radiator efficiency based on coolant delta temp to ambient and
vehicle speed. The model is delayed by 60 seconds after engine start to negate potential errors due to block heater
use. It is also suspended while in catalyst warm-up mode due to errors in fuel quantity heat being contributed to the
coolant.
Once that estimation reaches the thermostat start-to-open temperature, if the actual measured ECT has not
reached a minimum warm-up temperature and the driver has not spent too much time in part fuel cut off (over
30%), too low load (over 70%), too high vehicle speed (over 70%), or too low vehicle speed (over 70%) - then the
thermostat is determined to be stuck open.
Thermostat Monitor:
DTCs P0128 –Coolant Temp Below Thermostat Regulating Temperature
Sensors OK Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Vehicle
Speed (VS)
Typical Monitoring Duration Nominal time it takes for engine to warm up to thermostat "Start-To–Open"
temperature – see approximate times below. (Note: Unified Drive Cycle is 23.9
minutes long)
Ambient Temperature Drive Cycle Completion Time
-7 deg C Unified Drive Cycle x2 40 min
21 deg C Unified Drive Cycle 19 min
38 deg C Unified Drive Cycle 14 min
Typical Thermostat Monitor Entry Conditions:

Modeled engine coolant temperature 90 deg C
Engine coolant temperature at start -7 deg C 54 deg C
Intake air temperature at start -7 deg C
Ratio of time that the vehicle speed is above, 85 km/hr, to the total monitoring 70%
time
Ratio of time that the engine fueling is below 20 mg/str to the total monitoring time 30%
Ratio of time that the engine torque is below 60 n/m to the total monitoring time 70%
Ratio of time that the vehicle speed is below 45 km/hr to the total monitoring time 70%
Typical Thermostat Monitor Malfunction Thresholds:

Measured Engine Coolant Temperature < 70.2 deg C when modeled coolant temp > 90 deg C
Primary Coolant Temp Rise Monitoring
To ensure the primary ECT sensor has not stuck below normal operating range, a simple rise check to verify a
minimum rise in coolant temperature over a calibratable time has been implemented. If coolant temperature at
start is greater than -35 deg C and less than 54 deg C, the monitor is enabled. At -35 deg C, the coolant is
expected to rise up to -7 deg C in 291 seconds or less. If -7 deg C coolant temp. is not achieved in the required
291 second timeframe, a fault is detected. At a -7 deg C start temp, the coolant is expected to rise to 40 deg C in
5450 seconds- assuming worst case with EGR off, vehicle idling in neutral with heater on. Again, if the minimum
temperature is not achieved in the required time, a fault is detected. This diagnostic is used in conjunction with the
oil vs. coolant plausibility check, thermostat model, and SRC checks to verify proper ECT operation and engine
warm-up.
ECT Rise Monitor:

DTCs P0116 - Engine Coolant Temperature Sensor 1 Circuit Range/Performance
Monitor Execution Once per trip
Sensors OK ECT
Typical Monitoring Duration 291 seconds at -35 deg C start temp. idle only
5150 seconds at -7 deg C start temp, idle only
Typical ECT Rise Monitor Entry Conditions:

Engine coolant temperature -35 deg C 54 deg C
Engine speed 400 rpm
Typical ECT RiseMonitor Malfunction Thresholds:

291 seconds at -35 deg C start temp to rise to -7 deg C
5150 seconds at -7 deg C start temp to rise to 40 deg C
Secondary Coolant Temp Rise Monitoring
The 6.7L engine has a secondary coolant loop with two thermostats, a 20C thermostat for the charge air cooler
and fuel cooler, and a 45C thermostat for the EGR cooler and trans cooler. System schematic below:
The rise check to detect a stuck ECT2 sensor is identical in function to the rise check used for the primary coolant
loop. A minimum rise is expected over a calibratable amount of time,
ECT2 Rise Monitor:

DTCs P2183 - Engine Coolant Temperature Sensor 2 Circuit Range/Performance
Sensors OK ECT2,
Typical Monitoring Duration 5750 sec at -35C, 200 at 25C
Typical ECT2 Rise Monitor Entry Conditions:

ECT2 -35 deg C 45 deg C
Engine Speed 400 rpm
Typical ECT2 RiseMonitor Malfunction Thresholds:

within the time duration, must reach 25C
COLD START EMISSION REDUCTION STRATEGY MONITORING
Cold Start Emission Reduction System Monitor (Only 6.7L Pickup Applications)
The Post DOC temperature is monitored during a cold start for the CSER System Monitor. The modeled Post
DOC temperature rise is compared to the measured Post DOC temperature rise. Specifically, the monitor
compares the maximum temperature rises. An error is detected if the difference between the modeled and
measured Post DOC maximum temperature rise is above a threshold.
An error will also be detected if the modeled vs. measured post DOC maximum temperature rise is above a
threshold.
CSER System Check Operation:

DTCs P050E – Cold Start Engine Exhaust Temperatures Too Low
Monitor execution During EOM3 Operation, once per drive cycle
Sensors OK TIA, EGT1, EGT2, MAF, MAP, P3
Typical CSER System entry conditions:

Engine in EOM3 Mode
Ambient Temperature 0 deg C
Ambient Pressure 75 kPa
Engine Coolant Temperature 50 deg C
Engine Soak Time 6 hr
Engine Load (Torque) 50 Nm 700 Nm
Percentage of time with speed/torque conditions met 50%
No Sensor Errors
No Error in Air Path, EGR, Boost, Fuel Path, Fuel
Quantity, Timing and Pressure Monitors
Typical CSER System malfunction thresholds:

Modeled vs. Measured Post DOC Temperature Rise > 45 deg C.
Cold Start Emission Reduction Component Monitor
For all 2010 and subsequent model year vehicles that incorporate a specific engine control strategy to reduce cold
start emissions, the OBD ll system must monitor the components to ensure proper functioning. The monitor works
by validating the operation of the components required to achieve the cold start emission reduction strategy,
namely intake throttle and fuel balancing control. The 3.2L diesel does not use a cold start emission reduction
strategy.
Cold Throttle Valve Actuator Jammed Detection
Duplicate fault storage of throttle valve jammed detection exists, which can only set/clear in EOM3.
Cold Throttle Actuator Jammed Valve Check Operation:

DTCs P02E1 – Diesel Intake Air Flow Control Performance,
Typical Cold Throttle Actuator Jammed Valve Entry Conditions:

See Throttle Valve Actuator Jammed Detection
Engine Operating mode is EOM3
Typical Cold Throttle Jammed Valve Check (P02E1) Malfunction Thresholds:

A P02E1 is set in EOM3.
Cold EGR Valve Actuator Jammed Detection
Duplicate fault storage of EGR valve jammed detection exists, which can only set/clear in EOM3.
EGR Valve Jammed Check Operation:

DTCs P042E – Exhaust Gas Recirculation "A" Control Stuck Open
Typical Actuator Jammed Valve Entry Conditions:

See EGR Valve Actuator Jammed Detection
Engine Operating mode is EOM3
Typical EGR Valve Jammed Check (P042E) Malfunction Thresholds:

A P042E is set in EOM3.
Cold FBC (Only 6.7L Chassis Cert Applications)
Fuel Balancing Control is an algorithm designed to reduce differences in injected fuel quantity from cylinder to
cylinder. The increase in crankshaft speed due to individual cylinder combustion events is measured. The
amount of fuel injected to each cylinder is then adjusted up or down to minimize the difference in increase in
crankshaft speed from cylinder to cylinder. The total amount of fuel injected among all cylinders remains constant.
The Cold FBC runs exactly the same as the normal FBC monitor, only difference is that it will run during EOM3
instead of EOM0. The concept is shown in the graphic below.
FBC operates in closed-loop control in an engine speed range of 500-3000 RPM, and a commanded injection
quantity of 3.5 – 90 mg/stroke. The maximum allowed correction in fuel quantity for an individual cylinder is given
by the following table.
CSER Component Monitor: Cold FBC Control Limits:
Injection quantity requested before FBC correction
(mg/stroke)
3.5 7.5 15
Max allowable FBC correction (mg/stroke): 4 7 14
When the current correction for a given cylinder exceeds 90% of the allowable correction for the current conditions,
a code is set.
CSER Component Monitor: Cold FBC Monitor Operation:

DTCs P0263 – Cylinder #1 Contribution/Balance
Monitor Execution P0263 – During EOM3 after a cold start
P0266 – During EOM3 after a cold start
Sensors OK Crankshaft Position Sensor "A" Circuit (P0335)

Crankshaft Position Sensor "A" Circuit Range/Performance (P0336)
Typical CSER Component Monitor: Cold FBC Monitor Entry Conditions:

EOM3 Active
Injection quantity 3.5 mg/stroke 90 mg/stroke
Engine Temperature
Barometric Pressure
FBC wheel learn complete
Typical CSER Component Monitor: Cold FBC Monitor Malfunction Thresholds:

If the current correction for the injector exceeds 90% of the allowable correction for current operation conditions,
the code is set.
Monitoring of High Pressure Fuel System during start
At engine start, starting problems can occur due to insufficient rail pressure. Monitor runs during engine
cranking.
Monitor Summary:
DTCs P2291 - Injector Control Pressure Too Low - Engine Cranking
Monitor execution During engine cranking
Sensors OK
Monitoring Duration P2291- 20 Sec

Fuel temperature -50 Deg C 150 Deg C
Engine Coolant Downstream -50 Deg C 150 Deg C
temperature
Rail pressure 14000 kPa
Fuel tank level -1 l
Inertia Switch Not set

If the rail pressure is less then 14000 kPa within the entry condition for 20 sec, fault is set.
Crankcase Ventilation Monitor
The 6.7L diesel engine has a crankcase ventilation separator mounted on the driver side rocker cover, with a
tube connecting the separator to the fresh air inlet of the turbocharger. The tube on the separator side has a
tamper proof collar installed and is plastic welded to the separator. On the fresh air inlet side, a hall effect sensor
is present, to detect connection to the inlet casting assembly. The tube cannot be disconnected on the separator
side, and if it is disconnected from the inlet casting, a P04DB code is set, as sensor output drops below a
calibrated threshold. There are also circuit range checks, P04E2 and P04E3 to detect shorts to ground, or short
to battery/disconnected sensor, respectively.
Crankcase Ventilation Monitor

DTCs P04DB – Crankcase Ventilation System Disconnected
P04E2 – Crankcase Ventilation Hose Connection Sensor Circuit Low
P04E3 – Crankcase Ventilation Hose Connection Sensor Circuit High
Monitor Execution Once per driving cycle – P04DB
Continuous – P04E2, P04E3
Sensors OK P04DB - CVM (P04E2, P04E3)
Typical Crankcase Ventilation Monitor Entry Conditions:

Coolant Temperature 70C 112 deg C
Ambient Temperature -40C 70 deg C
Battery Voltage 9V 16.25V
Key is on
Crankcase Ventilation Monitor Disconnection Check Malfunction Thresholds:

P04DB – voltage below 2500 mv for 2 seconds (all other entry conditions met, heals if voltage rises above
3000mv)
Crankcase Ventilation Monitor Circuit Check Malfunction Thresholds:

No minimum coolant, ambient temp entry conditions, continuous monitor:
P04E2 – voltage less than 1000 mv for 2 seconds
P01E3 – voltage greater than 4900 mv for 2 seconds
Engine Sensors
Air Temperature Rationality Test
An air temperature rationality test is performed once every drive cycle, after a long soak of 6 hours or greater. At
key on, a temperature sample is taken of each of the following sensors: Ambient Air (AAT), Intake Air (IAT),
Charge Air Cooler outlet (CACT1), EGR Cooler outlet (EGT COT), and Secondary Coolant Temperature (ECT2).
Once a cold start has been confirmed, the temperature samples are compared against each other, and the
temperature differences compared against a threshold. One sensor must fail plausibility with all four other sensors
to set a fault for the sensor in question. If one or more sensors fail plausibility with three or fewer sensors, a general
temperature plausibility fault is set. If a block heater has been detected, or if any sensor has been flagged for a
pending signal range malfunction, the plausibility check is not performed.
Figure : Air Temperature Plausibility Check Flow Chart
Ambient Air Temperature (AAT) Sensor Circuit Check:
DTCs P0072 – Ambient Air Temperature Circuit Low
P0073 – Ambient Air Temperature Sensor Circuit High
Typical Monitoring Duration 2 sec.
Typical Ambient Air Temperature Sensor Circuit Check Entry Conditions:

Battery Voltage 9V 16.25 V
Key On
Typical Ambient Air Temperature Sensor Circuit Check Malfunction Thresholds:

Voltage < 0.10 V (-40 deg C) or voltage > 4.99 V (108 deg C)
Ambient Air Temperature Physical Range Check
A physical range check of ambient air temperature is performed on each drive cycle. It compares the measured
value of ambient air temperature to a threshold of 72 deg C, if the threshold is exceeded a fault is detected.
Ambient Air Temperature (AAT) Sensor Physical Range Check:

DTCs P0070 - Ambient Air Temperature Circuit
Sensors OK AAT (P0072, P0073),
Typical Ambient Air Temperature Sensor Plausibility Check Entry Conditions:

Key On
Typical Ambient Air Temperature Sensor Plausibility Check Malfunction Thresholds:

If AAT > 72 deg C for 4 seconds a fault is detected and the code is set.
Ambient Air Temperature Rationality Check
DTCs P0071 – Ambient Air Temperature Sensor Range/Performance
Monitor Execution Once per driving cycle. The check is disabled if a block heater is in use.
Sensors OK AAT (P0072, P0073), IAT1 (P0112, P0113), EGT11 (P0548, P0549),
EGRCOT (P040D, P040C), ECT (P0117, P0118), EOT (P0197, P0198),
CACT1 (P007C, P007D)
Typical Ambient Air Temperature Rationality Check Entry Conditions:

Engine Off Time 6 hrs N/A
Engine coolant temperature -35 deg C 121 deg C
Typical Ambient Air Temperature Rationality Check Thresholds:

AAT Rationality is confirmed against 4 other sensors (absolute temperature difference thresholds):
CACT1 10 deg C
IAT1 15 deg C
EGRCOT 16 deg C
ECT2 20 deg C
Charge Air Cooler (CACT1) Sensor Circuit Check:

DTCs P007C – Charge Air Cooler Temperature Sensor Circuit Low
P007D – Charge Air Cooler Temperature Sensor Circuit High
Typical Charge Air Cooler Temperature Sensor Circuit Check Malfunction Thresholds:
Voltage < 0.092 V (161 deg C) or voltage > 4.90 V (-43 deg C)
Charge Air Cooler Temperature (CACT1) Rationality Check:
DTCs P007B - Charge Air Cooler Temperature Sensor Circuit
Range/Performance
Monitor Execution Once per drive cycle. The check is disabled if a block heater is in use.
EGRCOT (P040D, P040C), ECT (P0117, P0118), EOT (P0197,
P0198), CACT1 (P007C, P007D)
Typical Charge Air Cooler Temperature Rationality Check Entry Conditions:

Engine Off Time 6 hrs
Coolant Temp -35 deg C 121 deg C
Typical Charge Air Cooler Temperature Functional Thresholds:

CACT1 Rationality is confirmed against 4 other sensors (absolute temperature difference thresholds):
AAT 10 deg C
IAT1 16 deg C
EGRCOT 19 deg C
ECT2 20 deg C
Intake Air Temperature (IAT) Sensor Circuit Check:

DTCs P0112 - Intake Air Temperature Sensor Circuit Low
P0113 - Intake Air Temperature Sensor Circuit High
Typical Intake Air Temperature Sensor Circuit Check Malfunction Thresholds:

Voltage < 0.10 volts (137 deg C) or voltage > 4.91 volts (-25 deg C)
Intake Air Temperature Rationality Check
DTCs P0111 – Temperature Sensor Circuit Range/Performance
P0198), CACT1 (P007C, P007D)
Typical Intake Air Temperature Rationality Check Entry Conditions:

Typical Intake Air Temperature Functional Thresholds:

IAT Rationality is confirmed against 4 other sensors (absolute temperature difference thresholds):
AAT 15 deg C
CACT1 16 deg C
EGTCOT 20 deg C
ECT2 20 deg C
EGR Cooler Downstream Temperature (EGR COT) Sensor Circuit Check:

DTCs P040C – Exhaust Gas Recirculation Temperature Sensor Circuit Low
P040D – Exhaust Gas Recirculation Temperature Sensor Circuit High
Typical EGR Cooler Downstream Temperature Sensor Circuit Check Malfunction Thresholds:
EGR Cooler Downstream Temperature Rationality Check
DTCs P040B – Exhaust Gas Recirculation Temperature Sensor Circuit
Range/Performance
Typical EGR Cooler Downstream Temperature Rationality Check Entry Conditions:

Typical EGR Cooler Downstream Temperature Functional Thresholds:

EGRCOT Rationality is confirmed against 4 other sensors (absolute temperature difference thresholds):
AAT 16 deg C
CACT1 19 deg C
IAT1 20 deg C
ECT2 20 deg C
Typical EGR Temperature Sensor #2 Circuit Check Malfunction Thresholds:

EGR Temperature Sensor #2 Rationality Check

DTCs P041B – Exhaust Gas Recirculation Temperature Sensor “B” Circuit
Range/Performance
Typical EGR Temperature Sensor #2 Rationality Check Entry Conditions:

Secondary Engine Coolant Temperature (ECT2) Sensor Circuit Check:
DTCs P2184 - Engine Coolant Temperature Sensor 2 Circuit Low
P2185 - Engine Coolant Temperature Sensor 2 Circuit High
Sensors OK Not Applicable
Typical Secondary Engine Coolant Temperature Sensor Circuit Check Entry Conditions:
Key On
Typical Secondary Engine Coolant Temperature Sensor Circuit Check Malfunction Thresholds:
Voltage < 0.10 (163 deg C) volts or voltage > 4.91 volts (-44 deg C)
Secondary Engine Coolant Temperature Rationality Check

DTCs P2182 – Engine Coolant Temperature Sensor 2 Circuit
P0198), CACT1 (P007C, P007D)
Typical Secondary Engine Coolant Temperature Rationality Check Entry Conditions:

Typical Secondary Engine Coolant Temperature Functional Thresholds:

ECT2 Rationality is confirmed against 4 other sensors (absolute temperature difference thresholds):
AAT 20 deg C
CACT1 20 deg C
IAT1 20 deg C
EGRCOT 20 deg C
Barometric Pressure and Manifold Absolute Pressure
Barometric Pressure (BARO) Sensor Circuit Check:

DTCs P2227 – Barometric Pressure Sensor "A" Circuit Range/Performance
P2228 – Barometric Pressure Circuit Low Input
P2229 – Barometric Pressure Circuit High Input
Typical Monitoring Duration P2227 – 1 sec
P2228, P2229 –.5 sec.
Typical Barometric Pressure Sensor Circuit Check Entry Conditions:

Typical Barometric Pressure Sensor Circuit Check Malfunction Thresholds:

P2227 – Observed pressure less than 50 kPa
P2228 - Voltage less than 0.25 V. (6.3 kPa)
P2229 - Voltage greater than 4.85 V. (115 kPa)
Manifold Absolute Pressure (MAP) Sensor Circuit Check:

DTCs P0107 - Manifold Absolute Pressure/BARO Sensor Low Input
P0108 - Manifold Absolute Pressure/BARO Sensor High Input
Typical Monitoring Duration P0107, P0108 - 2 sec.
Typical Manifold Absolute Pressure Sensor Circuit Check Entry Conditions:

Key-on
Typical Manifold Absolute Pressure Sensor Circuit Check Malfunction Thresholds:

P0107 – Voltage less than .1 V (50 kPa)
P0108 – Voltage greater than 4.745 V (390 kPa)
Manifold Absolute Pressure (MAP) Sensor Plausibility Check:
DTCs P0107 - Manifold Absolute Pressure/BARO Sensor Low Input
P0236 - Turbocharger/Supercharger Boost Sensor "A" Circuit
Range/Performance
Typical Manifold Absolute Pressure Sensor Circuit Check Entry Conditions:

Key-on
Typical Manifold Absolute Pressure Sensor Circuit Check Malfunction Thresholds:

P0236 – if MAP > 3.5 bar absolute, this fault sets.
Manifold Absolute Pressure (MAP) / Barometric Pressure (BARO) Rationality Check:

DTCs P0069 – MAP/BARO Correlation
Sensors OK BARO (P2228, P2229), MAP (P0107, P0108)
Typical Monitoring Duration 1.5 sec.
Typical MAP / BARO Rationality Check Entry Conditions:

P0069 - MAP / BARO Correlation:
Key-on
Engine Speed (N) 0 rpm 437.5 rpm
Typical MAP / BARO Rationality Check Malfunction Thresholds:

P0069 - The difference between MAP and BARO is greater than 4.5 kPa, or less than -8 kPa.
Turbine Upstream Pressure Sensor Plausibility Checks
The turbine upstream pressure sensor has two plausibility checks to determine if the sensor is operating correctly.
The first check looks for an offset in the turbine upstream pressure sensor when the engine is not running. This
check compares the absolute value of the difference between the measured turbine upstream pressure and the
measured environmental pressure under specific entry conditions. If the pressure difference exceeds the
threshold, for a predetermined amount of time while the entry conditions are met, a fault is set.
Turbine Upstream Pressure Sensor Offset Plausibility Check Operation:

DTCs P0471– Exhaust Pressure Sensor "A" Circuit Range /
Performance
Monitor execution Continuous in with engine off.
Monitoring Duration for stuck midrange 1.0 seconds to register a malfunction once entry conditions are
met.
Turbine Upstream Pressure Sensor Offset Entry Conditions

Entry Condition: Minimum Maximum
Turbine Upstream Pressure Sensor is not Frozen
Ambient Air Temperature 5 deg C
Engine Speed 0 rpm
Engine Off Time 10 sec.
No Turbine Upstream Pressure Sensor
Typical Upstream Turbine Pressure Sensor Plausibility Check Malfunction Thresholds:

| Turbine Pressure Sensor – Ambient Pressure Sensor | > 7.5 kPa
The second check compares the measured pressure upstream of the turbine to a model of the pressure upstream
of the turbine under specific entry conditions. If the difference between the measured and modeled pressure is
greater than a threshold, for a predetermined amount of time while the entry conditions are met, a fault is set.
Turbine Upstream Pressure Sensor -Model Plausibility Check Operation:

DTCs P0474– Exhaust Pressure Sensor "A" Circuit Intermittent / Erratic
Monitor execution Continuous when entry conditions are met.
Monitoring Duration for stuck midrange 2.0 seconds to register a malfunction once entry conditions are
met.
Turbine Upstream Pressure Sensor Offset Entry Conditions

Entry Condition: Minimum Maximum
Turbine Upstream Pressure Sensor is not Frozen
Ambient Air Temperature 5 deg C
Modeled Exhaust Pressure 147.5 kPa 620.0 kPa
Air Flow Gradient 140 g/s/step
Typical Upstream Turbine Pressure Sensor Plausibility Check Malfunction Thresholds:

(Turbine Pressure Model – Turbine Pressure Sensor) > 90.0 kPa
Upstream Turbine Pressure Sensor Signal Range Check
Reductant Pressure Sensor Open/Short Check Operation:

DTCs P0472 - Exhaust Pressure Sensor "A" Circuit Low
P0473 - Exhaust Pressure Sensor "A" Circuit High
Monitor Sequence none
Sensors OK none
Typical Reductant Pressure Sensor Check Malfunction Thresholds:

Pressure sensor voltage < 0.100 volts or Pressure sensor voltage > 4.8 volts
EGR Valve Position Sensor
EGR Valve Position Sensor Check Operation:

DTCs P0405 (EGR Sensor "A" Circuit Low)
P0406 (EGR Sensor "A" Circuit High)
Typical EGR Valve position sensor check malfunction thresholds (P0405,P0406):

Voltage < 0.30 volts or Voltage > 4.70 volts
Throttle Position Sensor
Analog inputs checked for opens or shorts by monitoring the analog -to-digital (A/D) input voltage.
Throttle Position Sensor Check Operation:

DTCs P02E9 (Diesel Intake Air Flow Position Circuit High),
P02E8 (Diesel Intake Air Flow Position Circuit Low).
Typical TP sensor check malfunction thresholds (P02E8,P02E9):

Voltage < 0.08 volts or Voltage > 4.92 volts
EGR Downstream Temperature Sensor Dynamic Plausibility Check
Dynamic plausibility of the EGR downstream temperature sensor for the 6.7L diesel is checked using the EGR
cooler monitor.
Engine Coolant & Engine Oil Correlation
The engine coolant temperature sensor reading and engine oil temperature sensor readings are tested for
plausibility once per drive cycle after a long soak (6hrs or more). The values of the coolant and oil temperature
sensor readings are recorded at start up. Once it has been determined that the enable conditions have been
achieved, upper and lower thresholds are determined based on the engine-off time. The difference of the initial oil
and coolant temperatures are compared to this threshold. If the lower threshold is not achieved, a fault is reported.
If the lower threshold is met, but the upper threshold is not achieved and a block heater is not in use, a fault is
reported. If a block heater is detected and the diference is greater than 40C, a fault is reported.
ECT/EOT Plausibility Correlation Test Flow Chart
Engine Coolant Temperature (ECT) Sensor Circuit Check:
DTCs P0117 - Engine Coolant Temperature Sensor Circuit Low
P0118 - Engine Coolant Temperature Sensor Circuit High
Typical Engine Coolant Temperature Sensor Circuit Check Entry Conditions:

Key On
Typical Engine Coolant Temperature Sensor Circuit Check Malfunction Thresholds:

Engine Coolant Temperature Rationality Check

DTCs P012F – Engine Coolant Temperature / Engine Oil Temperature
Correlation
Monitor Execution Once per drive cycle.
Sensors OK AAT (P0072, P0073), IAT1 (P0112, P0113), ECT (P0117, P0118),
EOT (P0197, P0198)
Typical Monitoring Duration Immediate when conditions exist
Typical Engine Coolant Temperature Rationality Check Entry Conditions:

Intake Air Temp -7 deg C
Engine “Running” Time 2 sec
Typical Engine Coolant Temperature Functional Thresholds:

ECT Rationality is confirmed against EOT:
Absolute Temperature Difference 15 deg C
Engine Coolant Temperature in range Rationality Check
DTCs P0196 –Engine Oil Temperature Sensor Range/Performance
Monitor Execution Once per drive cycle.
Sensors OK ECT (P0117, P0118), EOT (P0197, P0198)
Typical Monitoring Duration Immediate when conditions exist
Typical Engine Coolant Temperature Rationality Check Entry Conditions:

Engine Coolant Temp 70C
Typical Engine Coolant Temperature Functional Thresholds:

ECT Rationality is confirmed against EOT:
Absolute Temperature Difference 35 deg C
Engine Oil Temperature (EOT) Sensor Circuit Check:

DTCs P0197 - Engine Oil Temperature Sensor Circuit Low
P0198 - Engine Oil Temperature Sensor Circuit High
Typical Engine Oil Temperature Sensor Circuit Check Entry Conditions:

Key On
Typical Engine Oil Temperature Sensor Circuit Check Malfunction Thresholds:

Engine Coolant System Leak Check:
DTCs P2560 - Engine Coolant Level Low
Sensors OK ECT and OIL temp.
Typical Engine Oil Temperature Sensor Circuit Check Entry Conditions:

Engine Oil Temp 70C
Typical Engine Oil Temperature Sensor Circuit Check Malfunction Thresholds:

Oil Temperature is greater than coolant temperature by 50C
Cam and Crank Sensor:
TITLE: DRAWN BY:

Title: 6.7L Scorpion Cam Target / 60-2 Tooth Crank Target Timing Relationship Scorpion Cam / 60-2 Tooth Crank Timing Relationship Revision 2.0 B. Fulton
FILENAME: REVISED:
2010MY Cylinder Timing Plots 03/14/09

EDC 17 Reference Position of CKP for TDC Cylinder #1
Falling Edge Tooth 2 120o from falling edge of tooth 2
120 Crankº
Minus 60 Camº Minus Minus
2 Slot 2 Slot 2 Slot
59 60 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
CKP Signal Direction of Rotation
Cylindering
8 Numbering
1 3 7 2 6 5 4
TDC Combustion
Crankshaft
630 Position 0 or 720 90 180 270 360 450 540
(Degrees)
Position of CMP for TDC

Cylinder #1 vs. CMP signal
-14 Crankº
118 Crankº 166 Crankº 350 Crankº 474 Crankº 530 Crankº
-7 Camº
59 Camº 83 Camº 175 Camº 237 Camº 265 Camº
CMP Signal
176 Crankº 48 Crankº 124 Crankº
88 Camº 24 Camº 62 Camº
132 Crankº 184 Crankº 56 Crankº
66 Camº 92 Camº 28 Camº
FBC / ZFC Segment Layout Tooth 9: Calculation for

main / post for cylinder 1 & 6
120 Crankº
60 Camº
EpmCrs_tiInc[14]
EpmCrs_tiInc[13]
EpmCrs_tiInc[12]
EpmCrs_tiInc[11]
EpmCrs_tiInc[10]
Tooth 24: Calculation for Tooth 39: Calculation for Tooth 54: Calculation for
EpmCrs_tiInc[9]
EpmCrs_tiInc[8]
EpmCrs_tiInc[7]
EpmCrs_tiInc[6]
EpmCrs_tiInc[5]
EpmCrs_tiInc[4]
EpmCrs_tiInc[3]
EpmCrs_tiInc[2]
EpmCrs_tiInc[1]
EpmCrs_tiInc[0]
main / post for cylinder 3 & 5 main / post for cylinder 7 & 4 main / post for cylinder 2 & 8
Minus
90o Minus
2 Slot 78o 45o 2 Slot
59 60 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
Minus
Pos Peak S0 S0 S0 S0 2 Slot S0 S0 S0 S0
Engine Speed
(RPM)
Nominal
8 1 3 7 2 6 5 4
Neg Peak Segment 0 Segment 2 Segment 4 Segment 6 Segment 8 Segment 10 Segment 12 Segment 14
Segment 14
Segment 15 Segment 1 Segment 3 Segment 5 Segment 7 Segment 9 Segment 11 Segment 13
S1 S1 S1 S1 S1 S1 S1 S1
630 0 90 180 270 360 450 540
or
Tooth 2: Calculation for Tooth 17: Calculation for Tooth 32: Calculation for Tooth 47: Calculation for
720 pilot injections cylinder 1 & 6 pilot injections cylinder 3 & 5 pilot injections cylinder 7 & 4 pilot injections cylinder 2 & 8
Notes:
- S0 is scheduled starting at 78 deg (calibrate-able) before TDC of cylinder 1, S1 is 45 degrees after S0
- S0 and S1 will continue to be scheduled every 90 degrees from this point forward.
- During the call of the S0 interrupt, the S1 is scheduled on a segment selection calibration, so there will be an S0 or S1 every 45 deg interval.
- At each interrupt the FBC/ZFC algorithm will take a measurement of the Crank Signal buffer in the EDC module.
- Each interrupt is spaced by 45 degrees and each buffer entry for the crank signal is one tooth in distance (or 6 crank angle degrees).
- The FBC wheel learn / ZFC algorithm takes a look at the complete revolution of the crank signal by sampling the entire crank signal
- There are 16 total (0 – 15) segments between S0 and S1 interrupts, but INCA can only display the even numbered segments as they are between the S0 points
- Teeth measured in each segment are counted backwards from the current segment to the previous segment from 0 – 14
- Injection timing and calculation points are shown on the plot
Camshaft and Crankshaft Sensor Monitor Operation:

DTCs P0016 – Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor A)
P0315 – Crankshaft Position System Variation Not Learned
P0335 – Crankshaft Position Sensor "A" Circuit
P0336 – Crankshaft Position Sensor "A" Circuit Range/Performance
P0340 – Camshaft Position Sensor "A" Circuit (Bank 1 or single sensor)
P0341 – Camshaft Position Sensor "A" Circuit Range/Performance (Bank 1 or single
sensor)
Monitor Execution P0016 – Continuous
P0315 – Continuous
Sensors OK P0016 – Sensor Supply Voltage 1 (P06A6), Sensor Supply Voltage 2 (P06A7)
P0315 – Sensor Supply Voltage 1 (P06A6), Crankshaft Sensor (P0335, P0336)
P0335 – Sensor Supply Voltage 1 (P06A6)
Typical Monitoring P0016 – 3.6 sec ,P0315 – 5000 sec of overrun/decel fuel shut-off
Duration P0335 – 1.8 sec, P0336 – 1.8 sec, P0340 – 3 sec, P0341 – 1.2 sec
Typical Camshaft and Crankshaft Sensor Monitor Entry Conditions:
P0016 – Engine running or cranking
P0315 – Overrun/decel fuel shut-off
Typical Camshaft Sensor Monitor Malfunction Thresholds:

P0016 – If the location of the gap on the crankshaft sensor wheel occurs at a location on the camshaft sensor
wheel that is more than 6 degrees from the expected location for two detection attempts, the code is set
P0315 – If after 5000 total seconds of overrun/decel fuel shut-off, the system has been unable to learn crankshaft
wheel deviation corrections, the code is set
P0335 – If no signal is detected from the crankshaft sensor, the code is set
P0336 – If the gap in the 60-2 tooth wheel is not detected for three revolutions, the code is set
P0340 – If no signal is detected from the camshaft sensor, the code is set
P0341 – If the segment profile detected does not match the segment profile shown in the figure above, the code
is set
Mass Air Meter
The 6.7L engine utilizes a frequency-based hot film air meter. The digital output varies its period to indicate a
change in mass air flow. If the period is outside of a specified range, a fault is detected and the appropriate P-code
is set.
MAF Sensor Circuit Check:

DTCs P0100 – Mass or Volume Air Flow “A” Circuit
P0102 – Mass or Volume Air Flow “A” Circuit Low
P0103 – Mass or Volume Air Flow “A” Circuit High
Typical Monitoring Duration P0100 – 1.5 sec
P0102 – 2 sec
P0103 – 2 sec
MAF Sensor Circuit Check Entry Conditions:

Battery voltage 9V 16.25 V
Key on
MAF Sensor Circuit Check Malfunction Thresholds:

P0100 – hard coded, not visible in software
P0102 – period less than 62 us
P0103 – period greater than 4000 us
MAF Rationality Check
A rationality check of the mass air flow sensor is performed each time an air mass adaption (AMA) executes. AMA
adapts at two points- one at idle, the other at a specific speed/load. The ratio between the mass air flow and the
reference mass air flow is calculated with the EGR valve commanded to the closed position. The release of this
plausibility check occurs under strict engine operating and environmental conditions to minimize the affect of
outside influences on mass air flow. At each AMA event, the corrected value is stored for each point. These stored
values are compared to a threshold, if the stored values are greater than a threshold a fault is detected, as the air
meter has drifted outside of its nominal operating range. In addition to the stored values, the corrected airflow is
compared to directly to the modeled airflow during AMA. If the ratio of the corrected airflow and the modeled
airflow is less than the threshold, a fault is detected. The following figure outlines the strategy for the rationality
checks.
Mass Air Flow Sensor Functional Check Operation:
DTCs P2073 – Manifold Absolute Pressure/Mass Air Flow - Throttle Position
Correlation at Idle
P2074 – Manifold Absolute Pressure/Mass Air Flow - Throttle Position
Correlation at Higher Load
P00BC – Mass or Volume (MAF/VAF) Air Flow “A” Circuit
Range/Performance – Air Flow Too Low
P0101 – Mass or Volume (MAF/VAF) Air Flow Sensor “A” Circuit Range
Performance
Monitor Execution Once per drive cycle
Monitor Sequence None.
Sensors OK MAF (P0100, P0101, P0102), BARO (P2228, P2229), EGRP (P0405,
P0406, P0404, P0042E, P042F, P1335),
Typical Monitoring Duration 5 Seconds
Typical Mass Air Flow Sensor Functional Check Entry Conditions:

Throttle Valve 0% 20%
CAC Downstream Temperature -20 deg C 80 deg C
Ambient Air Temperature -20 deg C 80 deg C
Time engine running Normal 10 seconds
No Water Penetration Detected in Sensor
Engine Coolant Temperature at 1 second after key on 100 deg C
Difference in Barometric Pressure versus Pressure in 20 kPa
Induction Volume
Typical Mass Air Flow Sensor Functional Check Malfunction Thresholds:

P2073, P2074 - If the final AMA stored value in either the idle or higher load cell is greater than 20% or less
than -20%, a fault is detected and the appropriate P-code is set.
P00BC - Corrected measured airflow / Modeled airflow < 0.7
P0101 - Corrected measured airflow / Modeled airflow < 0.7
P2074 – If the algorithm cannot learn a stable value for AMA within 10 learning events, this code is set.
Air Path Leakage Check
Similar to the mass air flow sensor functional check diagnostics, a rationality check of the mass air flow sensor is
performed each time an air mass adaption (AMA) executes which is used to detect instantaneous problems with
the air path. At idle, the ratio between the mass air flow and the reference mass air flow is calculated with the
EGR valve in the closed position. This ratio is compared against a threshold once AMA has been released. The
release of this plausibility check occurs under strict engine operating and environmental conditions to minimize the
affect of outside influences on mass air flow. The ratio has an upper and lower limit, and the monitor runs once per
drive cycle. A ratio too high indicates a post-turbocharger compressor air path leak, while a ratio too low indicates
an EGR valve that is no longer sealing effectively.
Air Path Leakage Check Operation:

DTCs P00BC – Mass or Volume (MAF/VAF) Air Flow A Circuit
Range/Performance – Air Flow Too Low
P0101 – Mass or Volume (MAF/VAF) Air Flow Sensor “A” Circuit
Range Performance
P00BD - Mass or Volume (MAF/VAF) Air Flow A Circuit
Range/Performance – Air Flow Too High
Monitor Execution Once per drive cycle
P0406, P0404, P0042E, P042F, P1335),
Typical Air Path Leakage Check Entry Conditions:

Throttle Valve 0% 20%
No Water Penetration Detected in Sensor
Engine Coolant Temperature at 1 second after key on 111 deg C
Difference in Barometric Pressure versus Pressure in Induction 20 kPa
Volume
Turbocharger Position 75%
EGR Valve Position 5.1%
Typical Air Path Leakage Check Malfunction Thresholds:

If the ratio between modeled airflow and measured uncorrected airflow is greater than 1.18 or less than .76 a
fault is detected and the appropriate P-code is set.
Mass Air Flow Sensor Plausibility Check Operation:
DTCs P1102 – Mass Air Flow Sensor In Range But Lower Than Expected
P1103 – Mass Air Flow Sensor In Range But Higher Than Expected
P0406, P0404, P0042E, P042F, P1335),
Typical Mass Air Flow Sensor Plausibility Check Entry Conditions:

Key On
Typical Mass Air Flow Sensor Plausibility Check Malfunction Thresholds:

If Mass Air Flow is greater than the maximum AFS threshold map,, or less than the minimum AFS threshold
map for 10 seconds, a fault is detected and a P-code is set.
Minimum AFS Threshold Map

RPM 400 600 1000 1500 2000 2500 3000 3500
Airflow 0 25 100 130 130 150 180 210
Maximum AFS Threshold Map

RPM 600 750 1000 1500 2000 2500 3000 3500
Airflow 300 400 540 850 1100 1350 1550 1550
Turbocharger/Boost Sensor
Turborcharger/Boost Feedback Check Operation:

DTCs P0237 - Turbocharger/Supercharger Boost Sensor "A" Circuit Low
P0238 - Turbocharger/Supercharger Boost Sensor "A" Circuit High
P0047 - Turbocharger/Supercharger Boost Control "A" Circuit Low
P0048 - Turbocharger/Supercharger Boost Control "A" Circuit High
Sensors OK none
Typical Turbocharger/Boost Feedback Check Entry Conditions:

Battery voltage 9v 14 v
Typical Turbocharger/Boost Feedback Check Malfunction Thresholds:

P0237: sensor voltage < 0.2 v
P0238: sensor voltage > 4.8 v
P0047: Injector short circuit detected by IC internal logic
P0048: Injector open circuit detected by IC internal logic logic
DEF Pressure Sensor
The DEF pressure control system uses the measured DEF pressure in a feedback control loop to achieve the
desired DEF pressure. The DEF injection algorithm uses actual DEF pressure in its computation of DEF injector
pulse width.
The DEF sensor is a gauge sensor. Its atmospheric reference hole is near the electrical connector. The DEF
pressure sensor has a nominal range of 0 to 0.8 MPa (0 to 8 bar, 0 to 116 psi). This pressure range is above the
maximum intended operating pressure of 0.5 MPa. The sensor voltage saturates at slightly above 0.5 and slightly
below 4.5 volts.
DEF Pressure Sensor
DEF pressure is often a vacuum when the system purges after running. Vacuums cannot be measured by the
DEF pressure gauge sensor as voltages will not be lower than 0.5 Volts.
DEF Pressure Sensor Transfer Function

DEF Pump Pressure (PSI) = 29 * Voltage - 14.5
Volts Pressure, MPa (gauge) Pressure, psi (gauge)
5.00 0.8 116
4.50 0.8 116
3.50 0.6 87
2.50 0.4 58
1.00 0.1 14
0.500 0.0 0
0.250 0.0 0
Reductant Pressure Sensor Signal Range Check
Reductant Pressure Sensor Open/Short Check Operation:

DTCs P204C - Reductant Pressure Sensor Circuit Low
P204D - Reductant Pressure Sensor Circuit High
Sensors OK none
Monitoring Duration 0.4 seconds to register a malfunction
Typical Reductant Pressure Sensor Check Malfunction Thresholds:

Pressure sensor voltage < 0.20 volts or Pressure sensor voltage > 4.8 volts
A reductant Pressure Sensor that is substantially in error results in a DEF system fault (over or under injection). If
actual DEF pressure exceeds measured pressure, more DEF than that which would be expected is injected and
vice versa. This error would show up in the long term adaption trim (DEF LTA).
Reductant Pressure Plausibility Check before Start-up
If the hydraulic circuit of the DEF system (pump, pressure line, & injector) is completely empty, i.e. purge cycle was
successfully completed during previous drive cycle, the DEF pressure is expected to read 0 kPa.
Based on sensor tolerances the deviation from zero is limited to 30 kPa.
Reductant Pressure Plausibility Check Operation:

DTCs P204B (SRC error for Reductant Pressure Sensor)
Monitor execution Continuous, prior to pressure build-up
Monitor Sequence P204B is inhibited by active P204C or P204D codes
Sensors/Actuators OK none
Typical Reductant Pressure Plausibility Check Entry Conditions:

DEF pump and line not primed 0
DEF system not pressurized
DEF tank and pump not frozen True
Typical Reductant Pressure Plausibility Check Malfunction Thresholds:

P204B: > 50 kPa for 0.6 sec
DEF Pressure Build-up Check at Start-up
After the fill cycle is completed, the injector is closed and the system pressure is expected to rise.
Reductant Pressure Functional Check:

DTCs P20E8 – Reductant Pressure too Low
Monitor execution Once during pressure build-up
Monitor Sequence P20E8 is inhibited by active P204B, P204C or P204D codes
Sensors/Actuators OK Reductant pressure sensor, Reductant pump motor, injector
Monitoring Duration 1 event (3 times 15 seconds)
Typical Reductant Pressure Plausibility Check Entry Conditions:

DEF pump and line not primed 0
DEF system not pressurized
DEF tank not frozen True
Typical Reductant Pressure Plausibility Check Malfunction Thresholds:

P204B: pressure does not exceed 350 kPa after 45 sec with spinning pump
DEF System Pressure Control
DEF pressure is maintained via feedback knowledge of sensed pressure. Pressure control is closed loop based on
the voltage of the DEF pressure sensor. If a pressure increase is desired, the urea pump motor speed is increased
by increasing the PWM output. Pressure decreases are analogous; as the system has a backflow throttle,
pressure will decrease to 0 unless the pump motor in run continuously. Once the set point pressure (500 kPa) is
reached the following diagnostics are enabled.
Reductant Pressure Control (Normal) Functional Check Operation:

DTCs P20E8 - Reductant Pressure Too Low
P20E9 - Reductant Pressure Too High
Monitor Sequence P20E8 & P20E9 are inhibited by active P204b, P204C or P204D
codes
Sensors/Actuators OK reductant pump pressure sensor, reductant pump motor,
reductant injector
Monitoring Duration > 10 sec (resp. > 60 sec, see below)
Typical Reductant Pressure Control (Normal) Functional Check Entry Conditions:

DEF system pressure in closed loop control previously True
Typical Reductant Pressure Control (Normal) Functional Check Malfunction Thresholds:

P20E8: < 400 kPa for 60 sec respectively < 300 kPa for 10 sec
P20E9: > 650 kPa for 10 sec respectively > 790 kPa for 1 sec
Reductant Metering Unit Functional Check Operation:

DTCs P20FE - Reductant Metering Unit Performance
P20FF - Reductant Control Module Performance
Monitor Sequence P007C, P007D – P20FE
Sensors/Actuators OK CACT1 (P007C, P007D)
Monitoring Duration P20FE - 5 sec, P20FF - continuously
Typical Reductant Metering Unit Functional Check Entry Conditions:

P20FE:
Engine Off time 6 hrs
Typical Reductant Metering Unit Functional Check Malfunction Thresholds:
P20FE: If difference between reductant coil temperature and CAC temperature > 20 deg C, code is set.
P20FF: Non-volatile memory corruption detected
Reductant Purge Control Valve Functional Check Operation:

DTCs P20A0 - Reductant Purge Control Valve "A" Circuit /Open
P20A2 - Reductant Purge Control Valve "A" Circuit Low
P20A3 - Reductant Purge Control Valve "A" Circuit High
Sensors/Actuators OK
Monitoring Duration continuously
Typical Reductant Purge Control Valve Functional Check Malfunction Thresholds:

P20A0: voltage > 4.9 v
P20A2: voltage < 0.1 v
P20A3 voltage > 4.9 v
Reductant Tank Level Sensor
The task of the discrete level sensor is to measure the tank level at 3 different heights. The determination of a
reductant level is limited to liquid reductant. Frozen reductant cannot be detected. The measured level will be used
to update the calculation of remaining quantity in the reductant tank.
The level sensor consists of four high-grade stainless steel pins. The length of each pin defines the tank level
(height) which is to be checked. Only three pins can be used for level evaluation. The fourth pin is used as ground
pin. Due to the electrical conductivity of Urea the level sensor will determine whether the tank level is above or
below the respective level sensor position. This information will be directly evaluated by the ECU.
Reductant Tank Level Sensor:
Reductant Tank Level Sensor Circuit Tree
Reductant Tank Level Sensor Circuit Checks
Reductant Tank Level Sensor Open/Short Check Operation:

DTCs P203D - Reductant Level Sensor "A" Circuit High (SRC max – pin 1 & SCB)
P21AB - Reductant Level Sensor "B" Circuit High (SRC max – pin 2)
P21B0 - Reductant Level Sensor "C" Circuit High (SRC max – pin 3)
P203A - Reductant Level Sensor Circuit (OL)
P203C - Reductant Level Sensor Circuit Low (SCG)
Monitor execution Continuous, every 4 seconds (3x 1 sec to read from each individual pin,
1 sec for diagnosis)
Sensors OK None
Monitoring Duration 0.5 seconds to register a malfunction within diagnostic mode
Typical Tank Level Sensor Open/Short Check Malfunction Thresholds:

P203D, P21AB & P21B0: voltage > 3.24 Volts (Signal range check max. for pin 1, 2 & 3)
P203D: no calibration thresholds available, SCB fault information is sent directly from power stage
P203C: no calibration thresholds available, SCG fault information is sent directly from power stage
P203A: no calibration thresholds available, OL fault information is sent directly from power stage
The Reductant Tank Level Sensor and the Reductant Tank Temperature Sensor share the same ground wire.
Therefore an open load or short circuit to battery on the ground wire (reference pin) will set codes for both sensors.
Reductant Tank Level Sensor Plausibility Check
If a certain level pin is covered by liquid all pins below this level should be covered as well and send the same
information. If this is not the case, an error flag will be set.
Reductant Tank Level Sensor Plausibility Check Operation:

DTCs P203B – Reductant Level Sensor Circuit Range/Performance
Sensors/Actuators OK Reductant Level sensor signal range checks
Typical Reductant Tank Level Sensor Plausibility Check Malfunction Thresholds:

no calibration thresholds available
Reductant Tank Temperature Sensor
The Reductant Tank Temperature sensor is mounted internal to the Reductant Tank Level Sensor. It is used to
control the activation of the Reductant Tank Heater as well as an enabler to the Level Sensor (which cannot read
level when the reductant is frozen).
Transfer Function
Temperature Resistance
Deg C (Ohms)
-40 336
-30 177
-20 97
-10 55
0 32
10 20
20 12
30 8
40 5.3
50 3.6
60 2.5
70 1.8
80 1.2
Reductant Tank Temperature Circuit Range Check
DTCs P205C Reductant Tank Temperature Sensor Circuit Low
P205D Reductant Tank Temperature Sensor Circuit High
Typical Intake Reductant Tank Temperature Circuit Range Check Malfunction Thresholds
P205C: voltage < 0.097 Volts
P205D: voltage > 3.201 Volts
Reductant Tank Termparature Plausibility Check
On every cold start of the vehicle (min. soak time > 6 hours) the value of the tank temperature sensor is expected
to be close to the environmental temperature.
Reductant Tank Temperature Plausibility Check

DTCs P2043 Reductant Temperature Sensor Circuit Range/Performance
Monitor execution At cold start conditions / extended soak time
Monitor Sequence P2043 is inhibited by active P205C or P205D codes
Sensors OK Ambient temp sensor, exhaust gas temp. sensor upstream SCR catalyst,
engine coolant temperature sensor (downstream)
Monitoring Duration counts intermittent events per trip
Typical Reductant Tank Temperature Plausibility Check Entry Conditions:

Engine off timer 6 hours
Reductant Tank Fluid level 10 % 100 %
Max (ambient temp, SCR catalyst temp., engine coolant temp.) 10 deg C
-
Min (ambient temp., SCR catalyst temp., engine coolant temp.)
Typical Reductant Tank Temperature Plausibility Check Malfunction Thresholds

Reductant tank temperature – ambient temperature > 20 deg C or < -20 deg C
Exhaust Gas Temperature Sensor Rationality Test
Each EGT Sensor is checked continuously for proper circuit continuity and out of range high values. In addition, a
rationality test is performed once every drive cycle, after a soak of 6 hours or greater. The rationality test consists
of two components, the first being a comparison against modeled values, and the second being a key-on 4-way
temperature sensor comparison. At key-on, a temperature sample is taken of each of the following sensors:
Exhaust Gas Temperature (EGT11), Exhaust Gas Temperature (EGT12), Exhaust Gas Temperature (EGT13),
and Exhaust Gas Temperature (EGT14). Once the engine starts and a cold start has been confirmed, the model
comparison tests begin. The model comparison tests ensure that each sensor correlates with an expected
modeled value, and a fault is set if the difference is significant (greater than upper threshold or less than lower
threshold) and persistent. In the second rationality test, the temperature samples from 4 EGTs at key-on are
compared against each other, and the temperature differences are compared against a threshold. One sensor
must fail key-on plausibility with three other sensors to set a fault. If two or more sensors fail plausibility with the
remaining sensors,, then appropriate faults pointing to the faulty EGTs are set. The first (model versus sensor)
rationality tests rely on entry conditions that include engine on time, minimum modeled temperature, minimum
engine coolant temperature, and minimum engine torque. Once the entry conditions have been met, the model
comparisons continue for several minutes to ensure a robust detection. The modeled value for EGT11 is based on
Modeled Turbo Temperatures. The modeled value for EGT12 is based on EGT11. The modeled value for EGT13
is based on EGT12. The modeled value for EGT14 is based on EGT13. In addition, both plausibility tests depend
on minimum engine soak time of 6 hours or more.
Exhaust Gas Temperature (EGT) Sensor Circuit Check:

DTCs P0545 – Exhaust Gas Temperature Circuit Low (Sensor 1)
P0546 – Exhaust Gas Temperature Sensor Circuit High (Sensor 1)
P2478 – Exhaust Gas Temperature Out Of Range (Sensor 1)
P2032 – Exhaust Gas Temperature Circuit Low (Sensor 2)
P2479 – Exhaust Gas Temperature Out Of Range (Sensor 2)
P242C – Exhaust Gas Temperature Circuit Low (Sensor 3)
P242D – Exhaust Gas Temperature Sensor Circuit High (Sensor 3)
P247A – Exhaust Gas Temperature Out Of Range (Sensor 3)
P2470 – Exhaust Gas Temperature Circuit Low (Sensor 4)
P247B – Exhaust Gas Temperature Out Of Range (Sensor 4)
Typical Exhaust Gas Temperature Sensor Circuit Check Entry Conditions:

Key On
Typical Exhaust Gas Temperature Sensor Circuit Check Malfunction Thresholds:
Voltage < 0.10 volts or voltage > 4.90 volts
Out Of Range test is based on Engineering Units and is high-side only. The Out Of Range Threshold is
typically set to 1150 deg C. Transfer function of the sensors does not allow for unique circuit range and
engineering range thresholds on the low-side.
The Exhaust Gas Temperature Sensor is a PTC Thermistor that provides an analog output voltage proportional to
the exhaust gas temperature. This EGT sensor is capable of being used anywhere in the exhaust gas stream.
Some possible applications are listed below:
EGT Exhaust Gas Temp

EGR_CIT EGR Cooler Inlet Exhaust Gas Temp
EGR_COT EGR Cooler Outlet Exhaust Gas Temp
DPF_IN Diesel Particualte Filter Inlet Exhaust Gas Temp
DPF_OUT Diesel Particulate Filter Outlet Exhaust Gas Temp
SCR_IN SCR Inlet Exhaust Gas Temp
SCR_OUT SCR Outlet Exhaust Gas Temp
EGT Sensor Transfer Function

Vout = (Vref * R sensor) / (1K + R sensor)
Response Time: 1 time constant = 15 sec for 300 deg C step @ 10m/sec gas flow
Volts A/D Counts in PCM Ohms Temperature, deg C
0.10 short circuit n/a
0.71 171 -40
0.82 202 0
1.06 277 100
1.27 350 200
1.45 421 300
1.61 490 400
1.75 556 500
1.88 619 600
1.99 691 700
2.09 740 800
2.14 768 850
2.34 1100
2.66 open circuit n/a
Exhaust Gas Temperature Rationality Check
DTCs02.0 Sensor vs. Model Plausibility
P0544 – Exhaust Gas Temperature Sensor Circuit (Sensor 1)
P2031 – Exhaust Gas Temperature Sensor Circuit (Sensor 2)
P242A – Exhaust Gas Temperature Sensor Circuit (Sensor 3)
P246E – Exhaust Gas Temperature Sensor Circuit (Sensor 4)
Sensor to Sensor Plausibility
P2080 - Exhaust Gas Temperature Sensor Circuit Range/Performance
(Bank 1, Sensor 1)
P2084 - Exhaust Gas Temperature Sensor Circuit Range/Performance
(Bank 1, Sensor 2)
P242B - Exhaust Gas Temperature Sensor Circuit Range/Performance
(Bank 1, Sensor 3)
P246F - Exhaust Gas Temperature Sensor Circuit Range/Performance
(Bank 1, Sensor 4)
Monitor Execution Once per driving cycle.
Monitor Sequence Correlation Test completes after the Model Comparison Tests once the
cold start is detected.
Sensors OK
Typical Monitoring Duration Model Comparison Test Monitor Duration is 200 to 400 seconds.
Typical Exhaust Gas Temperature Rationality Check Entry Conditions:

Engine Off Time 6 hrs N/A
Coolant Temp 68 deg C N/A
Engine Run Time 120 seconds
Modeled Sensor Temp 120 deg C for EGT11
100 deg C for EGT12
95 deg C for EGT13
90 deg C for EGT14
Engine Torque 100 Nm
Typical Exhaust Gas Temperature Rationality Check Thresholds:

Each EGT Rationality is confirmed against 3 other sensors (absolute temperature difference thresholds):
Key-On Comparison Threshold 50 deg C
Modeled Comparison Threshold 75 and -180 deg C for EGT11, ±80 deg C for EGT12, ±60 deg C for
EGT13, ±60 deg C for EGT14
Modeled Comparison Duration Comparison Test will run for 200 to 400 seconds. Fault must persist
for 20 seconds for robust detection.
Diesel Particulate Filter Over Temperature Check:
DTCs P200C– Diesel Particulate Filter Over Temperature (Bank1)
P200E – Catalyst System Over Temperature (Bank 1)
Thresholds P200C – Pre DPF > 830C or Post DPF > 950C or Post DPF Temp
Sensor Circuit failure
P200E - The conditions for P200C have been met for 3 seconds and
vehicle speed is less than 1 km/hr
Diesel Particulate Filter Pressure Sensor Rationality Test
The DPFP Sensor is checked continuously for proper circuit continuity, stuck sensor and pressure sensor
plausibility.
Diesel Particulate Filter Pressure (DPFP) Sensor Circuit Check:

DTCs P2454 – DPFP Sensor Circuit Low
P2455 – DPFP Sensor Circuit High
Typical Diesel Particulate Filter Pressure Sensor Circuit Check Entry Conditions:
Key On
Typical Diesel Particulate Filter Pressure Sensor Circuit Check Malfunction Thresholds:
Voltage < 0.10 volts or voltage > 4.90 volts
DPFP Sensor Transfer Function
DPFP volts = 0.082 * kPaG Delta Pressure) + 0.45
Volts A/D Counts in PCM Delta Pressure, kPa Gauge
0.10 20 -4.3
0.45 92 0
1.27 260 10
2.09 428 20
2.91 595 30
3.73 763 40
4.55 931 50
4.90 1003 54.3
Diesel Particulate Filter Pressure Offset Test
The DPFP Sensor is checked during after-run conditions (period where the key is turned off, however the ECU is
still powered), to verify that the sensor has not drifted from the ambient with no exhaust flow. This test is performed
by comparing the sensed pressure to a threshold (due the gauge sensor, this value should be 0)
Diesel Particulate Filter Pressure Sensor Offset Check

DTCs P2452 – DPFP Sensor Circuit "A"
Monitor Execution Afterrun
Sensors OK DPFP Sensor
Typical Monitoring Duration 1 second.
Typical Diesel Particulate Filter Pressure Sensor Offset Check

Thresholds:
Exhaust Pressure Sensor value > 1 kPa
Delta Pressure Sensor
The DPS is a dual port delta pressure sensor that provides an analog output voltage that is proportional to
pressure drop and is typically used before and after a DPF (Diesel Particulate Filter) to monitor the differential
pressure.
Diesel Particulate Filter Delta Pressure (DPS) Sensor Circuit Check:

DTCs P2460 – DPS Sensor Circuit Low
P2461 – DPS Sensor Circuit High
Typical Diesel Particulate Filter Delta Pressure Sensor Circuit Check Entry Conditions:
Key On
Typical Diesel Particulate Filter Delta Pressure Sensor Circuit Check Malfunction Thresholds:
Voltage < .10 volts or voltage > 4.90 volts
Diesel Particulate Filter Pressure Sensor Rationality Check

DTCs P246D – Particulate Filter Pressure Sensor “A”/”B” Correlation
Monitor Execution Continuous.
Sensors OK
Typical Monitoring Duration 2 seconds.
Typical Diesel Particulate Filter Pressure Sensor Rationality Check Entry Conditions:
Environmental Pressure 745 hPa
Environmental Temperature -40 Deg C
Coolant Temperature 70 Deg C
Pre DPF Temperature 125 Deg C 425 Deg C
Exhaust Flow 200 kg/hr 600 kg/hr
Typical Diesel Particulate Filter Pressure Sensor Rationality Check Thresholds:

If the absolute difference between pressure indicated by the DPFP and DPS > 1.5 kPa, this DTC will set.
DPS Sensor Transfer Function
DPFP volts = 0.082 * kPaG Delta Pressure) + 0.45
Volts Delta Pressure, kPa Gauge
0.5 0.0
1.0 4.4
1.6 9.6
2.0 13.1
2.6 18.4
3.0 21.9
3.6 27.1
4.0 30.6
4.6 35.9
4.8 37.6
Driver Input Devices
Accelerator Pedal Diagnostics
Accelerator Pedal Diagnostic Circuit and Plausibility Checks:

DTCs P2122 – Throttle/Pedal Position Sensor/Switch "D" Circuit Low
P2123 – Throttle/Pedal Position Sensor/Switch "D" Circuit High
P2127 – Throttle/Pedal Position Sensor/Switch "E" Circuit Low
P2128 – Throttle/Pedal Position Sensor/Switch "E" Circuit High
P2138 – Throttle/Pedal Position Sensor/Switch "D"/"E" Voltage Correlation
Sensors OK
Monitoring Duration 0.3 seconds
Typical Accelerator Pedal Diagnostic Thresholds:

P2122 – Observed voltage on first pedal track <0.25V
P2123 – Observed voltage on first pedal track >4.75V
P2127 – Observed voltage on second pedal track <0.25V
P2128 – Observed voltage on second pedal track > 4.75V
P2138 – The absolute value of the difference between ((voltage on pedal track 1)/2 – voltage on pedal track 2)
exceeds a threshold dependent on pedal track 2 voltage (0.25V @ pedal track 2 voltage of 1.2V,
0.5V @ pedal track 2 voltage of 1.96V)
Brake Switch Diagnostics
Brake Switch Plausibility Checks:

DTCs P0504 – Brake Switch "A"/"B" Correlation
P0572 – Brake Switch "A" Circuit Low
P0573 – Brake Switch "A" Circuit High
Sensors OK
Monitoring Duration Varies with driving conditions
Typical Brake Switch Diagnostic Thresholds:

P0504 – Brake switches disagree (pressed/not pressed) for 40 braking events
P0572 – No brake switch activation seen for 40 inferred braking events
P0573 – Brake switch activation seen for 40 inferred acceleration events
Engine Outputs
EGR Valve Actuator Signal Range Check
The diagnostics for the circuit range check on the pwm signal to the EGR valve are internal to the h-bridge PWM
power-stage. Short-circuit to ground, and short-circuit to battery are detected on both the positive and negative
control lines to the actuator.
EGR Valve Actuator Short Circuit (P0489/P0490) Check Operation:

DTCs P0489 – EGR "A Control Circuit Low,
P0490 – EGR "A" Control Circuit High
P0403 – Exhaust Gas Recirculation “A” Control Circuit
Monitor execution Continuous; when Power-stage ON
EGR Valve Offset Learn Limits
When the engine is shut down with ECT > 70 C (typical) an offset learn is performed on the EGR valve. If the
learned values are outside the calibrated limits, a P0404 is set. Two offset learned values are generated due to
lash in the EGR valve gearset and the EGR valve position being measured at the motor side of the gearset. The
“Min” learn is the position where the motor is pressing the valve into the seat. The “Edge” learn is the position just
before the valve starts to lift off the seat where the lash in the gearset has been taken up.
EGR Valve Offset Learn Limits :

DTCs P0404 – Ehxaust gas recirculation (EGR) “A” control circuit range
/ performance
Monitor execution At completion of offset learn
Monitoring Duration Immediate at completion of offset learn
EGR Valve Offset Learn Limits Entry Conditions:

EGR valve offset learning complete
EGR Valve Offset Learn Limits Malfunction Thresholds:

“Edge” Offset Learn < 7.5 or “Edge” Offset Learn >32.5 or “Min” Offset Learn < 0 or “Min” Offset Learn
>25
EGR Valve Actuator Jammed Detection
The EGR valve has a component level diagnostic to make sure that the valve is not stuck or sticking in a manner
such that it cannot reach the desired position. The monitor runs if a jammed valve is not already detected, position
control is in closed-loop control, and adaptive learning is not active. A minimum engine speed is used as an entry
condition.
If the position governor deviation is above a maximum calibrated threshold then counter starts to count up for the
detection of a permanent positive control fault. If the counter reaches a calibrated threshold then a jammed valve
malfunction is detected. Similarly, if the position governor deviation is below a minimum calibrated threshold then a
second counter starts to count up for the detection of permanent negative control deviation fault. If the counter
reaches a calibration threshold then a jammed valve is detected.
EGR Valve Jammed Check Operation:

DTCs P042E – Exhaust Gas Recirculation "A" Control Stuck Open

Governor Active (closed-loop position control)
Adaptive Learning Not Active
Jammed Valve Fault Not Present on Actuator
RPM 700 rpm
Typical EGR Valve Jammed Check (P042E) Malfunction Thresholds:

Position Error > 8.60 or Position Error < -8.60
Throttle Valve Actuator Signal Range Check
The diagnostics for the circuit range check on the pwm signal to the throttle valve are internal to the h-bridge PWM
power-stage. Short-circuit to ground, and short-circuit to battery are detected on both the positive and negative
control lines to the actuator.
Throttle Valve Actuator Short Circuit (P02E2/P02E3) Check Operation:

DTCs P02E2- Diesel Intake Air Flow Control Circuit Low;
P02E3- Diesel Intake Air Flow Control Circuit High
P02E0 – Diesel Intake Air Flow Control Circuit/Open
Monitor execution Continuous; when power stage ON
Monitoring Duration 0.2 seconds to register a malfunction.
Throttle Valve Offset Learn Limits
When the engine is shut down with ECT > 70 C (typical) an offset learn is performed on the Throttle valve. If the
learned value is outside the calibrated limits, a P0488 is set. The Throttle offset learn is for the open position of the
throttle.
Throttle Valve Offset Learn Limits:

DTCs P0488 – Exhaust gas recirculation throttle control “A” control
circuit range / performance
Monitor execution At completion of offset learn
Monitoring Duration Immediate at completion of offset learn
Throttle Valve Offset Learn Limits Entry Conditions:

Throttle valve offset learning complete
Throttle Valve Offset Learn Limits Malfunction Thresholds:

“Min” Offset Learn < -11 or “Min” Offset Learn >10
Throttle Valve Actuator Jammed Detection
The throttle valve has a component level diagnostic to make sure that the valve is not stuck or sticking in a manner
such that it cannot reach the desired position. The monitor runs if a jammed valve is not already detected, position
control is in closed-loop control, and adaptive learning is not active.
If the position governor deviation is above a maximum calibrated threshold then counter starts to count up for the
detection of a permanent positive control fault. . If the counter reaches a calibrated threshold then a jammed valve
malfunction is detected. Similarly, if the position governor deviation is below a minimum calibrated threshold then a
second counter starts to count up for the detection of permanent negative control deviation fault. If the counter
reaches a calibration threshold then a jammed valve is detected.
A special case exists if the throttle is jammed in the closed position during crank. When the throttle is jammed in
the closed position the engine is unable to start. The counter counts up more quickly to allow for the fault to be
detected before the crank ends.
Actuator Jammed Valve Check Operation:

DTCs P02E1 – Diesel Intake Air Flow Control Performance,
Monitoring Duration 5 seconds to register a fault during normal operation. 1 second to
register a malfunction during crank.

Entry Condition
Governor Active (closed-loop position control)

Adaptive Learning Not Active
Jammed Valve Fault Not Present on Actuator
Typical Throttle Jammed Valve Check (P02E1) Malfunction Thresholds:

Position Governor Deviation > 12.5% or <-12.5 %
ECB Valve Actuator Signal Range Check
ECB Actuator Open-Load Check Operation:

DTCs P2425 - Exhaust Gas Recirculation Cooling Valve Control Circuit
Open Load
Monitor execution Continuous;
ECB Actuator Short-Circuit (P2426/P2427) Check Operation:

DTCs P2426- Exhaust Gas Recirculation Cooling Valve Control Circuit Low,
P2427- Exhaust Gas Recirculation Cooling Valve Control Circuit High
Monitor execution Continuous;
Monitoring Duration 2 seconds to register a malfunction.
Urea System Pressure Control
Urea pressure is maintained via feedback knowledge of sensed pressure. A set point pressure is determined by
engine operating conditions (500 kPa over exhaust backpressure). If a pressure increase is desired, the urea
pump motor speed is increased by increasing the PWM output. Pressure decreases are analogous; as the system
has a backflow throttle, pressure will decrease to 0 unless the pump motor in run continuously.
Urea Pump Pressure Control (Normal) Functional Check Operation:

DTCs P20E8 (Reductant Pressure Too Low)
P20E9 (Reductant Pressure Too High)
Monitor Sequence P204C and P204D must complete before setting P20E8 or P20E9
Sensors/Actuators OK Urea pump pressure sensor, Urea pump motor, Urea injector
Monitoring Duration > 60 sec
Typical Urea Pump Pressure Control (Normal) Functional Check Entry Conditions:
Reductant system pressurized and ready to inject
Typical Urea Pump Pressure Control (Normal) Functional Check Malfunction Thresholds:
P20E8: < 350 kPa
P20E9: > 700 kPa
Reductant Pump Motor
The Reductant Pump is driven by a brushless DC electric 12 volt motor. The pump is a positive displacement
diaphragm design connected to the motor by a connecting rod and an eccentric on the motor shaft.
Reductant Pump, Motor

and Connector
Reductant Pump Motor speed is controlled by a PWM driver in the engine ECU. Increasing the duty cycle of the
PWM increases the Pump Motor speed. PWM duty cycles between 87 and 95 are reserved for diagnostics.
Reductant Pump Motor Circuit Checks
Reductant Pump Motor Open/Short Check Operation:

DTCs P208A – Reductant Pump Control Circuit Open
P208C – Reductant Pump Control Circuit Low
P208D – Reductant Pump Control Circuit High
Monitor execution Continuous – Open and Low with driver off / High with driver on
Sensors OK none
Monitoring Duration Circuit Open / Low: 8 seconds to register a malfunction
Circuit High: 2 seconds to register a malfunction
Typical Reductant Motor Check Malfunction Thresholds:

No calibration thresholds available, fault information is sent directly from power stage.
P208A - Reductant Pump Control Open Circuit > 5.80 volts
P208C - Reductant Pump Control Circuit Low < 3.50 volts
P208D - Reductant Pump Control Circuit High > 2.2 amps
Reductant Pump Motor Functional Check
The functional check monitors the Pump Motor Speed Deviation. This test is run if the commanded pump speed is
within normal operating range, i.e. duty cycle 6.5 to 80 %. In this test if the internal RPM measurement of the
Reductant Pump Motor speed is not matching the commanded speed within a certain percentage, a fault is
detected and the system is shut down for this key cycle.
Reductant Pump Motor Control (Normal) Functional Check Operation:

DTCs P208B – Reductant Pump Control Range/Performance
Monitor Sequence P208A , P208C, P208D must complete
Sensors/Actuators OK Reductant pump pressure sensor, Reductant injector
Monitoring Duration 5 sec for fault detection
Typical Reductant Pump Motor Control (Normal) Functional Check Malfunction Thresholds:
P208B: > 300 RPM error
Reductant Dosing Valve (Injector)
The reductant dosing valve is used to meter and atomize the reductant liquid before it is mixed with the exhaust
gas. Normal operating frequency is between 3 Hz and .3 Hz. The cooling body contains heat sink fins to keep the
injector and reductant below the boiling point. If the sensed temperature is nearing the maximum temperature
threshold, reductant spray will be increased in quantity to actively cool the valve.
Reductant Dosing Valve Circuit Checks
Reductant Dosing Valve Circuit Check Operation:

DTCs P2047 – Reductant Injection Valve Circuit / Open (Bank 1 Unit 1)
P2048 – Reductant Injection Valve Circuit Low (Bank 1 Unit 1)
P2049 – Reductant Injection Valve Circuit High (Bank 1 Unit 1)
Sensors OK none
Typical Reductant Dosing Valve Circuit Check Malfunction Thresholds:

No calibration thresholds available, fault information is sent directly from power stage
P2047 – Reductant Injection Valve Circuit / Open (Bank 1 Unit 1) - >5.80 volts
P2048 – Reductant Injection Valve Circuit Low (Bank 1 Unit 1) - < 3.2 volts HS, < 3.5 volts LS
P2049 – Reductant Injection Valve Circuit High (Bank 1 Unit 1) - > .4 volts HS, >2.2 amps LS
Plausibility Check for Pump Motor Duty Cycle (Clogging)
The Pump Motor Duty Cycle is monitored depending on Urea dosing request.
Plausibility Check for Reductant Flow:

DTCs P218F - Reductant System Performance
Monitor Sequence P208A , P208C, P208D must complete
Sensors/Actuators OK Urea pump pressure sensor, Urea injector
Monitoring Duration 2 sec for fault detection – 3 events per drive cycle
Typical Plausibility Check for Pump Motor Duty Cycle Entry Conditions:
CoSCR_stSub Metering control Metering control
Typical Plausibility Check for Pump Motor Duty Cycle Malfunction Thresholds:
P218F (Reductant no flow):
- no dosing: pump duty cycle < 6.75 %
- dosing: pump duty cycle increase < 5 % (dosing rate > 200 mg/sec)
Reductant Dosing Valve Functional Check
The functional check monitors the movement of the injector needle. When the injector needle reaches its upper
position (injector open, begin of injection period) a discontinuity in the slope of the dosing valve current occurs.
This functional check monitors the presence of this discontinuity. If it does not occur the injector is either stuck open
or stuck closed. In both case the system cannot be operated and will be shut down.
Reductant Injection Functional Check Operation:

DTCs P208E - Reductant Injection Valve Stuck Closed (Bank 1 Unit 1)
Monitor execution Once per injection stroke
Monitor Sequence P208E is inhibited by active P2047, P2048 or P2049
Sensors/Actuators OK Reductant pump motor, Reductant pressure sensor
Monitoring Duration 50 injection strokes for fault detection
Typical Reductant Injection Functional Check Malfunction Thresholds:

Reverting Valve
In order to reverse the Reductant flow direction (for line purge) a 4-2-way valve (reverting valve) needs to be
switched. The valve is switched by a solenoid.
Reverting valve
Solenoid
Reverting Valve Circuit Checks
Reverting Valve Circuit Check Operation:

DTCs P20A0 – Reductant Purge Control Valve Circuit / Open
P20A3 – Reductant Purge Control Valve Circuit High
P20A2 – Reductant Purge Control Valve Circuit Low
Monitor execution Continuous – Open and Low with driver off / High with driver on
Sensors OK none
Typical Reverting Valve Circuit Check Malfunction Thresholds:

Reverting Valve Functional Check
The functional check monitors the pressure for no increase when the purge cycle is started. To run this test the
vehicle ignition is turned off, then a calibrated delay time (7 sec) is used. Once the delay expires, the pump and
reverting valve are actuated. For a successful test result, the pressure must not increase by another threshold
(50.0 kPa) within the given purge time – Typically purge is 5 seconds.
If the test is not successfully passed the purge cycle will be terminated immediately because of the risk of
uncontrolled injection of reductant into the exhaust pipe.
Reverting Valve Functional Check Operation:

DTCs P20A1 - Reductant Purge Control Valve Performance
Monitor execution Once per drive cycle
Monitor Sequence P20A1 is inhibited by active P20A0 , P20A3 or P20A2
Sensors/Actuators OK reductant pump pressure sensor, reductant injector, reductant
pump motor
Monitoring Duration 7 secs after key off with no monitoring. Then 5 seconds of
monitoring with pump on reverting valve actuated (purge)
Typical Reverting Valve Functional Check Malfunction Thresholds:

P20A1- Max. pressure increase >50.0 kPa error during purge (reverse flow expected) - 1 event > 50.0 kPa
during the monitoring window.
Urea Heaters
Aqueous urea water solution (Diesel Exhaust Fluid) freezes at -11°C (12 deg. F). In order to keep the fluid liquid at
low ambient temperatures, the system includes 3 heaters:
• tank heater (PTC heater element – self regulating)
• pump heater (PTC heater element – self regulating)
• pressure line heater (Resistance heater)
The heater power stages are located in the glow plug control module (GPCM). The tank heater is connected to
heater power stage #1. The pressure line & pump heater are connected in parallel to heater power stage #2.
All SCR-heater related circuit checks are performed inside the GCU. The information is sent via CAN to the engine
control module (ECM).
Additionally the GCU sends the supply voltage and the actual heater current for each circuit to the ECM.
Based on this information the heater plausibility checks are performed on the ECM.
Reductant Heater Plausibility Checks
Based on the information of heater voltage and heater current, the actual conductance at peak power is calculated
for each heater circuit. This value is checked against the nominal value including tolerances.
Typical characteristic of PTC heater conductance:
Reductant Heater Plausibility Check Operation:
DTCs P20BA – Reductant Heater "A" Control Performance
P20BE – Reductant Heater "B" Control Performance
P263D – Reductant Heater Driver Performance
Monitor execution Once per drive cycle (at peak heater power)
Monitor Sequence P20B9, P20BB, P20BC must complete for P20BA
P20BD, P20BF, P20C0 must complete for P20BE
Sensors/Actuators OK none
Monitoring Duration 1 event for fault detection
Typical Reductant Heater Plausibility Check Malfunction Thresholds:

P20BA: > nominal conductance of heater circuit #1 + max. tolerance or
< nominal conductance of heater circuit #1 – max. tolerance
P20BE: > nominal conductance of heater circuit #2 + max. tolerance or
< nominal conductance of heater circuit #2 – max. tolerance
P263D: Driver circuit temperatures > 125C
Additional plausibility check for heater circuit #2:
Pump heater & pressure line heater are connected in parallel to heater power stage #2. In order to be able to
detect a failure of just one of both heaters, the conductance of heater circuit #2 is continuously checked against a
minimum threshold. E.g. if the pressure line heater gets disconnected after peak conductance occurred, neither the
plausibility check nor the circuit checks inside the GCU can detect this error. Therefore this continuous check
becomes necessary.
Reductant Heater Plausibility Check Operation (Heater Circuit #2):

DTCs P20BE – Reductant Heater "B" Control Performance
Monitor execution Continuously, if heater “B” is activated
Monitor Sequence P20BD, P20BF, P20C0 must complete for P20BE
Sensors/Actuators OK Pressure line heater
Monitoring Duration 2200 ms for fault detection
Typical Reductant Heater Plausibility Check Malfunction Thresholds (Heater Circuit #2):
-1
P20BE: conductance of heater circuit #2 < 0.3 Ω
Reductant tank heater performance check (heater circuit #1):
The tank heater is located in close proximity to the tank temperature sensor. Therefore the tank temperature
sensor can be used to monitor the tank heater performance only when the heater is commanded on.
When the tank heater is activated, the tank temperature is expected to rise. If this is not the case a fault will be set.
If the vehicle is operated for several consecutive short drive cycles, the test may require more than one drive cycle
to complete.
Reductant Heater Performance Check Operation (Heater Circuit #1):

DTCs P209F – Reductant Tank Heater Control Performance
Monitor execution Once per heat cycle (after cold start)
Monitor Sequence P20B9, P20BB, P20BC must complete for P209F
Sensors/Actuators OK tank temperature sensor, tank heater
Monitoring Duration 2200 ms for fault detection
Typical Reductant Heater Performance Check Malfunction Thresholds (Heater Circuit #1):
P209F: temperature increase < 0.5°C
Engine Control Unit (ECU) Monitor Operation:
DTCs P0600 - Serial Communication Link
P0601 - Internal Control Module Memory Checksum Error
P0603 – Internal Control Module Keep Alive Memory (KAM) Error
P0606 - Control Module Processor
P0607 - Control Module Performance
P060A - Internal Control Module Monitoring Processor Performance
P060B - Internal Control Module A/D Processing Performance
P060D - Internal Control Module Accelerator Pedal Position Performance
P0611 – Fuel Injector Control Module Performance
P061A - Internal Control Module Torque Performance
P061B - Internal Control Module Torque Calculation Performance
P061C - Internal Control Module Engine RPM Performance
P062B - Internal Control Module Fuel Injector Control Performance
P062F - Internal Control Module EEPROM Error
P06A6 - Sensor Reference Voltage "A" Circuit Range/Performance
P06A7 - Sensor Reference Voltage "B" Circuit Range/Performance
P06A8 - Sensor Reference Voltage "C" Circuit Range/Performance
P167F - Non-OEM Calibration Detected
P2507 - ECM / PCM Power Input Signal Low
P2508 - ECM / PCM Power Input Signal High
P2610 – ECM / PCM Engine Off Timer Performance
Monitor Execution P0600, P0603, P0606, P060A, P060B, P060D, P0611, P061A, P061B,
P061C, P062B, P062F, P06A6, P06A7, P06A8, P167F, P2507, P2508,
P2610, – Continuous
P0601 – Postdrive
P0607 – 20 s
Sensors OK None
Typical Monitoring Duration P0600, P0601, P0603, P0606, P060A, P060B, P060D, P061B, P061C,
P062B, P062F, P06A6, P06A7, P06A8, P167F, P2507, P2508, P0611 – 5 sec
P061A – 0.1 sec , P2610 – 8 sec
Typical Engine Control Unit (ECU) Monitor Entry Conditions:

P0600, P0603, P0606, P0607, P060A, P060B, P060D, P061A, P061B, P061C,
P062B, P062F, P06A6, P06A7, P06A8, P167F, P2507, P2508, P2610:
ECU energized (key-on, engine running, or post-drive before ECU shutdown)
P0601: Post-drive
P0611: Engine running or cranking
Typical Engine Control Unit (ECU) Monitor Malfunction Thresholds:
P0600 – – A data transfer between chips in the ECU either is not possible or has invalid check bytes
OR Communication is interrupted between the CPU and the monitoring module
P0601 – An error is detected in the post-drive ROM test
P0603 – Voltage on the separate power supply for the ECU engine off timer chip (power supply used when the
main ECU is shut down) is < 0.25V (normal operation: battery voltage ~12V)
P0606 – A communications error exists between the powerstage controller chip and the CPU OR an internal
chip error has been detected within the voltage generation/monitoring system for the ECU OR voltage at 5V
supply in ECU is <4.7V or > 5.3V
P0607 – Five errors with internal ECU communication with the monitoring module chip are detected
P060A – An irreversible error occurs with an operating system function call OR An irreversible error occurs in
the test of the monitoring module
P060B – Failure on power-up calibration done for the A/D conversion module and A/D conversion time
performed on ECU start OR >249 mV reading in the cycle following grounding of a specific voltage OR Cyclical
conversion of a predetermined voltage results in <4727 mV or >4830 mV reading.
P060D – If either pedal voltage 1 or pedal voltage 2 < 742 mV and (pedal voltage 1) – 2 * (pedal voltage 2) >
547 mV OR If pedal voltage 1 and pedal voltage 2 >= 742 mV and (pedal voltage 1) – 2 * (pedal voltage 2) >
1055 mV
P0611 – If the raw voltage detected by an internal ECU voltage measurement for fuel system Nominal Voltage
Calibration falls below 0 mV or above 3300 mV for the monitoring duration
P061A – Commanded inner torque > permissible inner torque at current engine operating condition
P061B – The energizing time for Zero Fuel Calibration is <10 ms or > 850 ms (beyond limits for P02CC-
P02DA) OR The difference between programmed energizing time and actual energizing time exceeds 127.2 us
or The requested time for start of energizing of a given fuel injection is outside the crank angle regime permitted
for that injection
OR The correction in requested fuel injection quantity due to transient pressure effects within the fuel injector as
calculated by the control software and as calculated by the monitor exceeds 5 mg for an injection
P061C – The engine speed calculated by the control software and the engine speed calculated by the monitor
deviate by more than 400 RPM
P062B – If an error is detected in a requested post injection OR If requested energizing time exceeds 200 us
when the controller is operating in overrun/decel fuel shut-off mode
P062F – An error is detected in an EEPROM read, write, or erase operation
P06A6 – Voltage output of sensor supply 1 is <4.7 V or >5.3 V
P06A7 – Voltage output of sensor supply 2 is <4.7 V or >5.3 V
P06A8 – Voltage output of sensor supply 3 <4.7 V or >5.3 V
P167F – a non-OEM calibration has been detected
P2507 – The 5V internal ECU supply is <4.2 V
P2508 – The 5V internal ECU supply is > 5.5 V
P2610 – If, during a key off event, engine coolant temperature decreases by 30 degrees and the engine off
timer has not incremented at least 1200 seconds OR If, while running for 1200 seconds as measured by ECU
timer, the timer used for engine off time and the time as determined by the secondary timer differ by at least 100
seconds OR In afterrun, if a requested 8 second stop timer measurement is <7.52 seconds or >8.48 seconds
Idle Speed and Fuel Monitor Operation:
DTCs P0506 - Idle Control System - RPM Lower Than Expected
P0507 - Idle Control System - RPM Higher Than Expected
P054E - Idle Control System - Fuel Quantity Lower Than Expected
P054F - Idle Control System - Fuel Quantity Higher Than Expected
Monitor Execution P0506, P0507, P054E, P054F - Continuous
Sensors OK P0506 - Engine Coolant Temperature (P0116, P0117, P0118, P0128,
Crankshaft Sensor (P0335, P0336),
P0507 - Engine Coolant Temperature (P0116, P0117, P0118, P0128,
P054E - Engine Coolant Temperature (P0116, P0117, P0118, P0128,
P054F - Engine Coolant Temperature (P0116, P0117, P0118, P0128, ,
Typical Monitoring Duration P0506 – 5 sec
P0507 – 5 sec
P054E – 5 sec
P054F – 5 sec
Typical Idle Speed and Fuel Monitor Entry Conditions:

P0506, P0507:
Engine idle speed governor active
Engine Coolant Temperature (°C) 0 120
Vehicle Speed (kph) 1
Engine RPM 300 (stall speed) 1500 (300 rpm above max
requestable idle speed)
P054E, P054F:
Engine running
Typical Idle Speed and Fuel Monitor Malfunction Thresholds:

P0506 – If observed idle speed is 100 or more RPM below requested idle speed
P0507 – If observed idle speed is 160 or more RPM above requested idle speed
P054E – If calculated torque required for idle is 30+% below the minimum threshold of 10 Nm
P054F – If calculated torque required for idle is 30+% above the maximum of threshold of 120 Nm
Lack of Communication Codes:
CAN Communications Error
The TCM receives information from the ECM via the high speed CAN network. If the CAN link or network fails, the
TCM no longer has torque or engine speed information available. The TCM will store a U0073 fault code and will
illuminate the MIL immediately (missing engine speed) if the CAN Bus is off. The TCM will store a U0100 fault code
and will illuminate the MIL immediately (missing engine speed) if it stops receiving CAN messages from the ECM.
ECU CAN Communication Malfunctions

DTCs U0073 - Control Module Communication Bus "A" Off
U0074 - Control Module Communication Bus "B" Off
U0101 - Lost Communication with TCM
U0102 - Lost Communication with Transfer Case Control Module
U0121 - Lost Communication With Anti-Lock Brake System (ABS) Control Module
U0151 - Lost Communication With Restraints Control Module
U0212 - Lost Communication With Steering Column Control Module
U029D - Lost Communication With NOx Sensor "A"
U029E - Lost Communication With NOx Sensor "B"
U0307 - Software Incompatibility with Glow Plug Control Module
U0407 - Invalid Data Received from Glow Control Module
U059E - Invalid Data Received from NOx Sensor "A"
U059F - Invalid Data Received from NOx Sensor "B"
U0002 - High Speed CAN Communication Bus Performance
U1013 – Invalid Internal Control Module Monitoring Data Received from TCM
Monitoring Duration continuous
Typical Malfunction Thresholds
U0073 CAN Chip Driver detect CAN line short or open > 10 ms
U0074 CAN Chip Driver detect CAN line short or open > 10 ms
U0101 TCM master message not received for 1 sec
U0102 TCCM master message not received for 5 sec
U0121 ABS master message not received for 5 sec
U0151 RCM master message not received for 10 sec
U0212 SCCM master message not received for 5 sec
U029D NOx sensor master message not received for .75 sec
U029E NOx sensor master message not received for .75 sec
U0307 – Glow module reporting "safe glow" mode
U0407 - Calibration Verification Number not received by ECU
U059E - Calibration Verification Number not received by ECU
U0002 - ECM transmit CAN buffer overload > 5 sec
U1013 – invalid data received from TCM > 5 sec
Vehicle speed is received by the ECU over CAN from the ABS system or (if the ABS system is faulted on all 4
wheel speed sensors) the TCU through Output Shaft Speed calculation to wheel speed
VS Communication Plausibility Malfunctions

DTCs P0500 Vehicle Speed Sensor "A"
Monitoring Duration continuous
Typical Malfunction Thresholds

VS signal is missing from the CAN system for 0.5 Seconds.
Glow Plugs and Glow Plug Control Modujle (GPCM)
The diesel engine uses glow plugs to assist with cold weather starting and combustion until the cylinder is warm
enough to operate normally. The glow plugs are duty cycle controlled and will overheat if constant 12V is applied.
The glow plugs are operated by the Glow Plug Control Module (GPCM). It contains 8 high current smart MOSFET
drivers, one for each glow plug. Glow time and intensity are calculated on the basis of CAN signals (rpm, torque,
engine coolant temp, air temp and BARO.) The module also contains 3 drivers for the DEF (NOx reductant)
heating and thawing system.
Glow Plug and Glow Plug Control Module (GPM)
The GPCM is connected to the ECU via Diesel high speed CAN. All data and diagnostics pass over this non-
public communication bus. The standard operating voltages for the GPCM are 6.5 volts to 16 volts. Limited
operation between 5.5v and 6.5v on the lower range and no operation below 5.5v. Glow function is disabled below
6.5v and above 16.5v.
Glow Plug Module Operational Checks:

DTCs U0106 – Lost Communication with GPCM
P0381 – Glow Plug/Heater Indicator Circuit
P064C – Glow Plug Control Module
P06DF – Glow Plug Module Memory Checksum Error
P138B – Glow Plug Module System Voltage
P20C2 – Reductant Heater "C" Control Performance
P263C - Glow Plug Driver Performance
P06E5 - Glow Plug Control Module 1 Performance
P263E - Glow Plug Control Module 1 Over Temperature
Monitor execution P06DF, P0381 at power up, otherwise continuous
Sensors OK none
Monitoring Duration ~1 second to register a malfunction
Glow Plug Module: Malfunction Thresholds:
Communication lost for > 5 seconds
Cluster detects wait to start lamp in wrong state (off when commanded on)
Any internal driver circuits detect fault (not switching or over temp) > 1 sec (glow plugs, urea heaters or relay)
RAM checksums do not match expected
GPCM main power feed voltage too low / too high / open circuit (< 6.5 volts or > 16 volts)
Low voltage detected on the Reductant Heater Circuit "C" < 5 volts
Glow Plug Circuit Open Load Check Operation:

DTCs P0671 – Cylinder 1 Glow Plug Circuit / Open
P0672 – Cylinder 2 Glow Plug Circuit / Open
P20B9 – Reductant Heater "A" Control Circuit / Open
P20BD – Reductant Heater "B" Control Circuit / Open
P20C1 – Reductant Heater "C" Control Circuit / Open
Monitor execution Glow plugs in heating mode. Heaters operational
Sensors OK none
Glow Plug Circuit Open Load: Malfunction Thresholds:

Individual glow plug circuit current < 1 A, Individual reductant heater circuit current < .2 A
Glow Plug Circuit Short to Battery Check Operation:
DTCs P066B – Cylinder 1 Glow Plug Circuit High
P066D – Cylinder 2 Glow Plug Circuit High
P066F – Cylinder 3 Glow Plug Circuit High
P067B – Cylinder 4 Glow Plug Circuit High
P20BC – Reductant Heater "A" Control Circuit High
P20C0 – Reductant Heater "B" Control Circuit High
P20C4 – Reductant Heater "C" Control Circuit High
Monitor execution Glow plugs in heating mode. Heaters operational
Sensors OK none
Monitoring Duration ~1 second to register a malfunction for glow plugs
250 ms to register a malfunction for the reductant heaters
Glow Plug Circuit Short to Battery: Malfunction Thresholds:

Individual glow plug circuit = 0 Amps current, Individual reductant heater circuit = 0 Amps current
Glow Plug Circuit Short to Ground Check Operation:

DTCs P066A – Cylinder 1 Glow Plug Circuit Low
P066C – Cylinder 2 Glow Plug Circuit Low
P066E – Cylinder 3 Glow Plug Circuit Low
P067A – Cylinder 4 Glow Plug Circuit Low
P20BB – Reductant Heater "A" Control Circuit Low
P20BF – Reductant Heater "B" Control Circuit Low
P20C3 – Reductant Heater "C" Control Circuit Low
Monitor execution Glow plugs in heating mode. Heaters operational.
Sensors OK none
Monitoring Duration ~3 second to register a malfunction for glow plugs
250 ms to register a malfunction for the reductant heaters
Individual glow plug circuit > 20 Amps current > 1 second
Individual glow plug circuit > 70 Amps current for > .2 ms
Reductant heater relay (circuit "A" & "B") > 15 Amps current > 250 ms
Reductant heater relay (circuit "C") > 6 Amps current > 250 ms
Glow Plug Circuit Resistance Out of Range Check:

DTCs P06B9 – Cylinder 1 Glow Plug Circuit Range / Performance
P06BA – Cylinder 2 Glow Plug Circuit Range / Performance
P06BB – Cylinder 3 Glow Plug Circuit Range / Performance
P06BC – Cylinder 4 Glow Plug Circuit Range / Performance
P06BD – Cylinder 5 Glow Plug Circuit Range / Performance
P06BE – Cylinder 6 Glow Plug Circuit Range / Performance
P06BF – Cylinder 7 Glow Plug Circuit Range / Performance
P06C0 – Cylinder 8 Glow Plug Circuit Range / Performance
Monitor execution Glow plugs in heating mode.
Monitor Sequence After Open circuit, short to battery and short to ground testing
Sensors OK none

Individual circuit > 2 ohms resistance
Down Stream Injection (DSI) Sytem
Down Stream Injection [DSI] system (that includes Vaporizer Pump and Glow Plug) is used to aid in DPF
regeneration on the 3.2L engine so as to reduce oil dilution associated with in-cylinder post injections.
Glow Plug
DSI monitoring strategy includes circuit continuity checks for vaporizer pump and vaporizer glow plug, plausibility
check for vaporizer glow plug relay, and DSI leakage monitor.
DSI Vaporizer Pump Circuit Continuity Check Monitor
Vaporizer pump circuit continuity check is performed continuously during each drive cycle. It compares the pump
voltage output with minimum/maximum allowable voltage threshold. If vaporizer pump voltage is detected outside
of the threshold range, it detects fault.
DSI Vaporizer Pump Circuit Continuity Check:

DTCs P20CB - Exhaust Aftertreatment Fuel Injector "A" Control Circuit/Open
P20CD – Exhaust Aftertreatment Fuel Injector "A" Control Circuit Low
P20CE – Exhaust Aftertreatment Fuel Injector "A" Control Circuit High
Monitor Execution Continuous (while entry conditions are met)
Typical DSI Vaporizer Pump Circuit Continuity Check Entry Conditions:
Battery Voltage 9.0 V 16.3 V
Key On
Typical DSI Vaporizer Pump Circuit Continuity Check Malfunction Thresholds:

Open Circuit Voltage Threshold:
If 2.9 V < Vaporizer Pump Volatge < 3.2 V for 5 seconds, the open circuit fault is detected.
Short to Ground Voltage Threshold:
If 1.95 V < Vaporizer Pump Volatge < 2.175 V for 5 seconds, the short to ground fault is detected.
Short to Positive/Battery Voltage Threshold:
If 10.9 V < Vaporizer Pump Volatge < 12.32 V for 5 seconds, the short to battery fault is detected.
DSI Vaporizer Glow Plug Circuit Continuity Check Monitor
Vaporizer Glow Plug circuit continuity check is performed continuously during each drive cycle. It compares the
glow plug voltage output with minimum/maximum allowable voltage threshold. If vaporizer glow plug voltage is
detected outside of the threshold range, it detects fault.
DSI Vaporizer Glow Plug Circuit Continuity Check:

DTCs P2687 – Fuel Supply Heater Control Circuit/Open
P2688 – Fuel Supply Heater Control Circuit Low
P2689 – Fuel Supply Heater Control Circuit High
Typical DSI Vaporizer Glow Plug Circuit Continuity Check Entry Conditions:
Key On
Typical DSI Vaporizer Glow Plug Circuit Continuity Check Malfunction Thresholds:
Open Circuit Voltage Threshold:
If 2.9 V < Vaporizer Glow Plug Volatge < 3.2 V for 5 seconds, the open circuit fault is detected.
Short to Ground Voltage Threshold:
If 1.95 V < Vaporizer Glow Plug Volatge < 2.175 V for 5 seconds, the short to ground fault is detected.
Short to Positive/Battery Voltage Threshold:
If 10.9 V < Vaporizer Glow Plug Volatge < 12.32 V for 5 seconds, the short to battery fault is detected.
DSI Vaporizer Glow Plug Relay Plausibility Check Monitor
Vaporizer Glow Plug Relay plausibility check is performed continuously during each drive cycle. If vaporizer glow
plug relay feedback state doesn’t match the relay command state, it detects fault.
DSI Vaporizer Glow Plug Relay Plausibility Check:

DTCs P2689 – Fuel Supply Heater Control Circuit High
[this P-Code may change later]
Sensors OK DSI Glow Plug
Typical DSI Vaporizer Glow Plug Relay Plausibility Check Entry Conditions:
Key On
Typical Vaporizer Glow Plug Relay Plausibility Check Malfunction Thresholds:

If Glow Plug Relay Feedback ≠ Glow Plug Relay Command for approx 60 seconds, the fault is detected.
DSI Leakage Monitor
DSI leakage monitor addresses the detection of a leaking DSI system in normal lean condition when it is not
supposed to dispense fuel to exhaust pipe. DSI monitoring during normal operation is achieved through exhaust
temperature feedbacks. DSI leakage is detected by comparing measured post-SBS temperature with a
modeled post-SBS temperature value under enable conditions. If the difference between post-SBS temperature
and model temperature exceeds certain threshold, DSI system detects leakage fault.
DSI Leakage Monitor:

DTCs P20CC - Exhaust Aftertreatment Fuel Injecter "A" Control Performance
Monitor Execution Continuous at Normal Operating Mode (while entry conditions are met)
Sensors OK Pre-SBS EGT, Post-SBS EGT.
Typical DSI Leakage Monitor Entry Conditions:
Intake Air Mass Flow N/A 400 kg/hour
Engine Speed 0 RPM 2000 RPM
Engine Torque 0 N-m 350 N-m
Post SBS Exhaust Gas Temperature 200 Deg_C N/A
Pre SBS Exhaust Gas Temperature 190 Deg_C 550 Deg_C
Ambient Air Temperature 0 Deg_C N/A
Engine Temperature 10 Deg_C N/A
Ambient Air Pressure 800 hPa N/A
Engine Off Time 6 Hours N/A
Key On
Engine is Running
Typical DSI Leakage Monitor Malfunction Thresholds:

While all entry conditions met, if the difference between post SBS model temperature and actual temperature
exceeds 58 Deg_C for 10 seconds; DSI leakage fault is detected.
Turbocharger Actuator Signal Range Check
The diagnostics for the circuit range check on the pwm signal to the turbocharger VGT actuator are internal to the
PWM power-stage. Open load, short-circuit to ground, and short-circuit to battery are detected on the single
control line to the actuator.
Turbocharger Control Circuit Open Load/Short to Ground/Short to Power:

DTCs P132A - Turbocharger/Supercharger Boost Control "A" Electrical
Miscellaneous ECU Faults:
Vehicle Configuration Information
Vehicle specific information is stored in two locations: the VID block within the ECU and within the body control
module (BCM). The following fault codes are immediate malfunction lamp codes (1 drive cycle) and reflect that the
vehicle configuration information has been improperly configured.
VID Block Configuration

DTCs P0602 - Internal Control Module Keep Alive Memory (KAM) Error
P0610 - Control Module Vehicle Options Error
P0630 - VIN Not Programmed or Incompatible - ECM/PCM
P1639 - Vehicle ID Block Corrupted, Not Programmed
P264F - Engine Serial Number Not Programmed or Incompatible
ECU Main Relay

DTCs P0685 - ECM/PCM Power Relay Control Circuit/Open
P068A – ECM/PCM Power Relay De-Energized Too Early
Monitoring Duration 0.5 seconds to register a malfunction.
Transmission Park/Neutral Gear Check at Start-Up
There are two inputs to the ECM for park/neutral gear determination, a hardwired input and a CAN
input. If the hardwired input does not agree with the CAN input when the starter motor is requested
(key in crank position), a DTC is set.
Transmission Park/Neutral Switch Plausibility Check:

DTCs P0850 – Park / Neutral Switch Input Circuit
Monitoring Duration 1 second to register a malfunction.
Comprehensive Component Monitor - Transmission
General
The MIL is illuminated for all emissions related electrical component malfunctions. For malfunctions attributable to
a mechanical component (such as a clutch, gear, band, valve, etc.), some transmissions are capable of not
commanding the mechanically failed component and providing the remaining maximum functionality (functionality
is reassessed on each power up)- in such case a non-MIL Diagnostic Trouble Code (DTC) will be stored and, if
so equipped, the Wrench" Light will flash.
Transmission Inputs
Transmission Range Sensor Check Operation:

DTCs P0706 - Out of range signal frequency for PWM TRS
P0707, P0708 - Low /High duty cycle for PWM TRS
Sensors OK
Monitoring Duration 5 seconds of signal out of range
Typical TRS check entry conditions:

Auto Transmission Entry Conditions Minimum Maximum
battery voltage 7v 18v
Typical TRS malfunction thresholds:

PWM TRS: Frequency > 175 Hz or < 75 Hz, Duty Cycle > 90% or < 10%
Output Shaft Speed Sensor Functional Check Operation:

DTCs P0720 – OSS circuit
P0722 – OSS no signal
Sensors OK TSS, Wheel Speed
Typical OSS functional check entry conditions:
Gear selector position drive
Engine rpm (above converter stall speed) OR 3000 rpm
Turbine shaft rpm (if available) OR 1500 rpm
Output shaft rpm 300 - 650 rpm
Vehicle speed (if available) 12.5 - 15 mph
Typical OSS functional check malfunction thresholds:

Circuit/no signal - vehicle is inferred to be moving with positive driving torque and OSS < 100 to 200 rpm for 5
to 30 seconds
Turbine Shaft Speed Sensor Functional Check Operation:

DTCs P0715 – TSS circuit
P0717 – TSS no signal
Sensors OK OSS, Wheel Speed
Typical TSS functional check entry conditions:

Gear selector position Forward range
Engine rpm (above converter stall speed) OR 3000 rpm
Output shaft rpm OR 600 - 650 rpm
Vehicle speed (if available) 12.5 - 15 mph
Typical TSS functional check malfunction thresholds:

Circuit/no signal - vehicle is inferred to be moving with positive driving torque and TSS < 200 rpm for 5 – 30
seconds
System voltage:
DTCs P0882 – voltage out of range low
P0883 – voltage out of range high
Monitoring execution electrical - continuous
Transmission Fluid Temperature Sensor Functional Check Operation:
DTCs (non-MIL) P0712, P0713 or P0710 - Opens/shorts
P1711 – in range failures
P1783 – Transmission overtemperature (non-MIL fault, TFT > 275 deg F
for 5 seconds)
Sensors OK ECT substituted if TFT has malfunction
Monitoring Duration 5 seconds for electrical, 600 seconds for functional check
Typical TFT Stuck Low/High check entry conditions:

o o
Engine Coolant Temp (hot or cold, not midrange) > 100 F < 20 F
Time in run mode 500 – 600 sec
Time in gear, vehicle moving, positive torque 150 sec
Vehicle Speed 15 mph
Time with engine off (cold start) OR 420 min
o
Engine Coolant Temp AND Trans Fluid Temp (inferred cold start) 122 F
Typical TFT malfunction thresholds:

Opens/shorts: TFT voltage <0.05 or > 4.6 volts for 5 – 12 seconds
TFT Stuck low/high, i.e. TFT stuck at high temperature or stuck at low temperature):
Stores a fault code if TFT stabilizes (stops increasing if temperature < 70 deg F, stops decreasing if
temperature > 225 deg F) before reaching the temperature region where all MIL tests are enabled (70 to 225
deg F). If TFT remains constant (+/- 2 deg F) for approximately 2.5 minutes of vehicle driving outside the 70
to 225 deg F zone a P0711 fault code will be stored. Old logic used to indicate a "pass" for a single delta, and
not test until the normal operating region (70-225 deg F) was reached.
CAN:
DTCs U0073 – CAN bus off
U0100 – Lost communication with ECM
Monitoring execution Continuous
Monitoring sequence none
Transmission Outputs
Transmission Solenoid Power Control (TSPC – provides power to all transmission solenoids:
DTCs P0657 – TSPC1 fault, impacts SSA, SSC, SSE
P2669 – TSPC2 fault, impacts SSB, SSD, TCC and LPC
Monitor sequence Disables individual solenoid circuit fault detection if either above DTC
sets and power is removed from all solenoids (one relay, removes
power from both TSPC1 and TSPC2 wires)
Shift Solenoid Check Operation:

DTCs SS A - Electrical:
P0750 (Open), P0973 (short to ground), P0974 (short to power)
Functional:
P0751 (stuck off), P0752 (stuck on)
SS B - Electrical:
Functional:
SS C - Electrical:
Functional:
SS D - Electrical:
Functional:
SS E - Electrical:
Functional:
Monitor execution electrical - continuous, functional - continuous
Sensors OK TRS, TSS and OSS ok for functional diagnostics
Monitoring Duration 0.5 to 5 seconds for electrical checks, 3 clutch failed to apply (stuck off) or release
(stuck on) events for functional check
Typical Shift Solenoid mechanical functional check entry conditions:

Entry Conditions (with turbine speed) Minimum Maximum
Gear ratio calculated each gear
Throttle position positive drive torque
Typical Shift Solenoid mechanical functional check entry conditions:
Entry Conditions (without turbine speed) Minimum Maximum
Rpm drop is obtained each shift
Throttle position positive drive torque
Typical Shift Solenoid malfunction thresholds:

Electrical circuit check: Output driver feedback indicates an open, short to ground or open circuit for 0.5 – 5.0
seconds
Gear Ratio Check Operation:

DTCs P0731 - incorrect gear 1 ratio
P0732 - incorrect gear 2 ratio
P0736 - incorrect reverse ratio 6
Monitor execution Continuous, in each gear
Sensors OK TSS, OSS, wheel speed
Typical Forward Gear Ratio check entry conditions:

Entry Conditions Minimum Maximum
Gear selector position forward range, > 8 seconds
Engine Torque 100 NM
Throttle position 10%
Not shifting > 0.5 seconds
Engine/input Speed 550 rpm
Output Shaft Speed 250 rpm 1350 rpm
Typical Neutral Gear Ratio check entry conditions:
Gear selector position forward range, > 1 second
Absolute value of Engine rpm – Turbine rpm 150 rpm
Output Shaft Speed 500 rpm
Typical Gear Ratio malfunction thresholds:

Forward gear check: > 20% error in commanded ratio for > 12 seconds
Typical Shift Completion check entry conditions:

Gear selector position forward range
o
Transmission Fluid Temp 50 F
Engine/input Speed 1200 rpm
Output Shaft Speed 256 rpm
Typical Shift Completion malfunction thresholds:

Up-shift rpm check: rpm does not drop by > 30 rpm
Down-shift rpm check: rpm does not increase by > 30 rpm
Up-shift rpm check: rpm increases (flares) by > 300 rpm
Torque Converter Clutch Check Operation:
DTCs Electrical:
P0740 (open), P0742 (short to ground), P0744 (short to power)
Functional:
Note: P2758 is non-MIL, all other TCC DTC's are MIL
Monitor execution electrical - continuous,
mechanical - TCC fails to apply 3 times (stuck off) or fails to release 3 times
(stuck on)
Sensors OK TSS, OSS
Monitoring Duration Electrical – 5 seconds, Functional - 3 lock-up or release events
Typical TCC mechanical functional check stuck off entry conditions:

Throttle Position steady
Engine Torque positive drive torque
o o
Transmission Fluid Temp 70 F 225 F
Commanded TCC pressure (0 rpm slip) 55 psi none
Not shifting
Typical TCC malfunction thresholds:

Electrical circuit check: Output driver feedback circuit does not match commanded driver state for 0.5 – 5.0
seconds
Mechanical check, stuck off: Slip across torque converter > 100 for 3 seconds after each of 3 lock events
Mechanical check, stuck on: Slip across torque converter < 20 rpm with converter commanded off in at least
3 different gears
Pressure Control Solenoid Check Operation:
DTCs P0960, P0962, P0963 - PC A opens/shorts
P0961 - PC A current range
Sensors OK
Monitoring Duration Electrical: 5 seconds,
Typical Pressure Control Solenoid mechanical functional check entry conditions:

Gear ratio calculated each gear
o o
Transmission Fluid Temperature 70 F 225 F
Throttle Position positive drive torque
Typical Pressure Control Solenoid malfunction thresholds:

Electrical circuit check: Output driver feedback circuit does not match commanded driver state for 0.5 – 5.0
seconds
Electrical current check: Feedback current out of range for 0.5 seconds
Transmission Control Module (TCM)
TCM
DTCs P0604 – RAM fault present
P0605 – ROM fault present
P0607 – CPU reset fault
P06B8 – NVRAM error
Monitoring execution Once per driving cycle at start-up except reset monitoring which is
continuous
Monitor sequence non
ADLER (chip that controls the transmission solenoids):

DTCs P1636 – lost communication (over internal SPI network) with ADLER
chip
Monitor sequence Transmission enters mechanical limp home (get P, R, N and 5M with
open TCC and max line) if the main micro cannot communicate with
the ADLER chip
Transmission ID (TRID) block (contains solenoid characterization data
DTCs P163E – programming error (checksum fault)
P163F – TRID data not programmed
Monitoring execution Start-up – TRID is a portion of flash memory, either it is present at start-
up or not
Monitor sequence Transmission solenoid data missing, enters limited operating mode (P,
rd
R, N and 3 gear with open TCC).
6R140 (RWD) Transmission with external PCM or TCM
Transmission Control System Architecture
Starting in 2011 MY 6R140 replaces 5R110W in Super Duty truck applications.
The 6R140 is a 6-speed, step ratio transmission that is controlled by an external PCM (gas engine applications) or
TCM (Diesel engine applications). For Diesel the TCM communicates to the Engine Control Module (ECM), ABS
Module, Instrument Cluster and Transfer Case Control Module using the high speed CAN communication link. The
TCM incorporates a standalone OBD-II system. The TCM independently processes and stores fault codes, freeze
frame, supports industry-standard PIDs as well as J1979 Mode 09 CALID and CVN. The TCM does not directly
illuminate the MIL, but requests the ECM to do so. The TCM is located outside the transmission assembly. It is not
serviceable with the exception of reprogramming.
Transmission Inputs
Transmission Range Sensor
6R140 uses a Non-contacting Pulse Width Modulated Transmission Range Sensor (TRS) that provides a duty
cycle signal for each position. This signal is transmitted at a frequency of 125 Hz. The PCM / TCM decode the duty
cycle to determine the driver-selected gear position (Park, Rev, Neutral, OD, 3, 2, 1). This input device is checked
for frequency out of range (P0706), duty cycle out of range low (P0707) and duty cycle out of range high (P0708)
Speed Sensors
The Turbine Shaft Speed (TSS) sensor and Output Shaft Speed (OSS) sensor are Hall effect sensors.
The Turbine Shaft Speed sensor is monitored by a rationality test, if engine speed and output shaft speed are high
and a gear is engaged, it can be inferred that the vehicle is moving. If there is insufficient output from the TSS
sensor a fault is stored (P0715).
The Output Shaft Speed sensor is monitored by a rationality test. If engine speed and turbine speed are high and a
gear is engaged, it can be inferred that the vehicle is moving. If there is insufficient output from the OSS sensor a
fault is stored (P0720).
Transmission Fluid Temperature
The Transmission Fluid Temperature Sensor is checked for out of range low (P0712), out of range high (P0713),
and in-range failures (P0711). P1783 sets if TFT exceeds 275 deg F for 5 seconds, indicating transmission
overtemperature (non-MIL failure).
Transmission Outputs
Shift Solenoids (SS)
6R140 has 5 shift solenoids:
• SSA – a Variable Force Solenoid (VFS) that controls CB1234 (a brake clutch, grounds an element to the
st nd rd th
case, that is on in 1 , 2 , 3 and 4 gear)
rd th
• SSB – a VFS that controls C35R (a rotating clutch on in 3 , 5 and Reverse)
nd th
• SSC – a VFS that controls CB26 (a brake clutch on in 2 and 6 gear)
st
• SSD – a VFS that controls CBLR (a brake clutch on in 1 gear with engine braking and Reverse)
th th th
• SSE – a VFS that controls C456 (a rotating clutch on in 4 , 5 and 6 gear)
Output circuits are checked for opens, short to ground and short to power faults (codes listed in that order) by the
"smart driver" (see ADLER below) that controls the solenoids (SSA P0750, P0973, P0974; SSB P0755, P0976,
P0977; SSC P0760, P0979, P0980; SSD P0765, P0982, P0983; SSE P0770, P0985, P0986).
The shift solenoids are also functional tested for stuck on and stuck off failures. This is determined by vehicle
inputs such as gear command, and achieved gear (based on turbine and output speed). In general the shift
solenoid malfunction codes actually cover the entire clutch system (solenoid, valves, seals and the clutch itself
since using ratio there is no way to isolate the solenoid from the rest of the clutch system)
For SSA thru SSE Diagnostics will isolate the fault into clutch functionally (non-electrical) failed off (SSA P0751,
SSB P0756, SSC P0761, SSD P0766. SSE P0771) and clutch functionally failed on (SSA: P0752, SSB: P0757,
SSC: P0762, SSD: P0767, SSE: P0772).
Gear ratio errors:
If ratio errors are detected that do not match an expected pattern for a failed solenoid then gear ratio error fault
st nd rd th th th
codes (1 gear – P0731, 2 gear – P0732, 3 gear – P0733, 4 gear – P0734, 5 gear – P0735 or 6 gear –
P0729) will be stored.
Torque Converter Clutch
The Torque Converter Clutch (TCC) solenoid is a Variable Force Solenoid. TCC solenoid circuit is checked
electrically for open, short to ground and short to power circuit faults internally by the "smart driver" that controls the
solenoids (P0740, P0742, P0744).
The TCC solenoid is checked functionally for stuck off faults by evaluating torque converter slip under steady state
conditions when the torque converter is fully applied. If the slip exceeds the malfunction thresholds when the TCC
is commanded on, a TCC malfunction is indicated (P0741).
The TCC solenoid is monitored functionally for stuck on faults (P2758) by monitoring for lack of clutch slip when the
TCC is commanded off, but this code is non-MIL because while a stuck on TCC solenoid may cause driveability
complaints and/or cause engine stalls it does not impact emissions or fuel economy.
Electronic Pressure Control (EPC)
The EPC solenoid is a variable force solenoid that controls line pressure in the transmission. The EPC solenoid is
monitored for open, short to ground or short to power faults by the "smart driver" that controls the solenoid. If a
short to ground (low pressure) is detected, a high side switch will be opened. This switch removes power from all 7
VFSs, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on
manual lever position. This solenoid is tested for open (P0960), short to ground (P0962), and short to power
(P0963) malfunctions.
Transmission Solenoid Power Controll (TSPC)
6F140 PCM or TCM has a internal high side switch called TSPC that can be used to remove power from all 7
solenoids simultaneously. If the high side switch is opened, all 7 solenoids will be electrically off, providing Park,
Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position.
Due to current limitations TSPC is split into 2 pins / wires at the PCM / TCM. TSPC A provides power to SSA, SSC
and SSE. TSPC B provides power to SSB, SSD, TCC and LPC. Each wire can be tested independently; P0657
sets for an issue with TSPC-A, P2669 sets for an issue with TPSC-B.
Although there are 2 pins and wires between the PCM / TCM and the transmission bulkhead connector the PCM /
TCM contains only one TSPC internally – so the FMEM for either wire being failed is to open TSCP inside the
th
PCM / TCM, which removes power from all 7 solenoids, providing P, R, N and 5 gear with open TCC and max
line as FMEM for any TPSC faults.
ADLER (chip that controls all 7 solenoids) diagnostics:
The solenoids are controlled by an ADLER chip. The main micro sends commanded solenoid states to the
ADLER, and receives back solenoid circuit fault information.
If communication with the ADLER is lost a P1636 fault code will be stored. If this failure is detected the states of the
solenoids are unknown, so the control system will open the high side switch (removes power from all the
solenoids), providing P, R, N and 5M with open TCC and max line pressure.
TRID Block
The TRID block is a portion of flash memory that contains solenoid characterization data tailored to the specific
transmission to improve pressure accuracy.
The TRID block is monitored for two failures:
• TRID block checksum error / incorrect version of the TRID (P163E)
• TRID block not programmed (P163F)

rd
If the TRID block is unavailable FMEM action limits operation to P, R, N and 3 gear based on manual lever
position until the issue is correct.
Transmission Control Module (TCM – Diesel only)
The TCM has the same module diagnostics as a PCM:
P0604 - Powertrain Control Module Random Access Memory (RAM) Error indicates the Random Access
Memory read/write test failed.
P0605 - Powertrain Control Module Read Only Memory (ROM) Error indicates a Read Only Memory
check sum test failed.
P0607 - Powertrain Control Module Performance indicates incorrect CPU instruction set operation, or
excessive CPU resets.
P06B8 - Internal Control Module Non-Volatile Random Access Memory (NVRAM) Error indicates
Permanent DTC check sum test failed
CAN Communications Error
The TCM receives information from the ECM via the high speed CAN network. If the CAN link or network fails, the
TCM no longer has torque or engine speed information available. The TCM will store a U0073 fault code and will
illuminate the MIL immediately (missing engine speed) if the CAN Bus is off. The TCM will store a U0100 fault code
and will illuminate the MIL immediately (missing engine speed) if it stops receiving CAN messages from the ECM.
A U0401 fault codes will be stored if the ECM sends invalid/faulted information for the following CAN message
items: engine torque, pedal position.
TCM voltage
If the system voltage at the TCM is outside of the specified 9 to 16 volt range, a fault will be stored (P0882, P0883).
On Board Diagnostic Executive
The On-Board Diagnostic (OBD) Executive is a portion of the PCM strategy that manages the diagnostic
trouble codes and operating modes for all diagnostic tests. It is the "traffic cop" of the diagnostic system. The
Diagnostic Executive performs the following functions:
• Stores freeze frame and "similar condition" data.

• Manages storage and erasure of Diagnostic Trouble Codes as well as MIL illumination.
• Controls and co-ordinates the execution of the On-Demand tests: Key On Engine Off (KOEO) and
Key On Engine Running (KOER).
• Performs transitions between various states of the diagnostic and powertrain control system to
minimize the effects on vehicle operation.
• Interfaces with the diagnostic test tools to provide diagnostic information (I/M readiness, various J1979 test
modes) and responses to special diagnostic requests (J1979 Mode 08 and 09).
• Tracks and manages indication of the driving cycle which includes the time between two key on events
that include an engine start and key off.
The diagnostic executive also controls several overall, global OBD entry conditions.
• The battery voltage must fall between 9.0 and 16.25 volts to initiate monitoring cycles.
• The engine must be started to initiate the engine started, engine running, and engine off monitoring cycles.
• The Diagnostic Executive suspends OBD monitoring when battery voltage falls below 11.0 volts.
The diagnostic executive controls the setting and clearing of pending and confirmed DTCs.
• A pending DTC and freeze frame data is stored after a fault is confirmed on the first monitoring cycle. If the
fault recurs on the next driving cycle, a confirmed DTC is stored, freeze frame data is updated, and the
MIL is illuminated. If confirmed fault free on the next driving cycle, the pending DTC and freeze frame data
is erased on the next power-up.
• Pending DTCs will be displayed as long as the fault is present. Note that OBD-II regulations required a
complete fault-free monitoring cycle to occur before erasing a pending DTC. In practice, this means that a
pending DTC is erased on the next power-up after a fault-free monitoring cycle.
• After a confirmed DTC is stored and the MIL has been illuminated, three consecutive confirmed fault-free
monitoring cycles must occur before the MIL can be extinguished on the next (fourth) power-up. After 40
engine warm-ups, the DTC and freeze frame data is erased.
The diagnostic executive controls the setting and clearing of permanent DTCs.
• A permanent DTC is stored when a confirmed DTC is stored, the MIL has been illuminated, and there are
not yet six permanent DTCs stored.
• After a permanent DTC is stored, three consecutive confirmed fault-free monitoring cycles must occur
before the permanent DTC can be erased.
• After a permanent DTC is stored, one confirmed fault-free monitoring cycle must occur, following a DTC
reset request, before the permanent DTC can be erased. For 2010MY and beyond ISO 14229 programs
a driving cycle including the following criteria must also occur, following the DTC reset request, before a
permanent DTC can be erased:
o Cumulative time since engine start is greater than or equal to 600 seconds;
o Cumulative vehicle operation at or above 25 miles per hour occurs for greater than or equal
to 300 seconds (medium-duty vehicles with diesel engines certified on an engine
dynamometer may use cumulative operation at or above 15% calculated load in lieu of at or
above 25 miles per hour for purposes of this criteria); and
o Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and vehicle speed
less than or equal to one mile per hour) for greater than or equal to 30 seconds.
• A permanent DTC can not be erased by a KAM clear (battery disconnect). Additionally, its confirmed DTC
counterpart will be restored after completion of the KAM reset (battery reconnect).
Exponentially Weighted Moving Average
Exponentially Weighted Moving Averaging is a well-documented statistical data processing technique that is used
to reduce the variability on an incoming stream of data. Use of EWMA does not affect the mean of the data;
however, it does affect the distribution of the data. Use of EWMA serves to “filter out” data points that exhibit
excessive and unusual variability and could otherwise erroneously light the MIL.
The simplified mathematical equation for EWMA implemented in software is as follows:
New Average = [New data point * “filter constant”] + [( 1 - “filter constant” ) * Old Average]
This equation produces an exponential response to a step-change in the input data. The "Filter Constant"
determines the time constant of the response. A large filter constant (i.e. 0.90) means that 90% of the new data
point is averaged in with 10% of the old average. This produces a very fast response to a step change.
Conversely, a small filter constant (i.e. 0.10) means that only 10% of the new data point is averaged in with 90%
of the old average. This produces a slower response to a step change.
When EWMA is applied to a monitor, the new data point is the result from the latest monitor evaluation. A new
average is calculated each time the monitor is evaluated and stored in Keep Alive Memory (KAM). This normally
occurs each driving cycle. The MIL is illuminated and a DTC is stored based on the New Average store in KAM.
In order to facilitate repair verification and DDV demonstration, 2 different filter constants are used. A “fast filter
constant” is used after KAM is cleared or DTCs are erased and a “normal filter constant” is used for normal
customer driving. The “fast filter” is used for 5 driving cycles after KAM is cleared/DTCs are erased, and then the
“normal filter” is used. The “fast filter” allows for easy repair verification and monitor demonstration in 2 driving
cycles, while the normal filter is used to allow up to 6 driving cycles, on average, to properly identify a malfunction
and illuminate the MIL. This feature is called Fast Initial Response (FIR). The fast filter is always calibrated to 0.99
which means that the EWMA is effectively disabled because the new average is 99% of the new data point.
Since the EWMA is effectively disabled, it takes two driving cycles to set the MIL. The first driving cycle with a
fault will set a pending DTC; the second driving cycle will set a confirmed code and illuminate the MIL.
The other unique feature used with EWMA is called Step Change Logic (SCL). This logic detects an abrupt
change from a no-fault condition to a fault condition. This is done by comparing the new data point to the EWMA
old average. If the two points differ by more than a calibrated amount (i.e. the new data point is outside the
normal distribution), it means that a catastrophic failure has occurred. The fast filter is then used in the same
manner as for the FIR feature above. Since the EWMA is effectively disabled, it takes two driving cycles to set the
MIL. The first driving cycle with a fault will set a pending DTC; the second driving cycle will set a confirmed code
and illuminate the MIL. The SCL becomes active after the 4th "normal" monitoring cycle to give the EWMA a
chance to stabilize.
During "normal" EWMA operation, a slower filter constant is used. The "normal filer" allows the MIL to be
illuminated in 1 to 6 driving cycles. A confirmed code is set and the MIL is illuminated as soon as the EWMA
crosses the malfunction threshold. There is no pending DTC because EWMA uses a 1-trip MIL.
In order to relate filter constants to driving cycles for MIL illumination, filter constants must be converted to time
constants. The mathematical relationship is described below:
Time constant = [ ( 1 / filter constant ) - 1 ] * evaluation period

The evaluation period is a driving cycle. The time constant is the time it takes to achieve 68% of a step-change to
an input. Two time constants achieve 95% of a step change input.
Serial Data Link MIL Illumination
The OBD-II diagnostic communication messages utilize an industry standard 500 kbps CAN communication link.
The instrument cluster on some vehicles uses the same CAN data link to receive and display various types of
information from the PCM. For example, the engine coolant temperature information displayed on the instrument
cluster comes from the same ECT sensor used by the PCM for all its internal calculations.
These same vehicles use the CAN data link to illuminate the MIL rather than a circuit, hard-wired to the PCM.
The PCM periodically sends the instrument cluster a message that tells it to turn on the MIL, turn off the MIL or
blink the MIL. If the instrument cluster fails to receive a message within a 5-second timeout period, the instrument
cluster itself illuminates the MIL. If communication is restored, the instrument cluster turns off the MIL after 5
seconds. Due to its limited capabilities, the instrument cluster does not generate or store Diagnostic Trouble
Codes.
Calculated Load Value
LOAD_PCT (PID $04) = Current Calculated Torque

Maximum Engine Torque at conditions
Where:
• Current Calculation of torque is derived from the injected quantity of torque producing fuel and engine speed.
• Maximum Engine Torque is derived from the maximum curve.
I/M Readiness
The readiness function is implemented based on the SAE J1979/ISO 15031-5 format. Clearing codes using a
scan tool results in the various I/M readiness bits being set to a “not-ready” condition. As each non-continuous
monitor completes a full diagnostic check, the I/M readiness bit associated with that monitor is set to a “ready”
condition. This may take one or two driving cycles based on whether malfunctions are detected or not. The
readiness bit for comprehensive component monitoring is immediately considered complete since they are
continuous monitors. The table below shows which monitors must complete for I/M readiness.
I/M Readiness bit Controlling Monitor
Boost Pressure P0234 P0299 P026A P132B P1249
CCM Always Ready

EGR P0401 P0402 P2457 P24A5
Exhaust Gas Sensors P0139 C3994 P229F P06EB P229E
Fuel System P0088 P0093 P0088 C2414 P02CC P02D0

P02D8 P02CE P02D6 P02D4 P02D2 P02DA
HC Catalyst P0420
Misfire P0301 P0303 P0307 P0302 P0306 P0305

P0304 P0308 P0300
NOx Catalyst P20EE P249C
PM Catalyst P244A P249F P2002 P2459
Power Take Off Mode
A Power Take-Off (PTO) unit refers to an engine driven output provision for the purposes of powering auxiliary
equipment (e.g., a dump-truck bed, aerial bucket, or tow-truck winch). The OBD-II regulations have historically
accommodated PTO by requiring the software to set all I/M readiness bits to "not complete" when PTO was
engaged and reset them to their previous state when PTO was disengaged.
The 2015 MY OBD-II regulations have changed the requirement for PTO mode. This is in reaction industry
request to accommodate PTO while the vehicle is stationary (stationary PTO) or while the vehicle is moving
(mobile PTO). In mobile PTO, some OBD monitors may not run or may run at reduced frequency. The changes
to the OBD-II regulations accommodate vehicles being I/M tested while PTO is engaged.
For the 2015 MY, the OBD II system is required to track the cumulative engine runtime with PTO active and set
all the OBD II I/M readiness bits to “not complete” if 750 minutes of cumulative engine runtime with PTO active
has occurred and all OBD monitors have not yet completed. The PTO timer pauses whenever PTO changes
from active to not active and resumes counting when PTO is re-activated. The PTO timer is reset to zero after all
the affected monitors have completed. If an OBD monitor is completely disabled by PTO mode, the affected
IUMPR numerator and denominator must also be disabled.
This new requirement provides a 750 minute allowance to run all OBD monitors before all the I/M readiness bits
are set to “not complete” in order to better accommodate vehicles that have monitors that run with reduced
frequency in PTO mode or have monitors that don’t run at all.
In-Use Monitor Performance Ratio
Manufacturers are required to implement software algorithms that track in-use performance for each of the
following components: NMHC catalyst, NOx catalyst monitor, NOx adsober monitor, PM filter monitor, exhaust
gas sensor monitor, EGR/ VVT monitor, boost pressure monitor, and fuel system monitor. The numerator for
each component or system tracks the number of times that all conditions necessary for a specific monitor to
detect a malfunction have been encountered. The denominator for each component or system tracks the number
of times that the vehicle has been operated in the specified conditions.
Ignition Cycle Counter
Ignition cycle counter will increment after engine start >= 1 second
“Engine start” is defined as the point when the engine reaches a speed 150 rpm below the normal, warmed-up
idle speed (as determined in the drive position for vehicles equipped with an automatic transmission).
General Denominator Counter
General Denominator counter will increment if all the following conditions are met:
• Ambient Temperature >= -7 deg C (20 deg F)

• Barometric pressure >= 752 hPA (8,000 ft altitude)
• Time since engine start (or propulsion system active for hybrid) => 600 s
• Time with vehicle speed greater or equal to than 40 kph (25 mph) >= 300 s
• Continuous vehicle operation at idle time (i.e., accelerator pedal released with vehicle speed <= 1.6 kph
(1 mph)) >= 30 s
The table below shows which monitors must complete to increment each IUMPR numerator.
IUMPR Counter Controlling Monitor

Numerator
NMHCCatalyst (500 Mile 6.7L V8: P0420
Denominator) 3.2L I5: P0420
NOxCatalyst 6.7L V8: P20EE
3.2L I5: P207F
PMFilter 6.7L V8: P2459 P24A2 P24A0 P2457 P244A P2002
3.2L I5:P244A, P2459, P24A2
EGSensor 6.7L V8: P0139 P2201 P2A01 P229F
3.2L I5: P2201, P229F, P2A01
EGR System Monitoring 6.7L V8: P0402 P2457 P24A5
(No VVT on Ford Diesel 3.2L I5: P0402, P2457
Products)
Boost Pressure 6.7L V8: P0299 P1247 P0234 P1249 P132B
3.2L I5: P132B, P026A, P0234, P1247
Fuel System 6.7L V8: P02DA P02CC P02D0 P02D8 P02CE P02D6
P02D4 P02D2 P0170
3.2L I5:P0170, P02CD, P02D1, P02CE, P02D3, P02D5
Mode $06 Results
Mode$06 results are included for:
Mode$06 Test Result Controlling Monitor

HEGO 6.7L V8 & 3.2L I5: P2201 P0139 P2A01
Cat Bank 1 6.7L V8 & 3.2L I5: P0420
Diesel EGR 6.7L V8 & 3.2L I5: P0401 P0402 P2457 P24A5
Fuel System 6.7L V8: P02CD P02D1 P02D9 P02CF P0170

P02D7 P02D5 P02D3P02DB
3.2L I5: P0170, P02CD, P02D1, P02CE, P02D3,

P02D5
Boost Pressure Control 6.7L V8: P026A P132B P0234 P0299 P1249
P00BC P00BD
3.2L I5: P132B P026A P0234 P1247

NOx Catalyst 6.7L V8: P20EE P207F
3.2L I5: P207F

Misfire 6.7L V8: P0308 P0301 P0303 P0307 P0302 P0306
P0305 P0304
3.2L I5: P0301, P0302, P0303, P0304, P0305

PM Catalyst 6.7L V8: P2459 P2002 P24A2
3.2L I5: P244A, P2459, P24A2

DOBDSM1501

Uploaded by

Copyright:

Available Formats

DOBDSM1501

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DOBDSM1501

Uploaded by

Copyright:

Available Formats

What are the main components discussed in the document?

What are the main components discussed in the document?

What are some of the monitors described for diesel engines?

What are some of the monitors described for diesel engines?

2015 MY OBD System Operation

Summary for Diesel Engines

Light Duty OBD-II Systems

Heavy Duty OBD Systems

SBS = Single brick system

Water In Fuel Sensor WFS

Crank Shaft Position Sensor CKP

Exhaust system architecture for the 6.7L Diesel

2015 MY 6.7L V8 Diesel Exhaust Features, Medium Duty, Dyno Cert

Diesel Oxidation Catalyst Efficiency Monitor - Functional

DOC Efficiency Monitor Summary:

Typical DOC Efficiency Monitor Entry Conditions:

Typical DOC Efficiency Monitor Malfunction Threshold:

DOC Efficiency Monitor Summary:

Typical DOC Efficiency Monitor Entry Conditions:

Typical DOC Efficiency Monitor Malfunction Threshold:

Diesel Oxidation Catalyst SCR Assistance Monitor

OXIDES OF NITROGREN (NOx) CONVERTING CATALYST MONITORING

Selective Catalyst Reduction Catalyst Efficiency Monitor

Typical Malfunction Thresholds:

Typical Entry Conditions:

Typical Malfunction Thresholds:

Typical Entry Conditions:

Typical Malfunction Thresholds:

Misfire System Overview

Misfire Algorithm Processing

Monitor execution Continuous, at idle

Typical Misfire Monitor Entry Conditions:

Fuel System Overview

LEAK OFF RAIL

INJECTORS 180 l/hr maximum at:

230 l/hr requirement at:

Fuel Rail Pressure Sensor Circuit Check

Fuel Rail Pressure ( FRP ) Sensor Circuit Check:

Typical Fuel Rail Pressure Sensor Circuit Check Malfunction Thresholds:

Typical Fuel Rail Pressure Sensor Circuit Intermittent Malfunction Thresholds:

Fuel Rail Pressure ( FRP ) Rationality Check Operation:

Monitor Sequence None

Sensors OK Sensor Supply Voltage 1 OK (P06A6), FRP OK (P0192, P0193)

Typical Monitoring Duration 0.5 sec

Typical Fuel Rail Pressure Rationality Check Entry Conditions:

After key-off: fuel temperature -40 deg C

After key-off: time since key off 12 sec

Typical Fuel Rail Pressure Rationality Malfunction Thresholds:

Fuel Rail Pressure ( FRP ) Range Check Operation:

Monitor Sequence None

Sensors OK Sensor Supply Voltage 1 (P06A6), FRP (P0192, P0193)

Typical Monitoring Duration P016D – 30 sec, P228E, P228F - 10 sec

Typical Fuel Rail Pressure Range Check Entry Conditions:

Time since engine start 30 sec

Typical Fuel Rail Pressure Range Check Malfunction Thresholds:

Monitor Sequence None

Typical Monitoring Duration 0.5 sec

Typical Fuel Temperature Sensor Circuit Check Entry Conditions:

Typical Fuel Temperature Sensor Circuit Check Malfunction Thresholds: