Focus Fanatics - View Single Post - DTC Codes (Detailed Descriptions)
View Single Post
Old 09-14-2005, 03:31 PM   #3
S2
Retired Fanatic
 
S2's Avatar
 
Join Date: Mar 2004
Fan#: 4939
Location: Canada, Canada
What I Drive: Camaro 2SS/RS

Posts: 19,999
FF Reputation: 67 S2 Excellent Standing Member
Buy-Sell-Trade Rating: (20)
P0457 - EVAP Control System Leak Detected (Fuel Filler Cap Loose/Off) A fuel tank pressure change greater than a minus (-) 7 inches of H 2 0 in 30 seconds has occurred after refueling; or there is excessive purge (fuel vapor) flow greater than 0.06 pounds per minute. Fuel filler cap not installed on refueling (storing continuous memory DTC) and "check Fuel Cap" light may also be illuminated.
Fuel filler cap missing, loose or cross-threaded.
Check for missing fuel filler cap or integrity of the cap. If OK, clear continuous memory DTCs and re-initiate EVAP Emission Running Loss Monitor Drive Cycle.

P0460 - Fuel Level Sensor Circuit Malfunction The PCM monitors the fuel level input (FLI) circuit for electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified fuel fill percentage in the fuel tank. Empty fuel tank
Fuel pump (FP) module stuck open
Incorrectly installed fuel gauge
Damaged instrument cluster
CASE GND circuit open
FLI shorted to VPWR
Damaged PCM
Overfilled fuel tank
Fuel pump (FP) module stuck closed
Damaged fuel gauge
FLI circuit open
FLI circuit shorted to CASE GND or PWR GND
CSE GND shorted to VPWR
Monitor FLI PID and FLI V PID in key ON engine RUNNING. FLI PID at 25% fill (with non matching fuel gauge) and FLI V PID less than 0.90 volts [for FLI PID at 75% fill (with non matching fuel gauge) and FLI V PID greater than 2.45 volts] indicates a hard fault.

P0500 - Vehicle Speed Sensor (VSS) Malfunction Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). If the engine rpm is above the torque converter stall speed (automatic transmission) and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient vehicle speed data input, a malfunction is indicated and a DTC is set. On most vehicle applications the malfunction indicator lamp (MIL) will be triggered when this DTC is set. Open in VSS+/VSS- harness circuit.
Open in TCSS signal or TCSS signal return harness circuit.
Short to GND in VSS harness circuit.
Short to GND in TCSS harness circuit.
Short to PWR in VSS harness circuit.
Short to PWR in TCSS harness circuit.
Open or short in the vehicle speed circuit(s) (VSC) between the PCM and appropriate control module.
Damaged VSS or TCSS.
Damaged wheel speed sensors.
Damaged wheel speed sensor harness circuits.
Damage in module(s) connected to VSC/VSS circuit.
Damage drive mechanism for VSS or TCSS.
Monitor VSS PID while driving vehicle. This DTC is set when the PCM detects a sudden loss of vehicle speed signal over a period of time. If vehicle speed data is lost, check the source of where the vehicle speed input originates from: VSS, TCSS, ABS, GEM or CTM. Note: On some MSOF applications, VSS and TCSS PID can be monitor. However if no TCSS PID is available and VSS PID is zero, TCSS circuitry frequency must be checked for loss of sensor signal. If another vehicle electronic module has generated the P0500 and the vehicle does not receive its vehicle speed input from one of the above mention sources (VSS, TCSS, ABS, GEM or CTM). Check the PCM for Output Shaft Speed Sensor (OSS) DTCs. On OSS applications the PCM uses the OSS to calculated the vehicle speed. If no OSS DTCs are found check for correct PCM configuration. Check PCM configuration for correct tire size and axle ratio.

P0501 - Vehicle Speed Sensor (VSS) Range/ Performance Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. This DTC is set the same way as P0500, however the malfunction indicator lamp (MIL) is not triggered. Refer to possible causes for P0500.
Refer to diagnostic aids for P0500.

P0503 - Vehicle Speed Sensor (VSS) Intermittent Indicates poor or noisy VSS performance. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). Noisy VSS/TCSS input signal from Radio Frequency Interference/ Electro-Magnetic Interference (RFI/EMI) external sources such as ignition components or charging circuit.
Damaged VSS or driven gears.
Damaged TCSS.
Damaged wiring harness or connectors.
Malfunction in module(s) or circuit connected to VSS/TCSS circuit.
After market add-on.
Monitor VSS PID while driving vehicle, check for intermittent vehicle speed indication. Verify ignition and charging system are functioning correctly.

P0505 - Idle Air Control System Malfunction The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. IAC circuit open
VPWR to IAC solenoid open
IAC circuit shorted to PWR
Air inlet is plugged
Damaged IAC valve
Damaged PCM
The IAC solenoid resistance is from 6 to 13 ohms.

P0552 - Power Steering Pressure (PSP) Sensor Circuit Malfunction The PSP sensor input signal to the PCM is continuously monitored.The test fails when the signal is open or shorted to ground. PSP sensor damaged
SIG RTN circuit open or shorted
VREF circuit open or shorted
PSP sensor signal circuit open or shorted
Damaged PCM
The DTC indicates the PSP sensor circuit is open or shorted to ground.

P0553 - Power Steering Pressure (PSP) Sensor Circuit Malfunction The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal is shorted to power. PSP sensor damaged
SIG RTN circuit shorted to power
VREF circuit shorted to power
PSP sensor signal circuit shorted to power
Damaged PCM
The code indicates the PSP sensor circuit is shorted to power.

P0602 - Control Module Programming Error This Diagnostic Trouble Code (DTC) indicates programming error within Vehicle ID block (VID). VID data corrupted by the scan tool during VID reprogramming
Using the scan tool, reprogram the VID block. If PCM does not allow reprogramming of the VID block, reflashing PCM will be required.

P0603 - Powertrain Control Module KAM Test Error Indicates the PCM has experienced an internal memory fault. However there are external items that can cause this DTC. Reprogramming
Battery terminal corrosion
KAPWR to PCM interrupt/open
Loose battery connection
Damaged PCM
If KAPWR is interrupted to the PCM because of a battery or PCM disconnect, DTC can be generated on the first power-up.

P0605 - PCM read only memory (ROM) error Indicates the PCM ROM has been corupted. An attempt was made to change the calibration.
Module programming error.
Damaged PCM
Reprogram or update calibration.
Reprogram VID block (use as built data).
Check for other DTC's or drive symptoms for further action.

P0703 - Brake Switch Circuit Input Malfunction Indicates PCM did not receive a brake pedal position (BPP) input. Open or short in BPP circuit
Open or short in stoplamp circuits
Damaged PCM
Malfunction in module(s) connected to BPP circuit. (Rear Electronic Module [REM] Windstar and LS6/LS8 or Lighting Control Module (LCM) Continental and Town Car.
Damaged brake switch
Misadjusted brake switch
Check for proper function of stoplamps. Follow correct Self-Test procedures, refer to Section 2 of Quick Test.

P0704 - Clutch Pedal Position Switch Malfunction When the clutch pedal is depressed the voltage goes to low. If the PCM does not see this change from high to low the DTC is set. CPP circuit short to PWR
Damaged CPP switch
CPP circuit open in the SIGRTN
Damaged PCM
When depressing the CPP switch the voltage should cycle from 5.0V down.

P0720 - Insufficient input from Output Shaft Speed sensor The output shaft speed sensor inputs a signal to the PCM, based on the speed of the output shaft of the transmission. The PCM compares this signal with the signal of the VSS or TCSS and determines correct tire size and axle gear ratio. OSS sensor circuit short to GND
OSS sensor circuit short to PWR
OSS sensor circuit open
Damaged OSS sensor
Damaged PCM
Verify sensor signal output varies with vehicle speed.

P0721 - Noise interference on Output Shaft Speed sensor signal The output shaft speed sensor signal is very sensitive to noise. This noise distorts the input to the PCM. Wiring misrouted
After market add-on
Wiring damaged
Wiring insulation wear
Check routing of harness.
Check wiring and connector for damage.

P0722 - No signal from Output Shaft Speed sensor The output shaft speed sensor failed to provide a signal to the PCM upon initial movement of vehicle. Damaged OSS connector
Damaged OSS sensor, or not installed properly
Harness intermittently shorted or open

P0723 - Output Shaft Speed sensor circuit intermittent failure The output shaft speed sensor signal to the PCM is irregular or interrupted. Harness connector not properly seated
Harness intermittently shorted, or open
Harness connector damaged
OSS sensor damaged, or not installed properly
Verify harness and connector integrity
Verify OSS sensor proper installation

P0812 - Reverse Switch (RS) input circuit malfunction The DTC indicates that the voltage is high when it should be low. Transmission shift not indicating neutral while in KOEO Self-Test
RS circuit short to PWR
Damaged reverse switch
RS circuit open or short to SIGRTN
Damaged PCM
Check RS PID while exercising shift lever in and out of reverse.

P1000 - Monitor Testing Not Complete The on board diagnostic II (OBD II) monitors are performed during the OBD II Drive Cycle. The DTC will be stored in continuous memory if any of the OBD II monitors do not complete. Vehicle is new from the factory
Battery or PCM had recently been disconnected
An OBD II monitor failure had occurred before completion of an OBD II drive cycle
PCM DTCs have recently been cleared with a scan tool
PTO circuit is shorted to VPWR or B+ or PTO is on during testing
The DTC does not need to be cleared from the PCM except to pass an inspection/maintenance test.

P1001 - KOER Not Able To Complete, KOER Aborted This Non-MIL (Malfunction Indicator Lamp) code will be set when Key On Engine Running (KOER) Self-Test does not complete in the time intended. Incorrect Self-Test Procedure.
Unexpected response from Self-Test monitors.
rpm out of specification.
Rerun Self-Test following QT1 in Section 3 , Symptom Charts, STEP 1: PCM Quick Test.

P1100 - Mass Air Flow (MAF) Sensor Intermittent The MAF sensor circuit is monitored by the PCM for sudden voltage (or air flow) input change through the comprehensive component monitor (CCM). If during the last 40 warm-up cycles in key ON engine running the PCM detects a voltage (or air flow) change beyond the minimum or maximum calibrated limit, a continuous memory diagnostic trouble code (DTC) is stored. Poor continuity through the MAF sensor connectors
Poor continuity through the MAF sensor harness
Intermittent open or short inside the MAF sensor.
While accessing the MAF V PID on the scan tool, lightly tap on the MAF sensor or wiggle the MAF sensor connector and harness. If the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an intermittent fault is indicated.

P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range The MAF sensor circuit is monitored by the PCM for an out of range air flow (or voltage) input. If during key ON engine OFF the air flow voltage signal is greater than 0.27 volts the test fails. Likewise, if during key ON engine running, an air flow voltage signal is not within 0.46 volt to 2.44 volts, the test fails. For voltage to air flow gm/sec conversion, GO to Pinpoint Test DC and refer to Voltage To Mass Air Flow Conversion Table. Low battery charge
MAF sensor partially connected
MAF sensor contamination
PWR GND open to MAF sensor
MAF RTN circuit open to PCM
Damaged MAF sensor
Damaged PCM
A MAF V PID reading greater than 0.27 volts (KOEO) or a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates a hard fault.

P1112 - Intake Air Temperature (IAT) Sensor Intermittent Indicates IAT sensor signal was intermittent during the comprehensive component monitor. Damaged harness
Damaged sensor
Damaged harness connector
Damaged PCM
Monitor IAT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.

P1114 - Intake Air Temperature 2 Circuit Low Input Indicates the sensor signal is less than Self-Test minimum. The IAT2 sensor minimum is 0.2 volts. Grounded circuit in harness
Improper harness connection
Damaged sensor
Damaged PCM
Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.

P1115 - Intake Air Temperature 2 Circuit High Input Indicates the sensor signal is greater than Self-Test maximum. The IAT2 sensor maximum is 4.6 volts. Open circuit in harness
Sensor signal short to power
Improper harness connection
Damaged sensor
Damaged PCM
Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.

P1116 - Engine Coolant Temperature (ECT) Sensor Out of Self-Test Range Indicates the ECT sensor is out of Self-Test range. Correct range is 0.3 to 3.7 volts. Overheating condition
Malfunctioning thermostat
Damaged ECT sensor
Low engine coolant
Damaged harness connector
Damaged PCM
Engine coolant temperature must be greater than 10C (50F) to pass the KOEO Self-Test and greater than 82C (180F) to pass the KOER Self-Test.

P1117 - Engine Coolant Temperature (ECT) Sensor Intermittent Indicates ECT circuit became intermittently open or shorted while engine was running. Damaged harness
Damaged sensor
Damaged PCM
Damaged harness connector
Low engine coolant
Monitor ECT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.

P1120 - Throttle Position (TP) Sensor Out of Range Low (RATCH too Low) The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input below the closed throttle position through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) remains within the calibrated self-test range but falls between 3.42 and 9.85% (0.17 and 0.49 volt), the test fails. TP circuit with frayed wires
Corrosion on TP circuit connectors
VREF open to TP sensor
VREF short to SIG RTN
TP sensor loose pins
A TP PID (TP V PID) between 3.42 and 9.85% (0.17 and 0.49 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.

P1121 - Throttle Position (TP) Sensor Inconsistent with MAF Sensor The PCM monitors a vehicle operation rationality check by comparing sensed throttle position to mass air flow readings. If during key ON engine running self-test the comparison of the TP sensor and MAF sensor readings are not consistent with calibrated load values, the test fails and a diagnostic trouble code is stored in continuous memory. Air leak between MAF sensor and throttle body
TP sensor not seated properly
Damaged TP sensor
Damaged MAF sensor
Drive vehicle and exercise throttle and TP sensor in all gears. A TP PID (TP V PID) less than 4.82 % (0.24 volt) with a LOAD PID greater than 55% or a TP V PID greater than 49.05% (2.44 volts) with a LOAD PID less than 30% indicates a hard fault.

P1124 - Throttle Position (TP) Sensor Out of Self-Test Range The TP sensor circuit is monitored by the PCM for an out of range TP rotation angle (or voltage) input. If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) reading is less than 13.27% (0.66 volt) or greater than 23.52% (1.17 volts), the test fails. Binding or bent throttle linkage
TP sensor not seated properly
Throttle plate below closed throttle position
Throttle plate/screw misadjusted
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading not between 13.27 and 23.52% (0.66 and 1.17 volts) in key ON engine OFF or key ON engine running indicates a hard fault.

P1125 - Throttle Position (TP) Sensor Intermittent The TP sensor circuit is monitored by the PCM for sudden TP rotation angle (or voltage) input change through the comprehensive component monitor (CCM). If during the last 80 warm-up cycles in key ON engine running the PCM detects a TP rotation angle (or voltage) changes beyond the minimum or maximum calibrated limit, a continuous diagnostic trouble code (DTC) is stored. Poor continuity through the TP sensor connectors
Poor continuity through the TP harness
Intermittent open or short inside the TP sensor
While accessing the TP V PID on the scan tool, lightly tap on the TP sensor or wiggle the TP sensor connector and harness. If the TP V PID suddenly changes below 0.49 volt or above 4.65 volts, an intermittent fault is indicated.

P1127 - Exhaust Not Warm Enough, Downstream Sensor Not Tested The HEGO monitor uses an exhaust temperature model to determine when the HO2S heaters are cycled ON. The test fails when the inferred exhaust temperature is below a minimum calibrated value. Engine not operating long enough prior to performing KOER self-test.
Exhaust system too cool.
Monitor HO2S Heater PIDs to determine their ON/OFF state. DTC P1127 will be present if the exhaust is not hot.

P1128 - Upstream Oxygen Sensors Swapped from Bank to Bank (HO2S-11-21) The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated. Crossed HO2S harness connectors (upstream).
Crossed HO2S wiring at the harness connectors (upstream).
Crossed HO2S wiring at the 104-pin harness connectors (upstream).

P1129 - Downstream Oxygen Sensors Swapped from Bank to Bank (HO2S-12-22) The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated. Crossed HO2S harness connectors (downstream).
Crossed HO2S wiring at the harness connectors (downstream).
Crossed HO2S wiring at the 104-pin harness connectors (downstream).

P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit. Electrical:
Short to VPWR in harness or HO2S
Water in harness connector
Open/Shorted HO2S circuit
Corrosion or poor mating terminals and wiring
Damaged HO2S
Damaged PCM
Fuel System:
Excessive fuel pressure
Leaking/contaminated fuel injectors
Leaking fuel pressure regulator
Low fuel pressure or running out of fuel
Vapor recovery system
Induction System:
Air leaks after the MAF
Vacuum Leaks
PCV system
Improperly seated engine oil dipstick
EGR System:
Leaking gasket
Stuck EGR valve
Leaking diaphragm or EVR
Base Engine:
Oil overfill
Cam timing
Cylinder compression
Exhaust leaks before or near the HO2S(s)
A fuel control HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S.

P1131 - Lack of HO2S-11 Switch, Sensor Indicates Lean A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. See Possible Causes for DTC P1130
__________________
Chad (S2)
S2 is offline