2000 DODGE NEON sensor

PCM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which
the PCM monitors and sets DTC's. Refer to Moni-
tored Systems, Components, and Non-Monitored Cir-
cuits in this section.
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For
instance, pulling a spark plug wire to perform a
spark test may set the misfire code. When a repair
is completed and verified, use the DRB III scan tool
to erase all DTC's and extinguish the MIL.
Technicians can display stored DTC's by using the
DRB III scan tool. Refer to Diagnostic Trouble Codes
in this section. For DTC information, refer to charts
in this section.
TASK MANAGER
DESCRIPTION
The PCM is responsible for efficiently coordinating
the operation of all the emissions-related compo-
nents. The PCM is also responsible for determining if
the diagnostic systems are operating properly. The
software designed to carry out these responsibilities
is call the 'Task Manager'.
OPERATION
The Task Manager determines which tests happen
when and which functions occur when. Many of the
diagnostic steps required by OBD II must be per-
formed under specific operating conditions. The Task
Manager software organizes and prioritizes the diag-
nostic procedures. The job of the Task Manager is to
determine if conditions are appropriate for tests to berun, monitor the parameters for a trip for each test,
and record the results of the test. Following are the
responsibilities of the Task Manager software:
²Test Sequence
²MIL Illumination
²Diagnostic Trouble Codes (DTCs)
²Trip Indicator
²Freeze Frame Data Storage
²Similar Conditions Window
Test Sequence
In many instances, emissions systems must fail
diagnostic tests more than once before the PCM illu-
minates the MIL. These tests are know as 'two trip
monitors.' Other tests that turn the MIL lamp on
after a single failure are known as 'one trip moni-
tors.' A trip is defined as 'start the vehicle and oper-
ate it to meet the criteria necessary to run the given
monitor.'
Many of the diagnostic tests must be performed
under certain operating conditions. However, there
are times when tests cannot be run because another
test is in progress (conflict), another test has failed
(pending) or the Task Manager has set a fault that
may cause a failure of the test (suspend).
²Pending
Under some situations the Task Manager will not
run a monitor if the MIL is illuminated and a fault is
stored from another monitor. In these situations, the
Task Manager postpones monitorspendingresolu-
tion of the original fault. The Task Manager does not
run the test until the problem is remedied.
For example, when the MIL is illuminated for an
Oxygen Sensor fault, the Task Manager does not run
the Catalyst Monitor until the Oxygen Sensor fault is
remedied. Since the Catalyst Monitor is based on sig-
nals from the Oxygen Sensor, running the test would
produce inaccurate results.
²Conflict
There are situations when the Task Manager does
not run a test if another monitor is in progress. In
these situations, the effects of another monitor run-
ning could result in an erroneous failure. If thiscon-
flictis present, the monitor is not run until the
conflicting condition passes. Most likely the monitor
will run later after the conflicting monitor has
passed.
For example, if the Fuel System Monitor is in
progress, the Task Manager does not run the EGR
Monitor. Since both tests monitor changes in air/fuel
ratio and adaptive fuel compensation, the monitors
will conflict with each other.
²Suspend
Occasionally the Task Manager may not allow a two
trip fault to mature. The Task Manager willsus-
pendthe maturing of a fault if a condition exists
Fig. 1 Data Link (Diagnostic) Connector
1 ± DIAGNOSTIC CONNECTOR
25 - 2 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)

that may induce an erroneous failure. This prevents
illuminating the MIL for the wrong fault and allows
more precis diagnosis.
For example, if the PCM is storing a one trip fault
for the Oxygen Sensor and the EGR monitor, the
Task Manager may still run the EGR Monitor but
will suspend the results until the Oxygen Sensor
Monitor either passes or fails. At that point the Task
Manager can determine if the EGR system is actu-
ally failing or if an Oxygen Sensor is failing.
MIL Illumination
The PCM Task Manager carries out the illumina-
tion of the MIL. The Task Manager triggers MIL illu-
mination upon test failure, depending on monitor
failure criteria.
The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the third key cycle) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MILL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
²Priority 0 ÐNon-emissions related trouble codes
²Priority 1 Ð One trip failure of a two trip fault
for non-fuel system and non-misfire.
²Priority 2 Ð One trip failure of a two trip fault
for fuel system (rich/lean) or misfire.
²Priority3ÐTwotrip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault.
²Priority4ÐTwotrip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within6375
RPM and load is within610% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRB III. Eras-
ing the DTC with the DRB III erases all OBD II
information. The DRB III automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
TheTripis essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
²Global Good Trip
²Fuel System Good Trip
²Misfire Good Trip
²Alternate Good Trip (appears as a Global Good
Trip on DRB III)
²Comprehensive Components
²Major Monitor
²Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sen-
sor and Catalyst efficiency monitors must have run
and passed.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
PLEMISSION CONTROL SYSTEMS 25 - 3
DESCRIPTION AND OPERATION (Continued)

²Engine in closed loop
²Operating in Similar Conditions Window
²Short Term multiplied by Long Term less than
threshold
²Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
²Operating in Similar Condition Window
²1000 engine revolutions with no misfire
Alternate Good Trip
Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
Major Monitors. If the Task Manager cannot run a
Global Good Trip because a component fault is stop-
ping the monitor from running, it will attempt to
count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip
for Comprehensive components when the following
conditions are met:
²Two minutes of engine run time
²No other faults occur
The Task Manager counts an Alternate Good Trip
for a Major Monitor when the monitor runs and
passes. Only the Major Monitor that failed needs to
pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRB III. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for twotrip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the DRB III or
by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM
²Fuel System Similar Conditions WindowÐ
An indicator that 'Absolute MAP When Fuel Sys Fail'
and 'RPM When Fuel Sys Failed' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Fuel Sys FailÐ The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Fuel Sys FailÐ The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM uti-
lizes both Short Term Compensation and Long Term
Adaptive to calculate the Adaptive Memory Factor
for total fuel correction.
²Upstream O2S VoltsÐ A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
²SCW Time in Window (Similar Conditions
Window Time in Window)Ð A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
²Fuel System Good Trip CounterÐATrip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
²Test Done This TripÐ Indicates that the
monitor has already been run and completed during
the current trip.
25 - 4 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)

MISFIRE
²Same Misfire Warm-Up StateÐ Indicates if
the misfire occurred when the engine was warmed up
(above 160É F).
²In Similar Misfire WindowÐ An indicator
that 'Absolute MAP When Misfire Occurred' and
'RPM When Misfire Occurred' are all in the same
range when the failure occurred. Indicated by switch-
ing from 'NO' to 'YES'.
²Absolute MAP When Misfire OccurredÐ
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
²Absolute MAPÐ A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
²RPM When Misfire OccurredÐ The stored
RPM reading at the time of failure. Informs the user
at what engine RPM the failure occurred.
²Engine RPMÐ A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
²Adaptive Memory FactorÐ The PCM uti-
lizes both Short Term Compensation and Long Term
Adaptive to calculate the Adaptive Memory Factor
for total fuel correction.
²200 Rev CounterÐ Counts 0±100 720 degree
cycles.
²SCW Cat 200 Rev CounterÐ Counts when in
similar conditions.
²SCW FTP 1000 Rev CounterÐ Counts 0±4
when in similar conditions.
²Misfire Good Trip CounterÐ Counts up to
three to turn OFF the MIL.
MALFUNCTION INDICATOR LAMP (MIL)
OPERATION
As a functional test, the Malfunction Indicator
Lamp (MIL) illuminates at key-on before engine
cranking. Whenever the Powertrain Control Module
(PCM) sets a Diagnostic Trouble Code (DTC) that
affects vehicle emissions, it illuminates the MIL. If a
problem is detected, the PCM sends a message over
the PCI Bus to the instrument cluster to illuminate
the lamp. The PCM illuminates the MIL only for
DTC's that affect vehicle emissions. The MIL stays
on continuously when the PCM has entered a
Limp-In mode or identified a failed emission compo-
nent or system. The MIL remains on until the DTC
is erased. Refer to the Diagnostic Trouble Code
charts in this group for emission related codes.
Also, the MIL either flashes or illuminates contin-
uously when the PCM detects active engine misfire.
Refer to Misfire Monitoring in this section.Additionally, the PCM may reset (turn off) the MIL
when one of the following occur:
²PCM does not detect the malfunction for 3 con-
secutive trips (except misfire and fuel system moni-
tors).
²PCM does not detect a malfunction while per-
forming three successive engine misfire or fuel sys-
tem tests. The PCM performs these tests while the
engine is operating within6375 RPM of and within
10 % of the load of the operating condition at which
the malfunction was first detected.
DRB III STATE DISPLAY TEST MODE
OPERATION
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. From
the state display screen, access either State Display
Inputs and Outputs or State Display Sensors.
DRB III CIRCUIT ACTUATION TEST MODE
OPERATION
The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor-
rectly.
DIAGNOSTIC TROUBLE CODES
DESCRIPTION
A Diagnostic Trouble Code (DTC) indicates the
PCM has recognized an abnormal condition in the
system.
Remember that DTC's are the results of a sys-
tem or circuit failure, but do not directly iden-
tify the failed component or components.
NOTE: For a list of DTC's, refer to the charts in this
section.
PLEMISSION CONTROL SYSTEMS 25 - 5
DESCRIPTION AND OPERATION (Continued)

OPERATION
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located inthe passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
DIAGNOSTIC TROUBLE CODE DESCRIPTIONS
(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC SCAN
TOOL CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0106 (M) Barometric Pressure Out of Range MAP sensor input voltage out of an acceptable range
detected during reading of barometric pressure at
key-on.
P0107 (M) Map Sensor Voltage Too Low MAP sensor input below minimum acceptable voltage.
P0108 (M) Map Sensor Voltage Too High MAP sensor input above maximum acceptable voltage.
P0112 (M) Intake Air Temp Sensor Voltage Low Intake air (charge) temperature sensor input below the
minimum acceptable voltage.
P0113 (M) Intake Air Temp Sensor Voltage
HighIntake air (charge) temperature sensor input above the
maximum acceptable voltage.
P0116 A rationatilty error has been detected in the coolant
temp sensor.
P0117 (M) ECT Sensor Voltage Too Low Engine coolant temperature sensor input below the
minimum acceptable voltage.
P0118 (M) ECT Sensor Voltage Too High Engine coolant temperature sensor input above the
maximum acceptable voltage.
P0121 (M) TPS Voltage Does Not Agree With
MAPTPS signal does not correlate to MAP sensor signal.
P0122 (M) Throttle Position Sensor Voltage
LowThrottle position sensor input below the acceptable
voltage range.
P0123 (M) Throttle Position Sensor Voltage
HighThrottle position sensor input above the maximum
acceptable voltage.
P0125 (M) Closed Loop Temp Not Reached Time to enter Closed Loop Operation (Fuel Control) is
excessive.
P0130 1/1 O2 Sensor Heater Relay Circuit An open or shorted condition detected in the ASD or
CNG shutoff relay control ckt.
P0131 (M) 1/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0132 (M) 1/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0133 (M) 1/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
25 - 6 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
P0134 (M) 1/1 O2 Sensor Stays at Center Neither rich or lean condition is detected from the
oxygen sensor input.
P0135 (M) 1/1 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0136 1/2 O2 Sensor Heater Relay Circuit An open or shorted condition detected in the ASD or
CNG shutoff relay control ckt.
P0137 (M) 1/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0138 (M) 1/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0139 (M) 1/2 O2 Sensor Slow Response Oxygen sensor response not as expected.
P0140 (M) 1/2 O2 Sensor Stays at Center Neither rich or lean condition is detected from the
oxygen sensor.
P0141 (M) 1/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0143 1/3 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0144 1/3 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0145 1/3 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0146 1/3 O2 Sensor Stays at Center Neither rich or lean condition is detected from the
oxygen sensor.
P0147 1/3 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0151 (M) 2/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0152 (M) 2/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage sustained above normal
operating range.
P0153 (M) 2/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0154 (M) 2/1 O2 Sensor Stays at Center Neither rich or lean condition is detected from the
oxygen sensor.
P0155 (M) 2/1 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0157 (M) 2/2 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0158 (M) 2/2 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0159 2/2 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0160 (M) 2/2 O2 Sensor Stays at Center Neither rich or lean condition is detected from the
oxygen sensor.
P0161 (M) 2/2 O2 Sensor Heater Failure Oxygen sensor heater element malfunction.
P0165 Starter Relay Control Circuit An open or shorted condition detected in the starter
relay control circuit.
P0171 (M) 1/1 Fuel System Lean A lean air/fuel mixture has been indicated by an
abnormally rich correction factor.
P0172 (M) 1/1 Fuel System Rich A rich air/fuel mixture has been indicated by an
abnormally lean correction factor.
PLEMISSION CONTROL SYSTEMS 25 - 7
DESCRIPTION AND OPERATION (Continued)

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
P0174 (M) 2/1 Fuel System Lean A lean air/fuel mixture has been indicated by an
abnormally rich correction factor.
P0175 (M) 2/1 Fuel System Rich A rich air/fuel mixture has been indicated by an
abnormally lean correction factor.
P0178 Water in Fuel Sensor Voltage Too
LowFlex fuel sensor input below minimum acceptable
voltage.
P0179 Flex Fuel Sensor Volts Too High Flex fuel sensor input above maximum acceptable
voltage.
P0182 CNG Temp Sensor Voltage Too Low Compressed natural gas temperature sensor voltage
below acceptable voltage.
P0183 CNG Temp Sensor Voltage Too
HighCompressed natural gas temperature sensor voltage
above acceptable voltage.
P0201 (M) Injector #1 Control Circuit An open or shorted condition detected in control circuit
for injector #1 or the INJ 1 injector bank.
P0202 (M) Injector #2 Control Circuit An open or shorted condition detected in control circuit
for injector #2 or the INJ 2 injector bank.
P0203 (M) Injector #3 Control Circuit An open or shorted condition detected in control circuit
for injector #3 or the INJ 3 injector bank.
P0204 (M) Injector #4 Control Circuit Injector #4 or INJ 4 injector bank output driver stage
does not respond properly to the control signal.
P0205 (M) Injector #5 Control Circuit Injector #5 output driver stage does not respond
properly to the control signal.
P0206 (M) Injector #6 Control Circuit Injector #6 output driver stage does not respond
properly to the control signal.
P0207 Injector #7 Control Circuit Injector #7 output driver stage does not respond
properly to the control signal.
P0208 Injector #8 Control Circuit Injector #8 output driver stage does not respond
properly to the control signal.
P0209 Injector #9 Control Circuit Injector #9 output driver stage does not respond
properly to the control signal.
P0210 Injector #10 Control Circuit Injector #10 output driver stage does not respond
properly to the control signal.
P0300 (M) Multiple Cylinder Mis-fire Misfire detected in multiple cylinders.
P0301 (M) CYLINDER #1 MISFIRE Misfire detected in cylinder #1.
P0302 (M) CYLINDER #2 MISFIRE Misfire detected in cylinder #2.
P0303 (M) CYLINDER #3 MISFIRE Misfire detected in cylinder #3.
P0304 (M) CYLINDER #4 MISFIRE Misfire detected in cylinder #4.
P0305 (M) CYLINDER #5 MISFIRE Misfire detected in cylinder #5.
P0306 (M) CYLINDER #6 MISFIRE Misfire detected in cylinder #6.
P0307 (M) CYLINDER #7 MISFIRE Misfire detected in cylinder #7
P0308 (M) CYLINDER #8 MISFIRE Misfire detected in cylinder #8.
P0309 (M) CYLINDER #9 MISFIRE Misfire detected in cylinder #9.
P0310 (M) CYLINDER #10 MISFIRE Misfire detected in cylinder #10.
P0320 No Crank Referance Signal at PCM No reference signal (crankshaft position sensor)
detected during engine cranking.
25 - 8 EMISSION CONTROL SYSTEMSPL
DESCRIPTION AND OPERATION (Continued)

(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
P0325 Knock Sensor #1 Circuit Knock sensor (#1) signal above or below minimum
acceptable threshold voltage at particular engine
speeds.
P0330 Knock Sensor #2 Circuit Knock sensor (#2) signal above or below minimum
acceptable threshold voltage at particular engine
speeds.
P0340 (M) No Cam Signal At PCM No fuel sync
P0350 Ignition Coil Draws Too Much
CurrentA coil (1-5) is drawing too much current.
P0351 (M) Ignition Coil # 1 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0352 (M) Ignition Coil # 2 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0353 (M) Ignition Coil # 3 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time.
P0354 (M) Ignition Coil # 4 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0355 (M) Ignition Coil # 5 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (High Impedance).
P0356 (M) Ignition Coil # 6 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0357 Ignition Coil # 7 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0358 Ignition Coil # 8 Primary Circuit Peak primary circuit current not achieved with maximum
dwell time (high impedance).
P0401 (M) EGR System Failure Required change in air/fuel ration not detected during
diagnostic test.
P0403 (M) EGR Solenoid Circuit An open or shorted condition detected in the EGR
solenoid control circuit.
P0404 (M) EGR Position Sensor Rationality EGR position sensor signal does not correlate to EGR
duty cycle.
P0405 (M) EGR Position Sensor Volts Too Low EGR position sensor input below the acceptable voltage
range.
P0406 (M) EGR Position Sensor Volts Too
HighEGR position sensor input above the acceptable voltage
range.
P0412 Secondary Air Solenoid Circuit An open or shorted condition detected in the secondary
air (air switching/aspirator) solenoid control circuit.
P0420 (M) 1/1 Catalytic Converter Efficiency Catalyst 1/1 efficiency below required level.
P0432 (M) 1/2 Catalytic Converter Efficiency Catalyst 2/1 efficiency below required level.
P0441 (M) Evap Purge Flow Monitor Insufficient or excessive vapor flow detected during
evaporative emission system operation.
P0442 (M) Evap Leak Monitor Medium Leak
DetectedA small leak has been detected in the evaporative
system.
P0443 (M) Evap Purge Solenoid Circuit An open or shorted condition detected in the EVAP
purge solenoid control circuit.
P0455 (M) Evap Leak Monitor Large Leak
DetectedA large leak has been detected in the evaporative
system.
PLEMISSION CONTROL SYSTEMS 25 - 9
DESCRIPTION AND OPERATION (Continued)