2002 ISUZU AXIOM battery

6E±465
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1312 ION Sensing Module SEC Line 2 Circuit Fault
060R200068
Circuit Description

The Power Control Module (PCM) will compare the
secondary current reading to predetermined maximum
and minimum thresholds.
If the secondary current signal pulse width is out of
the predetermined range, the fail counter will be
incremented. If the fail counter exceeds the
calibration, then the PCM is complete and a failure
will be reported. If the sample counter threshold is
reached before the failure threshold, then the PCM is
complete and pass will be reported.
This PCM will detect an open/short circuit in the
secondary current sense input circuit, misfire on the
entire bank for the secondary current sense input
circuit, coil failure, and same internal Ignition Current
Sense System (ICSS) module faults.
Conditions for setting the DTC

Ignition voltage is between 10volt and 16 volts.

MAP sensor signal is between 26kPa and 100 kPa.

Fuel level is more than 19%.

Engine speed is between 650rpm and 6500rpm.

ION Sensing Module circuit is open or shorted signals
on the SEC 2 line.
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.

The PCM calculates an air flow value based on idle air
control valve position, throttle position, RPM and
barometric pressure.

The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1312 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P1312 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.
Check for the following conditions:

6E±468
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1326 ION Sensing Module Combustion Quality Input Circuit Fault
060R200068
Circuit Description
The Power Control Module (PCM) checks the validity of
the signals used in the ION Sensing module at the
following engine operating conditions.

The test is performed to evacuate the Combustion
Quality (CQ) signal pulse width if it is within a
predetermined range. If the CQ signal pulse width is
out of the predetermined range, the fail counter will be
incremented. If the failure counter exceeds the
calibration, then test is complete and a failure will be
reported. If the sample counter threshold is reached
before the failure threshold, then the test is complete
and a pass will be reported. This test will detect an
open/short in the CQ line circuit, ION Sensing module
faults and analog input faults in the PCM.
Conditions for setting the DTC

Ignition voltage is between 10volt and 16 volts.

No Crank DTCs set.

No cylinder ID DTCs set.
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.

The PCM calculates an air flow value based on idle air
control valve position, throttle position, RPM and
barometric pressure.

The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1326 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P1326 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.
Check for the following conditions:

Poor connection at PCM-Inspect harness connectors
for backed out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal to wire connection.

Damaged harness-Inspect the wiring harness for
damage. If the harness appears to be OK, observe the
moving connectors and wiring harnesses related to the
sensor.
A change in the display will indicate the location of
the fault. If DTC P1326 cannot be duplicated, the
information included in the Failure Records data can

6E±471
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1340 ION Sensing Module Cylinder ID Fault (Cylinder Synchronization Fail)
060R200068
Circuit Description
The Power Control Module (PCM) checks the validity of
the signals used in the ION Sensing module at the
following engine operating conditions.

This test will return a fault if the cylinder
synchronization routine has not been completed after
a predetermined number of events after crank. This
test will detect fault that will prevent the PCM from
synchronization, such as Knock Signal (KI) -
Combustion Quality (CQ) lines being swapped,
shorted spark plugs, ION Sensing module faults, an
PCM hardware faults.
Conditions for setting the DTC

Ignition voltage is between 11volts and 16 volts.

Engine speed is between 650rpm and 6250rpm.

No ECT DTCs set.

No injector DTCs set.

No Fuel Trim DTCs set.

No Misfire DTCs set.

No system voltage DTCs set.
Action Taken When the DTC Sets

The PCM will ON the MIL after second trip with
detected the fault.

The PCM calculates an air flow value based on idle air
control valve position, throttle position, RPM and
barometric pressure.
The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1340 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P1340 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.
Check for the following conditions:

Poor connection at PCM-Inspect harness connectors
for backed out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal to wire connection.

Damaged harness±Inspect the wiring harness for
damage. If the harness appears to be OK, observe the
moving connectors and wiring harnesses related to the
sensor.

6E±474
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P1404 EGR Stuck Closed
060R200050
Circuit Description
The powertrain control module (PCM) monitors the EGR
valve pintle position input to ensure that the valve
responds properly to commands from the PCM, and to
detect a fault if current pintle zero position is different from
the learned zero position. If the PCM detects a pintle
position signal indicates more than 30 % different
between current zero position and the learned zero
position for more than 5 seconds, and this condition exists
3 times during trip, then the PCM will set DTC P1404.
Conditions for Setting the DTC

Ignition voltage is between 11 and 16 volts.

Intake Air temp is more than 3
C.

Desired EGR position is more than 3 %.

Difference of EGR pintle position between current and
the learned zero is more than 30 % for more than 5
seconds, and exists three times to the above condition
during a trip the PCM will set DTC 1404. Then it trigger
the PCM light on.
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) after consecutive 2nd trip in which the fault is
detected.

The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in Failure
Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1404 will clear after 40 consecutive
warm-up cycles have occurred without a fault.

DTC P1404 can be cleared by using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
Check for the following conditions:

Excessive carbon deposit on EGR valve shaft and/or
foreign material may cause the EGR valve not to fully
seat. The carbon deposit may occur by unusual port
operation. Remove foreign material and/or excessive
carbon deposit on EGR valve shaft and to allow the
EGR valve to be fully seated.

Poor connection or damaged harness ± Inspect the
wiring harness for damage.
Reviewing the Failure Records vehicle mileage since the
diagnostic test last failed may help determine how often
the condition that caused the DTC to be set occurs. This
may assist in diagnosing the condition.

6E±477
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1441 EVAP System Flow During Non-Purge
060RY00398
Circuit Description
Canister purge is controlled by a solenoid valve that
allows manifold vacuum to purge the canister. The
powertrain control module (PCM) supplies a ground to
energize the solenoid valve (purge ªONº). The EVAP
purge solenoid control is pulse-width modulated (PWM)
or turned ªONº and ªOFFº several times a second. The
duty cycle (pulse width) is determined by engine
operating conditions including load, throttle position,
coolant temperature and ambient temperature. The duty
cycle is calculated by the PCM and the output is
commanded when the appropriate conditions have been
met.
Conditions for Setting the DTC

No active ECT sensor, IAT sensor, MAP sensor, or TP
sensor DTCs set.

BARO reading is above 85 kPa.

Engine coolant temperature is below 70
C (158
F).

Start-up intake air temperature (IAT) and start-up
engine coolant temperature (ECT) are both above 5
C
(41
F).

The difference between start-up ECT and start-up IAT
is less than 25
C (45
F).

TP sensor indicates a throttle position above 12%.

Battery voltage is between 11.5 volts and 16 volts.

Engine speed is between 800 and 6,000 RPM.

Canister purge duty cycle is below 3%.
Fuel level is between 15% and 85%.

All conditions are present for at least 3 seconds.
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) after the second consecutive trip in which the
fault is detected.

The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1441 will clear after 40 consecutive
warm±up cycles have occurred without a fault.

DTC P1441 can be cleared by using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
Check for the following conditions:

Poor connection at PCM ± Inspect harness connectors
for backed-out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal-to-wire connection.

Damaged harness ± Inspect the wring harness for
damage. A change in the display will indicate the
location of the fault.

6E±480
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P1514 TPS - MAF Correlation Error
060R200061
Circuit Description

The throttle position (TP) sensor circuit provides a
voltage signal relative to throttle blade angle.
The throttle blade angle will vary from about 8 % at
closed throttle to about 92 % at wide open throttle
(WOT).

The mass air flow (MAF) sensor measures the amount
of air which passes through it into the engine during a
given time. The powertrain Control Module (PCM)
uses the mass air flow information to monitor engine
operating conditions for fuel delivery calculations.
A large quantity of air entering the engine indicates
an accelerator or high load situation, while a small
quantity or air indicates deceleration or idle.
The MAF sensor produces a frequency signal which
can be monitored using a Tech 2. The frequency will
vary within a range of around 4 to 7g/s at idle to
around 25 to 40g/s at maximum engine load.
Conditions for setting the DTC

The engine is running.

No MAF sensor DTCs are set.

Throttle actuation mode is not off.

MAF reading-ETC estimated air flow is less than 40g/s
for 250 failures within test 1000 test samples (15.6 m
sec).
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.

The PCM calculates an air flow value based on idle air
control valve position, throttle position, RPM and
barometric pressure.

The PCM will store condition which were present when
the DTC was set as Freeze Frame and in the Failure
Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault conditions is no longer present.

A history DTC P1514 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P1514 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.
Check for the following conditions:

Poor connection at PCM - Inspect harness connectors
for backed out terminals, improper mating, broken

6E±484
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1515 Command - Actual TPS Correlation Error
D06RY00111
Circuit Description

The throttle position (TP) sensor circuit provides a
voltage signal relative to throttle position (blade angle).
The throttle blade angle will vary from about 8 % at
closed throttle to about 92 % at wide open
throttle(WOT).

The DC motor circuit provides a voltage signal relative
to command throttle position (blade angle).

This DTC detects the difference between actual
throttle position and command throttle position.
Conditions for setting the DTC

The ignition is ªONº.

Throttle actuation mode is normal.

Command Throttle position - Actual Throttle position is
more than + 5 % for 100 counts within 1000 test
samples (15.6 m sec) else Actual Throttle position is
less than + 40 % and Command Throttle position -
Actual Throttle position is more than - 5 % or Command
Throttle position - Actual Throttle position is more than
- 20 % for 150 failures within test 1000 test samples
(15.6 m sec).
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.

The PCM calculates an air flow value based on throttle
blade position, RPM and barometric pressure.
The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1515 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P1515 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.
Check for the following conditions:

Poor connection at PCM-Inspect harness connectors
for backed out terminals, proper mating, locks,
improperly formed or damaged terminals, and poor
terminal to wire connection.

Damaged harness-Inspect the wiring harness for
damage. If the harness appears to be OK, observe the
TP sensor 1, TP sensor 2 display on the Tech2 while

6E±487
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1516 Command - Actual TPS Correlation Error
D06RY00111
Circuit Description

The throttle position (TP) sensor circuit provides a
voltage signal relative to throttle position (blade angle).
The throttle blade angle will vary from about 8% at
closed throttle to about 92 % at wide open throttle
(WOT).

The DC motor circuit provides a voltage signal relative
to command throttle position (blade angle).

This DTC detects the difference between actual
throttle position and command throttle position in
steady state.
Conditions for setting the DTC

The ignition is ªONº.

Throttle Actuation mode is normal.

Command Throttle position-Actual Throttle position is
less than 8 % when desired TPS is steady within 0.5
% for 30 seconds within test samples (30 second)
Action Taken When the DTC Sets

The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.

The PCM calculates an air flow value based on idle air
control valve position, throttle position, RPM and
barometric pressure.

The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC

The PCM will turn the MIL ªOFFº on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.

A history DTC P1516 will clear after 40 consecutive trip
cycles during which the warm up cycles have occurred
without a fault.

DTC P1516 can be cleared using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
An intermittent may be caused by the following:

Poor connections.

Misrouted harness.

Rubbed through wire insulation.

Broken wire inside the insulation.
Check for the following conditions:

Poor connection at PCM-Inspect harness connectors
for backed out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal to wire connection.

Damaged harness - Inspect the wiring harness for
damage. If the harness appears to be OK, observe the
TP sensor 1, TP sensor 2 display on the Tech2 while
moving connectors and wiring harnesses related to the
sensor.
A change in the display will indicate the location of
the fault. If DTC P1516 cannot be duplicated, the