ON-BOARD DIAGNOSTIC SYSTEM [PCM (SKYACTIV-G 1.5, SKYACTIV-G 2.0)]

id0102i6078000

Outline

Function

To meet the OBD regulations	•  Diagnostic test modes adopted
Improved serviceability	•  DTCs adopted •  KOEO/KOER self test function adopted •  PID/DATA monitor function adopted •  Active command modes function adopted

On-board diagnostic function

Malfunction detection function

•  Functions to detect malfunctions which have occurred in the engine control system.

•  If a malfunction occurs, the PCM records the malfunction as a DTC. A recorded DTC can be read by the Mazda Modular Diagnostic System (M-MDS).

Diagnostic data memory function

•  Records diagnostic data related to the engine control system in the PCM.

•  Diagnostic data which can be recorded in the PCM are as follows:

―  Number of DTCs

―  DTC

―  Pending code

―  Freeze frame data

―  On-board diagnostic system diagnosis condition

•  The diagnostic data recording/erasing conditions are determined by the number of drive cycles set for each item. (See Sending emission-related malfunction code (DTC) (mode 03).)

•  Another method for erasing diagnostic data is by using the memory clearing function of the external tester.

Malfunction display function

•  Illuminates the check engine light to notify the driver of a malfunction occurring in the engine control system.

•  For details on the check engine light, refer to "Check Engine Light" item. (See CHECK ENGINE LIGHT [PCM (SKYACTIV-G 1.5, SKYACTIV-G 2.0)].)

•  If the PCM detects that the engine control system is continuously normal for three drive cycles, the illuminated check engine light turns off. However, the DTC is not cleared from the PCM at this time. If the PCM determines that the engine control system is continuously normal for 41 warm-up cycles^*, the DTC is cleared.

^*: A warm-up cycle is a drive cycle including the period until the engine is completely warmed up after a cold-engine starts. This cycle repeated 41 times is a 41 warm-up cycle.

Self test function

•  On-board diagnosis is performed using the flow pre-set in the PCM, and according to the test execute command sent to the PCM from the external tester.

•  If a malfunction is detected as a result of the on-board diagnosis, a DTC is recorded in the PCM.

KOEO (Key ON, Engine Off) Self Test

―  The KOEO self test is a powertrain control system self-diagnosis, performed when the ignition is switched ON (engine off). A KOEO self test begins when the connected Mazda Modular Diagnostic System (M-MDS) sends an execute command to the PCM.

―  As the KOEO self test is performed, the PCM performs the inspection for set DTCs and if a malfunction is detected, the DTC is displayed on the Mazda Modular Diagnostic System (M-MDS).

KOER (Key ON, Engine Running) Self Test

―  The KOER self test is a powertrain control system self-diagnosis, performed when the ignition is switched ON and the engine is idling. A KOER self test begins when the connected Mazda Modular Diagnostic System (M-MDS) sends an execute command to the PCM.

―  As the KOER self test is performed, the PCM performs the inspection for set DTCs and if a malfunction is detected the DTC is displayed on the Mazda Modular Diagnostic System (M-MDS).

Diagnostic test mode

•  To match the OBD regulations, the following diagnostic test modes have been supported.

Diagnostic test mode	Item
Mode 01	Sending diagnostic data (PID data monitor/On-board system readiness test)
Mode 02	Sending freeze frame data
Mode 03	Sending emission-related malfunction code (Diagnostic trouble code: DTC)
Mode 04	Clearing/resetting emission-related malfunction information
Mode 07	Sending continuous monitoring system test results (Pending code)
Mode 08	On-board device control (Simulation test, active command mode)
Mode 09	Request vehicle information

Sending diagnostic data (mode 01)

PID/data monitor function

•  Data related to emission such as input signals, PCM calculation values, output signals, and the system condition can be monitored.

•  The PID/data monitor items are shown below.

Note

•  Depending on the vehicle, some PID/DATA items may not be operable.

PID data monitor item table (Mazda Modular Diagnostic System (M-MDS) not used)

Meaning of fuel system loop status

•  The following information is displayed on the tester

―  Feedback stops: ECT is lower than the determined feedback zone

―  Feedback operating: A/F sensor, HO2S being used for feedback is normal

―  Feedback stops: Open loop due to driving condition

―  Feedback stops: Open loop due to detected system fault

―  Feedback operating: Malfunction occurred in HO2S system

Sending freeze frame data (mode 02)

Freeze frame data

•  The freeze frame data consists of data for vehicle and engine control system operation conditions when malfunctions in the engine control system are detected and stored in the PCM.

•  Freeze frame data is stored at the instant the check engine light illuminates, and only a part of the DTC data is stored.

•  For the freeze frame data, if there are several malfunctions in the engine control system, the data for the malfunction which occurred initially is stored. Thereafter, if a misfire or fuel injection control malfunction occurs, data from the misfire or fuel injection control malfunction is written over the initially stored data. However, if the initially stored freeze frame data is a misfire or fuel injection control malfunction, it is not overwritten.

Snapshot data

•  The snapshot data stores the currently detected DTC data.

•  The recording timing for the freeze frame data/snapshot data differs depending on the number of DTC drive cycles.

―  For a DTC with a drive cycle number 1, only the malfunction determination data is recorded.

―  For a DTC with a drive cycle number 2, both the malfunction determination and undetermined data is recorded.

Freeze frame data table

Snapshot data table

Status byte for DTC

•  The two digits (two digits after hyphen (-)) after the 7-digit DTC.

ac5wzn00004012

•  A code which indicates the pending code, current/past malfunction status, or warning illumination status.

•  Can be read by performing a CMDTC self-test using the Mazda Modular Diagnostic System (M-MDS).

•  For details on the status byte, refer to the explanation on the Mazda Modular Diagnostic System (M-MDS) when reading the DTC.

Sending emission-related malfunction code (DTC) (mode 03)

•  The DTCs are shown below.

Note

•  When each warning/indicator light turns on/flashes, a message may be displayed in the multi-information display or the center display. (With multi-information display or center display)

Detection condition for the applicable DTC

DTC No.	Condition	Detection condition
B10A2:00	Vehicle collision	•  A collision signal from the SAS control module is received.
P0010:00	Electric variable valve timing control circuit range/performance problem	•  Any one of the following conditions is met: ―  A malfunction is detected in the results of the on-board diagnostic test received from the electric variable valve timing driver. ―  The motor speed signal received from the electric variable valve timing driver is in error.
P0011:00	Electric variable valve timing control system: over-advanced	•  For the advance amount from the maximum intake valve retard position, a condition in which the actual advance amount is larger than the target value continues for a specified period of time.
P0012:00	Electric variable valve timing control system: over-retarded	•  For the advance amount from the maximum intake valve retard position, a condition in which the actual advance amount is smaller than the target value continues for a specified period of time.
P0014:00	Hydraulic variable valve timing control system: over-advanced	•  For the advance amount from the maximum exhaust valve retard position, a condition in which the actual advance amount is larger than the target value continues for a specified period of time.
P0015:00	Hydraulic variable valve timing control system: over-retarded	•  For the advance amount from the maximum exhaust valve retard position, a condition in which the actual advance amount is smaller than the target value continues for a specified period of time.
P0031:00	A/F sensor heater control circuit low input	•  When the PCM controls the A/F sensor heater, the voltage input to the PCM is too low.
P0032:00	A/F sensor heater control circuit high input	•  When the PCM controls the A/F sensor heater, the voltage input to the PCM is too high.
P0037:00	HO2S heater control circuit low input	•  When the PCM controls the HO2S heater, the voltage input to the PCM is too low.
P0038:00	HO2S heater control circuit high input	•  When the PCM controls the HO2S heater, the voltage input to the PCM is too high.
P0054:00	HO2S heater resistance	•  When the PCM controls the HO2S heater, the HO2S element resistance input to the PCM is the specified value or more.
P0069:00	Manifold absolute pressure/atmospheric pressure correlation problem	•  The PCM monitors the difference between the intake manifold vacuum and the atmospheric pressure. If the difference is below −12 kPa {−0.12 kgf/cm2, −1.7 psi} or above 12 kPa {0.12 kgf/cm2, 1.7 psi} when the following conditions are met, the PCM determines that there is a MAP sensor performance problem. MONITORING CONDITIONS ―  12—15 s from when ignition is switched off.
P0072:00	Ambient temperature sensor circuit low input	•  The PCM monitors the input signal from the ambient temperature sensor. If the voltage from the ambient temperature sensor is below 0.2 V, the PCM determines that the ambient temperature sensor circuit has a malfunction.
P0073:00	Ambient temperature sensor circuit high input	•  The PCM monitors the input signal from the ambient temperature sensor. If the voltage from the ambient temperature sensor is above 4.9 V, the PCM determines that the ambient temperature sensor circuit has a malfunction.
P0087:00	Fuel pressure sensor circuit range/performance problem	•  The actual fuel pressure is lower than the target fuel pressure by 1.2 MPa {12 kgf/cm2, 174 psi} or more even though the fuel pressure feedback amount is maintained high.
P0088:00	Fuel pressure sensor circuit range/performance problem	•  The actual fuel pressure becomes higher than the target fuel pressure by 1.2 MPa {12 kgf/cm2, 174 psi} while the fuel pressure feedback amount is maintained high.
P0089:00	Spill valve control solenoid valve control circuit range/performance problem	•  If any of the following conditions is met under condition A or condition B: Condition A: ―  The average fuel pressure on the high pressure side, measured by the fuel pressure sensor, exceeds the specified value. Condition B: ―  The fuel pressure decreases to the specification or less instantaneously after the fuel pressure on the high pressure side measured by the fuel pressure sensor exceeds the specification.
P0091:00	Fuel pressure regulator control circuit low input	•  When the PCM turns the spill valve control solenoid valve off but the spill valve control solenoid valve control circuit voltage is low for 5 s, the PCM determines that the spill valve control solenoid valve control circuit has a malfunction. MONITORING CONDITIONS ―  The following conditions are met: •  Engine speed: 5,700 rpm or less •  Battery voltage: 10.5 V or more
P0092:00	Fuel pressure regulator control circuit high input	•  When the PCM turns the spill valve control solenoid valve on but the spill valve control solenoid valve circuit voltage is high for 5 s, the PCM determines that the spill valve control solenoid valve control circuit has a malfunction. MONITORING CONDITIONS ―  The following conditions are met: •  Engine speed: 5,700 rpm or less •  Battery voltage: 10.5 V or more
P0097:00	IAT sensor No.2 circuit low input	•  If the PCM detects that the IAT sensor No.2 voltage at the PCM terminal 1Q is 0.35 V or less for 5 s, the PCM determines that the IAT sensor No.2 circuit voltage is low.
P0098:00	IAT sensor No.2 circuit high input	•  If the PCM detects that the IAT sensor No.2 voltage at the PCM terminal 1Q is 4.94 V or more for 5 s, the PCM determines that the IAT sensor No.2 circuit voltage is high.
P0100:00	Mass air flow sensor circuit performance problem	•  The following conditions are met: ―  The MAF sensor/IAT sensor No.1 determines an internal malfunction itself and the PCM receives error signals from the MAF sensor/IAT sensor No.1 for 5 s. ―  The PCM receives a value other than the preset standard for the output value from the MAF sensor for 5 s.
P0101:00	MAF sensor circuit range/performance problem	•  The difference between the intake air amount measured by the MAF sensor and the estimated intake air amount estimated by the MAP sensor is outside of the specified value.
P0107:00	MAP sensor circuit low input	•  The PCM monitors the input voltage from the MAP sensor. If the input voltage at the PCM terminal 1X is below 0.08 V for 5 s, the PCM determines that the MAP sensor circuit has a malfunction.
P0108:00	MAP sensor circuit high input	•  The PCM monitors the input voltage from the MAP sensor. If the input voltage at the PCM terminal 1X is above 4.77 V for 5 s, the PCM determines that the MAP sensor circuit has a malfunction.
P0110:00	IAT sensor No.1 circuit internal malfunction	•  The following conditions are met: ―  The MAF sensor/IAT sensor No.1 determines an internal malfunction itself and the PCM receives error signals from the MAF sensor/IAT sensor No.1 for 5 s. ―  The PCM receives a value other than the preset standard for the output value from the IAT sensor No.1 for 5 s.
P0116:00	ECT sensor circuit range/performance problem	•  During the 5 min after the engine is started, the engine coolant temperature does not increase above 0.7 °C {1 °F}.
P0117:00	ECT sensor circuit low input	•  The PCM monitors the ECT sensor signal. If the PCM detects that the ECT sensor voltage at the PCM terminal 1AH is below 0.23 V for 5 s, the PCM determines that the ECT sensor circuit has a malfunction.
P0118:00	ECT sensor circuit high input	•  The PCM monitors the ECT sensor signal. If the PCM detects that the ECT sensor voltage at the PCM terminal 1AH is above 4.94 V for 5 s, the PCM determines that the ECT sensor circuit has a malfunction.
P0122:00	TP sensor No.1 circuit low input	•  If the PCM detects that the TP sensor No.1 voltage at the PCM terminal 1O is below 0.13 V, the PCM determines that the TP sensor No.1 circuit has a malfunction.
P0123:00	TP sensor No.1 circuit high input	•  If the PCM detects that the TP sensor No.1 voltage at the PCM terminal 1O is above 4.9 V, the PCM determines that the TP sensor No.1 circuit has a malfunction.
P0130:00	Voltage problem between PCM terminal 1S and PCM terminal 1M	•  A condition in which the voltage between PCM terminals 1S and 1M exceeds the specified range continues for the specified period or more.
P0131:00	A/F sensor circuit low input	•  Any one of the following conditions is met: ―  Voltage of A/F sensor terminal F is less than specified value ―  Voltage of A/F sensor terminal D is less than specified value ―  Voltage of A/F sensor terminal B is less than specified value
P0132:00	A/F sensor circuit high input	•  Any one of the following conditions is met: ―  Voltage of A/F sensor terminal F is more than specified value ―  Voltage of A/F sensor terminal D is more than specified value ―  Voltage of A/F sensor terminal B is more than specified value
P0133:00*5	A/F sensor circuit slow response	•  The response speed of the A/F sensor input signal when the air/fuel ratio is fluctuated is slow.
P0134:00	A/F sensor circuit no activity detected	•  The condition in which the A/F sensor element impedance is the specified value or more continues for specified period.
P0137:00	HO2S circuit low input	•  A condition in which the HO2S input voltage is less than the specified value continues for the specified period.
P0138:00	HO2S circuit high input	•  A condition in which the HO2S input voltage exceeds the specified value continues for the specified period.
P013A:00*5	HO2S: Slow response (during transition from rich to lean)	•  The response speed of the HO2S input signal when the air/fuel ratio is fluctuated from rich to lean is slow.
P0140:00	HO2S circuit no activity detected	•  With the estimated temperature of the HO2S element exceeding the specified value, a condition in which the HO2S signal voltage is less than the specified value continues for the specified period.
P0171:00	Fuel trim system too lean	•  Any one of the following conditions is met: ―  The sum of the fuel feedback correction amount (SHRTFT1) and the fuel learning correction amount (LONGFT1) is the specified value (30 %) or more, and 10 s or more have elapsed with the fuel learning correction amount (LONGFT1) at the specified value (15 %) or more. ―  While the engine is idling or the vehicle is driven, the fuel feedback correction amount reaches the upper limit (25 % or more) for 20 s or more.
P0172:00	Fuel trim system too rich	•  Any one of the following conditions is met: ―  The sum of the fuel feedback correction amount (SHRTFT1) and the fuel learning correction amount (LONGFT1) is the specified value (−31 %) or less, and 10 s or more have elapsed with the fuel learning correction amount (LONGFT1) at the specified value (−15 %) or less. ―  While the engine is idling or the vehicle is driven, the fuel feedback correction amount reaches the lower limit (−25 % or less) for 20 s or more.
P0192:00	Fuel pressure sensor circuit low input	•  If the input voltage at the PCM terminal 1W is less than 0.16 V for 5 s, the PCM determines that the fuel pressure sensor circuit is low.
P0193:00	Fuel pressure sensor circuit high input	•  If the input voltage at the PCM terminal 1W is more than 4.87 V for 5 s, the PCM determines that the fuel pressure sensor circuit is high.
P0201:00	Fuel injector circuit/open cylinder No.1	•  If the fuel injection verification signal is not input at 25 times continuously even though the PCM drives the fuel injector No.1, the PCM determines that there is an open circuit in the fuel injector No.1 control circuit. MONITORING CONDITIONS ―  The following conditions are met: •  Battery voltage: 10.5 V or more •  Fuel injection control: except during fuel cut
P0202:00	Fuel injector circuit/open cylinder No.2	•  If the fuel injection verification signal is not input at 25 times continuously even though the PCM drives the fuel injector No.2, the PCM determines that there is an open circuit in the fuel injector No.2 control circuit. MONITORING CONDITIONS ―  The following conditions are met: •  Battery voltage: 10.5 V or more •  Fuel injection control: except during fuel cut
P0203:00	Fuel injector circuit/open cylinder No.3	•  If the fuel injection verification signal is not input at 25 times continuously even though the PCM drives the fuel injector No.3, the PCM determines that there is an open circuit in the fuel injector No.3 control circuit. MONITORING CONDITIONS ―  The following conditions are met: •  Battery voltage: 10.5 V or more •  Fuel injection control: except during fuel cut
P0204:00	Fuel injector circuit/open cylinder No.4	•  If the fuel injection verification signal is not input at 25 times continuously even though the PCM drives the fuel injector No.4, the PCM determines that there is an open circuit in the fuel injector No.4 control circuit. MONITORING CONDITIONS ―  The following conditions are met: •  Battery voltage: 10.5 V or more •  Fuel injection control: except during fuel cut
P0222:00	TP sensor No.2 circuit low input	•  If the PCM detects that the TP sensor No.2 voltage at the PCM terminal 1V is below 0.1 V, the PCM determines that the TP sensor No.2 circuit has a malfunction.
P0223:00	TP sensor No.2 circuit high input	•  If the PCM detects that the TP sensor No.2 voltage at the PCM terminal 1V is above 4.9 V, the PCM determines that the TP sensor No.2 circuit has a malfunction.
P0300:00	Random misfire detected	•  Any one of the following conditions is met: ―  The misfire rate for every 200 rotations of the crankshaft exceeds the specified value (misfire which may damage catalytic converter). ―  The misfire rate for every 1,000 rotations of the crankshaft exceeds the specified value (misfire going against emission regulations).
P0301:00	Cylinder No.1 misfire detected	•  Any one of the following conditions is met: ―  The misfire rate of specific cylinders for every 200 rotations of the crankshaft exceeds the specified value (misfire which may damage catalytic converter). ―  The misfire rate of specific cylinders for every 1,000 rotations of the crankshaft exceeds the specified value (misfire going against emission regulations).
P0302:00	Cylinder No.2 misfire detected
P0303:00	Cylinder No.3 misfire detected
P0304:00	Cylinder No.4 misfire detected
P0327:00	KS circuit low input	•  The PCM monitors input signal from the KS. If the input voltage is low for 5 s, the PCM determines that the KS circuit has a malfunction.
P0328:00	KS circuit high input	•  The PCM monitors input signal from the KS. If the input voltage is high for 5 s, the PCM determines that the KS circuit has a malfunction.
P0335:00	CKP sensor circuit problem	•  There is no CKP sensor signal input while the exhaust camshaft rotates 5 times. •  The CKP sensor input signal pattern, received while the crankshaft rotates 10 times, is incorrect.
P0340:00	Intake CMP sensor circuit problem	•  The intake CMP sensor input signal pattern, received while the crankshaft rotates 24 times, is incorrect.
P0365:00	Exhaust CMP sensor circuit problem	•  The exhaust CMP sensor input signal pattern, received while the crankshaft rotates 24 times, is incorrect. •  Cylinder identification is not completed while the crankshaft rotates 15 times.
P0421:00*5	Catalytic converter system	•  The PCM detects that the HO2S output fluctuates from lean to rich in a short amount of time at specified times continuously after recovery from fuel cut control.
P0443:00	Purge solenoid valve circuit problem	•  The purge control voltage at the PCM terminal 1AW exceeds the specification or the purge control voltage is less than the specification relative to the PCM control condition.
P0461:00	Fuel gauge sender unit circuit range/performance problem	•  The change in the remaining fuel quantity in the fuel tank is less than 5 % when the amount of fuel consumption by fuel injection reaches 25 L {6.6 US gal, 5.5 Imp gal}.
P0462:00	Fuel gauge sender unit circuit low input	•  The PCM monitors the fuel level signal and fuel gauge sender unit output voltage from the instrument cluster. If the PCM detects a fuel level or fuel gauge sender unit output voltage that is too low, the PCM determines that the fuel gauge sender unit circuit has a malfunction.
P0463:00	Fuel gauge sender unit circuit high input	•  The PCM monitors the fuel level signal and fuel gauge sender unit output voltage from the instrument cluster. If the PCM detects a fuel level or fuel gauge sender unit output voltage that is too high, the PCM determines that the fuel gauge sender unit circuit has a malfunction.
P0480:00	Cooling fan control circuit malfunction	•  The PCM monitors the input voltage from the fan control module. If the voltage at the PCM terminal 2I remains low or high for 5 s, the PCM determines that the fan control circuit has a malfunction.
P0500:00	VSS circuit problem	•  An error in the wheel speed signal from the DSC HU/CM is detected by CAN when the following conditions are met: ―  Neutral switch No.1 and CPP switch: OFF (MT) ―  Neutral switch No.2: OFF (With i-stop (MT)) ―  Shift position: except P or N position (AT) ―  Absolute load: above 40 % ―  Engine speed: above 2,000 rpm ―  Brake switch: OFF
P0504:00	Brake switch circuit problem	•  The condition in which the brake switch No.1 and No.2 signals are both on or off continues for 3 s or more and the condition is repeated 5 times.
P0520:00	Oil pressure switch circuit problem	•  The oil pressure switch is off for a continuous 5 s even though the engine is stopped.
P0524:00	Engine oil pressure too low	•  The oil pressure switch is on for a continuous 5 s with the following condition met: (Engine oil warning light illuminates when 1 s has elapsed) ―  When engine speed is above 650 rpm and engine coolant temperature is 30 °C {86 °F} or less ―  When engine speed is above 1,500 rpm and engine coolant temperature is 68 °C {154 °F} or less ―  When engine speed is above 2,500 rpm and engine coolant temperature is 68 °C {154 °F} or more
P0532:00	Refrigerant pressure sensor circuit low input	•  The PCM monitors input voltage from the refrigerant pressure sensor. If the input voltage at the PCM terminal 2AV is below 0.2 V for 5 s, the PCM determines that the refrigerant pressure sensor circuit has a malfunction.
P0533:00	Refrigerant pressure sensor circuit high input	•  The PCM monitors input voltage from the refrigerant pressure sensor. If the input voltage at the PCM terminal 2AV is above 4.8 V for 5 s, the PCM determines that the refrigerant pressure sensor circuit has a malfunction.
P0555:00	Vacuum sensor 2 circuit problem	•  The PCM monitors the vacuum sensor 2 signal voltage while the ignition is switched ON. If the PCM detects the vacuum sensor 2 voltage is below 0.15 V or above 4.8 V for 5 s, the PCM determines that the vacuum sensor 2 circuit has problem.
P057F:00*1	Power system: Battery deterioration	•  The battery charge/discharge flow exceeds the specification.
P058A:00*1	Current sensor: Function malfunction	•  Error signal from the current sensor is received.
P0600:00	Serial communication link	•  PCM internal malfunction.
P0601:00	PCM memory check sum error	•  PCM internal memory check sum error.
P0604:00	PCM RAM error	•  PCM internal RAM malfunction.
P0606:00	PCM processor error	•  PCM internal CPU malfunction.
P0615:00*1	Starter/starter relay operation amount	•  The PCM records DTCs when the number of times the engine has been started reaches the warrantied performance frequency for the starter or starter relay.
P061B:00	Internal control module torque calculation performance problem	•  Indicates an error occurred in the PCM. •  There is a malfunction in the sensor input signal to the PCM.
P061D:00	Internal control module engine air mass performance problem	•  Indicates an error occurred in the PCM.
P061F:00	Internal control module throttle valve actuator controller performance problem	•  When any of the following conditions is met: ―  Start stop unit internal malfunction ―  CAN communication line malfunction between start stop unit and PCM ―  PCM internal malfunction
P0638:00	Throttle valve actuator control range/performance problem	•  The PCM compares the actual TP with the target TP. If the difference is more than the threshold value, the PCM determines that there is a throttle valve actuator control range/performance problem.
P064D:00	Internal control module A/F sensor processor performance problem	•  Malfunction in A/F sensor signal circuit in PCM occurs.
P0685:00*5	Main relay control circuit open	•  The period of time in which the PCM power supply remains on after the ignition is switched off is not within the specified time.
P06B8:00	Internal control module non-volatile RAM error	•  PCM internal EEPROM malfunction.
P06DB:00	Engine oil solenoid valve control circuit low input	•  If the PCM detects that the engine oil solenoid valve control voltage at the PCM terminal 1CK is specified value or less for 2 s with the following condition met, the PCM determines that the engine oil solenoid valve circuit voltage is low. MONITORING CONDITIONS ―  Battery voltage: 8 V or more ―  0.5 s have elapsed after the ignition was switched ON (engine off or on) ―  Engine oil solenoid valve control duty value: 94% or less
P06DC:00	Engine oil solenoid valve control circuit high input	•  If the PCM detects that the engine oil solenoid valve control current at the PCM terminal 1CK is specified value or more for 4 s with the following condition met, the PCM determines that the engine oil solenoid valve circuit voltage is high. MONITORING CONDITIONS ―  Battery voltage: 8—16 V ―  0.5 s have elapsed after the ignition was switched ON (engine off or on) ―  Engine oil solenoid valve control duty value: 5% or more
P0703:00	Brake switch input circuit problem	•  The brake switch does not switch even though the vehicle is stopped 8 times repeatedly from a vehicle speed of 30 km/h {19 mph} or more.
P0704:00*3	CPP switch input circuit problem	•  The PCM monitors changes in input voltage from the CPP switch. If the PCM does not detect a voltage change while the vehicle runs with vehicle speed above 30 km/h {19 mph} and stops 8 times alternately, the PCM determines that the CPP switch circuit has a malfunction.
P07BE:00*2	Transmission indeterminate failure (failed to neutral)	•  Correlation malfunction between neutral switches No.1 and No.2.
P0850:00*3	Neutral switch No.1 input circuit problem	•  The PCM monitors changes in input voltage from the neutral switch No.1. If the PCM does not detect a voltage change while driving the vehicle at a vehicle speed above 30 km/h {19 mph} and the clutch pedal is pressed and released 10 times repeatedly, the PCM determines that the neutral switch No.1 circuit has a malfunction.
P0A0F:00*1	Engine failed to restart	•  Any of following conditions occurs: ―  When the engine should restart after it is stopped by the i-stop control, it does not start even though it is cranked for 3 s or more. ―  When the engine should restart after it is stopped by the i-stop control, it does not cranked.
P0A8D:00*1	Power supply system circuit low input	•  Any one of the following conditions is met: ―  Battery voltage is 7.25 V or less when engine restarts from i-stop. ―  PCM terminal voltage is 6.2 V or less when engine starts. ―  Battery internal resistance is specified value or more. ―  Battery voltage is 11 V or less after 30 s since system began switch to relay mode
P0A8F:00*1	Power system: Low input	•  Any one of the following conditions is met: ―  Battery voltage is 11 V or less when ignition is switched off after leaving vehicle for 30 days or more. ―  Battery voltage is 11 V or less for a continuous 5 days when ignition is switched off.
P0A94:00*1	DC-DC converter (i-ELOOP): control circuit signal error	•  The PCM receives a response signal from the DC-DC converter (i-ELOOP) which differs from the relay operation command voltage of the PCM.
P111A:00	Engine coolant temperature is high	•  The engine coolant temperature is 122 °C {252 °F} or more.
P117A:00	Engine oil temperature is high	•  Any one of the following conditions is met: ―  With an engine coolant temperature of 88.5 °C {191 °F} or more while in 5th gear or lower, an engine speed of 7,100 rpm or more continues for 6 min. ―  With an estimated engine oil temperature exceeds 140 °C {284 °F} while in 5th gear or lower. (SKYACTIV-G 2.0 (AT))
P1260:00	Immobilizer system problem	•  The start stop unit detects an immobilizer system malfunction.
P1380:00	Electric variable valve timing control circuit problem	•  A malfunction is detected in the results of the on-board diagnostic test received from the electric variable valve timing driver.
P151B:00	IAC system problem	•  The PCM cannot control the idle speed toward the target idle speed during the KOER self test.
P176E:00*2	Clutch stroke sensor/Starter interlock switch correlation problem	•  Correlation malfunction between clutch stroke sensor and starter interlock switch. ―  If the clutch stroke sensor circuit voltage above 4.9 V or below 0.1 V for 10 s, the PCM determines that the clutch stroke sensor circuit has a malfunction. ―  CPP switch stuck ON or OFF. ―  Starter interlock switch stuck ON.
P2090:00	OCV circuit low input	•  The OCV control voltage relative to the PCM control is too low.
P2091:00	OCV circuit high input	•  The OCV control voltage relative to the PCM control is too high.
P2096:00*5	HO2S fuel injection control system: air fuel too lean	•  Depending on the correction deviation of the A/F sensor, a condition in which the fuel feedback correction amount (SHRTFT12) for the HO2S is the specified value (2 %) or more and the sum (SHRTFT12+LONGFT12) of the fuel feedback correction amount and the fuel learning correction amount is the specified value (2.5 %) or more continues for a period of 25 s.
P2097:00*5	HO2S fuel injection control system: air fuel too rich	•  Depending on the correction deviation of the A/F sensor, a condition in which the fuel feedback correction amount (SHRTFT12) for the HO2S is the specified value (−2 %) or less and the sum (SHRTFT12+LONGFT12) of the fuel feedback correction amount and the fuel learning correction amount is the specified value (−2.5 %) or less continues for a period of 25 s.
P2101:00	Throttle valve actuator control motor circuit range/performance problem	•  The PCM turns the main relay on, but if the input voltage is 6.0 V or less, then the PCM determines that the main relay control circuit voltage is low. •  There is a system error in the electrical throttle control system of the PCM.
P2107:00	Throttle valve actuator control module processor error	•  PCM internal malfunction.
P2109:00	TP sensor minimum stop range/performance problem	•  If the fully-close throttle position is 5.1° or lower, or 15.9° or more (even though fully-closed throttle position learning is finished), the PCM determines there is a malfunction.
P2110:00	Throttle valve actuator control system-forced limited RPM	•  PCM internal malfunction.
P2112:00	Throttle valve actuator motor current range/performance problem	•  The throttle valve actuator control duty ratio is 95 % or more with the ignition switched ON (engine on).
P2119:00	Throttle valve actuator control throttle body range/performance problem	•  The PCM compares the actual TP with initial setting TP when the ignition is switched off. If the actual TP is higher than the initial setting TP, the PCM determines that there is a throttle valve return spring malfunction.
P2122:00	APP sensor No.1 circuit low input	•  The PCM monitors the input voltage from APP sensor No.1. If the input voltage at the PCM terminal 2BN is less than 0.1 V, the PCM determines that the APP sensor No.1 circuit input voltage is low.
P2123:00	APP sensor No.1 circuit high input	•  The PCM monitors the input voltage from APP sensor No.1. If the input voltage at the PCM terminal 2BN is above 4.9 V, the PCM determines that the APP sensor No.1 circuit input voltage is high.
P2127:00	APP sensor No.2 circuit low input	•  The PCM monitors the input voltage from APP sensor No.2. If the input voltage at the PCM terminal 2BB is less than 0.1 V, the PCM determines that the APP sensor No.2 circuit has a malfunction.
P2128:00	APP sensor No.2 circuit high input	•  The PCM monitors the input voltage from APP sensor No.2. If the input voltage at the PCM terminal 2BB is more than 4.9 V, the PCM determines that the APP sensor No.2 circuit has a malfunction.
P2135:00	TP sensor No.1/No.2 voltage correlation problem	•  The PCM compares the input voltage from TP sensor No.1 with the input voltage from TP sensor No.2. If the difference is more than the specification, the PCM determines that there is a TP sensor No.1/No.2 voltage correlation problem.
P2138:00	APP sensor No.1/No.2 voltage correlation problem	•  The PCM compares the input voltage from APP sensor No.1 with the input voltage from APP sensor No.2. If the difference is more than the specification, the PCM determines that there is an APP sensor No.1/No.2 angle correlation problem.
P2199:00	IAT sensor No.2 correlation problem	•  IAT sensor No.1 and IAT sensor No.2 are compared and correlation error occurs.
P2226:00	BARO sensor range/performance problem	•  Communication error between BARO sensor and PCM •  Non-volatile memory error in BARO sensor
P2228:00	BARO sensor circuit low input	•  The PCM monitors input voltage from the BARO sensor. If the input voltage is low for 5 s, the PCM determines that the BARO sensor circuit has a malfunction.
P2229:00	BARO sensor circuit high input	•  The PCM monitors input voltage from the BARO sensor. If the input voltage is high for 5 s, the PCM determines that the BARO sensor circuit has a malfunction.
P2237:00	Open circuit between A/F sensor terminal B and PCM terminal 1M	•  After A/F sensor activation, a condition in which PCM terminal 1S voltage is within the specified range continues for 5 s or more.
P2243:00	A/F sensor reference voltage circuit open	•  A condition in which the PCM terminal 1T voltage is the specified value or more continues for 30 s.
P2251:00	Open circuit between A/F sensor terminal D and PCM terminal 1S	•  The following conditions are met: ―  A/F sensor element impedance is specified value or more ―  A/F sensor terminal F voltage (B+ terminal) is less than specified value or unstable.
P2299:00	Accelerator pedal: spring back malfunction	•  When under the following conditions it is detected that the brake pedal is depressed during driving.* ―  Racing ―  Engine speed: 875 rpm or more *: The brake override system may not operate depending on the brake pedal depression amount.
P2302:00	Ion sensor No.1 circuit problem	•  After the engine is started, when the engine speed is 2,000 rpm or less, the signal input to the PCM from ion sensor No.1 is in error.
P2305:00	Ion sensor No.2 circuit problem	•  After the engine is started, when the engine speed is 2,000 rpm or less, the signal input to the PCM from ion sensor No.2 is in error.
P2308:00	Ion sensor No.3 circuit problem	•  After the engine is started, when the engine speed is 2,000 rpm or less, the signal input to the PCM from ion sensor No.3 is in error.
P2311:00	Ion sensor No.4 circuit problem	•  After the engine is started, when the engine speed is 2,000 rpm or less, the signal input to the PCM from ion sensor No.4 is in error.
P2502:00	Generator system: Malfunction in voltage generated by generator	Without i-ELOOP •  The voltage generated by the generator is 17 V or higher and the battery voltage is 11 V or less for a continuous specified time. With i-ELOOP •  Battery voltage is 11 V or less and condition in which current sensor detects battery charging for specified period continues
P2503:00	Generator system: Voltage generated by generator is low	Without i-ELOOP •  A condition continues for a specified period of time in which the target generator output current calculated by the PCM is 20 A or more and the generator output voltage is 8.5 V or less. With i-ELOOP •  Any one of the following conditions is met: ―  Field current demand output to generator is normal range and condition in which field current returned from generator is in non-power generation range continues for specified period ―  Condition in which malfunction status signal from generator is in returned condition continues for specified period
P2504:00	Generator system: Voltage generated by generator is high	Without i-ELOOP •  The voltage generated by the generator is 18.5 V or higher or the battery voltage is 16 V or higher for a continuous specified time. With i-ELOOP •  Any one of the following conditions is met: ―  Field current value returned by generator is abnormally larger than field current value demanded of generator, or condition in which battery voltage is 15.9 V or more continues for specified period ―  Capacitor (i-ELOOP) voltage is 27.5 V or more, or condition in which over-voltage notification signal from generator continues for specified period. ―  Condition in which overheating detection signal output from generator continues for specified period.
P2507:00	PCM battery voltage low input	•  The PCM monitors the voltage of backup battery positive terminal. If the PCM detects that the battery positive terminal voltage is below 6 V for specified period, the PCM determines that the backup voltage circuit has a malfunction.
P2610:00	Malfunction in instrument cluster	•  Malfunction detected in instrument cluster.
U0073:00	CAN system communication error (HS CAN)	•  Malfunction in CAN bus communication line.
U0074:00*4	CAN system communication error (local CAN between PCM and TCM)	•  Malfunction in CAN bus communication line.
U0101:00*4	CAN communication: communication error to TCM	•  Communication error between the PCM and TCM continues for 5 s or more.
U0121:00	CAN communication: communication error to DSC HU/CM	•  Communication error between the PCM and DSC HU/CM continues for 5 s or more.
U0131:00	CAN communication: communication error to EPS control module	•  Communication error between the PCM and EPS control module continues for 5 s or more.
U0140:00	CAN communication: communication error to BCM	•  Communication error between the PCM and BCM continues for 5 s or more.
U0151:00	CAN communication: communication error to SAS control module	•  Communication error between the PCM and SAS control module continues for 5 s or more.
U0155:00	CAN communication: communication error to instrument cluster	•  Communication error between the PCM and instrument cluster continues for 5 s or more.
U0214:00	CAN communication: communication error to start stop unit	•  Communication error between the PCM and start stop unit continues for 5 s or more.
U023A:00*6	CAN communication: communication error to forward sensing camera (FSC)	•  Communication error between the PCM and forward sensing camera (FSC) continues for 5 s or more.
U0298:00*1	CAN communication: communication error to DC-DC converter (i-ELOOP)	•  PCM detects a communication error between the PCM and DC-DC converter (i-ELOOP).
U0302:00*4	TCM processor error	•  When any of the following conditions is met: ―  CAN communication line malfunction between TCM and PCM ―  TCM internal malfunction
U0315:00	DSC HU/CM error	•  When any of the following conditions is met: ―  CAN communication line malfunction between DSC HU/CM and PCM ―  DSC HU/CM internal malfunction
U0320:00	EPS control module error	•  When any of the following conditions is met: ―  CAN communication line malfunction between EPS control module and PCM ―  EPS control module internal malfunction
U0323:00	Instrument cluster error	•  When any of the following conditions is met: ―  CAN communication line malfunction between instrument cluster and PCM ―  Instrument cluster internal malfunction
U0336:00	SAS control module error	•  When any of the following conditions is met: ―  CAN communication line malfunction between SAS control module and PCM ―  SAS control module internal malfunction
U0338:00	Start stop unit error	•  When any of the following conditions is met: ―  CAN communication line malfunction between start stop unit and PCM ―  Start stop unit internal malfunction
U053B:00*6	Abnormal message from forward sensing camera (FSC)	•  Correct data cannot be received from forward sensing camera (FSC).
U060F:00	SENT communication: Communication error between MAF sensor/IAT sensor No.1 and PCM	•  When any of the following conditions is met: ―  SENT communication line malfunction between MAF sensor/IAT sensor No.1 and PCM ―  The PCM detected a SENT communication type communication error from the MAF sensor/IAT sensor No.1.
U1007:00*1	CAN/LIN communication system: current sensor information communication error with BCM	•  PCM detects a current sensor information communication error from BCM.
U2300:00	Global central configuration error	•  Any of following conditions occurs: ―  No configuration of the instrument cluster. ―  The configuration signal with the estimated CAN ID is not sent from the instrument cluster. ―  The configuration signal value sent via CAN from the instrument cluster is unknown or invalid. ―  The configuration signal value sent via CAN from the instrument cluster is a value other than the estimated value. ―  The configuration signal value sent via CAN from the instrument cluster does not match the PCM value.
U3000:41	PCM processor error	•  Communication error in the PCM.