Craftsman Model Vehicle 14063 User Manual

 
Introduction  
WHAT IS OBD?  
WHAT IS OBD?  
The Code Reader is designed to work on all OBD2 compliant  
vehicles. All 1996 and newer vehicles (cars, light trucks and SUVs)  
sold in the United States are OBD2 compliant.  
One of the most exciting improvements in the  
automobile industry was the addition of on-  
board diagnostics (OBD) on vehicles, or in more  
basic terms, the computer that activates the  
vehicle’s “CHECK ENGINE” light. OBD1 was  
designed to monitor manufacturer-specific  
systems on vehicles built from 1981 to 1995.  
Then came the development of OBD2, which is  
on all 1996 cars and light trucks sold in the U.S. Like its predecessor,  
OBD2 was adopted as part of a government mandate to lower vehicle  
emissions. But what makes OBD2 unique is its universal application for  
all late model cars and trucks - domestic and import. This sophisticated  
program in the vehicle’s main computer system is designed to detect  
failures in a range of systems, and can be accessed through a universal  
OBD2 port, which is usually found under the dashboard. For all OBD  
systems, if a problem is found, the computer turns on the “CHECK  
ENGINE” light to warn the driver, and sets a Diagnostic Trouble Code  
(DTC) to identify where the problem occurred. A special diagnostic tool,  
such as the Code Reader, is required to retrieve these codes, which  
consumers and professionals use as a starting point for repairs.  
The Code Reader provides the additional ability to retrieve Anti-Lock  
Brake System (ABS) DTCs from most Chrysler/Jeep, Ford/Mazda,  
GM/Isuzu, Honda/Acura and Toyota/Lexus vehicles. Refer to Vehicle  
Applications - ABS on page 32 for vehicles covered.  
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You Can Do It!  
EASY TO USE - EASY TO VIEW - EASY TO DEFINE  
Easy To Use . . . .  
Connect the Code Reader to the  
vehicle’s test connector.  
Turn the ignition key "On.” DO NOT start  
the engine.  
The Code Reader will automatically link  
to the vehicle’s computer.  
Easy To View . . . .  
The Code Reader retrieves stored codes  
and displays I/M Monitor Status.  
Codes are displayed on the Code  
Reader’s LCD display screen; System  
Status is displayed by LED indicators.  
Easy To Define . . . .  
Definitions.  
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Safety Precautions  
SAFETY FIRST  
SAFETY FIRST!  
This manual describes common test procedures used by experienced  
service technicians. Many test procedures require precautions to avoid  
accidents that can result in personal injury, and/or damage to your  
vehicle or test equipment. Always read your vehicle's service manual  
and follow its safety precautions before and during any test or service  
procedure. ALWAYS observe the following general safety precautions:  
When an engine is running, it produces carbon monoxide, a  
toxic and poisonous gas. To prevent serious injury or death  
from carbon monoxide poisoning, operate the vehicle ONLY  
in a well-ventilated area.  
To protect your eyes from propelled objects as well as hot  
or caustic liquids, always wear approved safety eye  
protection.  
When an engine is running, many parts (such as the coolant  
fan, pulleys, fan belt etc.) turn at high speed. To avoid serious  
injury, always be aware of moving parts. Keep a safe distance  
from these parts as well as other potentially moving objects.  
Engine parts become very hot when the engine is running.  
To prevent severe burns, avoid contact with hot engine  
parts.  
Before starting an engine for testing or trouble-shooting, make  
sure the parking brake is engaged. Put the transmission in  
park (for automatic transmission) or neutral (for manual  
transmission). Block the drive wheels with suitable blocks.  
N
D
R
L
P
Connecting or disconnecting test equipment when the  
ignition is ON can damage test equipment and the vehicle's  
electronic components. Turn the ignition OFF before  
connecting the Code Reader to or disconnecting the Code  
Reader from the vehicle’s Data Link Connector (DLC).  
To prevent damage to the on-board computer when taking  
vehicle electrical measurements, always use a digital  
multimeter with at least 10 MegOhms of impedance.  
The vehicle's battery produces highly flammable hydrogen  
gas. To prevent an explosion, keep all sparks, heated items  
and open flames away from the battery.  
Don't wear loose clothing or jewelry when working on an  
engine. Loose clothing can become caught in the fan,  
pulleys, belts, etc. Jewelry is highly conductive, and can  
cause a severe burn if it makes contact between a power  
source and ground.  
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About the Code Reader  
VEHICLES COVERED  
VEHICLES COVERED  
The Code Reader is designed to work on all OBD 2 compliant vehicles.  
All 1996 and newer vehicles (cars and light trucks) sold in the United  
States are OBD 2 compliant. This includes all Domestic, Asian and  
European vehicles.  
Some 1994 and 1995 vehicles are OBD 2 compliant. To find out if a  
1994 or 1995 vehicle is OBD 2 compliant, check the following:  
1. The Vehicle Emissions Control Information (VECI) Label. This label  
is located under the hood or by the radiator of most vehicles. If the  
vehicle is OBD 2 compliant, the label will state “OBD II Certified.”  
VEHICLE EMISSION CONTROL INFORMATION  
ENGINE FAMILY  
DISPLACEMENT  
EFN2.6YBT2BA  
2.6L  
OBD II  
CERTIFIED  
VEHICLE  
THIS VEHICLE CONFORMS TO U.S. EPA AND STATE  
OF CALIFORNIA REGULATIONS APPLICABLE TO  
1999 MODEL YEAR NEW TLEV PASSENGER CARS.  
MANUFACTURER  
OBD II  
CERTIFIED  
REFER TO SERVICE MANUAL FOR ADDITIONAL INFORMATION  
TUNE-UP CONDITIONS: NORMAL OPERATING ENGINE TEMPERATURE,  
ACCESSORIES OFF, COOLING FAN OFF, TRANSMISSION IN NEUTRAL  
EXHAUST EMISSIONS STANDARDS  
STANDARD CATEGORY  
CERTIFICATION  
IN-USE  
TLEV  
TLEV INTERMEDIATE  
SPARK PLUG  
TYPE NGK BPRE-11  
GAP: 1.1MM  
CATALYST  
2. Government Regulations require that all  
OBD2 compliant vehicles must have a  
1
2
3
4
5
6
7
8
“common”  
sixteen-pin  
Data  
Link  
9 10111213141516  
Connector (DLC).  
Some 1994 and 1995 vehicles have 16-pin connectors but are not  
OBD2 compliant. Only those vehicles with a Vehicle Emissions  
Control Label stating “OBD II Certified” are OBD2 compliant.  
Data Link Connector (DLC) Location  
The 16-pin DLC is usually  
located under the instrument  
panel (dash), within 12 inches  
(300 mm) of center of the panel,  
on the driver’s side of most  
vehicles. It should be easily  
accessible and visible from a  
kneeling position outside the  
vehicle with the door open.  
BEHIND  
ASHTRAY  
NEAR  
CENTER  
OF DASH  
LEFT CORNER  
OF DASH  
On some Asian and European vehicles the DLC is located  
behind the “ashtray” (the ashtray must be removed to access it)  
or on the far left corner of the dash. If the DLC cannot be  
located, consult the vehicle’s service manual for the location.  
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About the Code Reader  
CONTROLS AND INDICATORS  
CONTROLS AND INDICATORS  
7
5
4
1
2
6
3
8
Figure 1. Controls and Indicators  
See Figure 1 for the locations of items 1 through 9, below.  
1.  
ERASE button - Erases Diagnostic Trouble Codes (DTCs) and  
"Freeze Frame" data from your vehicle's computer, and resets  
Monitor status.  
2.  
3.  
SCROLL button - Scrolls the LCD display to view DTCs when  
more than one DTC is present.  
LINK button - Links the Code Reader with the vehicle's PCM to  
retrieve DTCs from the computer's memory, and to view I/M  
Readiness Monitor status.  
4.  
GREEN LED - Indicates that all engine systems are running  
normally (all Monitors on the vehicle are active and performing their  
diagnostic testing, and no DTCs are present).  
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About the Code Reader  
DISPLAY FUNCTIONS  
5.  
6.  
YELLOW LED - Indicates there is a possible problem. A  
“Pending” DTC is present and/or some of the vehicle's emission  
monitors have not run their diagnostic testing.  
RED LED - Indicates there is a problem in one or more of the  
vehicle's systems. The red LED is also used to show that DTC(s)  
are present. DTCs are shown on the Code Reader’s LCD display. In  
this case, the Multifunction Indicator (“Check Engine”) lamp on the  
vehicle's instrument panel will light steady on.  
7. LCD Display - Displays test results, Code Reader functions and  
Monitor status information. See DISPLAY FUNCTIONS, below, for  
details.  
8. CABLE - Connects the Code Reader to the vehicle's Data Link  
Connector (DLC).  
DISPLAY FUNCTIONS  
7
8 6  
5
12  
10  
2
11  
9
1
3
4
Figure 2. Display Functions  
See Figure 2 for the locations of items 1 through 13, below.  
1.  
Vehicle icon - Indicates whether or not the Code Reader is  
being properly powered through the vehicle's Data Link Connector  
(DLC). A visible icon indicates that the Code Reader is being  
powered through the vehicle's DLC connector.  
2.  
Link icon - Indicates whether or not the Code Reader is  
communicating (linked) with the vehicle's on-board computer. When  
visible, the Code Reader is communicating with the computer. If the  
Link icon is not visible, the Code Reader is not communicating with  
the computer.  
3.  
Computer icon - When this icon is visible it indicates that the  
Code Reader is linked to a personal computer. An optional “PC Link  
Kit” is available that makes it possible to upload retrieved data to a  
personal computer.  
4. DTC Display Area - Displays the Diagnostic Trouble Code (DTC)  
number. Each fault is assigned a code number that is specific to that  
fault.  
6
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About the Code Reader  
DISPLAY FUNCTIONS  
5. MIL icon - Indicates the status of the Malfunction Indicator Lamp  
(MIL). The MIL icon is visible only when a DTC has commanded the  
MIL on the vehicle's dashboard to light.  
6. Pending icon - Indicates the currently displayed DTC is a "Pending"  
code.  
7. PERMANENT icon - Indicates the currently displayed DTC is a  
“Permanent” code.  
8. FREEZE FRAME icon - Indicates that “Freeze Frame” data has been  
stored in the vehicle’s computer for the currently displayed DTC.  
9. ABS icon - Indicates that the currently displayed DTC is an “ABS”  
code.  
10. Code Number Sequence - The Code Reader assigns a sequence  
number to each DTC that is present in the computer's memory,  
starting with "01.” This helps keep track of the number of DTCs  
present in the computer's memory. Code number "01" is always the  
highest priority code, and the one for which "Freeze Frame" data  
has been stored.  
11. Code Enumerator - Indicates the total number of codes retrieved  
from the vehicle’s computer.  
12. Monitor icons - Indicates which Monitors are supported by the  
vehicle under test, and whether or not the associated Monitor has  
run its diagnostic testing (Monitor status). When a Monitor icon is  
solid, it indicates that the associated Monitor has completed its  
diagnostic testing. When a Monitor icon is flashing, it indicates that  
the vehicle supports the associated Monitor, but the Monitor has not  
yet run its diagnostic testing.  
The I/M Monitor Status icons are associated with INSPECTION  
and MAINTENANCE (I/M) READINESS STATUS. Some states  
require that all vehicle Monitors have run and completed their  
diagnostic testing before a vehicle can be tested for Emissions  
(Smog Check). A maximum of eleven Monitors are used on OBD  
2 systems. Not all vehicles support all eleven Monitors. When the  
Code Reader is linked to a vehicle, only the icons for Monitors  
that are supported by the vehicle under test are visible on the  
display.  
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,
Onboard Diagnostics  
COMPUTER ENGINE CONTROLS  
COMPUTER ENGINE CONTROLS  
The Introduction of Electronic Engine Controls  
Electronic Computer Control Systems make it possible  
for vehicle manufacturers to comply with the tougher  
emissions and fuel efficiency standards mandated by  
State and Federal Governments.  
As a result of increased air pollution (smog) in large cities,  
such as Los Angeles, the California Air Resources Board  
(CARB) and the Environmental Protection Agency (EPA)  
set new regulations and air pollution standards to deal with  
the problem. To further complicate matters, the energy crisis of  
the early 1970s caused a sharp increase in fuel prices over a  
short period. As a result, vehicle manufacturers were not only  
required to comply with the new emissions standards, they also  
had to make their vehicles more fuel-efficient. Most vehicles  
were required to meet a miles-per-gallon (MPG) standard set by the U.S.  
Federal Government.  
Precise fuel delivery and spark timing are needed to reduce vehicle  
emissions. Mechanical engine controls in use at the time (such as  
ignition points, mechanical spark advance and the carburetor)  
responded too slowly to driving conditions to properly control fuel  
delivery and spark timing. This made it difficult for vehicle manufacturers  
to meet the new standards.  
A new Engine Control System had to be designed and integrated with  
the engine controls to meet the stricter standards. The new system had  
to:  
Respond instantly to supply the proper mixture of air and fuel for any  
driving condition (idle, cruising, low-speed driving, high-speed  
driving, etc.).  
Calculate instantly the best time to “ignite” the air/fuel mixture for  
maximum engine efficiency.  
Perform both these tasks without affecting vehicle performance or  
fuel economy.  
Vehicle Computer Control Systems can perform millions of calculations  
each second. This makes them an ideal substitute for the slower  
mechanical engine controls. By switching from mechanical to electronic  
engine controls, vehicle manufacturers are able to control fuel delivery  
and spark timing more precisely. Some newer Computer Control  
Systems also provide control over other vehicle functions, such as  
transmission, brakes, charging, body, and suspension systems.  
8
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Onboard Diagnostics  
COMPUTER ENGINE CONTROLS  
The Basic Engine Computer Control System  
The Computer Control System consists of an on-board  
computer and several related control devices (sensors,  
switches, and actuators).  
The on-board computer is the heart of the Computer  
Control System. The computer contains several programs  
with preset reference values for air/fuel ratio, spark or  
ignition timing, injector pulse width, engine speed, etc.  
Separate values are provided for various driving conditions,  
such as idle, low speed driving, high-speed driving, low load,  
or high load. The preset reference values represent the ideal  
air/fuel mixture, spark timing, transmission gear selection,  
etc., for any driving condition. These values are programmed  
by the vehicle manufacturer, and are specific to each vehicle model.  
Most on-board computers are located inside the vehicle behind the dashboard,  
under the passenger’s or driver’s seat, or behind the right kick panel. However,  
some manufacturers may still position it in the engine compartment.  
Vehicle sensors, switches, and actuators are located throughout the  
engine, and are connected by electrical wiring to the on-board computer.  
These devices include oxygen sensors, coolant temperature sensors,  
throttle position sensors, fuel injectors, etc. Sensors and switches are  
input devices. They provide signals representing current engine  
operating conditions to the computer. Actuators are output devices. They  
perform actions in response to commands received from the computer.  
The on-board computer receives information inputs from sensors and  
switches located throughout the engine. These devices monitor critical  
engine conditions such as coolant temperature, engine speed, engine  
load, throttle position, air/fuel ratio etc.  
The computer compares the values received from these sensors with its  
preset reference values, and makes corrective actions as needed so  
that the sensor values always match the preset reference values for the  
current driving condition. The computer makes adjustments by  
commanding other devices such as the fuel injectors, idle air control,  
EGR valve or Ignition Module to perform these actions.  
TYPICAL COMPUTER  
OUTPUT DEVICES  
CONTROL SYSTEM  
Fuel Injectors  
Idle Air Control  
EGR Valve  
Ignition Module  
On-Board  
Computer  
INPUT DEVICES  
Coolant Temperature Sensor  
Throttle Position Sensor  
Fuel Injectors  
INPUT DEVICES  
Oxygen Sensors  
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9
,
Onboard Diagnostics  
COMPUTER ENGINE CONTROLS  
Vehicle operating conditions are constantly changing. The computer  
continuously makes adjustments or corrections (especially to the air/fuel  
mixture and spark timing) to keep all the engine systems operating  
within the preset reference values.  
On-Board Diagnostics - First Generation (OBD1)  
With the exception of some 1994 and 1995 vehicles,  
most vehicles from 1982 to 1995 are equipped with  
some type of first generation On-Board Diagnostics.  
Beginning in 1988, California’s Air Resources Board  
(CARB), and later the Environmental Protection Agency (EPA)  
required vehicle manufacturers to include a self-diagnostic  
program in their on-board computers. The program would be  
capable of identifying emissions-related faults in a system. The  
first generation of Onboard Diagnostics came to be known as  
OBD1.  
OBD1 is a set of self-testing and diagnostic instructions  
programmed into the vehicle’s on-board computer. The  
programs are specifically designed to detect failures in the sensors,  
actuators, switches and wiring of the various vehicle emissions-related  
systems. If the computer detects a failure in any of these components or  
systems, it lights an indicator on the dashboard to alert the driver. The  
indicator lights only when an emissions-related problem is detected.  
The computer also assigns a numeric code for each specific problem  
that it detects, and stores these codes in its memory for later retrieval.  
These codes can be retrieved from the computer’s memory with the use  
of a “Code Reader” or a “Scan Tool.”  
On-Board Diagnostics - Second Generation (OBD2)  
In addition to performing all the  
functions of the OBD1 System, the  
The OBD2 System is  
an enhancement of the  
OBD2 System has been enhanced with  
new Diagnostic Programs. These  
OBD1 System.  
programs closely monitor the functions  
of various emissions-related compo-  
nents and systems (as well as other  
systems) and make this information readily available (with  
the proper equipment) to the technician for evaluation.  
The California Air Resources Board (CARB) conducted  
studies on OBD1 equipped vehicles. The information that was  
gathered from these studies showed the following:  
A large number of vehicles had deteriorating or degraded  
emissions-related components. These components were  
causing an increase in emissions.  
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Onboard Diagnostics  
COMPUTER ENGINE CONTROLS  
Because OBD1 systems only detect failed components, the  
degraded components were not setting codes.  
Some emissions problems related to degraded components only  
occur when the vehicle is being driven under a load. The emission  
checks being conducted at the time were not performed under  
simulated driving conditions. As a result, a significant number of  
vehicles with degraded components were passing Emissions Tests.  
Codes, code definitions, diagnostic connectors, communication  
protocols and emissions terminology were different for each  
manufacturer. This caused confusion for the technicians working on  
different make and model vehicles.  
To address the problems made evident by this study, CARB and the  
EPA passed new laws and standardization requirements. These laws  
required that vehicle manufacturers to equip their new vehicles with  
devices capable of meeting all of the new emissions standards and  
regulations. It was also decided that an enhanced on-board diagnostic  
system, capable of addressing all of these problems, was needed. This  
new system is known as “On-Board Diagnostics Generation Two  
(OBD2).” The primary objective of the OBD2 system is to comply with  
the latest regulations and emissions standards established by CARB  
and the EPA.  
The Main Objectives of the OBD2 System are:  
To detect degraded and/or failed emissions-related components or  
systems that could cause tailpipe emissions to exceed by 1.5 times  
the Federal Test Procedure (FTP) standard.  
To expand emissions-related system monitoring. This includes a set  
of computer run diagnostics called Monitors. Monitors perform  
diagnostics and testing to verify that all emissions-related  
components and/or systems are operating correctly and within the  
manufacturer’s specifications.  
To use a standardized Diagnostic Link Connector (DLC) in all  
vehicles. (Before OBD2, DLCs were of different shapes and sizes.)  
To standardize the code numbers, code definitions and language  
used to describe faults. (Before OBD2, each vehicle manufacturer  
used their own code numbers, code definitions and language to  
describe the same faults.)  
To expand the operation of the Malfunction Indicator Lamp (MIL).  
To standardize communication procedures and protocols between  
the diagnostic equipment (Scan Tools, Code Readers, etc.) and the  
vehicle’s on-board computer.  
OBD2 Terminology  
The following terms and their definitions are related to OBD2 systems.  
Read and reference this list as needed to aid in the understanding of  
OBD2 systems.  
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Onboard Diagnostics  
COMPUTER ENGINE CONTROLS  
Powertrain Control Module (PCM) - The PCM is the OBD2  
accepted term for the vehicle’s “on-board computer.” In addition  
to controlling the engine management and emissions systems,  
the PCM also participates in controlling the powertrain  
(transmission) operation. Most PCMs also have the ability to  
communicate with other computers on the vehicle (ABS, ride  
control, body, etc.).  
Monitor - Monitors are “diagnostic routines” programmed into the  
PCM. The PCM utilizes these programs to run diagnostic tests, and  
to monitor operation of the vehicle’s emissions-related components  
or systems to ensure they are operating correctly and within the  
vehicle’s manufacturer specifications. Currently, up to fifteen  
Monitors are used in OBD2 systems. Additional Monitors will be  
added as the OBD2 system is further developed.  
Not all vehicles support all fifteen Monitors.  
Enabling Criteria - Each Monitor is designed to test and monitor  
the operation of a specific part of the vehicle’s emissions system  
(EGR system, oxygen sensor, catalytic converter, etc.). A specific  
set of “conditions” or “driving procedures” must be met before the  
computer can command a Monitor to run tests on its related system.  
These “conditions” are known as “Enabling Criteria.” The  
requirements and procedures vary for each Monitor. Some Monitors  
only require the ignition key to be turned “On” for them to run and  
complete their diagnostic testing. Others may require a set of  
complex procedures, such as, starting the vehicle when cold,  
bringing it to operating temperature, and driving the vehicle under  
specific conditions before the Monitor can run and complete its  
diagnostic testing.  
Monitor Has/Has Not Run - The terms “Monitor has run” or  
“Monitor has not run” are used throughout this manual. “Monitor  
has run,” means the PCM has commanded a particular Monitor to  
perform the required diagnostic testing on a system to ensure the  
system is operating correctly (within factory specifications). The term  
Monitor has not run” means the PCM has not yet commanded a  
particular Monitor to perform diagnostic testing on its associated part  
of the emissions system.  
Trip - A Trip for a particular Monitor requires that the vehicle is  
being driven in such a way that all the required “Enabling Criteria”  
for the Monitor to run and complete its diagnostic testing are met.  
The “Trip Drive Cycle” for a particular Monitor begins when the  
ignition key is turned “On.” It is successfully completed when all the  
“Enabling Criteria” for the Monitor to run and complete its diagnostic  
testing are met by the time the ignition key is turned “Off.” Since  
each of the eleven monitors is designed to run diagnostics and  
testing on a different part of the engine or emissions system, the  
“Trip Drive Cycle” needed for each individual Monitor to run and  
complete varies.  
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Onboard Diagnostics  
DIAGNOSTIC TROUBLE CODES (DTCs)  
OBD2 Drive Cycle - An OBD2 Drive Cycle is an extended set of  
driving procedures that takes into consideration the various types of  
driving conditions encountered in real life. These conditions may  
include starting the vehicle when it is cold, driving the vehicle at a  
steady speed (cruising), accelerating, etc. An OBD2 Drive Cycle  
begins when the ignition key is turned “On” (when cold) and ends  
when the vehicle has been driven in such a way as to have all the  
“Enabling Criteria” met for all its applicable Monitors. Only those  
trips that provide the Enabling Criteria for all Monitors applicable to  
the vehicle to run and complete their individual diagnostic tests  
qualify as an OBD2 Drive Cycle. OBD2 Drive Cycle requirements  
vary from one model of vehicle to another. Vehicle manufacturers  
set these procedures. Consult your vehicle’s service manual for  
OBD2 Drive Cycle procedures.  
Do not confuse a “Trip” Drive Cycle with an OBD2 Drive Cycle.  
A “Trip” Drive Cycle provides the “Enabling Criteria” for one  
specific Monitor to run and complete its diagnostic testing. An  
OBD2 Drive Cycle must meet the “Enabling Criteria” for all  
Monitors on a particular vehicle to run and complete their  
diagnostic testing.  
Warm-up Cycle - Vehicle operation after an engine off period where  
engine temperature rises at least 40°F (22°C) from its temperature  
before starting, and reaches at least 160°F (70°C). The PCM uses  
warm-up cycles as a counter to automatically erase a specific code  
and related data from its memory. When no faults related to the  
original problem are detected within a specified number of warm-up  
cycles, the code is erased automatically.  
DIAGNOSTIC TROUBLE CODES (DTCs)  
Diagnostic Trouble Codes (DTCs) are  
meant to guide you to the proper  
service procedure in the vehicle’s  
service manual. DO NOT replace parts  
based only on DTCs without first  
consulting the vehicle’s service manual  
for proper testing procedures for that  
particular system, circuit or component.  
Diagnostic Trouble  
Codes (DTCs) are  
codes that identify a  
specific problem area.  
DTCs are alphanumeric codes that are used to identify a  
problem that is present in any of the systems that are  
monitored by the on-board computer (PCM). Each trouble  
code has an assigned message that identifies the circuit,  
component or system area where the problem was found.  
OBD2 diagnostic trouble codes are made up of five characters:  
The 1st character is a letter (B, C, P or U). It identifies the “main  
system” where the fault occurred (Body, Chassis, Powertrain, or  
Network).  
The 2nd character is a numeric digit (0 thru 3). It identifies the  
“type” of code (Generic or Manufacturer-Specific).  
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Onboard Diagnostics  
DIAGNOSTIC TROUBLE CODES (DTCs)  
Generic DTCs are codes that are used by all vehicle manu-  
facturers. The standards for generic DTCs, as well as their  
definitions, are set by the Society of Automotive Engineers (SAE).  
Manufacturer-Specific DTCs are codes that are controlled by  
the vehicle manufacturers. The Federal Government does not  
require vehicle manufacturers to go beyond the standardized  
generic DTCs in order to comply with the new OBD2 emissions  
standards. However, manufacturers are free to expand beyond  
the standardized codes to make their systems easier to  
diagnose.  
The 3rd character is a letter or a numeric digit (0 thru 9, A thru F).  
It identifies the specific system or sub-system where the problem is  
located.  
The 4th and 5th characters are letters or numeric digits (0 thru 9, A  
thru F). They identify the section of the system that is malfunctioning.  
OBD2 DTC EXAMPLE  
P0201 - Injector Circuit Malfunction, Cylinder 1  
P 0 2 0 1  
B - Body  
C - Chassis  
P - Powertrain  
U - Network  
0 - Generic  
1 - Manufacturer Specific  
2 - Generic ("P" Codes) and Manufacturer  
Specific ("B", "C" and "U" Codes)  
3 - Includes both Generic and Manufacturer  
Specific Codes  
Identifies the system where the problem is  
located. "P" Code systems are listed below.  
"B", "C" and "U" Code systems will vary.  
0 - Fuel and Air Metering; Auxiliary Emission  
Controls  
1 - Fuel and Air Metering  
2 - Fuel and Air Metering (injector circuit  
malfunction only)  
3 - Ignition System or Misfire  
4 - Auxiliary Emission Control System  
5 - Vehicle Speed Control and Idle Control  
System  
6 - Computer Output Circuits  
7 - Transmission  
8 - Transmission  
9 - Transmission  
A - Hybrid Propulsion  
B - Hybrid Propulsion  
C - Hybrid Propulsion  
Identifies what section of the system  
is malfunctioning  
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Onboard Diagnostics  
DIAGNOSTIC TROUBLE CODES (DTCs)  
DTCs and MIL Status  
When the vehicle’s on-board computer detects  
a failure in an emissions-related component or  
system, the computer’s internal diagnostic  
program assigns a diagnostic trouble code  
(DTC) that points to the system (and subsystem)  
where the fault was found. The diagnostic  
program saves the code in the computer’s  
memory. It records a “Freeze Frame” of condi-  
tions present when the fault was found, and lights the Malfunction  
Indicator Lamp (MIL). Some faults require detection for two trips in a row  
before the MIL is turned on.  
The “Malfunction Indicator Lamp” (MIL) is the accepted term  
used to describe the lamp on the dashboard that lights to warn  
the driver that an emissions-related fault has been found.  
Some manufacturers may still call this lamp a “Check Engine”  
or “Service Engine Soon” light.  
There are two types of DTCs used for emissions-related faults: Type “A”  
and Type “B.” Type “A” codes are “One-Trip” codes; Type “B” DTCs are  
usually Two-Trip DTCs.  
When a Type “A” DTC is found on the First Trip, the following events  
take place:  
The computer commands the MIL “On” when the failure is first found.  
If the failure causes a severe misfire that may cause damage to the  
catalytic converter, the MIL “flashes” once per second. The MIL  
continues to flash as long as the condition exists. If the condition  
that caused the MIL to flash is no longer present, the MIL will light  
“steady” On.  
A DTC is saved in the computer’s memory for later retrieval.  
A “Freeze Frame” of the conditions present in the engine or emissions  
system when the MIL was ordered “On” is saved in the computer’s  
memory for later retrieval. This information shows fuel system status  
(closed loop or open loop), engine load, coolant temperature, fuel trim  
value, MAP vacuum, engine RPM and DTC priority.  
When a Type “B” DTC is found on the First Trip, the following events  
take place:  
The computer sets a Pending DTC, but the MIL is not ordered “On.”  
“Freeze Frame” data may or may not be saved at this time  
depending on manufacturer. The Pending DTC is saved in the  
computer’s memory for later retrieval.  
If the failure is found on the second consecutive trip, the MIL is  
ordered “On.” “Freeze Frame” data is saved in the computer’s  
memory.  
If the failure is not found on the second Trip, the Pending DTC is  
erased from the computer’s memory.  
The MIL will stay lit for both Type “A” and Type “B” codes until one of  
the following conditions occurs:  
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Onboard Diagnostics  
OBD2 MONITORS  
If the conditions that caused the MIL to light are no longer present  
for the next three trips in a row, the computer automatically turns the  
MIL “Off” if no other emissions-related faults are present. However,  
the DTCs remain in the computer’s memory as a history code for 40  
warm-up cycles (80 warm-up cycles for fuel and misfire faults). The  
DTCs are automatically erased if the fault that caused them to be  
set is not detected again during that period.  
Misfire and fuel system faults require three trips with “similar  
conditions” before the MIL is turned “Off.” These are trips where the  
engine load, RPM and temperature are similar to the conditions  
present when the fault was first found.  
After the MIL has been turned off, DTCs and Freeze Frame  
data stay in the computer’s memory.  
Erasing the DTCs from the computer’s memory can also turn off the  
MIL. See ERASING DIAGNOSTIC TROUBLE CODES (DTCs) on  
page 28, before erasing codes from the computer’s memory. If a  
Diagnostic Tool or Scan Tool is used to erase the codes, Freeze  
Frame data will also be erased.  
OBD2 MONITORS  
To ensure the correct operation of the various emissions-related  
components and systems, a diagnostic program was developed and  
installed in the vehicle’s on-board computer. The program has several  
procedures and diagnostic strategies. Each procedure or diagnostic  
strategy is made to monitor the operation of, and run diagnostic tests on,  
a specific emissions-related component or system. These tests ensure  
the system is running correctly and is within the manufacturer’s  
specifications. On OBD2 systems, these procedures and diagnostic  
strategies are called “Monitors.”  
Currently, fifteen Monitors are supported by OBD2 systems. Additional  
monitors may be added as a result of Government regulations as the  
OBD2 system grows and matures. Not all vehicles support all fifteen  
Monitors. Additionally, some Monitors are supported by “spark ignition”  
vehicles only, while others are supported by “compression ignition”  
vehicles only.  
Monitor operation is either “Continuous” or “Non-Continuous,”  
depending on the specific monitor.  
Continuous Monitors  
Three of these Monitors are designed to constantly monitor their  
associated components and/or systems for proper operation.  
Continuous Monitors run constantly when the engine is running. The  
Continuous Monitors are:  
Comprehensive Component Monitor (CCM)  
Misfire Monitor  
Fuel System Monitor  
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Onboard Diagnostics  
OBD2 MONITORS  
Non-Continuous Monitors  
The other twelve Monitors are “non-continuous” Monitors. “Non-  
continuous” Monitors perform and complete their testing once per trip.  
The “non-continuous” Monitors are:  
Oxygen Sensor Monitor  
Oxygen Sensor Heater Monitor  
Catalyst Monitor  
Heated Catalyst Monitor  
EGR System Monitor  
EVAP System Monitor  
Secondary Air System Monitor  
The following Monitors will be standard beginning in 2010. The  
majority of vehicles produced before this time will not support  
these Monitors  
NMHC Monitor  
NOx Adsorber Monitor  
Boost Pressure System Monitor  
Exhaust Gas Sensor Monitor  
PM Filter Monitor  
The following provides a brief explanation of the function of each Monitor:  
Comprehensive Component Monitor (CCM) - This Monitor  
continuously checks all inputs and outputs from sensors,  
actuators, switches and other devices that provide a signal to the  
computer. The Monitor checks for shorts, opens, out of range value,  
functionality and “rationality.”  
Rationality: Each input signal is compared against all other  
inputs and against information in the computer’s memory to see  
if it makes sense under the current operating conditions.  
Example: The signal from the throttle position sensor indicates  
the vehicle is in a wide-open throttle condition, but the vehicle is  
really at idle, and the idle condition is confirmed by the signals  
from all other sensors. Based on the input data, the computer  
determines that the signal from the throttle position sensor is not  
rational (does not make sense when compared to the other  
inputs). In this case, the signal would fail the rationality test.  
The CCM is supported by both “spark ignition” vehicles and  
“compression ignition” vehicles. The CCM may be either a “One-Trip” or  
a “Two-Trip” Monitor, depending on the component.  
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Onboard Diagnostics  
OBD2 MONITORS  
Fuel System Monitor - This Monitor uses a Fuel System  
Correction program, called Fuel Trim, inside the on-board  
computer. Fuel Trim is a set of positive and negative values that  
represent adding or subtracting fuel from the engine. This program is  
used to correct for a lean (too much air/not enough fuel) or rich (too  
much fuel/not enough air) air-fuel mixture. The program is designed to  
add or subtract fuel, as needed, up to a certain percent. If the correction  
needed is too large and exceeds the time and percent allowed by the  
program, a fault is indicated by the computer.  
The Fuel System Monitor is supported by both “spark ignition” vehicles  
and “compression ignition” vehicles. The Fuel System Monitor may be a  
“One-Trip” or “Two-Trip” Monitor, depending on the severity of the  
problem.  
Misfire Monitor - This Monitor continuously checks for engine misfires.  
A misfire occurs when the air-fuel mixture in the cylinder does not ignite.  
The misfire Monitor uses changes in crankshaft speed to sense an engine  
misfire. When a cylinder misfires, it no longer contributes to the speed of the  
engine, and engine speed decreases each time the affected cylinder(s) misfire.  
The misfire Monitor is designed to sense engine speed fluctuations and  
determine from which cylinder(s) the misfire is coming, as well as how bad the  
misfire is. There are three types of engine misfires, Types 1, 2, and 3.  
-
Type 1 and Type 3 misfires are two-trip monitor faults. If a fault is sensed  
on the first trip, the computer temporarily saves the fault in its memory as  
a Pending Code. The MIL is not commanded on at this time. If the fault is  
found again on the second trip, under similar conditions of engine speed,  
load and temperature, the computer commands the MIL “On,” and the  
code is saved in its long term memory.  
- Type 2 misfires are the most severe type of misfire. When a Type 2  
misfire is sensed on the first trip, the computer commands the MIL to  
light when the misfire is sensed. If the computer determines that a  
Type 2 misfire is severe , and may cause catalytic converter damage,  
it commands the MIL to “flash” once per second as soon as the  
misfire is sensed. When the misfire is no longer present, the MIL  
reverts to steady “On” condition.  
The Misfire Monitor is supported by both “spark ignition” vehicles and  
“compression ignition” vehicles.  
Catalyst Monitor - The catalytic converter is a device that is  
installed downstream of the exhaust manifold. It helps to oxidize  
(burn) the unburned fuel (hydrocarbons) and partially burned fuel  
(carbon monoxide) left over from the combustion process. To  
accomplish this, heat and catalyst materials inside the converter react  
with the exhaust gases to burn the remaining fuel. Some materials  
inside the catalytic converter also have the ability to store oxygen, and  
release it as needed to oxidize hydrocarbons and carbon monoxide. In  
the process, it reduces vehicle emissions by converting the polluting  
gases into carbon dioxide and water.  
The computer checks the efficiency of the catalytic converter by  
monitoring the oxygen sensors used by the system. One sensor is located  
before (upstream of) the converter; the other is located after (downstream  
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Onboard Diagnostics  
OBD2 MONITORS  
of) the converter. If the catalytic converter loses its ability to store oxygen,  
the downstream sensor signal voltage becomes almost the same as the  
upstream sensor signal. In this case, the monitor fails the test.  
The Catalyst Monitor is supported by “spark ignition” vehicles only. The  
Catalyst Monitor is a “Two-Trip” Monitor. If a fault is found on the first  
trip, the computer temporarily saves the fault in its memory as a  
Pending Code. The computer does not command the MIL on at this time.  
If the fault is sensed again on the second trip, the computer commands  
the MIL “On” and saves the code in its long-term memory.  
Heated Catalyst Monitor - Operation of the “heated” catalytic  
converter is similar to the catalytic converter. The main difference  
is that a heater is added to bring the catalytic converter to its operating  
temperature more quickly. This helps reduce emissions by reducing the  
converter’s down time when the engine is cold. The Heated Catalyst  
Monitor performs the same diagnostic tests as the catalyst Monitor, and  
also tests the catalytic converter’s heater for proper operation.  
The Heated Catalyst Monitor is supported by “spark ignition” vehicles  
only. This Monitor is also a “Two-Trip” Monitor.  
Exhaust Gas Recirculation (EGR) Monitor - The Exhaust Gas  
Recirculation (EGR) system helps reduce the formation of Oxides  
of Nitrogen during combustion. Temperatures above 2500°F cause  
nitrogen and oxygen to combine and form Oxides of Nitrogen in the  
combustion chamber. To reduce the formation of Oxides of Nitrogen,  
combustion temperatures must be kept below 2500°F. The EGR system  
recirculates small amounts of exhaust gas back into the intake manifold,  
where it is mixed with the incoming air/fuel mixture. This reduces  
combustion temperatures by up to 500°F. The computer determines  
when, for how long, and how much exhaust gas is recirculated back to  
the intake manifold. The EGR Monitor performs EGR system function  
tests at preset times during vehicle operation.  
The EGR Monitor is supported by both “spark ignition” vehicles and  
“compression ignition” vehicles. The EGR Monitor is a “Two-Trip”  
Monitor. If a fault is found on the first trip, the computer temporarily  
saves the fault in its memory as a Pending Code. The computer does  
not command the MIL on at this time. If the fault is sensed again on the  
second trip, the computer commands the MIL “On,” and saves the code  
in its long-term memory.  
Evaporative System (EVAP) Monitor - OBD2 vehicles are  
equipped with a fuel Evaporative system (EVAP) that helps  
prevent fuel vapors from evaporating into the air. The EVAP system  
carries fumes from the fuel tank to the engine where they are burned  
during combustion. The EVAP system may consist of a charcoal  
canister, fuel tank cap, purge solenoid, vent solenoid, flow monitor, leak  
detector and connecting tubes, lines and hoses.  
Fumes are carried from the fuel tank to the charcoal canister by hoses  
or tubes. The fumes are stored in the charcoal canister. The computer  
controls the flow of fuel vapors from the charcoal canister to the engine  
via a purge solenoid. The computer energizes or de-energizes the purge  
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Onboard Diagnostics  
OBD2 MONITORS  
solenoid (depending on solenoid design). The purge solenoid opens a  
valve to allow engine vacuum to draw the fuel vapors from the canister  
into the engine where the vapors are burned. The EVAP Monitor checks  
for proper fuel vapor flow to the engine, and pressurizes the system to  
test for leaks. The computer runs this Monitor once per trip.  
The EVAP Monitor is supported by “spark ignition” vehicles only. The  
EVAP Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip,  
the computer temporarily saves the fault in its memory as a Pending  
Code. The computer does not command the MIL on at this time. If the  
fault is sensed again on the second trip, the PCM commands the MIL  
“On,” and saves the code in its long-term memory.  
Oxygen Sensor Heater Monitor - The Oxygen Sensor Heater  
Monitor tests the operation of the oxygen sensor’s heater. There  
are two modes of operation on a computer-controlled vehicle: “open-  
loop” and “closed-loop.” The vehicle operates in open-loop when the  
engine is cold, before it reaches normal operating temperature. The  
vehicle also goes to open-loop mode at other times, such as heavy load  
and full throttle conditions. When the vehicle is running in open-loop, the  
oxygen sensor signal is ignored by the computer for air/fuel mixture  
corrections. Engine efficiency during open-loop operation is very low,  
and results in the production of more vehicle emissions.  
Closed-loop operation is the best condition for both vehicle emissions  
and vehicle operation. When the vehicle is operating in closed-loop, the  
computer uses the oxygen sensor signal for air/fuel mixture corrections.  
In order for the computer to enter closed-loop operation, the oxygen  
sensor must reach a temperature of at least 600°F. The oxygen sensor  
heater helps the oxygen sensor reach and maintain its minimum  
operating temperature (600°F) more quickly, to bring the vehicle into  
closed-loop operation as soon as possible.  
The Oxygen Sensor Heater Monitor is supported by “spark ignition”  
vehicles only. The Oxygen Sensor Heater Monitor is a “Two-Trip”  
Monitor. If a fault is found on the first trip, the computer temporarily  
saves the fault in its memory as a Pending Code. The computer does  
not command the MIL on at this time. If the fault is sensed again on the  
second trip, the computer commands the MIL “On,” and saves the code  
in its long-term memory.  
Oxygen Sensor Monitor - The Oxygen Sensor monitors how  
much oxygen is in the vehicle’s exhaust. It generates a varying  
voltage of up to one volt, based on how much oxygen is in the exhaust  
gas, and sends the signal to the computer. The computer uses this  
signal to make corrections to the air/fuel mixture. If the exhaust gas has  
a large amount of oxygen (a lean air/fuel mixture), the oxygen sensor  
generates a “low” voltage signal. If the exhaust gas has very little  
oxygen (a rich mixture condition), the oxygen sensor generates a “high”  
voltage signal. A 450mV signal indicates the most efficient, and least  
polluting, air/fuel ratio of 14.7 parts of air to one part of fuel.  
The oxygen sensor must reach a temperature of at least 600-650°F,  
and the engine must reach normal operating temperature, for the  
computer to enter into closed-loop operation. The oxygen sensor only  
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Onboard Diagnostics  
OBD2 MONITORS  
functions when the computer is in closed-loop. A properly operating  
oxygen sensor reacts quickly to any change in oxygen content in the  
exhaust stream. A faulty oxygen sensor reacts slowly, or its voltage  
signal is weak or missing.  
The Oxygen Sensor Monitor is supported by “spark ignition” vehicles  
only. The Oxygen Sensor Monitor is a “Two-Trip” monitor. If a fault is  
found on the first trip, the computer temporarily saves the fault in its  
memory as a Pending Code. The computer does not command the MIL  
on at this time. If the fault is sensed again on the second trip, the  
computer commands the MIL “On,” and saves the code in its long-term  
memory.  
Secondary Air System Monitor - When a cold engine is first  
started, it runs in open-loop mode. During open-loop operation,  
the engine usually runs rich. A vehicle running rich wastes fuel and  
creates increased emissions, such as carbon monoxide and some  
hydrocarbons. A Secondary Air System injects air into the exhaust  
stream to aid catalytic converter operation:  
1. It supplies the catalytic converter with the oxygen it needs to oxidize  
the carbon monoxide and hydrocarbons left over from the  
combustion process during engine warm-up.  
2. The extra oxygen injected into the exhaust stream also helps the  
catalytic converter reach operating temperature more quickly during  
warm-up periods. The catalytic converter must heat to operating  
temperature to work properly.  
The Secondary Air System Monitor checks for component integrity and  
system operation, and tests for faults in the system. The computer runs  
this Monitor once per trip.  
The Secondary Air System Monitor is a “Two-Trip” monitor. If a fault is  
found on the first trip, the computer temporarily saves this fault in its  
memory as a Pending Code. The computer does not command the MIL  
on at this time. If the fault is sensed again on the second trip, the  
computer commands the MIL “On,” and saves the code in its long-term  
memory.  
Non-Methane Hydrocarbon Catalyst (NMHC) Monitor - The  
non-methane hydrocarbon catalyst is a type of catalytic converter.  
It helps to remove non-methane hydrocarbons (NMH) left over from the  
combustion process from the exhaust stream. To accomplish this, heat  
and catalyst materials react with the exhaust gases to convert NMH to  
less harmful compounds. The computer checks the efficiency of the  
catalyst by monitoring the quantity of NMH in the exhaust stream. The  
monitor also verifies that sufficient temperature is present to aid in  
particulate matter (PM) filter regeneration.  
The NMHC Monitor is supported by “compression ignition” vehicles only.  
The NMHC Monitor is a “Two-Trip” Monitor. If a fault is found on the first  
trip, the computer temporarily saves the fault in its memory as a  
Pending Code. The computer does not command the MIL on at this time.  
If the fault is sensed again on the second trip, the computer commands  
the MIL “On,” and saves the code in its long-term memory.  
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Onboard Diagnostics  
OBD2 MONITORS  
NOx Aftertreatment Monitor - NOx aftertreatment is based on a  
catalytic converter support that has been coated with a special  
washcoat containing zeolites. NOx Aftertreatment is designed to reduce  
oxides of nitrogen emitted in the exhaust stream. The zeolite acts as a  
molecular "sponge" to trap the NO and NO2 molecules in the exhaust  
stream. In some implementations, injection of a reactant before the  
aftertreatment purges it. NO2 in particular is unstable, and will join with  
hydrocarbons to produce H2O and N2. The NOx Aftertreatment Monitor  
monitors the function of the NOx aftertreatment to ensure that tailpipe  
emissions remain within acceptable limits.  
The NOx Aftertreatment Monitor is supported by “compression ignition”  
vehicles only. The NOx Aftertreatment Monitor is a “Two-Trip” Monitor. If  
a fault is found on the first trip, the computer temporarily saves the fault  
in its memory as a Pending Code. The computer does not command the  
MIL on at this time. If the fault is sensed again on the second trip, the  
computer commands the MIL “On,” and saves the code in its long-term  
memory.  
Boost Pressure System Monitor - The boost pressure system  
serves to increase the pressure produced inside the intake  
manifold to a level greater than atmospheric pressure. This increase in  
pressure helps to ensure compete combustion of the air-fuel mixture.  
The Boost Pressure System Monitor checks for component integrity and  
system operation, and tests for faults in the system. The computer runs  
this Monitor once per trip.  
The Boost Pressure System Monitor is supported by “compression  
ignition” vehicles only. The Boost Pressure System Monitor is a “Two-  
Trip” Monitor. If a fault is found on the first trip, the computer temporarily  
saves the fault in its memory as a Pending Code. The computer does  
not command the MIL on at this time. If the fault is sensed again on the  
second trip, the computer commands the MIL “On,” and saves the code  
in its long-term memory.  
Exhaust Gas Sensor Monitor - The exhaust gas sensor is used  
by a number of systems/monitors to determine the content of the  
exhaust stream. The computer checks for component integrity, system  
operation, and tests for faults in the system, as well as feedback faults  
that may affect other emission control systems.  
The Exhaust Gas Sensor Monitor is supported by “compression ignition”  
vehicles only. The Exhaust Gas Sensor Monitor is a “Two-Trip” Monitor.  
If a fault is found on the first trip, the computer temporarily saves the  
fault in its memory as a Pending Code. The computer does not  
command the MIL on at this time. If the fault is sensed again on the  
second trip, the computer commands the MIL “On,” and saves the code  
in its long-term memory.  
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Onboard Diagnostics  
OBD2 MONITORS  
PM Filter Monitor - The particulate matter (PM) filter removes  
particulate matter from the exhaust stream by filtration. The filter  
has a honeycomb structure similar to a catalyst substrate, but with the  
channels blocked at alternate ends. This forces the exhaust gas to flow  
through the walls between the channels, filtering the particulate matter  
out. The filters are self-cleaning by periodic modification of the exhaust  
gas concentration in order to burn off the trapped particles (oxidizing the  
particles to form CO2 and water). The computer monitors the efficiency  
of the filter in trapping particulate matter, as well as the ability of the filter  
to regenerate (self-clean).  
The PM Filter Monitor is supported by “compression ignition” vehicles  
only. The PM Filter Monitor is a “Two-Trip” Monitor. If a fault is found on  
the first trip, the computer temporarily saves the fault in its memory as a  
Pending Code. The computer does not command the MIL on at this time.  
If the fault is sensed again on the second trip, the computer commands  
the MIL “On,” and saves the code in its long-term memory.  
OBD2 Reference Table  
The table below lists current OBD2 Monitors, and indicates the following  
for each Monitor:  
A. Monitor Type (how often does the Monitor run; Continuous or  
Once per trip)  
B. Number of trips needed, with a fault present, to set a pending DTC  
C. Number of consecutive trips needed, with a fault present, to  
command the MIL “On” and store a DTC  
D. Number of trips needed, with no faults present, to erase a Pending  
DTC  
E. Number and type of trips or drive cycles needed, with no faults  
present, to turn off the MIL  
F. Number of warm-up periods needed to erase the DTC from the  
computer’s memory after the MIL is turned off  
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Onboard Diagnostics  
OBD2 MONITORS  
Name of  
Monitor  
A
B
C
D
E
F
Comprehensive  
Component Monitor  
Continuous  
1
2
1
3
40  
Misfire Monitor  
(Type 1 and 3)  
3 - similar  
conditions  
Continuous  
Continuous  
Continuous  
1
2
1
80  
80  
80  
40  
40  
40  
Misfire Monitor  
(Type 2)  
3 - similar  
conditions  
1
Fuel System Monitor  
3 - similar  
conditions  
1
1
1
1
1 or 2  
1
1
1
1
Catalytic Converter  
Monitor  
Once per  
trip  
2
2
2
3 trips  
3 trips  
3 trips  
Oxygen Sensor  
Monitor  
Once per  
trip  
Oxygen Sensor  
Heater Monitor  
Once per  
trip  
Exhaust Gas  
Recirculation (EGR)  
Monitor  
Once per  
trip  
1
1
2
2
1
1
3 trips  
3 trips  
40  
40  
Evaporative  
Emissions Controls  
Monitor  
Once per  
trip  
Secondary Air  
System (AIR) Monitor  
Once per  
trip  
1
1
1
1
1
1
2
2
2
2
2
2
1
1
1
1
1
1
3 trips  
3 trips  
3 trips  
3 trips  
3 trips  
3 trips  
40  
40  
40  
40  
40  
40  
NMHC Monitor  
Once per  
trip  
NOx Adsorber  
Monitor  
Once per  
trip  
Boost Pressure  
System Monitor  
Once per  
trip  
Exhaust Gas Sensor  
Monitor  
Once per  
trip  
PM Filter Monitor  
Once per  
trip  
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Preparation for Testing  
BEFORE YOU BEGIN - VEHICLE SERVICE MANUALS  
BEFORE YOU BEGIN  
Fix any known mechanical problems before performing any test. See  
your vehicle's service manual or a mechanic for more information.  
Check the following areas before starting any test:  
Check the engine oil, power steering fluid, transmission fluid (if  
applicable), engine coolant and other fluids for proper levels. Top off  
low fluid levels if needed.  
Make sure the air filter is clean and in good condition. Make sure all  
air filter ducts are properly connected. Check the air filter ducts for  
holes, rips or cracks.  
Make sure all engine belts are in good condition. Check for cracked,  
torn, brittle, loose or missing belts.  
Make sure mechanical linkages to engine sensors (throttle, gearshift  
position, transmission, etc.) are secure and properly connected. See  
your vehicle's service manual for locations.  
Check all rubber hoses (radiator) and steel hoses (vacuum/fuel) for  
leaks, cracks, blockage or other damage. Make sure all hoses are  
routed and connected properly.  
Make sure all spark plugs are clean and in good condition. Check  
for damaged, loose, disconnected or missing spark plug wires.  
Make sure the battery terminals are clean and tight. Check for  
corrosion or broken connections. Check for proper battery and  
charging system voltages.  
Check all electrical wiring and harnesses for proper connection. Make  
sure wire insulation is in good condition, and there are no bare wires.  
Make sure the engine is mechanically sound. If needed, perform a com-  
pression check, engine vacuum check, timing check (if applicable), etc.  
VEHICLE SERVICE MANUALS  
Always refer to the manufacturer's service manual for your vehicle  
before performing any test or repair procedures. Contact your local car  
dealership, auto parts store or bookstore for availability of these  
manuals. The following companies publish valuable repair manuals:  
Haynes Publications - 861 Lawrence Drive, Newbury Park,  
Mitchell 1 - 14145 Danielson Street, Poway, California 92064  
Motor Publications - 5600 Crooks Road, Suite 200, Troy, Michigan  
FACTORY SOURCES  
Ford, GM, Chrysler, Honda, Isuzu, Hyundai and Subaru Service Manuals  
Helm Inc. - 14310 Hamilton Avenue, Highland Park, Michigan  
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Using the Code Reader  
CODE RETRIEVAL PROCEDURE  
CODE RETRIEVAL PROCEDURE  
Never replace a part based only on the DTC definition. Each DTC has a  
set of testing procedures, instructions and flow charts that must be  
followed to confirm the location of the problem. This information is found  
in the vehicle's service manual. Always refer to the vehicle's service  
manual for detailed testing instructions.  
Check your vehicle thoroughly before performing any test. See  
Preparation for Testing on page 25 for details.  
ALWAYS observe safety precautions whenever working on a  
vehicle. See Safety Precautions on page 3 for more information.  
1. Turn the ignition off.  
2. Locate the vehicle's 16-pin Data Link  
Connector (DLC). See page  
connector location.  
4
for  
3. Connect the Code Reader’s cable  
connector to the vehicle's DLC. The  
cable connector is keyed and will only fit  
one way.  
If you have problems connecting the  
cable connector to the DLC, rotate  
the connector 180° and try again.  
If you still have problems, check the  
DLC on the vehicle and on the Code  
Reader. Refer to your vehicle's  
service manual to properly check the  
vehicle's DLC.  
After the Code Reader’s test connector is properly connected to  
the vehicle's DLC, the Vehicle icon  
a good power connection.  
should display to confirm  
4. Turn the ignition on. DO NOT start the  
engine.  
5. The Code Reader will automatically link  
to the vehicle’s computer.  
The LCD display will show "rEAd.” If  
the LCD display is blank, it indicates  
there is no power at the vehicle's  
DLC. Check your fuse panel and  
replace any burned-out fuses.  
If replacing the fuse(s) does not correct  
the problem, see your vehicle's repair  
manual to locate the proper computer  
(PCM) fuse/circuit. Perform any  
necessary repairs before continuing.  
After 4-5 seconds, the Code Reader will retrieve and display  
any Diagnostic Trouble Codes that are in the vehicle's computer  
memory.  
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Using the Code Reader  
CODE RETRIEVAL PROCEDURE  
If an Error message is shown on the  
Code Reader’s LCD display, it  
indicates there is a communication  
problem. This means that the Code  
Reader is unable to communicate  
with the vehicle's computer. Do the  
following:  
-
Turn the ignition key off, wait 5 seconds and turn the key  
back on to reset the computer. Press the LINK  
button to  
re-link to the vehicle.  
-
Make sure your vehicle is OBD 2 compliant. See VEHICLES  
COVERED on page 4 for vehicle compliance verification  
information.  
6. Read and interpret the Diagnostic Trouble Codes using the LCD  
display and the green, yellow and red LEDs.  
The green, yellow and red LEDs are used (with the LCD  
display) as visual aids to make it easier for the user to  
determine engine system conditions.  
Green LED  
- Indicates that all  
engine systems are "OK" and  
running normally. All monitors on the  
vehicle are active and are performing  
their diagnostic testing, and no  
trouble codes are present. A zero will  
show on the Code Reader’s LCD  
display for further confirmation.  
Yellow LED  
- Indicates one of  
the following conditions:  
PENDING CODE PRESENT - If the  
yellow LED is lit, it may indicate the  
existence of a pending code. Check  
the Code Reader’s LCD display for  
confirmation.  
A
pending code is  
confirmed by the presence of  
a
numeric code and the word PENDING  
on the Code Reader’s LCD display. If  
no pending code is shown, the yellow  
LED indicates Monitor Status (see the  
following).  
MONITOR STATUS - If the Code  
Reader’s LCD display shows a zero  
(indicating there are no DTCs present  
in the vehicle's computer), but the  
yellow LED is lit, it indicates  
a
"Monitor Has Not Run" status. This  
means that some of the Monitors on  
the vehicle have not yet finished their  
diagnostic self-testing. This condition  
is confirmed by one or more blinking  
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Using the Code Reader  
ERASING DIAGNOSTIC TROUBLE CODES (DTCs)  
Monitor icons on the LCD display. A blinking Monitor icon means  
the Monitor has not yet run and finished its diagnostic self-testing.  
All Monitor icons that are solid have completed their diagnostic  
self-testing.  
Red LED  
- Indicates there is a  
problem with one or more of the  
vehicle's systems. The red LED is also  
used to show that DTC(s) are present  
(displayed on the Code Reader’s LCD  
display). In this case, the Multifunction  
Indicator (Check Engine) lamp on the  
vehicle's instrument panel will light  
steady on.  
The Code Reader will automatically re-link to the  
vehicle's computer every 15 seconds to refresh the  
data being retrieved. When data is being refreshed, a  
single beep will sound, and "rEAd" will be shown on  
the LCD display for 5-6 seconds. The Code Reader will  
then beep twice and return to displaying codes. This  
action repeats as long as the Code Reader is in com-  
munication with the vehicle's computer.  
The Code Reader will display a code only if codes are  
present in the vehicle's computer memory. If no codes  
are present, a "0" will be displayed.  
7. If more than one code is present, press and release the SCROLL  
button, as necessary, to display additional codes.  
Whenever the SCROLL function is used to view additional  
codes, the Code Reader’s communication link with the vehicle's  
computer disconnects. To re-establish communication, press the  
LINK  
button again.  
Use the included software or visit the manufacturer's website for Fault  
Code Definitions. Match the retrieved DTC(s) with those listed. Read the  
associated definition(s), and see the vehicle's service manual for further  
evaluation.  
ERASING DIAGNOSTIC TROUBLE CODES (DTCs)  
When the Code Reader’s ERASE function is used to erase  
the DTCs from the vehicle's on-board computer, "Freeze  
Frame" data and manufacturer-specific enhanced data are  
also erased.  
If you plan to take the vehicle to a Service Center for repair, DO NOT  
erase the codes from the vehicle's computer. If the codes are erased,  
valuable information that might help the technician troubleshoot the  
problem will also be erased.  
Erase DTCs from the computer's memory as follows:  
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Using the Code Reader  
ERASING DIAGNOSTIC TROUBLE CODES (DTCs)  
When DTCs are erased from the vehicle's computer memory,  
the I/M Readiness Monitor Status program resets status of all  
the Monitors to a not run "flashing" condition. To set all of the  
Monitors to a DONE status, an OBD 2 Drive Cycle must be  
performed. Refer to your vehicle's service manual for  
information on how to perform an OBD 2 Drive Cycle for the  
vehicle under test.  
1. If not connected already, connect the  
Code Reader to the vehicle's DLC. (If  
the Code Reader is already connected  
and linked to the vehicle's computer,  
proceed directly to step 4. If not,  
continue to step 2.)  
2. Turn the ignition on. DO NOT start the  
engine.  
The  
Code  
Reader  
will  
automatically link to the vehicle’s  
computer.  
3. Press and release the Code Reader’s  
ERASE  
button. The LCD display will  
indicate "SurE" for your confirmation.  
If you change your mind and do not  
wish to erase the codes, press the  
LINK  
button to return to the code  
retrieval function.  
If you wish to continue, press the  
ERASE  
button again.  
If the erase is successful, the LCD  
display will show “dOne” for three  
seconds. The Code Reader will re-  
link to the vehicle’s computer, and  
the LCD display will show “rEAd.”  
If the erase was not successful, the  
LCD display will show “FAIL.” Press  
the LINK  
button to re-link to the  
vehicle’s computer.  
Erasing DTCs does not fix the problem(s) that caused the  
code(s) to be set. If proper repairs to correct the problem that  
caused the code(s) to be set are not made, the code(s) will  
appear again (and the check engine light will illuminate) as  
soon as the vehicle is driven long enough for its Monitors to  
complete their testing.  
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Using the Code Reader  
ABOUT REPAIRSOLUTIONS®  
ABOUT REPAIRSOLUTIONS®  
RepairSolutions® is a web-based service created to assist both the do-  
it-yourselfer and professional technicians in quickly and accurately  
diagnosing and repairing today’s vehicles. RepairSolutions® allows you  
to view, save, and email the diagnostic data retrieved from a vehicle’s  
on-board computer(s) using the Code Reader. RepairSolutions® also  
provides access to an extensive knowledge database including:  
Verified Fixes – Find the most likely fixes reported and verified by  
ASE Technicians for the retrieved DTCs.  
Step-By-Step Repair Instructions  
instructions to properly perform the fix.  
View available repair  
How-To-Repair Videos – Watch repair video tutorials for valuable  
repair tips.  
Technical Service Bulletins – Research known problems reported  
by vehicle manufacturers.  
Safety Recalls – Research known safety concerns applicable to a  
vehicle.  
Hardware Requirements:  
Code Reader  
Mini USB Cable (included with tool)  
Minimum System Operating Requirements:  
Windows® PC System  
Windows® XP, Windows® Vista, or Windows® 7  
128 MD Ram  
Pentium III Processor  
One available USB port  
Internet Connection  
Internet Explorer 5.5, Netscape 7.0 or Firefox 1.0 browser  
Accessing RepairSolutions®  
1. Link your Code Reader to a vehicle and retrieve diagnostic data.  
RepairSolutions® software for your Code Reader. Select the  
Support tab, then choose Download.  
3. Connect the Code Reader to your PC using a Mini USB cable (cable  
included).  
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Using the Code Reader  
ABOUT REPAIRSOLUTIONS®  
Your default web browser launches automatically and connects  
4. Login to your RepairSolutions® account using your registered Email  
Address and Password.  
If you have not yet established an account, you must  
register for a FREE RepairSolutions® account before  
proceeding.  
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Vehicle Applications - ABS  
VEHICLE APPLICATIONS – MAKES COVERED  
The Code Reader has the ability to retrieve and erase ABS codes. Vehicle  
makes supported by the Code Reader are shown below. Please visit  
BUICK  
JEEP  
CADILLAC  
CHEVROLET  
CHRYSLER  
DODGE  
LEXUS  
LINCOLN  
MERCURY  
OLDSMOBILE  
PONTIAC  
SCION  
FORD  
GMC  
HUMMER  
TOYOTA  
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Warranty and Servicing  
CRAFTSMAN TWO YEAR FULL WARRANTY  
FOR TWO YEARS from the date of purchase, this product is warranted  
against any defects in material or workmanship. Defective product will  
receive free repair or free replacement if repair is unavailable.  
This warranty gives you specific legal rights, and you may also have  
other rights which vary from state to state.  
Sears Brands Management Corporation, Hoffman Estates, IL 60179  
REPLACEMENT PARTS  
OBD2 Car Reader  
Mini USB Cable  
Quick Reference Guide  
MRP #05-3030fsc  
MRP #13-0012 Rev. A  
MRP #96-0205 Rev. B  
For replacement parts, call 1-800-544-4124  
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