Generic Scan Tool Eng

Service
Repair Manual
GTI 2014 ➤
Generic Scan Tool
Engine ID
CNT CNT CXC CXC
A C A B
Edition 04.2015
Service Department. Technical Information

Service
List of Workshop Manual Repair Groups
Repair Group
ST - Generic Scan Tool
Technical information should always be available to the foremen and mechanics, because their
careful and constant adherence to the instructions is essential to ensure vehicle road-worthiness and
safety. In addition, the normal basic safety precautions for working on motor vehicles must, as a
matter of course, be observed.
GTI 2014 ➤
Generic Scan Tool - Edition 04.2015
Contents
ST - Generic Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Clean Working Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 High Voltage System General Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.1 On Board Diagnostic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2 Evaporative Emission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3 Electronic Throttle Control (ETC) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4 Electronic Power Control (EPC) Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.5 Engine Control Module (ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.6 Malfunction Indicator Lamp (MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.7 Controller Area Network (CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.8 Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.9 Ignition and Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.10 Variable Valve Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.11 Exhaust-Gas Recirculation (EGR) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.12 Secondary Air Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.13 Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3 Diagnosis and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.1 Preliminary Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2 Readiness Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.3 Diagnostic Modes 01 - 0A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.4 Engine DTC Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
3.5 Transmission DTC Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
3.6 Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
Volkswagen Technical Site: http://vwts.ru http://vwts.info

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Contents i
GTI 2014 ➤
ii Contents
GTI 2014 ➤
ST – Generic Scan Tool

1 General Information
(Edition 04.2015)
Included in the contents of this Generic Scan Tool (GST) manual
is a summary table of the vehicle specific OBD II Emission Rela‐
ted DTCs. The DTC table contains DTC Malfunction Criteria,
Threshold Values, Secondary Parameters, Enabling Conditions,
Monitoring Time Length, Frequency of Checks, and MIL Illumi‐
nation information which can be used to accurately monitor and
diagnose emissions related faults and perform functions required
to run Modes 01 through 0A (if applicable) with a hand held scan
tool.
This manual also contains the step by step procedures to accu‐
rately diagnose and repair a component or system once a DTC
has been set. References to repair procedures and wiring dia‐
grams can be found within the diagnostic test procedures.
♦ ⇒ “1.1 Safety Precautions”, page 2
♦ ⇒ “1.2 Clean Working Conditions”, page 3
♦ ⇒ “1.3 High Voltage System General Warnings”, page 4
1. General Information 1
GTI 2014 ➤
1.1 Safety Precautions

Check for Technical Bulletins that may supersede any information
included in this manual.
WARNING
Failure to follow these instructions may result in personal injury

or possible death.
Check the Technical Bulletins for information, cautions and
warnings that may supersede or supplement any information
included in this manual.
When performing the drive cycle operation, pay strict attention
to driving conditions and observe and obey all posted speed
limits.
Test equipment must always be secured to the rear seat and
operated by a second person. If test and measuring equipment
is operated from the passenger seat, the person seated could
be injured in the event of an accident involving deployment of
the passenger-side airbag.
The fuel system is under pressure! Before opening the fuel
system, place rags around the connection area. Then release
pressure by carefully loosening the connection.
The engine section of the fuel system, after the high pressure
pump, is under extremely high pressure! When working on en‐
gine or fuel injection system, fuel pressure must be relieved to
residual pressure before opening high pressure components.
Refer to the Service Manual for the proper procedure.
If the battery has not been disconnected, the fuel pump fuse
must be removed before opening the fuel supply system as the
fuel pump may be activated by the driver's door contact switch.
Testing of the EVAP and ORVR systems can result in the es‐
cape of explosive fuel vapor. Do not smoke while testing the
EVAP system, and make sure the area you are working in is
well ventilated.
Observe the following for all procedures, especially in the en‐
gine compartment due to lack of room:
♦ Route lines of all types (e.g. for fuel, hydraulic, EVAP can‐
ister system, coolant and refrigerant, brake fluid, vacuum)
and electrical wiring so that the original path is followed.
♦ Watch for sufficient clearance to all moving or hot com‐
ponents.
♦ Do not touch or disconnect the Ignition Coils, ignition
wires, connecting parts or adapter cables when the igni‐
tion is on or the engine is running or turning at starting
RPM.
♦ Only disconnect and reconnect wires for injection and ig‐
nition system, including test leads, when the ignition is
turned off.
When removing and installing components from full or partially
full fuel tanks, observe the following:
♦ The fuel tank must only be partially full. How much fuel can
remain in the fuel tank may be read in the respective work
description. Empty the fuel tank if necessary.
2 Rep. Gr. ST - Generic Scan Tool

GTI 2014 ➤
♦ Before starting work, switch on the exhaust extraction sys‐

tem and place an extraction hose close to the installation
opening of the fuel tank to extract escaping fuel fumes. If
no exhaust extraction system is available, a radial fan (as
long as motor is not in air flow) with a displacement greater
than 15 m3/h can be used.
♦ Prevent fuel from contacting the skin! Wear fuel-resistant
gloves!
When servicing the engine control module (ECM), it may be
necessary to use a heat gun. The heat gun, shear bolts, and
parts of the protective housing will become extremely hot. Use
extreme caution when working with or handling these parts to
avoid personal injury.
Observe operating instructions when working with a heat gun.
To prevent damage (burning) to the wiring and harness con‐
nections, insulation and the electronic components, perform
outlined work steps exactly!
The cooling system is under pressure. To avoid scalding, use
caution when opening the cooling system and servicing cooling
system components!
Caution
The battery must only be disconnected and connected with the

ignition switched off. Otherwise, the engine control module
(ECM) can be damaged.
The use of nails, paper clips, or another unauthorized materials
to back-probe harness connectors is strictly prohibited and
may cause damage to the harness connectors, terminal ends
or to a component. Use only the manufacturers test lead kit or
an equivalent aftermarket test lead kit for back-probing all har‐
ness connectors.
Do not use sealants containing silicone. Particles of silicone
drawn into the engine, will not be burned in the engine and will
damage the oxygen sensors.
Secure all hose connections with the correct hose clips (the
same as original equipment).
If engine is to be cranked without starting (for example; as part
of a compression test), remove the fuses for the voltage supply
of ignition coils and the fuel injectors.
An electrostatic charge can lead to functional problems of elec‐
trical components of the engine, transmission and selector
lever mechanism. Touch a grounded object, e.g. a water pipe
or a hoist, before working on electrical components.
Do not make direct contact with harness connector terminals.
Use only gold-plated terminals when servicing any component
with gold-plated harness connector terminals.
1.2 Clean Working Conditions

Even minor contaminations can lead to malfunctions in the fuel
injection system. When working on the fuel supply/injection sys‐
tem, pay careful attention to the following rules of cleanliness:
♦ Thoroughly clean all connections and the surrounding area
before disconnecting.
GTI 2014 ➤
♦ Place removed parts on a clean surface and cover. Use lint-

free cloths.
♦ Carefully cover opened components or seal, if repairs are not
performed immediately.
♦ When the system is open, do not work with compressed air.
Do not move vehicle unless absolutely necessary.
♦ Install clean components: Remove the parts being replaced
immediately prior to installation of the new parts. Do not use
parts that have been stored unpacked (e.g. in tool boxes etc.).
♦ Electrical connectors that have been disconnected: Protect
from dirt and moisture. Make sure connections are clean and
dry when reconnecting.
1.3 High Voltage System General Warnings

Before performing any work on the high voltage system, always
check with the importer if there are any questions regarding the
terms “technician trained in electrical systems”, “high voltage
technician”, “high voltage expert”, “high voltage systems”, or “hy‐
brid systems”. Qualifications necessary for most of these terms
are also provided below ⇒ page 9 .
Before beginning work on the high voltage system, a high voltage
technician ⇒ page 9 , must de-energize the high voltage sys‐
tem. Refer to appropriate repair manual for high voltage system
de-energizing.
For a list of work procedures requiring the high voltage system to
be de-energized, refer to the tables listed below in: Working on
the High Voltage System, Conventional Work Near High Voltage
Components, and General Work ⇒ page 6 .

GTI 2014 ➤
WARNING
Read and follow the information below when de-energizing the

high voltage system to reduce the risk of fatal injury.
♦ Only a qualified technician (high voltage technician)
should disable the high voltage system.
♦ The high voltage technician (HVT) makes sure the system
is de-energized and cannot be re-energized again.
♦ The high voltage technician assures that the system can‐
not be re-energized again by safely storing the key, the
High Voltage System Maintenance Connector - TW- and
the pilot line connector.
♦ The high voltage technician (HVT) puts a sign on the ve‐
hicle saying the voltage is disabled.
♦ Only hybrid electrically instructed persons may perform all
work (maintenance, tire changing, Convenience System)
on vehicles with a high voltage system. If there is any un‐
certainty, discuss with the responsible high voltage tech‐
nician.
♦ A high voltage technician must disable the system before
any work can be performed on the high voltage electrical
system or any other service work to the body.
♦ Only a high voltage expert (HVE) may perform repairs to
the vehicle if it is not possible to disable the high voltage
electrical system.
♦ Individuals with electrical medical equipment must not
work on vehicles with a high voltage electrical system. Ex‐
amples of electrical medical equipment include pain med‐
ication pumps, implanted heart defibrillators, pacemakers,
insulin pumps and hearing aids.
WARNING
Working with high voltage cables:

♦ Do not support yourself or lay tools on the high voltage
cables or on any of its components.
♦ When working near high voltage components and high
voltage cables, do not use tools that generate heat, that
have sharp edges or that are used for cutting or shaping,
such as welding, soldering, hot air or thermal adhesive
equipment.
♦ When working near high voltage components and high
voltage cables, do not use tools that generate heat such
as welding, soldering, hot air or thermal adhesive equip‐
ment.
♦ Do not excessively bend or flex high voltage cables.
♦ Always contact a high voltage technician (HVT) if there are
questions or if something is not clearly understood.
Check the contact surfaces on the potential equalization cables

before installation.
The contact surfaces must be clean. There must be no rust or
grease on them.
Follow all guidelines for clean working conditions.
GTI 2014 ➤
Observe the following precautions when working on the high volt‐

age system:
♦ Only technicians who are trained in electrical systems should
work on high voltage system (hybrid) vehicles.
♦ When working on a hybrid vehicle, always inspect the hybrid
components in the area where the work is being performed.
♦ Do not excessively bend or flex high voltage cables.
♦ Always contact a high voltage technician or a high voltage ex‐
pert specializing in electrical systems if something is not un‐
derstood or if there are questions.
♦ All the work described below is referencing removing, instal‐
ling and replacing the individual components.
Working on the High Voltage System
During the Following Work Minimum Qualifications, refer to
⇒ page 9
De-energizing the high volt‐ High voltage technician
age system
Re-energizing the high volt‐ High voltage technician
age system
When Working on the Following Compo‐ The High Voltage System Must Be Minimum Qualifications,
nents De-energized By A High Voltage refer to ⇒ page 9
Technician Prior To Beginning the
Work?
Yes No
Electro-Drive Drive Motor - V141- X Technician trained in
electrical systems
Electric Drive Power and Control Electron‐ X Technician trained in
ics - JX1- electrical systems
High Voltage System Maintenance Con‐ X Technician trained in
nector - TW- electrical systems
Electric A/C Compressor High Voltage Ca‐ X Technician trained in
ble - P3- electrical systems
Drive Motor High Voltage Wiring Harness - X Technician trained in
PX2- electrical systems
High Voltage Wiring Harness For High Volt‐ X Technician trained in
age Battery - PX1- electrical systems
Hybrid Battery Unit - AX1- , Removing and X Technician trained in
Installing electrical systems
Charging the Hybrid-Battery - A38- with X High voltage technician
High Voltage Battery Charger - VAS6565-
Battery Regulation Control Module - J840- X High voltage technician
Battery Fan 1 - V457- X Technician trained in
electrical systems
Air guides next to the Hybrid Battery Unit - X Technician trained in
AX1- electrical systems
Air guides under the Hybrid Battery Unit - X Technician trained in
AX1- electrical systems
Electrical A/C Compressor - V470- X Technician trained in
electrical systems
Drive Motor Temperature Sensor - G712- X Technician trained in
electrical systems
Drive Motor Rotor Position Sensor 1 - X Technician trained in
G713- electrical systems

GTI 2014 ➤
Work?
Yes No
Three-Phrase Current Drive - VX54- X Technician trained in
electrical systems
Electrical Drive Button - E656- X Technician trained in
electrical systems
Fuse Electrical A/C Compressor - V470- in X Technician trained in
Electric Drive Power and Control Electron‐ electrical systems
ics - JX1-
Potential equalization cable (Ground [GND] X Technician trained in
wires) electrical systems
Working on the coolant circuit for the high X Technician trained in
voltage components electrical systems
Measuring insulation resistance X High voltage technician
Working when the system is de-energized X Technician trained in
and the ignition is on electrical systems
Conventional Work Near High Voltage Components

Work?
Yes No
Spark plugs X Technician trained in
electrical systems
Catalytic converter X Technician trained in
electrical systems
Exhaust System X Technician trained in
electrical systems
Coolant reservoir X Technician trained in
electrical systems
Front brakes X Technician trained in
electrical systems
Decoupler X Technician trained in
electrical systems
Internal Combustion Engine, Removing X Technician trained in
and Installing electrical systems
Transmission without Electro-Drive Drive X Technician trained in
Motor - V141- , Removing and Installing electrical systems
Fuel Tank X Technician trained in
electrical systems
Front subframe X Technician trained in
electrical systems
Rear axle X Technician trained in
electrical systems
Underbody Trim X Technician trained in
electrical systems
Welding (Cover high voltage components X Technician trained in
with non-combustible materials and then electrical systems
perform a visual inspection)
Vehicle Body Work (Using an Alignment X Technician trained in
Bench) electrical systems
GTI 2014 ➤
Work?
Yes No
When working near high voltage compo‐ X Technician trained in
nents and high voltage cables, do not use electrical systems
tools that generate heat, that have sharp
edges or that are used for cutting or shap‐
ing, such as welding, soldering, hot air or
thermal adhesive equipment (Cover high
voltage components with non-combustible
materials and then perform a visual inspec‐
tion).
Left Front Headlamp - MX1- , Removing X Technician trained in
Right Front Headlamp - MX2- , Removing X Technician trained in
Headlamp Bulbs, Removing and Installing X Technician trained in
electrical systems
General Work
When Working On the Following Compo‐ The High Voltage System Must Be Minimum Qualifications,
Work?
Yes No
12V Battery, removing and installing X Technician trained in
electrical systems
General controls modules and electric com‐ X Technician trained in
ponents, 12V, removing and installing electrical systems
Fluids, coolant and fluids, draining and fill‐ X Technician trained in
ing electrical systems
Refrigerant extracting, evacuating, filling X Technician trained in
electrical systems
Refrigerant pipes directly to the A/C com‐ X Technician trained in
pressor electrical systems
A/C System, flushing X Technician trained in
electrical systems
Peripheral refrigerant line (work that does X Technician trained in
not involve the A/C compressor directly electrical systems
without opening the refrigerant circuit, for
example, loosening and tightening the re‐
frigerant line)
Work with the engine raised, engine mount X Technician trained in
electrical systems
Emissions test X Technician trained in
electrical systems
Follow the instructions in the paint hand‐ X Technician trained in
book when performing any paint/drying electrical systems
work

GTI 2014 ➤
Qualification Explanation
Qualification Area of Application
Hybrid electrically instructedMay perform general work and
person Maintenance services on the
vehicle. May be requested by
the high voltage technician to
perform mechanical work on
the tension-free high voltage
system.
High voltage technician (HVT) The high voltage technician has
the same authorization as a
technician trained in electrical
systems due to their qualifica‐
tions. The high voltage techni‐
cian can also:
♦ 1. De-energize the system.
♦ 2. Secure the system so that
it cannot be energized
again.
♦ 3. Ascertain that the system
is definitely de-energized
(certified measurement).
♦ 4. Assign work on the high
voltage system to the hybrid
electrically instructed per‐
son.
♦ 5 Put the vehicle back in op‐
eration.
High voltage expert (HVE) A high voltage expert (HVE) is

actually a high voltage techni‐
cian (HVT) but with an extra
qualification that allows them to
de-energize the high voltage
system in the case that a high
voltage technician is not able to
perform measurements with
the standard tools and equip‐
ment. The high voltage expert
must continue the work if the
high voltage technician does
not have the authority to work
on the high voltage system. The
high voltage expert is responsi‐
ble exclusively to de-energize
the high voltage system if it can‐
not be de-energized by the high
voltage technician using the
usual means or methods.
GTI 2014 ➤
2 Description and Operation

♦ ⇒ “2.1 On Board Diagnostic Systems”, page 10
♦ ⇒ “2.2 Evaporative Emission System”, page 10
♦ ⇒ “2.3 Electronic Throttle Control (ETC) System”, page 12
♦ ⇒ “2.4 Electronic Power Control (EPC) Warning Lamp”,
page 12
♦ ⇒ “2.5 Engine Control Module (ECM)”, page 13
♦ ⇒ “2.6 Malfunction Indicator Lamp (MIL)”, page 13
♦ ⇒ “2.7 Controller Area Network (CAN)”, page 13
♦ ⇒ “2.8 Fuel Supply”, page 14
♦ ⇒ “2.9 Ignition and Timing”, page 15
♦ ⇒ “2.10 Variable Valve Timing”, page 16
♦ ⇒ “2.11 Exhaust-Gas Recirculation (EGR) System”,
page 16
♦ ⇒ “2.12 Secondary Air Injection”, page 16
♦ ⇒ “2.13 Exhaust Systems”, page 16
2.1 On Board Diagnostic Systems

On Board Diagnostics, or OBD, is an automotive term referring to
a vehicle's self-diagnostic and reporting capability. OBD systems
give the vehicle owner or repair technician access to the status
of the various vehicle sub-systems. Modern OBD implementa‐
tions use a standardized digital communications port to provide
real-time data in addition to a standardized series of Diagnostic
Trouble Codes (DTCs) which allow one to rapidly identify and
remedy malfunctions within the vehicle. Legislation mandates a
vehicle equipped with OBD-II to light up the fault indicator lamp if
its emissions exceed the prevailing limit due to system malfunc‐
tion.
All cars built since January 1st, 1996 (MY 1996) are equipped
OBD-II systems. Manufacturers started incorporating OBD-II in
various models as early as 1994; however, some early OBD-II
cars (MY 1994 and MY 1995) were not 100% compliant.
2.2 Evaporative Emission System

The evaporative emission system has been designed to minimize
the release of hydrocarbons from the fuel system into the atmos‐
phere. The evaporative emission system components all work
together with the ECM to prevent fuel vapor from escaping and
route it to the intake manifold to be burned during normal com‐
bustion.
The leak detection system checks the integrity of the evaporative
emission system by pressurizing the system.
♦ There are 3 different types of evaporative emission systems
used. These systems are explained below.
♦ ⇒ “2.2.1 Leak Detection Pump (LDP) Evap System”,
page 11
♦ ⇒ “2.2.2 Tank Leak Diagnostic Module (DM - TL) Evap Sys‐
tem”, page 11
♦ ⇒ “2.2.3 Natural Vacuum Leak Detection (NVLD) Evap Sys‐
tem”, page 11
♦ ⇒ “2.2.4 EVAP System, Checking for Leaks”, page 11

GTI 2014 ➤
2.2.1 Leak Detection Pump (LDP) Evap Sys‐

tem
The leak detection pump (LDP) is integrated into the EVAP sys‐
tem and can have two functions. The LDP can:
♦ Pressurize the EVAP system and detect a drop in pressure
that would indicate a leak.
♦ Function as the EVAP Canister Vent on vehicles that do not
have a separate EVAP Canister Vent.
The LDP is a vacuum-driven, ECM controlled, diaphragm pump.
In order to operate, the engine must be running and vacuum ap‐
plied to the Vacuum Switch.
2.2.2 Tank Leak Diagnostic Module (DM - TL)

Evap System
The canister purge valve can be actively checked using the Tank
Leak Diagnostic Module (DM - TL). For this purpose the electric
pump is shortly activated while the combustion engine is running,
to build up a minor pressure in the fuel tank and monitor the pres‐
sure decay after opening the canister purge valve. Optionally as
a quick pass method, the monitoring can be carried out by pas‐
sively monitoring the fuel mixture deviation when the canister
purge valve is opened. If a significant fuel mixture deviation is
detected, the purge valve monitor passes. The Tank Leak Diag‐
nostic Module (DM - TL) consists of an electrically operated air
pump, an orifice with a defined diameter serving as a reference
leak, and a change-over valve switching the air flow between the
reference leak and the tank. If neither the pump nor the change-
over valve is activated, the tank is ventilated through a bypass in
the module.
2.2.3 Natural Vacuum Leak Detection (NVLD)

Evap System
The system utilizes an engine-off natural vacuum evaporative
system integrity check that tests for leaks with a diameter of 0.020
inch while the engine is off and the ignition is off. The natural vac‐
uum leak detection (NVLD) evaporative system integrity check
uses a pressure switch to detect evaporative system leaks. The
correlation between the pressure and the temperature in a sealed
system is used to generate a vacuum in the tank when the tem‐
perature drops. If a sufficient temperature drop is detected for a
minimum time period, the vacuum level in a sealed system will
exceed the threshold to close the NVLD pressure switch. There‐
fore, if the switch does not close under these conditions, a leak is
detected. If the switch closes, the system is considered to be leak-
free.
2.2.4 EVAP System, Checking for Leaks

The following procedure is used to diagnose EVAP System leaks.
Special tools and workshop equipment required
♦ Smoke tester.
♦ EVAP and Fuel Supply System Vacuum hose and line routing
diagram.
Leak checking
– Using a Smoke tester, check the Evaporative Emission
(EVAP) canister system for leaks.
– Always follow the manufacturers directions for the proper in‐
stallation and operation of the smoke tester being used.
2. Description and Operation 11

GTI 2014 ➤
If a leak is detected:
– Check the fuel filler cap seal for damage and for proper instal‐
lation. Replace if necessary.
– Check all hose connections of the fuel supply system and re‐
place or repair any leaking lines.
– Check all hose connections of the EVAP system and replace
or repair any leaking lines.
– Check that the seal under the locking flange is properly tight‐
ened on the fuel tank.
– Secure all hose connections using appropriate fittings for the
model type.
– Replace seals and gaskets when performing repair work.
– Repair or replace any damaged component.
If no leaks are found in the EVAP system:
– Erase the DTC memory if a DTC was set. Refer to
⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC Memory”,
page 26 .
– Perform a road test to verify repair.
If a DTC was set and does not return:
Diagnosis complete. Generate readiness code. Refer to
⇒ “3.2 Readiness Codes”, page 19 .
If the same DTC does return and no leaks are found in the EVAP
system:
– Check for any related TSB's.
– Perform the diagnostic test procedure for the suspected com‐
ponent.
2.3 Electronic Throttle Control (ETC) Sys‐

tem
The electronic throttle control (ETC) system consists of the ac‐
celerator-pedal module, the engine control module (ECM), and
the electronic throttle body. The electronic throttle body mainly
consists of the throttle valve, the electric throttle-valve drive ele‐
ment, and the throttle-valve position sensor (TPS). The drive
element is a DC servomotor, which acts on the throttle-valve shaft
via a gear unit. The throttle-valve position sensor is a redundant
sensor system that detects the position of the throttle valve. The
sensors have opposite resistance curves so that the ECM can
always cross check the signals to ensure the correct position of
the throttle valve is always known.
The driver command is detected by a redundant sensor system
in the accelerator-pedal module, and the signal is sent to the en‐
gine control module. The engine control module then determines
the required throttle-valve position by performing calculations
from data measured by sensors such as accelerator pedal posi‐
tion sensor, engine speed sensor and vehicle speed sensor. The
actual throttle opening can be more or less in proportion to ac‐
celerator pedal position given different engine operating points.
2.4 Electronic Power Control (EPC) Warn‐

ing Lamp
When the ignition is switched on, the engine control module
(ECM) checks the electronic throttle control system for static sys‐
tem integrity (e.g. circuit integrity, communications, etc); the elec‐
tronic power control (EPC) warning light is turned on via the
Instrument Cluster during this process. Shortly after engine start,

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the EPC warning light is turned off if no malfunction in the elec‐

tronic throttle control system is detected. In the event of a mal‐
function while the engine is running, the ECM will activate the
EPC warning light via the Instrument Cluster and at the same
time, a Diagnostic Trouble Code (DTC) is stored in the ECM
memory.
2.5 Engine Control Module (ECM)

The Engine Control Module (ECM) is a generic term for any em‐
bedded system that controls one or more of the electrical systems
or subsystems in a vehicle. It controls a series of actuators on an
internal combustion engine to ensure that driver commands (e.g.
to accelerate) are translated into appropriate engine perform‐
ance. It reads values from a multitude of sensors, interprets the
data, and adjusts the engine actuators accordingly. The ECM also
interacts with the transmission control module (TCM), ABS/trac‐
tion/stability control module and other vehicle function related
control systems.
ECM controlled systems and functions (performance and emis‐
sion related) will be introduced in the following chapters. These
include the OBD system, controller area network (CAN), throttle
control module, fuel supply, ignition, variable valve timing, ex‐
haust-gas recirculation, secondary air injection, exhaust system,
and EVAP system.
2.6 Malfunction Indicator Lamp (MIL)

When the ignition is switched on, the Engine Control Module
(ECM) performs checks on static system integrity (e.g. circuit in‐
tegrity, communications, etc). The Malfunction Indicator Lamp
(MIL) is switched on during this process via the Instrument Clus‐
ter. After engine starts, the ECM examines engine operation for
potential malfunction(s) or failure(s) that can lead to increased
emission values. If no malfunction is detected, the ECM switches
off the MIL via the Instrument Cluster.
In the event of a malfunction during the operation of the engine,
the ECM will activate the MIL via the instrument cluster and at the
same time, a Diagnostic Trouble Code (DTC) is stored in the ECM
memory. In OBD systems, the MIL can have up to three stages:
steady, flashing and Stop Vehicle. A steady MIL indicates a minor
fault (e.g. a failing oxygen sensor) whereas a flashing MIL indi‐
cates a more severe malfunction that could result in damage of
engine or exhaust system components (e.g. the catalytic con‐
verter) if left uncorrected for an extended period. This would also
indicate a severe fault. The three stages are 1. ON, then OFF; 2.
ON steady; 3. flashing constantly. The 3rd stage indicates dam‐
age may occur and driver must stop.
2.7 Controller Area Network (CAN)

Overview
The Controller Area Network (CAN) bus is a message-based pro‐
tocol that allows control units and devices to communicate with
each other using a shared network. With this system, control units
of the various electronic systems are no longer interconnected by
multiple separate cables. This does away with a large number of
electrical connections and results in a reduced likelihood of failure
of the device network.
Broadcast Communication
Each of the devices on the network has a CAN circuit and is
therefore is considered “intelligent”. All devices on the network
see all transmitted messages. Each device can determine if a
message is relevant or if it should be filtered out. This structure
allows modifications to CAN networks with minimal impact. Addi‐

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tional non-transmitting nodes can be added without modification

to the network.
Priority
Every message has an assigned priority. If two nodes try to send
messages simultaneously, the one with the higher priority gets
transmitted and the one with the lower priority gets postponed.
This arbitration does not affect other messages and results in
non-interrupted transmission of the highest priority message
2.8 Fuel Supply

Overview
The fuel supply system delivers fuel to an internal combustion
engine. With carburetors being replaced by fuel injections sys‐
tems in the late 1980s and 1990s, the most common types of fuel
supply system currently in use are throttle body injection (single-
point injection), multiport injection (MPI) and direct injection (DI).
Fuel injectors atomize fuel because high pressure is forcing the
fuel through a small nozzle in the injector into the intake air stream
or the combustion chamber. This process is often controlled by
the ECM and is dependent on data received from other sources
(e.g. mass air flow sensor, throttle position sensor, etc.) to deter‐
mine the precise amount of fuel needed for any given operating
condition. The primary advantages of fuel injection over carbu‐
retor are improved fuel economy, increased power output and
reduced emissions. The following sections will discuss each fuel
injection concept in detail.
Throttle Body Injection
Throttle body injection uses a single electrically controlled injector
at the throttle body. The fuel is drawn by an electric fuel pump out
of the fuel tank and flows through a paper filter into the fuel injec‐
tor. Since injection happens at the same location as the carbu‐
retor, very little engine redesign (intake manifold, fuel line routing,
etc.) is necessary. The cost saving of throttle body injection com‐
pared to other fuel injection methods encouraged vast adoption
in the late 1980s and early 1990s.
Throttle body injection system also inherits many disadvantages
of the carburetor. One of them being the inability to precisely con‐
trol the amount of fuel supplied into each cylinder, and is unable
to precisely control combustion and emissions. It also restricts the
design of intake manifold as any sharp bends in the intake path
will cause atomized fuel to accumulate on the outer wall of the
intake path. Supplying moderate engine heat to the intake mani‐
fold is also necessary to ensure that the fuel stay vaporized. This
results in a relatively high intake air temperature and compromi‐
ses performance.
Multiport Injection (MPI)
Multiport injection (MPI) consists of an injector for each cylinder
just upstream of the intake valve. The fuel pump delivers the fuel
into a high-pressure line where it flows to the fuel rail and injectors.
When activated by the ECM, each injector sprays fuel at the in‐
take port of its corresponding cylinder – this allows individual
cylinders to receive the right amount of fuel in a more precisely
timed manner. Sequential fuel injection mode can be applied to
activate each injector individually to improve engine response.
Lowered fuel consumption and emissions are also achieved.
Sequential multiport injection is still the most common fuel injec‐
tion system found on most economy cars thanks to its high
efficiency, control simplicity and low manufacturing cost (com‐
pared to direct injection). However, to further improve driveability
(performance) while reducing emissions and fuel consumption,
direct injection becomes a superior alternative.

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Direct Injection
Injectors in directly injected (DI) engines are mounted on the cyl‐
inder head and fuel is injected directly into the engine’s combus‐
tion chamber. In order to overcome the pressure in the
combustion chamber during compression and power stroke, in‐
jectors often operate at a primary pressure as high as 3000 psi.
At such extreme pressure level, no single fuel pump can supply
the required pressure directly from the fuel tank to the injectors.
Instead, a low-pressure and a high-pressure system are em‐
ployed. The low-pressure system principally utilizes the same fuel
systems and components for multiport injected engines. The
high-pressure system consists of a high-pressure fuel pump driv‐
en directly by the camshaft, a fuel rail (high-pressure accumula‐
tor), a high-pressure sensor and, depending on the system, a
pressure-control valve or a pressure limiter. The injectors are op‐
erated by the ECM to send a precise amount of fuel from the high-
pressure rail directly into the combustion chamber.
The distinctive difference between direct injection and other in‐
jection methods is that direct injection offers the flexibility regard‐
ing when in the combustion cycle the fuel is added and how. MPI
systems can only add fuel during induction; A DI system can add
fuel whenever it needs to. For example, fuel can be added during
induction to create a homogeneous charge then added again after
ignition to enhance power delivery under full load conditions.
VW/Audi Fuel Stratified Injection (FSI)
The goal of a stratified-charge operation is to form an ignitable
mixture near the spark plug at the instant of ignition. This means
that, instead of supplying the corresponding stoichiometric fuel
quantity to the amount of air in the combustion chamber, the fuel
interacts only with a portion of the air before it is conveyed to the
spark plug. The rest of the fresh air surrounds the stratified charge
allowing an ultra-lean condition with air-fuel ratio exceeding 50:1
in some instances. As less fuel is used to “burn” more air, stratified
injection helps to further reduce fuel consumption when the en‐
gine is operating in low-load conditions (e.g. highway cruising).
This is created by designing the combustion chamber so that a
“swirling” effect of the air-fuel charge is caused.
2.9 Ignition and Timing

Ignition
A spark ignition (SI) engine requires a spark to initiate combustion
in the combustion chamber. Voltage is supplied to the spark plug
where the electricity will arc across a gap at a voltage as high as
100 kilovolts. The ECM determines the precise moment to fire
each spark plug using ignition logic which is pre-programmed into
the ECM as a function of engine speed and load. An optimally
calibrated ignition system ensures consistent and reliable ignition
under all conditions. Knock or misfire as a result of incorrect ig‐
nition can lead to destruction of engine components or damage
of the catalytic converter.
Timing
Shifts in the moment of ignition (ignition timing) can result in in‐
creased emissions, decreased performance and fuel economy.
Whereas more spark advance improves power and fuel economy,
it also raises HC and NOx emissions. Excessive spark advance
can cause engine knock which is potentially destructive to en‐
gines. If the ECM detects knock from a signal sent by a knock
sensor, it will delay (retard) the timing of the spark. Excessive
spark retard lowers power output and produces high exhaust
temperatures, which can also harm the engine. Carefully de‐
signed ignition logic provides optimum timing that best balances
performance, fuel economy and emissions.

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2.10 Variable Valve Timing

Engines equipped with variable valve timing provide the option of
adjusting the phase of the camshaft with respect to the crank‐
shaft. This allows the ECM to control the time at which the valves
open or close, and therefore better assists engine “breathing” at
various engine speeds. When engine speed increases, the dura‐
tion of intake and exhaust stroke shortens so that less fresh air
can be drawn into the combustion chamber and less exhaust gas
can escape. In such a scenario, the ECM opens the intake valve
before the exhaust gas has completely left the combustion cham‐
ber, and their considerable velocity assists in drawing in the fresh
charge – this is referred to as “valve overlap”.
In addition to valve timing, some engines also employ variable
valve lift that switches to a more aggressive camshaft-lobe profile
as engine speed increases. A more aggressive camshaft-lobe
profile actuates valves more rapidly and lifts valves to a greater
magnitude in comparison to a normal camshaft-lobe profile. This
improves intake and exhaust flow rate, allowing engines to raise
maximum operating speed and power output.
2.11 Exhaust-Gas Recirculation (EGR) Sys‐

tem
Exhaust-Gas Recirculation (EGR) can be utilized to control the
cylinder charge and therefore the combustion process. The ex‐
haust gas that is recirculated to the intake manifold increases the
proportion of inert gas in the fresh gas filling; this results in a re‐
duction in the peak combustion temperature and, in turn, a drop
in temperature-dependent NOx emission.
Exhaust-gas recirculation is made possible by a connection be‐
tween the exhaust pipe and the intake manifold. Due to the
pressure differential, the intake manifold can draw in exhaust gas
via this connection. Together with the exhaust-gas recirculation
valve, the ECM adjusts the opening cross-section and therefore
controls the partial flow tapped from the main exhaust flow. A
malfunction in exhaust-gas recirculation system can result in per‐
formance loss and increased emissions. In such a scenario, the
Malfunction Indicator Lamp (MIL) lights up and a Diagnostic Trou‐
ble Code (DTC) is stored in the ECM memory.
2.12 Secondary Air Injection

Additionally injecting air into the exhaust pipe triggers an exo‐
thermic (release of heat) reaction. This leads to the combustion
of HC and CO components that prevail mainly during the warm
up phase. This oxidation process releases additional heat. Con‐
sequently, the exhaust gas becomes hotter, causing the catalytic
converter to heat up at a faster rate. For spark-ignition engines,
secondary-air injection is an effective means of reducing HC and
CO emissions after starting the engine and to rapidly heat up the
catalytic converter. This ensures that the conversion of NOx emis‐
sions commences earlier.
An electronically controlled valve operates the secondary-air
valve (a one-way check valve). The ECM actuates the pump and
the control valve, ensuring that secondary air can be injected at
a defined point in time. The secondary air must also be injected
as close to the outlet valve as possible in order to exploit the high
temperatures to utilize the exothermic (release of heat) reaction
effectively.
2.13 Exhaust Systems

Overview
There are three important functions of the exhaust system: to re‐
duce the pollutants in exhaust gas, muffle engine combustion
noise and to discharge exhaust gas at a convenient location on

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the vehicle (often underneath the rear bumper). A passenger-car

exhaust system consists of the following; exhaust manifold, ex‐
haust treatment components, sound absorption components and
the system of pipes connecting these components.
Exhaust Manifold
The manifold is an important component in the exhaust system.
It routes the exhaust gas out of the cylinder outlet ports into the
subsequent exhaust system. The geometry of the manifold (i.e.
length and cross-section of the individual pipes) has an impact on
the performance characteristics, the acoustic behavior of the ex‐
haust system, and the exhaust temperature. In some cases, the
manifold is insulated with an air gap to quickly reach high exhaust
temperature and to shorten the time taken by the catalytic con‐
verter to reach its operating temperature.
Emission Control
The primary emission control component is the catalytic convert‐
er, which breaks down the gaseous pollutants in the exhaust gas
(CO, HC and NOx). Catalytic converters are installed as close as
possible to the engine so that they can quickly reach their oper‐
ating temperature and therefore be effective in urban driving. It
also bears a sound-absorbing function, especially to the higher
frequency portion of the engine combustion noise.
Sound Absorption
Mufflers dampen or absorb the noise produced by engine com‐
bustion. In principle, they can be installed at any position in the
exhaust system. However, they are mostly located in the middle
and rear sections of the exhaust system. Depending on the num‐
ber of cylinders and engine output, generally 1 to 3 mufflers are
used in an exhaust system. In V-engines, the left and right cylin‐
der banks are often run separately, each being fitted with its own
catalytic converters and mufflers. Although the aim of mufflers is
to reduce noise in compliance with legislations, they can also help
to create the sound specific to the type of vehicle.

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3 Diagnosis and Testing

♦ ⇒ “3.1 Preliminary Check ”, page 18
♦ ⇒ “3.2 Readiness Codes”, page 19
♦ ⇒ “3.3 Diagnostic Modes 01 - 0A”, page 21
♦ ⇒ “3.4 Engine DTC Tables”, page 46
♦ ⇒ “3.5 Transmission DTC Tables”, page 396
♦ ⇒ “3.6 Diagnostic Procedures”, page 456
3.1 Preliminary Check
Note
♦ Before performing any pin point test or component diagnosis,

a Preliminary Check must be performed.
♦ Check for Technical Bulletins that may supersede any infor‐
mation included in the repair manual or GST Manual.
♦ For Electrical Testing: Refer to ⇒ page 18 .

♦ For Fuel System Mechanical Testing: Refer to ⇒ page 19 .
Electrical Testing
Step Procedure Result / Action to Take
1 • CONNECT: Scan Tool. – YES:
♦ GO TO: Step 2 ⇒ page 18 .
• IGNITION: ON.
– NO:
• CHECK: For stored or related DTCs. ♦ GO TO: Step 3 ⇒ page 18 .
– Were any other DTCs stored?
2 • Repair these DTCs first before performing any ♦ GO TO: Proper Diagnostic procedure per the
of the following steps. stored DTC. Refer to
⇒ “3.4 Engine DTC Tables”, page 46 .
3 • Using the Scan Tool, erase the DTC memory. – YES:

Refer to ♦ GO TO: Step 4 ⇒ page 18 .
⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC
Memory”, page 26 . – NO:
• Perform a road test to attempt to duplicate the
customers complaint.
– Does DTC return?
4 • Perform the diagnostic procedure for that DTC. ♦ GO TO: Proper Diagnostic procedure per the
stored DTC. Refer to
⇒ “3.4 Engine DTC Tables”, page 46 .
5 • FAULT: Intermittent or a sporadic condition. ♦ Perform a road test to verify the repair.
• CHECK: Suspected components. ♦ Generate readiness code. Refer to
• PERFORM: Visual Inspection of wiring and
components.
• CHECK: Wiring for open, high resistance,
short or harness connector for damage, corro‐
sion, loose or broken terminals.
• REPAIR: Faulty wiring or connector.

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Fuel System Mechanical Testing

Check the following items for possible mechanical delivery defi‐
ciency:
• Fuel level in tank is too low.
• Fuel lines pinched.
• Fuel filter plugged.
• Fuel pump delivery unit internal leak.
• Clogged injectors.
• Poor fuel quantity delivery. Refer to appropriate repair manual.
3.2 Readiness Codes
Caution
When performing the Readiness drive cycle operation, pay

strict attention to driving conditions and observe and obey all
posted speed limits.
Readiness code description

Diagnostics are performed at regular intervals during normal ve‐
hicle operation. After repairing an emissions related system, a
readiness code is generated by road testing the vehicle.
If a malfunction is recognized during the drive cycle, it will be
stored in the DTC memory.
The OBD drive cycle operation will be monitored with a hand held
diagnostic tool. Consult the manufacturer's instruction manual for
correct tool operation.
The readiness code is erased every time the DTC memory is
erased or any time the battery is disconnected. If the DTC mem‐
ory has been erased or the battery is disconnected, a new read‐
iness code must be generated.
Only erase the DTC memory if a DTC has been stored.
General recommendations
Most monitors will complete easier and quicker using a “steady-
foot” and “smooth” acceleration during the drive cycle operation.
Operating conditions
For the EVAP monitor test, the coolant temperature and the am‐
bient air temperature must be between 10° C and 35° C with a
difference between them no greater than 4° C. The ambient air
temperature must not change more than 4° C during the drive
cycle procedure (e.g. when driving out of a heated workshop in
the winter).
Note
Do not assume that the scan tool ID and engine code are correct
if the scan tool communicates. The scan tool does not use the ID
to establish communication—the units are automatically identi‐
fied.
Test requirements
• NO DTC in memory
• Switch OFF all electrical and electronic accessories
3. Diagnosis and Testing 19

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• Necessary driving speed: 50 – 70 mph

• Drive profile takes approx. 60 – 90 min.
Readiness Drive Cycle Procedure
– CONNECT: Scan Tool
1 Activate Monitors: ♦ Monitoring Active.
• START: Engine and idle for 2 – 3 min.
♦ Executes Misfire Monitoring.
2 O2 Sensor Monitoring: ♦ Executes O2 Sensor Monitoring.

• DRIVE: Vehicle at 45 – 55 mph for a continu‐
ous 7 minute period. Avoid stopping. ♦ Executes Fuel Trim Monitoring.
♦ Executes EVAP Monitoring.
3 Fuel Cut-Off Monitoring: ♦ Fuel Cut-Off Monitoring Ready.

• ACCELERATE: Vehicle to an engine speed of
5,000 RPM; lift off the throttle until the engine
speed is around 1,200 RPM.
4 Catalyst Monitoring: ♦ Executes Catalyst Monitoring.

• ACCELERATE: Vehicle smoothly to 60 – 65
mph, cruise at a constant speed for 5 min. ♦ Executes O2 Sensor Monitoring.
♦ Executes Fuel Trim Monitoring.
♦ Executes Misfire Monitoring.
♦ Executes EVAP Monitoring.
5 Secondary Air Injection, EVAP Monitoring: ♦ Executes Secondary Air Injection Monitoring.
• DRIVE: Vehicle for 30 – 40 min. at a constant
speed of 50 – 70 mph in high gear for 2 min ♦ Executes EVAP Monitoring.
with no coasting. • Check the status of the readiness code.
– If any engine monitor fails the drive cycle test. Repeat the drive
cycle test until all engine monitors have successfully run
through and passed.
Note
♦ When repeating the drive cycle operation for a failed evapo‐

rative or thermostat monitor, allow the engine to cool until the
coolant temperature and the ambient air temperature are be
between 10° C and 35° C with a difference no greater than 4°
C and repeat the drive cycle operation.
♦ Depending on the scan tool used. The readiness code status
may be displayed as complete, passed or OK. At an exterior
temperature < 7° C, the setting of the readiness for the NOx
catalytic converter test is delayed. Here the vehicle must be
Driven considerably longer.
Readiness Codes and Monitoring Completed

1- If any engine monitor fails the drive cycle test. Repeat the
drive cycle test until all engine monitors have successfully
run through and passed.
2- If the drive cycle operation fails again.
3- Check the DTC memory for stored DTCs.
4- Repair the vehicle if necessary.

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5- Repeat the drive cycle operation until all engine monitors

have successfully run through and passed.
6- Remove the scan tool and switch the ignition off.
3.3 Diagnostic Modes 01 - 0A

The information provided in Modes 01 through 0A displays the
various levels of emission related data that may be monitored, as
well as the ability to retrieve and read stored DTCs, erase stored
DTCs, generate readiness codes, and select the various PIDs
and Test IDs used within the modes to monitor the engine, and
emission related component parameters.
♦ ⇒ “3.3.1 Diagnostic Mode 01 - Read Current System Data”,
page 21
♦ ⇒ “3.3.2 Diagnostic Mode 02 - Read Operating Conditions”,
page 23
♦ ⇒ “3.3.3 Diagnostic Mode 03 - Read DTC Memory”,
page 24
♦ ⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC Memory”,
page 26
♦ ⇒ “3.3.5 Diagnostic Mode 05 - Read Oxygen Sensor Monitor‐
ing Test Results”, page 26
♦ ⇒ “3.3.6 Diagnostic Mode 06 - Read Test Results for Specific
Diagnostic Functions, 2014 - 2015 MY’s”, page 27
♦ ⇒ “3.3.7 Diagnostic Mode 06 - Read Test Results for Specific
Diagnostic Functions, 2016 MY”, page 34
♦ ⇒ “3.3.8 Diagnostic Mode 07 - Read Faults Detected During
the Current or Last Driving Cycle”, page 41
♦ ⇒ “3.3.9 Diagnostic Mode 08 - Request Control of On-Board
System, Test or Component”, page 42
♦ ⇒ “3.3.10 Diagnostic Mode 09 - Read Vehicle Information”,
page 42
♦ ⇒ “3.3.11 Diagnostic Mode 0A - Check Permanent DTC Mem‐
ory ”, page 44
3.3.1 Diagnostic Mode 01 - Read Current Sys‐

tem Data
Note
Depending on scan tool and protocol used, the information in di‐

agnostic mode 01 may be referred to by different names such as
Test-ID (TID), Hex-ID, Component-ID (CID), or On-Board Diag‐
nostic Monitor Identifier (OBDMID).
Diagnostic Mode 01 makes it possible to access current emis‐

sions-related measured values and diagnostic data. The original
measured values (no replacement values), input and output data
and system status information are displayed using Diagnostic
Mode 1.
Test requirement
• Coolant temperature at least 80° C.
Procedure
– Connect the scan tool.
– Start the engine and run at idle.

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– Select “Diagnostic Mode 1: Obtain data.”.

– From the following table, select the desired the “PID” that is to
be monitored, e.g. “PID $05 Coolant temperature”.
The current values of the component or system that is being
monitored will be displayed on the scan tool screen.
PID Component or System
$00: Supported PIDs $01 – $20
$01: Monitoring Status Since Erasing Dtc Memory
$03: Fuel System Status
$04: Calculated Load Value
$05: Coolant Temperature
$06: O2 Sensor Bank 1
$07: O2 Sensor Adaptation Value Bank 1
$0B: Manifold Pressure
$0C: Engine Speed
$0D: Vehicle Speed
$0E: Ignition Angle Cylinder 1
$0F: Intake Air Temperature
$11: Absolute Throttle Position
$12: Secondary Air Status
$13: Location of Oxygen Sensors
$15: O2 Sensor Voltage (Jump Probes)
$1C: OBD Requirements
$1F: Time Since Engine Start
$21: Distance Driven With Mil On
$23: Fuel (Rail) Pressure
$2E: Fuel Tank Vent Valve Control
$2F: Fuel Tank Level
$30: Number Of Warm Up Cycles Since Fault Memory Cleared
$31: Distance Driven After Erasing Fault Memory
$33: Ambient Air Pressure
$34: O2 Sensor Voltage (Linear Probes)
$3C: Catalyst Temperature Bank 1 Sensor 1
$41: Diagnostic Status In This Cycle
$42: Engine Control Module System Voltage
$43: Absolute Load Value
$44: Lambda Value
$45: Relative Throttle Position
$46: Ambient Air Temperature
$47: Absolute Throttle Position (Redundant)
$49: Accelerator Pedal Position 1 Absolute
$4A: Accelerator Pedal Position 2 Absolute (Redundant)
$4C: Throttle Position Set Point
$51: Fuel Type
$56: Offset Lambda Control Behind Catalyst, Bank 1

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$70: Boost Pressure Control
– Switch the ignition off.
3.3.2 Diagnostic Mode 02 - Read Operating

Conditions
When an emissions-related fault (pending DTC, visible in mode
07) is first detected, operating conditions are stored. Mode 02
makes it possible to access this freeze frame data as soon as this
fault is shown in mode 03. Each control module only shows freeze
frame data for one fault via mode 02. Therefore, there are two
priority levels. If there is a malfunction with higher priority, the
freeze frame data is overwritten.
– Fault with higher priority: Misfire malfunction or fuel trim mal‐
function.
– Fault with normal priority: All other emissions-related faults.
Note
Depending on scan tool and protocol used, the information in di‐

agnostic mode 02 may be referred to by different names such as
Test-ID, Hex-ID, Component-ID, or On-Board Diagnostic Monitor
Identifier (OBDMID).
Procedure
Note
If the engine does not start, crank the engine using starter for at
least 5 seconds, do not switch the ignition off afterward.
– Select “Diagnostic Mode 2: Obtain operating conditions.”.

– From the following table, select the desired the “PID”, e.g. “PID
$05 Coolant temperature” that is to be monitored.
The current values of the component or system that is being
monitored will be displayed on the scan tool screen.
$00: Supported PIDs $01 – $1F
$02: DTC Which Triggered Freeze Frame Data
$03: Fuel System Status
$04: Calculated Load Value
$05: Coolant Temperature
$06: O2 Sensor Bank 1
$07: O2 Sensor Adaptation Value Bank 1
$0B: Manifold Pressure
$0C: Engine Speed
$0D: Vehicle Speed

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$0E: Firing Angle Cylinder 1
$0F: Intake Air Temperature
$11: Absolute Throttle Position 1
$12: Secondary Air Status
$1F: Time Since Engine Start
$23: Fuel Pressure (Rail Pressure)
$2E: Fuel Tank Vent Valve Control
$2F: Fuel Tank Level
$33: Ambient Air Pressure
$42: Engine Control Module System Voltage
$43: Absolute Load Value
$44: Lambda Value
$45: Relative Throttle Position
$46: Ambient Air Temperature
$47: Absolute Throttle Position 2
$49: Accelerator Pedal Position 1 Absolute
$4A: Accelerator Pedal Position 2 Absolute
$4C: Throttle Position Set Point
$51: Fuel Type
$56: Offset Lambda Control Behind Catalyst, Bank 1
$70: Boost Pressure Control
– Switch Ignition OFF
3.3.3 Diagnostic Mode 03 - Read DTC Mem‐

ory
Diagnostic Mode 03 makes it possible to read emissions-related
faults (confirmed DTCs; faults which have activated the MIL) in
the ECM and in the TCM.
When the ECM recognizes an emissions-related fault in two con‐
secutive drive cycles, it sends a request to the instrument cluster
over the CAN to turn on the malfunction indicator lamp. If an elec‐
tronic throttle malfunction is recognized, the ECM will send a
request to the instrument cluster over the CAN to turn on the
electronic power control warning lamp.
The DTCs are sorted by SAE code with the DTC tables consisting
of a 5-digit alphanumeric value.
Note
Depending on the scan tool and protocol used, diagnostic mode

03 and the information provided may be referred to by a different
name.
The following tables provide a breakdown and explanation of the

DTC code.

GTI 2014 ➤
P Codes
Component group
P x x x x DTC for the drivetrain
Norm-Code
P 0 x x x Trouble codes defined by SAE with specified malfunction texts
P 1 x x x Additional emission relevant DTCs provided by the manufac‐
turer
P 2 x x x DTCs defined by SAE with specified texts, from MY 2000
P 3 x x x Additional emission relevant DTCs provided by the manufac‐
turer from MY 2000
Component group
Repair group
P x 0 x x Fuel and air mixture and additional emission regulations
P x 1 x x Fuel and air ratios
P x 2 x x Fuel and air ratios
P x 3 x x Ignition system
P x 4 x x Additional exhaust system
P x 5 x x Speed and idle control
P x 6 x x Control module and output signals
P x 7 x x Transmission
P x 8 x x Transmission
P x 9 x x Control modules, input and output signals
U Codes
Component group
U x x x x DTC for network (CAN bus)
Norm-Code
U 0 x x x Trouble codes defined by SAE with specified malfunction
texts
Procedure
– Switch the ignition to the ON position.
– Select Diagnostic Mode 03: Interrogating fault memory.
– The stored DTC or DTCs will be displayed on the scan tool
screen.
The following table is an example of the DTC information that may
be displayed on the scan tool screen:
Indication example Explanation
P0444 SAE Diagnostic Trouble Code
Evaporative emission canister purge regulator valve Malfunctioning wiring path or malfunctioning compo‐
nent
Circuit open Malfunction type as next

GTI 2014 ➤
– Refer to the DTC tables for the diagnostic repair procedures.

3.3.4 Diagnostic Mode 04 - Erase DTC Mem‐

ory
Diagnostic Mode 04 makes it possible to erase the DTC memory
and to reset all emission related diagnostic data. In that way, all
faults in the DTC memory in the ECM and TCM are erased. The
adaptation values may also be reset.
Emission related diagnostic data includes (as applicable):
♦ - MIL status
♦ - Number of DTCs
♦ - Readiness bits
♦ - Confirmed DTCs
♦ - Pending DTCs
♦ - DTC that belongs to freeze frame
♦ - Freeze frame data
♦ - Test results of specific diagnostic functions
♦ - Distance driven with MIL on
♦ - Number of warm-up cycles after erasing the DTC memory
♦ - Distance driven after erasing the DTC memory
♦ - Misfire counter
Note
Depending on the scan tool and protocol used, diagnostic mode

name.
Procedure
– Switch the ignition on.
– Select Diagnostic Mode 03: Interrogating fault memory.
– Then select Mode 4: Reset/delete diagnostic data.
The scan tool will display ”Diagnostic data being erased”.
3.3.5 Diagnostic Mode 05 - Read Oxygen

Sensor Monitoring Test Results
Note
Mode 05 may not be supported on all systems. On systems where

Diagnostic Mode 05 is not supported, refer to Diagnostic Mode 6
for oxygen sensor monitoring test results.
Test Requirements
– No Test requirements are available for this powertrain.

GTI 2014 ➤
Function Test
– No Function Tests are available for this powertrain.
3.3.6 Diagnostic Mode 06 - Read Test Results

for Specific Diagnostic Functions, 2014
- 2015 MY’s
Diagnostic Mode 06 makes it possible to retrieve test results for
special components and systems which are continuously or not
continuously monitored. If the diagnosis of a system is complete,
the diagnostic result and the corresponding thresholds are saved
and displayed in mode 06. This data remains saved (even with
the ignition off) until either new diagnostic results become avail‐
able or the DTC memory is erased.
The min & max values for each individual test in Mode 06 repre‐
sent the min & max operating values for a properly operating
system. This data is provided to the individual aftermarket scan
tool companies for development of their scan tool. Depending on
the scan tool being used, the min & max values shown may vary,
or be rounded up or down to the nearest decimal point depending
on the aftermarket scan tool company's development process.
For example; GST manual documentation will show the value as
0.3499 (units) while the scan tool will display the same value as
0.35 (units).
Depending on the scan tool and protocol used, the information
displayed in Diagnostic Mode 06 may be referred to by different
names such as Test-ID (TID), Hex-ID, Component-ID (CID), On-
Board Diagnostic Monitor Identifier (OBDMID), or contain no
name at all and may be referenced by only a number.
Test requirements
• Exhaust system must be properly sealed between the catalytic
converter and the cylinder heads.
• No DTCs stored in the DTC memory.
• Coolant temperature at least 80° C.
Work procedure
– Start the engine and let run at idle speed.
– Select Mode 6: Check test the results of components that are
not continuously monitored.
Select the desired Test-ID.
The current minimum and maximum values will be displayed on
the scan tool screen.
The following table is a numerical list of all“Test-IDs” that may be
selected.
Monitor-ID Component or System
$01: ⇒ page 28 Oxygen Sensor Monitor Bank 1 – Sensor 1
$21: ⇒ page 29 Catalytic Converter Monitoring
$35: ⇒ page 29 Camshaft Adjustment Bank 1
$3C: ⇒ page 30 Tank Venting System Leak Test (0.020" / 0.5 mm)
$3D: ⇒ page 30 Tank Vent Valve Function Check
$41: ⇒ page 31 O2 Sensor Heater Bank 1 – Sensor 1

GTI 2014 ➤

$71: ⇒ page 32 Secondary Air System Bank 1
$A2: ⇒ page 32 Misfire Cylinder 1 Data
Monitor-ID $01: Oxygen Sensor Monitor Bank 1 – Sensor 1

– Select “Diagnostic Mode 6: Check test the results of compo‐
nents that are not continuously monitored”.
Select “Monitor-ID $01”.
– Select the desired “Test-ID” or “Hex-ID”.
– Check specified values at idle.
Test-ID DTC Component or System Min. Max. Additional Information
$83 P0133 Oxygen Sensor Dynamic Test Bank 0.0 V 1.0996 Refer to DTC P0133 in the
1, Sensor 1. V DTC summary table.
⇒ page 63
⇒ page 63
$8A P2195 Oxygen Sensor Intrusive Check 0.89 32.767 Refer to DTC P2195 in DTC
summary table. ⇒ page 164
$8B P2196 Oxygen Sensor Intrusive Check 1.06 32.767 Refer to DTC P2196 in the
DTC summary table.
⇒ page 165
– If any of components or systems fail to meet the specified val‐

ues. Refer to Diagnostic “Mode 03: Interrogating Fault Mem‐
ory” to check for stored DTC's or the corresponding diagnostic
repair procedure
⇒ “3.3.3 Diagnostic Mode 03 - Read DTC Memory”,
page 24 .
– Switch the ignition OFF.
$05 P013A Oxygen Sensor Transition Time. 900.0 65,534. Refer to DTC P013A in the
mV/s 0 mV/s DTC summary table.
⇒ page 67

GTI 2014 ➤

$92 P013B Oxygen Sensor Maximum Gradient Of 650.0 65,534. Refer to DTC P013B in the
Sensor Signal During Lean – Rich – mV/s 0 mV/s DTC summary table.
Transition. ⇒ page 70
$93 P013E Oxygen Sensor Dynamic Test, Delay 0.0 s 0.9 s Refer to DTC P013E in the
Rich To Lean. DTC summary table.
⇒ page 73
$94 P013F Oxygen Sensor Dynamic Test, Delay 0.0 s NaN Refer to DTC P013F in the
Lean To Rich. DTC summary table.
⇒ page 76
$95 P2270 Oxygen Sensor Target Voltage In Fat 0.874 V 7.999 V Refer to DTC P2270 in the
Mode Not Reached. DTC summary table.
⇒ page 179
$96 P2271 Oxygen Sensor Target Voltage In 0.0 V 0.249 V Refer to DTC P2271 in the
Lean-Burn Mode Not Reached. DTC summary table.
⇒ page 182

repair procedure
page 24 .
Monitor-ID $21: Catalytic Converter Monitoring
$84 P0420 Catalytic Converter Assessment Of 0.0 1.0 OSC Refer to DTC P0420 in the
Oxygen Storage Capacity (OSC) Com‐ OSC DTC summary table.
pared To Catalytic Converter Map. ⇒ page 121

repair procedure
page 24 .
Monitor-ID $35: Camshaft Adjustment Bank 1

GTI 2014 ➤

$80 P0011 VVT Intake Camshaft Diagnosis, Tar‐ 0.0° 10.0° Refer to DTC P0011 in the
get Position Not Reached, Target Er‐ CRK CRK DTC summary table.
ror. ⇒ page 46
$81 P000A VVT Intake Camshaft Diagnosis, 10.0° 655.35° Refer to DTC P000A in the
Specified Position Reached Too CRK CRK DTC summary table.
Slowly, Slow Response. ⇒ page 46

repair procedure
page 24 .
Monitor-ID $3C: Tank Venting System Leak Test (0.020" / 0.5
mm)
Select “Monitor-ID $3C”.
$83 P0456 NVLD Fine Leak Detection. 10.0 65,535. Refer to DTC P0456 in the
0 DTC summary table.
⇒ page 127

repair procedure
page 24 .
Monitor-ID $3D: Tank Vent Valve Function Check
Select “Monitor-ID $3D”.
$8B P0441 Tank Vent Valve – Function Check, 0.1 655.35 Refer to DTC P0441 in the
Test Using Cross-Correlation. DTC summary table.
⇒ page 124

GTI 2014 ➤

repair procedure
page 24 .
Monitor-ID $41: O2 Sensor Heater Bank 1 – Sensor 1
$85 P0135 Oxygen Sensor Ceramic Tempera‐ 630.0° C 6,513.5° Refer to DTC P0135 in the
ture Monitoring. C DTC summary table.
⇒ page 66

repair procedure
page 24 .
$90 P0141 Oxygen Sensor Nernst Cell Resist‐ 0.0 Ω 700.0 Ω Refer to DTC P0141 in the
ance Test. DTC summary table.
⇒ page 79

repair procedure
page 24 .

GTI 2014 ➤
Monitor-ID $71: Secondary Air System Bank 1

$82 P0491 System Testing, Reduced Secon‐ 0.0 1.999
Refer to DTC P0491 in the
dary Air Mass. DTC summary table.
⇒ page 129
$85 P0410 System Testing Of Pressure Sensor. 0.0 kPa 5.0 kPa Refer to DTC P0410 in the
DTC summary table.
⇒ page 119
$8C P2440 Functional Testing Of Secondary Air 0.0 1.34 Refer to DTC P2440 in the
Valve, Valve Leak Check. DTC summary table.
⇒ page 190

repair procedure
page 24 .
Monitor-ID $A2: Misfire Cylinder 1 Data
Select “Monitor-ID $A2”.
$0B P0301 Misfire Cylinder 1, Average Value 0.0 65,535. Refer to DTC P0301 in the
Over 10 Driving Cycles. counts 0 counts DTC summary table.
⇒ page 98
$0C P0301 Misfire Cylinder 1, In This Driving 0.0 65,535. Refer to DTC P0301 in the
Cycle. counts 0 counts DTC summary table.
⇒ page 98

repair procedure
page 24 .

GTI 2014 ➤

⇒ page 99
$0C P0302 Misfire Cylinder 2, In This Driving Cy‐ 0.0 65,535. Refer to DTC P0302 in the
cle. counts 0 counts DTC summary table.
⇒ page 99

repair procedure
page 24 .
⇒ page 99
⇒ page 99

repair procedure
page 24 .

GTI 2014 ➤

⇒ page 100
⇒ page 100

repair procedure
page 24 .
3.3.7 Diagnostic Mode 06 - Read Test Results

for Specific Diagnostic Functions, 2016
MY
Diagnostic Mode 06 makes it possible to retrieve test results for
special components and systems which are continuously or not
continuously monitored. If the diagnosis of a system is complete,
the diagnostic result and the corresponding thresholds are saved
and displayed in mode 06. This data remains saved (even with
the ignition off) until either new diagnostic results become avail‐
able or the DTC memory is erased.
The min & max values for each individual test in Mode 06 repre‐
sent the min & max operating values for a properly operating
system. This data is provided to the individual aftermarket scan
tool companies for development of their scan tool. Depending on
the scan tool being used, the min & max values shown may vary,
or be rounded up or down to the nearest decimal point depending
on the aftermarket scan tool company's development process.
For example; GST manual documentation will show the value as
0.3499 (units) while the scan tool will display the same value as
0.35 (units).
Depending on the scan tool and protocol used, the information
displayed in Diagnostic Mode 06 may be referred to by different
names such as Test-ID (TID), Hex-ID, Component-ID (CID), On-
Board Diagnostic Monitor Identifier (OBDMID), or contain no
name at all and may be referenced by only a number.
Test requirements
• Exhaust system must be properly sealed between the catalytic
converter and the cylinder heads.
• Coolant temperature at least 80 °C.
Work procedure

GTI 2014 ➤
– Start the engine and let run at idle speed.

– Select Mode 6: Check test the results of components that are
not continuously monitored.
Select the desired Test-ID.
The current minimum and maximum values will be displayed on
the scan tool screen.
The following table is a numerical list of all“Test-IDs” that may be
selected.
$21: ⇒ page 36 Catalytic Converter Monitoring
$35: ⇒ page 37 Camshaft Adjustment Bank 1
$3C: ⇒ page 37 Tank Venting System Leak Test (0.020" / 0.5 mm)
$3D: ⇒ page 38 Tank Vent Valve Function Check
$71: ⇒ page 39 Secondary Air System Bank 1

⇒ page 224
⇒ page 224
$8A P2195 Oxygen Sensor Intrusive Check 0.89 32.767 Refer to DTC P2195 in DTC
summary table. ⇒ page 345
$8B P2196 Oxygen Sensor Intrusive Check 0.89 32.767 Refer to DTC P2196 in the
DTC summary table.
⇒ page 346

repair procedure

GTI 2014 ➤

page 24 .
$05 P013A Oxygen Sensor Transition Time. 900.0 65,534. Refer to DTC P013A in the
mV/s 0 mV/s DTC summary table.
⇒ page 228
$92 P013B Oxygen Sensor Maximum Gradient Of 650.0 65,534. Refer to DTC P013B in the
Sensor Signal During Lean – Rich – mV/s 0 mV/s DTC summary table.
Transition. ⇒ page 232
$93 P013E Oxygen Sensor Dynamic Test, Delay 0.0 s 0.9 s Refer to DTC P013E in the
Rich To Lean. DTC summary table.
⇒ page 236
$94 P013F Oxygen Sensor Dynamic Test, Delay 0.0 s NaN Refer to DTC P013F in the
Lean To Rich. DTC summary table.
⇒ page 240
$95 P2270 Oxygen Sensor Target Voltage In Fat 0.874 V 7.999 V Refer to DTC P2270 in the
Mode Not Reached. DTC summary table.
⇒ page 361
$96 P2271 Oxygen Sensor Target Voltage In 0.0 V 0.249 V Refer to DTC P2271 in the
Lean-Burn Mode Not Reached. DTC summary table.
⇒ page 365

repair procedure
page 24 .
Monitor-ID $21: Catalytic Converter Monitoring
$84 P0420 Catalytic Converter Assessment Of 0.0 1.0 OSC Refer to DTC P0420 in the
Oxygen Storage Capacity (OSC) Com‐ OSC DTC summary table.
pared To Catalytic Converter Map. ⇒ page 288

GTI 2014 ➤

repair procedure
page 24 .
Monitor-ID $35: Camshaft Adjustment Bank 1
$80 P0011 VVT Intake Camshaft Diagnosis, Tar‐ 0.0° 10.0° Refer to DTC P0011 in the
get Position Not Reached, Target Er‐ CRK CRK DTC summary table.
ror. ⇒ page 201
$81 P000A VVT Intake Camshaft Diagnosis, 10.0° 655.35° Refer to DTC P000A in the
$82 P0014 VVT Exhaust Camshaft Diagnosis, 0.0° 10.0° Refer to DTC P0014 in the
Target Position Not Reached, Target CRK CRK DTC summary table.
Error. ⇒ page 201
$83 P000B VVT Exhaust Camshaft Diagnosis, 3.5° 655.35° Refer to DTC P000B in the

repair procedure
page 24 .
Monitor-ID $3C: Tank Venting System Leak Test (0.020" / 0.5
mm)
Select “Monitor-ID $3C”.
$83 P0456 NVLD Fine Leak Detection. 10.0 65,535. Refer to DTC P0456 in the
0 DTC summary table.
⇒ page 295

GTI 2014 ➤

repair procedure
page 24 .
Monitor-ID $3D: Tank Vent Valve Function Check
Select “Monitor-ID $3D”.
$8B P0441 Tank Vent Valve – Function Check, 0.1 655.35 Refer to DTC P0441 in the
Test Using Cross-Correlation. DTC summary table.
⇒ page 292
$92 P0441 Tank Vent Valve – Function Check, 0.399 1.999 Refer to DTC P0441 in the
Quick Check DTC summary table.
⇒ page 292

repair procedure
page 24 .
$85 P0135 Oxygen Sensor Ceramic Tempera‐ 630.0° C 6,513.5° Refer to DTC P0135 in the
ture Monitoring. C DTC summary table.
⇒ page 227

repair procedure
page 24 .

GTI 2014 ➤

$90 P0141 Oxygen Sensor Nernst Cell Resist‐ 0.0 Ω 700.0 Ω Refer to DTC P0141 in the
ance Test. DTC summary table.
⇒ page 243

repair procedure
page 24 .
Monitor-ID $71: Secondary Air System Bank 1
$82 P0491 System Testing, Reduced Secon‐ 0.0 1.999
Refer to DTC P0491 in the
dary Air Mass. DTC summary table.
⇒ page 297
$85 P0410 System Testing Of Pressure Sensor. 0.0 kPa 5.0 kPa Refer to DTC P0410 in the
DTC summary table.
⇒ page 286
$8C P2440 Functional Testing Of Secondary Air 0.0 1.34 Refer to DTC P2440 in the
Valve, Valve Leak Check. DTC summary table.
⇒ page 389

repair procedure
page 24 .

GTI 2014 ➤

⇒ page 263
$0C P0301 Misfire Cylinder 1, In This Driving 0.0 65,535. Refer to DTC P0301 in the
Cycle. counts 0 counts DTC summary table.
⇒ page 263

repair procedure
page 24 .
⇒ page 265
⇒ page 265

repair procedure
page 24 .

GTI 2014 ➤

⇒ page 267
⇒ page 267

repair procedure
page 24 .
⇒ page 269
⇒ page 269

repair procedure
page 24 .
3.3.8 Diagnostic Mode 07 - Read Faults De‐

tected During the Current or Last Driving
Cycle
Mode 07 makes it possible to check emission related faults which
appeared during the current or last driving cycle (pending DTCs).
A pending DTC is saved the first time a fault is detected (output
via Mode 07).

GTI 2014 ➤
– If the fault is detected again by the end of the following driving

cycle, a confirmed DTC is entered (output via Mode 03) and
the MIL is activated.
– If this malfunction is not detected again by the end of the fol‐
lowing driving cycle, the corresponding pending code will be
deleted at the end of the driving cycle.
Note
Depending on the scan tool and protocol used, some of the in‐
formation provided may be referred to by a different name.
Procedure
Note
If the engine does not start, crank the engine using starter for at
least 5 seconds. Do not switch the ignition off afterward.
– Select Mode 7: Check test results of components that are

continuously monitored.
The number of pending DTCs or 0 malfunctions detected will be
displayed on the scan tool screen.
– Refer to the DTC tables for the diagnostic repair procedures.
3.3.9 Diagnostic Mode 08 - Request Control

of On-Board System, Test or Compo‐
nent
Diagnostic Mode 08 is used to control the operation of an on-
board system, test or component. A Mode 8 service can be used
to turn on-board system ON or OFF, or to cycle an on-board sys‐
tem, test, or component on or off for a specific period of time. The
service can also be used to request system status or to report test
results.
Test Requirements
– No Test requirements are available for this powertrain.
Function Test
– No Function Tests are available for this powertrain.
3.3.10 Diagnostic Mode 09 - Read Vehicle In‐

formation
Diagnostic Mode 09 makes it possible to access vehicle specific
information from the control modules (where applicable).
Note
Depending on the scan tool and protocol used, Diagnostic Mode

name.

GTI 2014 ➤
Test Requirement
Procedure
– Switch the ignition on.
– Select Mode 09: Vehicle information.
– Select the desired Test ID.
– The information requested will be displayed on the scan tool
screen.
The following table is a numerical list of all Test IDs that may be
selected.
Test-ID Diagnostic text
02: Vehicle identification number e.g.
♦ A different 17 digit number will be displayed
for each vehicle
04: Calibration identification e.g.

♦ Engine Control Module
♦ Transmission Control Module
06: CVN (check sum) e.g.

♦ EC5AE460 the check sum is different for ev‐
ery control module version
♦ 000D105
$08: In-use Performance Tracking information (CAN)

♦ General Denominator – 0 ... 65,535 cnts
♦ Ignition Cycle Counter – 0 ... 65,535 cnts
♦ Catalytic converter diagnosis counter bank 1 – 0 ... 65,535 cnts
♦ Catalytic converter diagnosis denominator – 0 ... 65,535 cnts

bank 1
♦ Catalytic converter diagnosis counter bank 2 – 0 ... 65,535 cnts
♦ Catalytic converter diagnosis denominator – 0 ... 65,535 cnts

bank 2
♦ Oxygen sensor diagnosis counter before cat‐ – 0 ... 65,535 cnts

alytic converter bank 1
♦ Oxygen sensor diagnosis denominator before – 0 ... 65,535 cnts

catalytic converter bank 1
♦ Oxygen sensor diagnosis counter before cat‐ – 0 ... 65,535 cnts

alytic converter bank 2
♦ Oxygen sensor diagnosis denominator before – 0 ... 65,535 cnts

♦ AGR diagnosis / VVT diagnosis counter – 0 ... 65,535 cnts
♦ AGR diagnosis / VVT diagnosis denominator – 0 ... 65,535 cnts

GTI 2014 ➤
Test-ID Diagnostic text

♦ Secondary air injection diagnosis counter – 0 ... 65,535 cnts
♦ Secondary air injection diagnosis denomina‐ – 0 ... 65,535 cnts

tor
♦ Tank ventilation diagnosis counter – 0 ... 65,535 cnts
♦ Tank ventilation diagnosis denominator – 0 ... 65,535 cnts
♦ Oxygen sensor diagnosis counter after cata‐ – 0 ... 65,535 cnts

lytic converter bank 1
♦ Oxygen sensor diagnosis denominator after – 0 ... 65,535 cnts

♦ Oxygen sensor diagnosis counter after cata‐ – 0 ... 65,535 cnts

lytic converter bank 2
♦ Oxygen sensor diagnosis denominator after – 0 ... 65,535 cnts

0A ECU Name
♦ Engine Control Module (ECM)
3.3.11 Diagnostic Mode 0A - Check Permanent

DTC Memory
Note
♦ The following is a generic explanation of the requirements,

coverage, and operation of Mode 0A.
♦ Mode 0A may only be supported exclusively by OBD control
modules in US vehicles. Mode 0A may not be supported in
EOBD vehicles, meaning the control module may not send a
response here.
Mode 0A - Check Permanent DTC Memory (Request emissions-

related diagnostic trouble codes with permanent status after code
clear)
Permanent Fault Codes From MY 2010 with Phase-In conforming
to CCR 1968.2 (d)(2.2.5): 50% from MY 2010 / 75% from MY
2011 / 100% from MY 2012 The vehicle only participates in
Phase-In if all of the OBD-relevant control modules in the vehicle
meet these requirements.
Mode 0A enables the request of all OBD-relevant faults with the
status “Permanent Fault Code”
- Permanent Fault Codes are Confirmed Fault Codes that are
currently activating the MIL. That means faults that are still dis‐
played in Mode 03 but no longer activate the MIL (History Fault
Codes) are not Permanent Fault Codes.
- Permanent Fault Codes are updated in Mode 0A at the same
time as NVRAM storage immediately after switching the ignition
off. A newly detected Permanent Fault Code is only visible after
switching the ignition off/on in Mode 0A.

GTI 2014 ➤
- Permanent Fault Codes may only be erased in the control mod‐

ule after they are corrected as long as the last diagnostic result
was a PASS and the MIL is no longer activated by this fault. The
Permanent Fault Codes should be erased from Mode 0A at the
same time the MIL switches off when the ignition is switched off/
on.
- Permanent Fault Codes may not be erased by clearing the DTC
memory or disconnecting the power supply. Storage in NVRAM
is required.
- Permanent Fault Codes may only be erased after clearing the
DTC memory under the following conditions: - As long as no FAIL
diagnostic result was detected for a Permanent Fault Code - and
at least one PASS diagnostic result was detected - and the Min‐
imum Trip Conditions for a General Denominator (without con‐
sidering high/ambient temperature) were met in this phase in any
DCY after erasing the DTC memory.
- The engine control module relays the message “Minimum Trip
conditions met” to all other OBD control modules via CAN: CAN
message OBD_01, Byte 8, Bit 4: OBD_Minimum_Trip
- Permanent Fault Codes may NOT be erased if the diagnostic
result is FAIL after clearing the DTC memory. A Pending Fault
Code should be stored and the DTC memory line should be over‐
written with new Freeze Frame data. (Exception: If the Pending
Fault Code is corrected without a Confirmed Fault Code being
detected, the Permanent Fault Code may also be erased under
the conditions described below.)
- Permanent Fault Codes should be erased in engine control
modules after Update Programming. At this time, all readiness
bits (Mode 01 PID $01) must be reset to “not complete” [ (g)(4.4.6)
(D) ]. Permanent Fault Codes should not be erased in OBD con‐
trol modules with Comprehensive Components (CCM) as a single
readiness bit if the identical program/data status is being pro‐
grammed. If a different program/data status is being program‐
med, Permanent Fault Codes should be erased after Update
Programming.
- The procedure in Mode 01 through Mode 09 and in the service
tester is NOT affected by implementation of the Permanent Fault
Codes.
Note
After MIL off during the 40 warm-up cycle self-healing process,

the fault may not be reported as Permanent Fault Code anymore
Procedure
♦ Erasing Permanent Fault Codes after code clear Service $0A
– Permanent Fault Codes: can only be erased at the end of a
driving cycle (during ECM keep alive time) if all the following
conditions are fulfilled:
♦ ERASE: Permanent Fault Codes after code clear, the vehicle
needs to be driven!
♦ NO FAIL: DTC cleared
♦ MONITORS: PASS
♦ MINIMUM: Conditions fulfilled 600 s (cumulative) Engine run‐
ning
♦ DRIVE: 300 s (cumulative) vehicle speed > 25 mph (40 km/h)

GTI 2014 ➤
3.4 Engine DTC Tables

♦ ⇒ “3.4.1 Engine Control Module , 2014 - 2015 MY’s”,
page 46
♦ ⇒ “3.4.2 Engine Control Module , 2016 MY”, page 200
3.4.1 Engine Control Module , 2014 - 2015 MY’s

DTC / Monitor Malfunction Crite‐ Secondary Parame‐ Monitoring MIL Il‐ Component Diag‐
Descrip‐ Strategy ria and Threshold ters with Enable Time lum. nostic Procedure
tion Descrip‐ Value Conditions Length
tion
P000A VVT Ac‐ • Adjustment an‐ • Modelled oil tem‐ • 0 • 2 – Check the Cam‐
"A" tuator In‐ gle difference perature -40 – (FTP75: DCY shaft Adjust‐
Cam‐ take Ra‐ >= 1.00; < 160° C 350) s ment Valve 1 -
shaft tionality 10.0° CRK N205- . Refer to
Position Check • Engine speed • Contin‐ ⇒ “3.6.3 Cam‐
Slow 608 – 6,016 RPM uous shaft Adjust‐
Re‐ • Set point change ment Valve 1
sponse > 25.0° CRK N205 , Check‐
Bank 1 ing”, page 462 .
• Dynamic diagno‐
sis timer >= 0.95
– 4.0 s
P0010 VVT Ac‐ • Output voltage • Actuator com‐ • 2.0 s • 2 – Check the Cam‐
"A" tuator In‐ lower range manded off DCY shaft Adjust‐
Cam‐ take 1.92 – 2.21 V • Contin‐ ment Valve 1 -
shaft Open Cir‐ uous N205- . Refer to
Position cuit • Output voltage ⇒ “3.6.3 Cam‐
Actuator upper range shaft Adjust‐
Control (hardware val‐ ment Valve 1
Circuit/ ues) 2.85 – N205 , Check‐
Open 3.25 V ing”, page 462 .
Bank 1
P0011 VVT Ac‐ • Camshaft posi‐ • Modeled oil tem‐ • 0 • 2 – Check the Cam‐
"A" tuator In‐ tion deviation > perature -40 – ( FTP75: DCY shaft Adjust‐
Cam‐ take Ra‐ 10.0° CRK 160° C 120) s ment Valve 1 -
shaft tionality N205- . Refer to
Position Check • Engine speed • Multiple ⇒ “3.6.3 Cam‐
- Timing 608 – 6,016 RPM shaft Adjust‐
Over- • Camshaft adjust‐ ment Valve 1
Ad‐ ment n.a. N205 , Check‐
vanced ing”, page 462 .
or Sys‐ • Catalyst heating
tem Per‐ n.a.
for‐
mance
Bank 1

GTI 2014 ➤
tion
P0016 Camshaft • Adapted value • Camshaft adjust‐ • 720° • 2 – Check the Cam‐
Crank‐ Position/ for each edge ment active (ex‐ CRK DCY shaft Adjust‐
shaft Crank‐ of the target haust side) en‐ ment Valve 1 -
Position shaft Po‐ wheel < -14.0° gine speed 288 – • Once / N205- . Refer to
- Cam‐ sition In‐ CRK 4,000 RPM DCY ⇒ “3.6.3 Cam‐
shaft take - shaft Adjust‐
Position Correla‐ • Or • Modeled oil tem‐ ment Valve 1
Correla‐ tion perature >= -15° N205 , Check‐
• Adapted value C
tion Adapta‐ for each edge ing”, page 462 .
Bank 1 tion Val‐ of the target • Modeled oil tem‐
Sensor ue Moni‐ wheel > 14.0° perature <= 160° – Check the En‐
A toring CRK C gine Speed Sen‐
sor - G28- . Re‐
• Engine speed < fer to
8,160 RPM ⇒ “3.6.11 En‐
gine Speed Sen‐
• Diff. actual ex‐ sor G28 , Check‐
haust camshaft ing”, page 479 .
position vs. previ‐
ous camshaft po‐
sition @ refer‐
ence signal edge
< 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
• Backwards rota‐
tion not detected
• Or
• Case 4:
• Engine speed >=
300 RPM
• Engine stopped

GTI 2014 ➤
tion
P0017 Camshaft • Adapted value • Camshaft adjust‐ • 720° • 2 – Check the Cam‐
Crank‐ Position/ for each edge ment active (ex‐ CRK DCY shaft Adjust‐
shaft Crank‐ of the target haust side) en‐ ment Valve 1 -
Position shaft Po‐ wheel < -14.0° gine speed 288 – • Once / N205- . Refer to
- Cam‐ sition Ex‐ CRK 4,000 RPM DCY ⇒ “3.6.3 Cam‐
shaft haust - shaft Adjust‐
Position Correla‐ • Or • Modeled oil tem‐ ment Valve 1
Correla‐ tion perature >= -15° N205 , Check‐
• Adapted value C
tion Adapta‐ for each edge ing”, page 462 .
Bank 1 tion Val‐ of the target • Modeled oil tem‐
Sensor ue Moni‐ wheel > 14.0° perature <= 160° – Check the En‐
B toring CRK C gine Speed Sen‐
sor - G28- . Re‐
• Engine speed < fer to
8,160 RPM ⇒ “3.6.11 En‐
gine Speed Sen‐
ous camshaft po‐
sition @ refer‐
ence signal edge
< 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
300 RPM
• Engine stopped

GTI 2014 ➤
tion
P0030 Oxygen • O2S upstream • 2.5 s • 2 – Check the Oxy‐
HO2S Sensors heater voltage DCY gen Sensor 1
Heater Heater lower range • Contin‐ Before Catalytic
Control Front 1.92 – 2.21 V uous Converter -
Circuit Open Cir‐ GX10- . Refer to
Bank 1 cuit • O2S upstream ⇒ “3.6.28 Oxy‐
Sensor heater voltage gen Sensor 1
1 upper range Before Catalytic
2.85 – 3.25 V Converter
GX10 , Check‐
ing”, page 516 .
Heater Heater lower range • Contin‐ Before Catalytic
Control Front 1.92 – 2.21 V uous Converter -
Circuit Short To GX10- . Refer to
Low Ground ⇒ “3.6.28 Oxy‐
Bank 1 gen Sensor 1
Sensor Before Catalytic
1 Converter
GX10 , Check‐
ing”, page 516 .
P0032 Oxygen • O2S upstream • EGT @ O2S front • 2.5 s • 2 – Check the Oxy‐
HO2S Sensors heater driver >= -273° C DCY gen Sensor 1
Heater Heater temperature > • Contin‐ Before Catalytic
Control Front 160.0 – 200.0° • Actuator com‐ uous Converter -
Circuit Short To C manded on GX10- . Refer to
High Battery ⇒ “3.6.28 Oxy‐
Bank 1 Voltage • Or gen Sensor 1
Sensor • O2S upstream Before Catalytic
1 heater driver Converter
output current GX10 , Check‐
> 8.0 – 12.0 A ing”, page 516 .
P0036 Oxygen • O2S down‐ • Engine not in • 2.5 s • 2 – Check the Oxy‐
HO2S Sensors stream heater start process DCY gen Sensor 1 Af‐
Heater Heater voltage lower • Contin‐ ter Catalytic
Control Rear range 1.92 – uous Converter -
Circuit Open Cir‐ 2.21 V GX7- . Refer to
Bank 1 cuit ⇒ “3.6.27 Oxy‐
Sensor • O2S down‐ gen Sensor 1 Af‐
2 stream heater ter Catalytic
voltage upper Converter GX7 ,
range 2.85 – Checking”, page
3.25 V 513 .
Heater Heater voltage lower • Contin‐ ter Catalytic
Control Rear range 1.92 – uous Converter -
Circuit Short To 2.21 V GX7- . Refer to
Bank 1 gen Sensor 1 Af‐
Sensor ter Catalytic
2 Converter GX7 ,
Checking”, page
513 .

GTI 2014 ➤
tion
P0038 Oxygen • O2S down‐ • EGT @ O2S rear • 2.5 s • 2 – Check the Oxy‐
HO2S Sensors stream heater (binary) >= -273 DCY gen Sensor 1 Af‐
Heater Heater driver tempera‐ • Contin‐ ter Catalytic
Control Rear ture > 160.0 – • Actuator com‐ uous Converter -
Circuit Short To 200.0° C manded on GX7- . Refer to
High Battery • Engine not in ⇒ “3.6.27 Oxy‐
Bank 1 Voltage • Or
start process gen Sensor 1 Af‐
Sensor • O2S down‐ ter Catalytic
2 stream heater Converter GX7 ,
driver output Checking”, page
current > 8.0 – 513 .
12.0 A
P0045 Turbo‐ • Bypass valve • Deviation be‐ • 0.4 s • 2 – Check the

Turbo‐ charger driver load re‐ tween actual and DCY Charge Pres‐
charger/ Boost sistance > 200 filtered boost • Contin‐ sure Actuator -
Super‐ Pressure kOhm pressure actuator uous V465- / Charge
charger Control position <= 5.0 % Pressure Actua‐
Boost Valve tor Position Sen‐
Control Open Cir‐ • Boost pressure sor - G581- . Re‐
"A" Cir‐ cuit actuator control‐ fer to
cuit/ ler not active ⇒ “3.6.7 Charge
Open • Time delay > 1.0 Pressure Actua‐
s tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
P0068 Leak to • Difference be‐ • Time after engine • 5.0 s • 2 – Check the In‐
MAP/ Intake tween target in‐ start > 5.0 s DCY take system for
MAF - Manifold take manifold • Contin‐ vacuum leaks,
Throttle Rationali‐ pressure and • Barometric pres‐ uous make sure oil
Position ty Check actual intake sure > 73.0 – dipstick is push‐
Correla‐ manifold pres‐ 105.0 kPa ed properly into
tion sure < -15.0 – • Engine speed > place.
-10.0 kPa 576 – 512 RPM
– Check the In‐
• Engine speed < take Manifold
3,000 RPM Sensor - GX9- .
Refer to
• IAT @ intake ⇒ “3.6.23 Intake
manifold > -48° C Manifold Sensor
GX9 , Check‐
• ECT @ cylinder ing”, page 505 .
head > -48° C
• Difference be‐ – Check the Throt‐
tween engine tle Valve Control
speed and fil‐ Module - GX3- .
tered engine Refer to
speed < 8,160 ⇒ “3.6.31 Throt‐
RPM tle Valve Control
Module GX3 ,
• Difference be‐ Checking”, page
tween MAF set 524 .
point and filtered
MAF set point <
15.01 mg/rev
• Throttle actuator
commanded on

GTI 2014 ➤
tion
Intake Air • General condi‐ • Modeled pres‐
System tions: sure quotient
Rationali‐ 0.10 – 0.60 [-]
ty Check • Filtered lamb‐ • Gradient of intake
da controller in‐
cluded correc‐ manifold pres‐
tion and adap‐ sure >= -199.90;
tion -30.00 – <= 199.90 kPa/s
30.00 % • Vehicle speed <=
• Lambda con‐ 1 mph
trol active
• And
• Deviation throt‐
tle area control‐
ler < -60.00 %
P0070 CAN: • AAT sensor • 2.0 s • 2 – Check the Out‐

Ambient Ambient voltage (hard‐ DCY side Air Temper‐
Air Tem‐ Air Tem‐ ware values) > • Contin‐ ature Sensor -
perature perature 4.50 V uous G17- . Refer to
Sensor Sensor ⇒ “3.6.26 Out‐
Circuit Short To side Air Temper‐
"A" Battery ature Sensor
Voltage G17 , Check‐
Or Open ing”, page 511 .
Circuit

GTI 2014 ➤
tion
P0071 Ambient • High side: • Engine off time • 0.1 s • 2 – Check the Out‐
Ambient Air Tem‐ >= 360.0 min DCY side Air Temper‐
Air Tem‐ perature • Diff. AAT @ • Once / ature Sensor -
perature Sensor cold start vs. • Engine off time DCY G17- . Refer to
Sensor Cross IAT @ manifold plausible ⇒ “3.6.26 Out‐
Circuit Check @ cold start > side Air Temper‐
25 K • Time after engine
"A" start < 1,400.0 s ature Sensor
Range/ • Diff. AAT @ G17 , Check‐
Per‐ cold start vs. • Depending on ing”, page 511 .
for‐ ECT @ radiator temperature
mance outlet @ cold slope:
start > 25 K • Diff. actual vs
• Or previous IAT <
256.0 K
• Low side:
• Diff. actual vs
• Diff. IAT @ previous ECT @
manifold @ cylinder head <
cold start vs. 256.0 K
AAT @ cold
start > 25.0 K • Diff.. actual vs
previous ECT@
• Diff. ECT @ ra‐ radiator outlet <
diator outlet @ 256.0 K
cold start vs.
AAT @ cold • Diff. actual vs
start > 25.0 K previous AAT <
256.0 K
• For time >= 1.0 s

Ambient Ambient voltage < 0.10 DCY side Air Temper‐
Air Tem‐ Air Tem‐ V • Contin‐ ature Sensor -
perature perature uous G17- . Refer to
Sensor Sensor ⇒ “3.6.26 Out‐
"A" Low Ground ature Sensor
G17 , Check‐
ing”, page 511 .

GTI 2014 ➤
tion
P0087 Fuel Sys‐ • Deviation be‐ • Engine speed > • 4.5 s • 2 – Check the fuel
Fuel tem Pres‐ tween refer‐ 600 RPM DCY pressure, refer
Rail/ sure Sen‐ ence fuel pres‐ • Contin‐ to the repair
System sor, High sure set point • EVAP purge uous manual for prop‐
Pres‐ Pressure and current fuel adaptation < 22 er procedures.
sure - Side Out pressure > • ECT >= 63 °C
Too Low Of Range 2,000.10 kPa – Check the Fuel
Bank 1 Low • IAT < 90 °C Pressure Sen‐
• Case 1: sor - G247- . Re‐
• Lambda control fer to
• Fuel mass con‐ closed loop
troller output ⇒ “3.6.17 Fuel
-50.0 – 50.0 % Pressure Sen‐
sor G247 ,
• High pressure Checking”, page
controller out‐ 491 .
put > 30 mg
– Check the Fuel
• Fuel pressure < Pressure Regu‐
3,500.31 kPa lator Valve -
N276- . Refer to
• Case 2: ⇒ “3.6.16 Fuel
• Fuel pump at Pressure Regu‐
max limit lator Valve
N276 , Check‐
• Mass fuel flow ing”, page 489 .
set point <
1389.0 mg/rev – Check the Fuel
Pump Control
• Fuel pressure < Module - J538- /
34,777.60 kPa Fuel Delivery
Unit - GX1- . Re‐
fer to
⇒ “3.6.18 Fuel
Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .

GTI 2014 ➤
tion
Fuel Sys‐ • Fuel mass con‐ • Engine speed
tem Pres‐ troller output 608 – 6,816 RPM
sure Sen‐ -50.0 – 50.0 %
sor, High • Mass fuel flow set
Pressure • And point 15.01 –
Side Ra‐ • 1,389.0 mg/rev
High pressure
tionality controller out‐ • For time after re‐
Check put > 35 mg quest for mass
Low fuel flow set point
• And >= 5.0 s
• Deviation be‐ • Engine start not
tween fuel active
pressure set
point and cur‐ • Time after engine
rent fuel pres‐ start > 10.0 s
sure > 2,000.10
kPa and fuel • Engine warm-up
pressure >= n.a.
3,500.31 kPa • Catalyst heating
not active
• Full load n.a.
• Catalyst purge
n.a.
• Lambda control
n.a.
• Evap purge func‐
tionality diagno‐
sis n.a.
• And
• Choice of:
• Canister load <=
n.a. [-]
• Or
• Evap purge valve
n.a.
P0092 Fuel Con‐ • Current low • Ignition on • 0.8 s • 2 – Check the Fuel
Fuel trol Valve side (hardware DCY Pressure Regu‐
Pres‐ Short To values) > 13.5 • Or • Contin‐ lator Valve -
sure Battery – 17.0 A uous N276- . Refer to
• Ignition off (dur‐
Regula‐ Plus (Low ing ECM keep ⇒ “3.6.16 Fuel
tor 1 Side) alive-time) Pressure Regu‐
Control lator Valve
Circuit • And N276 , Check‐
High ing”, page 489 .
• Actuator com‐
manded on

GTI 2014 ➤
tion
Fuel Con‐ • Voltage high • Ignition on
trol Valve side (hardware
Short To values) < 1.92 • Or
Battery – 2.21 V • Ignition off (dur‐
Plus ing ECM keep
(High alive-time)
Side)
• And
• Actuator com‐
manded off
P00B7 Rotary • Diff. previous • ECT @ cylinder • 3.0 s • 2 – Check coolant

Engine Coolant and actual po‐ head > 11° C DCY system for leaks
Coolant Valve sition of RVC < • Contin‐ or damage.
Flow Function‐ 4.0° • RCV position uous
Low/ al Check 0.00 – 270.0° – Check the Cool‐
Per‐ • Diff. previous ac‐ ant Thermostat
for‐ tual and target and the Engine
mance position of RCV > Temperature
5.0° Control Actuator
- N493- . Refer
• And to
⇒ “3.6.12 En‐
• RCV adaptation gine Tempera‐
finished ture Control Ac‐
tuator N493 ,
• Or Checking”, page
• RCV adaptation 481 .
not active
.
P0106 Manifold • Diff. barometric • Case 1: Engine • 3.0 s • 2 – Check the In‐
Manifold Pressure pressure vs. in‐ stop during DCY DCY take Manifold
Abso‐ Sensor take manifold • Contin‐ Sensor - GX9- .
lute By En‐ pressure >= • Engine stopped uous Refer to
Pres‐ gine 8.50 kPa • Vehicle speed < 1 ⇒ “3.6.23 Intake
sure/ Standing: mph Manifold Sensor
Baro‐ Rationali‐ • Or GX9 , Check‐
metric ty Check • Diff. upstream • Engine stop >= ing”, page 505 .
Pres‐ During throttle pres‐ 5.0 s
sure Engine sure vs. intake •
Sensor Off For time >= 10.0 s
manifold pres‐
Circuit sure >= 8.50 • Case 2: Engine
Range/ kPa stop at start of
Per‐ DCY
for‐
mance • Engine stop stop‐
ped
• Vehicle speed < 1
mph
• Engine stop >=
5.0 s

GTI 2014 ➤
tion
Manifold • Diff. upstream • Engine stop
Pressure throttle pres‐
Sensor sure @ engine • vehicle speed < 1
By En‐ off vs. intake mph
gine manifold pres‐ • Delay time in
Standing: sure @ engine ECM keep alive-
Rationali‐ off > 8.50 kPa time > 10.0 s
ty Check
During • And • Engine stop >=
ECM • Diff. intake 5.0 s
Keep manifold pres‐ •
Alive- Barometric pres‐
sure @ engine sure sensor volt‐
Time: stop vs. intake age 0.20 – 4.80 V
manifold pres‐
sure @ idle • Intake manifold
speed < n.a. pressure sensor
kPa voltage 0.20 –
4.80 V
• Or
• Turbocharger
• Diff. barometric boost pressure
pressure vs. in‐ sensor voltage
take manifold 0.20 –4.80 V
pressure >=
8.50 kPa
• And
• Diff. intake
manifold pres‐
sure @ engine
stop vs. intake
manifold pres‐
sure @ idle
speed < n.a.
kPa
• Or
• Intake manifold
pressure (raw
value) < 0.00; >
543.40 kPa
Intake Air • General condi‐ • Throttle position • 5.0 s

System tions: > 0.0° TPS
Rationali‐ • Contin‐
ty Check • Filtered lamb‐ • Throttle position uous
da controller in‐ < 100.003° TPS
cluded correc‐
tion and adap‐ • Engine speed >
tion < -30.0 % 576; < 3008 RPM
• And • Modeled pres‐

sure quotient >
• Deviation throt‐ 0.27; < 0.60 [-]
tle area control‐
ler > 45.0 % • Engine running
commanded on
• Time after engine
start > 5.0 s
• Throttle position
sensor failure not
detected

GTI 2014 ➤
tion
• General condi‐ • Fuel cut off not
tions: active
• Filtered lamb‐ • Fast throttle
da controller in‐ adaptation finish‐
cluded correc‐ ed
tion and adap‐ • Gradient intake
tion > 30.0 % manifold pres‐
• And sure -199.90 –
199.90 kPa/s
tle area control‐ • Engine speed
ler < -45.0 % limitation not ac‐
tive
• Barometric pres‐
sure plausibility
diagnosis finish‐
ed
• Intake manifold
modeled adap‐
tion active
• And
• Choice of:
• MAF sensor ac‐
tive
• Or
• Manifold pres‐
sure sensor ac‐
tive
• And
• Choice of:
sure > 73.00; <
107.50 kPa
• Or
sure sensor not
active
P0107 Manifold • Intake manifold • 0.5 s • 2 – Check the In‐

Manifold Pressure pressure sen‐ DCY take Manifold
Abso‐ Sensor sor voltage < • Contin‐ Sensor - GX9- .
lute Short To 0.20 V uous Refer to
Pres‐ Ground ⇒ “3.6.23 Intake
sure/ Manifold Sensor
Baro‐ GX9 , Check‐
metric ing”, page 505 .
Pres‐
sure
Sensor
Circuit
Low

GTI 2014 ➤
tion
Abso‐ Sensor sor voltage > • Contin‐ Sensor - GX9- .
lute Short To 4.80 V uous Refer to
Pres‐ Battery ⇒ “3.6.23 Intake
sure/ Voltage Manifold Sensor
Pres‐
sure
Sensor
Circuit
High
P0111 Intake Air • High side: • Engine off time • 0.1 s • 2 – Check the In‐
Intake Tempera‐ >= 360.0 min DCY take Manifold
Air Tem‐ ture Sen‐ • Diff. IAT @ • Once / Sensor - GX9- .
perature sor @ manifold @ • Engine off time DCY Refer to
Sensor Manifold cold start vs. plausible time af‐ ⇒ “3.6.23 Intake
1 Circuit Cross AAT @ cold ter engine start Manifold Sensor
Range/ Check start > 25.0 K <= 1,400.0 s GX9 , Check‐
Per‐ • Diff. IAT @ • Depending on ing”, page 505 .
for‐ manifold @ temperature
mance cold start vs. slope:
Bank 1 ECT @ radiator
outlet @ cold • Diff. actual vs
start > 25.0 K previous IAT <
256.0 K
• Or
• Diff. actual vs
• Low side: previous ECT @
cylinder head <
• Diff. AAT @ 256.0 K
cold start vs.
IAT @ manifold • Diff. actual vs
@ cold start > previous ECT @
25.0 K radiator outlet <
256.0 K
• Diff. ECT @ ra‐
diator outlet @ • Diff. actual vs
cold start vs. previous AAT <
IAT @ manifold 256.0 K
@ cold start >
25.0 K • For time >= 1.0 s
P0112 Intake Air • IAT sensor • 2.0 s

Intake Tempera‐ voltage < 0.10
Air Tem‐ ture Sen‐ V • Contin‐
perature sor @ uous
Sensor Manifold
1 Circuit Short To
Low Ground
Bank 1
P0113 Intake Air • IAT sensor
Intake Tempera‐ voltage > 4.50
Air Tem‐ ture Sen‐ V
perature sor @
Sensor Manifold
1 Circuit Short To
High Battery
Bank 1 Voltage

GTI 2014 ➤
tion
P0116 Engine • Diff. min tem‐ • Rationality check • 1.0 s • 2 – Check the En‐
Engine Coolant perature of inappropriately DCY gine Coolant
Coolant Tempera‐ cross check low: • Once / Temperature
Temper‐ ture Sen‐ sensors vs. DCY Sensor - G62- .
ature sor @ ECT @ cylin‐ • Cross checks fin‐ Refer to
Sensor Cylinder der head @ en‐ ished ⇒ “3.6.9 Engine
1 Circuit Head Ra‐ gine start >= Coolant Tem‐
Range/ tionality 25° C perature Sensor
Per‐ Check In‐ G62 , Check‐
for‐ appropri‐ ing”, page 475 .
mance ately Low

GTI 2014 ➤
tion
Engine • ECT @ cylin‐ • Rationality check
Coolant der head @ en‐ high:
Tempera‐ gine start > 40 –
ture Sen‐ 80° C • Cross checks fin‐
sor @ ished
Cylinder • Or
• Engine running
Head Ra‐ • Difference be‐
tionality tween maxi‐ • Engine off time
Check In‐ mum and mini‐ >= 360.0 min
appropri‐ mum tempera‐ •
ately Valid AAT signal
ture of ECT @ for time >= 2.0 s
High cylinder head <
1° C • Valid engine stop
signal for time >=
2.0 s
• Or
• ECT @ cylinder
head > -256° C
• Modeled IAT @
throttle -48 –143°
C
• Depending on
thermostat con‐
trol:
• ECT @ cylinder
head <= n.a.° C
• Or
• ECT @ cylinder
head >= n.a.° C
• Engine n.a.
• And
• Engine part load
• Or
• Engine full load
• Engine speed >
1,300 RPM
• Vehicle speed >
12 mph
• Engine load > 2.0
%
• For time >= 20.0 –
43.0 s
• Engine idle vehi‐
cle speed < 3
mph
• Or
• Fuel cut off active
• Or

GTI 2014 ➤
tion
• Engine stop for
time >= 20.0 –
43.0 s
Engine • Difference be‐ • ECT @ cylinder • 30.0 s

Coolant tween model‐ head -128 – 127°
Tempera‐ led and meas‐ C • Once /
ture Sen‐ ured cylinder DCY
sor @ head tempera‐ • Time after engine
Cylinder ture > 5° C start > 60.0 s
Head Ra‐
tionality
Check
Low
P0117 Engine • ECT sensor • 0.5 s • 2 – Check the En‐
Engine Coolant voltage @ cyl‐ DCY gine Coolant
Coolant Tempera‐ inder head < • Contin‐ Temperature
Temper‐ ture Sen‐ 0.30 V uous Sensor - G62- .
ature sor @ Refer to
Sensor Cylinder ⇒ “3.6.9 Engine
1 Circuit Head Coolant Tem‐
Low Short To perature Sensor
Ground G62 , Check‐
ing”, page 475 .
P0118 Engine • ECT sensor • Modeled IAT @ • 0.5 s • 2 – Check the En‐
Engine Coolant voltage @ cyl‐ throttle >= -33° C DCY gine Coolant
Coolant Tempera‐ inder head > • Contin‐ Temperature
Temper‐ ture Sen‐ 4.90 V uous Sensor - G62- .
ature sor @ Refer to
High Short To perature Sensor
Battery / G62 , Check‐
Open Cir‐ ing”, page 475 .
cuit
P0121 Throttle • Normalized dif‐ • Throttle adaption • 0.01 s • 2 – Check the Throt‐
Throttle/ Position ference be‐ not active DCY tle Valve Control
Pedal Sensor 1 tween meas‐ • Contin‐ Module - GX3- .
Position Rationali‐ ured and mod‐ uous Refer to
Sensor/ ty Check eled value of ⇒ “3.6.31 Throt‐
Switch mass air flow tle Valve Control
"A" Cir‐ from TPS 1 >= Module GX3 ,
cuit 1.00 [-] Checking”, page
Range/ 524 .
Per‐ • Or
for‐ • Relative mass
mance air flow integral
from TPS 1 >
60.0 [-]
• Difference be‐ • 0.3 s

tween TPS 1
and TPS 2 > • Contin‐
6.499° TPS uous

GTI 2014 ➤
tion
P0122 Throttle • Throttle posi‐ • 0.2 s • 2 – Check the Throt‐
Throttle/ Position tion sensor 1 DCY tle Valve Control
Pedal Sensor 1 voltage < 0.15 • Contin‐ Module - GX3- .
Position Short To V uous Refer to
Sensor/ Ground ⇒ “3.6.31 Throt‐
Switch tle Valve Control
"A" Cir‐ Module GX3 ,
cuit Low Checking”, page
524 .
Pedal Sensor 1 voltage > 4.85 • Contin‐ Module - GX3- .
Sensor/ Battery ⇒ “3.6.31 Throt‐
Switch Voltage tle Valve Control
cuit High Checking”, page
524 .
P0131 Oxygen • O2S sensor • O2S heater front • 0.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage < 0.15 active DCY gen Sensor 1
sor Cir‐ Front V • Contin‐ Before Catalytic
cuit Low Short To • Pump current uous Converter -
Voltage Ground controller active GX10- . Refer to
Bank 1 • Measurement of ⇒ “3.6.28 Oxy‐
Sensor WRAF sensor la‐ gen Sensor 1
1 bel resistor not Before Catalytic
active Converter
GX10 , Check‐
• Active phase of ing”, page 516 .
open circuit diag‐
nosis for linear
lambda sensor
not active
P0132 Oxygen • O2S sensor • O2S heater front • 0.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage > 5.20 active DCY gen Sensor 1
sor Cir‐ Front – 5.35 V • Contin‐ Before Catalytic
cuit High Short To • pump current uous Converter -
Voltage Battery controller active GX10- . Refer to
Bank 1 Voltage • measurement of ⇒ “3.6.28 Oxy‐
Sensor WRAF sensor la‐ gen Sensor 1
1 bel resistor not Before Catalytic
active Converter
GX10 , Check‐
• active phase of ing”, page 516 .
open circuit diag‐
nosis for linear
lambda sensor
not active

GTI 2014 ➤
tion
P0133 Oxygen • Dynamic Path: • General condi‐ • 2.4 s • 1 – Check the Oxy‐
O2 Sen‐ Sensors tions: DCY gen Sensor 1
sor Cir‐ Front Re‐ • Lambda value • Once / Before Catalytic
cuit sponse vs. modeled • ECT @ cylinder DCY Converter -
Slow Check lambda value head >= -48° C GX10- . Refer to
Re‐ >= 1.25 [-] ⇒ “3.6.28 Oxy‐
• Vehicle speed > 0
sponse • Or mph gen Sensor 1
Bank 1 Before Catalytic
Sensor • Ratio of failed • Integrated MAF Converter
1 diagnostic cy‐ after gear change GX10 , Check‐
cle > n.a. [-] > 0.0 g ing”, page 516 .
• Or • MAF >= 0.0 mg/
rev
• Delay Path:
• MAF <= 1,389.0
• Llambda delay mg/rev
value vs. mod‐
eled lambda • Vehicle speed >=
value > 1.25 [-] 0 mph
start >= 0.0 s
• Integrated mass
for fuel in oil <
255.0 [-]
• Engine speed
1,216 – 3,008
RPM
• MAF (intake air
rate) 25.0 – 150.0
kg/h
• Vehicle speed >=
0 mph
• ECT @ cylinder
head >= -48° C
• Integrated MAF
after gear change
> 0.0 g
• Depending on
transmission
type: For A/T
• Integrated MAF
per cylinder >=
0.50 – 2.0 kg
• For DCT:
• Integrated MAF
per cylinder >
0.50 – 2.0 kg
• For MT:
• Integrated MAF
per cylinder >=
0.50 – 2.0 kg
• Depending on dy‐
namic conditions:

GTI 2014 ➤
tion
• Dynamic engine
speed < 288 RPM
• Dynamic torque <
80.0 Nm
• Dynamic MAF <
70.0 kg/h
• And depending
on canister and
catalyst purge:
• Evap purge n.a.
• Or
• Canister load cal‐
culation n.a
• Or
n.a. [-]

GTI 2014 ➤
tion
• Delay path: • General condi‐ • 13.2 s
tions:
• Lambda delay
value vs. mod‐ • MAF >= 0.0 mg/
eled lambda rev
value > 1.25 [-]
• MAF <= 1,389.0
mg/rev
0 mph
start >= 0.0 s
• Integrated mass
for fuel in oil <
255.0 [-]
• Engine speed
1,216 – 3,008
RPM
• MAF (intake air
rate) 25.0 – 150.0
kg/h
0 mph
• ECT @ cylinder
head >= -48° C
• Integrated MAF
after gear change
> 0.0 g
• Depending on
transmission
type: For A/T
• Integrated MAF
per cylinder >=
0.50 – 2.0 kg
• For DCT:
• Integrated MAF
per cylinder >
0.50 – 2.0 kg
• For MT:
• Integrated MAF
per cylinder >=
0.50 – 2.0 kg
namic conditions:
• Dynamic engine
speed < 288 RPM
80.0 Nm
• Dynamic MAF <
70.0 kg/h

GTI 2014 ➤
tion
• And depending • Once /
on canister and DCY
catalyst purge:
• Evap purge n.a.
• Or
culation n.a
• Or
n.a. [-]
P0135 Oxygen • O2S ceramic • Stir up O2S heat‐ • 20.0 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors temperature, < er front (linear) DCY gen Sensor 1
sor Heater 630° C finished • Contin‐ Before Catalytic
Heater Front uous Converter -
Circuit Function‐ • For time >= 10.0 s GX10- . Refer to
Bank 1 al Check ⇒ “3.6.28 Oxy‐
Sensor gen Sensor 1
1 Before Catalytic
Converter
GX10 , Check‐
ing”, page 516 .
P0137 Oxygen • O2S sensor • O2S heater ac‐ • 0.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage < 0.15 tive DCY gen Sensor 1 Af‐
sor Cir‐ Rear V • Contin‐ ter Catalytic
cuit Low Short To uous Converter -
Voltage Ground GX7- . Refer to
Bank 1 ⇒ “3.6.27 Oxy‐
Sensor gen Sensor 1 Af‐
2 ter Catalytic
Converter GX7 ,
Checking”, page
513 .
O2 Sen‐ Sensors voltage > 5.2 – tive DCY gen Sensor 1 Af‐
sor Cir‐ Rear 5.35 V • Contin‐ ter Catalytic
cuit High Short To uous Converter -
Voltage Battery GX7- . Refer to
Bank 1 ⇒ “3.6.27 Oxy‐
2 ter Catalytic
Converter GX7 ,
Checking”, page
513 .

GTI 2014 ➤
tion
P013A Oxygen • Gradient sen‐ • General condi‐ • 60.0 – • 2 – Check the Oxy‐
O2 Sen‐ Sensors sor voltage < tions: 70.0 s DCY gen Sensor 1 Af‐
sor Slow Rear Re‐ 600.00 mV/s ter Catalytic
Re‐ sponse • Forced close the • Once / Converter -
sponse - Check gap stimulation DCY GX7- . Refer to
Rich to not active ⇒ “3.6.27 Oxy‐
Lean • Close the gap gen Sensor 1 Af‐
Bank 1 stimulation re‐ ter Catalytic
Sensor quest active Converter GX7 ,
2 Checking”, page
• Vehicle speed >= 513 .
6 mph
• Catalyst over‐
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
• Modeled catalyst
temperature 470
–780° C
• Difference be‐
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
conditions fulfil‐
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
• MAF per cylinder
30.0 – 200.0 kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.0
mg/rev
• And

GTI 2014 ➤
tion
• Low dynamic
conditions devia‐
tion actual
• And
• Target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev
• Dynamic lambda
controller output
<= 20.0 %
• And
• Integrated MAF
after dynamic
conditions are ful‐
filled > 20.0 g
• Time after a cata‐
lyst purge phase
>= 1.0 s
• O2S rear voltage
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.0
– 2,000.0 kJ
• Engine speed
1,248 – 3,008
RPM
• Coasting function
n.a O2S
• Heater rear ac‐
tive
• Lambda adapta‐
tion not active
• Valve lift n.a.
• And depending
on lambda con‐
trol
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or

GTI 2014 ➤
tion
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And choice of:
n.a. or evap
purge valve n.a.
and modeled
MAF-integral >
0.0 g
• Depending on
transmission
type: For MT
• Integrated MAF
per cylinder >=
0.0 kg
• For AT
• Integrated MAF
per cylinder >=
0.0 kg
• For DCT
• Integrated MAF
per cylinder >=
0.0 kg

GTI 2014 ➤
tion
P013B Oxygen • Gradient sen‐ • General condi‐ • 60.0 – • 1 – Check the Oxy‐
O2 Sen‐ Sensors sor voltage < tions: 70.0 s DCY gen Sensor 1 Af‐
sor Slow Rear Re‐ 600.00 mV/s ter Catalytic
Re‐ sponse • Forced close the • Once / Converter -
sponse - Check gap stimulation DCY GX7- . Refer to
Lean to not active ⇒ “3.6.27 Oxy‐
Rich • Close the gap gen Sensor 1 Af‐
Bank 1 stimulation re‐ ter Catalytic
Sensor quest active Converter GX7 ,
2
• Vehicle speed >= 513 .
6 mph
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
temperature 470
–780° C
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
30.0 – 200.0 kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.0
mg/rev
• And

GTI 2014 ➤
tion
• Low dynamic
conditions devia‐
tion actual
• And
• Target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev
• Dynamic lambda
controller output
<= 20.0 %
• And
• Integrated MAF
after dynamic
filled > 20.0 g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.0
– 2,000.0 kJ
• Engine speed
1,248 – 3,008
RPM
n.a O2S
tive
tion not active
• Valve lift n.a.
• And depending
on lambda con‐
trol
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or

GTI 2014 ➤
tion
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And choice of:
n.a. or evap
purge valve n.a.
and modeled
MAF-integral >
0.0 g
• Depending on
transmission
type: For MT
• Integrated MAF
per cylinder >=
0.0 kg
• For AT
• Integrated MAF
per cylinder >=
0.0 kg
• For DCT
• Integrated MAF
per cylinder >=
0.0 kg

GTI 2014 ➤
tion
P013E Oxygen • Sensor signal • General condi‐ • 60.0 – • 1 – Check the Oxy‐
O2 Sen‐ Sensors delay time > tions: 70.0 s DCY gen Sensor 1 Af‐
sor De‐ Rear De‐ 1.0 s ter Catalytic
layed layed Re‐ • Forced close the • Once / Converter -
Re‐ sponse gap stimulation DCY GX7- . Refer to
sponse - Monitor‐ not active ⇒ “3.6.27 Oxy‐
Rich to ing, De‐ • Close the gap gen Sensor 1 Af‐
Lean lay Meas‐ stimulation re‐ ter Catalytic
Bank 1 urement quest active Converter GX7 ,
Sensor Checking”, page
2 • Vehicle speed >= 513 .
6 mph
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
temperature 470
–780° C
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
30.0 – 200.0 kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.0
mg/rev
• And


GTI 2014 ➤
tion
• Low dynamic
conditions devia‐
tion actual
• And
• Target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev
• Dynamic lambda
controller output
<= 20.0 %
• And
• Integrated MAF
after dynamic
filled > 20.0 g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.0
– 2,000.0 kJ
• Engine speed
1,248 – 3,008
RPM
n.a O2S
tive
tion not active
• Valve lift n.a.
• And depending
on lambda con‐
trol
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or

GTI 2014 ➤
tion
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And choice of:
n.a. or evap
purge valve n.a.
and modeled
MAF-integral >
0.0 g
• Depending on
transmission
type: For MT
• Integrated MAF
per cylinder >=
0.0 kg
• For AT
• Integrated MAF
per cylinder >=
0.0 kg
• For DCT
• Integrated MAF
per cylinder >=
0.0 kg

GTI 2014 ➤
tion
P013F Oxygen • Sensor signal • General condi‐ • 60.0 – • 1 – Check the Oxy‐
O2 Sen‐ Sensors delay time > tions: 70.0 s DCY gen Sensor 1 Af‐
sor De‐ Rear De‐ 1.5 s ter Catalytic
layed layed Re‐ • Forced close the • Once / Converter -
Re‐ sponse gap stimulation DCY GX7- . Refer to
sponse - Monitor‐ not active ⇒ “3.6.27 Oxy‐
Lean to ing, De‐ • Close the gap gen Sensor 1 Af‐
Rich lay Meas‐ stimulation re‐ ter Catalytic
Bank 1 urement quest active Converter GX7 ,
Sensor Checking”, page
2 • Vehicle speed >= 513 .
6 mph
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
temperature 470
–780° C
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
30.0 – 200.0 kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.0
mg/rev
• And

GTI 2014 ➤
tion
• Low dynamic
conditions devia‐
tion actual
• And
• Target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev
• Dynamic lambda
controller output
<= 20.0 %
• And
• Integrated MAF
after dynamic
filled > 20.0 g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.0
– 2,000.0 kJ
• Engine speed
1,248 – 3,008
RPM
n.a O2S
tive
tion not active
• Valve lift n.a.
• And depending
on lambda con‐
trol
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or

GTI 2014 ➤
tion
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Depending on
canister purge:
n.a. [-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And choice of:
n.a. or evap
purge valve n.a.
and modeled
MAF-integral >
0.0 g
• Depending on
transmission
type: For MT
• Integrated MAF
per cylinder >=
0.0 kg
• For AT
• Integrated MAF
per cylinder >=
0.0 kg
• For DCT
• Integrated MAF
per cylinder >=
0.0 kg

GTI 2014 ➤
tion
P0140 Oxygen • Internal resist‐ • 2.5 s • 1 – Check the Oxy‐
O2 Sen‐ Sensors ance of O2S DCY gen Sensor 1 Af‐
sor Cir‐ Rear (binary) > • Contin‐ ter Catalytic
cuit No Open Cir‐ 25,000.0 Ohm uous Converter -
Activity cuit GX7- . Refer to
Detec‐ ⇒ “3.6.27 Oxy‐
ted Bank gen Sensor 1 Af‐
1 Sen‐ ter Catalytic
sor 2 Converter GX7 ,
Checking”, page
513 .
P0141 Oxygen • Internal resist‐ • Stir up O2S heat‐ • 20.0 s • 1 – Check the Oxy‐
O2 Sen‐ Sensors ance of O2S er front (linear) DCY gen Sensor 1 Af‐
sor Heater (binary) 700.0 – finished • Once / ter Catalytic
Heater Rear Out 25,000.0 Ohm DCY Converter -
Circuit Of Range GX7- . Refer to
Bank 1 High ⇒ “3.6.27 Oxy‐
2 ter Catalytic
Converter GX7 ,
Checking”, page
513 .
P0149 Injection • Boost voltage < • Engine running • 3.6 s • 2 – Check the En‐
Fuel Valves 30.0 V >= 0.3 s DCY gine Control
Timing Supply • Contin‐ Module - J623- .
Error Voltage • Boost voltage uous Refer to appro‐
Out Of <= 50.0 V priate repair
Range manual.
Low
Injection • Boost voltage >
Valves 75.0 V
Supply
Voltage
Out Of
Range
High

GTI 2014 ➤
tion
P0171 Fuel Sys‐ • Lambda con‐ • Lambda control • 60.0 s • 2 – Check the intake
System tem, Sys‐ troller output > closed loop DCY and vacuum ho‐
Too tem Too 35.0 % • Contin‐ ses for leaks,
Lean Lean • Barometric pres‐ uous Check the Posi‐
Bank 1 sure > 73.0 kPa tive Crankcase
• Mass air flow > Ventilation, also
60.0 mg/rev make sure the
oil dipstick is
• Engine speed > properly se‐
576 RPM cured.
• ECT @ cylinder – Listen to and vis‐
head > 20° C ually inspect the
Exhaust system
• IAT at intake to insure there
manifold > -48° C are no leaks.
• AAT > -48° C
– Check the Oxy‐
gen Sensor 1
Before Catalytic
Converter -
GX10- . Refer to
⇒ “3.6.28 Oxy‐
gen Sensor 1
Before Catalytic
Converter
GX10 , Check‐
ing”, page 516 .

gen Sensor 1 Af‐
ter Catalytic
Converter -
GX7- . Refer to
⇒ “3.6.27 Oxy‐
gen Sensor 1 Af‐
ter Catalytic
Converter GX7 ,
Checking”, page
513 .

GTI 2014 ➤
tion
P0172 Fuel Sys‐ • Lambda con‐ • Lambda control • 60.0 s • 2 – Check the Oxy‐
System tem, Sys‐ troller output < closed loop DCY gen Sensor 1
Too tem Too -35.0 % • Contin‐ Before Catalytic
Rich Rich • Barometric pres‐ uous Converter -
Bank 1 sure > 73.0 kPa GX10- . Refer to
• Mass air flow > ⇒ “3.6.28 Oxy‐
60.0 mg/rev gen Sensor 1
Before Catalytic
• Engine speed > Converter
576 RPM GX10 , Check‐
ing”, page 516 .
• ECT @ cylinder
head > 20° C – Check the Oxy‐
gen Sensor 1 Af‐
• IAT at intake ter Catalytic
manifold > -48° C Converter -
• AAT > -48° C GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Oil dilution not gen Sensor 1 Af‐
detected ter Catalytic
Converter GX7 ,
Checking”, page
513 .
– Check the Fuel

Injectors . Refer
to
⇒ “3.6.15 Fuel
Injectors ,
Checking”, page
487 .
– Check the Evap‐

orative Emission
System for con‐
tamination. Re‐
fer to appropri‐
ate repair man‐
ual.
P0190 Fuel Sys‐ • High fuel pres‐ • 2.0 s • 2 – Check the Fuel
Fuel tem Pres‐ sure sensor DCY Pressure Sen‐
Pres‐ sure Sen‐ voltage > 4.80 • Contin‐ sor - G247- . Re‐
sure sor High V uous fer to
Regula‐ Pressure ⇒ “3.6.17 Fuel
tor 1 Side Pressure Sen‐
Control Short To sor G247 ,
Circuit/ Battery / Checking”, page
Open Open Cir‐ 491 .
cuit
– Check the fuel
pressure. Refer
to appropriate
repair manual.

GTI 2014 ➤
tion
P0191 Fuel Rail • Fuel pressure > • Engine running • 5.0 s • 2 – Check the Fuel
Fuel Rail High 29,300.0 kPa DCY Pressure Sen‐
Pres‐ Pressure • Engine speed < • Contin‐ sor - G247- . Re‐
sure Side Out 6,816 RPM uous fer to
Sensor Of Range • Time after engine ⇒ “3.6.17 Fuel
Circuit start > 10.0 s Pressure Sen‐
Range/ sor G247 ,
Per‐ Checking”, page
for‐ 491 .
mance
Bank 1 – Check the fuel
pressure. Refer
to appropriate
repair manual.
Fuel Rail tem Pres‐ sure sensor DCY Pressure Sen‐
Pres‐ sure Sen‐ voltage < 0.20 • Contin‐ sor - G247- . Re‐
sure sor High V uous fer to
Sensor Pressure ⇒ “3.6.17 Fuel
Circuit Side Pressure Sen‐
Low Short To sor G247 ,
Bank 1 Ground Checking”, page
491 .
– Check the fuel

pressure. Refer
to appropriate
repair manual.

GTI 2014 ➤
tion
P0201 Injection • Indeterminate • Engine running • 8,640.0° • 2 – Check the Fuel
Cylinder Valves fault pattern via CRK DCY Injectors . Refer
1 Injec‐ Electrical power stage di‐ • ECT @ cylinder to
tor "A" Error agnosis detec‐ head >= -30° C • Contin‐ ⇒ “3.6.15 Fuel
Circuit ted and injector • uous Injectors ,
Engine speed <
low side volt‐ 7,000 RPM Checking”, page
age < 2.0 V 487 .
• Injection time >=
• Injector low 0.0 s
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
• Injector voltage
< 2.0 V
• Injector low
side switch cur‐
rent > 25.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
• Injector load re‐
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent > 25.0 A
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Power stage
temperature >
150° C
• Or
• Fault pattern
for short circuit
via power
stage diagno‐
sis detected
• Injector current
rise time during
peak phase <
0.064 ms
Injection • Fault pattern • Engine stop not

Valves for open circuit active
Electrical via power
Error stage diagno‐ • ECT @ cylinder
Open Cir‐ sis detected head >= -30° C
cuit • Engine speed <
• Injector low
side voltage < 7,000 RPM
2.0 V • Injection time >=
0.0 s
Injection • Fault pattern
Valves for short circuit
Error stage diagno‐
Short Cir‐ sis detected
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
Engine speed <
age < 2.0 V 487 .
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent > 25.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent > 25.0 A
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Power stage
temperature >
150° C
• Or
• Fault pattern
for short circuit
via power
stage diagno‐
sis detected
rise time during
peak phase <
0.064 ms

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
Engine speed <
age < 2.0 V 487 .
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent > 25.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent > 25.0 A
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Power stage
temperature >
150° C
• Or
• Fault pattern
for short circuit
via power
stage diagno‐
sis detected
rise time during
peak phase <
0.064 ms

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
Engine speed <
age < 2.0 V 487 .
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent > 25.0 A
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) > 9.0 –
14.0 A
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent > 25.0 A
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent > 25.0 A
• Or
• Power stage
temperature >
150° C
• Or
• Fault pattern
for short circuit
via power
stage diagno‐
sis detected
rise time during
peak phase <
0.064 ms

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms
P0221 Throttle • Normalized dif‐ • Throttle adaption • 0.01 s • 2 – Check the Throt‐
Throttle/ Position ference be‐ not active DCY tle Valve Control
Pedal Sensor 2 tween meas‐ • Contin‐ Module - GX3- .
Position Rationali‐ ured and mod‐ uous Refer to
Sensor/ ty Check eled value of ⇒ “3.6.31 Throt‐
"B" Cir‐ from TPS 2 >= Module GX3 ,
Range/ 524 .
Per‐
for‐
mance

GTI 2014 ➤
tion
Pedal Sensor 2 voltage < 0.15 • Contin‐ Module - GX3- .
Sensor/ Ground ⇒ “3.6.31 Throt‐
Switch tle Valve Control
"B" Cir‐ Module GX3 ,
524 .
Pedal Sensor 2 voltage > 4.85 • Contin‐ Module - GX3- .
Sensor/ Battery ⇒ “3.6.31 Throt‐
524 .
P0236 Turbo‐ • By engine • Case 1: • 3.0 s • 2 – Check the
Turbo‐ charger standing three DCY Charge Air Pres‐
charger/ Boost sensors: • Engine stop ac‐ • Contin‐ sure Sensor -
Super‐ Pressure tive vehicle uous G31- . Refer to
charger Sensor • Diff. barometric speed < 1 mph ⇒ “3.6.6 Charge
Boost Rationali‐ pressure vs. Air Pressure
Sensor ty Check upstream throt‐ • Delay after en‐
Sensor G31 ,
tle pressure >= gine stop >= 5.0 s
"A" Cir‐ During Checking”, page
cuit Engine 8.50 kPa • For time >= 10.0 s 468 .
Range/ Off • Or
Per‐ • Case 2:
for‐ • Diff. upstream • Engine stop ac‐
mance throttle pres‐ tive
sure vs. intake
manifold pres‐ • Vehicle speed < 1
sure >= 8.50 [mph]
kPa
• Delay after en‐
gine stop >= 5.0 s
Turbo‐ • By full load: diff. • Engine speed >

charger 2,000 RPM
Boost • Upstream
Pressure throttle pres‐ • Engine running
Sensor sure vs. intake
Rationali‐ manifold pres‐ • Throttle position
sure > 10.0 kPa > 20.999 –
ty Check 78.003° TPS

GTI 2014 ➤
tion
• During ECM • Engine stop ac‐
keep alive- tive
time:
• Ignition off
• Diff. upstream
throttle pres‐ • Vehicle speed < 1
sure vs. intake mph
manifold pres‐ • Delay time in
sure >= 8.50 ECM keep alive-
kPa time > 10.0 s
• Diff. intake • Delay after en‐
manifold pres‐ gine stop >= 5.0 s
sure vs. intake
manifold pres‐ • Barometric pres‐
sure @ idle or sure sensor volt‐
low part load age 0.20 – 4.80 V
>= n.a. kPa
• Intake manifold
• Or pressure sensor
voltage 0.20 –
• Diff. barometric 4.80 V
pressure vs.
upstream throt‐ • Turbocharger
tle pressure >= boost pressure
8.50 kPa sensor voltage
0.20 – 4.80 V
• Diff. upstream
throttle pres‐
sure @ full or
high part load
vs. upstream
throttle pres‐
sure < n.a. kPa
P0237 Turbo‐ • Turbocharger • 0.5 s • 2 – Check the

Turbo‐ charger boost pressure DCY Charge Air Pres‐
charger/ Boost sensor voltage • Contin‐ sure Sensor -
Super‐ pressure < 0.20 V uous G31- . Refer to
charger Sensor ⇒ “3.6.6 Charge
Boost Short To Air Pressure
Sensor Ground Sensor G31 ,
"A" Cir‐ Checking”, page
cuit Low 468 .
charger/ Boost sensor voltage • Contin‐ sure Sensor -
Super‐ pressure > 4.80 V uous G31- . Refer to
charger Sensor ⇒ “3.6.6 Charge
Sensor Battery Sensor G31 ,
"A" Cir‐ Voltage Checking”, page
cuit High 468 .

GTI 2014 ➤
tion
P025A Fuel • Signal voltage, • Commanded • 0.5 s • 2 – Check the Fuel
Fuel Pump lower range > PWM 9.80 – DCY Pump Control
Pump Open Cir‐ 1.92 – 2.21 V 90.20 % • Contin‐ Module - J538- /
Module cuit uous Fuel Delivery
"A" Con‐ • And • Fuel pump com‐ Unit - GX1- . Re‐
trol Cir‐ manded off fer to
• Signal voltage,
cuit/ upper range ⇒ “3.6.18 Fuel
Open (hardware val‐ Pump Control
ues) < 2.84 – Module J538 /
3.25 V Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
P025C Fuel • Signal voltage • Commanded • 3.0 s • 2 – Check the Fuel
Fuel Pump (hardware val‐ PWM 9.80 – DCY Pump Control
Pump Short To ues) < 1.92 – 90.20 % • Contin‐ Module - J538- /
Module Ground 2.21 V uous Fuel Delivery
"A" Con‐ • Fuel pump com‐ Unit - GX1- . Re‐
cuit Low ⇒ “3.6.18 Fuel
Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
P025D Fuel • Power stage • Commanded • 0.5 s • 2 – Check the Fuel
Fuel Pump temperature > PWM 9.80 – DCY Pump Control
Pump Short To 160.0 – 200.0° 90.20 % • Contin‐ Module - J538- /
Module Battery C uous Fuel Delivery
"A" Con‐ Voltage • Fuel pump com‐ Unit - GX1- . Re‐
trol Cir‐ • Or manded on fer to
cuit High • Signal current ⇒ “3.6.18 Fuel
(hardware val‐ Pump Control
ues) > 0.1 – Module J538 /
0.18 A Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
P0261 Injection • Fault pattern • Engine stop not • 8,640.0° • 2 – Check the Fuel
Cylinder Valves for short to active CRK DCY Injectors . Refer
1 Injec‐ Short To ground via to
tor "A" Ground powerstage di‐ • ECT @ cylinder • Contin‐ ⇒ “3.6.15 Fuel
Circuit agnosis detec‐ head >= -30° C uous Injectors ,
Low ted • Engine speed < Checking”, page
7,000 RPM 487 .
< 2.0 V • Injection time >=
0.0 s
Injection • Injector driver • Engine running • 720°

Valves voltage < 2 V CRK
Short To • ECT @ cylinder
Ground • And head >= -30° C • Contin‐
(High uous
• Injector driver • Engine speed <
Side) high side 7,000 RPM
switch current
(hardware val‐ • Injection time >=
ues) > 25 A 0.0 s

GTI 2014 ➤
tion
Injection • Injector driver
Valves voltage < 2 V
Short To
Ground • And
(Low • Injector driver
Side) high side
switch current
< 25 A
• And
• Injector driver
low side switch
current (hard‐
ware values) <
25 A
Cylinder Valves for short to Bat‐ active CRK DCY Injectors . Refer
1 Injec‐ Short To tery plus via to
tor "A" Battery powerstage di‐ • ECT @ cylinder • Contin‐ ⇒ “3.6.15 Fuel
Circuit Plus agnosis detec‐ head >= -30° C uous Injectors ,
High ted • Engine speed < Checking”, page
7,000 RPM 487 .
> 2.0 V • Injection time >=
0.0 s
Injection • injector driver • Engine running • 720°

Valves voltage > 2.0 V CRK
Battery • And head >= -30° C • Contin‐
Plus uous
(High high side 7,000 RPM
Side) switch current
ues) > 25 A 0.0 s
Injection • injector driver

Valves voltage > 2.0 V
Short To
Battery • And
Plus (Low • Injector driver
Side) low side switch
current (hard‐
ware values) >
25 A
7,000 RPM 487 .
0.0 s

GTI 2014 ➤
tion
(High uous
switch current
ues) > 25 A 0.0 s

Short To
Ground • And
Side) high side
switch current
< 25 A
• And
• Injector driver
low side switch
current (hard‐
ware values) <
25 A
7,000 RPM 487 .
0.0 s

Plus uous
ues) > 25 A 0.0 s

Short To
Battery • And
current (hard‐
ware values) >
25 A

GTI 2014 ➤
tion
7,000 RPM 487 .
0.0 s

(High uous
switch current
ues) > 25 A 0.0 s

Short To
Ground • And
Side) high side
switch current
< 25 A
• And
• Injector driver
low side switch
current (hard‐
ware values) <
25 A
7,000 RPM 487 .
0.0 s

Plus uous
ues) > 25 A 0.0 s

GTI 2014 ➤
tion
Short To
Battery • And
current (hard‐
ware values) >
25 A
7,000 RPM 487 .
0.0 s

(High uous
switch current
ues) > 25 A 0.0 s

Short To
Ground • And
Side) high side
switch current
< 25 A
• And
• Injector driver
low side switch
current (hard‐
ware values) <
25 A
7,000 RPM 487 .
0.0 s

GTI 2014 ➤
tion
Plus uous
ues) > 25 A 0.0 s

Short To
Battery • And
current (hard‐
ware values) >
25 A
P0300 Misfire • Number of cyl‐ • Emission thresh‐ • 0s • 2 – Check the spark

Ran‐ Crank‐ inders with old misfire detec‐ DCY plugs visually.
dom/ shaft emission ted • Contin‐
Multiple Speed threshold mis‐ uous – Check the intake
Cylinder Fluctua‐ fire within 4000 system visually
Misfire tion (Mul‐ revolutions ≥ for leaks.
Detec‐ tiple) 2.00 [-]
ted – Check the fuel
• Or pressure. Refer
• Number of cyl‐ to appropriate
inders with repair manual.
emission
threshold mis‐ – Check the Fuel
fire within 1000 Injectors . Refer
revolutions ≥ to
2.00 [-] ⇒ “3.6.15 Fuel
Injectors ,
Checking”, page
• Number of cyl‐ • Catalyst damag‐ • Im‐ 487 .
inders with cat‐ ing misfire detec‐ me‐
alyst damaging ted diate – Check the Igni‐
misfire ≥ 2.00 tion Coils with
[-] Power Output
Stage . Refer to
⇒ “3.6.20 Igni‐
tion Coils with
Power Output
Stage , Check‐
ing”, page 499 .
P0301 Misfire • Catalyst dam‐ • Initial engine • 0.1 s • 2 – Check the spark
Cylinder Crank‐ age misfire For speed > 550 RPM DCY plugs visually.
1 Misfire shaft AT: • Once /
Detec‐ Speed • Engine speed > DCY – Check the intake
ted Fluctua‐ • Catalyst dam‐ 550 RPM system visually
tion (Sin‐ aging misfire for leaks.
rate > 1.8 – • Engine speed <
gle Or 6,848 for DCT:
Multiple) 20.3 % – Check the fuel
• For DCT: • Barometric pres‐ pressure. Refer
sure >= 60.01 to appropriate
• Catalyst dam‐ kPa repair manual.
aging misfire
rate > 1.8 – • Time after engine – Check the Fuel
20.3 % start > 0.0 s Injectors . Refer
to

GTI 2014 ➤
tion
P0302 Misfire • For MT: • And depending ⇒ “3.6.15 Fuel
Cylinder Crank‐ on transmission Injectors ,
2 Misfire shaft • Catalyst dam‐ mode for MT: Checking”, page
Detec‐ Speed aging misfire 487 .
ted Fluctua‐ rate > 1.8 – • Engine load >
tion (Sin‐ 20.3 % 5.05 – 47.0 % – Check the Igni‐
gle Or • Emission • For AT: tion Coils with
Multiple) threshold mis‐ Power Output
fire within 1000 • Engine load > Stage . Refer to
P0303 Misfire 4.68 – 41.67 % ⇒ “3.6.20 Igni‐
inder 3 Crank‐ rev For AT:
tion Coils with
Misfire shaft • Emission • For DCT: Power Output
Detec‐ Speed threshold mis‐ Stage , Check‐
ted Fluctua‐ • Engine load >
fire rate (MR) > ing”, page 499 .
tion (Sin‐ 4.18 – 36.0 %
2.3 %
gle Or
Multiple) • For DCT: • And
• Depending on
• Emission ECT @ cylinder
threshold mis‐ head @ start
fire rate (MR) >
2.3 % • ECT @ cylinder
head @ start <=
• For MT: -48° C
• Emission • And
threshold mis‐
fire rate (MR) > • ECT @ cylinder
2.3 % head >= 20° C
• Emission • Or
threshold mis‐
fire within 4000 • ECT @ cylinder
rev For AT: head @ engine
start > -48° C
• Emission
threshold mis‐ • And
fire rate (MR) > • Fuel cut off not
2.3 % active
• For DCT: • Or
• Emission
threshold mis‐ • Single fuel cut off
not active
fire rate (MR) >
2.3 % • Or
• For MT: • Number of fade
out cylinders <
• Emission 2.00 [-]
threshold mis‐
fire rate (MR) > • And
2.3 %
• Dynamic mani‐
fold air pressure
<= n.a. kPa
• And
• Dynamic throttle
position <= n.a.°
TPS/s
• And
• Engine n.a.
• Engine speed <
n.a. RPM

GTI 2014 ➤
tion
P0304 Misfire • Dynamic of igni‐
Cylinder Crank‐ tion angle <= n.a.
4 Misfire shaft ° CRK
Detec‐ Speed • Or
ted Fluctua‐
tion (Sin‐ • Dynamic of igni‐
gle Or tion angle <= n.a.
Multiple) ° CRK
• And
• Rough road not
detected

GTI 2014 ➤
tion
P0326 Knock • Difference be‐ • ECT @ cylinder • 4.3 s • 2 – Check the
Knock/ Sensor tween knock head > 60° C DCY Knock Sensor 1
Com‐ Rationali‐ sensor signal • Contin‐ - G61- . Refer to
bustion ty Check and average • MAF > 229.00 uous ⇒ “3.6.24 Knock
Vibra‐ Low knock sensor mg/rev Sensor 1 G61 ,
tion signal < 0.00 – Checking”, page
Sensor 0.12 V 507 .
1 Circuit
Range/
Per‐
for‐
mance
Bank 1
or Single
Sensor
P0327 Knock • Sensor signal < • ECT @ cylinder • 4.0 s • 2 – Check the
Knock/ Sensor 0.12 – 0.31 V head > 60° C DCY Knock Sensor 1
Com‐ Out Of • Contin‐ - G61- . Refer to
bustion Range • MAF > 229.00 uous ⇒ “3.6.24 Knock
Vibra‐ mg/rev Sensor 1 G61 ,
tion • Engine speed > Checking”, page
Sensor 2,016 RPM 507 .
1 Circuit
Low
Bank 1
or Single
Sensor

GTI 2014 ➤
tion
P0335 Crank‐ • Case 1: • Signal edges @ • 0.01 s • 2 – Check the Cam‐
Crank‐ shaft Po‐ selected cam‐ DCY shaft Position
shaft sition • Counted ex‐ shaft signal de‐ • Contin‐ Sensor - G40- .
Position Sensor haust camshaft tected uous Refer to
Sensor Activity signals without ⇒ “3.6.5 Cam‐
"A" Cir‐ Check synchroniza‐ • Choice of: shaft Position
cuit tion >= 1.00 [-] Sensor G40 ,
• Ignition off
• Engine speed > 466 .
• Counted intake 380 RPM
camshaft sig‐
nals without • Engine stalling
synchroniza‐ >= 1.0 s
tion >= n.a. [-] • Or
• Case 2: • Synchronization
• Counted ex‐ test incorrect
haust camshaft • Or
signals without
synchroniza‐ • Engine speed >=
tion >= 1.00 [-] 380 RPM
• Or • Or
• Counted intake • Engine running
camshaft sig‐ engine stalling >=
nals without 5.0 s
synchroniza‐
tion >= 17.00 [-] • Or
tion not detected
• Or
• Engine speed >=
300 RPM
• Engine stop ac‐
tive

GTI 2014 ➤
tion
P0336 RPM • Segment adap‐ • Fuel cut off all cyl‐ • 900.0° • 2 – Check the En‐
Crank‐ Sensor tation >= 0.70 inders CRK DCY gine Speed Sen‐
shaft Out Of % sor - G28- . Re‐
Position Range • Segment adapta‐ • Contin‐ fer to
Sensor tion active uous ⇒ “3.6.11 En‐
"A" Cir‐ • Difference be‐ gine Speed Sen‐
cuit tween one seg‐ sor G28 , Check‐
Range/ ment time < 100 ing”, page 479 .
Per‐ µs
for‐
mance • Cylinder shut off
not active
• For MT:
• Engine speed
2,016 – 5,024
RPM
• For AT:
• Engine speed
2,016 – 5,024
RPM
• For DCT:
• Engine speed
2,016 – 5,024
RPM
• Counted teeth • Cylinder shut off • 3,600.0°

vs reference >= not active CRK
1; <= 2 [-]
• Engine running • Contin‐
uous
Crank‐ • Case 1: • Engine speed >= • 4,5720.0°

shaft Po‐ 380 RPM CRK
sition • Engine speed >
Sensor 1,200 RPM • Continu‐
Rationali‐ • ous
Time between
ty Check falling signal
edges < 50 –
832 µs
• Case 2:
• Engine speed
<= 1,200 RPM
• Time between
signal edges <
30 µs

GTI 2014 ➤
tion
Crank‐ • Crankshaft ref‐ • General condi‐ • 2,160°
shaft Po‐ erence gap not tions: CRK
sition detected
Sensor • Start/Stop refer‐ • Contin‐
Rationali‐ ence gap detec‐ uous
ty Check ted
• And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
300 RPM
• Engine stopped

GTI 2014 ➤
tion
Crank‐ • Counted teeth • General condi‐ • 1,800°
shaft Po‐ vs. reference tions: CRK
sition >= 1; <= 2 [-]
Sensor • Engine speed > • Contin‐
Rationali‐ 320 RPM uous
ty Check • And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
300 RPM
• Engine stopped
P0340 Camshaft • No change on • Engine speed >= • 4,680.0° • 2 – Check the Cam‐
Cam‐ Position signal >= 3 [-] 380 RPM CRK DCY shaft Position
shaft Sensor Sensor - G40- .
Position Intake • Contin‐ Refer to
Sensor Signal uous ⇒ “3.6.5 Cam‐
"A" Cir‐ Activity shaft Position
cuit Check Sensor G40 ,
Bank 1 Checking”, page
or Single 466 .
Sensor

GTI 2014 ➤
tion
P0341 Camshaft • Ratio between • Engine speed • 990.0° • 2 – Check the Cam‐
Cam‐ Position measured seg‐ 380 – 8,160 RPM CRK DCY shaft Position
shaft Sensor ment time ratio Sensor - G40- .
Position Intake and specified • Contin‐ Refer to
Sensor Rationali‐ camshaft angle uous ⇒ “3.6.5 Cam‐
"A" Cir‐ ty Check ratio > 2.75 [-] shaft Position
cuit Sensor G40 ,
Range/ • Or Checking”, page
Per‐ • Ratio between 466 .
for‐ measured seg‐
mance ment time ratio
Bank 1 and specified
or Single camshaft angle
Sensor ratio < 0.36 [-]
• Or
• Offset between
camshaft and
crankshaft <
-79.0° CRK
• Or
• Offset between
camshaft and
crankshaft >
15.0° CRK
Camshaft • segment time • 1,440.0°

Position value < 50 [µs] CRK
Sensor
Intake • Contin‐
Signal uous
Activity
Check
Camshaft • Offset between • Engine speed > • 450.0°
Position camshaft and 32 RPM CRK
Sensor crankshaft <
Intake -79.00; > 15.0° • Once /
Angular CRK DCY
Offset
Check
P0351 Ignition • Output voltage • Engine speed > • 1.0 s • 2 – Check the Igni‐
Ignition Coils in OFF state, 512 RPM DCY tion Coils with
Coil "A" Open Cir‐ lower range >= • Contin‐ Power Output
Primary cuit 1.92 – 2.21 V • ECT @ cylinder uous Stage . Refer to
Control head > -30° C ⇒ “3.6.20 Igni‐
Circuit/ • Output voltage tion Coils with
Open in OFF state, • Engine stop not
Power Output
upper range active
Stage , Check‐
(hardware val‐ ing”, page 499 .
ues) <= 2.85 –
3.25 V
Ignition • Output current

Coils in ON state
Short To (hardware val‐
Ground ues) > 50 – 100
mA

GTI 2014 ➤
tion
Ignition • Diagnosis by • Engine speed >
Coils inactive low 512 RPM
Short To side: switch in
Battery ATIC: • Engine stop not
Plus active
• output voltage
in OFF state • Actuator com‐
(hardware val‐ manded off
ues) > 4.95 –
5.285 V
• Diagnosis by • Engine speed >

inactive low 512 RPM
side: switch in
ATIC: • Engine stop not
active
• Output temper‐
ature from AT‐ • Actuator com‐
IC in ON state > manded on
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) > 100.0 –
180.0 mA
Coil "B" Open Cir‐ lower range >= • Contin‐ Power Output
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

Coils in ON state
mA

Plus active
• output voltage
ues) > 4.95 –
5.285 V

GTI 2014 ➤
tion
side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) > 100.0 –
180.0 mA
Coil "C" Open Cir‐ lower range >= • Contin‐ Power Output
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

Coils in ON state
mA

Plus active
• output voltage
ues) > 4.95 –
5.285 V

side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) > 100.0 –
180.0 mA

GTI 2014 ➤
tion
Coil "D" Open Cir‐ lower range >= • Contin‐ Power Output
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

Coils in ON state
mA

Plus active
• output voltage
ues) > 4.95 –
5.285 V

side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) > 100.0 –
180.0 mA


GTI 2014 ➤
tion
shaft Sensor ment time ratio Sensor 3 -
Position Exhaust and specified • Contin‐ G300- . Refer to
Sensor Rationali‐ camshaft angle uous ⇒ “3.6.4 Cam‐
"B" Cir‐ ty Check ratio > 2.75 [-] shaft Position
cuit Sensor 3 G300 ,
camshaft angle
ratio < 0.36 [-]
• Or
• Offset between
camshaft and
crankshaft <
-24.0° CRK
• Or
• Offset between
camshaft and
crankshaft >
49.0° CRK
Camshaft • Segment time • 1,440.0°

Position value < 50 µs CRK
Sensor
Exhaust • Contin‐
Signal uous
Activity
Check
Camshaft • Offset between • Engine synchro‐ • 450.0°
Position camshaft and nization not vali‐ CRK
Sensor crankshaft < dated
Exhaust -24.0° CRK • Once /
Out Of DCY
Range • Or
• Offset between
camshaft and
crankshaft >
49.0° CRK

GTI 2014 ➤
tion
P039B Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
Cylinder Control ECT @ cylinder CRK DCY Knock Sensor 1
1 Pres‐ Function • Ratio between head > 60° C - G61- . Refer to
sure Too Check knock sensor • Contin‐ ⇒ “3.6.24 Knock
High and knock • Engine speed uous Sensor 1 G61 ,
threshold in 1,216 – 6,400 Checking”, page
main knock RPM 507 .
window > 2.00
– 3.00 [-] • Engine load n.a.
%
• For time >=
4,500.0 – • Mass air flow >
7,200.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
• Ratio between speed not active
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
2,160.0 –
3,240.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
5,760.0 –
9,540.0° CRK
• Or
• Torque limita‐
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P03A5 Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
window > 2.00
%
• For time >=
7,200.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
2,160.0 –
3,240.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
5,760.0 –
9,540.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P03AF Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
window > 2.00
%
• For time >=
7,200.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
2,160.0 –
3,240.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
5,760.0 –
9,540.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P03B9 Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
window > 2.00
%
• For time >=
7,200.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
2,160.0 –
3,240.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
5,760.0 –
9,540.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P0410 Secon‐ • Diff. pressure • General: • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air value after sec‐ DCY ondary Air Sys‐
tem "A" System ondary air in‐ • Secondary air • Once / tem - GX24- .
Function‐ jection vs. pump ready DCY Refer to
al Check pressure value • Catalyst heating ⇒ “3.6.30 Sec‐
before secon‐ active ondary Air Injec‐
dary air activa‐ tion Sensor 1
tion > 5.0 kPa • Secondary air in‐ G609 / Secon‐
jection finished dary Air Injection
Solenoid Valve
• MAF <= 140.0 kg/ N112 , Check‐
h ing”, page 521 .
• ECT @ cylinder – Check the Sec‐
head >= -10; < ondary Air Injec‐
115° C tion Pump Motor
• IAT @ manifold - V101- / Secon‐
>= -10; < 100° C dary Air Injection
Pump Relay -
• Modeled catalyst J299- . Refer to
temperature < ⇒ “3.6.29 Sec‐
700° C ondary Air Injec‐
tion Pump Motor
• Relative baro‐ V101 / Secon‐
metric pressure > dary Air Injection
0.73 [-] Pump Relay
• Diff. barometric J299 , Check‐
pressure vs. ing”, page 519 .
manifold pres‐
sure > n.a. kPa
P0413 Secon‐ • Output voltage, • Engine running • 1.0 s • 2 – Check the Sec‐
AIR Sys‐ dary Air lower range >= DCY ondary Air Sys‐
tem Valve 1.92 – 2.21 V • Actuator com‐ • Contin‐ tem - GX24- .
Switch‐ Open Cir‐ manded off uous Refer to
ing cuit • Output voltage, ⇒ “3.6.30 Sec‐
Valve upper range ondary Air Injec‐
"A" Cir‐ (hardware val‐ tion Sensor 1
cuit ues) <= 2.85 – G609 / Secon‐
Open 3.25 V dary Air Injection
Solenoid Valve
N112 , Check‐
ing”, page 521 .
P0414 Secon‐ • Output voltage • Engine running • 1.0 s • 2 – Check the Sec‐
AIR Sys‐ dary Air (hardware val‐ DCY ondary Air Sys‐
tem Valve ues) < 1.92 – • Actuator com‐ • Contin‐ tem - GX24- .
Switch‐ Short To 2.21 V manded off uous Refer to
ing Ground ⇒ “3.6.30 Sec‐
Valve Secon‐ • Actuator tem‐ • Engine running ondary Air Injec‐
"A" Cir‐ dary Air perature > 160 tion Sensor 1
cuit Valve – 200° C • Actuator com‐ G609 / Secon‐
Shorted Short To manded on dary Air Injection
Battery • Or Solenoid Valve
Plus N112 , Check‐
• Output current ing”, page 521 .
(hardware val‐
ues) > 1.0 – 2.0
A

GTI 2014 ➤
tion
AIR Sys‐ dary Air lower range DCY ondary Air Injec‐
tem Injection 1.92 – 2.21 V • Actuator com‐ • Contin‐ tion Pump Motor
Control Pump manded off uous - V101- / Secon‐
"A" Cir‐ Relay • Output voltage, dary Air Injection
cuit Open Cir‐ upper range Pump Relay -
cuit (hardware val‐ J299- . Refer to
ues) <= 2.85 – ⇒ “3.6.29 Sec‐
3.25 V ondary Air Injec‐
tion Pump Motor
V101 / Secon‐
dary Air Injection
Pump Relay
J299 , Check‐
ing”, page 519 .

GTI 2014 ➤
tion
P0420 NMOG / • Catalyst effi‐ • General condi‐ • 60.0 – • 1 – Check the Three
Catalyst NMHC ciency > 1.00 tions: 70.0 s DCY Way Catalytic
System Conver‐ [-] Converter. Re‐
Efficien‐ sion Ca‐ • Vehicle speed >= • Once / fer to appropri‐
cy Be‐ pability 6 mph DCY ate repair man‐
low • Catalyst over‐ ual.
Thresh‐ heating protec‐
old Bank tion not active – Check the Oxy‐
1 gen Sensor 1 Af‐
• Turbine over‐ ter Catalytic
heating protec‐ Converter -
tion not active GX7- . Refer to
⇒ “3.6.27 Oxy‐
• O2S rear ready gen Sensor 1 Af‐
ter Catalytic
• O2S front ready Converter GX7 ,
• ECT @ cylinder Checking”, page
head > 60° C 513 .
temperature 470
– 780° C
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
30.00 – 200.00
kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.00
mg/rev
• And
• Low dynamic
conditions devia‐
tion actual and
target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev

GTI 2014 ➤
tion
• Lambda control‐
ler output <=
20.00 %
• Dynamic and in‐
tegrated MAF af‐
ter dynamic con‐
ditions are fulfil‐
led > 20.0 g
• Tme after a cata‐
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.00
– 2,000.00 kJ
• Engine speed
1,248 – 3,008
RPM
n.a
• O2S heater rear
active
tion not active
• Valve lift n.a.
• Depending on
Lambda control:
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Choice of: canis‐
ter load <= n.a. [-]
• Evap purge n.a
• Or
culation n.a.
• Or
• Evap purge n.a.

GTI 2014 ➤
tion
n.a.
• Or
• Evap purge n.a.
• Or
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And
• Choice of:
n.a.
• Or
• Evap purge n.a.
• And
• Modeled MAF-in‐
tegral > 0.0 g
• Depending on
transmission
type:
• For MT integra‐
ted MAF per cyl‐
inder >= 0.00 kg
• For AT integrated
MAF per cylinder
>= 0.00 kg
• For DCT integra‐
ted MAF per cyl‐
inder >= 0.00 kg

GTI 2014 ➤
tion
P0441 EVAP • Ratio actual in‐ • ECT @ cylinder • 8.5 s • 2 – Check the EVAP
EVAP Purge take manifold head > 58° C DCY Canister Purge
System Valve pressure and • Once / Regulator Valve
Incor‐ Function‐ modeled set • Barometric pres‐ DCY 1 - N80- . Refer
rect al Check: point intake sure > 73.0 kPa to
Purge Stuck manifold pres‐ • AAT > 4.50° C ⇒ “3.6.13 EVAP
Flow Close sure < 0.10 [-] Canister Purge
• AAT @ start < Regulator Valve
4.5° C 1 N80 , Check‐
ing”, page 484 .
• Diff. barometric
pressure vs. fil‐
tered intake
manifold pres‐
sure n.a.
pressure vs. fil‐
tered intake
manifold pres‐
sure > 25.00 kPa
• Ratio MAF @ in‐
take manifold and
MAF max. > 0.07
– 0.09 [-]
• Engine speed
1,180 – 2,700
RPM
11 mph
• Diff. engine
speed vs. filtered
engine speed <
90 RPM
• Diff. ratio MAF @
intake manifold
and MAF max vs.
ratio filtered MAF
@ intake mani‐
fold and MAF
max < 0.15 [-]
• Diff. modeled in‐
take manifold
pressure vs. fil‐
tered modeled in‐
take manifold
pressure < 1.50
kPa
• And
• Integrated MAF
since engine start
>= 0.0 – 5,000.0 g
• Lambda control
active
• Lambda control
value -30.00 —
30.00 %

GTI 2014 ➤
tion
• O2S front 0.95 –
1.05 [-]
• Case 1:
• Integrated MAF
@ canister purge
per driving cycle
>= n.a. g
• Case 2:
• Integrated MAF
@ canister purge
valve >= 2.1 g
• Ratio MAF @
canister purge
and MAF per cyl‐
inder >= 0.00 [-]
• And
• Depending on
AAT:
• AAT >= 50° C
0.25 [-]
• Or
• AAT >= 30; < 50°
C
0.25 [-]
• Or
• AAT < 30° C
0.25 [-]
P0444 EVAP • Output voltage, • Engine start not • 2.0 s • 2 – Check the EVAP
EVAP Purge lower range >= active DCY Canister Purge
System Valve 1.92 – 2.21 V • Contin‐ Regulator Valve
Purge Open Cir‐ • Engine running uous 1 - N80- . Refer
Control cuit • Output voltage, to
upper range • Evap purge valve
Valve opening signal ⇒ “3.6.13 EVAP
"A" Cir‐ (hardware val‐ Canister Purge
ues) <= 2.85 – (PWM) 3.13 –
cuit 98.83 % Regulator Valve
Open 3.25 V 1 N80 , Check‐
• Actuator com‐ ing”, page 484 .
manded off

GTI 2014 ➤
tion
P0445 EVAP • Output voltage • Engine start not • 2.0 s • 2 – Check the EVAP
EVAP Purge (hardware val‐ active DCY Canister Purge
System Valve ues) 1.92 – • Contin‐ Regulator Valve
Purge Short To 2.21 V • Engine running uous 1 - N80- . Refer
Control Ground • Evap purge valve to
"A" Cir‐ (PWM) <= 98.83 Canister Purge
cuit % Regulator Valve
Shorted 1 N80 , Check‐
manded off
EVAP • Actuator tem‐ • Engine start not

Purge perature 160 – active
Valve 200° C
Short To • Engine running
Battery • Or
Plus • output current opening signal
(hardware val‐ (PWM) <= 3.13 %
ues) > 4.0...7.0
A • Actuator com‐
manded on
P0450 NVLD • Signal voltage • Case 1: • 0.5 s • 2 – Check the Fuel

EVAP Switch 0.39 – 0.55 V DCY Tank Leak De‐
System Open Cir‐ • Engine running • Contin‐ tection Control
Pres‐ cuit uous Module - J909- /
• Case 2:
sure Fuel Tank Pres‐
Sensor/ • Ignition off sure Sensor -
Switch G400- . Refer to
Circuit • NVLD (EVAP- ⇒ “3.6.19 Fuel
System) diagnos‐ Tank Leak De‐
tic mode active tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
P0451 NVLD • Natural vac‐ • Ignition off • 0.1 s • 2 – Check the Fuel
EVAP Switch uum leak de‐ DCY Tank Leak De‐
System Function‐ tection (NVLD) • Fuel level < 85.10 • Once / tection Control
Pres‐ al Check switch position % DCY Module - J909- /
sure Stuck closed • Fuel temperature Fuel Tank Pres‐
Sensor/ Close increase >= 5 K sure Sensor -
Circuit • For time >= 1.0 h ⇒ “3.6.19 Fuel
Range/ Tank Leak De‐
Per‐ • AAT >= 4° C tection Control
for‐ Module J909 /
mance Fuel Tank Pres‐
sure >= 73.0 kPa sure Sensor
• Time since igni‐ G400 , Check‐
tion off > 20; < ing”, page 496 .
1,440 min

GTI 2014 ➤
tion
EVAP Switch > 3.0 V DCY Tank Leak De‐
System Short To • Engine running • Contin‐ tection Control
Pres‐ Battery uous Module - J909- /
• Case 2:
sure Plus Fuel Tank Pres‐
Low System) diagnos‐ Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
EVAP Switch < 0.24 V DCY Tank Leak De‐
System Short To • Engine running • Contin‐ tection Control
Pres‐ Ground uous Module - J909- /
• Case 2:
High System) diagnos‐ Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
P0456 EVAP • Natural vac‐ • Ignition off • 0.1 s • 2 – Check the EVAP
EVAP System uum leak de‐ DCY System visually
System Small tection (NVLD) • Fuel level < 85.10 • Once / for any leaking
Leak Leak switch position % DCY hoses or dam‐
Detec‐ Function‐ = open • Fuel temperature age to compo‐
ted al Check drop >= 6 K nents.
(Very
Small • For time > 1 h – Check the EVAP
Leak) Canister Purge
• AAT >= 4° C Regulator Valve
1 - N80- . Refer
• Barometric pres‐ to
sure > 73.00 kPa ⇒ “3.6.13 EVAP
• Diff. barometric Canister Purge
pressure @ stop Regulator Valve
and barometric 1 N80 , Check‐
pressure @ start ing”, page 484 .
< 0.65 kPa
– Check the Fuel
• Time since igni‐ Tank Leak De‐
tion off > 90 tection Control
[min] ; < 600 min Module - J909- /
Fuel Tank Pres‐
sure Sensor -
G400- . Refer to
⇒ “3.6.19 Fuel
Tank Leak De‐
tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .

GTI 2014 ➤
tion
P0461 Fuel Lev‐ • Diff. fuel con‐ • General: • 1.0 s • 2 • Check the Fuel
Fuel el Plausi‐ sumption DCY Level Sensor -
Level bility • Vehicle speed > • Multi‐ G- . Refer to ap‐
Sensor Check • And 19 mph ple propriate repair
"A" Cir‐ • Fuel level • And manual.
cuit changes <
Range/ -12.0; > 12.0 l • Case 1:
Per‐
for‐ • For tank full fuel
mance level > 96.09 %
• Fuel consump‐
tion since last re‐
fueling or last
plausibility check
> 30.0 l
• Case 2:
• For tank not full
fuel level <=
96.09 %
• Fuel consump‐
fueling or last
plausibility check
> 15.0 l
P0462 CAN: • Instrument • 0.5 s • 2 • Check the Fuel

Fuel Fuel Lev‐ cluster module DCY Level Sensor -
Level el Sensor signal: short to • Contin‐ G- . Refer to ap‐
Sensor 1 CAN ground failure uous propriate repair
"A" Cir‐ Commu‐ manual.
cuit Low nication • Instrument
With In‐ cluster module
strument signal: signal
Cluster range check
Module failure

Level el Sensor signal: short to • Contin‐ G- . Refer to ap‐
Sensor 1 CAN battery / open uous propriate repair
"A" Cir‐ Commu‐ circuit failure manual.
cuit High nication
With In‐
strument
Cluster
Module

GTI 2014 ➤
tion
P0491 Secon‐ • Case 1: • General: • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air DCY ondary Air Com‐
tem In‐ System • Blockage: ratio • Secondary air • Once / bination Valve
suffi‐ Function‐ relative meas‐ pump active DCY visually.
cient al Check ured secon‐
dary air pres‐ • Catalyst heating
Flow active – Check visually
Bank 1 sure and mod‐ for Blockage in
elled secon‐ • Secondary air in‐ system tubing.
dary air pres‐ jection active
sure [tube
blocked] < 0.70 • MAF <= 140.0 kg/
[-] h
• Or • ECT @ cylinder
head >= -10; <
• Leakage: ratio 115° C
relative meas‐
ured secon‐ • IAT @ manifold
dary air pres‐ >= -10; < 100° C
sure and mod‐
elled secon‐ • Modelled catalyst
dary air pres‐ temperature <
sure [leak diag‐ 700° C
nosis] < 0.60 [-] • Relative baro‐
• Case 2: metric pressure >
0.73 [-]
• Diff. expected
integrated sec‐ • Diff. barometric
ondary air pressure vs.
pressure pul‐ manifold pres‐
sations and ac‐ sure > n.a. kPa
tual integrated
secondary air
pressure pul‐
sations n.a.
kPa
• Case 3:
• Blockage: ratio
relative meas‐
ured secon‐
dary air pres‐
sure and mod‐
elled secon‐
dary air pres‐
sure [tube
blocked] < 0.15
[-]
• Or
• Leakage: ratio
relative meas‐
ured secon‐
dary air pres‐
sure and mod‐
elled secon‐
dary air pres‐
sure [leak diag‐
nosis] < 0.15 [-]
P0501 CAN: Ve‐ • Speed sensor • 1.3 s • 2 – Check the CAN-

Vehicle hicle fault value: Out DCY Bus circuits. If
Speed Speed of range high • Contin‐ there are any
Sensor Sensor failure uous other DTC’s
"A" Cir‐ CAN

GTI 2014 ➤
tion
cuit Commu‐ • Speed sensor present check
Range/ nication fault value: Out them first.
Per‐ With Ve‐ of range low
for‐ hicle failure – Refer to the
mance Speed proper wiring
Sensor • Speed sensor schematic for
fault value: Ra‐ terminal and
tionality check component lo‐
high failure cation.
• Speed sensor
fault value: Ra‐
tionality check
low failure
P0502 Vehicle • Vehicle speed • 1.3 s • 2 – Check the CAN-

Vehicle Speed sensor signal: DCY Bus circuits. If
Speed Sensor electrical error • Contin‐ there are any
Sensor Electrical failure uous other DTC’s
"A" Cir‐ Check present check
cuit Low them first.
– Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
P0506 Idle Con‐ • Negative en‐ • Gear switch not • 12.0 s • 2 – Check the Throt‐
Idle troller gine speed de‐ active DCY tle Valve Control
Control Function viation from set • Contin‐ Module - GX3- .
System Monitor‐ point > 100 • Vehicle speed = 0 uous Refer to
RPM - ing: Out RPM mph ⇒ “3.6.31 Throt‐
Lower Of Range • For time >= 0.0 s tle Valve Control
Than Low • Integrated I- Module GX3 ,
Expec‐ part of idle • Driver request Checking”, page
ted speed control‐ not active 524 .
ler n.a.
commanded on
• Evap purge flow <
4.0 kg/h
• Torque safety
limitation not ac‐
tive
• Clutch switch n.a.
sure > 69.99 kPa
• Catalyst heating
not active
• ECT @ cylinder
head > -48° C
start > 0.0 s
• Set point change
n.a.
• For time n.a.

GTI 2014 ➤
tion
P0507 Idle Con‐ • Positive engine • Gear switch not • 12 s • 2 – Check the Throt‐
Idle troller speed devia‐ active DCY tle Valve Control
Control Function tion from set • Contin‐ Module - GX3- .
System Monitor‐ point > 90 RPM • Vehicle speed = 0 uous Refer to
RPM - ing: Out mph ⇒ “3.6.31 Throt‐
Higher Of Range • Integrated I-
• For time >= 0.0 s tle Valve Control
Than High part of idle Module GX3 ,
Expec‐ speed control‐ • Driver request Checking”, page
ted ler n.a. not active 524 .
commanded on
4.0 kg/h
• Torque safety
tive
sure > 69.99 kPa
not active
• ECT @ cylinder
head > -48° C
start > 0.0 s
n.a.
• For time n.a.

GTI 2014 ➤
tion
P050A Cold Idle • Positive engine • Gear switch not • 12 s • 2 – Check the Throt‐
Cold Controller speed devia‐ active DCY tle Valve Control
Start Function tion from set • Contin‐ Module - GX3- .
Idle Monitor‐ point > 90 RPM • Vehicle speed = 0 uous Refer to
Control ing: Out mph ⇒ “3.6.31 Throt‐
System Of Range • Integrated I-
• For time >= 0.0 s tle Valve Control
Per‐ High part of idle Module GX3 ,
for‐ speed control‐ • Driver request Checking”, page
mance ler n.a. not active 524 .
commanded on
4.0 kg/h
• Torque safety
tive
sure > 69.99 kPa
not active
• ECT @ cylinder
head > -48° C
start > 0.0 s
n.a.
• For time n.a.

GTI 2014 ➤
tion
Cold Idle • Negative en‐ • Gear switch not
Controller gine speed de‐ active
Function viation from set
Monitor‐ point > 100 • Vehicle speed = 0
ing: Out RPM mph
Of Range • For time >= 0.0 s
Low • Integrated I-
part of idle • Driver request
speed control‐ not active
ler n.a.
commanded on
4.0 kg/h
• Torque safety
tive
sure > 69.99 kPa
not active
• ECT @ cylinder
head > -48° C
start > 0.0 s
• Or
n.a.
• For time n.a.

GTI 2014 ➤
tion
P050B Ignition • Ratio between • Engine idle • 0.1 s • 2 – Check for any
Cold Control ignition angle speed time @ idle DCY Engine Speed
Start Ig‐ Ignition efficiency inte‐ speed > 5.0 s • Once / sensor or Igni‐
nition Timing gral and time at DCY tion Coil faults
Timing Monitor idle speed > • Ignition angle set‐ and diagnose
Per‐ 0.20 [-] point <= 0.85 [-] them first.
for‐ • Modeled pres‐
mance sure quotient <= – Check the En‐
1.0 [-] gine Speed Sen‐
sor - G28- . Re‐
• Vehicle speed = fer to
0.00 miles ⇒ “3.6.11 En‐
gine Speed Sen‐
• And sor G28 , Check‐
ing”, page 479 .
• Diff. air mass set
point vs. filtered – Check the Igni‐
air mass set point tion Coils with
for load dynamic Power Output
detection < Stage . Refer to
99,999.00 mg/rev ⇒ “3.6.20 Igni‐
• For time >= 0.0 s tion Coils with
Power Output
• And Stage , Check‐
ing”, page 499 .
• Diff. engine
speed vs. filtered – If NO other co‐
engine speed for des are set,
engine speed dy‐ check the ECM.
namic detection < Refer to appro‐
8,160 RPM priate repair
• For time >= 0.0 s manual.
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.
P053F Fuel Sys‐ • Deviation be‐ • Engine speed > • 5.0 s • 2 – Check the fuel
Cold tem Out tween refer‐ 608 RPM DCY pressure. Refer
Start Of Range ence and ac‐ • Once / to appropriate
Fuel High tual fuel pres‐ • Catalyst heating DCY repair manual.
Pres‐ sure < active
sure -2,000.10 kPa • ECT @ cylinder – Check the Fuel
Per‐ head > -48° C Pump Control
for‐ • For time >= 3.0 Module - J538- /
mance s • Time after engine Fuel Delivery
Bank 2 start > 7.0 s Unit - GX1- . Re‐
fer to
• Mass fuel flow set ⇒ “3.6.18 Fuel
point >= 5.0 mg/ Pump Control
rev Module J538 /
Fuel Delivery
• For time >= 3.0 s Unit GX1 ,
• And Checking”, page
493 .
• Mass fuel flow >
1.99 mg/rev – Check the Fuel
Pressure Regu‐
• For time >= 5.0 s lator Valve -
• And N276- . Refer to
⇒ “3.6.16 Fuel
Pressure Regu‐
lator Valve

GTI 2014 ➤
tion
Fuel Sys‐ • Deviation be‐ • Fuel pump deliv‐ N276 , Check‐
tem Out tween refer‐ ery range < 72 – ing”, page 489 .
Of Range ence and ac‐ 145 mg/rev
Low tual fuel pres‐ • Gradient mass – Check the Fuel
sure > 2,000.10 Pressure Sen‐
fuel flow per sor - G247- . Re‐
kPa stroke -1389.0 – fer to
• For time >= 3.0 1,389.0 mg/rev ⇒ “3.6.17 Fuel
s Pressure Sen‐
sor G247 ,
Checking”, page
491 .
P0601 ECM: • Calibration • 1s • 2 – Check the En‐

Internal Check‐ checksum in‐ DCY gine Control
Control sum Veri‐ correct • Contin‐ Module - J623- .
Module fication uous Refer to appro‐
Memory • Software priate repair
Check‐ checksum in‐ manual.
sum Er‐ correct
ror
P0603 Injection • Hardware vs. • 4.9 s • 2 – Check the En‐
Internal Valves software ver‐ DCY gine Control
Control Supply sion check dur‐ • Once / Module - J623- .
Module Voltage ing initialization DCY Refer to appro‐
Keep Internal failure priate repair
Alive Hardware manual.
Memory Check • Calibration dur‐
(KAM) ing initialization
Error failure
• Hardware dur‐
ing initialization
failure
• Time reference
from micro con‐
troller during in‐
itialization fail‐
ure
• Time reference • 2,880.0°

from micro con‐ CRK
itialization
missing

GTI 2014 ➤
tion
• Communica‐ • 4,320.0°
tion between CRK
micro controller
and SDI-Driver
power stage
failed
• Communica‐ • 4.9 s
tion between
micro controller • Once /
and SDI-Driver DCY
power stage
failure • 2,880.0°
CRK
ECM: • Device 1: • 2.0 s

Commu‐
nication • SPI communi‐ • Contin‐
Check cation with AT‐ uous
IC failure
• Device 2:
• SPI communi‐
cation with AT‐
IC failure
• SPI communi‐
cation with AT‐
IC failure
P0606 Baromet‐ • Diff. barometric • Case 1: • 3.0 s • 2 – Using scan tool,

Control ric Pres‐ pressure vs. DCY monitor the
Module sure Sen‐ upstream throt‐ • Engine stop dur‐ • Contin‐ Barometric
Pro‐ sor Ra‐ tle pressure >= ing DCY uous Pressure Sen‐
cessor tionality 8.50 kPa • Engine stop ac‐ sor, located
Check By tive within the En‐
Engine • Or gine Control
Off • Diff. barometric • Vehicle speed < 1 Module - J623- .
pressure vs. in‐ mph
take manifold • – Check the En‐
Delay after en‐ gine Control
pressure >= gine stop > 5.0 s
8.50 kPa Module - J623- .
Refer to appro‐
• For time >= 10.0 s priate repair
• Case 2: manual.
• Engine stop at
start of DCY
• Engine stopped
mph
gine stop >= 5.0 s

GTI 2014 ➤
tion
Baromet‐ • Diff. barometric • Engine stop ac‐
ric Pres‐ pressure vs. in‐ tive
sure Sen‐ take manifold
sor Ra‐ pressure > 8.50 • Vehicle speed < 1
tionality kPa mph
Check • Ignition off
During • Diff. intake
ECM manifold pres‐ • Delay time in
Keep sure vs. intake ECM keep alive-
Alive- manifold pres‐ time > 10.0 s
Time: sure @ idle or
low part load • Delay after en‐
>= n.a. kPa gine stop >= 5.0 s
• Or • Barometric pres‐
sure sensor volt‐
• Diff. barometric age 0.20 – 4.80 V
pressure vs.
upstream throt‐ • intake manifold
tle pressure >= pressure sensor
8.50 kPa voltage 0.20 –
4.80 V
• Diff. upstream
throttle pres‐ • Turbocharger
sure @ full or boost pressure
high part load sensor voltage
vs. upstream 0.20 – 4.80 V
throttle pres‐
sure >= n.a.
kPa
Baromet‐ • Measured • 5.0 s

ric Pres‐ barometric
sure Sen‐ pressure > • Contin‐
sor Out 115.0 kPa uous
Of Range
High
Baromet‐ • Measured
sure Sen‐ pressure < 45.0
sor Out kPa
Of Range
Low
Knock • Knock control • Engine running • 6.4 s
Control failure
Function‐ • Contin‐
al Check uous

GTI 2014 ➤
tion
ECM: • EEPROM in‐ • 1.0 s
EEPROM formation fail‐
Check ure • Once /
DCY
• Decryption of
NVMCrypt
failed
• Finished
NVMCrypt in‐
tegrity error
• Communica‐
tion between
sample soft‐
ware and pro‐
duction hard‐
ware error
• RAM error de‐
tected
• Monitoring
module check
failed
ECM: • SPI communi‐ • Time after igni‐ • 10.0 s

Commu‐ cation with AT‐ tion on >= 1.0 s
nication IC failure • Contin‐
Check uous
ECM: • Finished • 1.0 s

Random NVMCrypt in‐
Access tegrity error • Once /
Memory DCY
(RAM) In‐
ternal
Hardware
Check
ECM: • Communica‐
Random tion between
Access sample soft‐
Memory ware and pro‐
(RAM) duction hard‐
Function‐ ware error
al Check
ECM: A/ • Diff. A/D-chan‐ • 0.5 s
D Con‐ nel 1 vs. A/D-
verter channel 2 > • Contin‐
Function 0.30 V uous
Monitor‐
ing: A/D
Convert‐
er
ECM: • Monitoring of • Throttle actuator • 0.5 s
Electron‐ difference be‐ commanded on
ic Throttle tween actual • Contin‐
Control and set point uous
Module torque value
Function engine torque
Monitor‐ overflow >
ing: Tor‐ 45.00 – 350.00
que Nm

GTI 2014 ➤
tion
• Monitoring of • 0.01 s
torque differ‐
ence integra‐ • Contin‐
tion integrated uous
engine torque >
655.35 Nms
ECM: • Engine speed > • Engine speed • 0.5 s

Electron‐ 1,760 RPM limitation active
ic Throttle • Contin‐
Control • Injection active uous
Module
Function
Monitor‐
ing: En‐
gine
Speed
Limitation
ECM: • Internal check • 0.5 s
Electron‐ failed
ic Throttle • Contin‐
Control uous
Module
Function
Monitor‐
ing: A/D
Convert‐
er
P0607 Baromet‐ • Barometric • 0.5 s • 2 – Using scan tool,
Control ric Pres‐ pressure sen‐ DCY monitor the
Module sure Sen‐ sor voltage < • Contin‐ Barometric
Per‐ sor Short 0.20 V uous Pressure Sen‐
for‐ To sor, located
mance Ground within the En‐
Baromet‐ • Barometric gine Control
ric Pres‐ pressure sen‐ Module - J623- .
sure Sen‐ sor voltage >
sor Short 4.80 V – Check the En‐
To Bat‐ gine Control
tery Plus Module - J623- .
Refer to appro‐
priate repair
manual.
P0638 Throttle • Battery voltage • TPS adaptation • 0.01 s • 2 – Check the Throt‐
Throttle Actuator <= 9.04 V commanded on DCY tle Valve Control
Actuator Basic • Once Module - GX3- .
Control Settings per life‐ Refer to
Range/ Adapta‐ time ⇒ “3.6.31 Throt‐
Per‐ tion Val‐ tle Valve Control
for‐ ue Moni‐ Module GX3 ,
mance toring Checking”, page
Bank 1 524 .

GTI 2014 ➤
tion
• Accelerator
pedal value >
99.90 %
• Or
• Engine speed >
64 RPM
• Or
• Vehicle speed
> 1 mph
• Or
• Modeled IAT @
throttle < 5° C
• Or
• ECT @ cylin‐
der head < 5° C
• Or
• ECT @ cylin‐
der head >
110° C
• Actual TPS 1 or • Throttle adapta‐

2 voltage - volt‐ tion demanded
age ref. point >
0.07 V • Accelerator pedal
value < 99.90 %
• Actual TPS - • Engine speed <
ref. point > 64 RPM
0.503° TPS
Throttle • Actual TPS - mph
Actuator ref. point > • Modeled IAT @
Basic 0.503° TPS throttle > 5° C
Settings
Monitor‐ • Throttle posi‐ • ECT @ cylinder
ing Of Po‐ tion sensor 1 head 5 – 110° C
sition voltage < 0.40
V
• Or
• Throttle posi‐
tion sensor 2
voltage > 4.60
V
• Or
tion sensor 1
voltage > 0.80
V
• Or
tion sensor 2
voltage < 4.20
V

GTI 2014 ➤
tion
• Actual TPS 1 or
2 voltage - volt‐
age ref. point >
0.07 V
• Actual TPS 1 or
2 voltage - volt‐
age ref. point >
0.25 V
• Actual TPS -
ref. point >
0.503° TPS
• Actual TPS 1 or
2 voltage - volt‐
age ref. point >
0.07 V
P0642 ECM: 5V • Analog output • 0.2 s • 2 – If a related sen‐

Sensor Supply 1 supply volt‐ DCY sor voltage code
Refer‐ Voltage age < 4.62 V • Contin‐ is also set, refer
ence Out Of uous to that sensor for
Voltage Range diagnosis first. If
"A" Cir‐ Low no other related
cuit Low codes set, re‐
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
Refer‐ Voltage age > 5.43 V • Contin‐ is also set, refer
"A" Cir‐ High no other related
cuit High codes set, re‐
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
"B" Cir‐ Low no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.

GTI 2014 ➤
tion
"B" Cir‐ High no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
P0657 Supply • Output voltage, • Relay comman‐ • 1.0 s • 2 – Check the En‐
Actuator Voltage lower range >= ded off DCY gine Component
Supply Relay En‐ 1.90 – 2.30 V • Contin‐ Power Supply
Voltage gine uous Relay - J757- .
"A" Cir‐ Compo‐ • Output voltage, Refer to
cuit/ nents upper range ⇒ “3.6.8 Engine
Open Open Cir‐ (hardware val‐ Component
cuit ues) <= 2.80 – Power Supply
3.20 V Relay J757 ,
Checking”, page
P0658 Supply • Output voltage • Relay comman‐ 473 .
Actuator Voltage (hardware val‐ ded off
Supply Relay En‐ ues) < 1.90 –
Voltage gine 2.28 V
"A" Cir‐ Compo‐
cuit Low nents
Short To
Ground
P0659 Supply • Output current • Relay comman‐
Actuator Voltage > 1.0 – 2.3 A ded on
Supply Relay En‐
Voltage gine • Or
"A" Cir‐ Compo‐ • Actuator tem‐
cuit High nents perature (hard‐
Short To ware values) >
Battery 175 – 195° C
Voltage
P0686 Main Re‐ • Sensed circuit • main relay com‐ • 0.1 s • 2 – Check the Mo‐
ECM/ lay Ra‐ voltage > 6.00 manded on DCY tronic Engine
PCM tionality V • Contin‐ Control Module
Power Check • for time >= 0.3 [s] uous Power Supply
Relay During Relay - J271- .
Control Engine Refer to
Circuit Off ⇒ “3.6.25 Mo‐
Low tronic Engine
Control Module
Power Supply
Relay J271 ,
Checking”, page
509 .
P0687 Main Re‐ • Sensed circuit • Main relay com‐ • 0.1 s • 2 – Check the Mo‐
ECM/ lay Ra‐ voltage < 5.00 manded on DCY tronic Engine
PCM tionality V • Contin‐ Control Module
Power Check • For time >= 0.1 s uous Power Supply
Relay During Relay - J271- .
Circuit On ⇒ “3.6.25 Mo‐
High tronic Engine
Control Module
Power Supply
Relay J271 ,

GTI 2014 ➤
tion
Main Re‐ • Main relay driv‐ • Main relay com‐ • 0.2 s Checking”, page
lay Short er temperature manded on 509 .
To Bat‐ > 175 – 195° C • Contin‐
tery Plus • For time >= 0.4 s uous
• Or
• Main relay out‐
put current
(hardware val‐
ues) > 1.0 – 2.3
A

"C" Cir‐ Low no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
"C" Cir‐ High no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.

GTI 2014 ➤
tion
P12A1 Fuel Sys‐ • Fuel mass con‐ • Engine speed • 5.0 s • 2 – Check the Fuel
Fuel Rail tem Pres‐ troller output < 608 – 6,816 RPM DCY Pressure Sen‐
Pres‐ sure Sen‐ -35.0 % • Contin‐ sor - G247- . Re‐
sure sor, High • Mass fuel flow set uous fer to
Sensor Pressure • And point 4.01 – 30.01 ⇒ “3.6.17 Fuel
Inap‐ Side Ra‐ • mg/rev Pressure Sen‐
High pressure
propri‐ tionality controller out‐ • For time after re‐ sor G247 ,
ately Check put > 15 mg quest for mass Checking”, page
Low Low fuel flow set point 491 .
>= 5.0 s
– Check the Fuel
• Time after Pump Control
change to DFI >= Module - J538- /
0.0 s Fuel Delivery
Unit - GX1- . Re‐
• Time after engine fer to
start > 10.0 s ⇒ “3.6.18 Fuel
Pump Control
• Engine warm-up Module J538 /
n.a. Fuel Delivery
• Catalyst heating Unit GX1 ,
n.a. Checking”, page
493 .
• Full load n.a.
– Check the fuel
• Catalyst purge pressure. Refer
not active to appropriate
• Lambda control repair manual.
closed loop
tionality diagno‐
sis n.a.
• And
• Choice of:
n.a. [-]
• Or
n.a.

GTI 2014 ➤
tion
P12A2 Fuel Sys‐ • Fuel mass con‐ • Engine speed • 5.0 s • 2 – Check the Fuel
Fuel Rail tem Pres‐ troller output > 608 – 6,816 RPM DCY Pressure Sen‐
Pres‐ sure Sen‐ 30.0 % • Contin‐ sor - G247- . Re‐
sure sor, High • Mass fuel flow set uous fer to
Sensor Pressure • And point 4.01 – 30.01 ⇒ “3.6.17 Fuel
Inap‐ Side Ra‐ • mg/rev Pressure Sen‐
High pressure
propri‐ tionality controller out‐ • For time after re‐ sor G247 ,
ately Check put < -15 mg quest for mass Checking”, page
High High fuel flow set point 491 .
>= 5.0 s
– Check the Fuel
• Time after Delivery Unit -
change to DFI >= GX1- . Refer to
0.0 s ⇒ “3.6.18 Fuel
Pump Control
• Time after engine Module J538 /
start > 10.0 s Fuel Delivery
Unit GX1 ,
• Engine warm-up Checking”, page
n.a. 493 .
n.a. – Check the fuel
pressure. Refer
• Full load n.a. to appropriate
repair manual.
• Catalyst purge
not active
• Lambda control
closed loop
tionality diagno‐
sis n.a.
• And
• Choice of:
n.a. [-]
• Or
n.a.

GTI 2014 ➤
tion
P12A4 Fuel Sys‐ • Deviation be‐ • Engine speed • 4.5 s • 2 – Check the Fuel
Fuel Rail tem Pres‐ tween fuel 608 – 6,816 RPM DCY Pressure Sen‐
Pump sure Sen‐ pressure set • Contin‐ sor - G247- . Re‐
Control sor, High point and cur‐ • Mass fuel flow set uous fer to
Valve Pressure rent fuel pres‐ point 4.01 – 30.01 ⇒ “3.6.17 Fuel
Stuck Side Out sure < mg/rev Pressure Sen‐
Closed Of Range -2,000.10 kPa • For time after re‐ sor G247 ,
High quest for mass Checking”, page
• Fuel mass con‐ 491 .
troller output fuel flow set point
-50.0 – 50.0 % >= 5.0 s
– Check the Fuel
• Case 1: • Time after Delivery Unit -
change to DFI >= GX1- . Refer to
• High pressure 0.0 s ⇒ “3.6.18 Fuel
controller out‐ Pump Control
put < -30 mg • Time after engine Module J538 /
• Case 2: Unit GX1 ,
• Engine warm-up Checking”, page
• Flow control n.a. 493 .
valve open
mass fuel flow • Catalyst heating
n.a. – Check the fuel
set point > pressure. Refer
15.01 mg/rev • Full load n.a. to appropriate
repair manual.
• Catalyst purge
not active
• Lambda control
closed loop
tionality diagno‐
sis n.a.
• And
• Choice of:
n.a. [-]
• Or
n.a.

GTI 2014 ➤
tion
P13EA Ignition • Ratio between • Time @ part load • 0.1 s • 2 – Check the En‐
Cold Control ignition angle > 5.0 s DCY gine Speed Sen‐
Start Ig‐ Ignition efficiency inte‐ • Once / sor - G28- . Re‐
nition Timing gral and time at • Ignition angle set DCY fer to
Timing Monitor part load > 0.25 point <= 0.94 [-] ⇒ “3.6.11 En‐
Per‐ [-] • Engine part load gine Speed Sen‐
for‐ sor G28 , Check‐
mance • Vehicle speed > 2 ing”, page 479 .
Off Idle mph
– Check the Igni‐
• And tion Coils with
Power Output
• Diff. air mass set Stage . Refer to
point vs. filtered ⇒ “3.6.20 Igni‐
detection < Stage , Check‐
99.999.0 mg/rev ing”, page 499 .
– Check for any
• And Engine Speed
sensor or Igni‐
• Diff. engine tion Coil faults
speed vs. filtered and diagnose
engine speed for them first.
engine speed dy‐
namic detection < – If NO other co‐
8,160 RPM des are set,
• For time >= 0.0 s check the ECM.
Refer to appro‐
priate repair
manual.
P1545 Throttle • Control duty • Throttle position • 5.0 s • 2 – Check the Throt‐
Throttle Actuator cycle > 98.0 % not at min. value DCY tle Valve Control
Actuator Out Of • Contin‐ Module - GX3- .
"A" Con‐ Range • Throttle adapta‐ uous Refer to
trol Mo‐ tion not active ⇒ “3.6.31 Throt‐
tor Cir‐ • Throttle actuator tle Valve Control
cuit commanded on Module GX3 ,
Range/ Checking”, page
Per‐ 524 .
for‐ Throttle • Difference be‐ • Throttle adapta‐
mance Actuator tween throttle tion not active
Rationali‐ position set
ty Check point and throt‐ • Throttle actuator
tle flap opening commanded on
angle for elec‐ • Difference be‐
tronic throttle tween throttle po‐
control > 2.998 sition set point
– 24.982° TPS and throttle flap
opening angle <=
1.999; > -1.999°
TPS

GTI 2014 ➤
tion
P169A ECM: • Transport • Vehicle speed < 3 • 0.01 s • 1 – Perform readi‐
Loading Transport mode active mph DCY ness check. Re‐
Mode Mode • Contin‐ fer to
Active Function • Max trip mileage uous ⇒ “3.2 Readi‐
Monitor‐ since initial vehi‐ ness Codes”,
ing: Mode cle start-up < page 19 .
Change 62.15 miles
• During ECM keep
alive-time after
ignition off engine
speed 0 RPM
• Production mode
not active
• For hybrid:
• Drive motor off
P2004 Intake • Signal voltage • Flap commanded • 0.2 s • 2 – Check the In‐
Intake Manifold > 0.70 V off DCY take Manifold
Manifold Runner • Contin‐ Runner Control
Runner Flap Ac‐ • For time >= 1.5 • Time after engine uous Valve - N316- .
Control tuator s start > 5.0 s Refer to
Stuck Stuck ⇒ “3.6.21 Intake
Open Open Manifold Runner
Bank 1 Control Valve
N316 , Check‐
ing”, page 501 .
Intake Manifold < 0.70 V on DCY take Manifold
Manifold Runner • Contin‐ Runner Control
Runner Flap Ac‐ • For time >= 1.5 • Time after engine uous Valve - N316- .
Control tuator s start > 5.0 s Refer to
Closed Close Manifold Runner
N316 , Check‐
ing”, page 501 .
P2008 Intake • Output voltage • Engine running • 2.0 s • 2 – Check the In‐
Intake Manifold lower range DCY take Manifold
Manifold Runner 1.92 – 2.21 V • Actuator com‐ • Contin‐ Runner Control
Runner Flap Ac‐ manded off uous Valve - N316- .
Control tuator • Output voltage Refer to
Circuit/ Open Cir‐ upper range ⇒ “3.6.21 Intake
Open cuit (hardware val‐ Manifold Runner
Bank 1 ues) 2.85 – Control Valve
3.25 V N316 , Check‐
ing”, page 501 .
Intake Manifold (hardware val‐ DCY take Manifold
Manifold Runner ues) < 1.92 – • Actuator com‐ • Contin‐ Runner Control
Runner Flap Ac‐ 2.21 V manded off uous Valve - N316- .
Control tuator Refer to
Circuit Short To ⇒ “3.6.21 Intake
Low Ground Manifold Runner
N316 , Check‐
ing”, page 501 .

GTI 2014 ➤
tion
P2010 Intake • Power stage • Engine running • 2.0 s • 2 – Check the In‐
Intake Manifold temperature > DCY take Manifold
Manifold Runner 160 – 200° C • Actuator com‐ • Contin‐ Runner Control
Runner Flap Ac‐ manded on uous Valve - N316- .
Control tuator • Or Refer to
Circuit Short To • Output current ⇒ “3.6.21 Intake
High Battery (hardware val‐ Manifold Runner
Bank 1 Plus ues) > 4.0 – 7.0 Control Valve
A N316 , Check‐
ing”, page 501 .
P2014 Intake • Intake manifold • Engine start not • 0.04 s • 2 – Check the In‐
Intake Manifold runner flap po‐ active DCY take Manifold
Manifold Runner sition sensor • Contin‐ Runner Position
Runner Flap Po‐ voltage < 0.20 uous Sensor - G336- .
Position sition V Refer to
Sensor/ Sensor ⇒ “3.6.22 Intake
Switch Short To Manifold Runner
Circuit Ground / Position Sensor
Bank 1 Open Cir‐ G336 , Check‐
cuit ing”, page 503 .
P2015 Intake • Diff. actual val‐ • Modeled air tem‐ • 0.04 s • 2 – Check the In‐
Intake Manifold ue vs. substitu‐ perature < 0.75 [-] DCY take Manifold
Manifold Runner tion value @ • Once Runner Position
Runner Flap Ac‐ lower mechani‐ • Engine running per life‐ Sensor - G336- .
Position tuator cal thresh hold • time Refer to
Engine speed >
Sensor/ Adapta‐ > 0.70 V 640; < 1,504 ⇒ “3.6.22 Intake
Switch tion Val‐ RPM Manifold Runner
Circuit ue Moni‐ • Or Position Sensor
Range/ toring • Diff. actual val‐ • ECT @ cylinder G336 , Check‐
Per‐ ue vs. substitu‐ head > -30° C ing”, page 503 .
for‐ tion value @
mance • Intake manifold
upper mechan‐ runner flap adap‐
Bank 1 ical thresh hold tation not finished
> 0.70 V
• Failed adapta‐
tions >= 1.00 [-]
Manifold Runner sition sensor • Contin‐ Runner Position
Runner Flap Po‐ voltage > 4.80 uous Sensor - G336- .
Position sition V Refer to
Circuit Battery Position Sensor
High Voltage G336 , Check‐
P2024 Smart • NVLD output • Case 1: • 0.5 s • 2 – Check the Fuel
EVAP Tempera‐ voltage lower DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ range >= 1.92 – • Ignition on • Contin‐ tection Control
por sor Open 2.21 V uous Module - J909- /
• Case 2:
Temper‐ Circuit Fuel Tank Pres‐
ature • NVLD output • Ignition off (dur‐ sure Sensor -
Sensor voltage upper ing ECM keep G400- . Refer to
Circuit range <= 2.85 – alive-time) ⇒ “3.6.19 Fuel
3.25 V Tank Leak De‐
tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .

GTI 2014 ➤
tion
P2025 Smart • Diff. time be‐ • Ignition off • 3.0 s • 2 – Check the Fuel
EVAP Tempera‐ tween ECU DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ and smart • ECM keep alive • Once / tection Control
por sor Func‐ module > 3.0 s time active DCY Module - J909- /
Temper‐ tional Fuel Tank Pres‐
ature Check • Reset counter • Engine running • 0.1 s • 3 sure Sensor -
Sensor > 3.00 [-] DCY G400- . Refer to
Per‐ • Last ECM keep • Once / ⇒ “3.6.19 Fuel
for‐ alive mode finish‐ DCY Tank Leak De‐
mance ed tection Control
Module J909 /
Smart • Smart module • Ignition off • 300.0 s • 2 Fuel Tank Pres‐
Tempera‐ temperature > DCY sure Sensor
ture Sen‐ 119° C • NVLD (EVAP- • Contin‐ G400 , Check‐
sor Out System) diagnos‐ uous ing”, page 496 .
Of Range tic mode = active
High
• Engine Running • 30.0 s
• Contin‐
uous
Smart • Smart module • Cold start detec‐ • 1.0 s

Tempera‐ temperature < ted
ture Sen‐ -39° C • Once /
sor Out • ECT @ cylinder DCY
Of Range head > 26° C
Low • IAT cross check
finished
• ECT cross check
finished
Smart • Difference be‐ • Cold start detec‐

Tempera‐ tween smart ted
ture Sen‐ temperature
sor Cross and ECT @ cyl‐ • IAT cross check
Check inder head >= finished
25.5 K • ECT cross check
• And finished
tween smart
temperature
and IAT @
manifold >=
25.5 K
Smart • Gradient smart • Ignition off • 300.0 s

Tempera‐ temperature >
ture Sen‐ 20 K/10min • Fuel level < 85.10 • Once /
sor Sig‐ % DCY
nal Dy‐ • NVLD (EVAP-
namic System) diagnos‐
Check tic mode active

GTI 2014 ➤
tion
Smart • Response time • Case 1: • 5.0 s
Tempera‐ > 1.0 s
ture Sen‐ • Ignition on • Contin‐
sor Com‐ • And uous
• Engine running
munica‐ • Number of
tion with checks > 3.00 • Case 2:
Smart [-]
Tempera‐ • Ignition off (dur‐
ture Sen‐ • Or ing ECM keep
sor alive-time)
• Security bit in‐
correct
• And
• Number of
checks > 3.00
[-]

EVAP Tempera‐ voltage < 1.92 DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ – 2.21 V • Ignition on engine • Contin‐ tection Control
por sor Short running uous Module - J909- /
Temper‐ To • Case 2: Fuel Tank Pres‐
ature Ground sure Sensor -
Sensor • Ignition off (dur‐ G400- . Refer to
Circuit ing ECM keep ⇒ “3.6.19 Fuel
Low alive-time) Tank Leak De‐
Voltage tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
EVAP Tempera‐ temperature > DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ 160.0 – 200.0° • Ignition on engine • Contin‐ tection Control
por sor Short C running uous Module - J909- /
Temper‐ To Bat‐ • Case 2: Fuel Tank Pres‐
ature tery Volt‐ • Or sure Sensor -
Sensor age • NVLD output • Ignition off (dur‐ G400- . Refer to
Circuit current 4.0 – ing ECM keep ⇒ “3.6.19 Fuel
High 7.0 A alive-time) Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
"A" tuator In‐ (hardware val‐ manded off DCY shaft Adjust‐
Cam‐ take ues) < 1.92 – • Contin‐ ment Valve 1 -
shaft Short To 2.21 V uous N205- . Refer to
Position Ground ⇒ “3.6.3 Cam‐
Actuator shaft Adjust‐
Control ment Valve 1
Circuit N205 , Check‐
Low ing”, page 462 .
Bank 1

GTI 2014 ➤
tion
P2089 VVT Ac‐ • Power stage • Actuator com‐ • 2.0 s • 2 – Check the Cam‐
"A" tuator In‐ temperature > manded on DCY shaft Adjust‐
Cam‐ take 160 – 200° C • Contin‐ ment Valve 1 -
shaft Short To uous N205- . Refer to
Position Battery • Or ⇒ “3.6.3 Cam‐
Actuator Plus • Output current shaft Adjust‐
Circuit ues) > 8.0 – N205 , Check‐
High 12.0 A ing”, page 462 .
Bank 1
P2090 VVT Ac‐ • Output voltage • Actuator com‐ • 2.0 s • 2 – Check thee Ex‐
"B" tuator (hardware val‐ manded off DCY haust Camshaft
Cam‐ Outlet ues) < 1.92 – • Contin‐ Adjustment
shaft Short To 2.21 V uous Valve 1 - N318- .
Position Ground Refer to
Actuator ⇒ “3.6.14 Ex‐
Control haust Camshaft
Circuit Adjustment
Low Valve 1 N318 ,
485 .
P2091 VVT Ac‐ • Power stage • Actuator com‐ • 2.0 s • 2 – Check thee Ex‐
"B" tuator temperature > manded on DCY haust Camshaft
Cam‐ Outlet 160 – 200° C • Contin‐ Adjustment
shaft Short To uous Valve 1 - N318- .
Position Battery • Or Refer to
Actuator Plus • Output current ⇒ “3.6.14 Ex‐
Control (hardware val‐ haust Camshaft
Circuit ues) > 8.0 – Adjustment
High 12.0 A Valve 1 N318 ,
485 .
P2096 Fuel Sys‐ • Adaption value • 2nd lambda con‐ • 5.0 s • 2 – Check exhaust
Post tem Out > 0.05 [-] trol n.a. DCY system visually
Catalyst Of Range • Contin‐ for leaks first
Fuel Low • Catalyst purge uous and correct as
Trim not active necessary.
System • Engine speed >=
Too 704 RPM – Check the Oxy‐
Lean gen Sensor 1 Af‐
Bank 1 • Integrated mass ter Catalytic
for fuel in oil < Converter -
255.00 [-] GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Choice of: gen Sensor 1 Af‐
ter Catalytic
• O2S rear (binary) Converter GX7 ,
check not active Checking”, page
• Or 513 .
• O2S rear (binary)
check finished

GTI 2014 ➤
tion
P2097 Fuel Sys‐ • Adaption value • 2nd lambda con‐ • 5.0 s • 2 – Check exhaust
Post tem Out < -0.05 [-] trol n.a. DCY system visually
Catalyst Of Range • Contin‐ for leaks first
Fuel High • Catalyst purge uous and correct as
Trim not active necessary.
System • Engine speed >=
Too 704 RPM – Check the Oxy‐
Rich gen Sensor 1 Af‐
Bank 1 • Integrated mass ter Catalytic
for fuel in oil < Converter -
255.00 [-] GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Choice of: gen Sensor 1 Af‐
ter Catalytic
• O2S rear (binary) Converter GX7 ,
check not active Checking”, page
• Or 513 .
check finished
P2100 Throttle • Electronic • Difference be‐ • 0.1 s • 2 – Check the Throt‐

Throttle Actuator throttle valve tween measured DCY tle Valve Control
Actuator Open Cir‐ driver load re‐ and filtered throt‐ • Contin‐ Module - GX3- .
"A" Con‐ cuit sistance > tle position <= uous Refer to
trol Mo‐ 200.0 kOhm 0.073° TPS ⇒ “3.6.31 Throt‐
tor Cir‐ tle Valve Control
cuit/ • Actuator com‐ Module GX3 ,
Open manded off Checking”, page
524 .
P2101 Throttle • Electronic • Actuator com‐ • 0.1 s • 2 – Check the Throt‐
Throttle Actuator throttle valve manded on DCY tle Valve Control
Actuator Over driver tempera‐ • Contin‐ Module - GX3- .
"A" Con‐ Tempera‐ ture (hardware uous Refer to
trol Mo‐ ture values) > 170.0 ⇒ “3.6.31 Throt‐
tor Cir‐ – 190.0° C tle Valve Control
cuit Module GX3 ,
Per‐ 524 .
for‐
mance
Actuator Short Cir‐ driver current • Contin‐ Module - GX3- .
"A" Con‐ cuit (hardware val‐ uous Refer to
trol Mo‐ ues) > 9.3 – ⇒ “3.6.31 Throt‐
tor Cir‐ 15.0 A tle Valve Control
cuit High Module GX3 ,
Checking”, page
524 .
P2122 Accelera‐ • Signal voltage • 0.3 s • 2 – Check the Ac‐
Throttle/ tor Pedal sensor 1 < 0.40 DCY celerator Pedal
Pedal Position V • Contin‐ Module - GX2- .
Position Sensor 1 uous Refer to
Sensor/ Out Of ⇒ “3.6.1 Accel‐
Switch Range erator Pedal
"D" Cir‐ Low Module GX2 ,
457 .

GTI 2014 ➤
tion
Throttle/ tor Pedal sensor 1 > 4.82 DCY celerator Pedal
"D" Cir‐ High Module GX2 ,
457 .
"E" Cir‐ Low Module GX2 ,
457 .
"E" Cir‐ High Module GX2 ,
457 .
P2138 Accelera‐ • Difference be‐ • 0.4 s • 2 – Check the Ac‐
Throttle/ tor Pedal tween signal DCY celerator Pedal
Pedal Position voltage sensor • Contin‐ Module - GX2- .
Position Sensor 1 1 and sensor 2 uous Refer to
Sensor/ And 2 Ra‐ > 0.10 – 0.12 V ⇒ “3.6.1 Accel‐
Switch tionality erator Pedal
"D"/"E" Check Module GX2 ,
Voltage Checking”, page
Correla‐ 457 .
tion


GTI 2014 ➤
tion
P2177 Fuel Sys‐ • Adaptive value • Barometric pres‐ • 5.0 s • 2 – Check the intake
System tem Di‐ >= 30.0 % sure > 73.0 kPa DCY and vacuum ho‐
Too rect Fuel • Contin‐ ses visually for
Lean Off Injection • MAF > 60.0 mg/ uous leaks. Check the
Idle System rev Positive Crank‐
Bank 1 Too Lean • Engine speed > case Ventilation
576 RPM visually. Also
make sure the
• ECT @ cylinder oil dipstick is
head > 20° C properly se‐
cured.
• IAT @ manifold >
-48° C – Listen to and vis‐
ually inspect the
• AAT > -48° C exhaust system
• Lambda set point to insure there
0.95 – 1.05 [-] are no leaks.
• Lambda control – Check the Oxy‐
closed loop gen Sensor 1
Before Catalytic
• Integrated MAF Converter -
>= 5.0 – 200.0 g GX10- . Refer to
• Lambda adapta‐ ⇒ “3.6.28 Oxy‐
tion active gen Sensor 1
Before Catalytic
• Vehicle speed < 4 Converter
mph GX10 , Check‐
ing”, page 516 .
• Driver request
low dynamics – Check the Oxy‐
• And gen Sensor 1 Af‐
ter Catalytic
• Mass fuel flow Converter -
lower range > GX7- . Refer to
0.00 mg/rev ⇒ “3.6.27 Oxy‐
gen Sensor 1 Af‐
• Mass fuel flow ter Catalytic
upper range < Converter GX7 ,
0.00 – 17.74 mg/ Checking”, page
rev 513 .
• Or – Check the In‐
• Evap purge valve take Manifold
closed Sensor - GX9- .
Refer to
• Or ⇒ “3.6.23 Intake
Manifold Sensor
• Canister load <= GX9 , Check‐
1.20 [-] ing”, page 505 .
• Evap purge flow
at max. value – Check the EVAP
Canister Purge
• Or Regulator Valve
1 - N80- . Refer
• Dependence on to
canister purge ⇒ “3.6.13 EVAP
min: Canister Purge
• Lower limit of Regulator Valve
lambda controller 1 N80 , Check‐
output n.a. ing”, page 484 .
• Or – Check the Fuel

Injectors . Refer
to

GTI 2014 ➤
tion
• Upper limit of ⇒ “3.6.15 Fuel
lambda controller Injectors ,
output n.a. Checking”, page
487 .
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P2178 Fuel Sys‐ • Adaptive value • Barometric pres‐ • 5.0 s • 2 – Check the Evap‐
System tem Di‐ <= -30.0 % sure > 73.0 kPa DCY orative Emission
Too rect Fuel • Contin‐ (EVAP) System
Rich Off Injection • MAF > 60.0 mg/ uous visually for con‐
Idle System rev tamination.
Bank 1 Too Rich • Engine speed >
576 RPM – Check the Oxy‐
gen Sensor 1
• ECT @ cylinder Before Catalytic
head > 20° C Converter -
GX10- . Refer to
• IAT @ manifold > ⇒ “3.6.28 Oxy‐
-48° C gen Sensor 1
Before Catalytic
• AAT > -48° C Converter
• Lambda set point GX10 , Check‐
0.95 – 1.05 [-] ing”, page 516 .
closed loop gen Sensor 1 Af‐
ter Catalytic
>= 5.0 – 200.0 g GX7- . Refer to
tion active gen Sensor 1 Af‐
ter Catalytic
• Vehicle speed < 4 Converter GX7 ,
mph Checking”, page
513 .
• Driver request
low dynamics – Check the In‐
• And take Manifold
Sensor - GX9- .
• Mass fuel flow Refer to
lower range > ⇒ “3.6.23 Intake
0.00 mg/rev Manifold Sensor
GX9 , Check‐
• Mass fuel flow ing”, page 505 .
upper range <
0.00 – 17.74 mg/ – Check the Fuel
rev Injectors . Refer
to
• Or ⇒ “3.6.15 Fuel
• Evap purge valve Injectors ,
closed Checking”, page
487 .
• Or
1.20 [-]
• Evap purge flow
at max. value
• Or
• Dependence on
canister purge
min:
• Lower limit of
lambda controller
output n.a.
• Or

GTI 2014 ➤
tion
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value
P2181 Engine • Modeled ECT • ECT @ cylinder • 1.0 s • 2 – Check cooling

Cooling Cooling @ cylinder head @ first start DCY system visually
System System head > 66 – 70° >= -10° C • Once / for leaks or dam‐
Per‐ Rationali‐ C DCY aged compo‐
for‐ ty Check • ECT @ cylinder nents.
mance • Choice of: head @ first start
<= 50 – 55° C – Check the cool‐
• ECT @ cylin‐
der head < 65 – • AAT > -10° C ant thermostat
69° C and the Engine
• Ratio fuel cut off Temperature
• Or <= 10.16 % Control Actuator
- N493- . Refer
• ECT @ radiator • Ratio engine load to
outlet < n.a.° C time <= 39.84 % ⇒ “3.6.12 En‐
gine Tempera‐
• Ratio maximum ture Control Ac‐
vehicle speed <= tuator N493 ,
14.84 % Checking”, page
• Ratio start-stop 481 .
time <= 16.02 %
– Check the En‐
• Set point of RVC gine Coolant
in measurement Temperature
window < 99.61 Sensor - G62- .
% Refer to
⇒ “3.6.9 Engine
• Case 1: Coolant Tem‐
• Engine speed < perature Sensor
8,160 RPM G62 , Check‐
ing”, page 475 .
• Case 2:
• Engine speed >=
8,160 RPM
• Diff. ECT@ cylin‐
der head during
measurement <
256° C

GTI 2014 ➤
tion
Electrical • ECT @ cylin‐ • Engine running
Thermo‐ der head < 60°
stat Ra‐ C • Or
tionality
Check • For time >= 0.0 • Engine stopped
s • And
• ECT @ cylinder
head once after
start > 65° C
• Or
• ECT @ radiator
outlet n.a.
• And
• AAT sensor sig‐
nal valid
• AAT > -10° C
• Relative actual
MAF > 5.00 %
• ECT @ cylinder
head @ first start
lower limit <=
215° C
0 mph
• Modeled ECT @
cylinder head >
60° C
• Start-stop cycles
<= 255.00 [-]

GTI 2014 ➤
tion
P2183 Engine • High side: • Engine off time • 0.1 s • 2 – Check the En‐
Engine Coolant >= 360.0 min DCY gine Coolant
Coolant Tempera‐ • Diff. ECT @ ra‐ • Once / Temperature
Temper‐ ture Sen‐ diator outlet @ • Engine off time DCY Sensor On Radi‐
ature sor @ cold start vs. plausible time af‐ ator Outlet -
Sensor Radiator IAT @ manifold ter engine start G83- . Refer to
2 Circuit Outlet @ cold start > <= 1,400.0 s ⇒ “3.6.10 En‐
Range/ Cross 25.0 K gine Coolant
• Depending on
Per‐ Check • Diff. ECT @ ra‐ temperature Temperature
for‐ diator outlet @ slope diff. actual Sensor On Radi‐
mance cold start vs. vs previous IAT < ator Outlet G83 ,
AAT @ cold 256.0 K Checking”, page
start > 25.0 K 477 .
• Diff. actual vs
• Or previous ECT @
cylinder head <
• Low side: 256.0 K
• Diff. IAT @ • Diff. actual vs
manifold @ previous ECT @
cold start vs. radiator outlet <
ECT @ radiator 256.0 K
outlet @ cold
start > 25.0 K • Diff. actual vs
previous AAT <
• Diff. AAT @ 256.0 K
cold start vs.
ECT @ radiator • For time >= 1.0 s
outlet @ cold
start > 25.0 K
P2184 Engine • Sensor voltage • 0.5 s • 2 – Check the En‐

Engine Coolant < 0.30 V DCY gine Coolant
Coolant Tempera‐ • Contin‐ Temperature
Temper‐ ture Sen‐ uous Sensor On Radi‐
ature sor @ ator Outlet -
Sensor Radiator G83- . Refer to
2 Circuit Outlet ⇒ “3.6.10 En‐
Low Short To gine Coolant
Ground Temperature
Sensor On Radi‐
ator Outlet G83 ,
Checking”, page
477 .
P2185 Engine • Sensor voltage • Modeled IAT @ • 0.5 s • 2 – Check the En‐
Engine Coolant > 4.90 V throttle >= -33° C DCY gine Coolant
Coolant Tempera‐ • Contin‐ Temperature
Temper‐ ture Sen‐ • Time after engine uous Sensor On Radi‐
ature sor @ start > 60.0 s ator Outlet -
High Short To gine Coolant
Battery / Temperature
Open Cir‐ Sensor On Radi‐
cuit ator Outlet G83 ,
Checking”, page
477 .

GTI 2014 ➤
tion
P2187 Fuel Sys‐ • Case 1: • Barometric pres‐ • 5.0 s • 2 – Check the intake
System tem Di‐ sure > 73.0 kPa DCY and vacuum ho‐
Too rect Fuel • Adaptive value • Contin‐ ses visually for
Lean at Injection >= 2.80 mg/rev • MAF > 60.0 mg/ uous leaks. Check the
Idle System • rev Positive Crank‐
Case 2:
Bank 1 Too Lean • Engine speed > case Ventilation
• Adaptive value 576 RPM visually. Also
n.a. make sure the
• ECT @ cylinder oil dipstick is
head > 20° C properly se‐
cured.
-48° C – Listen to and vis‐
ually inspect the
• AAT > -48° C exhaust system
• Lambda set point to insure there
0.95 – 1.05 [-] are no leaks.
closed loop gen Sensor 1
Before Catalytic
>= 5.0 – 200.0 g GX10- . Refer to
tion active gen Sensor 1
Before Catalytic
• Vehicle speed < 4 Converter
mph GX10 , Check‐
ing”, page 516 .
• Driver request
low dynamics – Check the Oxy‐
ter Catalytic
• Mass fuel flow Converter -
lower range > GX7- . Refer to
0.00 mg/rev ⇒ “3.6.27 Oxy‐
gen Sensor 1 Af‐
• Mass fuel flow ter Catalytic
upper range < Converter GX7 ,
0.00 – 17.74 mg/ Checking”, page
rev 513 .
• Or – Check the In‐
• Evap purge valve take Manifold
closed Sensor - GX9- .
Refer to
• Or ⇒ “3.6.23 Intake
Manifold Sensor
• Canister load <= GX9 , Check‐
1.20 [-] ing”, page 505 .
• Evap purge flow
at max. value – Check the EVAP
Canister Purge
• Or Regulator Valve
1 - N80- . Refer
• Depending on to
canister purge ⇒ “3.6.13 EVAP
min: Canister Purge
• Lower limit of Regulator Valve
lambda controller 1 N80 , Check‐
output n.a. ing”, page 484 .
• Or – Check the Fuel

Injectors . Refer
to

GTI 2014 ➤
tion
• Upper limit of ⇒ “3.6.15 Fuel
487 .
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P2188 Fuel Sys‐ • Case 1: • Barometric pres‐ • 5.0 s • 2 – Check the Evap‐
System tem Di‐ sure > 73.0 kPa DCY orative Emission
Too rect Fuel • Adaptive value • Contin‐ (EVAP) System
Rich at Injection <= -3.01 mg/ • MAF > 60.0 mg/ uous visually for con‐
Idle System rev rev tamination.
Bank 1 Too Rich • Case 2: • Engine speed >
576 RPM – Check the Oxy‐
• Adaptive value gen Sensor 1
<= n.a. kg/h • ECT @ cylinder Before Catalytic
head > 20° C Converter -
GX10- . Refer to
• IAT @ manifold > ⇒ “3.6.28 Oxy‐
-48° C gen Sensor 1
Before Catalytic
• AAT > -48° C Converter
• Lambda set point GX10 , Check‐
0.95 – 1.05 [-] ing”, page 516 .
closed loop gen Sensor 1 Af‐
ter Catalytic
>= 5.0 – 200.0 g GX7- . Refer to
tion active gen Sensor 1 Af‐
ter Catalytic
• Vehicle speed < 4 Converter GX7 ,
mph Checking”, page
513 .
• Driver request
low dynamics – Check the Fuel
• And Injectors . Refer
to
• Mass fuel flow ⇒ “3.6.15 Fuel
lower range > Injectors ,
0.00 mg/rev Checking”, page
487 .
• Mass fuel flow
upper range <
0.00 – 17.74 mg/
rev
• Or
closed
• Or
1.20 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda controller
output n.a.
• Or

GTI 2014 ➤
tion
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value
P2195 Oxygen • Plausibility • O2S front ready • 117.0 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors check up‐ DCY gen Sensor 1
sor Sig‐ Front Ra‐ stream and • O2S rear ready • Contin‐ Before Catalytic
nal tionality downstream uous Converter -
• ECT @ cylinder
Biased/ Check oxygen sensor head >= -48° C GX10- . Refer to
Stuck signal: ⇒ “3.6.28 Oxy‐
Lean • MAF > 15.0; < gen Sensor 1
Bank 1 • Lambda value 300.0 kg/h Before Catalytic
Sensor > 1.15 [-] Converter
1 • Catalyst purge GX10 , Check‐
• And not active ing”, page 516 .
• O2S signal rear • Integrated MAF
>= 0.88 [V] after end of cata‐
lyst purge 0 [-]
• Engine speed >
1,152 RPM
• EGT @ O2S front
> -273; < 800° C
• Integrated MAF >
40.0 g
• Dynamic lambda
controller output
< 3.0 %
• Dynamic MAF <
0.05 g/rev
• Dynamic engine
speed < 200 RPM
• And
• Second control
loop active:
• MAF 0.06 – 0.75
g/rev
• Engine speed
576 – 5,088 RPM

GTI 2014 ➤
tion
P2196 Oxygen • Plausibility • Modeled exhaust • 117.0 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors check up‐ gas temp 450 - DCY gen Sensor 1
sor Sig‐ Front Ra‐ stream and 850° C • Contin‐ Before Catalytic
nal tionality downstream uous Converter -
Biased/ Check oxygen sensor • Delta engine load GX10- . Refer to
Stuck signal: < 35% ⇒ “3.6.28 Oxy‐
Rich gen Sensor 1
Bank 1 • Lambda value • Exhaust. gas
Before Catalytic
< 0.85 [-] mass flow 14 –
Sensor 300 kg/h Converter
1 • And GX10 , Check‐
• Lambda control, ing”, page 516 .
• O2S signal rear 2nd lambda con‐
>= 0.25 V trol, closed loop
• O2S front, rear
and heaters
ready - no fault
• Fuel cutoff, cata‐
lyst heating, SAI -
not active
• 1st lambda con‐
trol loop not at
min or max
• 2nd lambda con‐
trol loop active
P219C Air Fuel • Cylinder 1: • Modeled catalyst • 90.0 s • 2 – Check the Fuel
Cylinder Imbal‐ temperature @ DCY Injectors . Refer
1 Air- ance • Weighted start <= 900° C • Once / to
Fuel Ra‐ Monitor‐ adaptive value DCY ⇒ “3.6.15 Fuel
tio Im‐ ing Out > 15.0 % • Lambda set value Injectors ,
balance Of Range 0.97 – 1.03 [-] Checking”, page
High • Catalyst heating 487 .
not active
• Engine rough‐
ness signal valid
• Cylinder shut off
not active
• AAT >= -48° C
sure >= 73.0 kPa
• And
• Choice of:
• Catalyst diagno‐
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or

GTI 2014 ➤
tion
Air Fuel • Cylinder 1: • Evap purge valve
Imbal‐ n.a.
ance • Weighted
Monitor‐ adaptive value • Or
ing Out < -15.0 %
• Evap purge n.a.
Of Range
Low • And
• O2S dynamic di‐
agnosis n.a.
• O2S delay diag‐
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active
2.00 [-]
• Engine no full
load
• Fuel cut off not
active
• Segment adapta‐
tion finished
• Catalyst damag‐
ing misfire not de‐
tected
• Emission thresh‐
old misfire not de‐
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road n.a.
• And depending
on gear:
• 1st gear not ac‐
tive
• 2nd gear not ac‐
tive
• 3rd gear not ac‐
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active

GTI 2014 ➤
tion
• 8th gear active
• And
• Integrated MAF
>= 1.0 – 5.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
75 RPM
• Diff. MAF vs. dy‐
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
• Adaptation cycles
<= 3.00 [-]
• And
• Depending on
transmission
type:
• For AT
• Engine speed
1,408 – 3,008
RPM
• For MT
• Engine speed
1,408 – 3,008
RPM
• For DCT
• Engine speed
1,408 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
12.00 mg/rev
• Mass fuel flow
upper range <=
29.99 mg/rev
P219D Air Fuel • Cylinder 2: • Modeled catalyst • 90.0 s • 2 – Check the Fuel
not active
• Engine rough‐
ness signal valid
not active

GTI 2014 ➤
tion
Air Fuel • Cylinder 2: • AAT >= -48° C
Imbal‐
ance • Weighted • Barometric pres‐
Monitor‐ adaptive value sure >= 73.0 kPa
ing Out < -15.0 %
• And
Of Range
Low • Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active
2.00 [-]
• Engine no full
load
active
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]

GTI 2014 ➤
tion
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road n.a.
• And depending
on gear:
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
• 8th gear active
• And
• Integrated MAF
>= 1.0 – 5.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
75 RPM
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 3.00 [-]
• And
• Depending on
transmission
type:
• For AT
• Engine speed
1,408 – 3,008
RPM
• For MT
• Engine speed
1,408 – 3,008
RPM
• For DCT

GTI 2014 ➤
tion
• Engine speed
1,408 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
12.00 mg/rev
• Mass fuel flow
upper range <=
29.99 mg/rev
P219E Air Fuel • Cylinder 3: • Modeled catalyst • 90.0 s • 2 – Check the Fuel
not active
• Engine rough‐
ness signal valid
not active
• AAT >= -48° C
sure >= 73.0 kPa
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.

GTI 2014 ➤
tion
Air Fuel • Cylinder 3: • Lambda control
Imbal‐ closed loop
ance • Weighted
Monitor‐ adaptive value • Catalyst purge
ing Out < -15.0 % not active
Of Range • Canister load <=
Low 2.00 [-]
• Engine no full
load
active
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road n.a.
• And depending
on gear:
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
• 8th gear active
• And
• Integrated MAF
>= 1.0 – 5.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
75 RPM

GTI 2014 ➤
tion
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 3.00 [-]
• And
• Depending on
transmission
type:
• For AT
• Engine speed
1,408 – 3,008
RPM
• For MT
• Engine speed
1,408 – 3,008
RPM
• For DCT
• Engine speed
1,408 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
12.00 mg/rev
• Mass fuel flow
upper range <=
29.99 mg/rev
P219F Air Fuel • Cylinder 4: • Modeled catalyst • 90.0 s • 2 – Check the Fuel
not active
• Engine rough‐
ness signal valid
not active
• AAT >= -48° C
sure >= 73.0 kPa
• And
• Choice of:
sis n.a.

GTI 2014 ➤
tion
Air Fuel • Cylinder 4: • Or
Imbal‐
ance • Weighted • Catalyst diagno‐
Monitor‐ adaptive value sis n.a.
ing Out < -15.0 %
• Depending on
Of Range catalyst diagno‐
Low sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active
2.00 [-]
• Engine no full
load
active
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road n.a.
• And depending
on gear:
tive

GTI 2014 ➤
tion
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
• 8th gear active
• And
• Integrated MAF
>= 1.0 – 5.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
75 RPM
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 3.00 [-]
• And
• Depending on
transmission
type:
• For AT
• Engine speed
1,408 – 3,008
RPM
• For MT
• Engine speed
1,408 – 3,008
RPM
• For DCT
• Engine speed
1,408 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
12.00 mg/rev
• Mass fuel flow
upper range <=
29.99 mg/rev

GTI 2014 ➤
tion
P2237 Oxygen • Diff. pump volt‐ • O2S front (linear) • 2.3 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors age (VIP) vs. ready DCY gen Sensor 1
sor Pos‐ Front virtual ground • Contin‐ Before Catalytic
itive Open Cir‐ voltage (VG) • Measurement of uous Converter -
Current cuit <= 1.20 V WRAF sensor la‐ GX10- . Refer to
Control Pump bel resistor finish‐ ⇒ “3.6.28 Oxy‐
Circuit/ Voltage • Diff. nernst ed gen Sensor 1
Open (VIP) voltage (VN) Before Catalytic
vs. virtual • Pump current
Bank 1 controller active Converter
Sensor ground voltage GX10 , Check‐
1 (VG) <= 1.20 V ing”, page 516 .
• And
• Choice of:
• Nernst voltage
(VN) > 4.40 V
• Or
• Diff. pump volt‐
age (VIP) vs.
virtual ground
voltage (VG) >
2.35 V
age (VIP) vs.
virtual ground
voltage (VG) <
-2.35 V
• Or
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.60 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) < -0.10 V
• Or
• Pump current >
0.0115 A
• Or
• Measurement
WRAF sensor
label resistor >
n.a. Ohm

GTI 2014 ➤
tion
sor Ref‐ Front virtual ground • Contin‐ Before Catalytic
erence Open Cir‐ voltage (VG) • Measurement of uous Converter -
Voltage cuit <= 1.20 V WRAF sensor la‐ GX10- . Refer to
Circuit/ Nernst bel resistor finish‐ ⇒ “3.6.28 Oxy‐
Open Voltage • Diff. nernst ed gen Sensor 1
Bank 1 (VN) voltage (VN) Before Catalytic
vs. virtual • Pump current
Sensor controller active Converter
1 ground voltage GX10 , Check‐
(VG) <= 1.20 V ing”, page 516 .
• And
• Choice of:
• Nernst voltage
(VN) > 4.40 V
• Or
age (VIP) vs.
virtual ground
voltage (VG) >
2.35 V
age (VIP) vs.
virtual ground
voltage (VG) <
-2.35 V
• Or
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.60 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) < -0.10 V
• Or
• Pump current >
0.0115 A
• Or
• Measurement
WRAF sensor
label resistor >
n.a. Ohm

GTI 2014 ➤
tion
P2251 Oxygen • Nernst voltage • O2S front (linear) • 2.3 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors (VN) > 4.40 V ready DCY gen Sensor 1
sor Neg‐ Front • Contin‐ Before Catalytic
ative Open Cir‐ • Or • Measurement of uous Converter -
Current cuit Virtu‐ • WRAF sensor la‐ GX10- . Refer to
Diff. pump volt‐ bel resistor finish‐
Control al Ground age (VIP) vs. ⇒ “3.6.28 Oxy‐
Circuit/ (VG) ed gen Sensor 1
virtual ground
Open voltage (VG) > • Pump current Before Catalytic
Bank 1 2.35 V controller active Converter
Sensor GX10 , Check‐
1 • Ddiff. pump ing”, page 516 .
voltage (VIP)
vs. virtual
ground voltage
(VG) < -2.35 V
• Or
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.60 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) < -0.10 V
• Or
• Pump current >
0.0115 A
• Or
• Measurement
WRAF sensor
label resistor >
n.a. Ohm
• And
• Choice of:
age (VIP) vs.
virtual ground
voltage (VG)
<= 1.20 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) <= 1.20 V

GTI 2014 ➤
tion
AIR Sys‐ dary Air (hardware val‐ DCY ondary Air Injec‐
tem Injection ues) 1.92 – • Actuator com‐ • Contin‐ tion Pump Motor
Control Pump 2.21 V manded off uous - V101- / Secon‐
"A" Cir‐ Relay dary Air Injection
cuit Low Short To Pump Relay -
Ground J299- . Refer to
⇒ “3.6.29 Sec‐
ondary Air Injec‐
tion Pump Motor
V101 / Secon‐
dary Air Injection
Pump Relay
J299 , Check‐
ing”, page 519 .
P2258 Secon‐ • Actuator tem‐ • Engine running • 1.0 s • 2 – Check the Sec‐
AIR Sys‐ dary Air perature > 160 DCY ondary Air Injec‐
tem Injection – 200° C • Actuator com‐ • Contin‐ tion Pump Motor
Control Pump manded on uous - V101- / Secon‐
"A" Cir‐ Relay • Or dary Air Injection
cuit High Short To • Output current Pump Relay -
Battery (hardware val‐ J299- . Refer to
Plus ues) > 1.0 – 2.0 ⇒ “3.6.29 Sec‐
A ondary Air Injec‐
tion Pump Motor
V101 / Secon‐
dary Air Injection
Pump Relay
J299 , Check‐
ing”, page 519 .

GTI 2014 ➤
tion
P2270 Oxygen • Max. O2S rear • General condi‐ • 60.0 – • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage < 0.87 tions: 70.0 s DCY gen Sensor 1 Af‐
sor Sig‐ Rear Sig‐ V ter Catalytic
nal nal • Close the gap • Once / Converter -
Biased/ Range stimulation re‐ DCY GX7- . Refer to
Stuck Check quest active ⇒ “3.6.27 Oxy‐
Lean • Vehicle speed >= gen Sensor 1 Af‐
Bank 1 6 mph ter Catalytic
Sensor Converter GX7 ,
2 • Catalyst over‐ Checking”, page
heating protec‐ 513 .
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
temperature 470
– 780° C
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
30.0 – 200.0 kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.0
mg/rev
• And
• Low dynamic
conditions devia‐
tion actual
• And

GTI 2014 ➤
tion
• Target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev
• Dynamic lambda
controller output
<= 20.0 %
• And
• Integrated MAF
after dynamic
filled > 20.0 g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.0
– 2,000.0 kJ
• Engine speed
1,248 – 3,008
RPM
n.a
• O2S heater rear
active
tion not active
• Valve lift n.a.
• And
• Depending on
lambda control:
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Depending on
canister purge:

GTI 2014 ➤
tion
n.a. [-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And
• Choice of:
n.a. or evap
purge valve n.a.
and modeled
MAF-integral >
0.0 g
• Depending on
transmission
type:
• For MT
• Integrated MAF
per cylinder >=
0.00 kg
• For AT
• Integrated MAF
per cylinder >=
0.00 kg
• For DCT
• Integrated MAF
per cylinder >=
0.00 kg

GTI 2014 ➤
tion
P2271 Oxygen • Max. O2S rear • General condi‐ • 60.0 – • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage > 0.87 tions: 70.0 s DCY gen Sensor 1 Af‐
sor Sig‐ Rear Sig‐ V ter Catalytic
nal nal • Close the gap • Once / Converter -
Biased/ Range stimulation re‐ DCY GX7- . Refer to
Stuck Check quest active ⇒ “3.6.27 Oxy‐
Rich • Vehicle speed >= gen Sensor 1 Af‐
Bank 1 6 mph ter Catalytic
Sensor Converter GX7 ,
2 • Catalyst over‐ Checking”, page
heating protec‐ 513 .
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
temperature 470
– 780° C
tween dynamic
and stationary
catalyst tempera‐
ture -306 – 304° C
temperature once
after engine start
> 550° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
30.0 – 200.0 kg/h
per stroke, lower
range >= 89.99
mg/rev
per stroke, upper
range <= 750.0
mg/rev
• And
• Low dynamic
conditions devia‐
tion actual
• And

GTI 2014 ➤
tion
• Target engine
speed < 150 RPM
• Dynamic MAF <
15.01 mg/rev
• Dynamic lambda
controller output
<= 20.0 %
• And
• Integrated MAF
after dynamic
filled > 20.0 g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated MAF
to start diagnosis
>= 5.0 g
• Integrated heat
energy >= 800.0
– 2,000.0 kJ
• Engine speed
1,248 – 3,008
RPM
n.a
• O2S heater rear
active
tion not active
• Valve lift n.a.
• And
• Depending on
lambda control:
• Intervention of
trim control be‐
havior activation
of catalyst diag‐
nosis < 0.10 [-]
• Or
• Intervention of
trim control dur‐
ing active catalyst
diagnosis < 0.20
[-]
• Depending on
canister purge:

GTI 2014 ➤
tion
n.a. [-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a.
• And
• Choice of:
n.a. or evap
purge valve n.a.
and modeled
MAF-integral >
0.0 g
• Depending on
transmission
type:
• For MT
• Integrated MAF
per cylinder >=
0.00 kg
• For AT
• Integrated MAF
per cylinder >=
0.00 kg
• For DCT
• Integrated MAF
per cylinder >=
0.00 kg

GTI 2014 ➤
tion
P2279 Intake Air • General condi‐ • Throttle position • 5.0 s • 2 – Check visually
MAP/ System tions: > 0.0° TPS DCY for air leaks be‐
MAF - Rationali‐ • Contin‐ tween intake
Throttle ty Check • Filtered lamb‐ • Throttle position uous and throttle
Position da controller in‐ < 100.003° TPS body, oil fill cap
Correla‐ cluded correc‐ not tight or oil
tion tion and adap‐ • Engine speed >
dipstick not
tion -30.0 – 576; < 3,008
RPM seated in tube.
30.0 %
• Lambda con‐ • Modeled pres‐ – Also visually in‐
trol active sure quotient > spect any en‐
0.27; < 0.60 [-] gine gaskets
• And that can cause
• Engine running additional air to
• Deviation throt‐ enter the crank‐
tle area control‐ • Throttle actuator case can set this
ler > 60.0 % commanded on fault as the PCV
• Time after engine system is not
start > 5.0 s metered. If a
vacuum leak or
• Throttle position crankcase gas‐
sensor failure not ket sealing is at
detected cause, the idle
may be rough or
• Fuel cut off not unstable.
active
• Fast throttle
adaptation finish‐
ed
• Gradient intake
manifold pres‐
sure -199.90 –
199.90 kPa/s
• Engine speed
tive
sure plausibility
diagnosis finish‐
ed
• Intake manifold
modeled adap‐
tion active
• And
• Choice of:
tive
• Or
sure sensor ac‐
tive
• And
• Choice of:
• Pressure up‐
stream throttle <
135.0 kPa

GTI 2014 ➤
tion
• Or
• Pressure up‐
stream throttle
not active
• And
• Choice of:
sure > 73.00; <
107.50 kPa
• Or
sure sensor not
active

GTI 2014 ➤
tion
• Deviation throt‐ • Throttle position
tle area control‐ > 4.50° TPS
ler > 35.0 %
• Engine speed >
• Filtered lamb‐ 1,216; < 6.000
da controller RPM
correction
-50.0 – 50.0 % • Modeled pres‐
sure quotient >
• Lambda con‐ 0.63; < 0.90 [-]
trol active
• Engine running
commanded on
start > 5.0 s
sensor failure not
detected
active
• Fast throttle
ed
• Gradient intake
manifold pres‐
sure -199.90 –
199.90 kPa/s
• Engine speed
tive
sure plausibility
diagnosis finish‐
ed
• And
• Choice of:
tive
• Or
sure sensor ac‐
tive
• And
• Choice of:
• Pressure up‐
stream throttle <
135.0 kPa
• Or
• Pressure up‐
stream throttle
not active

GTI 2014 ➤
tion
• And
• Choice of:
sure > 73.00; <
107.50 kPa
• Or
sure sensor not
active
P2294 Fuel Con‐ • Voltage high • Engine speed > 0 • 0.8 s • 2 – Check the Fuel
Fuel trol Valve side < 1.87 – RPM DCY Pressure Regu‐
Pres‐ Open Cir‐ 2.26 V • Contin‐ lator Valve -
sure cuit • Or uous N276- . Refer to
Regula‐ • Voltage low ⇒ “3.6.16 Fuel
side > 2.78 – • Fuel cut off active
tor 1 Pressure Regu‐
Control 3.33 V • Actuator com‐ lator Valve
Circuit/ manded off N276 , Check‐
Open ing”, page 489 .
• Low and high • Engine speed >
side off: 600 RPM
• Voltage low • And
side > 2.78 –
3.33 V • Fuel cut off not
active
• Voltage high
side < 1.87 – • Actuator com‐
2.26 V manded on
• Low and high

side on:
• Current low
side < 12.2 –
15.0 A
• Current high
side < 13.5 –
16.5 A
P2295 Fuel Con‐ • Current high • Ignition on • 0.8 s • 2 – Check the Fuel
Pres‐ Short To values) > 13.4 • Or • Contin‐ lator Valve -
sure Ground – 17.0 A uous N276- . Refer to
• Ignition off (dur‐
Regula‐ High Side ing ECM keep ⇒ “3.6.16 Fuel
tor 2 alive-time) Pressure Regu‐
Control lator Valve
• Actuator com‐
manded on

GTI 2014 ➤
tion
Fuel Con‐ • Voltage low • Ignition on
Ground – 2.10 V • Ignition off (dur‐
Low Side ing ECM keep
alive-time)
• And
• Actuator com‐
manded off
P2414 Oxygen • Pump current • O2S front ready • 10.0 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors correction DCY gen Sensor 1
sor Ex‐ Front Ra‐ (nernst-cell) > • Fuel cut off not • Contin‐ Before Catalytic
haust tionality 0.00 A active uous Converter -
Sample Check • Cylinder shut off GX10- . Refer to
Error not active ⇒ “3.6.28 Oxy‐
Bank 1 gen Sensor 1
Sensor • Depending on Before Catalytic
1 engine state: Converter
GX10 , Check‐
• Engine part load ing”, page 516 .
• Or
• Or
• Engine idle for
time >= 5.0 s
P2431 Secon‐ • Difference be‐ • Engine stop • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air tween AIR DCY ondary Air Sys‐
tem Air System pressure and • For time > 0.0 s • Once / tem - GX24- .
Flow/ Pressure barometric DCY Refer to
Pres‐ Sensor pressure > 6.0 ⇒ “3.6.30 Sec‐
sure Rationali‐ kPa ondary Air Injec‐
Sensor ty Check tion Sensor 1
Circuit • And G609 / Secon‐
Range/ • Difference be‐ dary Air Injection
Per‐ tween AIR Solenoid Valve
for‐ pressure and N112 , Check‐
mance intake manifold ing”, page 521 .
Bank 1 pressure > 6.0
kPa
P2432 Secon‐ • Sensor voltage • 0.1 s • 2 – Check the Sec‐

AIR Sys‐ dary Air < 0.50 V DCY ondary Air Sys‐
tem Air System • Contin‐ tem - GX24- .
Flow/ Pressure uous Refer to
Pres‐ Sensor ⇒ “3.6.30 Sec‐
sure Out Of ondary Air Injec‐
Sensor Range tion Sensor 1
Circuit Low G609 / Secon‐
Low dary Air Injection
Bank 1 Solenoid Valve
N112 , Check‐
ing”, page 521 .

GTI 2014 ➤
tion
AIR Sys‐ dary Air > 4.50 V DCY ondary Air Sys‐
tem Air System • Contin‐ tem - GX24- .
Flow/ Pressure uous Refer to
Pres‐ Sensor ⇒ “3.6.30 Sec‐
Circuit High G609 / Secon‐
High dary Air Injection
N112 , Check‐
ing”, page 521 .
P2440 Secon‐ • Ratio relative • General: • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air pressure DCY ondary Air Sys‐
tem Valve phase 1 and • Secondary air • Once / tem - GX24- .
Switch‐ Function‐ relative pres‐ pump active DCY Refer to
ing al Check sure phase 2 > • Catalyst heating ⇒ “3.6.30 Sec‐
Valve 1.34 [-] active ondary Air Injec‐
Stuck tion Sensor 1
Open • Secondary air in‐ G609 / Secon‐
Bank 1 jection active dary Air Injection
Solenoid Valve
• MAF <= 140.0 kg/ N112 , Check‐
• ECT @ cylinder
head >= -10; <
115° C
• IAT @ manifold
>= -10; < 100° C
temperature <
700° C
• Relative baro‐
metric pressure >
0.73 [-]
• And
pressure vs.
manifold pres‐
sure > n.a. kPa
• Or
• Engine n.a.
P2556 Rotary • Communica‐ • 0.5 s • 2 – Check the En‐

Engine Coolant tion signal fail‐ DCY gine Tempera‐
Coolant Valve ure • Contin‐ ture Control Ac‐
Level Commu‐ uous tuator - N493- .
Sensor/ nication Refer to
Switch Check ⇒ “3.6.12 En‐
Circuit Rotary • Sensor signal gine Tempera‐
Coolant failure ture Control Ac‐
Valve tuator N493 ,
Signal Checking”, page
Check 481 .


GTI 2014 ➤
tion
P2557 Rotary • Checksum sig‐ • 0.5 s • 2 – Check the En‐
Engine Coolant nal failure DCY gine Tempera‐
Coolant Valve • Contin‐ ture Control Ac‐
Level Check‐ uous tuator - N493- .
Sensor/ sum Veri‐ Refer to
Switch fication ⇒ “3.6.12 En‐
Circuit gine Tempera‐
Range/ ture Control Ac‐
Per‐ tuator N493 ,
for‐ Checking”, page
mance 481 .
Turbo‐ charger boost control DCY Charge Pres‐
charger Boost position sensor • Contin‐ sure Actuator -
Boost Control voltage < 0.20 uous V465- / Charge
Control Position V Pressure Actua‐
Position Sensor tor Position Sen‐
Sensor Short To sor - G581- . Re‐
"A" Cir‐ Ground / fer to
cuit Low Open Cir‐ ⇒ “3.6.7 Charge
cuit Pressure Actua‐
tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
.
charger Boost position sensor • Contin‐ sure Actuator -
Boost Control voltage > 4.80 uous V465- / Charge
Control Position V Pressure Actua‐
"A" Cir‐ Battery fer to
cuit High Voltage ⇒ “3.6.7 Charge
Pressure Actua‐
tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
P2610 Engine • Case 1: • ECM internal tim‐ • 1.3 s • 2 – Check the En‐
ECM/ Off Time er reset not active DCY gine Control
PCM ECM In‐ • ECM internal • Contin‐ Module - J623- .
Engine ternal timer initializa‐ • SPI communica‐ uous Refer to appro‐
Off Tim‐ Timer tion failure tion failure after priate repair
er Per‐ Check reset not detec‐ manual.
• Case 2: ted
for‐
mance • ECM internal
timer commu‐
nication failure

GTI 2014 ➤
tion
Engine • Difference be‐ • Choice of: • 0.01 s
Off Time tween engine-
ECM Ra‐ off-time and • ECM keep alive- • Once /
tionality ECM keep time active DCY
Check alive-time >= • ECU internal tim‐
12.0 s er reset not acti‐
• Or vated
• Engine off time • Time delay >= 1.0

(hardware val‐ s
ues) not valid • Or
• Delay timer for
acquisition of en‐
gine-off-time
(hardware val‐
ues) > 1.0 s
• Or
• Result of low
power check initi‐
alization > 0.0; <
9.0 [-]
• Difference be‐ • Time after engine

tween engine- stop < 86,400.0 s
off-time and
ECM keep • Engine off time
alive-time >= plausible
12.0 s • Engine off time
monitoring not
finished
• Engine off time
signal valid time
after reset < 2.0 s
• And
• Case 1:
• Engine off timer
n.a.
• Or
• Engine off time
n.a.
• Case 2:
• ECM internal tim‐
er active
• SPI communica‐
tion failure after
reset detected

GTI 2014 ➤
tion
P2681 Rotary • Load resist‐ • 1.5 s • 2 – Check the En‐
Engine Coolant ance > 200.0 DCY gine Tempera‐
Coolant Valve kOhm • Contin‐ ture Control Ac‐
Bypass Open Cir‐ uous tuator - N493- .
Valve cuit Refer to
"A" Con‐ ⇒ “3.6.12 En‐
trol Cir‐ gine Tempera‐
cuit/ ture Control Ac‐
Open tuator N493 ,
Checking”, page
481 .
.
P2682 Rotary • High side cur‐ • Rotary slide valve • 0.25 s • 2 – Check the En‐
Engine Coolant rent output 1 > commanded on DCY gine Tempera‐
Coolant Valve 9.3 – 15.0 A • Contin‐ ture Control Ac‐
Bypass Short To • Rotary valve di‐ uous tuator - N493- .
Valve Ground rection forward Refer to
"A" Con‐ Output 1 ⇒ “3.6.12 En‐
trol Cir‐ Rotary • High side cur‐ • Rotary slide valve gine Tempera‐
cuit Low Coolant rent output 2 > commanded on ture Control Ac‐
Valve 9.3 – 15.0 A tuator N493 ,
Short To • Rotary valve di‐ Checking”, page
Ground rection reserved 481 .
Output 2
P2683 Rotary • Low side cur‐ • Rotary slide valve • 0.25 s • 2 – Check the En‐
Engine Coolant rent output 1 > commanded off DCY gine Tempera‐
Coolant Valve 9.3 – 15.0 A • Contin‐ ture Control Ac‐
Bypass Short To • Or uous tuator - N493- .
Valve Battery • Rotary slide valve Refer to
"A" Con‐ Plus Out‐ commanded on ⇒ “3.6.12 En‐
trol Cir‐ put 1 gine Tempera‐
cuit High • Rotary valve di‐ ture Control Ac‐
rection reverse tuator N493 ,
Checking”, page
Rotary • Low side cur‐ • Rotary slide valve 481 .
Coolant rent output 2 > commanded off
Valve 9.3 – 15.0 A
Short To • Or
Battery • Rotary slide valve
Plus Out‐ commanded on
put 2
• Rotary valve di‐
rection forward

GTI 2014 ➤
tion
P3043 CAN: • Fuel pump sig‐ • Engine on • 1.8 s • 2 – Check the Fuel
Fuel Fuel nal: rotary fail‐ DCY Pump Control
Pump Pump ure feedback • Contin‐ Module - J538- /
Me‐ CAN >= 2.00 [-] uous Fuel Delivery
chanical Commu‐ Unit - GX1- . Re‐
Malfunc‐ nication fer to
tion With Fuel ⇒ “3.6.18 Fuel
Pump Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.
P3044 CAN: • Fuel pump sen‐ • Engine on • 2.0 s • 2 – Check the Fuel
Fuel Fuel sor: short to DCY Pump Control
Pump Pump ground failure • Contin‐ Module - J538- /
"A" Con‐ CAN feedback >= uous Fuel Delivery
trol Cir‐ Commu‐ 2.00 [-] Unit - GX1- . Re‐
cuit Low nication fer to
With Fuel ⇒ “3.6.18 Fuel
Pump Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.
P3045 CAN: • Fuel pump sig‐ • Engine on • 1.2 s • 2 – Check the Fuel
Fuel Fuel nal: ROM / DCY Pump Control
Pump Pump RAM failure • Contin‐ Module - J538- /
Elec‐ CAN feedback >= uous Fuel Delivery
tronics Commu‐ 2.00 [-] Unit - GX1- . Re‐
Faulty nication fer to
With Fuel ⇒ “3.6.18 Fuel
Pump Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.

GTI 2014 ➤
tion
P3073 CAN: • Fuel pump sen‐ • Engine on • 2.2 s • 2 – Check the Fuel
Fuel Fuel sor: open cir‐ DCY Pump Control
Pump Pump cuit failure • Contin‐ Module - J538- /
"A" Con‐ CAN feedback >= uous Fuel Delivery
trol Cir‐ Commu‐ 2.00 [-] Unit - GX1- . Re‐
cuit/ nication fer to
Open With Fuel ⇒ “3.6.18 Fuel
Pump Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.
P308D CAN: • Fuel pump sig‐ • Engine on • 1.6 s • 2 – Check the Fuel
Fuel Fuel nal: over-cur‐ DCY Pump Control
Pump Pump rent failure • Contin‐ Module - J538- /
Engine Commu‐ feedback >= uous Fuel Delivery
Speed nication 2.00 [-] Unit - GX1- . Re‐
Too Low With Fuel fer to
Pump ⇒ “3.6.18 Fuel
Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.
P308E CAN: • Fuel pump sig‐ • Engine on • 1.4 s • 2 – Check the Fuel
Fuel Fuel nal: power am‐ DCY Pump Control
Pump Pump plifier failure • Contin‐ Module - J538- /
Control Commu‐ feedback >= uous Fuel Delivery
Module nication 2.00 [-] Unit - GX1- . Re‐
"A" With Fuel fer to
Pump • Fuel pump sen‐ • 2.4 s ⇒ “3.6.18 Fuel
sor: Short to Pump Control
battery failure • Contin‐ Module J538 /
uous Fuel Delivery
• Or Unit GX1 ,
Checking”, page
• RPM deviation 493 .
feedback >=
2.00 [-] – Check the En‐
gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.

GTI 2014 ➤
tion
P334A Turbo‐ • Bypass valve • Boost pressure • 0.4 s • 2 – Check the
Charge charger driver current > actuator control‐ DCY Charge Pres‐
Pres‐ Boost 9.3 – 15.0 A ler active • Contin‐ sure Actuator -
sure Ac‐ Pressure uous V465- / Charge
tuator Control Pressure Actua‐
Electri‐ Valve tor Position Sen‐
cal Error Short To sor - G581- . Re‐
Ground fer to
⇒ “3.6.7 Charge
Pressure Actua‐
tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
U0001 CAN: • Bus off counter • Time after igni‐ • 0.5 s • 2 – Check the CAN-
High Bus-Off >= 3.0 [-] tion on >= 0.5 s DCY Bus circuits. If
Speed CAN • Contin‐ there are any
CAN Commu‐ uous other DTC’s
Commu‐ nication present check
nication them first.
Bus
– Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
U0002 CAN: • General CAN • Time after igni‐ • 0.5 s • 2 – Check the CAN-
High Global timeout >= 0.4 tion on >= 0.5 s DCY Bus circuits. If
Speed Time Out s • Contin‐ there are any
CAN CAN uous other DTC’s
Commu‐ Commu‐ present check
nication nication them first.
Bus Per‐
for‐ – Refer to the
mance proper wiring
schematic for
terminal and
component lo‐
cation.
U0101 CAN: • Received CAN • Time after igni‐ • 0.5 s • 2 – Check the CAN-
Lost Trans‐ message no tion on >= 0.5 s DCY Bus circuits. If
Commu‐ mission message • Contin‐ there are any
nication Control uous other DTC’s
with Module present check
TCM (TCM) them first.
CAN
Commu‐ – Refer to the
nication proper wiring
With TCM schematic for
terminal and
component lo‐
cation.

GTI 2014 ➤
tion
Lost Brake message no tion on >= 0.5 s DCY Bus circuits. If
Commu‐ System message • Contin‐ there are any
nication Control uous other DTC’s
With An‐ Module present check
ti-Lock (BSCM) them first.
Brake CAN
System Commu‐ – Refer to the
(ABS) nication proper wiring
Control With schematic for
Module Brake terminal and
Unit component lo‐
cation.
Lost Body message no tion on >= 0.5 s DCY Bus circuits. If
Commu‐ Control message • Contin‐ there are any
nication Module uous other DTC’s
With (BCM) present check
Body CAN them first.
Control Commu‐
Module nication – Refer to the
With proper wiring
Body schematic for
Control terminal and
Module component lo‐
cation.
Lost Gateway message no tion on >= 0.5 s DCY Bus circuits. If
Commu‐ CAN message • Contin‐ there are any
nication Commu‐ uous other DTC’s
With nication present check
Gate‐ With them first.
way "A" Gateway
– Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
U0155 CAN: In‐ • Received CAN • Time after igni‐ • 0.5 s • 2 – Check the CAN-
Lost strument message no tion on >= 0.5 s DCY Bus circuits. If
Commu‐ Cluster message • Contin‐ there are any
nication CAN uous other DTC’s
With In‐ Commu‐ present check
stru‐ nication them first.
ment With In‐
Panel strument – Refer to the
Cluster Cluster proper wiring
(IPC) Module schematic for
cation.
U0302 ECM: • Received AT • 50.0 s • 2 – Check for soft‐
Soft‐ Coding vehicle data DCY ware updates
ware In‐ Code from TCM, • Contin‐ and TSB's. Re‐
compati‐ Check Of TCM signal uous program as nec‐
bility ECM essary. If none
With Concern‐ are found, refer
Trans‐ ing TCM to appropriate
mission repair manual.
Control
Module

GTI 2014 ➤
tion
U0322 CAN: • Ambient tem‐ • Time after igni‐ • 2.0 s • 2 – Check the CAN-
Soft‐ Gateway perature sen‐ tion on > 1.5 s DCY Bus circuits. If
ware In‐ CAN sor coding • Contin‐ there are any
compati‐ Commu‐ monitoring fail‐ uous other DTC’s
bility nication ure present check
With With them first.
Body Gateway
Control – Refer to the
Module proper wiring
schematic for
terminal and
component lo‐
cation.
U0402 CAN: • Received data • Time after igni‐ • 0.5 s • 2 – Check the CAN-
Invalid Trans‐ from TCS im‐ tion on >= 0.5 s DCY Bus circuits. If
Data mission plausible mes‐ • Contin‐ there are any
Re‐ Control sage uous other DTC’s
ceived Module present check
From (TCM) them first.
TCM CAN
terminal and
component lo‐
cation.
U0415 Vehicle • Vehicle speed • 4.0 s • 2 – Check the CAN-
Invalid Speed > 202 mph DCY Bus circuits. If
Data Rationali‐ • Contin‐ there are any
Re‐ ty Check uous other DTC’s
ceived High present check
From CAN: Ve‐ • Speed sensor • Time since en‐ • 0.5 s them first.
Anti- hicle signal: sensor gine on > 0.5 s
Lock Speed error 407 mph • Contin‐ – Refer to appro‐
Brake Sensor uous priate repair
System CAN manual for the
(ABS) Commu‐ • Speed sensor • Time since en‐ • 2.0 s ABS.
Control nication signal: initiali‐ gine on > 0.5 s
Module With Ve‐ zation error • Contin‐ – Refer to the
hicle 407 mph • Vehicle speed < uous proper wiring
Speed 7.46 mph schematic for
Sensor terminal and
• Speed sensor • Time since en‐ • 0.5 s component lo‐
signal: low volt‐ gine on > 0.5 s cation.
age error 407 • Contin‐
mph • Vehicle speed > uous
7.46 mph
CAN: • Received data • Time after igni‐ • 0.5 s

Brake from TCS im‐ tion on >= 0.5 s
System plausible mes‐ • Contin‐
Control sage uous
Module
(BSCM)
CAN
Commu‐
nication
With
Brake
Unit

GTI 2014 ➤
tion
U0422 CAN: • Ambient tem‐ • Time after igni‐ • 3.0 s • 2 – Check the Out‐
Invalid Gateway perature value tion on > 1.5 s DCY side Air Temper‐
Data CAN (initialization) • Contin‐ ature Sensor -
Re‐ Commu‐ failure • Engine running uous G17- . Refer to
ceived nication ⇒ “3.6.26 Out‐
From With side Air Temper‐
Body Gateway ature Sensor
Control G17 , Check‐
Module ing”, page 511 .
– Check the CAN-

Bus circuits. If
there are any
other DTC’s
present check
them first.
– Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
U0423 CAN: In‐ • Received data • Time after igni‐ • 0.5 s • 2 – Check the CAN-
Invalid strument from Instru‐ tion on >= 0.5 s DCY Bus circuits. If
Data Cluster ment Cluster • Contin‐ there are any
Re‐ CAN implausible uous other DTC’s
ceived Commu‐ message present check
From In‐ nication • 3.0 s them first.
stru‐ With In‐
ment strument • Contin‐ – Refer to the
Panel Cluster uous proper wiring
Cluster Module schematic for
cation.
U0447 CAN: • Received data • Time after igni‐ • 0.5 s • 2 – Check the CAN-
Invalid Gateway from gateway tion on >= 0.5 s DCY Bus circuits. If
Data CAN implausible • Contin‐ there are any
Re‐ Commu‐ message uous other DTC’s
ceived nication present check
From With them first.
Gate‐ Gateway
way "A" – Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.

GTI 2014 ➤
tion
U1103 ECM: • production • vehicle speed < 3 • 0.01 s • 1DCY – PERFORM:
Produc‐ Produc‐ mode active [mph] Preliminary
tion tion Mode • Contin‐ Check to verify
Mode Function • max trip mileage uous the concern. Re‐
Active Monitor‐ since initial vehi‐ fer to
ing: Mode cle start-up < ⇒ “3.1 Prelimi‐
Change 62.15 [miles] nary Check ”,
• during ECM keep page 18 .
alive-time after
ignition off engine – Perform readi‐
speed 0 [rpm] ness check. Re‐
fer to
• production mode ⇒ “3.2 Readi‐
not active ness Codes”,
page 19 .
for hybrid:
• drive motor off
3.4.2 Engine Control Module , 2016 MY

DTC / Monitor Malfunction Crite‐ Secondary Parame‐ Monitor‐ MIL Il‐ Component Diag‐
Descrip‐ Strategy ria and Threshold ters with Enable ing Time lum. nostic Procedure
tion
P000A VVT Ac‐ • Adjustment an‐ • Modeled oil tem‐ • 0 • 2 – Check the Cam‐
"A" tuator In‐ gle difference perature -40 – FTP75: DCY shaft Adjust‐
Cam‐ take Ra‐ >= 1.00; < 160° C 300 s ment Valve 1 -
shaft tionality 10.0° CRK N205- . Refer to
Slow 608 – 6,016 RPM uous shaft Adjust‐
Re‐ • Set point change ment Valve 1
sponse > 20.0° CRK N205 , Check‐
• Dynamic diagno‐
sis timer >= 0.95
– 4.0 s
P000B Variable • Adjustment an‐ • Modeled oil tem‐ • 0 • 2 – Check the Ex‐
"B" Valve gle difference perature -40 – FTP75: DCY haust Camshaft
Cam‐ Timing >= 1.00; < 160° C 700 s Adjustment
shaft (VVT) Ex‐ 3.50° CRK Valve 1 - N318- .
Position haust Ac‐ • Engine speed • Contin‐ Refer to
Slow tuator ra‐ 608 – 6,016 RPM uous ⇒ “3.6.14 Ex‐
Re‐ tionality • Set point change haust Camshaft
sponse check > 6.0° CRK Adjustment
Bank 1 Valve 1 N318 ,
• Dynamic diagno‐ Checking”, page
sis timer >= 0.95 485
– 4.0 s
"A" tuator In‐ lower range manded off DCY shaft Adjust‐
Cam‐ take 1.92 – 2.21 V • Con‐ ment Valve 1 -
shaft Open Cir‐ tinu‐ N205- . Refer to
Position cuit • Output voltage ous ⇒ “3.6.3 Cam‐
Actuator upper range shaft Adjust‐
Circuit/ ues) 2.85 – N205 , Check‐
Open 3.25 V ing”, page 462 .
Bank 1

GTI 2014 ➤
tion
P0011 VVT Ac‐ • Camshaft posi‐ • Modeled oil tem‐ • 0 • 2 – Check the Cam‐
"A" tuator In‐ tion deviation > perature -40 – FTP75: DCY shaft Adjust‐
Cam‐ take Ra‐ 10.0° CRK 160° C 250 s ment Valve 1 -
shaft tionality N205- . Refer to
- Timing 608 – 6,016 RPM uous shaft Adjust‐
Over- • Camshaft posi‐ ment Valve 1
Ad‐ tion n.a. N205 , Check‐
vanced ing”, page 462 .
or Sys‐ • Camshaft posi‐
tem Per‐ tion adjustment
for‐ active
mance
Bank 1 • Catalyst heating
not active
• Camshaft posi‐
tion deviation in‐
tegrator ( actual
vs. setpoint posi‐
tion) >= 9.00 –
12.00° CRK
P0013 Variable • Output voltage, • Actuator com‐ • 2.0 s • 2 – Check the Ex‐
"B" Valve lower range manded off DCY haust Camshaft
Cam‐ Timing 1.92 – 2.21 V • Con‐ Adjustment
shaft (VVT) Ex‐ tinu‐ Valve 1 - N318- .
Position haust Ac‐ • Output voltage, ous Refer to
Actuator tuator upper range ⇒ “3.6.14 Ex‐
Control open cir‐ 2.85 – 3.25 V haust Camshaft
Circuit/ cuit (hardware val‐ Adjustment
Open ues) Valve 1 N318 ,
485
P0014 Variable • Difference be‐ • Modeled oil tem‐ • 0 • 2 – Check the Ex‐
"B" Valve tween target perature -40 – FTP75: DCY haust Camshaft
Cam‐ Timing and actual po‐ 160° C 450 s Adjustment
shaft (VVT) Ex‐ sition > 10.00° Valve 1 - N318- .
Position haust Ac‐ CRK • Engine speed • Contin‐ Refer to
- Timing tuator 608 – 6,016 RPM uous ⇒ “3.6.14 Ex‐
Over- Rationali‐ • Camshaft posi‐ haust Camshaft
Ad‐ ty Check tion n.a. Adjustment
vanced Valve 1 N318 ,
or Sys‐ • Camshaft posi‐ Checking”, page
tem Per‐ tion adjustment 485
for‐ active
mance
Bank 1 • Catalyst heating
not active
tegrator ( actual
tion) >= 9.00 –
12.00° CRK

GTI 2014 ➤
tion
P0016 Camshaft • Adapted value • Camshaft posi‐ • 720° • 2 – Check the Cam‐
Crank‐ Position/ for each edge tion adaptation CRK DCY shaft Adjust‐
shaft Crank‐ of the target active ment Valve 1 -
Position shaft Po‐ wheel < -14.0° • Multi‐ N205- . Refer to
- Cam‐ sition In‐ CRK • (Exhaust side) ple ⇒ “3.6.3 Cam‐
shaft take - • Engine speed shaft Adjust‐
Position Correla‐ • Or
288 – 4,000 rpm ment Valve 1
Correla‐ tion • Adapted value N205 , Check‐
tion Adapta‐ for each edge • Modeled oil tem‐ ing”, page 462 .
Bank 1 tion Val‐ of the target perature >= -15°
Sensor ue Moni‐ wheel > 14.0° C – Check the En‐
A toring CRK gine Speed Sen‐
• Modeled oil tem‐ sor - G28- . Re‐
perature <= 160° fer to
C ⇒ “3.6.11 En‐
gine Speed Sen‐
ous camshaft po‐
sition @ refer‐
ence signal edge
< 2.00° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
380 rpm
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 rpm
• Or
• Engine running
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
400 rpm
• Engine stopped

GTI 2014 ➤
tion
• Diff. actual General: • 0.1 s
camshaft • Camshaft phas‐
adaptation per ing commanded • Con‐
cylinder vs. tinu‐
previous refer‐ • Engine speed < ous
ence camshaft 8,160 rpm
adaptation >= • Diff. actual intake
12.00° CRK camshaft position
vs. previous cam‐
shaft position @
reference signal
edge < 2.00°
CRK
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Case 2:
• synchronization
test incorrect
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
400 RPM
• Engine stopped

GTI 2014 ➤
tion
P0017 Camshaft • Adapted value • Camshaft posi‐ • 720° • 2 – Check the Ex‐
Crank‐ Position/ for each edge tion adaptation CRK DCY haust Camshaft
shaft Crank‐ of the target active Adjustment
Position shaft Po‐ wheel < -14.0° • Multi‐ Valve 1 - N318- .
- Cam‐ sition Ex‐ CRK • (Exhaust side) ple Refer to
shaft haust - • Modeled oil tem‐ ⇒ “3.6.14 Ex‐
Position Correla‐ • Or
perature >= -15° haust Camshaft
Correla‐ tion • Adapted value C Adjustment
tion Adapta‐ for each edge Valve 1 N318 ,
Bank 1 tion Val‐ of the target • Modeled oil tem‐ Checking”, page
Sensor ue Moni‐ wheel > 14.0° perature <= 160° 485
B toring CRK C
– Check the En‐
• Engine speed gine Speed Sen‐
288 – 4,000 RPM sor - G28- . Re‐
fer to
• Diff. actual ex‐ ⇒ “3.6.11 En‐
haust camshaft gine Speed Sen‐
position vs. previ‐ sor G28 , Check‐
ous camshaft po‐ ing”, page 479 .
sition @ refer‐
ence signal edge
< 2.0° CRK
• And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
400 RPM
• Engine stopped

GTI 2014 ➤
tion
Heater Heater lower range • Con‐ Before Catalytic
Control Front 1.92 – 2.21 V tinu‐ Converter -
Circuit Open Cir‐ ous GX10- . Refer to
Bank 1 cuit • O2S down‐ ⇒ “3.6.28 Oxy‐
Sensor stream heater gen Sensor 1
1 voltage upper Before Catalytic
range 2.85 – Converter
3.25 V GX10 , Check‐
ing”, page 516 .
Heater Heater lower range • Con‐ Before Catalytic
Control Front 1.92 – 2.21 V tinu‐ Converter -
Circuit Short To ous GX10- . Refer to
Bank 1 gen Sensor 1
Sensor Before Catalytic
1 Converter
GX10 , Check‐
ing”, page 516 .
P0032 Oxygen • O2S upstream • EGT @ O2S front • 2.5 s • 2 – Check the Oxy‐
HO2S Sensors heater driver >= -273° C DCY gen Sensor 1
Heater Heater temperature > • Con‐ Before Catalytic
Control Front 160.0 – 200.0° • Actuator com‐ tinu‐ Converter -
Circuit Short To C manded on ous GX10- . Refer to
High Battery ⇒ “3.6.28 Oxy‐
Bank 1 Voltage • Or gen Sensor 1
Sensor • O2S upstream Before Catalytic
1 heater driver Converter
output current GX10 , Check‐
driver stage in‐ ing”, page 516 .
ternal value
P0033 Turbo‐ • Voltage, lower • Actuator com‐ • 1.0 s • 2 – Check the Tur‐
Turbo‐ charger range 1.92 – manded off DCY bocharger Re‐
charger/ Bypass 2.21 V • Con‐ circulation Valve
Super‐ (TCBY) tinu‐ - N249- . Refer
charger open cir‐ • voltage, upper ous to
Bypass cuit range 2.85 – ⇒ “3.6.32 Tur‐
Valve 3.25 V (hard‐ bocharger Re‐
"A" Con‐ ware values) circulation Valve
trol Cir‐ N249 , Check‐
cuit Turbo‐ • Current driver • Actuator com‐ ing”, page 527
charger stage internal manded on
Bypass value
(TCBY)
short to • Or
battery • Temperature >
plus 160 – 200° C
(hardware val‐
ues)

GTI 2014 ➤
tion
P0034 Turbo‐ • Voltage < 1.92 • Actuator com‐ • 1.0 s • 2 – Check the Tur‐
Turbo‐ charger – 2.21 V (hard‐ manded off DCY bocharger Re‐
charger/ Bypass ware values) • Con‐ circulation Valve
Super‐ (TCBY) tinu‐ - N249- . Refer
charger short to ous to
Bypass ground ⇒ “3.6.32 Tur‐
Valve bocharger Re‐
"A" Con‐ circulation Valve
trol Cir‐ N249 , Check‐
cuit Low ing”, page 527
Heater Heater voltage lower • Con‐ ter Catalytic
Control Rear range 1.92 – tinu‐ Converter -
Circuit Open Cir‐ 2.21 V ous GX7- . Refer to
Bank 1 cuit ⇒ “3.6.27 Oxy‐
Sensor • O2S down‐ gen Sensor 1 Af‐
2 stream heater ter Catalytic
voltage upper Converter GX7 ,
range 2.85 – Checking”, page
3.25 V 513 .
Heater Heater voltage 1.92 – • Con‐ ter Catalytic
Control Rear 2.21 V tinu‐ Converter -
Circuit Short To ous GX7- . Refer to
Bank 1 gen Sensor 1 Af‐
Sensor ter Catalytic
2 Converter GX7 ,
Checking”, page
513 .
P0038 Oxygen • O2S down‐ • EGT @ O2S rear • 2.5 s • 2 – Check the Oxy‐
HO2S Sensors stream heater (binary) >= -273 DCY gen Sensor 1 Af‐
Heater Heater driver tempera‐ • Con‐ ter Catalytic
Control Rear ture > 160.0 – • Actuator com‐ tinu‐ Converter -
Circuit Short To 200.0° C manded on ous GX7- . Refer to
High Battery • Engine not in ⇒ “3.6.27 Oxy‐
Bank 1 Voltage • Or
start process gen Sensor 1 Af‐
Sensor • O2S down‐ ter Catalytic
2 stream heater Converter GX7 ,
driver output Checking”, page
current driver 513 .
stage internal
value
P0045 Turbo‐ • Bypass valve • Deviation be‐ • 0.4 s • 2 – Check the

Turbo‐ charger driver load re‐ tween actual and DCY Charge Pres‐
charger/ Boost sistance > 200 filtered boost • Con‐ sure Actuator -
Super‐ Pressure kOhm pressure actuator tinu‐ V465- / Charge
charger Control position <= 5.0 % ous Pressure Actua‐
Boost Valve tor Position Sen‐
Control Open Cir‐ • Boost pressure sor - G581- . Re‐
"A" Cir‐ cuit actuator control‐ fer to
cuit/ ler not active ⇒ “3.6.7 Charge
Open • Time delay > 1.0 Pressure Actua‐
s tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .

GTI 2014 ➤
tion
P0068 Leak to • Difference be‐ • Time after engine • 5.0 s • 2 – Check the In‐
MAP/ Intake tween target in‐ start > 5.0 s DCY take system for
MAF - Manifold take manifold • Con‐ vacuum leaks,
Throttle Rationali‐ pressure and • Barometric pres‐ tinu‐ make sure oil
Position ty Check actual intake sure > 73.0 – ous dipstick is push‐
Correla‐ manifold pres‐ 105.0 kPa ed properly into
tion sure < -15.0 – • Engine speed > place.
-10.0 kPa 576 – 512 RPM
– Check the In‐
• Engine speed < take Manifold
3,000 RPM Sensor - GX9- .
Refer to
• IAT @ intake ⇒ “3.6.23 Intake
manifold > -48° C Manifold Sensor
GX9 , Check‐
head > -48° C
• Difference be‐ – Check the Throt‐
tween engine tle Valve Control
speed and fil‐ Module - GX3- .
tered engine Refer to
speed < 8,160 ⇒ “3.6.31 Throt‐
RPM tle Valve Control
Module GX3 ,
• Diff. air mass set‐ Checking”, page
point vs. filtered 524 .
air mass setpoint
for load dynamic
detection < 25.01
mg/rev
commanded on
• Modeled pres‐
sure quotient
0.10 – 0.60 [-]
• Gradient of intake
manifold pres‐
sure >= -199.90;
<= 199.90 kPa/s
• Vehicle speed <=
1 mph

GTI 2014 ➤
tion
Intake Air • General condi‐ General conditions:
System tions: • Throttle position
Rationali‐ > 0.000° TPS
ty Check • Filtered lamb‐
da controller in‐ • Throttle position
cluded correc‐ < 100.003° TPS
tion and adap‐
tation -30.00 – • Engine speed >
30.00 % 576; < 3,008 rpm
• Lambda con‐ • Modeled pres‐

trol active sure quotient >
0.27; < 0.57 [-]
• And
• Engine running
tle area control‐ • Throttle actuator
ler < -60.00 % commanded on
start > 5.0 s
sensor failure not
detected
active
• Fast throttle
ed
• MAP gradient
-199.90 – 199.90
kPa/s
• BARO plausibility
diagnosis finish‐
ed
• Intake manifold
modeled adapta‐
tion active
• And
• Choice of:
tive
• Or
• MAP sensor ac‐
tive
• And
• Choice of:
• Pressure up‐
stream throttle <
135.00 kPa
• Or
• Pressure up‐
stream throttle
not active

GTI 2014 ➤
tion
• And
• Choice of:
• BARO > 73.00; <
107.50 kPa
• Or
sure sensor not
active

Ambient Ambient voltage (hard‐ DCY side Air Temper‐
Air Tem‐ Air Tem‐ ware values) > • Con‐ ature Sensor -
perature perature 4.50 V tinu‐ G17- . Refer to
Sensor Sensor ous ⇒ “3.6.26 Out‐
"A" Battery ature Sensor
Voltage G17 , Check‐
Or Open ing”, page 511 .
Circuit

GTI 2014 ➤
tion
P0071 Ambient • High side: • Engine off time • 0.1 s • 2 – Check the Out‐
Ambient Air Tem‐ >= 360.0 min DCY side Air Temper‐
Air Tem‐ perature • Diff. AAT @ • Once / ature Sensor -
perature Sensor cold start vs. • Engine off time DCY G17- . Refer to
Sensor Cross IAT @ manifold plausible ⇒ “3.6.26 Out‐
Circuit Check @ cold start > side Air Temper‐
25 K • Time after engine
"A" start < 1,400.0 s ature Sensor
Range/ • Diff. AAT @ G17 , Check‐
Per‐ cold start vs. • Depending on ing”, page 511 .
for‐ ECT @ radiator temperature
mance outlet @ cold slope:
start > 25 K • Diff. actual vs
• min. amount of previous IAT <
faulty refer‐ 256.0 K
ence measure‐ • Diff. actual vs
ments to detect previous ECT @
defective sen‐ cylinder head n.a.
sor 2.00 [-] K
• Or • Diff.. actual vs
• Low side: previous ECT@
radiator outlet <
• Diff. IAT @ 256.0 K
manifold @
cold start vs. • Diff. actual vs
AAT @ cold previous AAT <
start > 25.0 K 256.0 K
• Diff. ECT @ ra‐ • For time >= 1.0 s

diator outlet @ • Depending on
cold start vs. meanvalue con‐
AAT @ cold dition
start > 25.0 K
• Mean value of all
• min. amount of temperature sen‐
faulty refer‐ sors @ cold start
ence measure‐ >= -256 ° C
ments to detect
defective sen‐ • Number of valid
sor 2.00 [-] sensors >= 2.00
[-]
• Depending on
block heater / so‐
lar radiation de‐
tection
start >= 0.5 s
22 mph
• Diff. actual IAT @
manifold vs. min.
IAT @ manifold <
5.0 K
• Diff. actual ECT
@ cylinder head
vs. min. ECT @
cylinder head n.a.
K

GTI 2014 ➤
tion
• Diff. actual AAT
vs. min. AAT <
4.0 K
@ radiator outlet
vs. min. ECT @
radiator outlet <
1.1 K

Ambient Ambient voltage < 0.10 DCY side Air Temper‐
Air Tem‐ Air Tem‐ V • Con‐ ature Sensor -
perature perature tinu‐ G17- . Refer to
Sensor Sensor ous ⇒ “3.6.26 Out‐
"A" Low Ground ature Sensor
G17 , Check‐
ing”, page 511 .

GTI 2014 ➤
tion
P0087 Fuel Sys‐ • Deviation General: • 5.0 s • 2 – Check the fuel
Fuel tem Pres‐ lambda of con‐ • Engine speed DCY pressure, refer
Rail/ sure Sen‐ troller included 608 – 6,816 [rpm] • Con‐ to the repair
System sor, High adaption -50.0 tinu‐ manual for prop‐
Pres‐ Pressure – 50.0 % • Fuel mass set‐ ous er procedures.
sure - Side Out point 5.00 –
Too Low Of Range • and 1,389.00 mg/rev – Check the Fuel
Bank 1 Low • High pressure • Time after engine Pressure Sen‐
controller out‐ start > 10.0 s sor - G247- . Re‐
put > 45 mg fer to
• Engine warm-up ⇒ “3.6.17 Fuel
• And not calibrated Pressure Sen‐
sor G247 ,
• Deviation be‐ • Catalyst heating Checking”, page
tween fuel not calibrated 491 .
pressure set
point and cur‐ • Full load not cali‐ – Check the Fuel
rent fuel pres‐ brated Pressure Regu‐
sure > 2,999.80 • Catalyst purge lator Valve -
kPa not calibrated N276- . Refer to
⇒ “3.6.16 Fuel
• Fuel pressure > • Lambda control Pressure Regu‐
3,500.31 kPa not calibrated lator Valve
N276 , Check‐
• Evap purge func‐ ing”, page 489 .
tionality diagno‐
sis not calibrated – Check the Fuel
• Fuel pressure Pump Control
setpoint gradient Module - J538- /
<= 34,777.60 kPa Fuel Delivery
Unit - GX1- . Re‐
• And fer to
⇒ “3.6.18 Fuel
• Depending on Pump Control
low dynamic con‐ Module J538 /
ditions: Fuel Delivery
• Fuel mass set‐ Unit GX1 ,
point lower range Checking”, page
> 5.00 mg/rev 493 .

• Fuel mass set‐
point upper range
< 187.17 – 229.23
mg/rev
point gradient
-1389.00 –
1389.00 mg/rev
• And
• Depending on
canister purge:
• Canister load not
calibrated [-]
• Or
not calibrated

GTI 2014 ➤
tion
P0090 Fuel Vol‐ • Voltage high • Engine speed > • 0.8 s • 2 – Check the Fuel
Fuel ume Reg‐ side < 1.87 – 600 rpm DCY Pressure Regu‐
Pres‐ ulator 2.26 V • Con‐ lator Valve -
sure Control • And tinu‐ N276- . Refer to
Regula‐ open cir‐ • Voltage low
ous ⇒ “3.6.16 Fuel
tor 1 cuit side > 2.78 – Pressure Regu‐
3.33 V active
Control lator Valve
Circuit/ • Actuator com‐ N276 , Check‐
Open • Low and high manded on ing”, page 489 .
side Off:
• Voltage low
side > 2.78 –
3.33 V
• Voltage high
side < 1.87 –
2.26 V
• Low and high
side On:
• Current low
side driver
stage internal
value
• Current high
side driver
stage internal
value
P0091 Fuel Vol‐ • Current high • Ignition on • 0.8 s • 2 – Check the Fuel
Fuel ume Reg‐ side driver DCY Pressure Regu‐
Pres‐ ulator stage internal • Or • Con‐ lator Valve -
sure Control value (hard‐ tinu‐ N276- . Refer to
• Ignition off (dur‐ ous
Regula‐ short to ware values) ing ECM keep ⇒ “3.6.16 Fuel
tor 1 ground alive-time) Pressure Regu‐
Control (high lator Valve
Circuit side) • And N276 , Check‐
• Actuator com‐
manded on
Fuel Vol‐ • Voltage low • Ignition on

ume Reg‐ side < 1.87 –
ulator 2.26 V (hard‐ • Or
Control ware values) • Ignition off (dur‐
short to ing ECM keep
ground alive-time)
(low side)
• And
• Actuator com‐
manded off

GTI 2014 ➤
tion
P0092 Fuel Con‐ • Current low • Ignition on • 0.8 s • 2 – Check the Fuel
Pres‐ Short To values) driver • Or • Con‐ lator Valve -
sure Battery stage internal • tinu‐ N276- . Refer to
Ignition off (dur‐ ous
Regula‐ Plus (Low value ing ECM keep ⇒ “3.6.16 Fuel
tor 1 Side) alive-time) Pressure Regu‐
Control lator Valve
High ing”, page 489 .
• Actuator com‐
manded on
Fuel Con‐ • Voltage high • Ignition on

Battery – 3.33 V • Ignition off (dur‐
Plus ing ECM keep
(High alive-time)
Side)
• And
• Actuator com‐
manded off
P00B7 Rotary • Diff. previous • ECT @ cylinder • 3.0 s • 2 – Check coolant

Engine Coolant and actual po‐ head > 11° C DCY system for leaks
Coolant Valve sition of RVC < • Con‐ or damage.
Flow Function‐ 4.0° • RCV position tinu‐
Low/ al Check 0.00 – 270.0° ous – Check the En‐
Per‐ • Diff. previous ac‐ gine Tempera‐
for‐ tual and target ture Control Ac‐
mance position of RCV > tuator - N493- .
5.0° Refer to
⇒ “3.6.12 En‐
• And gine Tempera‐
ture Control Ac‐
• RCV adaptation tuator N493 ,
finished Checking”, page
481 .
• Or
• RCV adaptation .
not active

GTI 2014 ➤
tion
P0106 Manifold • Case 1: • Engine stopped • 3.0 s • 2 – Check the In‐
Manifold Pressure DCY take Manifold
Abso‐ Sensor • Diff. barometric • Ignition off • Once / Sensor - GX9- .
lute By En‐ pressure vs. in‐ DCY Refer to
Pres‐ gine take manifold • Vehicle speed < 1
⇒ “3.6.23 Intake
pressure >= mph
sure/ Standing: Manifold Sensor
Baro‐ Rationali‐ 8.50 kPa • ECM keep alive GX9 , Check‐
metric ty Check • Diff. upstream time > 10.0 s ing”, page 505 .
Pres‐ During throttle pres‐
sure ECM • Delay time after
sure vs. intake engine stop >=
Sensor Keep manifold pres‐
Circuit Alive- 5.0 s
sure > 8.50 kPa
Range/ Time:
Per‐ • Barometric pres‐
• Diff. barometric sure sensor volt‐
for‐ pressure vs.
mance age 0.20 - 4.80 V
upstream throt‐
tle pressure < • MAP sensor volt‐
8.50 kPa age 0.20 – 4.80 V
• Case 2: • Turbocharger
boost pressure
• Intake manifold sensor voltage
pressure (raw 0.20 – 4.80 V
value) < 25.00;
> 125.00 kPa
• Case 3;
pressure vs. in‐
take manifold
pressure n.a.
kPa
• Diff. upstream
throttle pres‐
sure vs. intake
manifold pres‐
sure n.a. kPa
pressure vs.
upstream throt‐
tle pressure
n.a. kPa
• Diff. intake
manifold pres‐
sure vs. intake
manifold pres‐
sure @ idle or
low part load
n.a. kPa
• Case 4:
pressure vs. in‐
take manifold
pressure n.a.
kPa
• Diff. upstream
throttle pres‐
sure vs. intake
manifold pres‐
sure n.a. kPa

GTI 2014 ➤
tion
pressure vs.
upstream throt‐
tle pressure
n.a. kPa
• Diff. intake
manifold pres‐
sure vs. intake
manifold pres‐
sure @ idle or
low part load
n.a. kPa
Intake Air • General condi‐ • Throttle position • 5.0 s

System tions: > 0.0° TPS
Rationali‐ • Con‐
ty Check • Filtered lamb‐ • Throttle position tinu‐
da controller in‐ < 100.003° TPS ous
cluded correc‐
tion and adap‐ • Engine speed >
tation < -30.0 % 576; < 3008 RPM
• And • Modeled pres‐

sure quotient >
• Deviation throt‐ 0.27; < 0.57 [-]
tle area control‐
ler > 45.0 % • Engine running
commanded on
start > 5.0 s
sensor failure not
detected
active
• Fast throttle
ed
• Gradient intake
manifold pres‐
sure -199.90 –
199.90 kPa/s
sure plausibility
diagnosis finish‐
ed
• Intake manifold
modeled adapta‐
tion active
• And
• Choice of:
tive
• Or

GTI 2014 ➤
tion
• General condi‐ • Manifold pres‐
tions: sure sensor ac‐
tive
• Filtered lamb‐
da controller in‐ • And
cluded correc‐
tion and adap‐ • Choice of:
tation > 30.0 % • pressure up‐
• And stream throttle <
135.00 kPa
tle area control‐ • Or
ler < -45.0 % • Pressure up‐
stream throttle
not active
• And
• Choice of:
• BARO > 73.00; <
107.50 [kPa]
• Or
sure sensor not
active

GTI 2014 ➤
tion
Abso‐ Sensor sor voltage < • Con‐ Sensor - GX9- .
lute Short To 0.20 V tinu‐ Refer to
Pres‐ Ground ous ⇒ “3.6.23 Intake
sure/ Manifold Sensor
Pres‐
sure
Sensor
Circuit
Low
Abso‐ Sensor sor voltage > • Con‐ Sensor - GX9- .
lute Short To 4.80 V tinu‐ Refer to
Pres‐ Battery ous ⇒ “3.6.23 Intake
sure/ Voltage Manifold Sensor
Pres‐
sure
Sensor
Circuit
High

GTI 2014 ➤
tion
P0111 Intake Air • High side: ref‐ • Engine off time • 0.1 s • 2 – Check the In‐
Intake Tempera‐ erence meas‐ >= 360.00 min DCY take Manifold
Air Tem‐ ture Sen‐ uring • Once / Sensor - GX9- .
perature sor @ • Engine off time DCY Refer to
Sensor Manifold • Diff. IAT @ plausible ⇒ “3.6.23 Intake
1 Circuit Cross manifold @ Manifold Sensor
cold start vs. • Time after engine
Range/ Check start <= 1400.0 s GX9 , Check‐
Per‐ AAT @ cold ing”, page 505 .
for‐ start > 25.0 K • Depending on
mance • Diff. IAT @ temperature
Bank 1 manifold @ slope
ECT @ cylin‐ previous IAT <
der head @ 256.0 K
cold start n.a. K
• Diff. actual vs
• Diff. IAT @ previous ECT@
manifold @ cylinder head n.a.
cold start vs. K
ECT @ radiator
outlet @ cold • Diff. actual vs
start > 25.0 K previous ECT@
radiator outlet <
• Min. amount of 256.0 K
faulty refer‐
ence measure‐ • Diff. actual vs
ments to detect previous AAT <
defective sen‐ 256.0 K
sor 2.00 [-]
• Or
• Depending on
• Low side: refer‐ mean value con‐
ence measur‐ dition
ing
• Mean value of all
• Diff. AAT @ temperature sen‐
cold start vs. sors @ cold start
IAT @ manifold >= -256° C
@ cold start >
25.0 K • Number of valid
sensors >= 2.00
• Diff. ECT @ [-]
cylinder head
@ cold start vs. • Depending on
IAT @ manifold block heater / so‐
@ cold start > lar radiation de‐
25.0 K tection
• Diff. ECT @ ra‐ • Time after engine
diator outlet @ start >= 0.5 s
cold start vs.
IAT @ manifold • Vehicle speed >=
22 mph
@ cold start >
25.0 K • For time >= 20.0 s
• Min. amount of • Diff. actual IAT @
faulty refer‐ manifold vs. min.
ence measure‐ IAT @ manifold <
ments to detect 5.0 K
defective sen‐
sor 2.00 [-] • Diff. actual ECT
@ cylinder head
vs. min. ECT @
cylinder head n.a.
K

GTI 2014 ➤
tion
vs. min. AAT <
4.0 K
@ radiator outlet
vs. min. ECT @
radiator outlet <
1.1 K
P0112 Intake Air • IAT sensor • 0.5 s

Intake Tempera‐ voltage < 0.10
Air Tem‐ ture Sen‐ V • Con‐
perature sor Short tinu‐
Sensor To ous
1 Circuit Ground
Low
Bank 1
P0113 Intake Air • IAT sensor
Intake Tempera‐ voltage > 4.50
Air Tem‐ ture Sen‐ V
perature sor open
Sensor circuit
1 Circuit
High
Bank 1
P0116 Engine • Diff. min tem‐ • Cross checks fin‐ • 1.0 s • 2 – Check the En‐
Engine Coolant perature of ished DCY gine Coolant
Coolant Tempera‐ cross check • Once / Temperature
Temper‐ ture Sen‐ sensors vs. DCY Sensor - G62- .
ature sor @ ECT @ cylin‐ Refer to
Sensor Cylinder der head @ en‐ ⇒ “3.6.9 Engine
1 Circuit Head Ra‐ gine start >= Coolant Tem‐
Range/ tionality 25° C perature Sensor
Per‐ Check In‐ G62 , Check‐
for‐ appropri‐ ing”, page 475 .
mance ately Low

GTI 2014 ➤
tion
Engine • Difference be‐ • ECT @ cylinder
Coolant tween maxi‐ head > -256° C
Tempera‐ mum and mini‐
ture Sen‐ mum tempera‐ • IAT @ throttle
sor @ ture of ECT @ -48...143° C
Cylinder cylinder head < • Depending on
Head Ra‐ 1° C thermostat con‐
tionality trol:
Check • ECT @ cylin‐
High der head @ en‐ • ECT @ cylinder
gine start > 40 – head n.a.° C
80° C
• Or
• ECT @ cylinder
head n.a.° C
• Engine n.a.
• And
• Engine part load
• Or
• Engine speed >
1300 rpm
12 mph
• Engine load >
2.00 %
• For time >= 20.0 –
43.0 s
• Engine idle
mph
• Or
• Fuel cut off active
• Or
• Engine stop for
time >= 20.0 –
43.0 s
start > 100 s
Engine • Difference be‐ • ECT @ cylinder • 30 s

Coolant tween model‐ head -128 – 127°
Tempera‐ led and meas‐ C • Once /
ture Sen‐ ured cylinder DCY
sor @ head tempera‐ • Time after engine
Cylinder ture > 5° C start > 60.0 s
Head Ra‐
tionality
Check
Low

GTI 2014 ➤
tion
P0117 Engine • ECT sensor • 0.5 s • 2 – Check the En‐
Engine Coolant voltage @ cyl‐ DCY gine Coolant
Coolant Tempera‐ inder head < • Con‐ Temperature
Temper‐ ture Sen‐ 0.30 V tinu‐ Sensor - G62- .
ature sor @ ous Refer to
Low Short To perature Sensor
Ground G62 , Check‐
ing”, page 475 .
P0118 Engine • ECT sensor • Modeled IAT @ • 0.5 s • 2 – Check the En‐
Engine Coolant voltage @ cyl‐ throttle >= -33° C DCY gine Coolant
Coolant Tempera‐ inder head > • Con‐ Temperature
Temper‐ ture Sen‐ 4.90 V • Time after engine tinu‐ Sensor - G62- .
ature sor @ start > 60.0 s ous Refer to
High Short To perature Sensor
Battery / G62 , Check‐
Open Cir‐ ing”, page 475 .
cuit
P0121 Throttle • Normalized dif‐ • Throttle adapta‐ • 0.01 s • 2 – Check the Throt‐
Throttle/ Position ference be‐ tion not active DCY tle Valve Control
Pedal Sensor 1 tween meas‐ • Con‐ Module - GX3- .
Position Rationali‐ ured and mod‐ tinu‐ Refer to
Sensor/ ty Check eled value of ous ⇒ “3.6.31 Throt‐
"A" Cir‐ from TPS 1 >= Module GX3 ,
Range/ 524 .
Per‐ • Or
from TPS 1 >
60.0 [-]
• Difference be‐ • 0.3 s

tween TPS 1
and TPS 2 > • Con‐
6.499° TPS tinu‐
ous

Pedal Sensor 1 voltage < 0.15 • Con‐ Module - GX3- .
Position Short To V tinu‐ Refer to
Sensor/ Ground / ous ⇒ “3.6.31 Throt‐
Switch open cir‐ tle Valve Control
"A" Cir‐ cuit Module GX3 ,
524 .
Pedal Sensor 1 voltage > 4.85 • Con‐ Module - GX3- .
Sensor/ Battery ous ⇒ “3.6.31 Throt‐
524 .

GTI 2014 ➤
tion
P0131 Oxygen • O2S sensor • Engine running • 0.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage < 0.15 DCY gen Sensor 1
sor Cir‐ Front V • Con‐ Before Catalytic
cuit Low Short To tinu‐ Converter -
Voltage Ground ous GX10- . Refer to
Bank 1 ⇒ “3.6.28 Oxy‐
Sensor gen Sensor 1
1 Before Catalytic
Converter
GX10 , Check‐
ing”, page 516 .
P0132 Oxygen • O2S sensor • Engine running • 0.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage > 5.20 DCY gen Sensor 1
sor Cir‐ Front – 5.35 V • Con‐ Before Catalytic
cuit High Short To tinu‐ Converter -
Voltage Battery ous GX10- . Refer to
Bank 1 Voltage ⇒ “3.6.28 Oxy‐
Sensor gen Sensor 1
1 Before Catalytic
Converter
GX10 , Check‐
ing”, page 516 .

GTI 2014 ➤
tion
P0133 Oxygen • Dynamic Path: • General condi‐ • 2.4 s • 1 – Check the Oxy‐
O2 Sen‐ Sensors tions: DCY gen Sensor 1
sor Cir‐ Front Re‐ • Lambda value • Once / Before Catalytic
cuit sponse vs. modeled • Injection mode DCY Converter -
Slow Check lambda value change (DFI/MFI) GX10- . Refer to
Re‐ >= 1.10 [-] not active ⇒ “3.6.28 Oxy‐
sponse • Or • ECT @ cylinder gen Sensor 1
Bank 1 head >= -48° C Before Catalytic
Sensor • Ratio of failed Converter
1 diagnostic cy‐ • Vehicle speed > 0 GX10 , Check‐
cle > n.a. [-] mph ing”, page 516 .
• Integrated air
mass after gear
change > 0.0 g
• Air mass , lower
range >= 0.00
mg/rev
• Air mass , upper
range <= 1389.00
mg/rev
• Counter of inte‐
grated mass for
fuel in oil < 255.00
[-]
• And
start >= 0.0 s
• Or
• Integrated air
mass per cylinder
>= 0.00 kg
• Depending on
canister and cat‐
alyst purge:
• Evap purge n.a.
• Or
• Evap purge n.a.
• Or
• Evap purge n.a.
culation n.a.
• Or
• Evap purge n.a.
• Canister load n.a.
[-]
• And
• Case 1:
• O2S front n.a.

GTI 2014 ➤
tion
• Lambda stimula‐
tion n.a.
• Upper limit of
lambda controller
output n.a.
• Lower limit of
lambda controller
output n.a.
• Engine speed
n.a. rpm
• Air mass n.a. mg/
rev
• MAF n.a. kg/h
• Catalyst purge
n.a.
• And
• Depending on
limited dynamic
conditions:
• Integrated air
mass n.a. g
• Dynamic engine
speed n.a. g
• Dynamic air
mass n.a. mg/rev
• Dynamic lambda
n.a. %
• Or
• Dynamic engine
speed n.a. rpm
• Diff. actual en‐
gine load vs. fil‐
tered engine load
in limited dynam‐
ic conditions, low‐
er range n.a. kg/h
• Diff. actual en‐
gine load vs. fil‐
terd engine load
in limited dynam‐
ic conditions, up‐
per range n.a. kg/
h
• Dynamic torque
n.a. [-]
• Case 2: lambda
set value adjust‐
ment for condi‐
tioning and
measuring active

GTI 2014 ➤
tion
• Delay path: • General condi‐ • 13.2 s
tions:
• Lambda delay • Once /
value vs. mod‐ • MAF >= 0.0 mg/ DCY
eled lambda rev
value > 1.10 [-]
• MAF <= 1,389.0
mg/rev
0 mph
start >= 0.0 s
• Integrated mass
for fuel in oil <
255.0 [-]
• Engine speed
1,216 – 3,008
RPM
• MAF (intake air
rate) 20.0 – 150.0
kg/h
3 mph
• Integrated MAF
per cylinder >=
0.30 – 2.0 kg
namic conditions:
• Dynamic engine
speed < 288 RPM
80.0 Nm
• Dynamic MAF <
70.0 kg/h
• And depending
on canister and
catalyst purge:
• Evap purge n.a.
• Or
culation n.a
• Or
n.a. [-]

GTI 2014 ➤
tion
P0135 Oxygen • O2S ceramic • O2S heater com‐ • 20 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors temperature, < manded on DCY gen Sensor 1
sor Heater 630° C • Con‐ Before Catalytic
Heater Front • For time >= 10.0 s tinu‐ Converter -
Circuit Function‐ ous GX10- . Refer to
Bank 1 al Check ⇒ “3.6.28 Oxy‐
Sensor gen Sensor 1
1 Before Catalytic
Converter
GX10 , Check‐
ing”, page 516 .
O2 Sen‐ Sensors voltage < 0.15 tive DCY gen Sensor 1 Af‐
sor Cir‐ Rear V • Con‐ ter Catalytic
cuit Low Short To tinu‐ Converter -
Voltage Ground ous GX7- . Refer to
Bank 1 ⇒ “3.6.27 Oxy‐
2 ter Catalytic
Converter GX7 ,
Checking”, page
513 .
O2 Sen‐ Sensors voltage > 5.2 – tive DCY gen Sensor 1 Af‐
sor Cir‐ Rear 5.35 V • Con‐ ter Catalytic
cuit High Short To tinu‐ Converter -
Voltage Battery ous GX7- . Refer to
Bank 1 ⇒ “3.6.27 Oxy‐
2 ter Catalytic
Converter GX7 ,
Checking”, page
513 .

GTI 2014 ➤
tion
P013A Oxygen • Gradient sen‐ • General condi‐ • 0 • 1 – Check the Oxy‐
O2 Sen‐ Sensors sor voltage < tions: FTP75: DCY gen Sensor 1 Af‐
sor Slow Rear Re‐ 900.00 mV/s 50 s ter Catalytic
Re‐ sponse • Intrusive lambda Converter -
sponse - Check ramp request not • Once / GX7- . Refer to
Rich to active DCY ⇒ “3.6.27 Oxy‐
Lean • Internal resist‐ gen Sensor 1 Af‐
Bank 1 ance O2S rear <= ter Catalytic
Sensor 700.00 Ohm Converter GX7 ,
2 Checking”, page
• Counter of inte‐ 513 .
grated mass for
[-]
• Catalyst monitor
lambda modula‐
tion request ac‐
tive
• Vehicle speed 19
– 158 mph
sure >= 0.00 kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
-48° C
temperature @
start of diagnosis
> 510° C
temperature @
during diagnosis
470 – 830° C
• Diff. between dy‐
namic and sta‐
tionary catalyst
temperature -150
– 150° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C

GTI 2014 ➤
tion
22.50 – 150.00
kg/h
range >= 0.00
mg/rev
range <= 650.00
– 1389.00 mg/rev
• And
• Engine load n.a.
%
• Air mass setpoint
n.a. g/rev
• Accelerator pedal
value n.a. %
• For time n.a. s
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50.00 mg/
rev
• Dynamic lambda
controller output
< 20.00 %
• And
• Integrated air
mass after dy‐
namic conditions
are fulfilled > 20.0
g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 550 –
700 kJ
• Engine speed
1,088 – 3,008
rpm
• Deviation of
lambda controller
output < 50.00 %

GTI 2014 ➤
tion
• Proportional part
of secondary fuel
control loop not
calibrated
not active
• O2S heater rear
active
tion not active
• Valve lift not ac‐
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< 0.10 [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< 0.25 [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• Or

GTI 2014 ➤
tion
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve (closing
time) n.a. s
• And
• Choice of:
n.a.
• Or
n.a.
• And
• Modeled air mass
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.40 – 1.80 kg

GTI 2014 ➤
tion
P013B Oxygen • Gradient sen‐ • General condi‐ • 0 • 1 – Check the Oxy‐
O2 Sen‐ Sensors sor voltage < tions: FTP75: DCY gen Sensor 1 Af‐
sor Slow Rear Re‐ 900.00 mV/s 50 s ter Catalytic
Re‐ sponse • Intrusive lambda Converter -
sponse - Check ramp request not • Once / GX7- . Refer to
Lean to active DCY ⇒ “3.6.27 Oxy‐
Rich • Internal resist‐ gen Sensor 1 Af‐
Bank 1 ance O2S rear <= ter Catalytic
Sensor 700.00 Ohm Converter GX7 ,
2 Checking”, page
• Counter of inte‐ 513 .
grated mass for
[-]
• Catalyst monitor
lambda modula‐
tion request ac‐
tive
19 mph
sure >= 0.00 kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
-48 ° C
temperature @
start of diagnosis
510 – 1,775° C
temperature @
during diagnosis
470 – 830° C
namic and sta‐
tionary catalyst
temperature -150
– 150° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 0.0 g
• Modeled EGT @
O2S rear 0 – 900°
C

GTI 2014 ➤
tion
22.50 – 150.00
kg/h
range >= 0.00
mg/rev
range <= 650.00
– 1,389.00 mg/
rev
• And
%
n.a. [g/rev]
value n.a. %
• For time n.a. s
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50,000
mg/rev
• Dynamic lambda
controller output
< 20.00 %
• And
• Integrated air
mass after dy‐
namic conditions
g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 550 –
700 kJ
• Engine speed
1,088 – 3,008
rpm

GTI 2014 ➤
tion
• Deviation of
lambda controller
output < 50.00 %
of secondary fuel
control loop not
calibrated %
not active
• O2S heater rear
active
tion not active
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< 0.10 [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< 0.25 [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or

GTI 2014 ➤
tion
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a. s
• And
• Choice of:
n.a.
• Or
n.a.
• And
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.45 – 1.80 kg

GTI 2014 ➤
tion
P013E Oxygen • Sensor signal • General condi‐ • 0 • 1 – Check the Oxy‐
O2 Sen‐ Sensors delay time > tions: FTP75: DCY gen Sensor 1 Af‐
sor De‐ Rear De‐ 0.9 s 50 s ter Catalytic
layed layed Re‐ • Intrusive lambda Converter -
Re‐ sponse ramp request not • Once / GX7- . Refer to
sponse - Monitor‐ active DCY ⇒ “3.6.27 Oxy‐
Rich to ing, De‐ • Catalyst monitor gen Sensor 1 Af‐
Lean lay Meas‐ lambda modula‐ ter Catalytic
Bank 1 urement tion request ac‐ Converter GX7 ,
Sensor tive Checking”, page
2 513 .
19 mph
sure >= 0.00 kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
-48° C
temperature @
start of diagnosis
> 510° C
temperature @
during diagnosis
470 – 830° C
namic and sta‐
tionary catalyst
temperature -150
– 150° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
22.50 – 150.00
kg/h
range >= 0.00
mg/rev

GTI 2014 ➤
tion
range <= 650.00
– 1,389.00 mg/
rev
• And
%
n.a. g/rev
value n.a. %
• For time n.a. [s]
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50.00 mg/
rev
• Dynamic lambda
controller output
< 20.00%
• And
• Integrated air
mass after dy‐
namic conditions
g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated air
mass >= 0. [g
• Integrated heat
energy >= 550.00
– 700.00 kJ
• Engine speed
1,088 – 3,008
rpm
• Deviation of
lambda controller
output < 50.00%
of secondary fuel
control loop not
calibrated [%]

GTI 2014 ➤
tion
not active
• O2S heater rear
active
tion not active
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< 0.10 [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< 0.25 [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

GTI 2014 ➤
tion
• Canister purge
valve ( closing
time ) n.a. [s]
• And
• Choice of:
n.a.
• Or
n.a.
• And
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.40 – 1.80 kg

GTI 2014 ➤
tion
P013F Oxygen • Sensor signal • General condi‐ • 0 • 1 – Check the Oxy‐
O2 Sen‐ Sensors delay time > tions: (FTP75: DCY gen Sensor 1 Af‐
sor De‐ Rear De‐ 1.5 s 50) s ter Catalytic
layed layed Re‐ • Intrusive lambda Converter -
Re‐ sponse ramp request not • Once / GX7- . Refer to
sponse - Monitor‐ active DCY ⇒ “3.6.27 Oxy‐
Lean to ing, De‐ • Catalyst monitor gen Sensor 1 Af‐
Rich lay Meas‐ lambda modula‐ ter Catalytic
Bank 1 urement tion request ac‐ Converter GX7 ,
Sensor tive Checking”, page
2 513 .
19 mph
sure >= 0.00 kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
-48° C
temperature @
start of diagnosis
> 510° C
temperature @
during diagnosis
470 – 830° C
namic and sta‐
tionary catalyst
temperature -150
– 150° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
22.50 – 150.00
kg/h
range >= 0.00
mg/rev

GTI 2014 ➤
tion
range <= 650.00
– 1,389.00 mg/
rev
• And
%
n.a. g/rev
value n.a. %
• For time n.a. s
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50.00 mg/
rev
• Dynamic lambda
controller output
< 20.00 %
• And
• Integrated air
mass after dy‐
namic conditions
g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 550.00
– 700.00 kJ
• Engine speed
1,088 – 3,008
rpm
• Deviation of
lambda controller
output < 50.00 %
of secondary fuel
control loop not
calibrated

GTI 2014 ➤
tion
not active
• O2S heater rear
active
tion not active
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< 0.10 [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< 0.25 [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

GTI 2014 ➤
tion
• Canister purge
valve ( closing
time ) n.a. s
• And
• Choice of:
n.a.
• Or
n.a.
• And
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.40 – 1.80 kg
P0140 Oxygen • Internal resist‐ • 2.5 s • 2 – Check the Oxy‐

O2 Sen‐ Sensors ance of O2S DCY gen Sensor 1 Af‐
sor Cir‐ Rear (binary) > • Con‐ ter Catalytic
cuit No Open Cir‐ 25,000.0 Ohm tinu‐ Converter -
Activity cuit ous GX7- . Refer to
Detec‐ ⇒ “3.6.27 Oxy‐
ted Bank gen Sensor 1 Af‐
1 Sen‐ ter Catalytic
sor 2 Converter GX7 ,
Checking”, page
513 .
P0141 Oxygen • Internal resist‐ • O2S heater com‐ • 20 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors ance of O2S manded on DCY gen Sensor 1 Af‐
sor Heater (binary) 700.0 – • Once / ter Catalytic
Heater Rear Out 25,000.0 Ohm • For time >= 10.0 s DCY Converter -
Circuit Of Range GX7- . Refer to
Bank 1 High ⇒ “3.6.27 Oxy‐
2 ter Catalytic
Converter GX7 ,
Checking”, page
513 .
P0149 Injection • Boost voltage < • Engine running • 3.6 s • 2 – Check the En‐
Fuel Valves 30.0 V >= 0.3 s DCY gine Control
Timing Supply • Con‐ Module - J623- .
Error Voltage • Boost voltage tinu‐ Refer to appro‐
Out Of <= 50.0 V ous priate repair
Range manual.
Low
Injection • Boost voltage >
Valves 75.0 V
Supply
Voltage
Out Of
Range
High

GTI 2014 ➤
tion
P0171 Fuel Sys‐ • Lambda con‐ • Lambda control • 60 s • 2 – Check the intake
System tem, Sys‐ troller output > closed loop DCY and vacuum ho‐
Too tem Too 35.0 % • Con‐ ses for leaks,
Lean Lean • Mass air flow > tinu‐ Check the Posi‐
Bank 1 60.0 mg/rev ous tive Crankcase
• Engine speed > Ventilation, also
576 RPM make sure the
oil dipstick is
• ECT @ cylinder properly se‐
head > 20° C cured.
• IAT at intake – Listen to and vis‐
manifold > -48° C ually inspect the
Exhaust system
• AAT > -48° C to insure there
• And are no leaks.
• Evap purge valve – Check the Oxy‐
closed gen Sensor 1
Before Catalytic
• Or Converter -
• Canister load <= GX10- . Refer to
1.20 [-] ⇒ “3.6.28 Oxy‐
gen Sensor 1
• Evap purge flow Before Catalytic
at max. value Converter
GX10 , Check‐
• Or ing”, page 516 .
• Depending on
canister purge – Check the Oxy‐
min: gen Sensor 1 Af‐
ter Catalytic
• Lower limit of Converter -
lambda controller GX7- . Refer to
output n.a. ⇒ “3.6.27 Oxy‐
gen Sensor 1 Af‐
• Or ter Catalytic
• Upper limit of Converter GX7 ,
Checking”, page
lambda controller 513 .
output n.a.
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P0172 Fuel Sys‐ • Lambda con‐ • Lambda control • 60 s • 2 – Check the Oxy‐
System tem, Sys‐ troller output < closed loop DCY gen Sensor 1
Too tem Too -35.0 % • Con‐ Before Catalytic
Rich Rich • Mass air flow > tinu‐ Converter -
Bank 1 60.0 mg/rev ous GX10- . Refer to
• Engine speed > ⇒ “3.6.28 Oxy‐
576 RPM gen Sensor 1
Before Catalytic
• ECT @ cylinder Converter
head > 20° C GX10 , Check‐
ing”, page 516 .
• IAT at intake
manifold > -48° C – Check the Oxy‐
gen Sensor 1 Af‐
• AAT > -48° C ter Catalytic
• Oil dilution not Converter -
detected GX7- . Refer to
⇒ “3.6.27 Oxy‐
ter Catalytic
• Evap purge valve Converter GX7 ,
closed Checking”, page
• Or 513 .
• Canister load <= – Check the Fuel

1.20 [-] Injectors . Refer
to
• Evap purge flow ⇒ “3.6.15 Fuel
at max. value Injectors ,
487 .
• Depending on
canister purge – Check the Evap‐
min: orative Emission
System for con‐
• Lower limit of tamination. Re‐
lambda controller fer to appropri‐
output n.a. ate repair man‐
ual.
• Or
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value
Fuel tem Pres‐ sure sensor DCY Pressure Sen‐
Pres‐ sure Sen‐ voltage > 4.80 • Con‐ sor - G247- . Re‐
sure sor High V tinu‐ fer to
Regula‐ Pressure ous ⇒ “3.6.17 Fuel
tor 1 Side Pressure Sen‐
Control Short To sor G247 ,
Circuit/ Battery / Checking”, page
Open Open Cir‐ 491 .
cuit
– Check the fuel
pressure. Refer
to appropriate
repair manual.

GTI 2014 ➤
tion
P0191 Fuel Rail • Fuel pressure > • Engine running • 5.0 s • 2 – Check the Fuel
Fuel Rail High 26,500.18 kPa DCY Pressure Sen‐
Pres‐ Pressure • Engine speed < • Con‐ sor - G247- . Re‐
sure Side Out 6,816 RPM tinu‐ fer to
Sensor Of Range ous ⇒ “3.6.17 Fuel
Circuit High start > 10.0 s Pressure Sen‐
Range/ sor G247 ,
Per‐ Checking”, page
for‐ 491 .
mance
Bank 1 – Check the fuel
pressure. Refer
to appropriate
repair manual.
Fuel Rail tem Pres‐ sure sensor DCY Pressure Sen‐
Pres‐ sure Sen‐ voltage < 0.20 • Con‐ sor - G247- . Re‐
sure sor High V tinu‐ fer to
Sensor Pressure ous ⇒ “3.6.17 Fuel
Circuit Side Pressure Sen‐
Low Short To sor G247 ,
Bank 1 Ground Checking”, page
491 .
– Check the fuel

pressure. Refer
to appropriate
repair manual.

GTI 2014 ➤
tion
P0201 Injection • Indeterminate • Engine running • 8,640.0°• 2 – Check the Fuel
Circuit ted uous Injectors ,
• Engine speed <
7,000 RPM Checking”, page
• And 487 .
• Injector low • Injection time >=
side voltage < 0.0 s
2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Power stage
temperature >
150° C

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
• Engine speed <
• And 487 .
2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Power stage
temperature >
150° C

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
• Engine speed <
• And 487 .
2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Power stage
temperature >
150° C

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
• Engine speed <
• And 487 .
2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Injector low
side voltage <
2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
< 2.0 V
• Injector low
side switch cur‐
rent (hardware
values) driver
stage internal
value
• Or

GTI 2014 ➤
tion
sistance to
ground and
battery > 20.0
Ohm
• Injector low
side switch cur‐
rent driver
stage internal
value
• Or
sistance to
ground and
battery > 20.0
Ohm
• Injector high
side switch cur‐
rent driver
stage internal
value
• Or
• Power stage
temperature >
150° C

• Injector low
0.0 s
cuit
rise time during
peak phase <
0.064 ms

GTI 2014 ➤
tion
P0221 Throttle • Normalized dif‐ • Throttle adapta‐ • 0.01 s • 2 – Check the Throt‐
Throttle/ Position ference be‐ tion (@ initial start DCY tle Valve Control
Pedal Sensor 2 tween meas‐ or after detection • Con‐ Module - GX3- .
Position Rationali‐ ured and mod‐ of throttle ex‐ tinu‐ Refer to
Sensor/ ty Check eled value of change or check‐ ous ⇒ “3.6.31 Throt‐
Switch mass air flow sum error) not ac‐ tle Valve Control
"B" Cir‐ from TPS 2 >= tive Module GX3 ,
Range/ 524 .
Per‐ • Or
from TPS 2 >
60.00 -

Pedal Sensor 2 voltage < 0.15 • Con‐ Module - GX3- .
Sensor/ Ground / ous ⇒ “3.6.31 Throt‐
Switch Open Cir‐ tle Valve Control
"B" Cir‐ cuit Module GX3 ,
524 .
Pedal Sensor 2 voltage > 4.85 • Con‐ Module - GX3- .
Sensor/ Battery ous ⇒ “3.6.31 Throt‐
524 .
P0230 COM: • FP sensor: • Engine on • 2.0 s • 2
Fuel Fuel short to ground DCY
Pump Pump failure feed‐ • Con‐
Circuit Control back >= 2.00 [-] tinu‐
Module ous
(FPCM)
commu‐ • FP sensor: • 2.2 s
nication open circuit
with failure feed‐ • Con‐
FPCM back >= 2.00 [-] tinu‐
ous

GTI 2014 ➤
tion
P0236 Turbo‐ • Diff. barometric • Case 1: • 3.0 s • 2 – Check the
Turbo‐ charger pressure vs. DCY Charge Air Pres‐
charger/ Boost upstream throt‐ • Engine stop at • Once / sure Sensor -
Super‐ Pressure tle pressure >= start of DCY DCY G31- . Refer to
charger Sensor 8.50 kPa • Engine stopped ⇒ “3.6.6 Charge
Boost Rationali‐ Air Pressure
Sensor ty Check • Diff. upstream • Vehicle speed < 1 Sensor G31 ,
"A" Cir‐ throttle pres‐ mph Checking”, page
cuit sure vs. intake 468 .
Range/ manifold pres‐ • Delay after en‐
Per‐ sure >= 8.50 gine stop >= 5.0 s
for‐ kPa
• Case 2:
mance • Or
• Engine stop dur‐
• Diff. barometric ing DCY
pressure vs. in‐
take manifold • Engine stopped
pressure < 8.50 • Vehicle speed < 1
kPa mph
gine stop >= 5.0 s

charger/ Boost sensor voltage • Con‐ sure Sensor -
Super‐ pressure < 0.20 V tinu‐ G31- . Refer to
charger Sensor ous ⇒ “3.6.6 Charge
Sensor Ground Sensor G31 ,
"A" Cir‐ Checking”, page
cuit Low 468 .
charger/ Boost sensor voltage • Con‐ sure Sensor -
Super‐ pressure > 4.80 V tinu‐ G31- . Refer to
charger Sensor ous ⇒ “3.6.6 Charge
Sensor Battery Sensor G31 ,
"A" Cir‐ Voltage Checking”, page
cuit High 468 .
P025A Fuel • Signal voltage, • Commanded • 0.5 s • 2 – Check the Fuel
Fuel Pump lower range > PWM 9.80 – DCY Pump Control
Pump Open Cir‐ 1.92 – 2.21 V 92.20 % • Con‐ Module - J538- /
Module cuit tinu‐ Fuel Delivery
"A" Con‐ • And • Fuel pump com‐ ous Unit - GX1- . Re‐
• Signal voltage,
cuit/ upper range ⇒ “3.6.18 Fuel
Open (hardware val‐ Pump Control
ues) < 2.84 – Module J538 /
3.25 V Fuel Delivery
Unit GX1 ,
Checking”, page
493 .

GTI 2014 ➤
tion
P025C Fuel • Signal voltage • Commanded • 3.0 s • 2 – Check the Fuel
Fuel Pump (hardware val‐ PWM 9.80 – DCY Pump Control
Pump Short To ues) < 1.92 – 92.20 % • Con‐ Module - J538- /
Module Ground 2.21 V tinu‐ Fuel Delivery
"A" Con‐ • Fuel pump com‐ ous Unit - GX1- . Re‐
cuit Low ⇒ “3.6.18 Fuel
Pump Control
Module J538 /
Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
P025D Fuel • Power stage • Commanded • 0.5 s • 2 – Check the Fuel
Fuel Pump temperature > PWM 9.80 – DCY Pump Control
Pump Short To 160 – 200° C 92.20 % • Con‐ Module - J538- /
Module Battery tinu‐ Fuel Delivery
"A" Con‐ Voltage • Or • Fuel pump com‐ ous Unit - GX1- . Re‐
trol Cir‐ manded on fer to
• Signal current
cuit High (hardware val‐ ⇒ “3.6.18 Fuel
ues) driver Pump Control
stage internal Module J538 /
value Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
P0261 Injection • Fault pattern • Engine stop not • 8,640.0°• 2 – Check the Fuel
7,000 RPM 487 .
0.0 s

Ground • And head >= -30° C • Con‐
(High tinu‐
• Injector driver • Engine speed < ous
switch current
ues) driver 0.0 ms
stage internal
value

GTI 2014 ➤
tion
Short To
Ground • And
Side) high side
switch current
driver stage in‐
ternal value
• And
• Injector driver
low side switch
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

Battery • And head >= -30° C • Con‐
Plus tinu‐
ues) driver 0.0 s
stage internal
value

Short To
Battery • And
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

GTI 2014 ➤
tion
(High tinu‐
switch current
ues) driver 0.0 s
stage internal
value

Short To
Ground • And
Side) high side
switch current
driver stage in‐
ternal value
• And
• Injector driver
low side switch
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

Plus tinu‐
ues) driver 0.0 s
stage internal
value

GTI 2014 ➤
tion
Short To
Battery • And
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

(High tinu‐
switch current
ues) driver 0.0 s
stage internal
value

Short To
Ground • And
Side) high side
switch current
driver stage in‐
ternal value
• And
• Injector driver
low side switch
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

GTI 2014 ➤
tion
Plus tinu‐
ues) driver 0.0 s
stage internal
value

Short To
Battery • And
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

(High tinu‐
switch current
ues) driver 0.0 s
stage internal
value

GTI 2014 ➤
tion
Short To
Ground • And
Side) high side
switch current
driver stage in‐
ternal value
• And
• Injector driver
low side switch
current (hard‐
ware values)
driver stage in‐
ternal value
7,000 RPM 487 .
0.0 s

Plus tinu‐
ues) driver 0.0 s
stage internal
value

Short To
Battery • And
current (hard‐
ware values)
driver stage in‐
ternal value

GTI 2014 ➤
tion
P0300 Misfire • Number of cyl‐ • Emission thresh‐ • 1000 • 2 – Check the spark
Ran‐ Crank‐ inders with old misfire detec‐ rev DCY plugs visually.
dom/ shaft emission ted
Multiple Speed threshold mis‐ • Con‐ – Check the intake
Cylinder Fluctua‐ fire within tinu‐ system visually
Misfire tion (Mul‐ 4,000 revolu‐ ous for leaks.
Detec‐ tiple) tions ≥ 2.00 [-]
ted – Check the fuel
• Or pressure. Refer
• Number of cyl‐ to appropriate
inders with repair manual.
emission
threshold mis‐ – Check the Fuel
fire within Injectors . Refer
1,000 revolu‐ to
tions ≥ 2.00 [-] ⇒ “3.6.15 Fuel
Injectors ,
Checking”, page
• Number of cyl‐ • Catalyst damag‐ • 200 • Im‐ 487 .
inders with cat‐ ing misfire detec‐ rev me‐
alyst damaging ted diate – Check the Igni‐
misfire ≥ 2.00 • Con‐
tinu‐ tion Coils with
[-] Power Output
ous
Stage . Refer to
⇒ “3.6.20 Igni‐
tion Coils with
Power Output
Stage , Check‐
ing”, page 499 .
P0301 Misfire • Catalyst dam‐ • Initial engine • 200 • Im‐ – Check the spark
Cylinder Crank‐ age misfire: speed > 550 RPM rev me‐ plugs visually.
1 Misfire shaft diate
Detec‐ Speed • Catalyst dam‐ • Engine speed > • Con‐ – Check the intake
ted Fluctua‐ aging misfire 550 RPM tinu‐ system visually
tion (Sin‐ rate > 5.20 - ous for leaks.
20.83 % • Engine speed <
Multiple) – Check the fuel
• Emission • Time after engine • 1,000 • 2 pressure. Refer
threshold mis‐ start not calibra‐ rev DCY to appropriate
fire within ted repair manual.
1,000 rev: • Con‐
• Engine load > tinu‐ – Check the Fuel
• Emission 1.99 - 37.99 % ous Injectors . Refer
threshold mis‐ to
fire rate (MR) • Depending on ⇒ “3.6.15 Fuel
>= 2.05 % ECT @ cylinder Injectors ,
head @ start Checking”, page
• ECT @ cylinder 487 .
head @ start <=
-48° C – Check the Igni‐
tion Coils with
• Then activation if Power Output
Stage . Refer to
• ECT @ cylinder ⇒ “3.6.20 Igni‐
head >= 20° C tion Coils with
• Or Power Output
Stage , Check‐
head @ engine
start > -48° C
• And
active

GTI 2014 ➤
tion
• Emission • Or • 4x
threshold mis‐ 1,000
fire within • Single fuel cut off rev
4,000 rev: not active
• Con‐
• Emission • Or tinu‐
threshold mis‐ • Number of fade ous
fire rate (MR) > out cylinders <
2.05 % 2.00 [-]
• And
• Dynamic mani‐
fold air pressure
not calibrated
[kPa]
position not cali‐
brated
• And
• Dynamic of en‐
gine load not cali‐
brated
• And
• Engine not cali‐
brated
• Engine speed not
calibrated [rpm]
• Dynamic of igni‐
tion angle @ idle
speed not cali‐
brated [°CRK]
• Or
tion angle not
calibrated [°CRK]
• And
• Rough road not
detected

GTI 2014 ➤
tion
1,000 rev: • Con‐
threshold mis‐ to
head @ start <=
tion Coils with
Stage . Refer to
• Or Power Output
Stage , Check‐
head @ engine
start > -48° C
• And
active
• Or
• Single fuel cut off
not active
• Or
• Number of fade
out cylinders <
2.00 [-]
• And
• Dynamic mani‐
fold air pressure
not calibrated
[kPa]
brated [°TPS/s]
• And
brated [%]
• And

GTI 2014 ➤
tion
• Emission • Engine not cali‐ • 4x
threshold mis‐ brated 1,000
fire within rev
4,000 rev: • Engine speed not
calibrated [rpm] • Con‐
• Emission tinu‐
threshold mis‐ • Dynamic of igni‐ ous
fire rate (MR) > tion angle @ idle
2.05 % speed not cali‐
brated [°CRK]
• Or
tion angle not
calibrated [°CRK]
• And
• Rough road not
detected

GTI 2014 ➤
tion
1,000 rev: • Con‐
threshold mis‐ to
head @ start <=
tion Coils with
Stage . Refer to
• Or Power Output
Stage , Check‐
head @ engine
start > -48° C
• And
active
• Or
not active
• Or
• Number of fade
out cylinders <
2.00 [-]
• And
• Dynamic mani‐
fold air pressure
not calibrated
[kPa]
brated [°TPS/s]
• And
brated [%]
• And

GTI 2014 ➤
tion
fire within rev
brated [°CRK]
• Or
tion angle not
calibrated [°CRK]
• And
• Rough road not
detected

GTI 2014 ➤
tion
1,000 rev: • Con‐
threshold mis‐ to
head @ start <=
tion Coils with
Stage . Refer to
• Or Power Output
Stage , Check‐
head @ engine
start > -48° C
• And
active
• Or
not active
• Or
• Number of fade
out cylinders <
2.00 [-]
• And
• Dynamic mani‐
fold air pressure
not calibrated
[kPa]
brated [°TPS/s]
• And
brated [%]
• And

GTI 2014 ➤
tion
fire within rev
brated [°CRK]
• Or
tion angle not
calibrated [°CRK]
• And
• Rough road not
detected

GTI 2014 ➤
tion
P0326 Knock • Difference be‐ • ECT @ cylinder • 4.3 s • 2 – Check the
Knock / Sensor tween knock head > 59° C DCY Knock Sensor 1
Com‐ Rationali‐ sensor signal • Con‐ - G61- . Refer to
bustion ty Check and average • MAF > 229.00 tinu‐ ⇒ “3.6.24 Knock
Vibra‐ Low knock sensor mg/rev ous Sensor 1 G61 ,
tion signal < 0.00 – Checking”, page
Sensor 0.12 V 507 .
1 Circuit
Range/
Per‐
for‐
mance
Bank 1
or Single
Sensor
P0327 Knock • Sensor signal < • ECT @ cylinder • 4.0 s • 2 – Check the
Knock / Sensor 0.12 – 0.31 V head > 59° C DCY Knock Sensor 1
Com‐ Out Of • Con‐ - G61- . Refer to
bustion Range • MAF > 229.00 tinu‐ ⇒ “3.6.24 Knock
Vibra‐ mg/rev ous Sensor 1 G61 ,
tion • Engine speed > Checking”, page
Sensor 2,016 RPM 507 .
1 Circuit
Low
Bank 1
or Single
Sensor

GTI 2014 ➤
tion
P0335 Crank‐ • Case 1: • Signal edges @ • 0.01 s • 2 – Check the Cam‐
Crank‐ shaft Po‐ selected cam‐ DCY shaft Position
shaft sition • Counted ex‐ shaft signal de‐ • Con‐ Sensor - G40- .
Position Sensor haust camshaft tected tinu‐ Refer to
Sensor Activity signals without ous ⇒ “3.6.5 Cam‐
"A" Cir‐ Check synchroniza‐ • Choice of: shaft Position
cuit tion >= 17.00 [-] Sensor G40 ,
• Ignition off
• Engine speed > 466 .
• Counted intake 380 RPM
camshaft sig‐
tion >= 17.00 [-] • Or
• Case 2: • Synchronization
• Counted ex‐ test incorrect
haust camshaft • Or
signals without
synchroniza‐ • Engine speed >=
tion n.a. [-] 380 RPM
• Or • Or
• Counted intake • Engine running
camshaft sig‐
tion n.a. [-] • Or
tion not detected
• Or
• Engine speed >=
400 RPM
• Engine stop ac‐
tive

GTI 2014 ➤
tion
P0336 RPM • Segment adap‐ • Delay time >= • 180.0° • 2 – Check the En‐
Crank‐ Sensor tation >= 0.70 5,760.00° CRK CRK DCY gine Speed Sen‐
shaft Out Of % sor - G28- . Re‐
Position Range • And • Con‐ fer to
Sensor tinu‐ ⇒ “3.6.5 Cam‐
• Diff. actual air ous
"A" Cir‐ mass vs. previ‐ shaft Position
cuit ous air mass <= Sensor G40 ,
Range/ 20.01 – 39.99 mg/ Checking”, page
Per‐ rev 466 .
for‐
mance • Engine load <=
20.00 %
position <=
269.50 – 398.40°
TPS/s
• Rough road not
detected
• Engine rough‐
ness signal not
valid
• Segments in fuel
cut-off mode >=
32.00 [-]
tion finished
• Engine speed
2,496 – 5,024
rpm
• Diff. between
adapted value of
cylinder 1 and
cylinder 3 < 0.70
%
• Diff. between
adapted value of
cylinder 2 and
cylinder 4 < 0.70
%
• Counted teeth • Engine running • 3,600.0°

vs reference >= CRK
1; <= 2 [-]
• Contin‐
uous

GTI 2014 ➤
tion
Crank‐ • Case 1: • Engine speed >= • 4,5720.0°
shaft Po‐ 400 RPM CRK
sition • Engine speed >
Sensor 3000 RPM • Continu‐
Rationali‐ • ous
Time between
ty Check falling signal
edges < 50 –
62.5 µs
• Case 2:
• Engine speed
<= 3000 RPM
• Time between
signal edges <
30 µs
Crank‐ • Crankshaft ref‐ • General condi‐ • 2,160°

shaft Po‐ erence gap not tions: CRK
sition detected
Sensor • Reference gap of • Con‐
Rationali‐ reluctor wheel tinu‐
ty Check detected ous
• And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
400 RPM
• Engine stopped

GTI 2014 ➤
tion
Crank‐ • Counted teeth • General condi‐ • 1,800°
shaft Po‐ vs. reference tions: CRK
sition >= 1; <= 2 [-]
Sensor • Engine speed > • Con‐
Rationali‐ 320 RPM tinu‐
ty Check ous
• And
• Case 1:
• Ignition off
• Engine speed >
380 RPM
• Engine stalling
>= 1.0 s
• Or
• Case 2:
• Engine speed >=
380 RPM
• Or
• Engine running
• And
• Engine stalling
>= 5.0 s
• Or
• Case 3:
tion not detected
• Or
• Case 4:
• Engine speed >=
400 RPM
• Engine stopped
P0340 Camshaft • No change on • Engine speed >= • 4,680.0°• 2 – Check the Cam‐
Cam‐ Position signal >= 3 [-] 400 RPM CRK DCY shaft Position
shaft Sensor Sensor - G40- .
Position Intake • Contin‐ Refer to
Sensor Signal uous ⇒ “3.6.5 Cam‐
"A" Cir‐ Activity shaft Position
cuit Check Sensor G40 ,
or Single 466 .
Sensor

GTI 2014 ➤
tion
shaft Sensor ment time ratio Sensor - G40- .
Position Intake and specified • Con‐ Refer to
Sensor Rationali‐ camshaft angle tinu‐ ⇒ “3.6.5 Cam‐
"A" Cir‐ ty Check ratio > 2.75 [-] ous shaft Position
cuit Sensor G40 ,
or Single camshaft angle
Sensor ratio < 0.36 [-]
• Or
• Offset between
camshaft and
crankshaft <
-79.0° CRK
• Or
• Offset between
camshaft and
crankshaft >
15.0° CRK
Camshaft • Segment time • 1,440.0°

Position value < 50 [µs] CRK
Sensor
Intake • Contin‐
Signal uous
Activity
Check
Camshaft • Offset between • Engine synchro‐ • 450.0°
Position camshaft and nization not vali‐ CRK
Sensor crankshaft < dated
Intake -79.00; OR > • Once /
Angular 15.0° CRK • Failure by ex‐ DCY
Offset haust camshaft
Check sensor detected
P0365 Camshaft • No change on • Engine speed >= • 1080.00°

• 2 – Check the Cam‐
Cam‐ Position signal >= 3 [-] 400 rpm CRK DCY shaft Position
shaft (CMP) Sensor 3 -
Position Exhaust • Continu‐ G300- . Refer to
Sensor Sensor ous ⇒ “3.6.4 Cam‐
"B" Cir‐ shaft Position
cuit Sensor 3 G300 ,
464


GTI 2014 ➤
tion
P0366 Camshaft • Ratio between • Engine speed • 990.00°• 2 – Check the Cam‐
Cam‐ Position measured seg‐ 400 – 8,160 rpm CRK DCY shaft Position
shaft (CMP) ment time ratio Sensor 3 -
Position Exhaust and specified • Contin‐ G300- . Refer to
Sensor Sensor camshaft angle uous ⇒ “3.6.4 Cam‐
"B" Cir‐ rationality ratio > 2.75 [-] shaft Position
cuit check Sensor 3 G300 ,
Per‐ • Ratio between 464
camshaft angle
ratio < 0.36 [-]
• Or
• Offset between
camshaft and
crankshaft <
-24.00° CRK
• Or
• Offset between
camshaft and
crankshaft >
49.00° CRK
Camshaft • Segment time • Engine speed • 1440.00°

• 2
Position value < 50 [µs] 400 – 8,160 rpm CRK DCY
(CMP)
Exhaust • Continu‐
Sensor ous
signal ac‐
tivity
check
Camshaft • Offset between • Engine synchro‐ • 450.00°• 2
Position / camshaft and nization via CRK DCY
Crank‐ crankshaft < crankshaft and
shaft Po‐ -24.00° CRK camshaft not fin‐ • Once /
sition ished DCY"
(CMP/ • Or
CKP) Ex‐ • Or
• Offset between
haust camshaft and • Engine synchro‐
Sensor crankshaft > nization via
out of 49.00° CRK crankshaft and
range camshaft lost

GTI 2014 ➤
tion
P039B Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
Cylinder Control CRK DCY Knock Sensor 1
1 Pres‐ Function • Ratio between • ECT @ cylinder - G61- . Refer to
sure Too Check knock sensor head > 59° C • Con‐ ⇒ “3.6.24 Knock
High and knock tinu‐ Sensor 1 G61 ,
threshold in • Engine speed ous
1,216 – 6,720 Checking”, page
main knock 507 .
window > 2.00 RPM
• For time >= %
11,700.0° CRK 501.00 – 599.00
• Or mg/rev
• Ratio between • Dynamic engine

knock sensor speed not active
and noise level • Delay time 0.0 s
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
5,760.0 –
6,840.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
12,960.0 –
16,740.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P03A5 Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
sure Too Check knock sensor • Con‐ ⇒ “3.6.24 Knock
High and knock • Engine speed tinu‐ Sensor 1 G61 ,
threshold in 1,216 – 6,400 ous Checking”, page
window > 2.00
%
• For time >=
11,700.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
5,760.0 –
6,840.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
12,960.0 –
16,740.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P03AF Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
window > 2.00
%
• For time >=
11,700.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
5,760.0 –
6,840.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
12,960.0 –
16,740.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P03B9 Knock • Slow detection: • Engine running • 900.0° • 2 – Check the
window > 2.00
%
• For time >=
11,700.0° CRK 403.00 – 447.00
mg/rev
• Or
• Dynamic engine
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• For time >=
5,760.0 –
6,840.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 3.50
– 5.00 [-]
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 2.00
– 3.00 [-]
• For time >=
12,960.0 –
16,740.0° CRK
• Or
tion factor <
0.90 [-]

GTI 2014 ➤
tion
• Fast detection:
• Ratio between
knock sensor
and knock
threshold in
main knock
window > 1.50
– 2.50 [-]
• For time >=
540.0° CRK
• Or
• Ratio between
knock sensor
and noise level
in pre knock
window > 2.75
– 4.50 [-]
• For time >=
360.0° CRK
• Case 1:
• ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= 0.41 – 0.59
[-]
• Or
• Case 2:
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]
• Or
• Case 3:
• Ratio between
filtered engine
roughness and
misfire detec‐
tion threshold
<= n.a. [-]
• Or
• Ratio between
normalized en‐
gine roughness
and misfire de‐
tection thresh‐
old <= n.a. [-]

GTI 2014 ➤
tion
P0410 Secon‐ • Diff. pressure • General: • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air value after sec‐ DCY ondary Air Sys‐
tem "A" System ondary air in‐ • Secondary air • Once / tem - GX24- .
Function‐ jection vs. pump ready DCY Refer to
al Check pressure value • Catalyst heating ⇒ “3.6.30 Sec‐
before secon‐ active ondary Air Injec‐
dary air activa‐ tion Sensor 1
tion > 5.0 kPa • Secondary air in‐ G609 / Secon‐
jection finished dary Air Injection
Solenoid Valve
• MAF <= 140.0 kg/ N112 , Check‐
• ECT @ cylinder – Check the Sec‐
head >= -10; < ondary Air Injec‐
115° C tion Pump Motor
• IAT @ manifold - V101- / Secon‐
>= -10; < 100° C dary Air Injection
Pump Relay -
• Modeled catalyst J299- . Refer to
temperature < ⇒ “3.6.29 Sec‐
900° C ondary Air Injec‐
tion Pump Motor
• Relative baro‐ V101 / Secon‐
metric pressure > dary Air Injection
0.73 [-] Pump Relay
• Diff. barometric J299 , Check‐
manifold pres‐
sure > n.a. kPa
AIR Sys‐ dary Air lower range >= DCY ondary Air Sys‐
tem Valve 1.92 – 2.21 V • Actuator com‐ • Con‐ tem - GX24- .
Switch‐ Open Cir‐ manded off tinu‐ Refer to
ing cuit • Output voltage, ous ⇒ “3.6.30 Sec‐
Valve upper range ondary Air Injec‐
"A" Cir‐ (hardware val‐ tion Sensor 1
cuit ues) <= 2.85 – G609 / Secon‐
Open 3.25 V dary Air Injection
Solenoid Valve
N112 , Check‐
ing”, page 521 .
AIR Sys‐ dary Air (hardware val‐ DCY ondary Air Sys‐
tem Valve ues) < 1.92 – • Actuator com‐ • Con‐ tem - GX24- .
Switch‐ Short To 2.21 V manded off tinu‐ Refer to
ing Ground ous ⇒ “3.6.30 Sec‐
Valve Secon‐ • Actuator tem‐ • Engine running ondary Air Injec‐
"A" Cir‐ dary Air perature > 160 tion Sensor 1
cuit Valve – 200° C • Actuator com‐ G609 / Secon‐
Shorted Short To manded on dary Air Injection
Battery • Or Solenoid Valve
Plus N112 , Check‐
• Output current ing”, page 521 .
(hardware val‐
ues) driver
stage internal
value

GTI 2014 ➤
tion
AIR Sys‐ dary Air lower range DCY ondary Air Injec‐
tem Injection 1.92 – 2.21 V • Actuator com‐ • Con‐ tion Pump Motor
Control Pump manded off tinu‐ - V101- / Secon‐
"A" Cir‐ Relay • Output voltage, ous dary Air Injection
cuit Open Cir‐ upper range Pump Relay -
cuit (hardware val‐ J299- . Refer to
ues) <= 2.85 – ⇒ “3.6.29 Sec‐
3.25 V ondary Air Injec‐
tion Pump Motor
V101 / Secon‐
dary Air Injection
Pump Relay
J299 , Check‐
ing”, page 519 .

GTI 2014 ➤
tion
P0420 NMOG / • Catalyst effi‐ • Catalyst monitor • 60.0 – • 1 – Check the Three
Catalyst NMHC ciency > 1.00 lambda modula‐ 70.0 s DCY Way Catalytic
System Conver‐ [-] tion request ac‐ Converter. Re‐
Efficien‐ sion Ca‐ tive • Once / fer to appropri‐
cy Be‐ pability DCY ate repair man‐
low • General condi‐ ual.
Thresh‐ tions:
old Bank • Vehicle speed >= – Check the Oxy‐
1 19 mph gen Sensor 1 Af‐
ter Catalytic
• BARO >= 0.00 Converter -
kPa GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Catalyst over‐ gen Sensor 1 Af‐
heating protec‐ ter Catalytic
tion not active Converter GX7 ,
Checking”, page
• Turbine over‐ 513 .
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
• IAT@ manifold >
-48° C
• modeled catalyst
temperature @
start of diagnosis
> 510° C
temperature @
during diagnosis
470 – 830° C
tween dynamic
and stationary
catalyst tempera‐
ture -150 – 150° C
• Integrated MAF,
catalyst temp.
led >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
22.50 – 150.00
kg/h
• Air mass, lower
range >= 0.00
mg/rev
• Air mass, upper
range <= 650.00
– 1,389.00 mg/
rev

GTI 2014 ➤
tion
• And
[%]
n.a. [g/rev]
value n.a. [%]
• For time n.a. [s]
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50.00 mg/
rev
• Dynamic lambda
controller output
< 20.00 %
• And
• Integrated air
mass after dy‐
namic conditions
g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 550.00
– 700.00 kJ
• Engine speed
1,088 – 3,008
rpm
• Deviation of
lambda controller
output < 50.00 %
of secondary fuel
control loop not
calibrated %
not active
• O2S heater rear
active

GTI 2014 ➤
tion
tion not active
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< 0.10 [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< 0.25 [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a. [s]
• And

GTI 2014 ➤
tion
• Choice of:
n.a.
• Or
n.a.
• And
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.45 – 1.70 kg
• Internal resist‐
ance O2S rear <=
700.00 Ohm

GTI 2014 ➤
tion
P0441 EVAP • Ratio actual in‐ • ECT @ cylinder • 8.5 s • 2 – Check the EVAP
EVAP Purge take manifold head > 60° C DCY Canister Purge
System Valve pressure and • Once / Regulator Valve
Incor‐ Function‐ modeled set • Barometric pres‐ DCY 1 - N80- . Refer
rect al Check: point intake sure > 73.0 kPa to
Purge Stuck manifold pres‐ • AAT > 5° C ⇒ “3.6.13 EVAP
Flow Close sure < 0.10 [-] Canister Purge
• AAT @ start < 5° Regulator Valve
C 1 N80 , Check‐
ing”, page 484 .
pressure vs. fil‐
tered intake
manifold pres‐
sure n.a.
pressure vs. fil‐
tered intake
manifold pres‐
sure > 28.00 kPa
• Ratio MAF @ in‐
take manifold and
MAF max. > 0.07
– 0.10 [-]
• Engine speed
1,180 – 2,800
RPM
11 mph
• Diff. engine
speed vs. filtered
engine speed <
90 RPM
• Diff. ratio MAF @
intake manifold
and MAF max vs.
ratio filtered MAF
@ intake mani‐
fold and MAF
max < 0.15 [-]
• Diff. modeled in‐
take manifold
pressure vs. fil‐
tered modeled in‐
take manifold
pressure < 1.50 –
2.50 kPa
• And
• Integrated MAF
since engine start
>= 0.0 – 5,000.0 g
• Lambda control
active
• Lambda control
value -30.00 —
30.00 %

GTI 2014 ➤
tion
• O2S front 0.90 –
1.10 [-]
• or
calibrated
• Case 1:
• Integrated MAF
@ canister purge
per driving cycle
>= n.a. g
• Case 2:
• ratio MAF @ can‐
ister purge and
MAF per cylinder
>= 0.00 [-]
• Or
• Canister purge
sampling rate >=
20.00 %
• And
• Integrated air
mass @ canister
purge valve >=
31.9 g
• Depending on
AAT:
• AAT >= 30° C
0.20 [-]
• Or
• AAT >= 50; < 30°
C
0.20 [-]
• Or
• AAT < 50° C
0.20 [-]
P0444 EVAP • Output voltage, • Engine start not • 2.0 s • 2 – Check the EVAP
EVAP Purge lower range >= active DCY Canister Purge
System Valve 1.92 – 2.21 V • Con‐ Regulator Valve
Purge Open Cir‐ • Engine running tinu‐ 1 - N80- . Refer
Control cuit • Output voltage, ous to
upper range • Evap purge valve
"A" Cir‐ (hardware val‐ Canister Purge
ues) <= 2.85 – (PWM) > 3.13; <=
cuit 98.83 % Regulator Valve
Open 3.25 V 1 N80 , Check‐
manded off

GTI 2014 ➤
tion
P0445 EVAP • Output voltage • Engine start not • 2.0 s • 2 – Check the EVAP
EVAP Purge (hardware val‐ active DCY Canister Purge
System Valve ues) 1.92 – • Con‐ Regulator Valve
Purge Short To 2.21 V • Engine running tinu‐ 1 - N80- . Refer
Control Ground ous to
"A" Cir‐ (PWM) <= 98.83 Canister Purge
cuit % Regulator Valve
Shorted 1 N80 , Check‐
manded off
EVAP • Actuator tem‐ • Engine start not

Purge perature 160 – active
Valve 200° C
Short To • Engine running
Battery • Or
Plus • Output current opening signal
(hardware val‐ (PWM) >= 3.13 %
ues) driver
stage internal • Actuator com‐
value manded on

EVAP Switch 0.39 – 0.55 V DCY Tank Leak De‐
System Open Cir‐ • Engine running • Con‐ tection Control
Pres‐ cuit tinu‐ Module - J909- /
• Case 2: ous
System) diagnos‐ Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
P0451 NVLD • Natural vac‐ • Ignition off • 0.1 s • 2 – Check the Fuel
EVAP Switch uum leak de‐ DCY Tank Leak De‐
System Function‐ tection (NVLD) • Fuel level < 85.10 • Once / tection Control
Pres‐ al Check switch position % DCY Module - J909- /
sure Stuck closed • Fuel temperature Fuel Tank Pres‐
Sensor/ Close increase >= 5 K sure Sensor -
Circuit • For time >= 1.0 h ⇒ “3.6.19 Fuel
Range/ Tank Leak De‐
Per‐ • AAT >= 4° C tection Control
for‐ Module J909 /
mance Fuel Tank Pres‐
sure >= 73.0 kPa sure Sensor
• Time since igni‐ G400 , Check‐
tion off > 20; < ing”, page 496 .
1,440 min

GTI 2014 ➤
tion
EVAP Switch < 0.24 V DCY Tank Leak De‐
System Short To • Engine running • Con‐ tection Control
Pres‐ Ground tinu‐ Module - J909- /
• Case 2: ous
Low System) diagnos‐ Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
EVAP Switch > 3.0 V DCY Tank Leak De‐
System Short To • Engine running • Con‐ tection Control
Pres‐ Battery tinu‐ Module - J909- /
• Case 2: ous
sure Plus Fuel Tank Pres‐
High System) diagnos‐ Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
P0456 EVAP • Natural vac‐ • Ignition off • 0.1 s • 2 – Check the EVAP
EVAP System uum leak de‐ DCY System visually
System Small tection (NVLD) • Fuel level < 85.10 • Once / for any leaking
Leak Leak switch position % DCY hoses or dam‐
Detec‐ Function‐ = open • Fuel temperature age to compo‐
ted al Check drop >= 6 K nents.
(Very
Small • For time > 1 h – Check the EVAP
Leak) Canister Purge
• AAT >= 4° C Regulator Valve
1 - N80- . Refer
• Barometric pres‐ to
sure > 73.00 kPa ⇒ “3.6.13 EVAP
• Diff. barometric Canister Purge
pressure @ stop Regulator Valve
and barometric 1 N80 , Check‐
pressure @ start ing”, page 484 .
< 0.65 kPa
– Check the Fuel
• Time since igni‐ Tank Leak De‐
tion off > 90 tection Control
[min] ; < 600 min Module - J909- /
Fuel Tank Pres‐
sure Sensor -
G400- . Refer to
⇒ “3.6.19 Fuel
Tank Leak De‐
tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .

GTI 2014 ➤
tion
P0461 Fuel Lev‐ • Diff. fuel con‐ • General: • 1.0 s • 2 • Check the Fuel
Fuel el Plausi‐ sumption And DCY Level Sensor -
Level bility Fuel level • Refueling or de‐ • Multi‐ G- . Refer to ap‐
Sensor Check changes < fueling not detec‐ ple propriate repair
"A" Cir‐ -25.0; > 12.0 [-] ted manual.
cuit • And
Range/
Per‐ • Case 1:
for‐
mance • For tank full fuel
level > 96.09 %
• Fuel consump‐
fueling or last
plausibility check
> 44.0 [-]
• Case 2:
• For tank not full
fuel level <=
96.09 %
• Fuel consump‐
fueling or last
plausibility check
> 15.0 l

Level el Sensor signal: short to • Con‐ G- . Refer to ap‐
Sensor 1 CAN ground failure tinu‐ propriate repair
"A" Cir‐ Commu‐ ous manual.
With In‐ cluster module
strument signal: signal
Cluster range check
Module failure

Level el Sensor signal: short to • Con‐ G- . Refer to ap‐
Sensor 1 CAN battery / open tinu‐ propriate repair
"A" Cir‐ Commu‐ circuit failure ous manual.
cuit High nication
With In‐
strument
Cluster
Module

GTI 2014 ➤
tion
P0491 Secon‐ • Case 1: • General: • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air DCY ondary Air Sys‐
tem In‐ System • Blockage: ratio • Secondary air • Once / tem - GX24- .
suffi‐ Function‐ relative meas‐ pump active DCY Refer to
cient al Check ured secon‐ ⇒ “3.6.30 Sec‐
dary air pres‐ • Catalyst heating
Flow active ondary Air Injec‐
Bank 1 sure and mod‐ tion Sensor 1
elled secon‐ • Secondary air in‐ G609 / Secon‐
dary air pres‐ jection active dary Air Injection
sure [tube Solenoid Valve
blocked] < 0.70 • MAF <= 140.0 kg/ N112 , Check‐
[-] h ing”, page 521 .
• Or • ECT @ cylinder – Check the Sec‐
head >= -10; <
• Leakage: ratio ondary Air Injec‐
115° C
relative meas‐ tion Pump Motor
ured secon‐ • IAT @ manifold - V101- / Secon‐
dary air pres‐ >= -10; < 100° C dary Air Injection
sure and mod‐ Pump Relay -
elled secon‐ • Modelled catalyst J299- . Refer to
dary air pres‐ temperature < ⇒ “3.6.29 Sec‐
sure [leak diag‐ 900° C ondary Air Injec‐
nosis] < 0.65 [-] • tion Pump Motor
Relative baro‐ V101 / Secon‐
• Case 2: metric pressure > dary Air Injection
0.73 [-] Pump Relay
• Diff. expected J299 , Check‐
integrated sec‐ • Diff. barometric
ondary air
pressure pul‐ manifold pres‐
sations and ac‐ sure > n.a. kPa
tual integrated
secondary air
pressure pul‐
sations n.a.
kPa
• Case 3:
• Blockage: ratio
relative meas‐
ured secon‐
dary air pres‐
sure and mod‐
elled secon‐
dary air pres‐
sure [tube
blocked] < 0.40
[-]
• Or
• Leakage: ratio
relative meas‐
ured secon‐
dary air pres‐
sure and mod‐
elled secon‐
dary air pres‐
sure [leak diag‐
nosis] < 0.15 [-]
P0501 CAN: Ve‐ • Speed sensor • 0.5 s • 2 – Check the Vehi‐

Vehicle hicle fault value: Out DCY cle Speed Sig‐
Speed Speed of range high nal. Refer to
Sensor Sensor failure ⇒ “3.6.33 Vehi‐
"A" Cir‐ CAN cle Speed Sig‐

GTI 2014 ➤
tion
cuit Commu‐ • Speed sensor • Con‐ nal, Checking”,
Range/ nication fault value: Out tinu‐ page 529
Per‐ With Ve‐ of range low ous
for‐ hicle failure
mance Speed
Sensor • Speed sensor
fault value: Ra‐
tionality check
high failure
• Speed sensor
fault value: Ra‐
tionality check
low failure
P0502 Vehicle • Diagnostic sig‐ • 0.5 s • 2 – Check the Vehi‐

Vehicle Speed nal from output DCY cle Speed Sig‐
Speed Sensor driver failure • Con‐ nal. Refer to
Sensor (VSS) tinu‐ ⇒ “3.6.33 Vehi‐
"A" Cir‐ short to ous cle Speed Sig‐
cuit Low ground nal, Checking”,
Vehicle page 529
Speed
Sensor
(VSS)
open cir‐
cuit
Vehicle
Speed
Sensor
(VSS)
short to
battery
plus

GTI 2014 ➤
tion
P0506 Idle • Diff. actual en‐ • General condi‐ • 12.0 s • 2 – Check the Throt‐
Idle Speed gine speed vs. tions: DCY tle Valve Control
Control Control engine speed • Con‐ Module - GX3- .
System (ISC) setpoint < -100 • Vehicle speed =0 tinu‐ Refer to
RPM - function RPM mph ous ⇒ “3.6.31 Throt‐
Lower monitor‐ • Accelerator pedal tle Valve Control
Than ing: en‐ • Integrated I-
released by driv‐ Module GX3 ,
Expec‐ gine part of idle Checking”, page
speed control‐ er
ted speed 524 .
deviation ler n.a. • Throttle actuator
commanded on
4.00 kg/h
• Engine running
start > 0.0 s
sure > 70.00 kPa
not active
• ECT @ cylinder
head > -48° C
• And
• Setpoint change
n.a. rpm
• For time n.a. s
• And
• Additional after
dynamic condi‐
tions fulfilled:
• Gear switch not
active
• (A/T only)
released by driv‐
er
• Vehicle speed 0
mph
• Engine load <
31.25 %
• (M/T only)

GTI 2014 ➤
tion
P0507 Idle • Diff. actual en‐ • General condi‐ • 12 s • 2 – Check the Throt‐
Idle Speed gine speed vs. tions: DCY tle Valve Control
Control Control engine speed • Con‐ Module - GX3- .
System (ISC) setpoint > 90 • Vehicle speed =0 tinu‐ Refer to
RPM - function RPM mph ous ⇒ “3.6.31 Throt‐
Higher monitor‐ • Accelerator pedal tle Valve Control
Than ing: en‐ • Integrated I-
released by driv‐ Module GX3 ,
Expec‐ gine part of idle Checking”, page
speed control‐ er
ted speed 524 .
deviation ler n.a. • Throttle actuator
commanded on
4.00 kg/h
• Engine running
start > 0.0 s
sure > 70.00 kPa
not active
• ECT @ cylinder
head > -48° C
• And
• Setpoint change
n.a. rpm
• For time n.a. s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active
• (A/T only)
released by driv‐
er
• Vehicle speed 0
mph
• (M/T only)

GTI 2014 ➤
tion
P050A Cold Idle • Positive engine • General condi‐ • 12 s • 2 – Check the Throt‐
Cold Controller speed vs. en‐ tions: DCY tle Valve Control
Start Function gine speed set • Con‐ Module - GX3- .
Idle Monitor‐ point > 90 RPM • Vehicle speed =0 tinu‐ Refer to
Control ing: en‐ mph ous ⇒ “3.6.31 Throt‐
System gine • Integrated I- tle Valve Control
part of idle • Accelerator pedal
Per‐ speed released by driv‐ Module GX3 ,
for‐ deviation speed control‐ Checking”, page
ler n.a. er
mance 524 .
commanded on
4.00 kg/h
• Engine running
start > 0.0 s
sure > 70.00 kPa
active
• ECT @ cylinder
head > -10° C
• And
• Setpoint change
n.a. rpm
• For time n.a. s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active
• (A/T only)
released by driv‐
er
• Vehicle speed 0
mph

GTI 2014 ➤
tion
Cold Idle • Negative en‐ • General condi‐
Controller gine speed de‐ tions:
Function viation from set
Monitor‐ point > 100 • Vehicle speed =0
ing: en‐ RPM mph
gine • Accelerator pedal
speed • Integrated I-
part of idle released by driv‐
deviation er
speed control‐
ler n.a. • Throttle actuator
commanded on
4.00 kg/h
• Engine running
start > 0.0 s
sure > 70.00 kPa
active
• ECT @ cylinder
head > -10° C
• And
• Setpoint change
n.a. rpm
• For time n.a. s
• And
dynamic condi‐
tions fulfilled:
• Gear switch not
active
• (A/T only)
released by driv‐
er
• Vehicle speed 0
mph
• Engine load <
31.25 %
• (M/T only)

GTI 2014 ➤
tion
P050B Ignition • Ratio between • Engine idle • 0.1 s • 2 – Check for any
Cold Control ignition angle speed time @ idle DCY Engine Speed
Start Ig‐ Ignition efficiency inte‐ speed > 5.0 s • Once / sensor or Igni‐
nition Timing gral and time at DCY tion Coil faults
Timing Monitor idle speed > • Ignition angle set‐ and diagnose
Per‐ 0.20 [-] point <= 0.85 [-] them first.
for‐ • Modeled pres‐
mance sure quotient <= – Check the En‐
1.0 [-] gine Speed Sen‐
sor - G28- . Re‐
• Vehicle speed = 0 fer to
mph ⇒ “3.6.11 En‐
gine Speed Sen‐
• And sor G28 , Check‐
ing”, page 479 .
• Diff. air mass set
point vs. filtered – Check the Igni‐
detection < Stage . Refer to
99,999.00 mg/rev ⇒ “3.6.20 Igni‐
• For time >= 0.0 s tion Coils with
Power Output
• And Stage , Check‐
ing”, page 499 .
• Diff. engine
speed vs. filtered – If NO other co‐
engine speed for des are set,
engine speed dy‐ check the ECM.
namic detection < Refer to appro‐
8,160 RPM priate repair
• For time >= 0.0 s manual.
– Check the En‐

gine Control
Module - J623- .
Refer to appro‐
priate repair
manual.
P052A Cold • Camshaft posi‐ • Modeled oil tem‐ • 0 • 2 – Check the Cam‐
Cold Start tion deviation > perature -40 – (FTP75: DCY shaft Adjust‐
Start "A" Monitor‐ 9.00° CRK 160° C 45) [s] ment Valve 1 -
Cam‐ ing Varia‐ N205- . Refer to
shaft ble Valve • Engine speed • once / ⇒ “3.6.3 Cam‐
Position Timing 608 – 6,016 rpm DCY shaft Adjust‐
Timing (VVT) In‐ • Camshaft posi‐ ment Valve 1
Over- take Ac‐ tion n.a. N205 , Check‐
Ad‐ tuator ra‐ ing”, page 462
vanced tionality • Camshaft posi‐
Bank 1 check tion adjustment
active
active
tegrator ( actual
tion) >= 8.00°
CRK’s

GTI 2014 ➤
tion
P053F Fuel Sys‐ • Deviation be‐ • General: • 4.5 s • 2 – Check the fuel
Cold tem Out tween refer‐ DCY pressure. Refer
Start Of Range ence and ac‐ • Engine speed > • Once / to appropriate
Fuel High tual fuel pres‐ 512 rpm DCY repair manual.
Pres‐ sure < • Time after engine
sure -2,999.90 kPa start > 10.0 s – Check the Fuel
Per‐ Pump Control
for‐ • For time >= 3.0 • And Module - J538- /
mance s Fuel Delivery
Bank 2 • Fuel mass set‐ Unit - GX1- . Re‐
Fuel Sys‐ • Deviation be‐ point lower range fer to
tem Out tween refer‐ > 5.00 mg/rev ⇒ “3.6.18 Fuel
Of Range ence and ac‐ Pump Control
Low tual fuel pres‐ • for time >= 10.0 s Module J538 /
sure > 2,999.90 • Fuel mass set‐ Fuel Delivery
kPa point upper range Unit GX1 ,
<= 187.17 – Checking”, page
• For time >= 3.0 493 .
s 229.23 mg/rev
• Fuel mass set‐ – Check the Fuel
point gradient Pressure Regu‐
-1389.00 – lator Valve -
1389.00 mg/rev N276- . Refer to
⇒ “3.6.16 Fuel
• For time >= 5.0 s Pressure Regu‐
• And lator Valve
N276 , Check‐
• Additional for cat‐ ing”, page 489 .
alyst heating:
– Check the Fuel
• Catalyst heating Pressure Sen‐
active sor - G247- . Re‐
• ECT @ cylinder fer to
head > -48° C ⇒ “3.6.17 Fuel
Pressure Sen‐
• Fuel mass set‐ sor G247 ,
point lower range Checking”, page
>= 5.00 mg/rev 491 .
P054A Cold • Camshaft posi‐ • Modeled oil tem‐ • 0 • 2 – Check the Ex‐
Cold Start tion deviation > perature (FTP75: DCY haust Camshaft
Start "B" Monitor‐ 9.00° CRK -40...160° C 45) s Adjustment
Cam‐ ing Varia‐ Valve 1 - N318- .
shaft ble Valve • Engine speed • Once / Refer to
Position Timing 608 – 6,016 rpm DCY ⇒ “3.6.14 Ex‐
Timing (VVT) Ex‐ • Camshaft posi‐ haust Camshaft
Over- haust Ac‐ tion n.a. Adjustment
Ad‐ tuator ra‐ Valve 1 N318 ,
vanced tionality • Camshaft posi‐ Checking”, page
Bank 1 check tion adjustment 485
active
active
tegrator ( actual
tion) >= 8.00°
CRK’s

GTI 2014 ➤
tion
P064A COM: • FP signal: • Engine on • 1.2 s • 2 – Check the Fuel
Fuel Fuel ROM / RAM Con‐ DCY Pump Control
Pump Pump failure feed‐ tinu‐ Module - J538- /
Control Control back >= 2.00 [-] ous Fuel Delivery
Module Module Unit - GX1- . Re‐
(FPCM) • FP signal: pow‐ • 1.4 s fer to
commu‐ er amplifier fail‐ Con‐ ⇒ “3.6.18 Fuel
nication ure feedback tinu‐ Pump Control
with >= 2.00 [-] ous Module J538 /
FPCM Fuel Delivery
Unit GX1 ,
Checking”, page
493 .
P0601 ECM: • Calibration • 1.0 s • 2 – Check the En‐
Internal Check‐ checksum in‐ DCY gine Control
Control sum Veri‐ correct • Con‐ Module - J623- .
Module fication tinu‐ Refer to appro‐
Memory • Software ous priate repair
Check‐ checksum in‐ manual.
sum Er‐ correct
ror
P0603 Injection • Hardware vs. • 4.9 s • 2 – Check the En‐
Internal Valves software ver‐ DCY gine Control
Control Supply sion check dur‐ • Once / Module - J623- .
Module Voltage ing initialization DCY Refer to appro‐
Keep Internal failure priate repair
Alive Hardware manual.
Memory Check • Calibration dur‐
(KAM) ing initialization
Error failure
• Hardware dur‐
ing initialization
failure
• Time reference
from micro con‐
itialization fail‐
ure
• Time reference • 2,880.0°

from micro con‐ CRK
itialization • Contin‐
missing uous
• Communica‐ • 2880.0°
tion between CRK
micro controller
and SDI-Driver • Contin‐
power stage uous
failure
• Communica‐ • 360.0°
tion between CRK
micro controller
and SDI-Driver • Once /
power stage DCY
failure

GTI 2014 ➤
tion
ECM: • Device 1: • 2.0 s
Commu‐
nication • SPI communi‐ • Con‐
Check cation with AT‐ tinu‐
IC failure ous
• Device 2:
• SPI communi‐
cation with AT‐
IC failure
• SPI communi‐
cation with AT‐
IC failure
P0606 Baromet‐ • Diff. barometric • Case 1: • 3.0 s • 2 – Using scan tool,

Control ric Pres‐ pressure vs. DCY monitor the
Module sure Sen‐ upstream throt‐ • Engine stop dur‐ • Multi‐ Barometric
Pro‐ sor Ra‐ tle pressure >= ing DCY ple Pressure Sen‐
cessor tionality 8.50 kPa • Engine stopped sor, located
Check By within the En‐
Engine • Or • Vehicle speed < 1 gine Control
Off* • Diff. barometric mph Module - J623- .
pressure vs. in‐ • Case 2:
take manifold – Check the En‐
pressure >= gine Control
• Engine stop at
8.50 kPa Module - J623- .
start of DCY Refer to appro‐
• Engine stopped priate repair
manual.
mph
gine stop >= 5.0 s

GTI 2014 ➤
tion
Baromet‐ • Case 1: • Engine stopped • 3.0 s
ric Pres‐
sure Sen‐ • Diff. barometric • Vehicle speed < 1 • Once /
sor Ra‐ pressure vs. in‐ mph DCY
tionality take manifold
pressure >= • Ignition off
Check
During 8.50 kPa • Delay time in
ECM • And ECM keep alive-
Keep time > 10.0 s
Alive- • Diff. barometric
Time:* pressure vs. • Delay after en‐
upstream throt‐ gine stop >= 5.0 s
tle pressure >= • Barometric pres‐
8.50 kPa sure sensor volt‐
• Case 2: age 0.20 – 4.80 V
• Diff. intake • intake manifold

manifold pres‐ pressure sensor
sure vs. intake voltage 0.20 –
manifold pres‐ 4.80 V
sure @ idle or • Turbocharger
low part load boost pressure
n.a. kPa sensor voltage
• Diff. barometric 0.20 – 4.80 V
pressure vs. in‐
take manifold
pressure n.a.
kPa
pressure vs.
upstream throt‐
tle pressure
n.a. kPa
• Case 3:
• Diff. upstream
throttle pres‐
sure @ full or
high part load
vs. upstream
throttle pres‐
sure n.a. kPa
pressure vs. in‐
take manifold
pressure n.a.
kPa
pressure vs.
upstream throt‐
tle pressure
n.a. kPa
• Diff. upstream
throttle pres‐
sure vs. intake
manifold pres‐
sure n.a. kPa

GTI 2014 ➤
tion
Baromet‐ • Measured • 5.0 s
sure Sen‐ pressure > • Con‐
sor Out 115.0 kPa tinu‐
Of Range ous
High*
Baromet‐ • Measured
sure Sen‐ pressure < 45.0
sor Out kPa
Of Range
Low*
Knock • Knock control • Engine running • 6.4 s
Control failure
Function‐ • Con‐
al Check* tinu‐
ous
ECM: • EEPROM in‐ • 1.0 s

EEPROM formation fail‐
Check* ure • Once /
DCY
• Decryption of
NVMCrypt
failed
• Finished
NVMCrypt in‐
tegrity error
• Communica‐
tion between
sample soft‐
ware and pro‐
duction hard‐
ware error
• RAM error de‐
tected
• Monitoring
module check
failed
ECM: • SPI communi‐ • Time after igni‐ • 1.0 s

Commu‐ cation with AT‐ tion on >= 1.0 s
nication IC failure • Con‐
Check* tinu‐
ous
ECM: A/ • Diff. A/D-chan‐ • 0.5 s

D Con‐ nel 1 vs. A/D-
verter channel 2 > • Con‐
Function 0.30 V tinu‐
Monitor‐ ous
ing: A/D
Convert‐
er*

GTI 2014 ➤
tion
ECM: • Monitoring of • Throttle actuator • 0.5 s
Electron‐ difference be‐ commanded on
ic Throttle tween actual • Con‐
Control and set point tinu‐
Module torque value ous
Function engine torque
Monitor‐ overflow >
ing: Tor‐ 45.00 – 350.00
que Nm
• Monitoring of • 0.01 s
torque differ‐
ence integra‐ • Con‐
tion integrated tinu‐
engine torque > ous
655.35 Nms
ECM: • Engine speed > • Engine speed • 0.5 s

Electron‐ 1,760 RPM limitation active
ic Throttle • Con‐
Control • Injection active tinu‐
Module ous
Function
Monitor‐
ing: En‐
gine
Speed
Limitation
ECM: • Internal check • 0.5 s
Electron‐ failed
ic Throttle • Con‐
Control tinu‐
Module ous
Function
Monitor‐
ing: A/D
Convert‐
er
CAN: • RAM error • Initialization • 0.2 s
Controller memory check‐ phase active
controller sum error • Once /
RAM • Ignition on DCY
check
P0607 Baromet‐ • Barometric • 0.5 s • 2 – Using scan tool,
Control ric Pres‐ pressure sen‐ DCY monitor the
Module sure Sen‐ sor voltage < • Con‐ Barometric
Per‐ sor Short 0.20 V tinu‐ Pressure Sen‐
for‐ To ous sor, located
mance Ground within the En‐
Baromet‐ • Barometric gine Control
ric Pres‐ pressure sen‐ Module - J623- .
sure Sen‐ sor voltage >
sor Short 4.80 V – Check the En‐
To Bat‐ gine Control
tery Plus Module - J623- .
Refer to appro‐
priate repair
manual.

GTI 2014 ➤
tion
P0638 Throttle • Battery voltage • Throttle adapta‐ • 0.01 s • 2 – Check the Throt‐
Throttle Actuator <= 9.04 V tion (@ initial start DCY tle Valve Control
Actuator Basic or after detection • Once Module - GX3- .
Control Settings of throttle ex‐ Per Refer to
Range/ Adapta‐ change or check‐ Life‐ ⇒ “3.6.31 Throt‐
Per‐ tion Val‐ sum error) active time tle Valve Control
for‐ ue Moni‐ Module GX3 ,
mance toring • Accelerator • 0.01 s Checking”, page
Bank 1 pedal value > 524 .
99.90 % • Once
Per
• Or Life‐
time
• Engine speed >
64 RPM
• Or
• Vehicle speed
> 1 mph
• Or
• Modeled IAT @
throttle < 5° C
• Or
• ECT @ cylin‐
der head < 5° C
• Or
• ECT @ cylin‐
der head >
110° C
• Actual TPS 1 or • Throttle adapta‐ • 0.01 s

2 voltage - volt‐ tion demanded
age ref. point > • Once /
0.07 V • Accelerator pedal DCY
value < 99.90 %
• Actual TPS - • Engine speed < • 0.01 s
ref. point > 64 RPM
0.503° TPS • Once /
• Vehicle speed < 1 DCY
mph
Throttle • Actual TPS - • 0.01 s
Actuator ref. point > • Modeled IAT @
Basic 0.503° TPS throttle > 5° C • Once
Settings Per
• ECT @ cylinder Life‐
Monitor‐ head 5 – 110° C
ing Of Po‐ time
sition

GTI 2014 ➤
tion
tion sensor 1
voltage < 0.40
V
• Or
tion sensor 2
voltage > 4.60
V
• Or
tion sensor 1
voltage > 0.80
V
• Or
tion sensor 2
voltage < 4.20
V
• Actual TPS 1 or
2 voltage - volt‐
age ref. point >
0.07 V
• Actual TPS 1 or
2 voltage - volt‐
age ref. point >
0.25 V
• Actual TPS -
ref. point >
0.503° TPS
• Actual TPS 1 or
2 voltage - volt‐
age ref. point >
0.07 V

Refer‐ Voltage age < 4.62 V • Con‐ is also set, refer
ence Out Of tinu‐ to that sensor for
Voltage Range ous diagnosis first. If
"A" Cir‐ Low no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.

GTI 2014 ➤
tion
Refer‐ Voltage age > 5.43 V • Con‐ is also set, refer
"A" Cir‐ High no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
"B" Cir‐ Low no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
"B" Cir‐ High no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
P0657 Supply • Output voltage, • Relay comman‐ • 1.0 s • 2 – Check the En‐
Actuator Voltage lower range >= ded off DCY gine Component
Supply Relay En‐ 1.90 – 2.30 V • Con‐ Power Supply
Voltage gine tinu‐ Relay - J757- .
"A" Cir‐ Compo‐ • Output voltage, ous Refer to
cuit/ nents upper range ⇒ “3.6.8 Engine
Open Open Cir‐ (hardware val‐ Component
cuit ues) <= 2.80 – Power Supply
3.20 V Relay J757 ,
Checking”, page
P0658 Supply • Output voltage • Relay comman‐ 473 .
Actuator Voltage (hardware val‐ ded off
Supply Relay En‐ ues) < 1.90 –
Voltage gine 2.30 V
"A" Cir‐ Compo‐
cuit Low nents
Short To
Ground

GTI 2014 ➤
tion
P0659 Supply • Output current • Relay comman‐
Actuator Voltage driver stage in‐ ded on
Supply Relay En‐ ternal value
Voltage gine
"A" Cir‐ Compo‐ • Or
cuit High nents • Actuator tem‐
Short To perature (hard‐
Battery ware values) >
Voltage 175 – 195° C
ECM/ lay Ra‐ voltage > 6.00 manded on DCY tronic Engine
PCM tionality V • Con‐ Control Module
Power Check • For time >= 0.3 s tinu‐ Power Supply
Relay During ous Relay - J271- .
Circuit Off ⇒ “3.6.25 Mo‐
Low tronic Engine
Control Module
Power Supply
Relay J271 ,
Checking”, page
509 .
ECM/ lay Ra‐ voltage < 5.00 manded on DCY tronic Engine
PCM tionality V • Con‐ Control Module
Power Check • For time >= 0.1 s tinu‐ Power Supply
Relay During ous Relay - J271- .
Circuit Running ⇒ “3.6.25 Mo‐
High Main Re‐ • Main relay driv‐ • Main relay com‐ • 0.2 s tronic Engine
lay Short er temperature manded on Control Module
To Bat‐ > 175 – 195° C • Con‐ Power Supply
tery Plus • For time >= 0.4 s tinu‐ Relay J271 ,
• Or ous Checking”, page
509 .
• Main relay out‐
put current
(hardware val‐
ues) driver
stage internal
value

"C" Cir‐ Low no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.

GTI 2014 ➤
tion
"C" Cir‐ High no other related
place the Engine
Control Module -
J623- . Refer to
appropriate re‐
pair manual.
P11A1 Variable • Output voltage • Actuator com‐ • 0.5 s • 2 – Check the Cylin‐
Cam Valve Lift < 1.92 – 2.21 V manded off DCY der 1 Exhaust
Shift Ac‐ (VVL) (hardware val‐ • Con‐ Camshaft Ad‐
tuator short to ues) tinu‐ juster A - N580- .
"A" Cyl‐ ground ous Refer to
inder 1 Variable • Output voltage, • 2 ⇒ “3.6.2 Cam
Circuit/ Valve Lift lower range < DCY Adjustment Ac‐
Open (VVL) 1.92 – 2.21 V tuators , Check‐
open cir‐ ing”, page 459
cuit • Output voltage,
upper range >
2.85 – 3.25 V
P11A2 Variable • Actuator feed‐ • Modeled oil tem‐ • 6.0 s • 2 – Check the Cylin‐
Cam Valve Lift back signal perature < 20° C DCY der 1 Exhaust
Shift Ac‐ (VVL) ra‐ voltage perma‐ • Con‐ Camshaft Ad‐
tuator tionality nently low [-] tinu‐ juster A - N580- .
"A" Cyl‐ check low ous Refer to
inder 1 ⇒ “3.6.2 Cam
Range/ Adjustment Ac‐
Per‐ tuators , Check‐
for‐ ing”, page 459
mance
Shift Ac‐ (VVL) (hardware val‐ • Con‐ Camshaft B -
tuator short to ues) tinu‐ N581- . Refer to
"B" Cyl‐ ground ous ⇒ “3.6.2 Cam
inder 1 Variable • Output voltage, • 2 Adjustment Ac‐
Circuit/ Valve Lift lower range < DCY tuators , Check‐
Open (VVL) 1.92 – 2.21 V ing”, page 459
open cir‐
upper range >
2.85 – 3.25 V
Shift Ac‐ (VVL) ra‐ voltage perma‐ • Con‐ Camshaft B -
tuator tionality nently low [-] tinu‐ N581- . Refer to
"B" Cyl‐ check low ous ⇒ “3.6.2 Cam
inder 1 Adjustment Ac‐
Range/ tuators , Check‐
Per‐ ing”, page 459
for‐
mance

GTI 2014 ➤
tion
upper range >
2.85 – 3.25 V
mance
open cir‐
upper range >
2.85 – 3.25 V
for‐
mance
upper range >
2.85 – 3.25 V

GTI 2014 ➤
tion
P11AA Variable • Actuator feed‐ • Modeled oil tem‐ • 6.0 s • 2 – Check the Cylin‐
mance
P11AB Variable • Output voltage • Actuator com‐ • 0.5 s • 2 – Check the Cylin‐
open cir‐
upper range >
2.85 – 3.25 V
P11AC Variable • Actuator feed‐ • Modeled oil tem‐ • 6.0 s • 2 – Check the Cylin‐
for‐
mance
P11AD Variable • Output voltage • Actuator com‐ • 0.5 s • 2 – Check the Cylin‐
upper range >
2.85 – 3.25 V
P11AE Variable • Actuator feed‐ • Modeled oil tem‐ • 6.0 s • 2 – Check the Cylin‐
mance
P11AF Variable • Output voltage • Actuator com‐ • 0.5 s • 2 – Check the Cylin‐

GTI 2014 ➤
tion
Circuit/ Variable • Output voltage, • 2 tuators , Check‐
Open Valve Lift lower range < DCY ing”, page 459
(VVL) 1.92 – 2.21 V
open cir‐
upper range >
2.85 – 3.25 V
P11B0 Variable • Actuator feed‐ • Modeled oil tem‐ • 6.0 s • 2 – Check the Cylin‐
for‐
mance
P11BF Variable • Power stage • Actuator com‐ • 0.1 s • 2 – Check the Cylin‐
Cam Valve Lift temperature > manded on DCY der 1 Exhaust
Shift Ac‐ (VVL) 160 – 200° C • Con‐ Camshaft Ad‐
tuator short to tinu‐ juster A - N580- .
Outlet battery • Or ous Refer to
"A" Cyl‐ plus • Output current ⇒ “3.6.2 Cam
inder 1 driver stage in‐ Adjustment Ac‐
Range/ ternal value tuators , Check‐
Per‐ (hardware val‐ ing”, page 459
for‐ ues)
mance
P11C0 Variable • Power stage • Actuator com‐ • 0.1 s • 2 – Check the Cylin‐
Shift Ac‐ (VVL) 160 – 200° C • Con‐ Camshaft B -
tuator short to tinu‐ N581- . Refer to
Outlet battery • Or ous ⇒ “3.6.2 Cam
"B" Cyl‐ plus • Output current Adjustment Ac‐
inder 1 driver stage in‐ tuators , Check‐
Circuit/ ternal value ing”, page 459
Open (hardware val‐
ues)
for‐ ues)
mance
ues)

GTI 2014 ➤
tion
for‐ ues)
mance
ues)
for‐ ues)
mance
ues)

GTI 2014 ➤
tion
P12A1 Fuel Sys‐ • Deviation • General: • 5.0 s • 2 – Check the Fuel
Fuel Rail tem Pres‐ lambda of con‐ DCY Pressure Sen‐
Pres‐ sure Sen‐ troller included • Engine speed • Con‐ sor - G247- . Re‐
sure sor, High adaptation < 512 – 6,816 rpm tinu‐ fer to
Sensor Pressure -22.50% ous ⇒ “3.6.17 Fuel
Inap‐ Side Ra‐ point 5.00 – Pressure Sen‐
propri‐ tionality • and
1,389.00 mg/rev sor G247 ,
ately Check • high pressure Checking”, page
Low Low controller out‐ • Time after 491 .
put > 40 mg change to DFI not
equipped s – Check the Fuel
Pump Control
• Time after engine Module - J538- /
Unit - GX1- . Re‐
• Engine warm-up fer to
not active ⇒ “3.6.18 Fuel
• Catalyst heating Pump Control
not active Module J538 /
Fuel Delivery
• Full load not ac‐ Unit GX1 ,
tive Checking”, page
493 .
• Catalyst purge
not active – Check the fuel
• Lambda control pressure. Refer
closed loop to appropriate
repair manual.
tionality diagno‐
sis not active
• Fuel pressure
setpoint gradient
<= 34,777.60
[kPa
• And
• Depending on
low dynamic con‐
ditions:
point lower range
> 5.00 mg/rev
point upper range
< 187.17 – 229.23
mg/rev
point gradient
-1,389.00 –
1,389.00 mg/rev
• And
• Depending on
canister purge:
1.00 [-]

GTI 2014 ➤
tion
• Or
not active or
closed

GTI 2014 ➤
tion
P12A2 Fuel Sys‐ • Deviation • General: • 5.0 s • 2 – Check the Fuel
Fuel Rail tem Pres‐ lambda of con‐ DCY Pressure Sen‐
Pres‐ sure Sen‐ troller included • Engine speed • Con‐ sor - G247- . Re‐
sure sor, High adaptation > 608 – 6,816 rpm tinu‐ fer to
Sensor Pressure 30.00% ous ⇒ “3.6.17 Fuel
Inap‐ Side Ra‐ point 5.00 – Pressure Sen‐
propri‐ tionality • And
1,389.00 mg/rev sor G247 ,
ately Check • High pressure Checking”, page
High High controller out‐ • Time after 491 .
put < -35 mg change to DFI not
equipped s – Check the Fuel
Delivery Unit -
• Time after engine GX1- . Refer to
start > 10.0 s ⇒ “3.6.18 Fuel
Pump Control
• Engine warm-up Module J538 /
not active Fuel Delivery
• Catalyst heating Unit GX1 ,
not active Checking”, page
493 .
• Full load not ac‐
tive – Check the fuel
pressure. Refer
• Catalyst purge to appropriate
not active repair manual.
• Lambda control
closed loop
tionality diagno‐
sis not active
• Fuel pressure
setpoint gradient
<= 34,777.60 kPa
• And
• Depending on
low dynamic con‐
ditions:
point lower range
> 5.00 mg/rev
point upper range
< 187.17 – 229.23
mg/rev
point gradient
-1,389.00 –
1,389.00 mg/rev
• And
• Depending on
canister purge:
1.00 [-]

GTI 2014 ➤
tion
• Or
not active or
closed

GTI 2014 ➤
tion
P12A4 Fuel Sys‐ • Deviation be‐ • General: • 5.0 s • 2 – Check the Fuel
Fuel Rail tem Pres‐ tween fuel DCY Pressure Sen‐
Pump sure Sen‐ pressure set‐ • Engine speed • Con‐ sor - G247- . Re‐
Control sor, High point and cur‐ 608 – 6,816 rpm tinu‐ fer to
Valve Pressure rent fuel pres‐ ous ⇒ “3.6.17 Fuel
Stuck Side Out sure < point 5.00 – Pressure Sen‐
Closed Of Range -2999.90 kPa 1,389.00 mg/rev sor G247 ,
High Checking”, page
• Deviation • Time after engine 491 .
lambda of con‐ start > 10.0 s
troller included – Check the Fuel
adaption • Engine warm-up Delivery Unit -
-50.00 – 50.00 not calibrated GX1- . Refer to
% ⇒ “3.6.18 Fuel
• Case 1: Pump Control
not calibrated Module J538 /
• High pressure • Full load not cali‐ Fuel Delivery
controller out‐ brated Unit GX1 ,
put < -45 mg Checking”, page
• Catalyst purge 493 .
• Case 2: not calibrated
– Check the fuel
• Flow control • Lambda control pressure. Refer
valve open not calibrated to appropriate
• Mass fuel flow • Evap purge func‐ repair manual.
setpoint > tionality diagno‐
15.01 mg/rev sis not calibrated
• Fuel pressure
setpoint gradient
<= 34,777.60 kPa
• And
• Depending on
low dynamic con‐
ditions:
point lower range
> 5.00 mg/rev
point upper range
< 187.17 – 229.23
mg/rev
point gradient
-1,389.00 –
1,389.00 mg/rev
• And
• Depending on
canister purge:
• Canister load not
calibrated [-]
• Or
not calibrated

GTI 2014 ➤
tion
P13EA Ignition • Ratio between • Time @ part load • 0.1 s • 2 – Check the En‐
Cold Control ignition angle > 5.0 s DCY gine Speed Sen‐
Start Ig‐ Ignition efficiency inte‐ • Once / sor - G28- . Re‐
nition Timing gral and time at • Ignition angle set DCY fer to
Timing Monitor part load > 0.16 point <= 0.94 [-] ⇒ “3.6.11 En‐
Per‐ [-] • Engine part load gine Speed Sen‐
for‐ sor G28 , Check‐
mance • Vehicle speed > 2 ing”, page 479 .
Off Idle mph
– Check the Igni‐
• And tion Coils with
Power Output
• Diff. air mass set Stage . Refer to
point vs. filtered ⇒ “3.6.20 Igni‐
detection < Stage , Check‐
99.999.0 mg/rev ing”, page 499 .
– Check for any
• And Engine Speed
sensor or Igni‐
• Diff. engine tion Coil faults
speed vs. filtered and diagnose
engine speed for them first.
engine speed dy‐
namic detection < – If NO other co‐
8,160 RPM des are set,
• For time >= 0.0 s check the ECM.
Refer to appro‐
priate repair
manual.
P1545 Throttle • Control duty • Throttle position • 5.0 s • 2 – Check the Throt‐
Throttle Actuator cycle > 98.0 % not at min. value DCY tle Valve Control
Actuator Out Of • Con‐ Module - GX3- .
"A" Con‐ Range • Throttle adapta‐ tinu‐ Refer to
trol Mo‐ tion not active ous ⇒ “3.6.31 Throt‐
tor Cir‐ • Throttle actuator tle Valve Control
cuit commanded on Module GX3 ,
Per‐ 524 .
for‐ Throttle • Difference be‐ • Throttle adapta‐
mance Actuator tween throttle tion (@ initial start
Rationali‐ position set or after detection
ty Check point and throt‐ of throttle ex‐
tle flap opening change or check‐
angle for elec‐ sum error) not ac‐
tronic throttle tive
control > 2.998
– 24.982° TPS • Throttle actuator
commanded on
tween throttle po‐
sition set point
and throttle flap
opening angle <=
1.999; > -1.999°
TPS

GTI 2014 ➤
tion
P169A ECM: • Transport • Vehicle speed < 3 • 0.01 s • 1 – Perform readi‐
Loading Transport mode active mph DCY ness check. Re‐
Mode Mode • Con‐ fer to
Active Function • Max trip mileage tinu‐ ⇒ “3.2 Readi‐
Monitor‐ since initial vehi‐ ous ness Codes”,
ing: Mode cle start-up < page 19 .
Change 62.15 miles
• During ECM keep
alive-time after
ignition off engine
speed 0 RPM
• Production mode
not active
• For hybrid:
• Drive motor off
Intake Manifold > 1.89 V off DCY take Manifold
Manifold Runner • Con‐ Runner Control
Runner Flap Ac‐ • For time >= 1.5 • Time after engine tinu‐ Valve - N316- .
Control tuator s start > 5.0 s ous Refer to
Open Open Manifold Runner
N316 , Check‐
ing”, page 501 .
Intake Manifold < 3.10 V on DCY take Manifold
Manifold Runner • Con‐ Runner Control
Runner Flap Ac‐ • For time >= 1.5 • Time after engine tinu‐ Valve - N316- .
Control tuator s start > 5.0 s ous Refer to
Closed Close Manifold Runner
N316 , Check‐
ing”, page 501 .
Intake Manifold lower range DCY take Manifold
Manifold Runner 1.92 – 2.21 V • Actuator com‐ • Con‐ Runner Control
Runner Flap Ac‐ manded off tinu‐ Valve - N316- .
Control tuator • Output voltage ous Refer to
Circuit/ Open Cir‐ upper range ⇒ “3.6.21 Intake
Open cuit (hardware val‐ Manifold Runner
Bank 1 ues) 2.85 – Control Valve
3.25 V N316 , Check‐
ing”, page 501 .
Intake Manifold (hardware val‐ DCY take Manifold
Manifold Runner ues) < 1.92 – • Actuator com‐ • Con‐ Runner Control
Runner Flap Ac‐ 2.21 V manded off tinu‐ Valve - N316- .
Control tuator ous Refer to
Circuit Short To ⇒ “3.6.21 Intake
Low Ground Manifold Runner
N316 , Check‐
ing”, page 501 .

GTI 2014 ➤
tion
P2010 Intake • Power stage • Engine running • 2.0 s • 2 – Check the In‐
Intake Manifold temperature > DCY take Manifold
Manifold Runner 160 – 200° C • Actuator com‐ • Con‐ Runner Control
Runner Flap Ac‐ manded on tinu‐ Valve - N316- .
Control tuator • Or ous Refer to
Circuit Short To • Output current ⇒ “3.6.21 Intake
High Battery (hardware val‐ Manifold Runner
Bank 1 Plus ues) driver Control Valve
stage internal N316 , Check‐
value ing”, page 501 .
Manifold Runner sition sensor • Con‐ Runner Position
Runner Flap Po‐ voltage < 0.20 tinu‐ Sensor - G336- .
Position sition V ous Refer to
Circuit Ground / Position Sensor
Bank 1 Open Cir‐ G336 , Check‐
cuit ing”, page 503 .
P2015 Intake • Diff. actual val‐ • Modeled air tem‐ • 0.04 s • 2 – Check the In‐
Intake Manifold ue vs. substitu‐ perature < 0.75 [-] DCY take Manifold
Manifold Runner tion value @ • Once Runner Position
Runner Flap Ac‐ lower mechani‐ • Engine running per Sensor - G336- .
Position tuator cal thresh hold • life‐ Refer to
Engine speed > time
Sensor/ Adapta‐ > 0.70 V 640; < 1,504 ⇒ “3.6.22 Intake
Switch tion Val‐ RPM Manifold Runner
Circuit ue Moni‐ • Or Position Sensor
Range/ toring • Diff. actual val‐ • ECT @ cylinder G336 , Check‐
Per‐ ue vs. substitu‐ head > -30° C ing”, page 503 .
for‐ tion value @
mance • Intake manifold
upper mechan‐ runner flap adap‐
Bank 1 ical thresh hold tation not finished
> 0.70 V
• Failed adapta‐
tions >= 1.00 [-]
Manifold Runner sition sensor • Con‐ Runner Position
Runner Flap Po‐ voltage > 4.80 tinu‐ Sensor - G336- .
Position sition V ous Refer to
Circuit Battery Position Sensor
High Voltage G336 , Check‐

GTI 2014 ➤
tion
EVAP Tempera‐ voltage lower DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ range >= 1.92 – • Ignition on • Con‐ tection Control
por sor Open 2.21 V tinu‐ Module - J909- /
• Case 2: ous
Temper‐ Circuit Fuel Tank Pres‐
ature • NVLD output • Ignition off (dur‐ sure Sensor -
Sensor voltage upper ing ECM keep G400- . Refer to
Circuit range <= 2.85 – alive-time) ⇒ “3.6.19 Fuel
3.25 V Tank Leak De‐
tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
P2025 Smart • Diff. time be‐ • Ignition off • 3.0 s • 2 – Check the Fuel
EVAP Tempera‐ tween ECU DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ and smart • ECM keep alive • Once / tection Control
por sor Func‐ module > 3.0 s time active DCY Module - J909- /
Temper‐ tional Fuel Tank Pres‐
ature Check • Reset counter • Engine running • 0.1 s • 3 sure Sensor -
Sensor > 3.00 [-] DCY G400- . Refer to
Per‐ • Last ECM keep • Once / ⇒ “3.6.19 Fuel
for‐ alive mode finish‐ DCY Tank Leak De‐
mance ed tection Control
Module J909 /
Smart • Smart module • Ignition off • 300 s • 2 Fuel Tank Pres‐
Tempera‐ temperature > DCY sure Sensor
ture Sen‐ 119° C • NVLD (EVAP- • Con‐ G400 , Check‐
sor Out System) diagnos‐ tinu‐ ing”, page 496 .
Of Range tic mode = active ous
High • Fuel level <
85.10%
• Engine Running • 30 s
• Con‐
tinu‐
ous
Smart • Smart module • Engine off time • 1.0 s

Tempera‐ temperature < >= 360.00 min
ture Sen‐ -39° C • Once /
sor Out • ECT @ cylinder DCY
Of Range head > -23° C
Low • IAT cross check
finished
• ECT cross check
finished
• Fuel level <
85.10%

GTI 2014 ➤
tion
Smart • Difference be‐ • Engine off time
Tempera‐ tween smart >= 360.00 min
ture Sen‐ temperature
sor Cross and ECT @ cyl‐ • IAT cross check
Check inder head >= finished
25.5 K • ECT cross check
• And finished
• Difference be‐ • Fuel level <

tween smart 85.10%
temperature @
engine start
and IAT @
manifold >=
25.5 K
Smart • Gradient smart • Ignition off • 300 s

Tempera‐ temperature >
ture Sen‐ 20 K/10min • Fuel level < 85.10 • Once /
sor Sig‐ % DCY
nal Dy‐ • NVLD (EVAP-
namic System) diagnos‐
Check tic mode active
Smart • Response time • Case 1: • 5.0 s

Tempera‐ > 1.0 s
ture Sen‐ • Ignition on • Con‐
sor Com‐ • And tinu‐
• Engine running ous
munica‐ • Number of
tion with checks > 3.00 • Case 2:
Smart [-]
Tempera‐ • Ignition off (dur‐
ture Sen‐ • Or ing ECM keep
sor alive-time)
• Security bit in‐
correct
• And
• Number of
checks > 3.00
[-]

EVAP Tempera‐ voltage < 1.92 DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ – 2.21 V • Ignition on • Con‐ tection Control
por sor Short tinu‐ Module - J909- /
• Case 2: ous
Temper‐ To Fuel Tank Pres‐
ature Ground • Ignition off (dur‐ sure Sensor -
Sensor ing ECM keep G400- . Refer to
Circuit alive-time) ⇒ “3.6.19 Fuel
Low Tank Leak De‐
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .

GTI 2014 ➤
tion
EVAP Tempera‐ temperature > DCY Tank Leak De‐
Fuel Va‐ ture Sen‐ 160.0 – 200.0° • Ignition on • Con‐ tection Control
por sor Short C tinu‐ Module - J909- /
• Case 2: ous
Temper‐ To Bat‐ Fuel Tank Pres‐
ature tery Volt‐ • Or • Ignition off (dur‐ sure Sensor -
Sensor age • NVLD output ing ECM keep G400- . Refer to
Circuit current driver alive-time) ⇒ “3.6.19 Fuel
High stage internal Tank Leak De‐
Voltage value tection Control
Module J909 /
Fuel Tank Pres‐
sure Sensor
G400 , Check‐
ing”, page 496 .
P2067 COM: • Instrument • 0.5 s • 2 – Check the Fuel
Level el (FL) signal: short to • Con‐ G- . Refer to ap‐
Sensor Sensor 2 ground failure tinu‐ propriate repair
"B" Cir‐ commu‐ ous manual.
with IPC cluster module
signal: signal
range check
failure
P2068 COM: • Instrument • 0.5 s • 2 – Check the Fuel

Level el (FL) signal: short to • Con‐ G- . Refer to ap‐
Sensor Sensor 2 battery / open tinu‐ propriate repair
"B" Cir‐commu‐ circuit failure ous manual.
cuit Highnication
with IPC
"A" tuator In‐ (hardware val‐ manded off DCY shaft Adjust‐
Cam‐ take ues) < 1.92 – • Con‐ ment Valve 1 -
shaft Short To 2.21 V tinu‐ N205- . Refer to
Position Ground ous ⇒ “3.6.3 Cam‐
Actuator shaft Adjust‐
Control ment Valve 1
Circuit N205 , Check‐
Bank 1
P2089 VVT Ac‐ • Power stage • Actuator com‐ • 2.0 s • 2 – Check the Cam‐
"A" tuator In‐ temperature > manded on DCY shaft Adjust‐
Cam‐ take 160 – 200° C • Con‐ ment Valve 1 -
shaft Short To tinu‐ N205- . Refer to
Position Battery • Or ous ⇒ “3.6.3 Cam‐
Actuator Plus • Output current shaft Adjust‐
Circuit ues) driver N205 , Check‐
High stage internal ing”, page 462 .
Bank 1 value

GTI 2014 ➤
tion
P2090 Variable • Output voltage • Actuator com‐ • 2.0 s • 2 – Check the Ex‐
"B" Valve < 1.92 – 2.21 V manded off DCY haust Camshaft
Cam‐ Timing (hardware val‐ • Con‐ Adjustment
shaft (VVT) Ex‐ ues) tinu‐ Valve 1 - N318- .
Position haust Ac‐ ous Refer to
Actuator tuator ⇒ “3.6.14 Ex‐
Control short to haust Camshaft
Circuit ground Adjustment
Low Valve 1 N318 ,
485
P2091 Variable • Power stage • Actuator com‐ • 2.0 s • 2 – Check the Ex‐
"B" Valve temperature > manded on DCY haust Camshaft
Cam‐ Timing 160 – 200° C • Con‐ Adjustment
shaft (VVT) Ex‐ tinu‐ Valve 1 - N318- .
Position haust Ac‐ • Or ous Refer to
Actuator tuator • Output current ⇒ “3.6.14 Ex‐
Control short to driver stage in‐ haust Camshaft
Circuit battery ternal value Adjustment
High plus (hardware val‐ Valve 1 N318 ,
Bank 1 ues) Checking”, page
485
P2096 Fuel Sys‐ • Adaptation val‐ • 2nd lambda con‐ • 0.0 s • 2 – Check exhaust
Post tem Out ue < 0.05 [-] trol n.a. DCY system visually
Catalyst Of Range • Con‐ for leaks first
Fuel Low • Catalyst purge tinu‐ and correct as
Trim not active ous necessary.
System • Injection mode
Too change (DFI/MFI) – Check the Oxy‐
Lean not active gen Sensor 1 Af‐
Bank 1 ter Catalytic
• Engine speed >= Converter -
896 RPM GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Integrated mass gen Sensor 1 Af‐
for fuel in oil < ter Catalytic
255.00 [-] Converter GX7 ,
Checking”, page
• Choice of: 513 .
check not active
• Or
check finished

GTI 2014 ➤
tion
P2097 Fuel Sys‐ • Adaptation val‐ • 2nd lambda con‐ • 0.0 s • 2 – Check exhaust
Post tem Out ue > -0.05 [-] trol n.a. DCY system visually
Catalyst Of Range • Con‐ for leaks first
Fuel High • Catalyst purge tinu‐ and correct as
Trim not active ous necessary.
System • Injection mode
Too change (DFI/MFI) – Check the Oxy‐
Rich not active gen Sensor 1 Af‐
Bank 1 ter Catalytic
• Engine speed >= Converter -
896 RPM GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Integrated mass gen Sensor 1 Af‐
for fuel in oil < ter Catalytic
255.00 [-] Converter GX7 ,
Checking”, page
• Choice of: 513 .
check not active
• Or
check finished
P2100 Throttle • Electronic • Difference be‐ • 0.1 s • 2 – Check the Throt‐

Throttle Actuator throttle valve tween measured DCY tle Valve Control
Actuator Open Cir‐ driver load re‐ and filtered throt‐ • Con‐ Module - GX3- .
"A" Con‐ cuit sistance > tle position <= tinu‐ Refer to
trol Mo‐ 200.0 kOhm 0.073° TPS ous ⇒ “3.6.31 Throt‐
tor Cir‐ tle Valve Control
cuit/ • Actuator com‐ Module GX3 ,
Open manded off Checking”, page
524 .
Actuator Over driver tempera‐ • Con‐ Module - GX3- .
"A" Con‐ Tempera‐ ture (hardware tinu‐ Refer to
trol Mo‐ ture values) > 170.0 ous ⇒ “3.6.31 Throt‐
tor Cir‐ – 190.0° C tle Valve Control
cuit Module GX3 ,
Per‐ 524 .
for‐
mance
Actuator Short Cir‐ driver current • Con‐ Module - GX3- .
"A" Con‐ cuit (hardware val‐ tinu‐ Refer to
trol Mo‐ ues) driver ous ⇒ “3.6.31 Throt‐
tor Cir‐ stage internal tle Valve Control
cuit High value Module GX3 ,
Checking”, page
524 .
Pedal Position V • Con‐ Module - GX2- .
Position Sensor 1 tinu‐ Refer to
Sensor/ Out Of ous ⇒ “3.6.1 Accel‐
"D" Cir‐ Low Module GX2 ,
457 .

GTI 2014 ➤
tion
"D" Cir‐ High Module GX2 ,
457 .
"E" Cir‐ Low Module GX2 ,
457 .
"E" Cir‐ High Module GX2 ,
457 .
P2138 Accelera‐ • Difference be‐ • 0.4 s • 2 – Check the Ac‐
Throttle/ tor Pedal tween signal DCY celerator Pedal
Pedal Position voltage sensor • Con‐ Module - GX2- .
Position Sensor 1 1 and sensor 2 tinu‐ Refer to
Sensor/ And 2 Ra‐ > 0.10 – 0.12 V ous ⇒ “3.6.1 Accel‐
Switch tionality erator Pedal
"D"/"E" Check Module GX2 ,
Voltage Checking”, page
Correla‐ 457 .
tion

GTI 2014 ➤
tion
P2177 Fuel Sys‐ • Adaptive value • MAF > 60.0 mg/ • 5.0 s • 2 – Check the intake
System tem Di‐ >= 28.0 % rev DCY and vacuum ho‐
Too rect Fuel • Con‐ ses visually for
Lean Off Injection • ECT @ cylinder tinu‐ leaks. Check the
Idle System head > 20° C ous Positive Crank‐
Bank 1 Too Lean • IAT @ manifold > case Ventilation
-48° C visually. Also
make sure the
• AAT > -48° C oil dipstick is
properly se‐
• Lambda set point cured.
0.95 – 1.05 [-]
– Listen to and vis‐
• Lambda control ually inspect the
closed loop exhaust system
• Integrated MAF to insure there
>= 600.0 – are no leaks.
10,000.0 g
• Fuel mass 15.01 gen Sensor 1
– 50.00 mg/rev Before Catalytic
Converter -
• Engine speed GX10- . Refer to
1,024 – 3,744 ⇒ “3.6.28 Oxy‐
rpm gen Sensor 1
• Low dynamic Before Catalytic
conditions: Converter
GX10 , Check‐
• Diff. engine ing”, page 516 .
speed vs. aver‐
aged engine – Check the Oxy‐
speed for engine gen Sensor 1 Af‐
speed dynamic ter Catalytic
detection < 60 – Converter -
130 rpm GX7- . Refer to
⇒ “3.6.27 Oxy‐
• Diff. air mass vs. gen Sensor 1 Af‐
averaged air ter Catalytic
mass for load dy‐ Converter GX7 ,
namic detection < Checking”, page
16.00 – 30.01 mg/ 513 .
rev
• Diff. between ref‐ – Check the In‐
erence and ac‐ take Manifold
tual fuel pres‐ Sensor - GX9- .
sure, high side <= Refer to
2000.10 kPa ⇒ “3.6.23 Intake
Manifold Sensor
• Integrated air GX9 , Check‐
mass > 5.0 – 25.0 ing”, page 505 .
g
– Check the EVAP
• And Canister Purge
• Evap purge valve Regulator Valve
closed or canister 1 - N80- . Refer
load <= 1.20 [-] to
⇒ “3.6.13 EVAP
• Evap purge flow Canister Purge
at max. value Regulator Valve
1 N80 , Check‐
• Dependence on – Check the Fuel
canister purge Injectors . Refer
min: to

GTI 2014 ➤
tion
• Lower limit of ⇒ “3.6.15 Fuel
487 .
• Or
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P2178 Fuel Sys‐ • Adaptive value • Air mass > 60.00 • 5.0 s • 2 – Check the Evap‐
System tem Di‐ <= -30.0 % mg/rev DCY orative Emission
Too rect Fuel • Con‐ (EVAP) System
Rich Off Injection • ECT @ cylinder tinu‐ visually for con‐
Idle System head > 20° C ous tamination.
Bank 1 Too Rich • IAT @ manifold >
-48 ° C – Check the Oxy‐
gen Sensor 1
• AAT > -48 ° C Before Catalytic
Converter -
• Lambda setpoint GX10- . Refer to
0.97 – 1.05 [-] ⇒ “3.6.28 Oxy‐
gen Sensor 1
• Lambda control Before Catalytic
closed loop Converter
• Integrated air GX10 , Check‐
mass >= 600.0 – ing”, page 516 .
10,000.0 g
• Fuel mass 15.01 gen Sensor 1 Af‐
– 50.00 mg/rev ter Catalytic
Converter -
• Engine speed GX7- . Refer to
1,024 – 3,744 ⇒ “3.6.27 Oxy‐
rpm gen Sensor 1 Af‐
• Low dynamic ter Catalytic
conditions: Converter GX7 ,
Checking”, page
• Diff. engine 513 .
speed vs. aver‐
aged engine – Check the In‐
speed for engine take Manifold
speed dynamic Sensor - GX9- .
detection < 60 – Refer to
130 rpm ⇒ “3.6.23 Intake
Manifold Sensor
• Diff. air mass vs. GX9 , Check‐
averaged air ing”, page 505 .
mass for load dy‐
namic detection < – Check the Fuel
16.00 - 30.01 mg/ Injectors . Refer
rev to
• Diff. between ref‐ ⇒ “3.6.15 Fuel
erence and ac‐ Injectors ,
tual fuel pres‐ Checking”, page
sure, high side <= 487 .
2,000.10 kPa
• Integrated air
mass > 5.0 – 25.0
g
• And
closed
• Or
1.20 [-]
• Evap purge flow
at max. value
• Or

GTI 2014 ➤
tion
• Dependence on
canister purge
min:
• Lower limit of
lambda controller
output n.a.
• Or
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P2181 Engine • Modeled ECT • ECT @ cylinder • 1.0 s • 2 – Check cooling
Cooling Cooling @ cylinder head @ first start DCY system visually
System System head > 66 – 70° >= -10° C • Once / for leaks or dam‐
Per‐ Rationali‐ C DCY aged compo‐
for‐ ty Check • ECT @ cylinder nents.
mance • Choice of: head @ first start
<= 50 – 55° C – Check the En‐
• ECT @ cylin‐
der head < 65 – • AAT > -10° C gine Tempera‐
69° C ture Control Ac‐
• Ratio fuel cut off tuator - N493- .
• Or <= 10.16 % Refer to
⇒ “3.6.12 En‐
• ECT @ radiator • Ratio accumula‐ gine Tempera‐
outlet < n.a.° C ted time engine ture Control Ac‐
load condition vs. tuator N493 ,
time since engine Checking”, page
start <= 39.84 % 481 .
• Determination – Check the En‐
engine load con‐ gine Coolant
dition: Temperature
• Engine load (low‐ Sensor - G62- .
er threshold) <= Refer to
2.50 % ⇒ “3.6.9 Engine
Coolant Tem‐
• engine load (up‐ perature Sensor
per threshold) >= G62 , Check‐
100.00 % ing”, page 475 .
• Ratio accumula‐
ted time high
speed condition
<= 14.84 %
• Determination
high speed condi‐
tion:
• Vehicle speed >
75 mph
• Ratio accumula‐
ted time start-
stop active <=
16.02 %
• Setpoint of RVC
in measurement
window < 99.61
%
• Case 1:
• Engine speed <
8,160 rpm
• Case 2:
• Engine speed >=
8,160 rpm
• Diff. ECT@ cylin‐
der head during
measurement <
256° C

GTI 2014 ➤
tion
Electrical • ECT @ cylin‐ • Engine running
Thermo‐ der head < 60°
stat Ra‐ C • Or
tionality
Check • For time >= 0.0 • Engine stopped
s • And
• ECT @ cylinder
head once after
start > 65° C
• Or
• ECT @ radiator
outlet after en‐
gine start not cali‐
brated [°C]
• And
• AAT sensor sig‐
nal valid
• AAT > -10° C
• Relative actual
MAF > 5.00 %
• ECT @ cylinder
head @ first start
lower limit >= -40°
C
• ECT @ cylinder
head @ first start
upper limit <=
215° C
0 mph
• Modeled ECT @
cylinder head >
60° C
• Start-stop cycles
<= 255.00 [-]

GTI 2014 ➤
tion
P2183 Engine • High side: ref‐ • Engine off time • 0.1 s • 2 – Check the En‐
Engine Coolant erence meas‐ >= 360.00 min DCY gine Coolant
Coolant Tempera‐ uring • Once / Temperature
Temper‐ ture Sen‐ • Engine off time DCY Sensor On Radi‐
ature sor @ • Diff. ECT @ ra‐ plausible ator Outlet -
Sensor Radiator diator outlet @ G83- . Refer to
cold start vs. • Time after engine
2 Circuit Outlet start <= 1,400.0 s ⇒ “3.6.10 En‐
Range/ Cross IAT @ manifold gine Coolant
Per‐ Check @ cold start > • Depending on Temperature
for‐ 25.0 K temperature Sensor On Radi‐
mance • Diff. ECT @ ra‐ slope ator Outlet G83 ,
diator outlet @ • Checking”, page
Diff. actual vs 477 .
cold start vs. previous IAT <
ECT @ cylin‐ 256.0 K
der head
@cold start • Diff. actual vs
n.a. K previous ECT@
cylinder head n.a.
• Diff. ECT @ ra‐ K
diator outlet @
AAT @ cold previous ECT@
start > 25.0 K radiator outlet <
256.0 K
• Min. amount of
faulty refer‐ • Diff. actual vs
ence measure‐ previous AAT <
ments to detect 256.0 K
defective sen‐
sor 2.00 [-] • For time >= 1.0 s
• Or • Depending on
mean value con‐
• Low side: refer‐ dition
ence measur‐
ing • Mean value of all
temperature sen‐
• Diff. IAT @ sors @ cold start
manifold @ >= -256° C
cold start vs.
ECT @ radiator • Number of valid
outlet @ cold sensors >= 2.00
start > 25.0 K [-]
• Diff. ECT @ • Depending on
cylinder head block heater / so‐
@ cold start vs. lar radiation de‐
ECT @ radiator tection
outlet @cold • Time after engine
start n.a. K start >= 0.5 s
• Diff. AAT @ • Vehicle speed >=
cold start vs. 22 mph
ECT @ radiator
outlet @ cold • For time >= 20.0 s
start > 25.0 K
• Diff. actual IAT @
• Min. amount of manifold vs. min.
faulty refer‐ IAT @ manifold <
ence measure‐ 5.0 K
ments to detect
defective sen‐ • Diff. actual ECT
sor 2.00 [-] @ cylinder head
vs. min. ECT @
cylinder head n.a.
K

GTI 2014 ➤
tion
vs. min. AAT <
4.0 K
@ radiator outlet
vs. min. ECT @
radiator outlet <
1.1 K
P2184 Engine • Sensor voltage • 0.5 s • 2 – Check the En‐

Engine Coolant < 0.30 V DCY gine Coolant
Coolant Tempera‐ • Con‐ Temperature
Temper‐ ture Sen‐ tinu‐ Sensor On Radi‐
ature sor @ ous ator Outlet -
Low Short To gine Coolant
Ground Temperature
Sensor On Radi‐
ator Outlet G83 ,
Checking”, page
477 .
P2185 Engine • Sensor voltage • IAT @ throttle >= • 0.5 s • 2 – Check the En‐
Engine Coolant > 4.90 V -33° C DCY gine Coolant
Coolant Tempera‐ • Con‐ Temperature
Temper‐ ture Sen‐ • Time after engine tinu‐ Sensor On Radi‐
ature sor @ start > 60 s ous ator Outlet -
High Short To gine Coolant
Battery / Temperature
Open Cir‐ Sensor On Radi‐
cuit ator Outlet G83 ,
Checking”, page
477 .

GTI 2014 ➤
tion
P2187 Fuel Sys‐ • Case 1: • Air mass > 60.00 • 5.0 s • 2 – Check the intake
System tem Di‐ mg/rev DCY and vacuum ho‐
Too rect Fuel • Adaptive value • Con‐ ses visually for
Lean at Injection >= 3.01 mg/rev • ECT @ cylinder tinu‐ leaks. Check the
Idle System • head > 20° C ous Positive Crank‐
Case 2:
Bank 1 Too Lean • IAT @ manifold > case Ventilation
• Adaptive value -48° C visually. Also
n.a. make sure the
• AAT > -48° C oil dipstick is
properly se‐
• Lambda setpoint cured.
0.97 – 1.05 [-]
– Listen to and vis‐
• Lambda control ually inspect the
closed loop exhaust system
• Integrated air to insure there
mass >= 600.0 – are no leaks.
10,000.0 g
• Vehicle speed < 4 gen Sensor 1
mph Before Catalytic
Converter -
• Low dynamic GX10- . Refer to
conditions: ⇒ “3.6.28 Oxy‐
• Diff. engine gen Sensor 1
speed vs. aver‐ Before Catalytic
aged engine Converter
speed for engine GX10 , Check‐
speed dynamic ing”, page 516 .
detection < 60 –
130 rpm – Check the Oxy‐
gen Sensor 1 Af‐
• Diff. air mass vs. ter Catalytic
averaged air Converter -
mass for load dy‐ GX7- . Refer to
namic detection < ⇒ “3.6.27 Oxy‐
16.00 – 30.01mg/ gen Sensor 1 Af‐
rev ter Catalytic
Converter GX7 ,
• Diff. between ref‐ Checking”, page
erence and ac‐ 513 .
tual fuel pres‐
sure, high side <= – Check the In‐
2000.10 kPa take Manifold
• Integrated air Sensor - GX9- .
mass > 5.0 – 25.0 Refer to
g ⇒ “3.6.23 Intake
Manifold Sensor
• And GX9 , Check‐
ing”, page 505 .
• Fuel mass lower
range > 4.01 mg/ – Check the EVAP
rev Canister Purge
• Fuel mass upper Regulator Valve
range < 17.00 – 1 - N80- . Refer
19.01 mg/rev to
⇒ “3.6.13 EVAP
• Engine speed Canister Purge
704 – 927 [rpm] Regulator Valve
1 N80 , Check‐
• Engine n.a. – Check the Fuel
• And Injectors . Refer
to

GTI 2014 ➤
tion
• Evap purge valve ⇒ “3.6.15 Fuel
closed Injectors ,
Checking”, page
• Or 487 .
1.20 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda controller
output n.a.
• Or
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P2188 Fuel Sys‐ • Case 1: • Air mass > 60.00 • 5.0 s • 2 – Check the Evap‐
System tem Di‐ mg/rev DCY orative Emission
Too rect Fuel • Adaptive value • Con‐ (EVAP) System
Rich at Injection <= -3.01 mg/ • ECT @ cylinder tinu‐ visually for con‐
Idle System rev head > 20° C ous tamination.
Bank 1 Too Rich • Case 2: • IAT @ manifold >
-48 ° C – Check the Oxy‐
• Adaptive value gen Sensor 1
<= n.a. kg/h • AAT > -48° C Before Catalytic
Converter -
• Lambda setpoint GX10- . Refer to
0.97 – 1.05 [-] ⇒ “3.6.28 Oxy‐
gen Sensor 1
• Lambda control Before Catalytic
closed loop Converter
• Oil dilution not GX10 , Check‐
detected ing”, page 516 .
• Integrated air – Check the Oxy‐
mass >= 600.0 – gen Sensor 1 Af‐
10,000.0 g ter Catalytic
Converter -
• Vehicle speed < 4 GX7- . Refer to
mph ⇒ “3.6.27 Oxy‐
• Low dynamic gen Sensor 1 Af‐
conditions: ter Catalytic
Converter GX7 ,
• Diff. engine Checking”, page
speed vs. aver‐ 513 .
aged engine
speed for engine – Check the Fuel
speed dynamic Injectors . Refer
detection < 60 – to
130 rpm ⇒ “3.6.15 Fuel
Injectors ,
• Diff. air mass vs. Checking”, page
averaged air 487 .
mass for load dy‐
namic detection <
16.00 – 30.01 mg/
rev
• Diff. between ref‐
erence and ac‐
tual fuel pres‐
sure, high side <=
2000.10 kPa
• Integrated air
mass > 5.0 – 25.0
g
• And
• Fuel mass lower
range > 4.01 mg/
rev
• Fuel mass upper
range < 17.00 –
19.01 mg/rev
• Engine speed
704 – 927 rpm
• Or

GTI 2014 ➤
tion
• Engine n.a.
• And
closed
• Or
1.20 [-]
• Evap purge flow
at max. value
• Or
• Depending on
canister purge
min:
• Lower limit of
lambda controller
output n.a.
• Or
• Upper limit of
lambda controller
output n.a.
• And
• Evap purge flow
at min. value

GTI 2014 ➤
tion
P2195 Oxygen • Plausibility sig‐ • O2S front ready • 67.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors nal check O2S DCY gen Sensor 1
sor Sig‐ Front Ra‐ front and O2S • O2S rear ready • Con‐ Before Catalytic
nal tionality rear: tinu‐ Converter -
• ECT @ cylinder ous
Biased/ Check head >= -48° C GX10- . Refer to
Stuck • Lambda value ⇒ “3.6.28 Oxy‐
Lean > 1.15 [-] • MAF > 0.0; < gen Sensor 1
Bank 1 • And 2,047.0 kg/h Before Catalytic
Sensor Converter
1 • O2S signal rear • Catalyst purge GX10 , Check‐
>= 0.91 [V] not active ing”, page 516 .
• Integrated MAF
after end of cata‐
lyst purge 10.0 g
• Engine speed > 0
RPM
• Modeled EGT @
O2S front > -273;
< 850° C
• Integrated MAF >
40.0 g
• Dynamic lambda
controller output
< 3.0 %
• Dynamic MAF <
0.05 g/rev
• Dynamic engine
speed < 200 RPM
• And
• Second control
loop active:
• MAF 0.06 – 0.75
g/rev
• Engine speed
576 – 4,512 RPM

GTI 2014 ➤
tion
P2196 Oxygen • Plausibility sig‐ • O2S front ready • 67.5 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors nal check O2S DCY gen Sensor 1
sor Sig‐ Front Ra‐ front and O2S • O2S rear ready • Con‐ Before Catalytic
nal tionality rear: tinu‐ Converter -
• ECT @ cylinder ous
Biased/ Check head >= -48° C GX10- . Refer to
Stuck • Lambda value ⇒ “3.6.28 Oxy‐
Rich < 0.85 [-] • MAF > 0.00; < gen Sensor 1
Bank 1 • And 2047.97 kg/h Before Catalytic
Sensor Converter
1 • O2S signal rear • Catalyst purge GX10 , Check‐
>= 0.17 V not active ing”, page 516 .
• Integrated air
mass after end of
catalyst purge
10.0 g
• Engine speed > 0
rpm
• Modeled EGT @
O2S front > -273;
< 850° C
• Injection mode
change (DFI/MFI)
not active
• Integrated air
mass > 40.0 g
• Dynamic lambda
controller output
< 3.00 %
• Dynamic air
mass < 0.05 g/rev
• Dynamic engine
speed < 200 rpm
• And
• Second control
loop active:
• Air mass 0.06 –
0.75 g/rev
• Engine speed
576 – 4,512 rpm
P219C Air Fuel • Cylinder 1: • Fuel pressure • 90 s • 2 – Check the Fuel

Cylinder Imbal‐ setpoint not cali‐ DCY Injectors . Refer
1 Air- ance • Weighted brated kPa • Once / to
tio Im‐ ing Out > 10.0 % • Modeled catalyst Injectors ,
balance Of Range temperature @ Checking”, page
High start <= 850° C 487 .
• Lambda set value
0.97 – 1.03 [-]
not active
• Engine rough‐
ness signal valid

GTI 2014 ➤
tion
Air Fuel • Cylinder 1: • Cylinder shut off
Imbal‐ not active
ance • Weighted
Monitor‐ adaptive value • AAT >= -48° C
ing Out < -15.0 %
Of Range sure >= 73.0 kPa
Low
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active
2.00 [-]
• Engine no full
load
tion finished
tected
tected

GTI 2014 ➤
tion
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 s
• Rough road not
detected
• Min. fuel mass >=
0.00 mg/rev
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
• Valve lift position
change not active
• Depending on
gear:
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
• 8th gear not ac‐
tive
• And
• Integrated MAF
>= 1.0 – 12.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 RPM
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255 [-]

GTI 2014 ➤
tion
• Engine speed
1,312 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
11.00 mg/rev
• Mass fuel flow
upper range <=
32.00 mg/rev
P219D Air Fuel • Cylinder 1: • Fuel pressure • 90 s • 2 – Check the Fuel

2 Air- ance • Weighted brated kPa • Once / to
High start <= 850° C 487 .
0.97 – 1.03 [-]
not active
• Engine rough‐
ness signal valid
not active
• AAT >= -48° C
sure >= 73.0 kPa
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And

GTI 2014 ➤
tion
Air Fuel • Cylinder 2: • O2S dynamic di‐
Imbal‐ agnosis n.a.
ance • Weighted
Monitor‐ adaptive value • O2S delay diag‐
ing Out < -15.0 % nosis n.a.
Of Range • Lambda control
Low closed loop
• Catalyst purge
not active
2.00 [-]
• Engine no full
load
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 s
• Rough road not
detected
0.00 mg/rev
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• Depending on
gear:
tive
tive
tive
• 4th gear active

GTI 2014 ➤
tion
• 5th gear active
• 6th gear active
• 7th gear active
tive
• And
• Integrated MAF
>= 1.0 – 12.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 RPM
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255 [-]
• Engine speed
1,312 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
11.00 mg/rev
• Mass fuel flow
upper range <=
32.00 mg/rev
P219E Air Fuel • Cylinder 1: • Fuel pressure • 90 s • 2 – Check the Fuel

3 Air- ance • Weighted brated [kPa] • Once / to
High start <= 850° C 487 .
0.97 – 1.03 [-]
not active
• Engine rough‐
ness signal valid
not active
• AAT >= -48° C
sure >= 73.0 kPa
• Min. injection
time not reached

GTI 2014 ➤
tion
Air Fuel • Cylinder 3: • And
Imbal‐
ance • Weighted • Choice of:
Monitor‐ adaptive value
< -15.0 % • Catalyst diagno‐
ing Out sis n.a.
Of Range
Low • Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active
2.00 [-]
• Engine no full
load
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road not
detected

GTI 2014 ➤
tion
0.00 [mg/rev]
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• Depending on
gear:
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
tive
• And
• Integrated MAF
>= 1.0 – 12.0 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 RPM
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255 [-]
• Engine speed
1,312 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
11.00 mg/rev
• Mass fuel flow
upper range <=
32.00 mg/rev

GTI 2014 ➤
tion
P219F Air Fuel • Cylinder 1: • Fuel pressure • 90 s • 2 – Check the Fuel
4 Air- ance • Weighted brated [kPa] • Once / to
High start <= 850° C 487 .
0.97 – 1.03 [-]
not active
• Engine rough‐
ness signal valid
not active
• AAT >= -48° C
sure >= 73.0 kPa
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active
2.00 [-]

GTI 2014 ➤
tion
Air Fuel • Cylinder 4: • Engine no full
Imbal‐ load
ance • Weighted
Monitor‐ adaptive value • Segment adapta‐
ing Out < -15.0 % tion finished
Of Range • Catalyst damag‐
Low ing misfire not de‐
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road not
detected
0.00 [mg/rev]
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• Depending on
gear:
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
tive
• And
• Integrated MAF
>= 1.0 – 12.0 kg

GTI 2014 ➤
tion
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 RPM
namic MAF <
29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255 [-]
• Engine speed
1,312 – 3,008
RPM
• And
• Mass fuel flow
lower range >=
11.00 mg/rev
• Mass fuel flow
upper range <=
32.00 mg/rev

GTI 2014 ➤
tion
sor Pos‐ Front virtual ground • Con‐ Before Catalytic
itive Open Cir‐ voltage (VG) • O2S ceramic tinu‐ Converter -
Current cuit <= 1.20 V temperature > ous GX10- . Refer to
Control Pump 785° C ⇒ “3.6.28 Oxy‐
Circuit/ Voltage • Diff. nernst
• For time >= 10.0 s gen Sensor 1
Open (VIP) voltage (VN) Before Catalytic
Bank 1 vs. virtual Converter
Sensor ground voltage GX10 , Check‐
1 (VG) <= 1.20 V ing”, page 516 .
• And
• Choice of:
• Nernst voltage
(VN) > 4.40 V
• Or
age (VIP) vs.
virtual ground
voltage (VG) >
2.35 V
age (VIP) vs.
virtual ground
voltage (VG) <
-2.35 V
• Or
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.60 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) < -0.10 V
• Or
• Pump current
driver stage in‐
ternal value
• Or
• Measurement
WRAF sensor
label resistor >
n.a. Ohm

GTI 2014 ➤
tion
sor Ref‐ Front virtual ground • Con‐ Before Catalytic
erence Open Cir‐ voltage (VG) • O2S ceramic tinu‐ Converter -
Voltage cuit <= 1.20 V temperature > ous GX10- . Refer to
Circuit/ Nernst 785° C ⇒ “3.6.28 Oxy‐
Open Voltage • Diff. nernst
• For time >= 10.0 s gen Sensor 1
Bank 1 (VN) voltage (VN) Before Catalytic
Sensor vs. virtual Converter
1 ground voltage GX10 , Check‐
(VG) <= 1.20 V ing”, page 516 .
• And
• Choice of:
• Nernst voltage
(VN) > 4.40 V
• Or
age (VIP) vs.
virtual ground
voltage (VG) >
2.35 V
age (VIP) vs.
virtual ground
voltage (VG) <
-2.35 V
• Or
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.60 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) < -0.10 V
• Or
• Pump current‐
driver stage in‐
ternal value
• Or
• Measurement
WRAF sensor
label resistor >
n.a. Ohm

GTI 2014 ➤
tion
P2251 Oxygen • Nernst voltage • O2S front (linear) • 2.3 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors (VN) > 4.40 V ready DCY gen Sensor 1
sor Neg‐ Front • Con‐ Before Catalytic
ative Open Cir‐ • Or • O2S ceramic tinu‐ Converter -
Current cuit Virtu‐ • temperature > ous GX10- . Refer to
Diff. pump volt‐ 785° C
Control al Ground age (VIP) vs. ⇒ “3.6.28 Oxy‐
Circuit/ (VG) virtual ground • For time >= 10.0 s gen Sensor 1
Open voltage (VG) > Before Catalytic
Bank 1 2.35 V Converter
Sensor GX10 , Check‐
1 • Diff. pump volt‐ ing”, page 516 .
age (VIP) vs.
virtual ground
voltage (VG) <
-2.35 V
• Or
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.60 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) < -0.10 V
• Or
• Pump current
driver stage in‐
ternal value
• Or
• Measurement
O2S front label
resistor > n.a.
Ohm
• And
• Choice of:
age (VIP) vs.
virtual ground
voltage (VG)
<= 1.20 V
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) <= 1.20 V
• Or
age (VIP) vs.
virtual ground
voltage (VG) >
1.20 V

GTI 2014 ➤
tion
• Diff. nernst
voltage (VN)
vs. virtual
ground voltage
(VG) > 1.20 V
AIR Sys‐ dary Air (hardware val‐ DCY ondary Air Injec‐
tem Injection ues) 1.92 – • Actuator com‐ • Con‐ tion Pump Motor
Control Pump 2.21 V manded off tinu‐ - V101- / Secon‐
"A" Cir‐ Relay ous dary Air Injection
cuit Low Short To Pump Relay -
Ground J299- . Refer to
⇒ “3.6.29 Sec‐
ondary Air Injec‐
tion Pump Motor
V101 / Secon‐
dary Air Injection
Pump Relay
J299 , Check‐
ing”, page 519 .
P2258 Secon‐ • Actuator tem‐ • Engine running • 2.0 s • 2 – Check the Sec‐
AIR Sys‐ dary Air perature > 160 DCY ondary Air Injec‐
tem Injection – 200° C • Actuator com‐ • Con‐ tion Pump Motor
Control Pump manded on tinu‐ - V101- / Secon‐
"A" Cir‐ Relay • Or ous dary Air Injection
cuit High Short To • Output current Pump Relay -
Battery (hardware val‐ J299- . Refer to
Plus ues) driver ⇒ “3.6.29 Sec‐
stage internal ondary Air Injec‐
value tion Pump Motor
V101 / Secon‐
dary Air Injection
Pump Relay
J299 , Check‐
ing”, page 519 .

GTI 2014 ➤
tion
P2270 Oxygen • Max. O2S rear • General condi‐ • 0 • 2 – Check the Oxy‐
O2 Sen‐ Sensors voltage < 0.87 tions: (FTP75: DCY gen Sensor 1 Af‐
sor Sig‐ Rear Sig‐ V 50) s ter Catalytic
nal nal • Catalyst monitor Converter -
Biased/ Range • Intrusive lamb‐ lambda modula‐ • Once / GX7- . Refer to
Stuck Check da ramp lean < tion request ac‐ DCY ⇒ “3.6.27 Oxy‐
Lean 0.85 [-] tive gen Sensor 1 Af‐
Bank 1 • Vehicle speed >= ter Catalytic
Sensor 19 mph Converter GX7 ,
2 Checking”, page
• Barometric pres‐ 513 .
sure >= 0.00 kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
-48° C
temperature @
start of diagnosis
> 510° C
temperature @
during diagnosis
470 – 830° C
namic and sta‐
tionary catalyst
temperature -150
– 150° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
22.50 – 150.00
kg/h
range >= 0.00
mg/rev
range <= 650.00
– 1389.00 mg/rev
• And

GTI 2014 ➤
tion
%
n.a. mg/rev
value n.a. %
• For time n.a. s
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50.00 mg/
rev
• Dynamic lambda
controller output
< 20.00 %
• And
• Integrated air
mass after dy‐
namic conditions
g
lyst purge phase
>= 1.0 s
@ diagnosis start
>= 0.55 V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 550.00
– 700.00 kJ
• Engine speed
1,088 – 3,008
rpm
• Deviation of
lambda controller
output < 50.00 %
of secondary fuel
control loop not
calibrated %
not active
• O2S heater rear
active
tion not active

GTI 2014 ➤
tion
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< 0.10 [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< 0.25 [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.
• Canister purge
valve ( closing
time ) n.a. [s]
• And
• Choice of: evap
purge valve n.a.

GTI 2014 ➤
tion
• Or
n.a.
• And
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.40 – 1.80 kg

GTI 2014 ➤
tion
P2271 Oxygen • O2S rear volt‐ • General condi‐ • 0 • 2 – Check the Oxy‐
O2 Sen‐ Sensors age > 0.25 V tions: (FTP75: DCY gen Sensor 1 Af‐
sor Sig‐ Rear Sig‐ 50) s ter Catalytic
nal nal • Intrusive lamb‐ • Catalyst monitor Converter -
Biased/ Range da ramp lean > lambda modula‐ • Once / GX7- . Refer to
Stuck Check 1.12 [-] tion request ac‐ DCY ⇒ “3.6.27 Oxy‐
Rich tive gen Sensor 1 Af‐
Bank 1 • Intrusive lambda ter Catalytic
Sensor ramp request ac‐ Converter GX7 ,
2 tive Checking”, page
513 .
19 mph
sure >= 0.00 kPa
heating protec‐
tion not active
• Turbine over‐
heating protec‐
tion not active
• O2S rear ready
• O2S front ready
• ECT @ cylinder
head > 60° C
-48° C
temperature @
start of diagnosis
> 510° C
temperature @
during diagnosis
470 – 830° C
namic and sta‐
tionary catalyst
temperature -150
– 150° C
• Integrated air
mass, catalyst
temp. conditions
fulfilled >= 0.0 g
• Modeled EGT @
O2S rear <= 900°
C
22.50 – 150.00
kg/h
range >= 0.00
mg/rev

GTI 2014 ➤
tion
range <= 650.00
– 1,389.00 mg/
rev
• And
%
n.a. g/rev
value n.a. %
• For time n.a. s
• And
• Low dynamic
conditions
• Dynamic engine
speed < 50 rpm
• Dynamic air
mass < 50.00 mg/
rev
• Dynamic lambda
controller output
< 20.00 %
• And
• Integrated air
mass after dy‐
namic conditions
g
lyst purge phase
>= 1.0 s
>= 0.55 V
• Integrated air
mass >= 0.0 g
• Integrated heat
energy >= 550.00
– 700.00 kJ
• Engine speed
1,088 – 3,008
rpm
• Deviation of
lambda controller
output < 50.00 %
of secondary fuel
control loop not
calibrated %
not active

GTI 2014 ➤
tion
• O2S heater rear
active
tion not active
tive
• And
• Depending on
Lambda control:
• Sum of integral
and proportional
part of secondary
fuel control loop
before diagnosis
< | 0.10 | [-]
• Or
• Sum of integral
and proportional
part of secondary
fuel control loop
during diagnosis
< | 0.25 | [-]
• Depending on
canister purge:
[-]
• Evap purge flow
n.a.
• Or
culation n.a.
• Evap purge flow
n.a.
• Or
n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• Or
• Depending on
canister purge
closing:
• Canister purge
(conditions) n.a.

GTI 2014 ➤
tion
• Canister purge
valve ( closing
time ) n.a. [s]
• And
• Choice of:
n.a.
• Or
n.a.
• And
integral > 50.0 g
• Integrated air
mass per cylinder
>= 1.40 – 1.80 kg

GTI 2014 ➤
tion
P2279 Intake Air • Filtered lamb‐ • Throttle position • 5.0 s • 2 – Check visually
MAP/ System da controller in‐ > 0.0° TPS DCY for air leaks be‐
MAF - Rationali‐ cluded correc‐ • Con‐ tween intake
Throttle ty Check tion and adap‐ • Throttle position tinu‐ and throttle
Position tation -30.0 – < 100.003° TPS ous body, oil fill cap
Correla‐ 30.0 % • Engine speed > not tight or oil
tion 576; < 3,008 dipstick not
• Lambda con‐ seated in tube.
trol active RPM
• And • Modeled pres‐ – Also visually in‐
sure quotient > spect any en‐
• Deviation throt‐ 0.27; < 0.57 [-] gine gaskets
tle area control‐ that can cause
ler > 60.0 % • Engine running additional air to
enter the crank‐
• Throttle actuator case can set this
commanded on fault as the PCV
• Time after engine system is not
start > 5.0 s metered. If a
vacuum leak or
• Throttle position crankcase gas‐
sensor failure not ket sealing is at
detected cause, the idle
may be rough or
• Fuel cut off not unstable.
active
• Fast throttle – Check the In‐
adaptation finish‐ take Manifold
ed Sensor - GX9- .
Refer to
• Gradient intake ⇒ “3.6.23 Intake
manifold pres‐ Manifold Sensor
sure -199.90 – GX9 , Check‐
199.90 kPa/s ing”, page 505
• Engine speed
tive
sure plausibility
diagnosis finish‐
ed
• Intake manifold
modeled adap‐
tion active
• And
• Choice of:
tive
• Or
sure sensor ac‐
tive
• And
• Choice of:
• Pressure up‐
stream throttle <
135.0 kPa

GTI 2014 ➤
tion
• Or
• Pressure up‐
stream throttle
not active
• And
• Choice of:
sure > 73.00; <
107.50 kPa
• Or
sure sensor not
active

GTI 2014 ➤
tion
• Filtered lamb‐ • Throttle position
da controller > 4.50° TPS
correction >
35.0 % • Engine speed >
1,216; < 6,000
• Filtered lamb‐ RPM
da controller
correction • Modeled pres‐
-50.0 – 50.0 % sure quotient >
0.63; < 0.90 [-]
• Lambda con‐
trol active • Engine running
commanded on
start > 5.0 s
sensor failure not
detected
active
• Fast throttle
ed
• Gradient intake
manifold pres‐
sure -199.90 –
199.90 kPa/s
sure plausibility
diagnosis finish‐
ed
• And
• Choice of:
tive
• Or
sure sensor ac‐
tive
• And
• Choice of:
• Pressure up‐
stream throttle <
135.0 kPa
• Or
• Pressure up‐
stream throttle
not active
• And
• Choice of:

GTI 2014 ➤
tion
sure > 73.00; <
107.50 kPa
• Or
sure sensor not
active
Coil "A" Open Cir‐ lower range >= • Con‐ Power Output
Primary cuit 1.92 – 2.21 V • ECT @ cylinder tinu‐ Stage . Refer to
Control head > -30° C ous ⇒ “3.6.20 Igni‐
Circuit • Output voltage tion Coils with
Low in OFF state, • Engine stop not
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

Coils in ON state
mA

Plus active
• Output voltage
ues) > 4.95 –
5.285 V

side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) driver
stage internal
value

GTI 2014 ➤
tion
Coil "B" Open Cir‐ lower range >= • Con‐ Power Output
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

Coils in ON state
mA

Plus active
• Output voltage
ues) > 4.95 –
5.285 V

side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) driver
stage internal
value
Coil "C" Open Cir‐ lower range >= • Con‐ Power Output
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

GTI 2014 ➤
tion
Coils in ON state
mA

Plus active
• Output voltage
ues) > 4.95 –
5.285 V

side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) driver
stage internal
value
Coil "D" Open Cir‐ lower range >= • Con‐ Power Output
Power Output
upper range active
Stage , Check‐
ues) <= 2.85 –
3.25 V

Coils in ON state
mA

Plus active
• Output voltage
ues) > 4.95 –
5.285 V

GTI 2014 ➤
tion
side: switch in
active
160.0 – 200.0°
C
• Or
• Output current
in ON state
(hardware val‐
ues) driver
stage internal
value

GTI 2014 ➤
tion
P230A Fuel Sys‐ • Cylinder mis‐ • Fuel pressure • 90 • 2 – Check the Fuel
Cylinder tem A/F fire counter > setpoint not cali‐ (does DCY Injectors . Refer
1 Air- imbal‐ 2.00 [-] brated kPa not to
Fuel Ra‐ ance: ra‐ run in ⇒ “3.6.15 Fuel
tio Im‐ tionality • Modeled catalyst FTP) s Injectors ,
balance check temperature @ Checking”, page
- Adjust‐ start <= 850° C • Once / 487 .
ment At DCY
Limit 0.97 – 1.03 [-]
During
Balance • Catalyst heating
not active
• Engine rough‐
ness signal valid
active
• AAT >= -48° C
sure >= 73.00
kPa
• And
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active

GTI 2014 ➤
tion
2.00 [-]
• Engine no full
load
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 [s]
• Rough road not
detected
• And
0.00 [mg/rev]
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• And
• Depending on
gear
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
tive

GTI 2014 ➤
tion
• And
• Integrated air
mass >= 1.00 –
12.00 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 rpm
• Diff. air mass vs.
dynamic air mass
< 29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255.00 [-]
• Engine speed
1,312 – 3,008
rpm
• And
point lower range
>= 11.00 mg/rev
point upper range
<= 32.00 mg/rev

GTI 2014 ➤
tion
P230B Fuel Sys‐ • Cylinder mis‐ • Fuel pressure • 90 • 2 – Check the Fuel
ment At DCY
Limit 0.97 – 1.03 [-]
During
not active
• Engine rough‐
ness signal valid
active
• AAT >= -48° C
sure >= 73.00
kPa
• And
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active

GTI 2014 ➤
tion
2.00 [-]
• Engine no full
load
• Sgment adapta‐
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 s
• Rough road not
detected
• And
0.00 mg/rev
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• And
• Depending on
gear
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
tive

GTI 2014 ➤
tion
• And
• Integrated air
mass >= 1.00 –
12.00 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 rpm
dynamic air mass
< 29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255.00 [-]
• Engine speed
1,312 – 3,008
rpm
• And
point lower range
>= 11.00 mg/rev
point upper range
<= 32.00 mg/rev

GTI 2014 ➤
tion
P230C Fuel Sys‐ • Cylinder mis‐ • Fuel pressure set • 90 • 2 – Check the Fuel
Cylinder tem A/F fire counter > point not calibra‐ (does DCY Injectors . Refer
3 Air- imbal‐ 2.00 [-] ted kPa not to
ment At DCY
Limit 0.97 – 1.03 [-]
During
not active
• Engine rough‐
ness signal valid
active
• AAT >= -48° C
sure >= 73.00
kPa
• And
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active

GTI 2014 ➤
tion
2.00 [-]
• Engine no full
load
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 s
• Rough road not
detected
• And
0.00 mg/rev
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• And
• Depending on
gear
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
tive

GTI 2014 ➤
tion
• And
• Integrated air
mass >= 1.00 –
12.00 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 rpm
dynamic air mass
< 29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255.00 [-]
• Engine speed
1,312 – 3,008
rpm
• And
point lower range
>= 11.00 mg/rev
point upper range
<= 32.00 mg/rev

GTI 2014 ➤
tion
P230D Fuel Sys‐ • Cylinder mis‐ • Fuel pressure • 90 • 2 – Check the Fuel
ment At DCY
Limit 0.97 – 1.03 [-]
During
not active
• Engine rough‐
ness signal valid
active
• AAT >= -48° C
sure >= 73.00
kPa
• And
• Min. injection
time not reached
• And
• Choice of:
sis n.a.
• Or
sis n.a.
• Depending on
catalyst diagno‐
sis:
• Canister purge
(conditions) n.a.
• Or
n.a.
• Or
• Evap purge n.a.
• And
agnosis n.a.
nosis n.a.
• Lambda control
closed loop
• Catalyst purge
not active

GTI 2014 ➤
tion
2.00 [-]
• Engine no full
load
tion finished
tected
tected
• No gear switch
for segments >=
90.00 [-]
• Segments after
start > 0.00 [-]
start > 0.0 s
• Rough road not
detected
• And
0.00 mg/rev
• Intake manifold
runner flap posi‐
tion change not
active
• Injection mode
change (DFI/MFI)
not equipped
change not active
• And
• Depending on
gear
tive
tive
tive
• 4th gear active
• 5th gear active
• 6th gear active
• 7th gear active
tive

GTI 2014 ➤
tion
• And
• Integrated air
mass >= 1.00 –
12.00 kg
• Diff. engine
speed vs. dynam‐
ic engine speed <
200 rpm
dynamic air mass
< 29.99 mg/rev
• ECT @ cylinder
head 60 – 143° C
<= 255.00 [-]
• Engine speed
1,312 – 3,008
rpm
• And
point lower range
>= 11.00 mg/rev
point upper range
<= 32.00 mg/rev
P2414 Oxygen • Pump current • O2S front ready • 10.0 s • 2 – Check the Oxy‐
O2 Sen‐ Sensors correction DCY gen Sensor 1
sor Ex‐ Front Ra‐ (nernst-cell) > • Fuel cut off not • Con‐ Before Catalytic
haust tionality 1.2 mA active tinu‐ Converter -
Sample Check ous GX10- . Refer to
Error not active ⇒ “3.6.28 Oxy‐
Bank 1 gen Sensor 1
Sensor • Depending on Before Catalytic
1 engine state: Converter
GX10 , Check‐
• Engine part load ing”, page 516 .
• Or
• Or
• Engine idle for
time >= 3.0 s

GTI 2014 ➤
tion
P2431 Secon‐ • Difference be‐ • Engine stop • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air tween AIR DCY ondary Air Sys‐
tem Air System pressure and • For time > 0.0 s • Once / tem - GX24- .
Flow/ Pressure barometric DCY Refer to
Pres‐ Sensor pressure > 6.0 ⇒ “3.6.30 Sec‐
sure Rationali‐ kPa ondary Air Injec‐
Sensor ty Check tion Sensor 1
Circuit • And G609 / Secon‐
Range/ • Difference be‐ dary Air Injection
Per‐ tween AIR Solenoid Valve
for‐ pressure and N112 , Check‐
mance intake manifold ing”, page 521 .
Bank 1 pressure > 6.0
kPa

AIR Sys‐ dary Air < 0.50 V DCY ondary Air Sys‐
tem Air System • Con‐ tem - GX24- .
Flow/ Pressure tinu‐ Refer to
Pres‐ Sensor ous ⇒ “3.6.30 Sec‐
Circuit Low G609 / Secon‐
Low dary Air Injection
N112 , Check‐
ing”, page 521 .
AIR Sys‐ dary Air > 4.50 V DCY ondary Air Sys‐
tem Air System • Con‐ tem - GX24- .
Flow/ Pressure tinu‐ Refer to
Pres‐ Sensor ous ⇒ “3.6.30 Sec‐
Circuit High G609 / Secon‐
High dary Air Injection
N112 , Check‐
ing”, page 521 .

GTI 2014 ➤
tion
P2440 Secon‐ • Ratio relative • General: • 0.1 s • 2 – Check the Sec‐
AIR Sys‐ dary Air pressure DCY ondary Air Sys‐
tem Valve phase 1 and • Secondary air • Once / tem - GX24- .
Switch‐ Function‐ relative pres‐ pump active DCY Refer to
ing al Check sure phase 2 > • Catalyst heating ⇒ “3.6.30 Sec‐
Valve 1.34 [-] active ondary Air Injec‐
Stuck tion Sensor 1
Open • Secondary air in‐ G609 / Secon‐
Bank 1 jection active dary Air Injection
Solenoid Valve
• MAF <= 140.0 kg/ N112 , Check‐
• ECT @ cylinder
head >= -10; <
115° C
• IAT @ manifold
>= -10; < 100° C
temperature <
900° C
• Relative baro‐
metric pressure >
0.73 [-]
• And
pressure vs.
manifold pres‐
sure > n.a. kPa
• Or
• Engine n.a.
P2556 Rotary • Communica‐ • 0.5 s • 2 – Check the En‐

Engine Coolant tion signal fail‐ DCY gine Tempera‐
Coolant Valve ure • Con‐ ture Control Ac‐
Level Commu‐ tinu‐ tuator - N493- .
Sensor/ nication ous Refer to
Switch Check ⇒ “3.6.12 En‐
Circuit Rotary • Sensor signal gine Tempera‐
Coolant failure ture Control Ac‐
Valve tuator N493 ,
Signal Checking”, page
Check 481 .
P2557 Rotary • Checksum sig‐ • 0.5 s • 2 – Check the En‐
Engine Coolant nal failure DCY gine Tempera‐
Coolant Valve • Con‐ ture Control Ac‐
Level Check‐ tinu‐ tuator - N493- .
Sensor/ sum Veri‐ ous Refer to
Switch fication ⇒ “3.6.12 En‐
Circuit gine Tempera‐
Range/ ture Control Ac‐
Per‐ tuator N493 ,
for‐ Checking”, page
mance 481 .


GTI 2014 ➤
tion
charger Boost position sensor • Con‐ sure Actuator -
Boost Control voltage < 0.20 tinu‐ V465- / Charge
Control Position V ous Pressure Actua‐
"A" Cir‐ Ground / fer to
cuit Low Open Cir‐ ⇒ “3.6.7 Charge
cuit Pressure Actua‐
tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
.
charger Boost position sensor • Con‐ sure Actuator -
Boost Control voltage > 4.80 tinu‐ V465- / Charge
Control Position V ous Pressure Actua‐
"A" Cir‐ Battery fer to
cuit High Voltage ⇒ “3.6.7 Charge
Pressure Actua‐
tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
P2610 Engine • ECM internal • SPI initialization • 1.3 s • 2 – Check the En‐
ECM/ Off Time timer failure finished DCY gine Control
PCM ECM In‐ • Con‐ Module - J623- .
Engine ternal • Or tinu‐ Refer to appro‐
Off Tim‐ Timer ous priate repair
• ECM internal
er Per‐ Check timer signal not manual.
for‐ calibrated
mance
• ECM internal
timer not cali‐
brated
• Time after last
engine stop not
calibrated

GTI 2014 ➤
tion
Engine • Difference be‐ • Monitor Entry • 10 ms
Off Time tween engine- Conditions:
ECM Ra‐ off-time and • Once /
tionality ECM keep • ECM keep alive- DCY
Check alive-time >= time active
12.0 s • ECU internal tim‐
• Or er reset not acti‐
vated
tween ECM • Time delay >= 1.0
keep alive-time s
and engine-off- • Time after last
time >= 12.0 s engine stop < 48
[h]
• Case 1:
• For time (after en‐
try conditions ful‐
filled) >= 65 s
• Case 2:
• For time (after en‐
try conditions ful‐
filled) < 65 s
• Ignition key tran‐
sition off to on
• Difference be‐ • Time after engine

tween engine- stop < 86,400.0 s
off-time and
ECM keep • Engine off time
alive-time >= plausible
12.0 s • Engine off time
monitoring not
finished
• Engine off time
signal valid time
after reset < 2.0 s
• And
• Case 1:
• Engine off timer
n.a.
• Or
• Engine off time
n.a.
• Case 2:
• ECM internal tim‐
er active
• SPI communica‐
tion failure after
reset detected

GTI 2014 ➤
tion
P2635 COM: • FP signal: • Engine on • 1.6 s • 2 – Check the Fuel
Fuel Fuel overcurrent DCY Pump Control
Pump Pump failure feed‐ • Con‐ Module - J538- .
Control Control back >= 2.00 [-] tinu‐ Refer to
Module Module ous ⇒ “3.6.18 Fuel
Per‐ (FPCM) Pump Control
for‐ commu‐ • FP signal: rota‐ • 1.8 s Module J538 /
mance nication ry failure feed‐ Fuel Delivery
with back >= 2.00 [-] • Con‐ Unit GX1 ,
FPCM tinu‐ Checking”, page
ous 493
• FP sensor: • 2.4 s
short to battery
failure or rpm • Con‐
deviation feed‐ tinu‐
back >= 2.00 [-] ous
P2681 Rotary • Load resist‐ • Rotary slide valve • 1.3 s • 2 – Check the En‐
Engine Coolant ance > 200.0 commanded off DCY gine Tempera‐
Coolant Valve kOhm • Con‐ ture Control Ac‐
Bypass Open Cir‐ tinu‐ tuator - N493- .
Valve cuit ous Refer to
"A" Con‐ ⇒ “3.6.12 En‐
trol Cir‐ gine Tempera‐
cuit/ ture Control Ac‐
Open tuator N493 ,
Checking”, page
481 .
.
P2682 Rotary • High side cur‐ • Rotary slide valve • 0.30 s • 2 – Check the En‐
Engine Coolant rent output 1 commanded on DCY gine Tempera‐
Coolant Valve driver stage in‐ • Con‐ ture Control Ac‐
Bypass Short To ternal value • Rotary valve di‐ tinu‐ tuator - N493- .
Valve Ground rection forward ous Refer to
"A" Con‐ Output 1 ⇒ “3.6.12 En‐
trol Cir‐ Rotary • High side cur‐ • Rotary slide valve gine Tempera‐
cuit Low Coolant rent output 2 commanded on ture Control Ac‐
Valve driver stage in‐ tuator N493 ,
Short To ternal value • Rotary valve di‐ Checking”, page
Ground rection reversed 481 .
Output 2
P2683 Rotary • Low side cur‐ • Rotary slide valve • 0.30 s • 2 – Check the En‐
Engine Coolant rent output 1 commanded off DCY gine Tempera‐
Coolant Valve driver stage in‐ • Con‐ ture Control Ac‐
Bypass Short To ternal value tinu‐ tuator - N493- .
Valve Battery ous Refer to
"A" Con‐ Plus Out‐ ⇒ “3.6.12 En‐
trol Cir‐ put 1 gine Tempera‐
cuit High Rotary • Low side cur‐ • Rotary slide valve ture Control Ac‐
Coolant rent output 2 commanded off tuator N493 ,
Valve driver stage in‐ Checking”, page
Short To ternal value 481 .
Battery
Plus Out‐
put 2

GTI 2014 ➤
tion
P334A Turbo‐ • Bypass valve • Boost pressure • 0.4 s • 2 – Check the
Charge charger driver current actuator control‐ DCY Charge Pres‐
Pres‐ Boost driver stage in‐ ler active • Con‐ sure Actuator -
sure Ac‐ Pressure ternal value tinu‐ V465- / Charge
tuator Control ous Pressure Actua‐
Electri‐ Valve tor Position Sen‐
cal Error Short To sor - G581- . Re‐
Ground fer to
⇒ “3.6.7 Charge
Pressure Actua‐
tor V465 /
Charge Pres‐
sure Actuator
Position Sensor
G581 , Check‐
ing”, page 470 .
U0001 CAN: • Message no • Time after igni‐ • 0.5 s • 2 – Check the CAN-
High Power‐ feedback tion on 0.5 s DCY Bus circuits. If
Speed train BUS • Con‐ there are any
CAN reading tinu‐ other DTC’s
Commu‐ back sent ous present check
nication message them first.
Bus Power‐
train – Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
U0002 CAN: • Global time out • Time after igni‐ • 0.5 s • 2 – Check the CAN-
High Power‐ receiving no tion on 0.5 s DCY Bus circuits. If
Speed train BUS message • Con‐ there are any
CAN commu‐ tinu‐ other DTC’s
Commu‐ nication ous present check
nication check them first.
Bus Per‐ Power‐
for‐ train – Refer to the
mance proper wiring
schematic for
terminal and
component lo‐
cation.
U0101 CAN: • Received mes‐ • Time after igni‐ • 1.0 s • 2 – Check the CAN-
Lost Trans‐ sage from TCM tion on 0.5 s DCY Bus circuits. If
Commu‐ mission no message there are any
nication Control other DTC’s
with Module present check
TCM (TCM) them first.
CAN
terminal and
component lo‐
cation.

GTI 2014 ➤
tion
Lost Brake message no tion on 0.5 s DCY Bus circuits. If
Commu‐ System message • Con‐ there are any
nication Control tinu‐ other DTC’s
With An‐ Module ous present check
ti-Lock (BSCM) them first.
Brake commu‐
System nication – Refer to the
(ABS) with proper wiring
Control BSCM schematic for
Module terminal and
component lo‐
cation.
Lost Body message no tion on 0.5 s DCY Bus circuits. If
Commu‐ Control message • Con‐ there are any
nication Module tinu‐ other DTC’s
With (BCM) ous present check
Body CAN them first.
Control Commu‐
With proper wiring
Body schematic for
cation.
U0146 CAN: • Message no • Time after igni‐ • 1.0 s • 2 – Check the CAN-
Lost Gateway message tion on 0.5 s DCY Bus circuits. If
Commu‐ CAN • Con‐ there are any
nication Commu‐ tinu‐ other DTC’s
With nication ous present check
Gate‐ With them first.
way "A" Gateway
– Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
U0155 CAN: In‐ • Message no • Time after igni‐ • 5.0 s • 2 – Check the CAN-
Lost strument message tion on 0.5 s DCY Bus circuits. If
Commu‐ Cluster • Con‐ there are any
nication CAN tinu‐ other DTC’s
With In‐ Commu‐ ous present check
stru‐ nication them first.
ment With In‐
Panel strument – Refer to the
Cluster Cluster proper wiring
(IPC) Module schematic for
cation.
U0302 COM: • Received AT • Time after igni‐ • 5.0 s • 2 – Check for soft‐
Soft‐ Trans‐ vehicle data tion on 0.5 s DCY ware updates
ware In‐ mission from TCM, • Con‐ and TSB's. Re‐
compati‐ Control TCM signal tinu‐ program as nec‐
bility Module ous essary. If none
With (TCM) are found, refer
Trans‐ commu‐ to appropriate
mission nication repair manual.
Control with TCM
Module

GTI 2014 ➤
tion
U0322 CAN: • Ambient tem‐ • Time after igni‐ • 2.0 s • 2 – Check the CAN-
Soft‐ Gateway perature sen‐ tion on > 1.5 s DCY Bus circuits. If
ware In‐ CAN sor coding • Con‐ there are any
compati‐ Commu‐ monitoring fail‐ tinu‐ other DTC’s
bility nication ure ous present check
With With them first.
Body Gateway
Control – Refer to the
Module proper wiring
schematic for
terminal and
component lo‐
cation.
U0415 Vehicle • Vehicle speed • 2.0 s • 2 – Check the CAN-
Invalid Speed > 202 mph DCY Bus circuits. If
Data Rationali‐ • Con‐ there are any
Re‐ ty Check tinu‐ other DTC’s
ceived High ous present check
From them first.
Anti- CAN: Ve‐ • Speed sensor • Time since en‐ • 0.5 s
Lock hicle signal: sensor gine on > 0.5 s – Refer to appro‐
Brake Speed error =655,35 • Con‐ priate repair
System Sensor km/h (no map, tinu‐ manual for the
(ABS) CAN just bottom and ous ABS.
Control commu‐ top limit)
with • Speed sensor • Time since en‐ • 2.0 s proper wiring
BSCM signal: initiali‐ gine on > 0.5 s schematic for
zation error • Con‐ terminal and
=655,33 – • Vehicle speed < 7 tinu‐ component lo‐
655,34 km/h mph ous cation.
(no map, just
bottom and top
limit)
• speed sensor • Time since en‐ • 0.5 s

signal: low volt‐ gine on > 0.5 s
age error • Con‐
=655,33 – • Vehicle speed > 7 tinu‐
655,34 km/h mph ous
(no map, just
bottom and top
limit)
CAN: • Received data • Time after igni‐ • 0.5 s

Brake from TCS im‐ tion on 0.5 s
System plausible mes‐ • Con‐
Control sage tinu‐
Module ous
(BSCM)
CAN
Commu‐
nication
With
Brake
Unit
U0422 CAN: • Received data • Time after igni‐ • 1.0 s • 2 – Check the Out‐
Invalid Gateway from BCM im‐ tion on 0.5 s DCY side Air Temper‐
Data CAN plausible mes‐ • Con‐ ature Sensor -
Re‐ commu‐ sage tinu‐ G17- . Refer to
ceived nication ous ⇒ “3.6.26 Out‐
From with BCM side Air Temper‐
Body ature Sensor

GTI 2014 ➤
tion
Control • Ambient tem‐ • Time after igni‐ • 3.0 s • 2 G17 , Check‐
Module perature value tion on > 1.5 s DCY ing”, page 511 .
(initialization) • Con‐
failure • Engine running tinu‐ – Check the CAN-
ous Bus circuits. If
there are any
other DTC’s
present check
them first.
– Refer to the
proper wiring
schematic for
terminal and
component lo‐
cation.
U0423 CAN: In‐ • Received data • Time after igni‐ • 3.0 s • 2 – Check the CAN-
Invalid strument from Instru‐ tion on 0.5 s DCY Bus circuits. If
Data Cluster ment Cluster • Con‐ there are any
Re‐ CAN implausible tinu‐ other DTC’s
ceived Commu‐ message ous present check
From In‐ nication them first.
stru‐ With In‐
ment strument – Refer to the
Panel Cluster proper wiring
Cluster Module schematic for
cation.
U1103 ECM: • Production • Vehicle speed < 3 • 0.01 s • 1DCY – PERFORM:
Produc‐ Produc‐ mode active mph Preliminary
tion tion Mode • Con‐ Check to verify
Mode Function • Max trip mileage tinu‐ the concern. Re‐
Active Monitor‐ since initial vehi‐ ous fer to
ing: Mode cle start-up < ⇒ “3.1 Prelimi‐
Change 62.15 miles nary Check ”,
• During ECM keep page 18 .
alive-time after
ignition off engine – Perform readi‐
speed 0 rpm ness check. Re‐
fer to
For hybrid: ⇒ “3.2 Readi‐
• Drive motor off ness Codes”,
page 19 .
3.5 Transmission DTC Tables

♦ ⇒ “3.5.1 Transmission Mechatronic , DSG 6-spd 02E (2015
MY)”, page 397
♦ ⇒ “3.5.2 Transmission Mechatronic , DSG 6-spd 02E (2016
MY)”, page 427

GTI 2014 ➤
3.5.1 Transmission Mechatronic , DSG 6-spd 02E (2015 MY)

DQ-250 6F 02E
DTC Fault Code Monitor Strat‐ Malfunction Threshold Secondary Pa‐ Monitor‐ Fre‐
Description egy Descrip‐ Criteria Value rameters with ing Time quency
tion Enable Condi‐ Length of
tions checks,
MIL Il‐
lum
P0219 Engine • signal • rotational • rotational • terminal 15 • 500 • 2
Over-speed range speed of speed> voltage > 4 V ms driv‐
Condition check gearbox 12000 rpm for more than ing
input shaft 500 ms cy‐
exceed a cles
maximum
value
P0501 Vehicle • plausibility • calculate • speed differ‐• gear on input • 300 • 2

Speed Sen‐ check the speed ence magni‐ shaft engag‐ ms driv‐
sor "A" Cir‐ of input tude > 330 ed ing
cuit Range / shaft with rpm (output cy‐
Perform‐ the gear speed = • no valid CAN cles
ance ratio of en‐ 500rpm)… output speed
gaged 100 rpm (out‐ information
gear on in‐ put • output speed
put shaft speed>=2000 > 25 rpm OR
and the rpm) speed of in‐
output put shaft >
shaft 1000 rpm
speed.
compare • terminal 15
the calcu‐ voltage >4 V
lated for more than
speed with 500 ms
measured
speed of • battery volt‐
input shaft age >9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0701 Transmis‐ • signal • travel sen‐ • voltage < • 300 • 2

sion Control range sor voltage 100 mV ms driv‐
System check gearshift ing
Range/Per‐ fork 1/3 out OR cy‐
formance of plausi‐ • voltage > cles
bility range 4900mV
• travel sen‐
sor voltage
gearshift
fork 2/4 out
of plausi‐
bility range
• travel sen‐
sor voltage
gearshift
fork 5/N
out of plau‐
sibility
range
Volkswagen Technical Site: http://vwts.ru http://vwts.info 3. Diagnosis and Testing 397

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• travel sen‐
sor voltage
gearshift
fork 6/R
out of plau‐
sibility
range
P0702 Transmis‐ • plausibility • In spite of • CHS1 cut • one time af‐ • 300 • 2
sion Control check cut off off and ter reset ms driv‐
System Common CHS1- ing
Electrical High-side Current> • terminal 15 cy‐
Switch 1 a 40 mA voltage < 18 cles
measura‐ CHS1 V
ble cur‐ turned on • no short-cir‐
rent. In and CHS1- cuit current
spite of Current< check failure
turned on 200 mA of CHS1
Common
High-side • common
Switch 1 high-side
no current switch 1 volt‐
measura‐ age >9.2V
ble.
• gearbox sub‐
system 1 ac‐
tive
• common
high-side
switches not
deactivated
by module 2
• In spite of • CHS2 cut • one time af‐

cut off off and ter reset
Common CHS2-
High-side Current> • terminal 15
Switch 2 a 40 mA voltage < 18
measura‐ CHS2 V
Common
High-side • common
Switch 2 high-side
ble.
• gearbox sub‐
system 2 ac‐
tive
• common
high-side
switches not
deactivated
by module 2

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• In spite of • CHS3 cut • one time af‐
Common CHS3-
High-side Current> • terminal 15
measura‐ CHS3 V
turned on 200 mA of CHS3 and
Common main pres‐
High-side sure sole‐
Switch 3no noid valve
current
measura‐ • common
ble. high-side
switch 1 and
2 voltage
>9.2V
• common
high-side
switches not
deactivated
by module 2
P0717 Input/Tur‐ • plausibility • calculate • speed differ‐• gear engag‐ • 900 • 2

bine Shaft check the speed ence magni‐ ed on input ms driv‐
Speed Sen‐ of input tude> 330 shaft 1 ing
sor "A" Cir‐ shaft 1 rpm (output cy‐
cuit No Sig‐ with the speed = • valid CAN cles
nal gear ratio 500rpm)… output speed
of engag‐ 100 rpm (out‐ information
ed gear on put • speed of in‐
input shaft speed>=2000 put shaft 1 <
1 and the rpm) 25 rpm
output
shaft • output speed
speed. > 25 rpm
compare
the calcu‐ • terminal 15
lated voltage >4 V
speed with for more than
measured 500 ms
1 more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• calculate • gear engag‐
the speed ed on input
of input shaft 2
shaft 2
with the • valid CAN
gear ratio output speed
of engag‐ information
ed gear on • speed of in‐
input shaft put shaft 2 <
2 and the 25 rpm
output
speed. > 25 rpm
compare
lated voltage >4 V
measured 500 ms
2 more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0729 Gear 6 In‐ • synchroniz‐ • integral • integral > • no slipping • syn‐ • 2

correct Ra‐ ing detec‐ that corre‐ 125 point adapta‐ chron‐ driv‐
tio tion while sponds to tion of clutch izing ing
the gear‐ the energy 2 slip, cy‐
shift fork flux in the duty cles
was control‐ synchroni‐ • multiplexer factor
led to en‐ zation ex‐ position = 0 of
gage sixth ceeds a • control gear‐ safety
gear maximum shift fork valve
value. The valve 3 >= 2
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
duty factor • terminal 15
of the safe‐ voltage > 4 V
ty valve 2 for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
gage first ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

gage sec‐ ceeds a • control gear‐ safety
ond gear maximum shift fork valve
value. The valve 3>= 2
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
gage third ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

gage fourth ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
gage fifth ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0736 Reverse In‐ • unable to • gearshift • gearshift • control safe‐ • 6000 • 2

correct Ra‐ disengage fork of re‐ fork posi‐ ty valve 2 ms driv‐
tio the reverse verse gear tion < syn‐ (ON) >= 20% ing
gear stays in chronizing cy‐
shifted po‐ point re‐ • multiplexer cles
sition in verse gear position = 0
spite of - 10% syn‐ • desired main
control to chronizing pressure > 2
disengage point bar
measured
by a basic • no main
adjust‐ pressure
ment (re‐ loss
verse gear
stays in • terminal 15
shifted po‐ voltage > 4 V
sition) con‐ for more than
trol gear‐ 500 ms
shift fork • battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• synchroniz‐ • integral • integral > • no slipping
ing detec‐ that corre‐ 125 point adapta‐
tion while sponds to tion of clutch
the gear‐ the energy 1
shift fork flux in the
was control‐ synchroni‐ • multiplexer
led to en‐ zation ex‐ position = 0
gage re‐ ceeds a • control gear‐
verse gear maximum shift fork
value. The valve 4 >=
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0746 Pressure • pressure in‐ • integral of • pressure • desired pres‐ • 300 • 2

Control Sol‐ tegral moni‐ actual integral>= sure <= ms driv‐
enoid "A" toring pressure 0,1 bars adapted ing
Perform‐ minus de‐ clutch slip‐ cy‐
ance/Stuck sired pres‐ ping point + 1 cles
Off sure minus bar
drain ex‐
ceeds a • standing ve‐
maximum hicle with ac‐
value celerator
pedal < 0.1%
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• open-circuit • desired • desired • common
check valve cur‐ current> high-side
rent of 350 mA switch 1 on,
clutch 1 actual cur‐ not defect
exceeds a rent< 50 and voltage
threshold mA > 9.2 V
simultane‐
ous the ac‐ • gearbox sub‐
tual valve system 1 ac‐
current is tive
smaller • common
than a sec‐ high-side
ond switches not
threshold deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
P0747 Pressure • pressure • the num‐ • counter > 2 • engaged • 0 ms • 2

Control Sol‐ buildup ber of suc‐ gear on input driv‐
enoid "A" monitoring cessive shaft 1 ing
Stuck On pressure cy‐
buildup • desired pres‐ cles
failure of sure >adap‐
clutch 1 ted clutch
reaches a slipping point
maximum – 0.2 bar
value • output speed
< 200 rpm
• terminal 15
voltage > 4 V
for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• short-circuit • compari‐ • actual • common • 200
current son of ac‐ current>de‐ high-side ms
check tual valve sired cur‐ switch 1 on,
current rent and not defect
with de‐ (actual cur‐ and voltage
sired valve rent- de‐ > 9.2 V
current of sired cur‐
clutch 1 rent)> 200 • gearbox sub‐
mA for system 1 ac‐
more than tive
200 ms • common
high-side
switches not
deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0751 Shift Sole‐ • open-circuit • Compari‐ • difference • common • 300 • 2
noid "A" check son of re‐ of residual high-side ms driv‐
Perform‐ sidual cur‐ current<= switch 1 on, ing
ance/Stuck rent of 200 mA not defect cy‐
Off gearbox (supply and voltage cles
subsystem voltage at > 9.2 V
1 (total common
current at high-side • gearbox sub‐
common 1=7 V) .. system 1 ac‐
high-side 450 mA tive
switch 1 – (supply • common
actual cur‐ voltage at high-side
rent of common switches not
clutch 1) at high-side deactivated
switching 1=13 V) by module 2
point of
control • change of
gearshift supply volt‐
fork valve age < 1 V
1 with re‐
sidual cur‐ • duty factor
rent at per‐ change of
manent safety valve
control of 1 (control of
control safety valve
gearshift 1 is stable)
fork valve <= 5%
1
• duty factor
change of
gearshift fork
valve 2 (con‐
trol of gear‐
shift fork
valve 2 is sta‐
ble) <= 5%
• y factor
change of
safety valve
2 > 70%
• control of
safety valve
2 is stable >=
50 ms
• duty factor
change of
gearshift >
500 rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
noid "B" check son of re‐ of residual high-side ms driv‐
1 (total common
point of
2 with re‐
manent safety valve
fork valve <= 5%
2
• duty factor
change of
gearshift fork
valve 1 (con‐
trol of gear‐
shift fork
valve 1 is sta‐
ble) <= 5%
• duty factor of
control gear‐
shift fork
valve 2 >
70% and
steady state
time >=
50ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
noid "C" check son of re‐ of residual high-side ms driv‐
2 (total common
point of
3 with re‐
manent safety valve
control of 2 <= 5%
control (control of
gearshift safety valve
fork valve 2 is stable)
3
• duty factor
change of
gearshift fork
valve 4 <=
5% (control
of gearshift
fork valve 4 is
stable)
• duty factor of
control gear‐
shift fork
valve 3 >
70% and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
noid "D" check son of re‐ of residual high-side ms driv‐
2 (total common
point of
4 with re‐
manent safety valve
control of 2 <= 5%
control (control of
4
• duty factor
change of
gearshift fork
valve 3 <=
5% (control
of gearshift
fork valve 3 is
stable)
• duty factor of
control gear‐
shift fork
valve 4 >
70% and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0771 Shift Sole‐ • open-circuit • Compari‐ • difference • common
noid "E" check son of re‐ of residual high-side
Perform‐ sidual cur‐ current <= switch 3 on
ance/Stuck rent of 150 mA and not de‐
Off central ( maximum fect
control (to‐ of supply
tal current voltage at • no short-cir‐
at common common cuit current
high-side high-side check failure
switch 3 – 1,2 and of main pres‐
actual cur‐ terminal 15 sure sole‐
rent of =7 V) .. noid valve
main pres‐ 300 mA • common
sure valve (maximum high-side
and cool‐ of supply switch 1 and
ing oil voltage at 2 voltage >
valve) at common 9.2 V
switching high-side
point of 1,2 and • common
multiplexer terminal 15 high-side
valve with =13 V) switches not
residual deactivated
current at by module 2
permanent
control of • change of
multiplexer supply volt‐
valve age < 1 V
• multiplexer
valve is con‐
trolled and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0776 Pressure • pressure in‐ • integral of • pressure • desired pres‐ • 300 • 2
Control Sol‐ tegral moni‐ actual integral >= sure <= ms driv‐
enoid "B" toring pressure 0,1 bars adapted ing
Perform‐ minus de‐ clutch slip‐ cy‐
ance/Stuck sired pres‐ ping point + 1 cles
Off sure minus bar
drain ex‐
value celerator
pedal < 0.1%
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm

check valve cur‐ current> high-side
simultane‐
current is tive
smaller • common
than a sec‐ high-side
ond switches not
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0777 Pressure • pressure • the num‐ • counter > 2 • engaged • 0 ms • 2
Control Sol‐ buildup ber of suc‐ gear on input driv‐
enoid "B" monitoring cessive shaft 2 ing
Stuck On pressure cy‐
buildup • desired pres‐ cles
failure of sure > adap‐
clutch 2 ted clutch
maximum – 0.2 bar
< 200 rpm
• terminal 15
voltage > 4 V
for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
• short-circuit • compari‐ • actual cur‐ • common • 200

current son of ac‐ rent >de‐ high-side ms
with de‐ (actual and voltage
sired valve current- > 9.2 V
current of desired
clutch 2 current) > • gearbox sub‐
200 mA for system 2 ac‐
more than tive
200 ms • common
high-side
switches not
deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0781 1-2 Shift • unable to • gearshift • gearshift • control safe‐ • 6000 • 2
disengage fork of first fork posi‐ ty valve 1 ms driv‐
the first gear stays tion > syn‐ (ON) >= 20% ing
gear in shifted chronizing cy‐
position in point first • multiplexer cles
spite of gear + position = 0
control to 10% syn‐ • desired main
disengage chronizing pressure > 2
point bar
measured
adjust‐ pressure
ment (first loss
gear stays
in shifted • terminal 15
position) voltage > 4 V
control for more than
gearshift 500 ms
fork valve • battery volt‐
2 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

disengage fork of sec‐ fork posi‐ ty valve 1 ms driv‐
the second ond gear tion < syn‐ (ON) >= 20% ing
shifted po‐ point sec‐ • multiplexer cles
sition in ond gear - position = 1
spite of 10% syn‐ • desired main
disengage point bar
measured
adjust‐ pressure
ment (sec‐ loss
ond gear
trol gear‐ 500 ms
valve 4 >= age > 9 V for
5% more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
disengage fork of third fork posi‐ ty valve 1 ms driv‐
the third gear stays tion < syn‐ (ON) >= 20% ing
position in point third • multiplexer cles
spite of gear - 10% position = 0
control to synchro‐ • desired main
disengage nizing pressure > 2
point bar
measured
adjust‐ pressure
ment (third loss
gear stays
gearshift 500 ms
1 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

disengage fork of fork posi‐ ty valve 2 ms driv‐
the fourth fourth gear tion > syn‐ (ON) >= 20% ing
shifted po‐ point • multiplexer cles
sition in fourth gear position = 1
spite of + 10% syn‐ • desired main
disengage point bar
measured
adjust‐ pressure
ment loss
(fourth
gear stays • terminal 15
in shifted voltage > 4 V
position) for more than
control 500 ms
gearshift • battery volt‐
fork valve age > 9 V for
3 >= 5% more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0791 Intermedi‐ • signal • rotational • rotational • terminal 15 • 100 • 2
ate Shaft range speed of speed > voltage > 4 V ms driv‐
Speed Sen‐ check input shaft 12000 rpm for more than ing
sor "A" Cir‐ 1 exceed a 500 ms cy‐
cuit maximum cles
value
OR
• rotational
speed of
input shaft
2 exceed a
maximum
value
P0797 Pressure • short-circuit • compari‐ • actual • common • 300 • 2

Control Sol‐ current son of ac‐ current>de‐ high-side ms driv‐
enoid "C" check tual valve sired cur‐ switch 3 on ing
Stuck On current rent and and not de‐ cy‐
with de‐ (actual cur‐ fect cles
sired valve rent- de‐
current of sired cur‐ • common
main pres‐ rent) > 200 high-side
sure sole‐ mA for switch 1 and
noid valve more than 2 voltage >
300 ms 9.2 V
• common
high-side
switches not
deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
disengage fork of fifth fork posi‐ ty valve 1 ms driv‐
the fifth gear stays tion > syn‐ (ON) >= 20% ing
position in point fifth • multiplexer cles
point bar
measured
adjust‐ pressure
ment (fifth loss
gear stays
gearshift 500 ms
2 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
• unable to • gearshift • gearshift • control safe‐

disengage fork of fork posi‐ ty valve 2
the sixth sixth gear tion > syn‐ (ON) >= 20%
gear stays in chronizing
shifted po‐ point sixth • multiplexer
sition in gear + position = 0
disengage point bar
measured
adjust‐ pressure
ment (sixth loss
gear stays
gearshift 500 ms
4 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0840 Transmis‐ • signal • pressure • voltage < • 300 • 2
sion Fluid range sensor 100 mV ms driv‐
Pressure check voltage ing
Sensor/ clutch 1 OR cy‐
Switch "A" out of plau‐ • voltage > cles
Circuit sibility 4900 mV
range
P0841 Transmis‐ • overpres‐ • hydraulic • pres‐ • signal range • 1000 • 2

sion Fluid sure moni‐ pressure sure>= check is cor‐ ms driv‐
Pressure toring of clutch 1 15.5 bar rect ing
Sensor/ exceeds a cy‐
Switch "A" maximum • terminal 15 cles
Circuit value voltage > 4 V
Range/Per‐ for more than
formance 500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm
P0845 Transmis‐ • pressure • pressure • voltage < • 300 • 2

sion Fluid sensor volt‐ sensor 100 mV ms driv‐
Pressure age clutch 2 voltage ing
Sensor/ out of plau‐ clutch 1 OR cy‐
Switch "B" sibility out of plau‐ • voltage > cles
Circuit range sibility 4900 mV
range
P0846 Transmis‐ • overpres‐ • hydraulic • pressure • signal range • 80 ms • 2

sion Fluid sure moni‐ pressure >= 15.5 check is cor‐ driv‐
Pressure toring of clutch 2 bar rect ing
Sensor/ exceeds a cy‐
Switch "B" maximum • terminal 15 cles
Circuit value voltage > 4 V
Range/Per‐ for more than
formance 500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm
P0864 TCM Com‐ • buss off de‐ • terminal 15 • 1000 • 2

munication tection of voltage > 9 V ms driv‐
Circuit the micro‐ for more than ing
Range/Per‐ controller 500 ms cy‐
formance cles
• > 500 ms af‐
ter reset

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P0890 TCM Power • short-circuit • Detection • current > • terminal 15 • 200 • 2
Relay current by hard‐ 8.5 A voltage > 4 V ms driv‐
Sense Cir‐ check ware cir‐ for more than ing
cuit Low cuit 500 ms cy‐
cles
P0914 Gear Shift • time out de‐ • if time out • time out • gear mes‐ • 300 • 2
Position tection of of the threshold sage for se‐ ms driv‐
Circuit the ques‐ question > 100 ms lector lever is ing
tion and an‐ and an‐ transmittable cy‐
swer diag‐ swer diag‐ and selector cles
nosis nosis is lever mes‐
detected sage is re‐
increment ceivable
an event
counter • no failure of
selector lev‐
er CAN mes‐
sages
• time after
Reset > 100
ms
• terminal 15
voltage > 4 V
for more than
500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• plausibility • selector • selector • no bus off er‐ • 1000
check of se‐ lever posi‐ lever posi‐ ror ms
lector lever tion is not tion = Posi‐
equal to tion 1 or • no error fail‐
negation of Position 2 ure of all
the inverse or Position CAN mes‐
selector 3 or Posi‐ sages
lever posi‐ tion 4 or • no failure of
tion Position L selector lev‐
OR er CAN mes‐
• selector sages
lever posi‐ • time after
tion equals Reset > 1100
initializa‐ ms
tion value
• terminal 15
OR voltage > 9 V
• selector for more than
lever posi‐ 1100 ms
tion equals
error value
OR
• selector
lever posi‐
tion is
equal to
negation of
the inverse
selector
lever posi‐
tion but no
valid posi‐
tion
• question • failure of • 1500

and answer question ms
diagnosis and an‐
swer diag‐
nosis
P0919 Gear Shift • evaluation • error flag • no failure of • 20 ms • 2

Position the error of not de‐ selector lev‐ driv‐
Control Er‐ signal of se‐ terminable er CAN mes‐ ing
ror lector lever selector sages cy‐
CAN mes‐ lever posi‐ cles
sage tion is set • terminal 15
voltage > 4 V
for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• validity • if the se‐ • no failure of
check of se‐ lector lever selector lev‐
lector lever position is er CAN mes‐
position equal to sages
negation of
the inverse • terminal 15
selector voltage > 4 V
lever posi‐ for more than
tion but is 500 ms
not valid
(position
== L, P4,
P3, P2, or
P1)
AND
• is not in er‐
ror state
(position !=
error)
AND
• initializa‐
tion value
with the in‐
itialization
flag not set
then incre‐
ment an
event
counter
• error detec‐ • if the an‐ • no failure of • 100

tion of the swer of the selector lev‐ ms
question diagnosis er CAN mes‐
and answer is wrong sages
diagnosis an event
counter is • terminal 15
incremen‐ voltage > 4 V
ted for more than
500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• plausibility • if the se‐ • no failure of • 400
check of se‐ lector lever selector lev‐ ms
position not equal sages
to negation
of the in‐ • terminal 15
verse se‐ voltage > 4 V
lector lever for more than
position 500 ms
OR • battery volt‐
• selector age > 9 V for
lever posi‐ more than
tion equals 500 ms
initializa‐ • engine
tion value speed > 500
but the ini‐ rpm
tialization
flag is not
set
OR
• selector
lever posi‐
tion equals
error value
then incre‐
ment an
event
counter
P0929 Gear Shift • validity • if the shift‐ • no failure of • 20 ms • 2

Lock Sole‐ check of lock posi‐ selector lev‐ driv‐
noid/Actua‐ shiftlock po‐ tion signal er CAN mes‐ ing
tor Control sition signal is not valid sages cy‐
Circuit "A" (position != cles
Range/Per‐ error, de‐ • terminal 15
formance activate, voltage > 4 V
active or for more than
init) incre‐ 500 ms
ment an
event
counter
P2711 Unexpec‐ • unable to • the num‐ • coun‐ • battery volt‐ • 0 ms • 2

ted Me‐ engage a ber of suc‐ ter>=6 age > 9 V for driv‐
chanical gear on cessive more than ing
Gear Disen‐ shaft 1 engage‐ 500 ms cy‐
gagement ments of cles
the same • engine
gear on speed > 600
shaft 1 ex‐ rpm for more
ceeds a than 500 ms
maximum
value

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• unable to • the num‐
engage a ber of suc‐
gear on cessive
shaft 2 engage‐
ments of
the same
gear on
shaft 2 ex‐
ceeds a
maximum
value
• detect dis‐ • In spite of • counter >3 • battery volt‐

engage‐ a constant age > 9 V for
ment of desired more than
gears on gear dis‐ 500 ms
shaft 1 with‐ engage‐
out control ment • engine
counter speed > 600
exceeds a rpm for more
maximum than 500 ms
>= 12 rpm
• detect dis‐ • In spite of
engage‐ a constant
ment of desired
gears on gear dis‐
out control ment
counter
exceeds a
maximum
value

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P2723 Pressure • open-circuit • residual • residual • common • 300 • 2
Control Sol‐ check current of current <= high-side ms driv‐
enoid "E" gearbox 150 mA switch 1 on, ing
Perform‐ subsystem (supply not defect cy‐
ance/Stuck 1 (total voltage at and voltage cles
Off current at common > 9.2 V
common high-side
high-side 1=7 V) .. • gearbox sub‐
switch 1 – 300 mA system 1 ac‐
actual cur‐ (supply tive
rent of voltage at • common
clutch 1) is common high-side
smaller high-side switches not
than a min‐ 1=13 V) deactivated
imum val‐ by module 2
ue
• change of
supply volt‐
age < 1 V
• duty factor of
control gear‐
shift fork
valve 1 and 2
<= 10 %
• duty factor of
safety valve
1 >= 53%
and steady
state time >=
50 ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
P2732 Pressure • open-circuit • residual • residual • common • 300 • 2
Control Sol‐ check current of current <= high-side ms driv‐
enoid "F" gearbox 150 mA switch 2 on, ing
Perform‐ subsystem (supply not defect cy‐
ance/Stuck 2 (total voltage at and voltage cles
Off current at common > 9.2 V
common high-side
high-side 2=7 V) .. • gearbox sub‐
switch 2 – 300 mA system 2 ac‐
actual cur‐ (supply tive
rent of voltage at • common
clutch 2) is common high-side
smaller high-side switches not
than a min‐ 2=13 V) deactivated
ue
• change of
supply volt‐
age < 1 V
• duty factor of
control gear‐
shift fork
valve 3 and
<= 10 %
• duty factor of
safety valve
2 >= 53%
and steady
state time >=
50 ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
U010 Lost Com‐ • Timeout • failure of • time-out • no bus off er‐ • 490 • 2
0 munication Check all CAN for more ror ms driv‐
With ECM/ engine than 490 ing
PCM "A" messages ms • no error fail‐ cy‐
ure of all cles
CAN mes‐
sages
• terminal 15
voltage > 9 V
for more than
500 ms
• >500 ms af‐
ter reset

GTI 2014 ➤
DQ-250 6F 02E
tions checks,
MIL Il‐
lum
• failure of • time-out • no bus off er‐ • 1010
one or for more ror ms
more CAN than 1010
engine ms • no error fail‐
messages ure of all
(but not all CAN mes‐
CAN en‐ sages
gine mes‐ • no error fail‐
sages) ure of all
CAN engine
messages
• terminal 15
voltage > 9 V
for more than
500 ms
• >500 ms af‐
ter reset
• failure of • time-out • terminal 15 • 2080

all CAN for more voltage > 9 V ms
messages than 2080 for more than
but gear‐ ms 500 ms
box is still
in position • >500 ms af‐
to send ter reset
U010 Lost Com‐ • Timeout • failure of • time-out • kein Bus off • 490 • 2
3 munication Check selector for more Fehler no ms driv‐
With Gear lever CAN than 490 bus off error ing
Shift Con‐ messages ms cy‐
trol Module • no error fail‐ cles
"A" ure of all
CAN mes‐
sages
• terminal 15
voltage > 9 V
for more than
500 ms,
>500 ms af‐
ter reset
U040 Invalid Data • evaluation • if the value • maximum • no failure of • 50 ms • 2

4 Received of selector of mes‐ change of selector lev‐ driv‐
From Gear lever CAN sage coun‐ message er CAN mes‐ ing
Shift Con‐ message ter is per‐ counter > 5 sages cy‐
trol Module counter manent cles
"A" constant or • terminal 15
change ex‐ voltage > 4 V
ceeds a for more than
threshold 500 ms
increment
an event
counter

GTI 2014 ➤
3.5.2 Transmission Mechatronic , DSG 6-spd 02E (2016 MY)

DQ-250 6F 02E
DTC Fault Monitor Strat‐ Malfunction Threshold Secondary Pa‐ Monitor‐ Frequen‐
Code De‐ egy Descrip‐ Criteria Value rameters with ing Time cy of
scription tion Enable Condi‐ Length checks,
tions MIL Illum
P0219 Engine • signal • rotational • rotational • terminal 15 • 500 • 2 driv‐
Over‐ range speed of speed> voltage > 4 V ms ing cy‐
speed check gearbox 12000 rpm for more than cles
Condition input shaft 500 ms
exceed a
maximum
value
P0501 Vehicle • plausibility • calculate • speed differ‐• gear on input • 300 • 2 driv‐
Speed check the speed ence magni‐ shaft engag‐ ms ing cy‐
Sensor of input tude > 330 ed cles
"A" Cir‐ shaft with rpm (output
cuit the gear speed = 500• no valid CAN
Range/ ratio of en‐ rpm) – 100 output speed
Perform‐ gaged rpm (output information
ance gear on in‐ speed>=2000 • output speed
put shaft rpm) > 25 rpm OR
and the speed of in‐
output put shaft >
shaft 1000 rpm
speed.
compare • terminal 15
the calcu‐ voltage >4 V
lated for more than
speed with 500 ms
measured
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0701 Trans‐ • signal • travel sen‐ • voltage < • 300 • 2 driv‐

mission range sor voltage 100 mV ms ing cy‐
Control check gearshift cles
System fork 1/3 out OR
Range/ of plausi‐ • voltage >
Perform‐ bility range 4900 mV
ance
• travel sen‐
sor voltage
gearshift
fork 2/4 out
of plausi‐
bility range
• travel sen‐
sor voltage
gearshift
fork 5/N
out of plau‐
sibility
range

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• travel sen‐
sor voltage
gearshift
fork 6/R
out of plau‐
sibility
range
P0702 Trans‐ • plausibility • In spite of • CHS1 cut • one-time af‐ • 300 • 2 driv‐
mission check cut off off and ter reset ms ing cy‐
Control Common CHS1- cles
System Highside Current> • terminal 15
Electrical Switch 1 a 40 mA voltage < 18
measura‐ CHS1 V
Common
Highside • common
Switch 1 highside
ble.
• gearbox sub‐
system 1 ac‐
tive
• common
highside
switches not
deactivated
by module 2
• In spite of • CHS2 cut • one-time af‐

Common CHS2-
Highside Current> • terminal 15
measura‐ CHS2 V
Common
Highside • common
Switch 2 highside
ble.
• gearbox sub‐
system 2 ac‐
tive
• common
highside
switches not
deactivated
by module 2

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• In spite of • CHS3 cut • one-time af‐
Common CHS3-
Highside Current> • terminal 15
measura‐ CHS3 V
turned on 200 mA of CHS3 and
Common main pres‐
Highside sure sole‐
Switch 3 noid valve
no current
measura‐ • common
ble. highside
switch 1 and
2 voltage
>9.2V
• common
highside
switches not
deactivated
by module 2
P0717 Input/Tur‐ • plausibility • calculate • speed differ‐• gear engag‐ • 900 • 2 driv‐
bine check the speed ence magni‐ ed on input ms ing cy‐
Shaft of input tude> 330 shaft 1 cles
Speed shaft 1 rpm (output
Sensor with the speed = • valid CAN
"A" Cir‐ gear ratio 500rpm)… output speed
cuit No of engag‐ 100 rpm (out‐ information
Signal ed gear on put • speed of in‐
input shaft speed>=2000 put shaft 1 <
1 and the rpm) 25 rpm
output
speed. > 25 rpm
compare
lated voltage >4 V
measured 500 ms
1 more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• calculate • gear engag‐
the speed ed on input
of input shaft 2
shaft 2
with the • valid CAN
gear ratio output speed
of engag‐ information
ed gear on • speed of in‐
input shaft put shaft 2 <
2 and the 25 rpm
output
speed. > 25 rpm
compare
lated voltage >4 V
measured 500 ms
2 more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0729 Gear 6 In‐ • synchroniz‐ • integral • integral > • no slipping • syn‐ • 2 driv‐
correct ing detec‐ that corre‐ 125 point adapta‐ chron‐ ing cy‐
Ratio tion while sponds to tion of clutch izing cles
the gear‐ the energy 2 slip,
shift fork flux in the duty
gage sixth ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
gage 1st ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
gage sec‐ ceeds a • control gear‐ safety
ond gear maximum shift fork valve
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
gage third ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
gage fourth ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
gage fifth ceeds a • control gear‐ safety
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0736 Reverse • unable to • gearshift • gearshift • control safe‐ • 6000 • 2 driv‐

Incorrect disengage fork of re‐ fork posi‐ ty valve 2 ms ing cy‐
Ratio the reverse verse gear tion < syn‐ (ON) >= 20% cles
shifted po‐ point re‐ • multiplexer
sition in verse gear position = 0
spite of - 10% syn‐ • desired main
disengage point bar
measured
adjust‐ pressure
ment (re‐ loss
verse gear
trol gear‐ 500 ms
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• synchroniz‐ • integral • integral > • no slipping
ing detec‐ that corre‐ 125 point adapta‐
tion while sponds to tion of clutch
the gear‐ the energy 1
shift fork flux in the
was control‐ synchroni‐ • multiplexer
led to en‐ zation ex‐ position = 0
gage re‐ ceeds a • control gear‐
verse gear maximum shift fork
value. The valve 4 >=
integral 5%
calculation
depends • no main
on syn‐ pressure
chronizing loss
slip and
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0746 Pressure • pressure in‐ • integral of • pressure • desired pres‐ • 300 • 2 driv‐
Control tegral moni‐ actual integral>= sure <= ms ing cy‐
Solenoid toring pressure 0,1 bar * s adapted cles
"A" Per‐ minus de‐ clutch slip‐
for‐ sired pres‐ ping point + 1
mance/ sure minus bar
Stuck Off drain ex‐
value celerator
pedal < 0.1%
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
check valve cur‐ current> highside
simultane‐
current is tive
smaller • common
than a sec‐ highside
ond switches not
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
P0747 Pressure • pressure • the num‐ • counter > 2 • engaged • 0 ms • 2 driv‐

Control buildup ber of suc‐ gear on input ing cy‐
Solenoid monitoring cessive shaft 1 cles
"A" Stuck pressure
On buildup • desired pres‐
failure of sure >adap‐
clutch 1 ted clutch
maximum – 0.2 bar
< 200 rpm
• terminal 15
voltage > 4 V
for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• short-circuit • compari‐ • actual • common • 200
current son of ac‐ current>de‐ highside ms
with de‐ (actual cur‐ and voltage
sired valve rent- de‐ > 9.2 V
current of sired cur‐
clutch 1 rent)> 200 • gearbox sub‐
mA for system 1 ac‐
more than tive
200 ms • common
highside
switches not
deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
P0751 Shift Sol‐ • open-circuit • Compari‐ • difference • common • 300 • 2 driv‐
enoid "A" check son of re‐ of residual highside ms ing cy‐
Perform‐ sidual cur‐ current<= switch 1 on, cles
ance/ rent of 200 mA not defect
Stuck Off gearbox (supply and voltage
1 (total common
current at highside • gearbox sub‐
common 1=7 V) 450 system 1 ac‐
highside mA (sup‐ tive
switch 1 – ply voltage • common
actual cur‐ at common highside
rent of highside switches not
clutch 1) at 1=13 V) deactivated
switching by module 2
point of
1 with re‐
manent safety valve
fork valve <= 5%
1
• duty factor
change of
gearshift fork
valve 2 (con‐
trol of gear‐
shift fork
valve 2 is sta‐
ble) <= 5%
• y factor
change of
safety valve
2 > 70%
• control of
safety valve
2 is stable >=
50 ms
• duty factor
change of
gearshift >
500 rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
enoid "B" check son of re‐ of residual highside ms ing cy‐
1 (total common
common 1=7 V) , system 1 ac‐
highside 450 mA tive
actual cur‐ voltage at highside
clutch 1) at highside deactivated
point of
2 with re‐
manent safety valve
fork valve <= 5%
2
• duty factor
change of
gearshift fork
valve 1 (con‐
trol of gear‐
shift fork
valve 1 is sta‐
ble) <= 5%
• duty factor of
control gear‐
shift fork
valve 2 >
70% and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
enoid "C" check son of re‐ of residual highside ms ing cy‐
2 (total common
point of
3 with re‐
manent safety valve
control of 2 <= 5%
control (control of
3
• duty factor
change of
gearshift fork
valve 4 <=
5% (control
of gearshift
fork valve 4 is
stable)
• duty factor of
control gear‐
shift fork
valve 3 >
70% and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
enoid "D" check son of re‐ of residual highside ms ing cy‐
2 (total common
point of
4 with re‐
manent safety valve
control of 2 <= 5%
control (control of
4
• duty factor
change of
gearshift fork
valve 3 <=
5% (control
of gearshift
fork valve 3 is
stable)
• duty factor of
control gear‐
shift fork
valve 4 >
70% and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
P0771 Shift Sol‐ • open-circuit • Compari‐ • difference • common
enoid "E" check son of re‐ of residual highside
Perform‐ sidual cur‐ current <= switch 3 on
ance/ rent of 150 mA and not de‐
Stuck Off central ( maximum fect
control (to‐ of supply
tal current voltage at • no short-cir‐
at common common cuit current
highside highside check failure
switch 3 – 1,2 and of main pres‐
actual cur‐ terminal 15 sure sole‐
rent of =7 V) 300 noid valve
main pres‐ mA (maxi‐ • common
sure valve mum of highside
and cool‐ supply switch 1 and
ing oil voltage at 2 voltage >
valve) at common 9.2 V
switching highside
point of 1,2 and • common
multiplexer terminal 15 highside
valve with =13 V) switches not
residual deactivated
current at by module 2
permanent
control of • change of
multiplexer supply volt‐
valve age < 1 V
• multiplexer
valve is con‐
trolled and
steady state
time >= 50
ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
P0776 Pressure • pressure in‐ • integral of • pressure • desired pres‐ • 300 • 2 driv‐
Control tegral moni‐ actual integral >= sure <= ms ing cy‐
Solenoid toring pressure 0,1 bar * s adapted cles
"B" Per‐ minus de‐ clutch slip‐
for‐ sired pres‐ ping point + 1
mance/ sure minus bar
Stuck Off drain ex‐
value celerator
pedal < 0.1%
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
check valve cur‐ current> highside
simultane‐
current is tive
smaller • common
than a sec‐ highside
ond switches not
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
P0777 Pressure • pressure • the num‐ • counter > 2 • engaged • 0 ms • 2 driv‐

Control buildup ber of suc‐ gear on input ing cy‐
Solenoid monitoring cessive shaft 2 cles
"B" Stuck pressure
On buildup • desired pres‐
failure of sure > adap‐
clutch 2 ted clutch
maximum – 0.2 bar
< 200 rpm
• terminal 15
voltage > 4 V
for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• short-circuit • compari‐ • actual cur‐ • common • 200
current son of ac‐ rent >de‐ highside ms
with de‐ (actual and voltage
sired valve current- > 9.2 V
current of desired
clutch 2 current) > • gearbox sub‐
200 mA for system 2 ac‐
more than tive
200 ms • common
highside
switches not
deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
P0781 1-2 Shift • unable to • gearshift • gearshift • control safe‐ • 6000 • 2 driv‐
disengage fork of 1st fork posi‐ ty valve 1 ms ing cy‐
the 1st gear gear stays tion > syn‐ (ON) >= 20% cles
in shifted chronizing
position in point 1st • multiplexer
point bar
measured
adjust‐ pressure
ment (1st loss
gear stays
gearshift 500 ms
2 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
disengage fork of sec‐ fork posi‐ ty valve 1 ms ing cy‐
the second ond gear tion < syn‐ (ON) >= 20% cles
shifted po‐ point sec‐ • multiplexer
sition in ond gear - position = 1
disengage point bar
measured
adjust‐ pressure
ment (sec‐ loss
ond gear
trol gear‐ 500 ms
valve 4 >= age > 9 V for
5% more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
disengage fork of third fork posi‐ ty valve 1 ms ing cy‐
the third gear stays tion < syn‐ (ON) >= 20% cles
gear in shifted chronizing
position in point third • multiplexer
spite of gear - 10% position = 0
control to synchro‐ • desired main
disengage nizing pressure > 2
point bar
measured
adjust‐ pressure
ment (third loss
gear stays
gearshift 500 ms
1 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
disengage fork of fork posi‐ ty valve 2 ms ing cy‐
the fourth fourth gear tion > syn‐ (ON) >= 20% cles
shifted po‐ point • multiplexer
sition in fourth gear position = 1
spite of + 10% syn‐ • desired main
disengage point bar
measured
adjust‐ pressure
ment loss
(fourth
gear stays • terminal 15
in shifted voltage > 4 V
position) for more than
control 500 ms
gearshift • battery volt‐
fork valve age > 9 V for
3 >= 5% more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0791 Inter‐ • signal • rotational • rotational • terminal 15 • 100 • 2 driv‐

mediate range speed of speed > voltage > 4 V ms ing cy‐
Shaft check input shaft 12000 rpm for more than cles
Speed 1 exceed a 500 ms
Sensor maximum
"A" Cir‐ value
cuit
• rotational
speed of
input shaft
2 exceed a
maximum
value

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
P0797 Pressure • short-circuit • compari‐ • actual • common • 300 • 2 driv‐
Control current son of ac‐ current>de‐ highside ms ing cy‐
Solenoid check tual valve sired cur‐ switch 3 on cles
"C" Stuck current rent and and not de‐
On with de‐ (actual cur‐ fect
sired valve rent- de‐
current of sired cur‐ • common
main pres‐ rent) > 200 highside
sure sole‐ mA for switch 1 and
noid valve more than 2 voltage >
300 ms 9.2 V
• common
highside
switches not
deactivated
by module 2
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
disengage fork of fifth fork posi‐ ty valve 1 ms ing cy‐
the fifth gear stays tion > syn‐ (ON) >= 20% cles
gear in shifted chronizing
position in point fifth • multiplexer
point bar
measured
adjust‐ pressure
ment (fifth loss
gear stays
gearshift 500 ms
2 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• unable to • gearshift • gearshift • control safe‐
disengage fork of fork posi‐ ty valve 2
the sixth sixth gear tion > syn‐ (ON) >= 20%
shifted po‐ point sixth • multiplexer
sition in gear + position = 0
disengage point bar
measured
adjust‐ pressure
ment (sixth loss
gear stays
gearshift 500 ms
4 >= 5% age > 9 V for
more than
500 ms
• engine
speed > 600
rpm for more
than 500 ms
P0840 Trans‐ • signal • pressure • voltage < • 300 • 2 driv‐

mission range sensor 100 mV ms ing cy‐
Fluid check voltage cles
Pressure clutch 1 OR
Sensor/ out of plau‐ • voltage >
Switch sibility 4900 mV
"A" Cir‐ range
cuit
P0841 Trans‐ • overpres‐ • hydraulic • pres‐ • signal range • 1000 • 2 driv‐
mission sure moni‐ pressure sure>= check is cor‐ ms ing cy‐
Fluid toring of clutch 1 15.5 bar rect cles
Pressure exceeds a
Sensor/ maximum • terminal 15
Switch value voltage > 4 V
"A" Cir‐ for more than
cuit 500 ms
Range/ • battery volt‐
Perform‐ age > 9 V for
ance more than
500 ms
• engine
speed > 500
rpm
P0845 Trans‐ • pressure • pressure • voltage < • 300 • 2 driv‐

mission sensor volt‐ sensor 100 mV ms ing cy‐
Fluid age clutch 2 voltage cles
Pressure out of plau‐ clutch 1 OR
Sensor/ sibility out of plau‐ • voltage >
Switch range sibility 4900 mV
"B" Cir‐ range
cuit

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
P0846 Trans‐ • overpres‐ • hydraulic • pressure • signal range • 80 ms • 2 driv‐
mission sure moni‐ pressure >= 15.5 check is cor‐ ing cy‐
Fluid toring of clutch 2 bar rect cles
Pressure exceeds a
Sensor/ maximum • terminal 15
Switch value voltage > 4 V
"B" Cir‐ for more than
cuit 500 ms
Range/ • battery volt‐
Perform‐ age > 9 V for
ance more than
500 ms
• engine
speed > 500
rpm
P0864 TCM • buss off de‐ • terminal 15 • 1000 • 2 driv‐

Commu‐ tection of voltage > 9 V ms ing cy‐
nication the micro‐ for more than cles
Circuit controller 500 ms
Range/
Perform‐ • > 500 ms af‐
ance ter reset
P0890 TCM • short-circuit • Detection • current > • terminal 15 • 200 • 2 driv‐

Power current by hard‐ 8.5 A voltage > 4 V ms ing cy‐
Relay check ware cir‐ for more than cles
Sense cuit 500 ms
Circuit
Low
P0914 Gear • time out de‐ • if time out • time out • gear mes‐ • 300 • 2 driv‐
Shift Po‐ tection of of the threshold sage for se‐ ms ing cy‐
sition Cir‐ the ques‐ question > 100 ms lector lever is cles
cuit tion and an‐ and an‐ transmittable
swer diag‐ swer diag‐ and selector
nosis nosis is lever mes‐
detected sage is re‐
increment ceivable
an event
counter • no failure of
selector lev‐
er CAN mes‐
sages
• time after
Reset > 100
ms
• terminal 15
voltage > 4 V
for more than
500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• plausibility • selector • selector • no bus off er‐ • 1000
check of se‐ lever posi‐ lever posi‐ ror ms
lector lever tion is not tion = Posi‐
equal to tion 1 or • no error fail‐
negation of Position 2 ure of all
the inverse or Position CAN mes‐
selector 3 or Posi‐ sages
lever posi‐ tion 4 or • no failure of
tion Position L selector lev‐
OR er CAN mes‐
• selector sages
lever posi‐ • time after
tion equals Reset > 1100
initializa‐ ms
tion value
• terminal 15
OR voltage > 9 V
• selector for more than
lever posi‐ 1100 ms
tion equals
error value
OR
• selector
lever posi‐
tion is
equal to
negation of
the inverse
selector
lever posi‐
tion but no
valid posi‐
tion
• question • failure of • 1500

and answer question ms
diagnosis and an‐
swer diag‐
nosis
P0919 Gear • evaluation • error flag • no failure of • 20 ms • 2 driv‐

Shift Po‐ the error of not de‐ selector lev‐ ing cy‐
sition signal of se‐ terminable er CAN mes‐ cles
Control lector lever selector sages
Error CAN mes‐ lever posi‐
sage tion is set • terminal 15
voltage > 4 V
for more than
500 ms
• battery volt‐
age > 9 V for
more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• validity • if the se‐ • no failure of
check of se‐ lector lever selector lev‐
position equal to sages
negation of
the inverse • terminal 15
selector voltage > 4 V
lever posi‐ for more than
tion but is 500 ms
not valid
(position =
L, P4, P3,
P2, or P1)
AND
• is not in er‐
ror state
(position !=
error)
AND
• initializa‐
tion value
with the in‐
itialization
flag not set
then incre‐
ment an
event
counter
• error detec‐ • if the an‐ • no failure of • 100

tion of the swer of the selector lev‐ ms
question diagnosis er CAN mes‐
and answer is wrong sages
diagnosis an event
counter is • terminal 15
incremen‐ voltage > 4 V
ted for more than
500 ms

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• plausibility • if the se‐ • no failure of • 400
check of se‐ lector lever selector lev‐ ms
position not equal sages
to negation
of the in‐ • terminal 15
verse se‐ voltage > 4 V
lector lever for more than
position 500 ms
OR • battery volt‐
• selector age > 9 V for
lever posi‐ more than
tion equals 500 ms
initializa‐ • engine
tion value speed > 500
but the ini‐ rpm
tialization
flag is not
set
OR
• selector
lever posi‐
tion equals
error value
then incre‐
ment an
event
counter
P0929 Gear • validity • if the shift‐ • no failure of • 20 ms • 2 driv‐

Shift Lock check of lock posi‐ selector lev‐ ing cy‐
Solenoid/ shiftlock po‐ tion signal er CAN mes‐ cles
Actuator sition signal is not valid sages
Control (position !=
Circuit error, de‐ • terminal 15
"A" active, ac‐ voltage > 4 V
Range/ tive or init) for more than
Perform‐ increment 500 ms
ance an event
counter
P2711 Unexpec‐ • unable to • the num‐ • coun‐ • battery volt‐ • 0 ms • 2 driv‐

ted Me‐ engage a ber of suc‐ ter>=6 age > 9 V for ing cy‐
chanical gear on cessive more than cles
Gear Dis‐ shaft 1 engage‐ 500 ms
engage‐ ments of
ment the same • engine
gear on speed > 600
shaft 1 ex‐ rpm for more
ceeds a than 500 ms
maximum
value

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• unable to • the num‐
engage a ber of suc‐
gear on cessive
shaft 2 engage‐
ments of
the same
gear on
shaft 2 ex‐
ceeds a
maximum
value
• detect dis‐ • In spite of • counter >3 • battery volt‐

engage‐ a constant age > 9 V for
ment of desired more than
gears on gear dis‐ 500 ms
out control ment • engine
counter speed > 600
exceeds a rpm for more
maximum than 500 ms
>= 12 rpm
• detect dis‐ • In spite of
engage‐ a constant
ment of desired
gears on gear dis‐
out control ment
counter
exceeds a
maximum
value

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
P2723 Pressure • open-circuit • residual • residual • common • 300 • 2 driv‐
Control check current of current <= highside ms ing cy‐
Solenoid gearbox 150 mA switch 1 on, cles
"E" Per‐ subsystem (supply not defect
for‐ 1 (total voltage at and voltage
mance/ current at common > 9.2 V
Stuck Off common highside
highside 1=7 V) 300 • gearbox sub‐
switch 1 – mA (sup‐ system 1 ac‐
actual cur‐ ply voltage tive
rent of at common • common
clutch 1) is highside highside
smaller 1=13 V) switches not
than a min‐ deactivated
ue
• change of
supply volt‐
age < 1 V
• duty factor of
control gear‐
shift fork
valve 1 and 2
<= 10%
• duty factor of
safety valve
1 >= 53%
and steady
state time >=
50 ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
P2732 Pressure • open-circuit • residual • residual • common • 300 • 2 driv‐
Control check current of current <= highside ms ing cy‐
Solenoid gearbox 150 mA switch 2 on, cles
"F" Per‐ subsystem (supply not defect
for‐ 2 (total voltage at and voltage
mance/ current at common > 9.2 V
Stuck Off common highside
highside 2=7 V) 300 • gearbox sub‐
switch 2 – mA (sup‐ system 2 ac‐
actual cur‐ ply voltage tive
rent of at common • common
clutch 2) is highside highside
smaller 2=13 V) switches not
than a min‐ deactivated
ue
• change of
supply volt‐
age < 1 V
• duty factor of
control gear‐
shift fork
valve 3 and
<= 10%
• duty factor of
safety valve
2 >= 53%
and steady
state time >=
50 ms
• terminal 15
voltage > 9 V
for more than
500 ms
• engine
speed > 500
rpm
U010 Lost • Timeout • failure of • time-out • no bus off er‐ • 490 • 2 driv‐
0 Commu‐ Check all CAN for more ror ms ing cy‐
nication engine than 490 cles
With messages ms • no error fail‐
ECM/ ure of all
PCM "A" CAN mes‐
sages
• terminal 15
voltage > 9 V
for more than
500 ms
• >500 ms af‐
ter reset

GTI 2014 ➤
DQ-250 6F 02E
tions MIL Illum
• failure of • time-out • no bus off er‐ • 1010
one or for more ror ms
more CAN than 1010
engine ms • no error fail‐
messages ure of all
(but not all CAN mes‐
CAN en‐ sages
gine mes‐ • no error fail‐
sages) ure of all
CAN engine
messages
• terminal 15
voltage > 9 V
for more than
500 ms
• >500 ms af‐
ter reset
• failure of • time-out • terminal 15 • 2080

all CAN for more voltage > 9 V ms
messages than 2080 for more than
but gear‐ ms 500 ms
box is still
in position • >500 ms af‐
to send ter reset
U010 Lost • Timeout • failure of • time-out • kein Bus off • 490 • 2 driv‐
3 Commu‐ Check selector for more Fehler no ms ing cy‐
nication lever CAN than 490 bus off error cles
With messages ms
Gear • no error fail‐
Shift ure of all
Control CAN mes‐
Module sages
"A" • terminal 15
voltage > 9 V
for more than
500 ms,
>500 ms af‐
ter reset
U040 Invalid • evaluation • if the value • maximum • no failure of • 50 ms • 2 driv‐

4 Data Re‐ of selector of mes‐ change of selector lev‐ ing cy‐
ceived lever CAN sage coun‐ message er CAN mes‐ cles
From message ter is per‐ counter > 5 sages
Gear counter manent
Shift constant or • terminal 15
Control change ex‐ voltage > 4 V
Module ceeds a for more than
"A" threshold 500 ms
increment
an event
counter

GTI 2014 ➤
3.6 Diagnostic Procedures

♦ ⇒ “3.6.1 Accelerator Pedal Module GX2 , Checking”,
page 457
♦ ⇒ “3.6.2 Cam Adjustment Actuators , Checking”, page 459
♦ ⇒ “3.6.3 Camshaft Adjustment Valve 1 N205 , Checking”,
page 462
♦ ⇒ “3.6.4 Camshaft Position Sensor 3 G300 , Checking”, page
464
♦ ⇒ “3.6.5 Camshaft Position Sensor G40 , Checking”,
page 466
♦ ⇒ “3.6.6 Charge Air Pressure Sensor G31 , Checking”,
page 468
♦ ⇒ “3.6.7 Charge Pressure Actuator V465 / Charge Pressure
Actuator Position Sensor G581 , Checking”, page 470
♦ ⇒ “3.6.8 Engine Component Power Supply Relay J757 ,
Checking”, page 473
♦ ⇒ “3.6.9 Engine Coolant Temperature Sensor G62 , Check‐
ing”, page 475
♦ ⇒ “3.6.10 Engine Coolant Temperature Sensor On Radiator
Outlet G83 , Checking”, page 477
♦ ⇒ “3.6.11 Engine Speed Sensor G28 , Checking”, page 479
♦ ⇒ “3.6.12 Engine Temperature Control Actuator N493 ,
♦ ⇒ “3.6.13 EVAP Canister Purge Regulator Valve 1 N80 ,
♦ ⇒ “3.6.14 Exhaust Camshaft Adjustment Valve 1 N318 ,
♦ ⇒ “3.6.15 Fuel Injectors , Checking”, page 487
♦ ⇒ “3.6.16 Fuel Pressure Regulator Valve N276 , Checking”,
page 489
♦ ⇒ “3.6.17 Fuel Pressure Sensor G247 , Checking”,
page 491
♦ ⇒ “3.6.18 Fuel Pump Control Module J538 / Fuel Delivery Unit
GX1 , Checking”, page 493
♦ ⇒ “3.6.19 Fuel Tank Leak Detection Control Module J909 /
Fuel Tank Pressure Sensor G400 , Checking”, page 496
♦ ⇒ “3.6.20 Ignition Coils with Power Output Stage , Checking”,
page 499
♦ ⇒ “3.6.21 Intake Manifold Runner Control Valve N316 ,
♦ ⇒ “3.6.22 Intake Manifold Runner Position Sensor G336 ,
♦ ⇒ “3.6.23 Intake Manifold Sensor GX9 , Checking”,
page 505
♦ ⇒ “3.6.24 Knock Sensor 1 G61 , Checking”, page 507
♦ ⇒ “3.6.25 Motronic Engine Control Module Power Supply Re‐
lay J271 , Checking”, page 509
♦ ⇒ “3.6.26 Outside Air Temperature Sensor G17 , Checking”,
page 511

GTI 2014 ➤
♦ ⇒ “3.6.27 Oxygen Sensor 1 After Catalytic Converter GX7 ,

♦ ⇒ “3.6.28 Oxygen Sensor 1 Before Catalytic Converter GX10 ,
♦ ⇒ “3.6.29 Secondary Air Injection Pump Motor V101 / Sec‐
ondary Air Injection Pump Relay J299 , Checking”,
page 519
♦ ⇒ “3.6.30 Secondary Air Injection Sensor 1 G609 / Secondary
Air Injection Solenoid Valve N112 , Checking”, page 521
♦ ⇒ “3.6.31 Throttle Valve Control Module GX3 , Checking”,
page 524
♦ ⇒ “3.6.32 Turbocharger Recirculation Valve N249 , Check‐
ing”, page 527
♦ ⇒ “3.6.33 Vehicle Speed Signal, Checking”, page 529
3.6.1 Accelerator Pedal Module - GX2- ,

Checking
General Description
The Accelerator Pedal Position Sensor - G79- and Accelerator
Pedal Position Sensor 2 - G185- are combined in one component
and integrated into the Accelerator Pedal Module - GX2- . They
are used to detect the position of the accelerator pedal throughout
the entire adjustment range. The Engine Control Module - J623-
detects the driver’s request from these signals and uses them to
calculate the injection quantity and EPC Throttle valve operation.
The Accelerator Pedal Module - GX2- contains the following com‐
ponents:
♦ Accelerator Pedal Position Sensor - G79-
♦ Accelerator Pedal Position Sensor 2 - G185-
The Accelerator Pedal Module - GX2- components cannot be
serviced separately, and must be serviced as a unit.
♦ Multimeter.
♦ Scan Tool.
Test requirements
• Fuses OK.
• Battery voltage OK.
• Switch OFF All electrical and electronic accessories.
• Vehicles with Auto. Transmission, ensure Selector Lever po‐
sition is in “P”.
• Vehicles with Manual Transmission, ensure Shifter Lever po‐
sition is in “N” with Parking Brake applied.
• Coolant Temperature: ≥ 80° C.
• Observe all safety precautions:
⇒ “1.1 Safety Precautions”, page 2 .
• View clean working conditions:
⇒ “1.2 Clean Working Conditions”, page 3 .
• For Hybrid vehicles refer to:
⇒ “1.3 High Voltage System General Warnings”, page 4 .

GTI 2014 ➤
Test Procedure
1 • PERFORM: Preliminary Check to verify the – YES:
customers concern. Refer to ♦ GO TO: Step 2 ⇒ page 458 .
⇒ “3.1 Preliminary Check ”, page 18 .
– NO:
– Was Complaint verified? ♦ GATHER more information from customer
about the complaint.

• IGNITION: ON.
– NO:
• CHECK: Throttle valve position closed. ♦ GO TO: Step 4 ⇒ page 458 .
• SPECIFIED VALUE: 3 – 25%.
• DEPRESS: Accelerator pedal slowly to WOT
while observing the percentage display. The
percentage display must increase uniformly.
• CHECK: Throttle valve position at WOT.
• SPECIFIED VALUE: 84 – 99%.
• IGNITION: OFF.
– Was Value obtained?
3 • Condition may be intermittent. ♦ GO TO: Step 7 ⇒ page 459 .
component.
4 • DISCONNECT: Accelerator Pedal Module - – YES:

GX2- harness connector. ♦ GO TO: Step 5 ⇒ page 458 .
• IGNITION: ON. – NO:
• CHECK: Accelerator Pedal Module - GX2- har‐
ness connector terminals 2 to 3 and 1 to 5 for
voltage.
• SPECIFIED VALUE: About 5.0 V.
• IGNITION: OFF.
– Were Values obtained?
5 • REMOVE: Engine Control Module - J623- . – YES:
Refer to appropriate repair manual. ♦ GO TO: Step 7 ⇒ page 459 .
• CHECK: Accelerator Pedal Module - GX2- har‐ – NO:
ness connector terminal 4 to the Engine Con‐ ♦ PERFORM: Visual Inspection of wiring and
trol Module - J623- harness connector T91 / 52 component.
for resistance.
♦ CHECK: Wiring for open, high resistance,
• CHECK: Accelerator Pedal Module - GX2- har‐ short or harness connector for damage, corro‐
ness connector terminal 6 to the Engine Con‐ sion, loose or broken terminals.
trol Module - J623- harness connector T91 / 69
for resistance. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ GO TO: Step 7 ⇒ page 459 .


GTI 2014 ➤

• CHECK: Accelerator Pedal Module - GX2- har‐ – NO:
trol Module - J623- harness connector T91 / 16 component.
for resistance.
• CHECK: Accelerator Pedal Module - GX2- har‐ short or harness connector for damage, corro‐
• CHECK: Accelerator Pedal Module - GX2- har‐ ♦ GO TO: Step 7 ⇒ page 459 .
ness connector terminal 3 to the Engine Con‐
for resistance.
• CHECK: Accelerator Pedal Module - GX2- har‐
for resistance.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω).
7 • Final Procedure – YES:
♦ CHECK: Engine Control Module - J623- har‐
• Perform a road test to verify repair. ness connector for any damaged, pushed-out
– Does the original DTC return? pins.
♦ REPAIR: As necessary.
♦ Clear the DTC’s. Refer to
Memory”, page 26 .
♦ Repair is complete. Generate Readiness
Code. Refer to
♦ Return vehicle to Customer.
♦ If all electrical connections are OK:
♦ REPLACE: Engine Control Module - J623- .
Refer to appropriate repair manual.
Code. Refer to
– NO:
♦ Perform the diagnostic procedure for any
DTC’s.
♦ If no DTC’s return the repair is complete.
♦ Return vehicle to customer.
3.6.2 Cam Adjustment Actuators , Checking

♦ Includes:
♦ Cylinder 1 Exhaust Camshaft Adjuster A - N580-
♦ Cylinder 1 Exhaust Camshaft B - N581-

GTI 2014 ➤

General Description
The Cam Adjustment Actuators are electromagnetic solenoid-
type actuators. Two actuators are used per cylinder. One actuator
moves the cam element on the camshaft for large valve lift. The
other actuator resets the cam element for small valve lift. Each
actuator is attached externally to the cylinder head cover by a bolt.
They are sealed with O rings. When the actuator is activated by
the Engine Control Module - J623- , a metal pin engages the dis‐
placement groove in the cam element, thereby moving the other
cam lobe into position.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
customers complaint. Refer to ♦ GO TO: Step 2 ⇒ page 461 .
– NO:

GTI 2014 ➤

2 • IGNITION: OFF. – YES:
• DISCONNECT: Suspected Cam Adjustment
Actuator(s) harness connector. – NO:
♦ REPLACE: Cam Adjustment Actuator(s) . Re‐
• CHECK: Suspected Cam Adjustment Actuator fer to appropriate repair manual.
(s) component connector terminals 1 to 2 for
resistance. Refer to appropriate wiring dia‐ ♦ GO TO: Step 5 ⇒ page 462 .
gram.
• SPECIFIED VALUE: 7 – 10 Ω (@ approx. 20°
C).
3 • IGNITION: ON. – YES:
• CHECK: Suspected Cam Adjustment Actuator
(s) harness connector terminal 2 to ground for – NO:
voltage. Refer to appropriate wiring diagram. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
• SPECIFIED VALUE: Battery voltage. short or harness connector for damage, corro‐
– Was Value obtained? sion, loose or broken terminals.
♦ REPAIR: Faulty wiring or connector.

• CHECK: Suspected Cam Adjustment Actuator – NO:
(s) harness connector terminal 1 to the Engine ♦ PERFORM: Visual Inspection of wiring and
Control Module - J623- harness connector for component.
resistance. Refer to appropriate wiring dia‐
gram. ♦ CHECK: Wiring for open, high resistance,
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). sion, loose or broken terminals.
– Was Value obtained? ♦ REPAIR: Faulty wiring or connector.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.3 Camshaft Adjustment Valve 1 - N205- ,

Checking
General Description
The camshaft’s task is to operate the valves at the right time and
in the right order to control the charge cycle. Camshaft adjustment
using the Camshaft Adjustment Valve 1 - N205- varies the open‐
ing times of the valves to suit all operating conditions. This en‐
sures ideal charge cycles within a wide range of engine speeds
and loads. Fuel consumption and pollutant emissions are re‐
duced, torque and smoothness increased. In engines with a
double overhead camshaft the size and positioning of the valve
opening overlap can be influenced, enhancing characteristics in
full-load and part-load operation. In continuous camshaft adjust‐
ment, the adjustment is infinitely variable within specific parame‐
ters.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Camshaft Adjustment Valve 1
- N205- harness connector. – NO:
♦ REPLACE: Camshaft Adjustment Valve 1 -
• CHECK: Camshaft Adjustment Valve 1 - N205- N205- . Refer to appropriate repair manual.
component connector terminals 1 to 2 for re‐
sistance. ♦ GO TO: Step 5 ⇒ page 464 .
• SPECIFIED VALUE: 5 to 20 Ω (at approx. 20°
C).
• CHECK: Camshaft Adjustment Valve 1 - N205-
harness connector terminal 1 to ground for – NO:
voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• SPECIFIED VALUE: Battery voltage.
• IGNITION: OFF. short or harness connector for damage, corro‐

• CHECK: Camshaft Adjustment Valve 1 - N205- – NO:
harness connector terminal 2 to the Engine ♦ PERFORM: Visual Inspection of wiring and
Control Module - J623- harness connector component.
T105 / 105 for resistance.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). short or harness connector for damage, corro‐

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.4 Camshaft Position Sensor 3 - G300- ,

Checking
General Description
Camshaft position sensors are located at each camshaft for con‐
trol and monitoring of the camshaft adjusters. For exact determi‐
nation of the camshaft adjustment, the basic settings (retard
position) of the four camshafts are learned by the control modules
(adaptation). During adaptation, the Camshaft solenoid valves
are de-energized. The camshafts are moved to retard position
(basic setting) both by the setting of the solenoid valves and the
direction of pull exerted by the chain. The position of the camshaft
position sensor signals relative to the engine speed sensor ref‐
erence mark (actual values), is stored as basic position and
compared to the specified values.
This provides the basic values for camshaft timing control. A dis‐
tinction is made between basic and fine adaptation. Basic adap‐
tation is always implemented after the ECM is de-energized (no
Terminal 30) or erasing of DTCs. After starting the engine, the
camshafts briefly remains in the basic position until the exact po‐
sition of the camshafts with respect to the crankshaft has been
established. If the camshafts are already in basic position (valves
de-energized) and the coolant temperature is greater than 185°
F (85° C), and assuming basic adaptation has been implemented,
fine adaptation is always performed briefly several times (for ap‐
proximately one second) after starting the engine. Adaptation of
the inlet camshafts takes place at idle or in the near idle range.
Adaptation of the exhaust camshafts takes place in the engine
speed range between 1,200 and 2,000 RPM and at low engine

GTI 2014 ➤
load. The camshaft timing control function is disabled if adaptation

is not performed successfully.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
• Switch OFF all electrical and electronic accessories.
• Vehicles with Man. Transmission, ensure Shifter Lever posi‐
tion is in “N” with Parking Brake applied.
Test Procedure
– NO:

• DISCONNECT: Camshaft Position Sensor 3 -
G300- harness connector. – NO:
• IGNITION: ON.
• CHECK: Camshaft Position Sensor 3 - G300-
harness connector terminals 1 to 3 for voltage.
• IGNITION: OFF.
• CHECK: Camshaft Position Sensor 3 - G300- – NO:

GTI 2014 ➤

• CHECK: Camshaft Position Sensor 3 - G300- – NO:
• CHECK: Camshaft Position Sensor 3 - G300- short or harness connector for damage, corro‐
harness connector terminal 3 to the Engine sion, loose or broken terminals.
Control Module - J623- harness connector
T105 / 29 for resistance. ♦ REPAIR: Faulty wiring or connector.

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.5 Camshaft Position Sensor - G40- ,

Checking
General Description
Using the signal from the Camshaft Position Sensor - G40- , the
precise position of the camshaft relative to the crankshaft is de‐
termined very quickly when the engine is started. Used in combi‐
nation with the signal from the Engine Speed Sensor - G28- , the
signal from the Camshaft Position Sensor - G40- allows to detect
which cylinder is at TDC. The fuel can be injected into the corre‐
sponding cylinder and ignited.
♦ Multimeter.

GTI 2014 ➤
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Camshaft Position Sensor -
• IGNITION: ON.
• CHECK: Camshaft Position Sensor - G40- har‐
ness connector terminals 1 to 3 for voltage.
• IGNITION: OFF.
• CHECK: Camshaft Position Sensor - G40- har‐ – NO:
trol Module - J623- harness connector termi‐ component.
nals T105 / 30 for resistance.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω) short or harness connector for damage, corro‐

GTI 2014 ➤

• CHECK: Camshaft Position Sensor - G40- har‐ – NO:
trol Module - J623- harness connector T105 / component.
35 for resistance.
• CHECK: Camshaft Position Sensor - G40- har‐ short or harness connector for damage, corro‐
trol Module - J623- harness connector T105 /
47 for resistance. ♦ REPAIR: Faulty wiring or connector.

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.6 Charge Air Pressure Sensor - G31- ,

Checking
General Description
The Charge Air Pressure Sensor - G31- is located in the inlet to
the intake manifold. The Engine Control Module - J623- uses the
sensor signal to regulate the turbo boost. There is no substitute
function in the event of signal failure. Charge air pressure regu‐
lation is shut off, leading to a significant reduction in engine
output.
♦ Multimeter.
♦ Wiring Diagram.

GTI 2014 ➤
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Charge Air Pressure Sensor -
• IGNITION: ON.
• CHECK: Charge Air Pressure Sensor - G31-
• IGNITION: OFF.
• CHECK: Charge Air Pressure Sensor - G31- – NO:
• CHECK: Charge Air Pressure Sensor - G31- short or harness connector for damage, corro‐

GTI 2014 ➤

• CHECK: Charge Air Pressure Sensor - G31- – NO:
• CHECK: Charge Air Pressure Sensor - G31- short or harness connector for damage, corro‐

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.7 Charge Pressure Actuator - V465- /

Charge Pressure Actuator Position Sen‐
sor - G581- , Checking
General Description
The Engine Control Module - J623- computes the nominal charge
pressure from the requested torque. If the actual charge pressure
deviates from the nominal charge pressure, the wastegate* is
opened further by the Charge Pressure Actuator - V465- (charge
pressure decreases) or closed further (charge pressure increa‐
ses). The rapid response of the Charge Pressure Actuator - V465-
ensures that the wastegate opens quickly in overrun mode,
thereby reducing the pumping effort of the turbocharger. The
wastegate is closed in the start position. The Charge Pressure
Actuator - V465- is activated by the PWM signal, and the Charge

GTI 2014 ➤
Pressure Actuator Position Sensor - G581- provides position

feedback.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Charge Pressure Actuator -
V465- / Charge Pressure Actuator Position – NO:
Sensor - G581- harness connector. ♦ REPLACE: Charge Pressure Actuator -
V465- / Charge Pressure Actuator Position
• CHECK: Charge Pressure Actuator - V465- / Sensor - G581- . Refer to appropriate repair
Charge Pressure Actuator Position Sensor - manual.
G581- component connector terminals 2 to 6
for resistance. ♦ GO TO: Step 6 ⇒ page 473 .
• SPECIFIED VALUE: 2.4 – 4.6 Ω (@ approx.
20° C).
• CHECK: Charge Pressure Actuator - V465- /
Charge Pressure Actuator Position Sensor - – NO:
G581- harness connector terminals 1 to 3 for ♦ GO TO: Step 4 ⇒ page 472 .
voltage.
• IGNITION: OFF.

GTI 2014 ➤

• CHECK: Charge Pressure Actuator - V465- / – NO:
Charge Pressure Actuator Position Sensor - ♦ PERFORM: Visual Inspection of wiring and
G581- harness connector terminal 1 to the En‐ component.
gine Control Module - J623- harness connector
T105 / 35 for resistance. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Charge Pressure Actuator - V465- / sion, loose or broken terminals.
Charge Pressure Actuator Position Sensor -
G581- harness connector terminal 3 to the En‐ ♦ REPAIR: Faulty wiring or connector.
gine Control Module - J623- harness connector ♦ GO TO: Step 6 ⇒ page 473 .
• CHECK: Charge Pressure Actuator - V465- / – NO:
Charge Pressure Actuator Position Sensor - ♦ PERFORM: Visual Inspection of wiring and
G581- harness connector terminal 2 to the En‐ component.
T105 / 88 for resistance. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Charge Pressure Actuator - V465- / sion, loose or broken terminals.
G581- harness connector terminal 5 to the En‐ ♦ REPAIR: Faulty wiring or connector.
• CHECK: Charge Pressure Actuator - V465- /
G581- harness connector terminal 6 to the En‐

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.8 Engine Component Power Supply Relay

- J757- , Checking
General Description
The following procedure is used to diagnose the Engine Compo‐
nent Power Supply Relay - J757- and the power supply voltage
that is provided to the Ignition Coils .
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Engine Component Power
Supply Relay - J757- from the fuse box in the – NO:
engine compartment. ♦ PERFORM: Visual Inspection of wiring and
component.
• CHECK: Engine Component Power Supply
Relay - J757- harness connector terminal 111 ♦ CHECK: Wiring for open, high resistance,
and 113 to ground for voltage. short or harness connector for damage, corro‐
• IGNITION: OFF.
3 • CONNECT: Jumper wire, Engine Component – YES:
Power Supply Relay - J757- socket terminals ♦ GO TO: Step 4 ⇒ page 474 .
113 and 115.
– NO:
• DISCONNECT: Ignition Coil 1, 2, 3, 4 With ♦ PERFORM: Visual Inspection of wiring and
Power Output Stage - N70, N127, N291, N292- component.
harness connectors.
• CHECK: Ignition Coil 1, 2, 3, 4 With Power short or harness connector for damage, corro‐
Output Stage - N70, N127, N291, N292- har‐ sion, loose or broken terminals.
ness connector terminal 4 to ground for volt‐
age. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: Battery voltage. ♦ GO TO: Step 5 ⇒ page 475 .

4 • REMOVE: Jumper wire, Engine Component – YES:
Power Supply Relay - J757- socket terminals ♦ GO TO: Step 5 ⇒ page 475 .
113 and 115.
– NO:
• REMOVE: Engine Control Module - J623- . ♦ PERFORM: Visual Inspection of wiring and
Refer to appropriate repair manual. component.
• CHECK: Engine Component Power Supply ♦ CHECK: Wiring for open, high resistance,
Relay - J757- harness connector terminal 112 short or harness connector for damage, corro‐
to the Engine Control Module - J623- harness sion, loose or broken terminals.
connector T91 / 8 for resistance.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.9 Engine Coolant Temperature Sensor -

G62- , Checking
General Description
The Engine Coolant Temperature Sensor - G62- sends informa‐
tion about the current coolant temperature to the Engine Control
Module - J623- . It uses the coolant temperature as a correction
value for calculating the injection quantity.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
• Vehicles with Manual Transmission, ensure Gear Shift Lever
position is in “N” with Parking Brake applied.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Engine Coolant Temperature
Sensor - G62- harness connector. – NO:
♦ REPLACE: Engine Coolant Temperature Sen‐
• CHECK: Engine Coolant Temperature Sensor sor - G62- . Refer to appropriate repair manual.
- G62- component connector terminals 1 to 2
• SPECIFIED VALUE: 2,250 Ω (+/- 750 Ω @ ap‐
prox. 20° C).
• CHECK: Engine Coolant Temperature Sensor – NO:
- G62- harness connector terminal 1 to the En‐ ♦ CHECK: Wiring for open, high resistance,
gine Control Module - J623- harness connector short or harness connector for damage, corro‐
T105 / 47 for resistance. sion, loose or broken terminals.
• CHECK: Engine Coolant Temperature Sensor ♦ REPAIR: Faulty wiring or connector.
- G62- harness connector terminal 2 to the En‐

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.10 Engine Coolant Temperature Sensor

On Radiator Outlet - G83- , Checking
General Description
The Engine Coolant Temperature Sensor On Radiator Outlet -
G83- sends information about the current coolant temperature to
the Engine Control Module - J623- . It uses the coolant tempera‐
ture as a correction value for calculating the injection quantity.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Engine Coolant Temperature
Sensor On Radiator Outlet - G83- harness con‐ – NO:
nector. ♦ REPLACE: Engine Coolant Temperature Sen‐
sor On Radiator Outlet - G83- . Refer to appro‐
• CHECK: Engine Coolant Temperature Sensor priate repair manual.
On Radiator Outlet - G83- component connec‐
tor terminals 1 to 2 for resistance. ♦ GO TO: Step 4 ⇒ page 479 .
prox. 20° C).
• CHECK: Engine Coolant Temperature Sensor – NO:
On Radiator Outlet - G83- harness connector ♦ PERFORM: Visual Inspection of wiring and
terminal 1 to the Engine Control Module - J623- component.
harness connector T91 / 49 for resistance.
• CHECK: Engine Coolant Temperature Sensor short or harness connector for damage, corro‐
On Radiator Outlet - G83- harness connector sion, loose or broken terminals.
terminal 2 to the Engine Control Module - J623-
harness connector T91/ 29 for resistance. ♦ REPAIR: Faulty wiring or connector.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.11 Engine Speed Sensor - G28- , Checking

General Description
The Engine Speed Sensor - G28- detects rpm and reference
marks from a toothed wheel on the crankshaft. Without an engine
speed signal, the engine will not start. If the engine speed signal
fails while the engine is running, the engine will stop immediately.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• START or CRANK: Engine.
– NO:
• CHECK: Engine rpm. ♦ GO TO: Step 4 ⇒ page 480 .
• SPECIFIED VALUE: Cranking or Idle rpm.
• IGNITION: OFF.
3 • CONDITION: May be intermittent. ♦ GO TO: Step 7 ⇒ page 481 .
component.
4 • DISCONNECT: Engine Speed Sensor - G28- – YES:

harness connector. ♦ GO TO: Step 5 ⇒ page 480 .
• CHECK: Engine Speed Sensor - G28- wiring
connector terminals 1 to 3 for voltage.
• IGNITION: OFF.
Refer to appropriate repair manual. ♦ REMOVE: Engine Speed Sensor - G28- . Re‐
fer to appropriate repair manual.
• CHECK: Engine Speed Sensor - G28- harness
connector terminal 2 to the Engine Control ♦ CHECK: Engine Speed Sensor - G28- wheel
Module - J623- harness connector T105 / 70 for proper seating, damage and/or run - out.
for resistance. Refer to appropriate repair manual.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ Sensor wheel OK
– Was Value obtained? ♦ REPLACE: Engine Speed Sensor - G28- . Re‐
fer to appropriate repair manual.
– NO:

GTI 2014 ➤

• CHECK: Engine Speed Sensor - G28- harness – NO:
connector terminal 1 to the Engine Control ♦ CHECK: Wiring for open, high resistance,
Module - J623- harness connector T105 / 35 short or harness connector for damage, corro‐
for resistance. sion, loose or broken terminals.
• CHECK: Engine Speed Sensor - G28- harness ♦ REPAIR: Faulty wiring or connector.
connector terminal 3 to the Engine Control
Module - J623- harness connector T105 / 33 ♦ GO TO: Step 7 ⇒ page 481 .
for resistance.
Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.12 Engine Temperature Control Actuator -

N493- , Checking
General Description
Coolant flow is regulated by means of two mechanically coupled
rotary slide valves. The angular position of the rotary slide valves
is regulated according to various engine maps stored in the en‐
gine control unit. Various switching positions can be implemented
by configuring the rotary slide valves accordingly. This allows
rapid heating of the engine, which, in turn, results in lower friction
and higher fuel economy.
♦ Multimeter.

GTI 2014 ➤
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Engine Temperature Control
Actuator - N493- harness connector. – NO:
♦ REPLACE: Engine Temperature Control Ac‐
• CHECK: Engine Temperature Control Actua‐ tuator - N493- . Refer to appropriate repair
tor - N493- component connector terminals 4 manual.
to 5 for resistance.
• SPECIFIED VALUE: 2.4 – 4.6 Ω (@ approx.
20° C).
• CHECK: Engine Temperature Control Actua‐
tor - N493- harness connector terminals 1 to 3 – NO:
for voltage. ♦ GO TO: Step 4 ⇒ page 483 .
• IGNITION: OFF.

GTI 2014 ➤

• CHECK: Engine Temperature Control Actua‐ – NO:
tor - N493- harness connector terminal 1 to the ♦ PERFORM: Visual Inspection of wiring and
Engine Control Module - J623- harness con‐ component.
nector T105 / 33 for resistance.
• CHECK: Engine Temperature Control Actua‐ short or harness connector for damage, corro‐
tor - N493- harness connector terminal 3 to the sion, loose or broken terminals.
Engine Control Module - J623- harness con‐
nector T105 / 35 for resistance. ♦ REPAIR: Faulty wiring or connector.

• CHECK: Engine Temperature Control Actua‐ – NO:
tor - N493- harness connector terminal 2 to the ♦ PERFORM: Visual Inspection of wiring and
• CHECK: Engine Temperature Control Actua‐ short or harness connector for damage, corro‐
tor - N493- harness connector terminal 4 to the sion, loose or broken terminals.
nector T105 / 86 for resistance. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Engine Temperature Control Actua‐ ♦ GO TO: Step 6 ⇒ page 483 .

tor - N493- harness connector terminal 5 to the
Code. Refer to
Code. Refer to
– NO:
DTC’s.

GTI 2014 ➤
3.6.13 EVAP Canister Purge Regulator Valve 1

- N80- , Checking
General Description
EVAP system is designed so that the admission of fuel vapors
takes place only at idle and at light part-throttle. EVAP Canister
Purge Regulator Valve 1 - N80- is map-activated by the Engine
Control Module (ECM) - J623- to accomplish this task.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: EVAP Canister Purge Regu‐
lator Valve 1 - N80- harness connector. – NO:
♦ REPLACE: EVAP Canister Purge Regulator
• CHECK: EVAP Canister Purge Regulator Valve 1 - N80- . Refer to appropriate repair
Valve 1 - N80- component connector terminals manual.
1 to 2 for resistance.
C).

GTI 2014 ➤

• CHECK: EVAP Canister Purge Regulator
Valve 1 - N80- harness connector terminal 1 to – NO:
ground for voltage. ♦ CHECK: Wiring for open, high resistance,
• SPECIFIED VALUE: Battery voltage. sion, loose or broken terminals.
• IGNITION: OFF. ♦ REPAIR: Faulty wiring or connector.
– Was Value obtained? ♦ REPLACE: Any open fuses.

• CHECK: EVAP Canister Purge Regulator – NO:
Valve 1 - N80- harness connector terminal 2 to ♦ CHECK: Wiring for open, high resistance,
the Engine Control Module - J623- harness short or harness connector for damage, corro‐
connector T105 / 3 for resistance. sion, loose or broken terminals.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). ♦ REPAIR: Faulty wiring or connector.
– Was Value obtained? ♦ GO TO: Step 5 ⇒ page 485 .

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.14 Exhaust Camshaft Adjustment Valve 1 -

N318- , Checking
General Description
By adjusting the camshafts, power and torque can be increased,
fuel consumption can be improved and emissions reduced, de‐
pending on the load characteristics of the engine. To adjust the

GTI 2014 ➤
camshafts, the Engine Control Module (ECM) - J623- actuates

Exhaust Camshaft Adjustment Valve 1 - N318- . Camshaft ad‐
justers are adjusted by actuator solenoids with the assistance of
the engine oil pressure. Adjusting both camshafts enables a max‐
imum valve overlap of 42° CRK. The valve overlap allows for
internal exhaust gas recirculation.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Exhaust Camshaft Adjust‐
ment Valve 1 - N318- harness connector. – NO:
♦ REPLACE: Exhaust Camshaft Adjustment
• CHECK: Exhaust Camshaft Adjustment Valve Valve 1 - N318- . Refer to appropriate repair
1 - N318- component connector terminals 1 to manual.
2 for resistance.
C).

GTI 2014 ➤

• CHECK: Exhaust Camshaft Adjustment Valve
1 - N318- harness connector terminal 1 to – NO:

• CHECK: Exhaust Camshaft Adjustment Valve – NO:
1 - N318- harness connector terminal 2 to the ♦ CHECK: Wiring for open, high resistance,
Engine Control Module - J623- harness con‐ short or harness connector for damage, corro‐
nector terminals T105 / 104 for resistance. sion, loose or broken terminals.

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.15 Fuel Injectors , Checking

General Description
The Cylinder Fuel Injectors are controlled by the Engine Control
Module - J623- and mounted normal in the cylinder head. The fuel
injectors spray high-pressure atomized fuel directly into the com‐
bustion chamber.

GTI 2014 ➤

♦ Multimeter.
♦ Wiring Diagram.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Suspect Fuel Injector from
harness connector. – NO:
♦ REPLACE: Suspect Fuel Injector (s). Refer to
• CHECK: Suspect Fuel Injector component appropriate repair manual.
connector terminals 1 to 2 for resistance (refer
to the wiring diagram for proper terminal loca‐ ♦ GO TO: Step 4 ⇒ page 489 .
tions).
• SPECIFIED VALUE: 0.5 – 15 Ω (@ approx. 20°
C).
• CHECK: Suspect Fuel Injector harness con‐ – NO:
nector terminal 1 to the Engine Control Module ♦ CHECK: Wiring for open, high resistance,
- J623- harness connector T105 / xx for resist‐ short or harness connector for damage, corro‐
ance (refer to the wiring diagram for proper sion, loose or broken terminals.
terminal locations).
• CHECK: Suspect Fuel Injector harness con‐
nector terminal 2 to the Engine Control Module ♦ GO TO: Step 4 ⇒ page 489 .
- J623- harness connector T105 / xx for resist‐
ance (refer to the wiring diagram for proper
terminal locations).

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.16 Fuel Pressure Regulator Valve - N276- ,

Checking
General Description
The Engine Control Module - J623- regulates the Fuel Pressure
Regulator Valve - N276- directly at the High Pressure Fuel Pump
to control the low pressure valve inside the High Pressure Fuel
Pump.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Fuel Pressure Regulator
Valve - N276- harness connector. – NO:
♦ REPLACE: Fuel Pressure Regulator Valve -
• CHECK: Fuel Pressure Regulator Valve - N276- . Refer to appropriate repair manual.
N276- component connector terminals 1 to 2
• SPECIFIED VALUE: 0.5 – 12 Ω (@ approx. 20°
C).
• CHECK: Fuel Pressure Regulator Valve - – NO:
N276- harness connector terminal 1 to the En‐ ♦ CHECK: Wiring for open, high resistance,
gine Control Module - J623- harness connector short or harness connector for damage, corro‐
T105 / 93 for resistance. sion, loose or broken terminals.
• CHECK: Fuel Pressure Regulator Valve - ♦ REPAIR: Faulty wiring or connector.
N276- harness connector terminal 2 to the En‐
• SPECIFIED VALUE: 0.5 to 11 Ω (± 0.5 Ω).

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.17 Fuel Pressure Sensor - G247- , Check‐

ing
General Description
The Fuel Pressure Sensor - G247- measures the fuel pressure in
the high-pressure fuel system. The Engine Control Module - J623-
analyzes the signal and regulates the fuel high pressure through
the Fuel Pressure Regulator Valve - N276- in the high-pressure
pump.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Fuel Pressure Sensor - G247-
• IGNITION: ON.
• CHECK: Fuel Pressure Sensor - G247- har‐
• IGNITION: OFF.
• CHECK: Fuel Pressure Sensor - G247- har‐ – NO:
49 for resistance.

• CHECK: Fuel Pressure Sensor - G247- har‐ – NO:
33 for resistance.
• CHECK: Fuel Pressure Sensor - G247- har‐ short or harness connector for damage, corro‐
trol Module - J623- harness connector T105 /
35 for resistance. ♦ REPAIR: Faulty wiring or connector.


GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.18 Fuel Pump Control Module - J538- / Fuel

Delivery Unit - GX1- , Checking
General Description
The Engine Control Module - J623- tells the Fuel Pump Control
Module - J538- the demand needed for fuel volume and pressure
and activates the Fuel Delivery Unit - GX1- . The Fuel Delivery
Unit - GX1- transfers fuel to the rest of the fuel system, where it
is monitored by the Engine Control Module - J623- through sen‐
sors, and controlled through regulators and/or metering valves.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
Note
When the door is opened or the Ignition is turned to the ON po‐

sition the fuel pump is activated for 2 seconds to build up the
pressure in the fuel system.

♦ NO:
– Was Complaint verified?
♦ GATHER more Information from customer

♦ Condition may be intermittent.
• LISTEN: Fuel Delivery Unit - GX1- Should be
heard running for 2 s. ♦ PERFORM: Visual Inspection of wiring and
component.
• SPECIFIED VALUE: Transfer Fuel Pump ON
for 2 s. ♦ CHECK: Wiring for open, high resistance,
• IGNITION: OFF. sion, loose or broken terminals.
– Was Value obtained? ♦ REPAIR: Faulty wiring or connector.
♦ NO:

• DISCONNECT: Fuel Pump Control Module. -
J538- ♦ NO:
• IGNITION: ON. ♦ PERFORM: Visual Inspection of wiring and
component.
• CHECK: Fuel Pump Control Module - J538-
harness connector terminals 3 to 4 for voltage. ♦ CHECK: Wiring for open, high resistance,
• CHECK: Fuel Pump Control Module - J538- sion, loose or broken terminals.
harness connector terminal 4 to battery voltage
for voltage. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Fuel Pump Control Module - J538- ♦ GO TO: Step 7 ⇒ page 496 .
harness connector terminal 3 to ground for
voltage.
• IGNITION: OFF.

GTI 2014 ➤

4 • RECONNECT: Fuel Pump Control Module - – YES:
J538- . ♦ REPLACE: Fuel Delivery Unit - GX1- , Refer to
appropriate repair manual.
• DISCONNECT: Fuel Delivery Unit - GX1- .
• CRANK: Engine.
♦ NO:
• CHECK: Fuel Delivery Unit - GX1- harness
connector terminals 1 to 5 for voltage while en‐ ♦ GO TO: Step 5 ⇒ page 495 .
gine is cranking.
• IGNITION: OFF.
• SPECIFIED VALUE: 7 – 11 V.
5 • DISCONNECT: Fuel Pump Control Module - – YES:
J538- . ♦ GO TO: Step 6 ⇒ page 495 .
• CHECK: Fuel Delivery Unit - GX1- harness ♦ NO:
connector terminal 1 to Fuel Pump Control
Module - J538- wiring connector 1 for resist‐ ♦ PERFORM: Visual Inspection of wiring and
ance. component.
• CHECK: Fuel Delivery Unit - GX1- harness ♦ CHECK: Wiring for open, high resistance,
connector terminal 5 to Fuel Pump Control short or harness connector for damage, corro‐
Module - J538- wiring connector 2 for resist‐ sion, loose or broken terminals.
ance. ♦ REPAIR: Faulty wiring or connector.
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ). ♦ GO TO: Step 7 ⇒ page 496 .
– Were values obtained?
Refer to appropriate repair manual. ♦ REPLACE: Fuel Pump Control Module -
J538- . Refer to appropriate repair manual.
• CHECK: Fuel Pump Control Module - J538-
harness connector terminal 5 to Engine Con‐ ♦ GO TO: Step 7 ⇒ page 496 .
trol Module - J623- wiring connector terminal
T91 / 9 for resistance. ♦ NO:
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ). ♦ PERFORM: Visual Inspection of wiring and

component.
– Were values obtained?

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.19 Fuel Tank Leak Detection Control Mod‐

ule - J909- / Fuel Tank Pressure Sensor
- G400- , Checking
General Description
The system can test the evaporative system integrity by using
natural vacuum after the engine is shut off. The Engine Control
Module - J623- monitors the ability of the system to maintain vac‐
uum through signals sent from the Fuel Tank Pressure Sensor -
G400- / Fuel Tank Leak Detection Control Module - J909- . If the
vacuum remains for a specified period of time, then there are no
evaporative leaks, and a PASS is reported by the Engine Control
Module - J623- . If there is a leak, the system either will not ach‐
ieve a vacuum, or a vacuum cannot be maintained. Usually a fault
can only be detected after a cold start.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• REMOVE: Evaporative Canister. Refer to ap‐
propriate repair manual. – NO:
♦ REPLACE: Fuel Tank Pressure Sensor -
• Plug or Cap off the Fuel Tank Pressure Sensor G400- . Refer to appropriate repair manual.
- G400- hose going to the vent filter.
• CONNECT: Hand vacuum pump to the Fuel
Tank Pressure Sensor - G400- and apply
0.700 bar and see if the vacuum holds.
– Did the vacuum hold?
3 • DISCONNECT: Fuel Tank Leak Detection – YES:
Control Module - J909 - harness connector. ♦ GO TO: Step 4 ⇒ page 498 .
♦ PERFORM: Visual Inspection of wiring and
• CHECK: Fuel Tank Leak Detection Control component.
Module - J909 - harness connector terminal 4
to ground for voltage. ♦ CHECK: Wiring for open, high resistance,
• SPECIFIED VALUE: Battery voltage. ♦ REPAIR: Faulty wiring or connector.

GTI 2014 ➤

Refer to appropriate repair manual. ♦ REPLACE: Fuel Tank Leak Detection Control
Module - J909 - . Refer to appropriate repair
• DISCONNECT: Fuel Tank Pressure Sensor - manual.
G400- . Refer to appropriate repair manual.
• CHECK: Fuel Tank Leak Detection Control
Module - J909 - harness connector terminal 2 – NO:
to the Engine Control Module - J623- harness ♦ PERFORM: Visual Inspection of wiring and
connector T91 / 38 for resistance. component.
• CHECK: Fuel Tank Leak Detection Control ♦ CHECK: Wiring for open, high resistance,
Module - J909 - harness connector terminal 3 short or harness connector for damage, corro‐
to the Engine Control Module - J623- harness sion, loose or broken terminals.
Module - J909 - harness connector terminal 1 ♦ GO TO: Step 5 ⇒ page 498 .
to the Fuel Tank Pressure Sensor - G400- har‐
ness connector terminal 1 for resistance.
Module - J909 - harness connector terminal 5
to the Fuel Tank Pressure Sensor - G400- har‐
ness connector terminal 3 for resistance.
Code. Refer to
Code. Refer to
– NO:
DTC’s.

GTI 2014 ➤
3.6.20 Ignition Coils with Power Output Stage ,

Checking
General Description
The ignition coil must transform the relatively low 12 V on-board
vehicle voltage to the high ignition voltage required and supply
the energy stored in that voltage to the spark plug. The functional
principle of the ignition coil is relatively simple. It has a primary
winding (small number of turns) and a secondary winding (lots of
turns). The turn ratio between the number of primary and secon‐
dary winding turns determines the level of the voltage generated
at the output. Ignition Coils With Power Output Stage are plugged
directly into the spark plug. This means that the ignition energy
can be transferred directly to the spark plug with virtually zero
power loss.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
♦ LED Test Lamp.
Test requirements
• Fuses OK.
Test Procedure
– NO:

GTI 2014 ➤

• DISCONNECT: Suspected Ignition Coil With
Power Output Stage harness connector. – NO:
♦ CHECK: Wiring for opens, high resistance,
• IGNITION: ON. short or harness connector for damage, corro‐
• CHECK: Ignition Coil With Power Output Stage sion, loose or broken terminals.
harness connector terminal 4 to 1 for voltage. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Ignition Coil With Power Output Stage ♦ REPLACE: Any open fuses.
harness connector terminal 4 to 3 for voltage.
• IGNITION: OFF.
• CHECK: Suspected Ignition Coil With Power – NO:
Output Stage harness connector terminal 2 to ♦ CHECK: Wiring for open, high resistance,
the Engine Control Module - J623- harness short or harness connector for damage, corro‐
connector terminals (refer to the wiring dia‐ sion, loose or broken terminals.
gram for proper terminal locations).
4 • DISABLE: Fuel Injectors . Refer to appropriate – YES:
electrical schematic for in-line connector loca‐ ♦ GO TO: Step 5 ⇒ page 501 .
tions and/or fuses.
– NO:
• DISCONNECT: Cold Start Injector (if applica‐ ♦ GO TO: Step 5 ⇒ page 501 .
ble).
• CONNECT: LED Test Lamp to suspected Ig‐
nition Coil With Power Output Stage harness
connector terminals 2 to 3.
• CRANK: Engine.
• SPECIFIED VALUE: LED Test Lamp should
flicker ON & OFF.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.21 Intake Manifold Runner Control Valve -

N316- , Checking
General Description
The intake manifold runner valve(s) are mounted on a common
shaft and actuated by a vacuum cell. The partial vacuum required
for actuation is supplied by the Intake Manifold Runner Control
Valve - N316- . The Engine Control Module (ECM) - J623- acti‐
vates the Intake Manifold Runner Control Valve - N316- on the
basis of a characteristic map.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Intake Manifold Runner Con‐
trol Valve - N316- harness connector. – NO:
♦ REPLACE: Intake Manifold Runner Control
• CHECK: Intake Manifold Runner Control Valve Valve - N316- . Refer to appropriate repair
- N316- component connector terminals 1 to 2 manual.
for resistance.
C).
• CHECK: Intake Manifold Runner Control Valve
- N316- harness connector terminal 1 to – NO:

• CHECK: Intake Manifold Runner Control Valve – NO:
- N316- harness connector terminal 2 to the ♦ CHECK: Wiring for open, high resistance,
nector T105 / 53 for resistance. sion, loose or broken terminals.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.22 Intake Manifold Runner Position Sensor

- G336- , Checking
General Description
The Engine Control Module - J623- uses the Intake Manifold
Runner Position Sensor - G336- signal to calculate a correction
value for the charge air pressure. Evaluation of the signal gives
consideration to the influence of temperature on the density of the
charge air. Failure In the event of signal failure, the Engine Control
Module - J623- employs a fixed, substitute value for calculation
purposes. This may lead to reduced engine output.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Intake Manifold Runner Posi‐
tion Sensor - G336- harness connector. – NO:
• IGNITION: ON.
• CHECK: Intake Manifold Runner Position Sen‐
sor - G336- harness connector terminals 1 to 3
for voltage.
• IGNITION: OFF.
• CHECK: Intake Manifold Runner Position Sen‐ – NO:
sor - G336- harness connector terminal 2 to the ♦ CHECK: Wiring for open, high resistance,

• CHECK: Intake Manifold Runner Position Sen‐ – NO:
sor - G336- harness connector terminal 1 to the ♦ CHECK: Wiring for open, high resistance,
• CHECK: Intake Manifold Runner Position Sen‐ ♦ REPAIR: Faulty wiring or connector.
sor - G336- harness connector terminal 3 to the
Engine Control Module - J623- harness con‐ ♦ GO TO: Step 5 ⇒ page 505 .

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.23 Intake Manifold Sensor - GX9- , Check‐

ing
General Description
Air mass and charge pressure are two factors used for engine
load management. For this purpose, there are several sensors
with absolutely identical functions. They measure the intake air
temperature and the intake manifold pressure. The first sender
unit is located upstream of the Throttle Valve Control Module -
J338- in the Intake Manifold Sensor - GX9- . They measure the
pressure and temperature of the air in each individual cylinder
bank. The values measured here correspond to the actual air
mass in the cylinder bank(s).
Note the Intake Air Temperature Sensor - G42- / Manifold Abso‐
lute Pressure Sensor - G71- are also known as the Intake Mani‐
fold Sensor - GX9- .
The Intake Manifold Sensor - GX9- contains the following com‐
ponents:
♦ Manifold Absolute Pressure Sensor - G71- .
♦ Intake Air Temperature Sensor 2 - G299- .
The Intake Manifold Sensor - GX9- components cannot be serv‐
iced separately, it must be serviced as a unit.
♦ Multimeter.
♦ Wiring Diagram.

GTI 2014 ➤
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Intake Manifold Sensor - GX9-
• IGNITION: ON.
• CHECK: Intake Manifold Sensor - GX9- har‐
• IGNITION: OFF.
• CHECK: Intake Manifold Sensor - GX9- har‐ – NO:
ness connector terminal 2 to the Engine Con‐ ♦ CHECK: Wiring for open, high resistance,
trol Module - J623- harness connector T105 / short or harness connector for damage, corro‐
51 for resistance. sion, loose or broken terminals.
• CHECK: Intake Manifold Sensor - GX9- har‐ ♦ REPAIR: Faulty wiring or connector.
trol Module - J623- harness connector T105 / ♦ GO TO: Step 5 ⇒ page 507 .
52 for resistance.
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω),

GTI 2014 ➤

• CHECK: Intake Manifold Sensor - GX9- har‐ – NO:
ness connector terminal 1 to the Engine Con‐ ♦ CHECK: Wiring for open, high resistance,
trol Module - J623- harness connector T105 / short or harness connector for damage, corro‐
33 for resistance. sion, loose or broken terminals.
• CHECK: Intake Manifold Sensor - GX9- har‐ ♦ REPAIR: Faulty wiring or connector.
trol Module - J623- harness connector T105 / ♦ GO TO: Step 5 ⇒ page 507 .
35 for resistance.
Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.24 Knock Sensor 1 - G61- , Checking

General Description
The Knock Sensor 1 - G61- is a tuned accelerometer on the en‐
gine which converts engine vibration to an electrical signal. The
Engine Control Module - J623- uses this signal to determine the
presence of engine knock and to retard spark timing.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.

GTI 2014 ➤
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Knock Sensor 1 - G61- har‐
ness connector. – NO:
♦ REPLACE: Knock Sensor 1 - G61- . Refer to
• CHECK: Knock Sensor 1 - G61- component appropriate repair manual.
connector terminals 1 to 2 for resistance.
prox. 20° C).
• CHECK: Knock Sensor 1 - G61- harness con‐ – NO:
nector terminal 1 to the Engine Control Module ♦ CHECK: Wiring for open, high resistance,
- J623- harness connector T105 / 98 for resist‐ short or harness connector for damage, corro‐
ance. sion, loose or broken terminals.
• CHECK: Knock Sensor 1 - G61- harness con‐ ♦ REPAIR: Faulty wiring or connector.
nector terminal 2 to the Engine Control Module
- J623- harness connector T105 / 97 for resist‐ ♦ GO TO: Step 4 ⇒ page 509 .
ance.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.25 Motronic Engine Control Module Power

Supply Relay - J271- , Checking
General Description
The following procedure is used to diagnose the Motronic Engine
Control Module Power Supply Relay - J271- and the Engine Con‐
trol Module - J623- power supply voltage that is provided by the
Motronic Engine Control Module Power Supply Relay - J271- .
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Motronic Engine Control Mod‐
ule Power Supply Relay - J271- from the fuse – NO:
box in the engine compartment. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: ON.
• CHECK: Motronic Engine Control Module short or harness connector for damage, corro‐
Power Supply Relay - J271- socket terminals sion, loose or broken terminals.
30 and 85 to ground for voltage.
• IGNITION: OFF.
• CONNECT: Jumper wire Motronic Engine – NO:
Control Module Power Supply Relay - J271- ♦ GO TO: Step 5 ⇒ page 511 .
socket terminals 30 and 71.
• CHECK: Engine Control Module - J623- har‐
ness connector T91 / 5 and T91 / 6 to ground
for voltage.
4 • REMOVE: Jumper wire Motronic Engine Con‐ – YES:
trol Module Power Supply Relay - J271- socket ♦ REPLACE: Motronic Engine Control Module
terminals 30 and 71. Power Supply Relay - J271- . Refer to appro‐
priate repair manual.
• CHECK: Motronic Engine Control Module
Power Supply Relay - J271- socket terminal 86 ♦ GO TO: Step 6 ⇒ page 511 .
to the Engine Control Module - J623- harness
connector T91 / 7 for resistance. – NO:
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). component.
– Was Value obtained? ♦ CHECK: Wiring for open, high resistance,

GTI 2014 ➤

5 • REMOVE: Jumper wire Motronic Engine Con‐ – YES:
trol Module Power Supply Relay - J271- socket ♦ REPLACE: Fuse Panel B - SB- fuse box. Refer
terminals 30 and 71. to appropriate repair manual.
• REMOVE: Fuse. Refer to appropriate repair ♦ GO TO: Step 6 ⇒ page 511 .
manual.
– NO:
• CHECK: Downstream (output) side of Fuse to ♦ PERFORM: Visual Inspection of wiring and
nector T91 / 5 and T91 / 6 for resistance.

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.26 Outside Air Temperature Sensor -

G17- , Checking
General Description
The ambient or Outside Air Temperature Sensor - G17- is a neg‐
ative temperature coefficient (NTC) sensor that informs the sem‐
iautomatic / automatic temperature control system of outside air
temperature. An NTC sensor's resistance decreases as the tem‐
perature increases. The computer uses this input along with
different in-car temperature sensors to control temperature and
blower speed. When there is a problem with this sensor, perform‐
ance will suffer and the compressor's clutch may not engage.

GTI 2014 ➤
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Outside Air Temperature Sen‐
sor - G17- harness connector. – NO:
♦ REPLACE: Outside Air Temperature Sensor -
• CHECK: Outside Air Temperature Sensor - G17- . Refer to appropriate repair manual.
G17- component connector terminals 1 to 2 for
resistance. ♦ GO TO: Step 4 ⇒ page 513 .
prox. 20° C).
3 • REMOVE: Vehicle Electrical System Control – YES:
Module - J519- . Refer to appropriate repair ♦ REPLACE: Vehicle Electrical System Control
manual. Module - J519- . Refer to appropriate repair
manual.
• CHECK: Outside Air Temperature Sensor -
G17- harness connector terminal 1 to the Ve‐ ♦ GO TO: Step 4 ⇒ page 513 .
hicle Electrical System Control Module - J519-
harness connector T46b / 19 for resistance. – NO:
• CHECK: Outside Air Temperature Sensor - short or harness connector for damage, corro‐
G17- harness connector terminal 2 to the Ve‐ sion, loose or broken terminals.
hicle Electrical System Control Module - J519-
harness connector T46b / 27 for resistance. ♦ REPAIR: Faulty wiring or connector.

GTI 2014 ➤

♦ Check the DTC memory. Refer to
• Perform a road test to verify repair. ⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC
• Do any DTC’s return: Memory”, page 26 .
♦ Perform the diagnostic procedure for that DTC.
– NO:
♦ Repair is complete. Generate readiness code.
Refer to ⇒ “3.2 Readiness Codes”, page 19 .
3.6.27 Oxygen Sensor 1 After Catalytic Con‐

verter - GX7- , Checking
General Description
The Oxygen Sensor 1 After Catalytic Converter - GX7- down‐
stream of the primary catalytic converter supplies the Engine
Control Module - J623- with a voltage signal (nonlinear) indicating
“rich” or “lean. If the primary catalytic converter is supersaturated
with oxygen (lean mixture), Oxygen Sensor 1 After Catalytic Con‐
verter - GX7- will send the Engine Control Module - J623- a
nonlinear signal indicating the lean mixture condition. The mixture
is then enriched with fuel until the oxygen has been “displaced”
from the catalytic converter. This condition, in turn, is registered
by Oxygen Sensor 1 After Catalytic Converter - GX7- as a non‐
linear signal indicating the rich mixture condition. The mixture is
then leaned out by the Engine Control Module - J623- . If the
nonlinear signal is received again, the mixture will again be en‐
riched. The frequency, or period, during which the mixture is
enriched or leaned out is variable, being dependent on the gas
flow rate (engine load) at that moment.
Note the Oxygen Sensor 1 After Catalytic Converter - GX7- is also
referred to as the Oxygen Sensor After Three Way Catalytic Con‐
verter - G130- .
The Oxygen Sensor 1 After Catalytic Converter - GX7- contains
the following components:
♦ Oxygen Sensor After Three Way Catalytic Converter - G130-
♦ Heater For Oxygen Sensor 1 After Catalytic Converter - Z29-
The Oxygen Sensor 1 After Catalytic Converter - GX7- compo‐
nents cannot be serviced separately, it must be serviced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Oxygen Sensor 1 After Cata‐
lytic Converter - GX7- harness connector. – NO:
♦ REPLACE: Oxygen Sensor 1 After Catalytic
• CHECK: Oxygen Sensor 1 After Catalytic Con‐ Converter - GX7- . Refer to appropriate repair
verter - GX7- component connector terminals manual.
• SPECIFIED VALUE: 1 – 5 Ω (@ 25° C).
3 • IGNITION: ON – YES:
• CHECK: Oxygen Sensor 1 After Catalytic Con‐
verter - GX7- harness connector terminal 1 to – NO:
ground for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
4 • RECONNECT: Oxygen Sensor 1 After Cata‐ – YES:

lytic Converter - GX7- harness connector. ♦ GO TO: Step 5 ⇒ page 514 .
• CONNECT: Scan Tool. – NO:
• START: Engine and let Idle.
• Perform the function test located in diagnostic
mode 06. Refer to
⇒ “3.3 Diagnostic Modes 01 - 0A”, page 21 .
• IGNITION: OFF.
• SPECIFIED VALUE: Mode 6 Pass.
5 • FAULT: Is intermittent. ♦ GO TO: Step 8 ⇒ page 515 .
component.

GTI 2014 ➤

6 • DISCONNECT: Oxygen Sensor 1 After Cata‐ – YES:
lytic Converter - GX7- harness connector. ♦ GO TO: Step 7 ⇒ page 515 .
• CHECK: Oxygen Sensor 1 After Catalytic Con‐ component.
verter - GX7- component connector terminals
3 to 4 for voltage. ♦ CHECK: Wiring for open, high resistance,
• SPECIFIED VALUE: 0.0 V to 1.0 V. ♦ REPAIR: Faulty wiring or connector.

• CHECK: Oxygen Sensor 1 After Catalytic Con‐ – NO:
verter - GX7- harness connector terminal 2 to ♦ PERFORM: Visual Inspection of wiring and
the Engine Control Module - J623- harness component.
• CHECK: Oxygen Sensor 1 After Catalytic Con‐ short or harness connector for damage, corro‐
verter - GX7- harness connector terminal 3 to sion, loose or broken terminals.
the Engine Control Module - J623- harness
connector T91 / 26 for resistance. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Oxygen Sensor 1 After Catalytic Con‐ ♦ GO TO: Step 8 ⇒ page 515 .
verter - GX7- harness connector terminal 4 to
the Engine Control Module - J623- harness
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ).
Code. Refer to
Code. Refer to
– NO:
DTC’s.

GTI 2014 ➤
3.6.28 Oxygen Sensor 1 Before Catalytic Con‐

verter - GX10- , Checking
General Description
The Oxygen Sensor 1 Before Catalytic Converter - GX10- does
not actually measure oxygen concentration, but rather the differ‐
ence between the amount of oxygen in the exhaust gas and the
amount of oxygen in air. Rich mixture causes an oxygen demand.
This demand causes a voltage to build up, due to transportation
of oxygen ions through the Oxygen Sensor 1 Before Catalytic
Converter - GX10- layer. Lean mixture causes low voltage, since
there is an oxygen excess. The Oxygen Sensor 1 Before Catalytic
Converter - GX10- and catalytic converters are used in order to
reduce exhaust emissions. Information on oxygen concentration
is sent to Engine Control Module - J623- , which adjusts the
amount of fuel injected into the engine to compensate for excess
air or excess fuel. The Engine Control Module - J623- attempts
to maintain, on average, a certain air–fuel ratio by interpreting the
information it gains from the Oxygen Sensor 1 Before Catalytic
Converter - GX10- . The primary goal is a compromise between
power, fuel economy, and emissions. The heater for Oxygen
Sensor 1 Before Catalytic Converter - GX10- is designed to min‐
imize the time-to-readiness for closed-loop operation by heating
the Oxygen Sensor 1 Before Catalytic Converter - GX10- as
quickly as possible.
Note the Oxygen Sensor 1 Before Catalytic Converter - GX10- is
also referred to as the Heated Oxygen Sensor - G39- .
The Oxygen Sensor 1 Before Catalytic Converter - GX10- con‐
tains the following components:
♦ Oxygen Sensor Heater - Z19-
♦ Heated Oxygen Sensor - G39-
The Oxygen Sensor 1 Before Catalytic Converter - GX10- com‐
ponents cannot be serviced separately, and must be serviced as
a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤
Test Procedure
– NO:

• DISCONNECT: Oxygen Sensor 1 Before Cat‐
alytic Converter - GX10- harness connector. – NO:
♦ REPLACE: Oxygen Sensor 1 Before Catalytic
• CHECK: Oxygen Sensor 1 Before Catalytic Converter - GX10- . Refer to appropriate repair
Converter - GX10- component connector ter‐ manual.
minals 3 to 4 for resistance.
• SPECIFIED VALUE: 2 - 4 Ω ( @ 25° C).
• CHECK: Oxygen Sensor 1 Before Catalytic
Converter - GX10- harness connector terminal – NO:
4 to ground for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.
4 • RECONNECT: Oxygen Sensor 1 Before Cat‐ – YES:

alytic Converter - GX10- harness connector. ♦ GO TO: Step 5 ⇒ page 517 .
• CONNECT: Scan Tool. – NO:
• START: Engine and let Idle.
• Perform the function test located in diagnostic
mode 06. Refer to appropriate Diagnostic
Mode 06 - Read Test Results for Specific Di‐
agnostic Functions,
⇒ “3.3 Diagnostic Modes 01 - 0A”, page 21 .
• SPECIFIED VALUE: Mode 6 Pass.
• IGNITION: OFF.
5 • FAULT: Is intermittent. ♦ GO TO: Step 7 ⇒ page 518 .
component.

GTI 2014 ➤

• CHECK: Oxygen Sensor 1 Before Catalytic – NO:
Converter - GX10- harness connector terminal ♦ PERFORM: Visual Inspection of wiring and
1 to the Engine Control Module - J623- harness component.
• CHECK: Oxygen Sensor 1 Before Catalytic short or harness connector for damage, corro‐
Converter - GX10- harness connector terminal sion, loose or broken terminals.
2 to the Engine Control Module - J623- harness
connector T91 / 44 for resistance. ♦ REPAIR: Faulty wiring or connector.
• CHECK: Oxygen Sensor 1 Before Catalytic ♦ GO TO: Step 7 ⇒ page 518 .

Converter - GX10- harness connector terminal
• CHECK: Oxygen Sensor 1 Before Catalytic
Converter - GX10- harness connector terminal
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ).
Memory”, page 26
Code. Refer to
Code. Refer to
– NO:
DTC’s.

GTI 2014 ➤
3.6.29 Secondary Air Injection Pump Motor -

V101- / Secondary Air Injection Pump
Relay - J299- , Checking
General Description
Injecting additional air into the exhaust pipe triggers an exother‐
mic reaction. This leads to the combustion of HC and CO com‐
ponents that prevail mainly during the warm up phase. This
oxidation process releases additional heat. Consequently, the
exhaust gas becomes hotter, causing the catalytic converter to
heat up at a faster rate. For spark-ignition engines, secondary-air
injection is an effective means of reducing HC and CO emissions
after starting the engine and to rapidly heat up the catalytic con‐
verter. This ensures that the conversion of NOx emissions com‐
mences earlier.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
• Coolant Temperature: ≤ 20 °C.
Test Procedure
Note
The engine MUST be cold (room temperature) in order for the

ECM to command the air pump relay ON. The pump runs for ap‐
proximately 20 – 100 seconds. Once the engine has been started,
the ECM may not command the pump to run again for approx 6-8
hrs of engine off time. Due to potential damage to the catalyst,
the generic scan tool has no provision for SAI relay control.

– NO:

GTI 2014 ➤

2 • IGNITION: OFF – YES:
• DISCONNECT: Secondary Air Injection Pump
Relay - J299- from the Fuse Panel B - SB- . – NO:
• CONNECT: Jumper wire, Secondary Air Injec‐
tion Pump Relay - -J299-- socket terminals
5/87 and 3/30.
• SPECIFIED VALUE: The Secondary Air Injec‐
tion Pump Motor - V101- should be heard run‐
ning.
3 • DISCONNECT: Jumper wire, Secondary Air – YES:
Injection Pump Relay - -J299-- socket termi‐ ♦ GO TO: Step 4 ⇒ page 520 .
nals 5/87 and 3/30.
– NO:
• IGNITION: ON. ♦ PERFORM: Visual Inspection of wiring and
component.
• CHECK: Secondary Air Injection Pump Relay
- J299- socket terminals 5/87 and 1/86 to ♦ CHECK: Wiring for open, high resistance,
ground for voltage. short or harness connector for damage, corro‐
• IGNITION: OFF.
♦ REPLACE: Any open fuses.
4 • REINSTALL: Secondary Air Injection Pump – YES:

Relay - J299- into the Fuse Panel B - SB- . ♦ REPLACE: Secondary Air Injection Pump Mo‐
tor - V101- , Refer to appropriate repair man‐
• DISCONNECT: Secondary Air Injection Pump ual.
Motor - V101- harness connector.
• IGNITION: ON.
– NO:
• CHECK: Secondary Air Injection Pump Motor ♦ GO TO: Step 5 ⇒ page 520 .
- V101- harness connector terminals 1 to 2 for
voltage.
• IGNITION: OFF.
5 • REMOVE: The Fuse from the Fuse Panel B - – YES:
SB- . Refer to appropriate wiring diagram for ♦ GO TO: Step 6 ⇒ page 521 .
fuse designation.
– NO:
• CHECK: Secondary Air Injection Pump Motor ♦ PERFORM: Visual Inspection of wiring and
- V101- harness connector terminal 1 to ground component.
for resistance.
• CHECK: Secondary Air Injection Pump Motor short or harness connector for damage, corro‐
- V101- harness connector terminal 2 to output sion, loose or broken terminals.
cavity of Fuse 11 (On Fuse Panel B) - SB11-
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ). ♦ REPLACE: Any open fuses.
– Were Values obtained? ♦ GO TO: Step 7 ⇒ page 521 .

GTI 2014 ➤

6 • DISCONNECT: Jumper wire, Secondary Air – YES:
Injection Pump Relay - -J299-- socket termi‐ ♦ REPLACE: Secondary Air Injection Pump Re‐
nals 5/87 and 3/30. lay - J299- . Refer to appropriate repair manual.
• REMOVE: Engine Control Module - J623- . ♦ PERFORM: Road Test to verify repair.
♦ FAULT DOES RETURN: No malfunction is de‐
• CHECK: Secondary Air Injection Pump Relay tected in the wiring.
- J299- harness connector terminal 2/85 to En‐
T105 / 60 for resistance. ♦
• SPECIFIED VALUE: 0.5 Ω ( ± 0.3 Ω ). – NO:
– Was Value obtained? ♦ PERFORM: Visual Inspection of wiring and
component.

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.30 Secondary Air Injection Sensor 1 -

G609- / Secondary Air Injection Sole‐
noid Valve - N112- , Checking
General Description
The secondary air injection system sends air into the exhaust on
a cold-start of the engine for about 45 – 100 sec. and serves to
quickly heat the catalytic convertor(s) for improved emissions. A

GTI 2014 ➤
"pressure based secondary air diagnostics" function is used. In

this system, the signal from Secondary Air Injection Sensor 1 -
G609- is evaluated in the Engine Control Module - J623- . The
injected air quantity is determined from the pressure level.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.
Test Procedure
– NO:

• DISCONNECT: Secondary Air Injection Sole‐
noid Valve - N112- harness connector. – NO:
♦ REPLACE: Secondary Air Injection Sensor 1 -
• CHECK: Secondary Air Injection Solenoid G609- / Secondary Air Injection Solenoid Valve
Valve - N112- component connector terminals - N112- . Refer to appropriate repair manual.
• SPECIFIED VALUE: 5 – 35 Ω (at approx. 20°
C).
3 • IGNITION: ON – YES:
• CHECK: Secondary Air Injection Solenoid
Valve - N112- harness connector terminal 1 to – NO:
ground for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.

GTI 2014 ➤

• CHECK: Secondary Air Injection Solenoid – NO:
Valve - N112- harness connector terminal 5 to ♦ PERFORM: Visual Inspection of wiring and
the Engine Control Module - J623- harness component.

• CHECK: Secondary Air Injection Sensor 1 -
G609- harness connector terminals 1 to 3 for – NO:
voltage. ♦ GO TO: Step 6 ⇒ page 523 .
• IGNITION: OFF.
6 • CHECK: Secondary Air Injection Sensor 1 - – YES:
G609- harness connector terminal 1 to the En‐ ♦ GO TO: Step 8 ⇒ page 524 .
T105 / 35 for resistance. – NO:
• CHECK: Secondary Air Injection Sensor 1 - component.
G609- harness connector terminal 3 to the En‐
gine Control Module - J623- harness connector ♦ CHECK: Wiring for open, high resistance,
T105 / 33 for resistance. short or harness connector for damage, corro‐
7 • CHECK: Secondary Air Injection Sensor 1 - – YES:

G609- harness connector terminal 2 to the En‐ ♦ GO TO: Step 8 ⇒ page 524 .
T105 / 9 for resistance. – NO:
• SPECIFIED VALUE: 0.5 Ω (± 0.3 Ω). component.
– Was Value obtained? ♦ CHECK: Wiring for open, high resistance,

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.31 Throttle Valve Control Module - GX3- ,

Checking
General Description
Throttle valve operation occurs by an electric motor identified as
EPC Throttle Drive - G186- located within the Throttle Valve Con‐
trol Module - GX3- . It is controlled by the Engine Control Module
- J623- with primary inputs from the Accelerator Pedal Module -
GX2- as well as other peripheral inputs from EPC Throttle Drive
Angle Sensor 1 - G187- and EPC Throttle Drive Angle Sensor 2
- G188- .
Note the Throttle Valve Control Module - GX3- was referred to as
the Throttle Valve Control Module - J338- .
The Throttle Valve Control Module - GX3- contains the following
components:
♦ EPC Throttle Drive - G186-
♦ EPC Throttle Drive Angle Sensor 1 - G187-
♦ EPC Throttle Drive Angle Sensor 2 - G188-
The Throttle Valve Control Module - GX3- components cannot be
serviced separately, and must be serviced as a unit.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.

GTI 2014 ➤
Test requirements
• Fuses OK.
Test Procedure
– NO:

• CONNECT: Scan Tool.
– NO:
• IGNITION: ON. ♦ GO TO: Step 4 ⇒ page 526 .
• CHECK: Throttle valve position closed. .
• SPECIFIED VALUE: 3 - 25%.
• DEPRESS: Accelerator pedal slowly to WOT
while observing the percentage display. The
percentage display must increase uniformly.
• CHECK: Throttle valve position at WOT.
• SPECIFIED VALUE: 84 - 97%.
• IGNITION: OFF.
3 • CONDITION: May be intermittent. ♦ GO TO: Step 7 ⇒ page 527 .
component.

GTI 2014 ➤

4 • REMOVE: Throttle Valve Control Module - – YES:
J338 - far enough so that the harness connec‐ ♦ GO TO: Step 5 ⇒ page 526 .
tor terminals are accessible.
– NO:
• DISCONNECT: Throttle Valve Control Module ♦ GO TO: Step 6 ⇒ page 526 .
- J338- harness connector.
• IGNITION: ON.
• CHECK: Throttle Valve Control Module - GX3-
harness connector terminal 2 to ground for
voltage.
• IGNITION: OFF.
• CHECK: Throttle Valve Control Module - GX3- – NO:
• CHECK: Throttle Valve Control Module - GX3- short or harness connector for damage, corro‐
• CHECK: Throttle Valve Control Module - GX3- ♦ GO TO: Step 7 ⇒ page 527 .
harness connector terminal 4 to the Engine
harness connector terminal 5 to the Engine
• CHECK: Throttle Valve Control Module - GX3- – NO:
• CHECK: Throttle Valve Control Module - GX3- short or harness connector for damage, corro‐

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.32 Turbocharger Recirculation Valve -

N249- , Checking
General Description
A Turbocharger Recirculation Valve - N249- keeps a portion of air
running through the intake side of the turbocharger when the
throttle valve is closed and boost pressure is still present. This
keeps the turbocharger impeller from slowing down, reducing tur‐
bo lag when the throttle is applied again.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

• DISCONNECT: Turbocharger Recirculation
Valve - N249- harness connector. – NO:
♦ REPLACE: Turbocharger Recirculation Valve
• CHECK: Turbocharger Recirculation Valve - - N249- . Refer to appropriate repair manual.
N249- component connector terminals 1 to 2
• SPECIFIED VALUE: 3 – 15 Ω (at approx. 20°
C).
• CHECK: Turbocharger Recirculation Valve -
N249- harness connector terminal 1 to ground – NO:
for voltage. ♦ PERFORM: Visual Inspection of wiring and
component.
• IGNITION: OFF.

• CHECK: Turbocharger Recirculation Valve - – NO:
N249- harness connector terminal 2 to the En‐ ♦ PERFORM: Visual Inspection of wiring and
gine Control Module - J623- harness connector component.

GTI 2014 ➤

Code. Refer to
Code. Refer to
– NO:
DTC’s.
3.6.33 Vehicle Speed Signal, Checking

General Description
The Vehicle Speed Signal or VSS measures Transmission /
Transaxle output or Wheel Speed from the ABS System. The sig‐
nal is broadcasted over the CAN Bus. The Engine Control Module
- J623- uses this information to modify engine functions such as
ignition timing, AF ratio, transmission shift points, and to initiate
diagnostic routines.
♦ Multimeter.
♦ Wiring Diagram.
♦ Scan Tool.
Test requirements
• Fuses OK.

GTI 2014 ➤

Test Procedure
– NO:

♦ CONDITION: May be intermittent.
• CONNECT: Scan Tool.
• ROAD TEST: Vehicle. component.
• CHECK: Scan Tool to Speedometer for accu‐ ♦ CHECK: Wiring for open, high resistance,
racy. short or harness connector for damage, corro‐
• SPECIFIED VALUE: Difference ≤ 10%. sion, loose or broken terminals.
– Was Value obtained? ♦ REPAIR: faulty wiring or connector.

– NO:
3 • CHECK: ABS system. – YES:

♦ CHECK: CAN Bus wiring from Instrument
• CHECK: ABS DTC’s. Cluster Control Module - J285- to ABS Control
– Was the ABS system OK? Module - J104- .
– NO:
♦ REPAIR: Any ABS concerns 1st.

♦ Check the DTC memory. Refer to
• Perform a road test to verify repair. ⇒ “3.3.4 Diagnostic Mode 04 - Erase DTC
• Do any DTC’s return: Memory”, page 26 .
♦ Perform the diagnostic procedure for that DTC.
– NO:
♦ Repair is complete. Generate readiness code.
Refer to ⇒ “3.2 Readiness Codes”, page 19 .
DFD 04/2015


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Service

Service Department. Technical Information

ST - Generic Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Volkswagen Technical Site: http://vwts.ru http://vwts.info

ST – Generic Scan Tool

1.1 Safety Precautions

Failure to follow these instructions may result in personal injury

2 Rep. Gr. ST - Generic Scan Tool

♦ Before starting work, switch on the exhaust extraction sys‐

The battery must only be disconnected and connected with the

1.2 Clean Working Conditions

♦ Place removed parts on a clean surface and cover. Use lint-

1.3 High Voltage System General Warnings

4 Rep. Gr. ST - Generic Scan Tool

Read and follow the information below when de-energizing the

Working with high voltage cables:

Check the contact surfaces on the potential equalization cables

Observe the following precautions when working on the high volt‐

6 Rep. Gr. ST - Generic Scan Tool

Conventional Work Near High Voltage Components

8 Rep. Gr. ST - Generic Scan Tool

High voltage expert (HVE) A high voltage expert (HVE) is

2 Description and Operation

2.1 On Board Diagnostic Systems

2.2 Evaporative Emission System

10 Rep. Gr. ST - Generic Scan Tool

2.2.1 Leak Detection Pump (LDP) Evap Sys‐

2.2.2 Tank Leak Diagnostic Module (DM - TL)

2.2.3 Natural Vacuum Leak Detection (NVLD)

2.2.4 EVAP System, Checking for Leaks

2. Description and Operation 11

2.3 Electronic Throttle Control (ETC) Sys‐

2.4 Electronic Power Control (EPC) Warn‐

12 Rep. Gr. ST - Generic Scan Tool

the EPC warning light is turned off if no malfunction in the elec‐

2.5 Engine Control Module (ECM)

2.6 Malfunction Indicator Lamp (MIL)

2.7 Controller Area Network (CAN)

2. Description and Operation 13

tional non-transmitting nodes can be added without modification

2.8 Fuel Supply

14 Rep. Gr. ST - Generic Scan Tool

2.9 Ignition and Timing

2. Description and Operation 15

2.10 Variable Valve Timing

2.11 Exhaust-Gas Recirculation (EGR) Sys‐

2.12 Secondary Air Injection

2.13 Exhaust Systems

16 Rep. Gr. ST - Generic Scan Tool

the vehicle (often underneath the rear bumper). A passenger-car

2. Description and Operation 17

3 Diagnosis and Testing

3.1 Preliminary Check

♦ Before performing any pin point test or component diagnosis,

♦ For Electrical Testing: Refer to ⇒ page 18 .

3 • Using the Scan Tool, erase the DTC memory. – YES:

18 Rep. Gr. ST - Generic Scan Tool

Fuel System Mechanical Testing

3.2 Readiness Codes